Thank you, Mr. Chairman. We are not directly involved in the polar route assessment for air services. The responsibility is currently being led by Nav Canada, a non-profit organization set up under the federal legislation. Nav Canada is working with a number of international agencies from Russia and from China, and from other locations to establish polar routes. Studies have been conducted in terms of the viability of establishing polar route traffic between North America and Asia. Some of those studies have been published as recently as just before Christmas.

There are many technical and economic issues that play a part in the decision for airlines to pursue a polar route. In most cases, what we are dealing with here are long distance over-flights that originate in North America, predominantly in the United States, and travel over the North.

Nav Canada, in concert with Transportation Canada, is dealing with the other agencies that would have an interest in the administration of these polar routes, including the transport branch of the Transportation Safety Board, the issues that pertain to the Department of National Defence, for instance, the search and rescue operations, and of course other regulatory and economic groups under the Department of Industry.

Overall, it is a very complex issue that has been underway. It is not anticipated that we will see a significant change in the near future, but subject to all things lining up correctly from an economic perspective, it could happen in the next two years. Thank you, Mr. Chairman.

Thank you, Mr. Chairman. At this point, it appears, and this is from a preliminary indication, that some of our airports could be utilized for what is considered an emergency alternate in the event of an over-flight that requires a deviation to land for emergency purposes. Usually, the requirement is that the alternate be within 45 to 90 minutes of the flight route. In this case, airports such as Inuvik or Yellowknife could possibly be considered if an emergency situation prevailed. There is a complexity that would often require the dumping of fuel prior to landing. It would require the aircraft to be reconfigured before it could take off again, but we do have that potential.

Again, the decision for that would be up to the carrier to decide if that was a designated alternate for emergency purposes. At this point, we do not have specific services that could handle that kind of emergency at those airports. We have had an occasion, for instance, at Yellowknife, where we have managed to deal with the situation. Thank you, Mr. Chairman.

Thank you, Mr. Chairman. Getting back to airport safety, I know that Mr. Krutko has expressed concern for international travellers, but my concern right now is to take care of the people in the Northwest Territories. I would like to know who would be liable if there is an unfortunate incident. If it happens that a plane crashes in the community and there is property damage and, God forbid, if there is human suffering and death, I would like to know who would be liable at that point in time, Mr. Chairman. Thank you.

Mr. Chairman, I would have difficulty answering a hypothetical liability case, but I can assure the House that the department, through its government insurer, has liability conditions associated with the operation of the airport. I am further aware that in operating an aircraft in Canada, there is a requirement for appropriate liability protection. Presumably, depending on the nature of an incident, liability would be dealt with accordingly through whatever claims are made. I would be reserved here to speak to a hypothetical accident at this point. Thank you, Mr. Chairman.

Thank you, Mr. Chairman. I would rather be dealing with a situation of a hypothetical manner than in a real manner. My concern is the possibility of this happening in one of our northern communities. Given our weather, our four seasons, our extreme weather in the winter and our unpredictable weather in the fall and spring, I think there is a possibility of this happening. The department may be insured to the gills, but that should not be used as a deterrent.

If the department is not willing to put permanent fire fighters onsite in communities that have high traffic volume, would they be committed to working with community fire fighters who are volunteering, and-or would the Department of RWED, who have professional firefighters in the forestry season near the airport in Lutselk'e, to work with them to see if they could come up with a training program that will at least have some capable people and equipment at the ground level in communities such as Lutselk'e? Thank you, Mr. Chairman.

Thank you, Mr. Chairman. This is a transportation issue, I guess we are punting it over to Municipal and Community Affairs. MACA is responsible for community fire fighters who volunteer their services. Does the department not know if they have supplied MACA with the right equipment, or if MACA has done any of this training at all?

As far as I am aware, there has never been any training done in this area or of this nature. Can the department elaborate a little bit more, rather than saying that the department is committed to working with MACA on this? Thank you.