1)  Road: The CAR will be built within a 100 m ROW cleared to a width of 60 m. Vehicles anticipated to use the CAR include personal vehicles (e.g., cars, vans, small trucks, motorcycles), and commercial vehicles including larger trucks up to the CAR’s legal limits on weight and size. Vehicle size dimensions and classifications can vary on type; however, the Transportation Association of Canada (TAC 2017) provides guidelines and vehicle manufacturers are subject to provincial, national and international regulations. Vehicle weights are regulated by the Province of Ontario (Ontario Highway Traffic Act 1990). The number of anticipated vehicles to use the CAR is not known at this time. The CAR will be designed using an Annual Average Daily Traffic amount of less than 300 and in accordance with the Ministry of Transportation’s (MTO’s) Highway Classification, Design Speed, Geometric Design Standards Manual for Ontario Highways (MTO 1985) and the Canadian Highway Bridge Design Codes (Canadian Standards Association 2014). The primary use of the CAR is to service the community of MFFN. The predominate building materials will be blasted rockfill and composite excavation material capped with granular surface material. The majority of blasted rockfill will be obtained from rock outcrops within and/or adjacent to the ROW. The road will be designed and built to approximately 1 m to 1.5 m above the original ground elevation. The cross section will have a 10 m top width and recoverable side slopes of 4:1.  

 

2)  The proposed Project will be executed in three main stages. Their estimated schedule, subject to pending regulatory approval, is provided: 

 

1. Planning and Design (2018-2021) 

2. Construction (2021-2031) 

3. Operation and Maintenance (2031+)

3) It is anticipated that this phase of the Project will be approximately five to ten years. Variability of timing is to accommodate a variety of construction methods that could be employed dependant on weather conditions, the routing circumstances and funding. Construction will partially overlap with Planning and Design. The majority of construction activities will occur during non-frozen conditions. 

4) The locations of the alternative routes were identified in consideration of the following criteria:  Avoid areas of muskeg and bog deposits  >200 m from the Ogoki River and >1 km from the Albany River, except for watercourse crossing location  Minimize the number and size of watercourse crossings  Maximize high ground location  Shortest length to the community Additional community consultation and outreach on these four alternatives was undertaken following submission of the 2017 Project Proposal, as described in Section 6.1. Field investigations were undertaken to further characterize the existing environment and consultation occurred to seek input on values and features of importance to the community. Routing adjustments were made to the alternative routes identified in the 2017 Project Proposal (MFFN 2017) based on comments received, Indigenous Knowledge of the area, and in consideration of dedicated protected areas identified through CBLUP development. Portions of Alternatives 1 and 4 were re-routed to avoid environmental and socio-economic features, while other portions were removed completely as route options for the Project

5) 4.1 Financial Support In 2016, both ENDM and Indigenous and Northern Affairs Canada confirmed financial support for the planning and regulatory permitting of the Project (MFFN 2017). There is currently no confirmed Federal financial support for construction of the Project, only provincial funding; however, there is the potential for MFFN to secure federal funding in the future. 4.2 Federal Land The Project will be located predominantly on provincial Crown land. If a portion(s) of the Project components or activities are required on federal land (e.g., First Nation reserve land), those components and/or activities may be subject to a separate federal environmental review outside of this Project Description and CEA Agency-lead review process that will be verified in discussion with MFFN, and Indigenous and Northern Affairs Canada (now Indigenous Services Canada and Crown Indigenous Relations and Northern Affairs Canada). For the various alternative routes that are being considered to determine the preferred route, a maximum of 5% of CAR would be required to be located on MFFN Reserve land.

6) The primary economic activities in the region include mining, forestry and resource-based tourism. Mining exploration and development is expanding. The Agoke Development Corporation includes MFFN, Eabametoong and Aroland and was formed to manage the Ogoki forest management unit. The Agoke Development Corporation Limited has a partnership with Nakina Lumber Incorporated – the Agoke Lumber Limited Partnership. This Partnership and other Matawa communities have pursued the forestry industry, although the forestry industry in this region has been economically limited due to the downturn in the industry (MFFN 2014). A prohibitive factor to large development projects such as mining and forestry is transportation costs and infrastructure access. The lack of electricity and a reliable transportation network increases costs which undermines the feasibility of enterprises. Economic opportunity is limited within the MFFN. The unemployment rate is high at 18.8% with a low labour participation rate of 50% (Statistics Canada 2017a). Median income is also low at $14,944, which is well below the provincial average (Statistics Canada 2017a). Within the community there are a number of small private businesses including a convenience store, a grocery store, a fuel supply business and a lodging business. Resource based tourism operations are also operated by community members. The cost of living in the community is high due to the lack of access with high costs for electricity and goods due to the transportation costs of fuel and goods.

7) Potential Effects of Changes to the Environment on Indigenous Peoples Social, economic and built environment effects are the product of two types of change: changes to the socioeconomic environment including human health and changes to the use of land including the visual environment. The Project may alter the demographics, population, regional economy, labour market and public services within communities within or near the Project area. These changes may result in a different socio-economic environment within communities including differing structures based on the construction and operation of the Project. The extent of these changes will be based on the land users in the Project area; the location of members of MFFN; and the Project procurement. While the potential Project effects are dependent on the final preferred route, they are likely to include, but are not limited to:  Changes to industry and resource extraction activities such as mining, aggregate, forestry, linear infrastructure and energy projects. New access may allow industry opportunities to become more feasible allowing for development.  Changes to the regional economy including the labour market. Additional access may provide new opportunities for businesses, lower the price of goods and facilitate new development impacting the local economy.  Changes to the social wellbeing and health of Indigenous people from the potential reduction in the supply of fish and wildlife as a result of the loss and/or degradation of habitat from road construction and operation, and from the potential reduction in abundance of fish and wildlife from increased hunting and fishing activity as a result of new access opportunities, particularly if the CAR is open to public access.  Potential changes to the community (e.g., easier access to goods) may entice members of MFFN to return to or exit the community. Changes to population may impact the availability of housing for community members. If population increases or demographics change, strain on public safety services may also occur. These changes may also impact the well-being of the community.  Changes to cultural sites and activities such as ceremonies, practices, access, language and food consumption.  Changes to diet may also occur if members of MFFN return to live with the Community on the Reserve. Increased population and access to the Far North for recreational activities (e.g., fishing and hunting) may alter the ability of current MFFN community members to access traditional foods.  The Project may result in effects to human health by altering public safety, public health, diet and mental health. These changes may be facilitated by additional access to and from southern communities year-round.  Changes to visual aesthetics of the visual landscape through the introduction of a CAR within a primarily undisturbed environment. The above potential effects will be assessed through the EA.. Analysis and feedback through consultation efforts will be incorporated into the selection of the preferred route and preliminary design of the CAR. Improved access to MFFN may also provide benefits in the form of skill development, training and job creation. Predicted benefits also include, but are not limited to: AECOM Marten Falls First Nation Project Description Marten Falls All-Season Community Access Road RPT02-2019-08-06-ProjectDescription-60593122 Submitted to Canadian Environmental Assessment Agency 40  Reduced cost of living in the community  Opportunities for employment  Improved access to goods and services, such as education and training and health services  Increase of band members living year round in the community  Access to improved health services

8)  6.1.1 Previous engagement with MFFN Community Members MFFN has led numerous engagement activities with MFFN members, as the most directly impacted community in relation to the Project, in a variety of settings, including within MFFN and in Thunder Bay and Geraldton for those community members who do not live in the community of Marten Falls (Ogoki Post). The intent of these engagements was to provide community members with regular updates on the Project (progress and decisions made) and to gather input at key Project milestones to help guide the Project. Below is a brief summary of consultation events held between January 2017 and March 2019 with MFFN Community members living in MFFN, Thunder Bay and Geraldton. 2017  January: Project information and initial feedback from the community  March: Description of potential routes and initial feedback from the community  August:  Two-day community meeting held in Thunder Bay as an opportunity for MFFN Community members to meet the companies conducting exploration in the undeveloped and remote chromite and nickel belt.  Community meeting in Marten Falls to discuss the agreement with the province to conduct an EA related to the CAR and to introduce the idea that the road will be a multi-purpose road and not just for community use.  November – December: Introduce the EA Technical Lead, discuss the EA process and provide an update on Project activities (MFFN and Thunder Bay). Members of the CBLUP team were in attendance at several meetings in 2017 following the initial information and gathering sessions:  MFFN – Henry Coaster Elementary School, January 17, 2017  MFFN – Henry Coaster Elementary School, March 13, 2017 AECOM Marten Falls First Nation Project Description Marten Falls All-Season Community Access Road RPT02-2019-08-06-ProjectDescription-60593122 Submitted to Canadian Environmental Assessment Agency 44  MFFN – Henry Coaster Elementary School, March 28, 2017  Geraldton, Ontario – Hockey Arena, March 29, 2017  Thunder Bay, Ontario – Prince Arthur, March 30, 2017 2018  February: Discuss environmental baseline studies, seek feedback on valued ecosystem components and potential route options.  MFFN – February 28, 2018  March: Discuss and plan provincial EA and baseline areas of interest.  MFFN – March 1, 2018  MFFN – March 22, 2018  June: Review history of the CAR, present team structure and Project scope, outline deliverables and timelines, and discuss community interests.  MFFN – June 18, 2018  Thunder Bay – June 19, 2018  September: Update on Project activities and status of environmental baseline studies, selection of community members to fulfill certain Project roles, consultant introduction, community involvement and training.  MFFN – September 11 and 20, 2018  November: Update on on-going studies, review of mapping of four route alternatives with existing Indigenous Traditional Knowledge.  MFFN – November 12, 2018  Thunder Bay – November 13, 2018  December: Strategic planning for the Project planned activities.  Thunder Bay – December 11, 2018  MFFN – December 12, 2018 2019  January: Discuss environmental baseline.  MFFN – January 14, 2019  Thunder Bay – January 16, 2019  February: Update on Project activities.  Thunder Bay – February 14, 2019  March: Introduce the Project and discussed the provincial and federal EA processes.  Thunder Bay – March 20, 2019  MFFN – March 21, 2019
 

10) Summary of Engagement Activities with Government Agencies ( see page 56 & 57 ) 

11) Mining Claim Holders