Archive for February 12th, 2014
Easing Congestion in Metro Vancouver: Prices without Subsidies
Instead of my former practice of using “Upcoming Event” as the title, I have just cut and pasted the announcement from an SFU email.
That is because I want to make a couple of points even before I have heard what Andrew Coyne has to say – and I am looking forward to hearing that in due course. But all you ever get to do – if you are lucky – at these events is ask questions. And the points I need to make are not the sort that get dealt with properly in a Q&A session.
Firstly the subsidies that underlie our present land use and transportation pattern are not going to change any time soon. As we heard from Todd Stone, there is to be no road pricing on the provincial highway network no matter what the newly empowered Mayors’ Council might think. They can have more control over the region’s transportation – just not nearly enough. But the subsidy to the present level of car use is built in to the fabric of our society. We subsidize fossil fuels – and especially liquid fossil fuel for motor vehicles, which remains overwhelmingly the chosen method of propulsion and will not change very significantly for a very long time. Car makers get all kinds of assistance (as Coyne himself points out): if they look like moving that increases, because we think we need those jobs. If they look like their business model is failing, they are bailed out. We do not expect to see that money repaid. We have never seriously considered for very long if there might be a better way of spending public funds to increase accessibility because we are still obsessed with mobility – which is not the same thing at all. We are still stuck at the point where we feel that land uses must be separated and that the single family home on its large lot is still the basic unit of residential development. Anything else is viewed with deep suspicion: “social engineering” is suspected – as though we had not been engineered into our current mess. The pattern of urban sprawl has been produced by subsidies and is economically unsustainable – as well as unsustainable in every other dimension too – but very few people accept that inconvenient truth.
“Suburban Cornrows” by Jan Bucholz on flickr
Las Vegas Nevada suburbs
Secondly the faith in the ability of markets to produce optimal solutions, as long as governments do not interfere, is misplaced. There is no evidence that the people who control corporations will ever do anything else than profit maximize. Yes, subsidies distort their decisions – but so does greed and willful blindness to “externalities”. We have had plenty of experience of the failure of the free enterprise model. It has not served us well at all, and unless we start to assert some very necessary political controls over businesses, our future on this planet seems very gloomy indeed. As long as money is protected as “free speech” and as long as profits can be squirrelled away in off shore accounts with little fear of penalty the present broken system will continue. And no private corporation is going to step forward to build us new transit systems unless it is paid handsomely to do so.
Rethinking Transportation: New Voices, New Ideas
Brought to you by TransLink in collaboration with the SFU City Program
Easing Congestion in Metro Vancouver: Prices Without Subsidies
February 25, 7 pm
Goldcorp Centre for the Arts (at SFU Woodwards), 149 West Hastings, Vancouver
Admission is free, but reservations are required. Reserve
Live Webcast: http://creative-services.sfu.ca/broadcast/
Andrew Coyne, a national columnist for Postmedia/National Post, will talk about a unified approach to pricing cars and transit. Transit advocates commonly suppose that subsidizing transit more heavily will induce more people to give up their cars, thus alleviating congestion. The evidence for this is scant, while a better solution is at hand: pricing roads. Not only would road tolls automatically make transit more competitive with cars, but surface transit users would also benefit from the faster traffic flows that result. Pricing road use is the only effective way to induce people to drive less: indeed, as road use is at present rationed by time rather than money, other proposed methods (wider roads, carpooling, synchronized lights, etc) end up inducing people to drive more, since they reduce the time-price of using the roads. Put the revenues from road tolls toward subsidizing transit? No: subsidized transit suffers from much the same defects as subsidized roads — both mask the real price of resource use, and both encourage sprawl. Moreover, to the extent subsidies make transit less dependent on riders for revenues, they lessen incentives to innovate and improve service.
Freeways Without Futures
This Press Release from the Congress for New Urbanism landed in my email inbox yesterday. And despite the specification that the list was limited to US urban highways, I was pleased to see that the Gardiner Expressway in Toronto made the top 10. (By the way I have now discovered, thanks to one of his tweets, that Brent Toderian helped select them.)
The Gardiner has been a candidate for removal for as long as I have been in Canada – since 1988 – and they are still arguing about it.
No mention of the Georgia and Dunsmuir Viaducts which are also still standing as I write. I did do a quick Google search to see if I could determine their status. If I recall correctly the City is still consulting the neighbourhood. And, of course, no-one has actually accepted that the City’s projections were based on the false premise that traffic would continue at present levels just differently distributed, so of course the neighbours are really worried about the impact on their streets. In reality traffic will quickly adjust – in the same way that it has for the calming of Point Grey Road and the closure of lanes on the Burrard Bridge. As we have seen everywhere that urban highways have been removed, traffic contracts or evaporates or disappears – whichever is your preferred term.
We do not actually need to “serve roughly the same number of cars”. We can confidently expect that the people who currently are making these trips will adjust their travel patterns, and that there will be fewer car trips in future. And there is plenty of evidence to support that assertion.
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