Fast tracked, sustainable, economic mining can co-exist with environmental conservation!

Environmental sustainable resource mining should follow the Regional Strategic Environmental Assessment model, R-SEA , (not sanctioned in EA legislation nor regulations in Canada) with the integration of SEA-CEA into CEAA 2012, as outlined in "Conceptual and methodological challenges to integrating SEA and cumulative effects assessment" by Dr. Jill Gunn, Ph.D., M.C.I.P.

True R-SEA, coupled with the Ontario Far North Science Advisory Panel's advise of adopting a "Conservation-Matrix Model" (outlined in chapter 4), can eliminate the adverse effects of mining and other development projects on our environment. Piecemeal planning and decision-making should be avoided. A comprehensive access plan into the northern boreal area at a regional scale should establish limits on road densities, and on water access and wetland incursion in advance of development, rather than relying on after-the-fact mitigation and decommissioning.

Ontario should advance the Northern Policy Institute plan for Ring of Fire's infrastructure to be developed under a port authority model and transfer the ONR as a going concern to the James Bay & Lowlands Ports Authority.

An agency under Mushkegowuk and Matawa First Nations leadership could be created under the banner of the James Bay & Lowlands Ports Authority to take control of the ONTC.

CCC's railroad right-of-way could be transferred under such a plan.

Fortunately for Ontario, Canadian KWG Resources has formulated the base for such an economic and environmentally sustainable development plan and the needed new technology;

• KWG holds sole prior right to surface rights to the only viable economic chromite transport corridor, as decided by the Ontario Lands and Mining Tribunal in 2013
• That North South corridor integrates with the best First Nation "Southern" East/West light roads system, budgeted at $146M
• While the E/W road can not carry chromite economically, it is needed to build the ROF ONR railway at multiple points, service the mines with labour, equipment and supplies and allow for delivery of Noront's nickel concentrate until cheaper rail transport is available. The 2013 Tetra Tech Road Rail Trade-Off Study estimates the capital costs for a north south roadway at $1.052 billion and a railroad at $1.561 billion. If 3 million tonnes per year are shipped, operating costs are estimated at $10.50 per tonne for the railroad and $60.78 per tonne for trucking on the road. If 5 million tonnes per year are shipped, it is estimated that those operating costs per tonne would be reduced to $6.33 for rail and $59.28 for trucking.
• KWG owns or is working towards ownership of substantial amounts of the richest chromite deposits, 80% Black Horse and 30% Big Daddy, in the Ring of Fire
• KWG is working with Glencore affiliate XPS Consulting & Testwork Services and has filed a patent application, to commercialize a new method of refining into ferro chrome the chromite ore of its Black Horse deposit by means of natural gas. Their study suggested that overall direct energy costs to process one tonne of concentrate into metallised ferrochrome alloy were "less than half" that required for conventional technology. KWG said this process has a “considerably lower greenhouse gas emission footprint and greatly reduced impact on the environment.”
• Advances in long-distance slurry pipeline liquid lining technology allow for very small chromite particle transport. A nickel chromite pipeline is feasible should the First Nation require it over rail. Chromite fines reaching Nakina by pipeline would have not impede KWG's ability to reduce the chromite. Rail south of Nakina would still be required to supply Ontario's stainless steel industry.