Luker,

I agree a road has been in the works for some time, but given the PC's win in Quebec, and the meeting this week with Ford, and the new PC Quebec Leader in which Energy was an item discussed.....

And given Legault recently said he wants to give Ford an energy deal that Ford can't refuse..

And given that Mushkegowuk FN  recent uproar about not feeling included...

And given that the Watay power deal phase 2 is in this stage:

https://uploads-ssl.webflow.com/58a48de60f46d5e57d3e0a28/5beee02cc4277b4a4a22c095_Phase2_FinalESR_Notice_of_Completion_English.pdf

A Final Environmental Study Report (ESR) for the project has now been completed, to meet the requirements of the above Class Environmental Assessments.   

The Final ESR describes the process for the selection of a preferred location, the development of a site plan and an evaluation of environmental effects and includes commitments to implement the mitigation and monitoring identified within the report. Wataynikaneyap is seeking comments on the Final ESR over a 30‐day comment period ending Monday, December 17, 2018.

Wataynikaneyap plans to proceed with the Project with a planned start of construction for Phase 2 in late 2019.

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17 reserves will be connected and not be on diesel power...Notice that Neskantaga, Marten falls, Eabametoong, webequie are not part of this hydro deal?

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The  mushkegowuk deal has these remaining 4 connected to their plan.

https://www.mushkegowuk.com/?page_id=3630

It seems to me, it was always the plan for it to go this way.

I keep going back to this from 2014

Given these issues, it is easy to see why governments and project proponents are at a standstill to lead the development of providing access to the Ring of Fire. Who can co-ordinate such a politically and legally complicated process? The mayors of northern Ontario municipalities are trying their best to coalesce an alliance of regional stakeholders but their clout is limited.

A solution may lie with First Nations leadership.

Mushkegowuk Council of James Bay Lowland First Nations represents somewhat of an outlier. With its Five Nations Energy company, Mushkegowuk has an established transmission corridor, roughly 100 km from the easterly limits of the Ring of Fire. Mushkegowuk is located across the Bay from one of the world’s most inexpensive sources of electric power. Speaking of the Bay, past studies have shown that James Bay could be considered a prospect for a seasonal sea port. If a rail option were to be developed from the eastern corridor of the Ring of Fire to a seasonal sea port, this could change the economics of many mining projects in the region. More importantly, this initiative could kickstart the building of a light industrial and community access road to the isolated aboriginal communities without having to navigate through intensive oncoming dangerous heavy ore-hauling traffic.

Recently, Mushkegowuk threw its full support behind the Matawa First Nations. The Matawa recently invited Mushkegowuk to present its proposal to join forces in an aboriginal led rail-energy-sea port infrastructure corridor. Mushkegowuk’s acting Grand Chief Leo Friday and Moose Cree member-at-large Lawrence Martin explained how a joint alliance would help kickstart the transportation corridor.

Mushkegowuk territory is immediately adjacent to Matawa traditional territory. It is also located down river from the Ring of Fire and includes shared boundaries. Moreover, significant mining claims in the Ring of Fire extend onto Mushkegowuk’s territory. Most importantly, both Mushkegowuk and Matawa Councils have agreed in a joint 2011 declaration to collaborate on environment and future partnerships.

This proposed alliance would leverage the federal government’s aboriginal, environmental and navigable water responsibilities. It could purchase and transport Quebec’s power through its existing utility easement corridor. Most importantly, such an alliance would diversify aboriginal income sources away from an over-reliance on mining revenues (there are over 211 impact benefits agreements in Canada between mining companies and aboriginal organizations) and towards much more stable sources: i.e. infrastructure royalties. Moreover, royalties derived from energy and rail transportation are more attractive than user fees derived from roads.

It is difficult at this time to predict how Ontario’s Ring of Fire Secretariat, established in 2011 to co-ordinate and facilitate development, could respond to such a proposal because it underscores significant policy considerations.
Expect both parties to meet in the near term to discuss this development. However, it may better to privately finance the business case for an aboriginal-led Ring of Fire infrastructure corridor by various industry stakeholders for a more expeditious outcome.

In the meantime, the Matawa chiefs have responded to Mushkegowuk with a request for more information in the next month. Since the Tsilhqot’in decision, things are indeed moving faster in the aboriginal boardrooms.That’s because many aboriginal organizations now know that if they bring solutions to aboriginal interests, environmental safeguards and infrastructure planning, they can quickly determine which mining projects can benefit from investment certainty. A powerful combination indeed.