Planners from hell – Crack up in Rio

The Next City
September 21, 1997

Crack up in Rio

AT 3 A.M. ON DECEMBER 10, 1985, soon after the fall of Brazil’s military regime, government officials arrived at the homes of civil servants across the state of Rio de Janeiro, bundled them into vehicles and set off for a mission so secret that many of the sleepy participants, themselves, were kept in the dark.

Later that morning, bolstered by phalanxes of police, the government officials stormed 16 head offices across the city and ordered everyone inside to leave, taking absolutely nothing with them. The government officials then sat the dumbfounded civil servants in their previous occupants’ still-warm chairs. In this way, Rio’s government began the expropriation of 16 of the many private bus companies that provided its residents with 97 per cent of their bus services. The government completed the takeover later that afternoon, when the legal documents allowing the expropriation were executed. Prior to the takeover, the government’s sole public operator, Companhia de Transportes Coletivos (CTC), owned seven per cent of Rio’s buses. After it, more than one bus in four belonged to the government.

The takeover was shorter and less bloody than the military regime, but it nevertheless left its mark in the public consciousness. Rio will soon ruefully mark the 10th anniversary of the reprivatization of the 16 companies.

Among its many justifications for the military-like operation, the Rio government cited safety concerns. One year later, the number of accidents at Real, the largest of the expropriated companies, more than doubled; at Vera Cruz, passengers saw an almost 10-fold increase in accidents. Overall, the number of accidents in the nationalized fleet rose from 1,031 to 2,391, an increase of 132 per cent.

The phenomenal increase in the number of accidents was all the more startling in that it accompanied a dramatic reduction in the number of buses plying Rio’s roads. Although the government justified the expropriations with vows to increase service, within two years of the public takeover, Real lost one-third of its 297 buses; Oriental, the second largest bus company, lost over half. All told, the government scrapped 40 per cent of the once private fleet. Even CTC became overwhelmed in the chaos precipitated by the takeovers, losing 75 per cent of its fleet. The government’s satisfaction at owning over one-quarter of Rio’s buses vanished as it saw its share drop to 11 per cent. Meanwhile, one customer in seven abandoned the bus, which had accounted for 80 per cent of the 12 million public transit rides Rio passengers took each month.

While the public owners were pulling buses out of service, they rapidly built up their labor force to meet another objective in the government takeover — improved working conditions. To relieve overworked drivers and collectors, the operations and maintenance staff of the expropriated companies increased by 23 per cent. Administration staff received more generous relief, swelling to almost two and a half times its former size and giving the new publicly owned companies an average of 14 employees per bus, compared to the private sector’s five. Most of the new administrators, including the civil servants rounded up in the original dawn raid, had no knowledge of the public transit business.

While staff levels skyrocketed, the quality of service plummeted. The government made no investment in training its personnel nor in its fleet, leading to an almost doubling of the fleet’s average age, from 3.2 to 6.2 years. The number of vehicles that outlived their useful lives — seven years — soared from five per cent of the fleet to 24 per cent, violating the 10 per cent maximum decreed by law. The deterioration affected CTC even more than it affected the expropriated companies. Less than half of CTC’s fleet operated effectively and 75 per cent had trouble staying in service. Seventy-one per cent of CTC’s fleet exceeded its maximum legal age.

The government chose its expropriation targets carefully, selecting the largest of the bus companies with the most modern fleets and soundest finances. However, the expropriations were also designed to teach the private companies — which were a thorn in the government’s side — a lesson.

In 1983, after the government fixed fares at an artificially low level, bankrupting two companies and preventing others from purchasing new equipment, the companies fought back by organizing themselves into a lobby and arguing effectively for higher fares to keep up with inflation. The government expropriated the companies that lobbied hardest, and to justify the expropriation told the public it would decrease the fat profits of the companies’ owners. The government’s plan eventually failed even here — the owners took the government to court and won fair compensation for the seized assets.

After two years of running these once-profitable companies, the government found itself with a debt of US$121 million, which it could not repay, and the prospect of adding to that debt year by year. It capitulated, reprivatizing all 16 companies. CTC once again became the sole government-owned bus company.

Within two months of the January 1988 reprivatization, the 16 companies miraculously managed to increase the number of buses servicing Rio’s streets by two-thirds, restoring the buses scrapped under government ownership and winning back most of the riders the government had abandoned.

But not all was as before. In that two years, the CTC lost most of its fleet, leaving it with a mere three per cent of the market. Its bloated staff became even more bloated; especially in administration, which employed 40 times as many employees as a private company running the same number of buses (1,123 compared to 27). And the state of Rio de Janeiro had a debt $121 million greater than before.

Lawrence Solomon

Milton Keynes can’t hold its liquor

DURING THE ENGLISH CIVIL WAR, soldiers marching through the village of Sherington in the borough of Milton Keynes rested, ate, and drank at the White Hart pub. Over 300 years later, Milton Keynes Borough Council is determined to keep the building as the village’s watering hole — whether or not its owner wants to be a pubkeeper.

The dispute over White Hart’s future began after it became unprofitable, prompting its owner, Phoenix Inns, a chain of 1,700 U.K. pubs, to sell it. Knowing that the building would draw a better price as a home, the company applied for a residential permit. But the council refused, citing a 1992 local government plan to keep commercially viable pubs open, even though the borough’s senior planning officer, Caroline Clapson, admits residential use is worth more.

The highest bidder for the building had no pubkeeping ambitions, and proceeded to use the six-bedroom home and its pleasant surroundings as his home. But domestic bliss in the village of 950 was not to last. The council again refused to allow residential use, claiming other parties were now interested in running the pub. The owner appealed, took his case to the high court in London, and finally lost his challenge. Acting like the village social director, the court declared, “The proposals for change of use . . . would be of significant harm to the social amenities of the village.”

But the court decision was a hollow victory for the Milton Keynes council. Although Clapson claimed the high court’s decision “shows the value of an adopted local plan aimed at protecting pubs,” the White Hart now stands empty. The council can stop the owner living in the building but, as Clapson puts it, “we can’t make him run a pub.”

Nova Scotia cleans up on cow patties

IF NOVA SCOTIA’S GAMBLING CZARS are from hell, could the province’s new premier possibly be from heaven? We can’t say. But his intervention was certainly timely, if not divine, in the cow patty bingo affair.

What, a gentle city-born reader may ask, is cow patty bingo? As the noun suggests, it’s a game of chance based ever-so-loosely on its better known namesake. And the adjective denotes the equivalent of the spinning ball — a bovine chip, cow pie, patty, call it what you will (but please be decorous retelling this tale at work or social functions). Organizers mark off a compound in squares, and players wager on which one receives the first droppings of a heifer loosed to wander. It is — we’re not making this up — much watched at rural festivals.

Typically, half the wager goes to the winner, half to a good local cause. In Chester, for example, the $600 or so the game nets during Old Home Week pays for prizes at the children’s pet show. In Annapolis Royal it helps pay for Natal Day’s fireworks finale.

This isn’t big money in a province where gaming, more than 85 per cent of it commercially run, rakes in $760 million a year. And where the provincial government gets, through licences or a regulated cut, well over $100 million in profits. But enough was at stake to attract unwanted attention from the Nova Scotia Alcohol and Gaming Authority.

No more cow patty bingos, the commission decreed on July 17 — two days before the Chester Old Home Week was prepared to milk festival-goers for the kiddie-prize money. “While the scheme may at the outset seem fun,” intoned the commission, “it raises a number of concerns which affect its ability to be licensed, particularly with respect to the honesty and integrity elements of the lottery.”

In other words, the commission seemed to be saying, some scurrilous cheat might train the cow to “go” on a certain square.

Rural folk nearly choked. The heifer is chosen at the last moment — in essence, the first one caught from the herd of a farmer who volunteers the use of his animal. The organizers toss coins to determine from which corner of the compound to release the beast. And, the bewilderment underlying it all, who would bother trying to train an animal for a once-a-year, penny-ante affair?

Enter Russell MacLellan. Hours before his formal swearing in as premier on July 18, he left his mark by decreeing that the planned bingos could go ahead. And — here is where the question of motivation, political or divine, remains open — he didn’t even ask for a piece of the . . . er . . . pie.

Don Cayo

Amy Buskirk

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Editorial – Maude and Conrad

Lawrence Solomon
The Next City
September 21, 1997

 

Discussion

IN 1986, CONRAD BLACK WAS DOWN ON HIS LUCK. The Canadian Imperial Bank of Commerce — on whose board he sat — was treating him like some kind of deadbeat by calling in a $40 million loan to Dominion Stores, his foundering grocery store chain; the courts had ordered Hollinger, a Black-owned company, to return some $60 million to Dominion’s pension funds; and rumors swirled of his imminent bankruptcy. Black was still smarting from a 1983 police investigation into his financial affairs and from being rebuffed — due to the controversy that surrounded him — in his 1985 bid to buy into the genteel publishing company, Southam, one of Canada’s most prized newspaper properties.

But Black fought back; restored his financing by selling off assets, including a company jet; savaged opponents who libelled him; and then, soured with his native land, in 1989 he moved to the United Kingdom. But Black did not abandon his dream of establishing a Canadian newspaper empire. He waited until opportunity knocked, as it soon would, letting him return triumphant as a power in Canadian publishing. And selflessly helping him fulfil his desires, as is so often the case with men of substance, was a good woman. That woman is Maude Barlow.

Barlow is the feisty nationalist who chairs the Council of Canadians, the group spearheading the nationalists’ attack on globalization, free trade, and foreign ownership over our cultural industries. More than any other Canadian, Barlow is responsible for the public’s reluctance to allow a foreign newspaper baron like Australia’s Rupert Murdoch or worse, an American newspaper chain, from buying into Canada. More than any other Canadian, she cleared the way for Conrad Black to dominate Canadian newspaper publishing. Black has much to thank her for, but so do thousands of other affluent investors in Hollinger and Southam, the companies in Black’s Canadian publishing empire. While Barlow and other nationalists succeeded in keeping his competitors at bay, the shareholders could relax, knowing that their investments were in good hands.

Barlow helped create Black’s Canadian publishing empire in two ways. Taking foreigners out of the game meant eliminating virtually all potential buyers of Canadian newspapers, making it a buyer’s market for anyone Canadian with capital and newspaper ambitions. Black pounced on these fire sale conditions, scooping up the enterprises as opportunities appeared. As her voice became stronger, so did the independent papers’ despair at realizing fair value for their assets, and so did Black’s grip over Canadian publishing. In the last few years, while the Council of Canadians’ membership exploded to 60,000, Black’s holdings soared with her. Last year, he purchased seven Atlantic Canada papers after bagging all four Saskatchewan dailies. From the small independent Burgoyne Group, he picked up the St. Catharines Standard, the Cobourg Daily Star, and the Port Hope Evening Guide. Black now owns 59 of Canada’s 105 daily papers, plus smaller papers of all descriptions.

But his biggest acquisition by far was Southam — the plum he had long sought. In 1992 and 1993, he made his first big moves, acquiring, in league with Paul Desmarais of Power Group, a major stake in the publisher and its 17 papers at distress prices: “We had bought half a loaf for the price of a quarter of a loaf,” he boasted in his memoirs. In 1996, he purchased Desmarais’s portion, giving him effective control.

But the foreign ownership rules that let Black buy cheap also had another, equally insidious effect: They disempowered struggling papers that otherwise might have prospered. Banks and other financiers knew that the ownership restrictions made Canadian newspapers illiquid and poor credit risks, and jacked up their borrowing rates accordingly. With the financing that the independent newspapers badly needed to modernize beyond their reach, small independent papers threw in the towel. Big ones decided to sell while the selling was good. Big or small, Black greeted them all with open arms.

Barlow helped cheapen Southam and other Canadian newspaper companies, helping to deliver them into Black’s embrace. Barlow has many commendable qualities: She is sincere, articulate, passionate, and well meaning. She is also Black’s dupe.

BLACK IS NO SLOUCH IN THE NEWSPAPER WORLD. He purchased the failing Daily Telegraph in London, perhaps the world’s toughest newspaper market, and, to the surprise of the British establishment, turned the money-losing paper around by cutting dead weight administrators and investing heavily in the best editorial staff that money can buy. He purchased the Chicago Sun-Times, the no. 2 daily in the United States’ third largest market, and quickly boosted its profitability. But mostly, Black’s cunning has come from understanding monopoly markets. Most of his 400-odd papers in the United States have no direct print competitors. None of his Canadian dailies have direct print competition. The man understands the benefit of controlling the show.

Black’s central insight came from recognizing that in monopoly markets, newspapers tend to become complacent. They take on too much overhead, let three people do the work of two, and deliver too little service to their customers. In this uninspired, uncompetitive setting, papers often drift toward unprofitability and even bankruptcy.

Black learned his lesson as an impressionable youth, when at the age of 23 he and two others purchased the Sherbrooke Record for $18,000 and rescued it from bankruptcy. Through other acquisitions of small papers, he soon realized that daily papers could be profitable at a circulation of 4,000, far below the 10,000 that was the industry’s rule of thumb. On this basis, he quietly set about acquiring small papers. A little ad placed in a U.S. trade publication —”Newspapers wanted: Well-respected, growing Canadian daily newspaper with cash seeks to purchase smaller newspapers (5,000-10,000 circulation)”— turned up 34 small town papers. Now Black owns over 100 dailies and another 300 biweeklies and shopping guides in the U.S. But his significance is far more profound.

By halving the circulation needed for profitability, Black has opened up hundreds of new markets for aspiring small town and other niche publishers, who, spurred by his benchmark of 4,000, have been emboldened to invest in new ventures. He has also rewarded existing small town publishers by increasing the value of their assets — the whole publishing world, not just Black, now recognizes the little goldmines that well-run small papers represent. The young journalists working in new start-up operations may not know that they owe their job opportunities to the notorious Conrad Black, but without the small circulation revolution his discovery set in motion, prospects for Canadian publishing — until recently viewed by the investment community with disdain — would have been bleak, with fewer small town, community, ethnic, and other specialty publications serving as training grounds for big city, big circulation papers.

But Black’s shake-up of Canadian publishing has done more than spur the development of small papers. Thanks to Black, quality is also making a comeback in Canada’s moribund big city monopolies, where even Ottawa, the nation’s capital, had become a newspaper backwater. Following the same formula that turned the Daily Telegraph‘s prospects around, he cut overhead at the Ottawa Citizen and stocked the paper with some of the country’s best editorial talent, within a year transforming it into a dynamic paper.

Black’s most bitter foray was into Saskatchewan last year, where, after buying the Saskatoon StarPhoenix and Regina Leader-Post, 170 staffers lost their jobs in a bloodletting known as Black Saturday. His many detractors expressed outrage; others noted that little had changed: Before the takeovers as afterward, Saskatoon and Regina would be one-paper monopoly towns.

Not quite. Six months after Black Saturday, former StarPhoenix employees announced the birth of two new biweeklies, Regina Free Press and Saskatoon Free Press, to meet community needs that the established papers had long ignored.

“That’s the mark of a monopoly,” the upstarts’ new publisher said of the previous status quo. “The papers have been doing what pleased them and not their customers.” One year later, the biweeklies’ prospects are good — the company has expanded to Prince Arthur — another one-daily-paper town in Saskatchewan — and has shown it can attract new money. To the benefit of the province’s readers, Saskatchewan’s once-sleepy newspaper industry is the liveliest it’s been in memory.

BARLOW DEPLORES BLACK’S ASCENT, fearing he will use his papers to spread right-wing propaganda. Tom Kent, chair of the former Royal Commission on Newspapers, shares her concern, saying “he will milk many of his papers to the sacrifice of their quality and spend on some of the more important in order to bend them to his ideology.” But Black is no idealogue where business is concerned. When visiting his new employees after purchasing the Sun-Times in Democratic Chicago, to signal he would not be demanding ideological obeisance, he pointedly wore FDR cuff links. “You can’t use franchises [to promote pet causes] in a serious country without paying a heavy price,” he told Maclean‘s last year. “When Tiny Rowland got hold of [the Observer in London] and used it as a flying carpet for all his vendettas, the circulation steadily declined.”

Business trumps ideology at Black’s Saturday Night, too. Its publisher, Maureen Cavan, serves as the chair of the Canadian Magazine Publishers Association’s political affairs committee, joining Barlow as one of the country’s most powerful lobbyists for protectionism. Pushing the same hot nationalist buttons as Barlow, Cavan is in the thick of government strategizing to devise direct or indirect handouts, legislation, regulation — anything — that will pass the smell-tests set up by the World Trade Organization and keep foreigners out of Conrad Black’s Canada. Cavan’s predecessor at Saturday Night, Jeffrey Shearer, held the same lobbying post with the magazine association, and served Black with distinction as a Canadian cultural protectionist par excellence.

This fall, Barlow will be releasing a book about Conrad Black. It will deplore Black’s takeover of Canadian publishing, decry the fact that we Canadians won’t be able to speak to ourselves in our own voices, and call for mechanisms to protect Canada from his tentacles. Her book will highlight a genuine problem — federal policies toward the newspaper industry have failed dismally, leading to a domination by Black, which otherwise would not have occurred. In the debate that will follow, the public will be exposed to various ways of diminishing Black’s stranglehold. And the debate may take surprising turns. Canadian protectionism has been a good friend to Conrad Black, but these friends may soon part.

BLACK’S CANADIAN NEWSPAPER BUYING BINGE is at or near its end, and he will soon turn his attention to increasing the value of his Canadian newspaper properties. This he can best do by opening up newspapers to foreign ownership, increasing the number of bidders and letting his newspapers reach their full market value. Watch for people in his employ to lobby against protectionism, watch for the share value of Hollinger and Southam to rise, and watch for Maude Barlow to deplore the dark forces that have conspired to bring all this about.

Lawrence Solomon
Editor

To comment, write to LawrenceSolomon@nextcity.com


Discussion


Susan Schellenberg, Toronto, responds: September 26, 1997

Maude Barlow received ridicule and William Greider (Mark Wegierski’s review of One World, Ready or Not: The Manic Logic of Global Capitalism) praise for their anti-globalization views in this issue of The NEXT CITY. This fact makes the question of globalization larger to me than Conrad Black, Maude Barlow, or William Grieder.

An article based on a three-way conversation between Lawrence Solomon, Maude Barlow, and Conrad Black might better reflect:
• the globe’s need for cooperation and partnership,
• a focus for readers on the complex economic questions we face as Canadians, and
• a more purposeful wit.


James Winter, Windsor, Ontario, responds: November 2, 1997

Editor Lawrence Solomon’s column on Maude Barlow and Conrad Black is at best inaccurate speculation and at worst an ill-conceived and sycophantic cover-up for Black.

I hope no one takes this claptrap seriously.

Solomon argues that Maude Barlow is “selflessly helping [Conrad Black] fulfil his desires,” as “more than any other Canadian, she cleared the way for Conrad Black to dominate Canadian newspaper publishing.”

Solomon says “foreign ownership rules” allegedly promoted by Barlow, were responsible. “Taking foreigners out of the game meant eliminating virtually all potential buyers of Canadian newspapers, making it a buyer’s market for anyone Canadian with capital and newspaper ambitions.”

To begin with, it’s not foreign ownership rules but tax laws preventing tax deductions on ads in publications owned by foreigners that have discouraged foreign ownership.

Solomon should look to former Ottawa Journal publisher Grattan O’Leary, not Maude Barlow. O’Leary was the chair of the Royal Commission on Publishing in 1961, which advocated protection for Canadian publishers against giants like Time and Readers’ Digest. Former Liberal Senator and rainmaker Keith Davey reiterated these concerns in the 1969 Davey Report, and they were adopted by the Trudeau government in the 1970s.

But pointing the finger at O’Leary or Davey or even Trudeau would not have served Solomon’s purpose, which was to defend Conrad Black against the new book about him by Maude Barlow and myself, The Big Black Book.

Solomon makes the dubious argument that by promoting Canadian nationalism Barlow has indirectly helped to keep foreign ownership out of the newspaper industry. This, he says, has devalued Canadian daily newspapers, by reducing the number of bidders. But if Solomon is right, then it follows that Black would not own any newspapers in the United States, where there are no such provisions. This should mean U.S. sales would go to the highest global bidders, such as Rupert Murdoch.

Oooooops, it turns out that Black has far more newspapers in the U.S. than he has in Canada. Solomon himself tells us this. “Now Black owns over 100 dailies and another 300 biweeklies and shopping guides in the U.S.,” he writes.

Solomon’s theory fails the test because it is not protectionism from global bidders that has led to Black’s Canadian stranglehold, it is Black’s penchant for vampire journalism — bleeding newspapers dry for profits. Black is the highest bidder because he can squeeze out more profits than anyone else. Unfortunately, Solomon sees this as yet another one of Black’s positive attributes.

He credits Black with discovering the fact that small town, small circulation dailies can be profitable, “halving the circulation needed for profitability” — as though this were nothing more than the discovery of a mathematical equation. We’ve known that all along. What Black discovered was how to squeeze excessive profits out by inventing “the three-man newsroom and two of them sell ads,” as Black’s partner David Radler told the Kent Royal Commission.

Solomon repeats a highly dubious spin Black himself is fond of using: that Black is the savior of Canadian journalism. Along the way Solomon defends Black’s drastic staff cuts. “Black’s central insight came from recognizing that in monopoly markets, newspapers tend to become complacent. They take on too much overhead, let three people do the work of two, and deliver too little service to their customers. In this uninspired, uncompetitive setting, papers often drift toward unprofitability and even bankruptcy,” Solomon writes.

Such as? Solomon fails to cite a single example of a daily newspaper gone bankrupt, or one saved from bankruptcy by Black. I doubt that the more than two dozen papers Black bought from Ken Thomson were in any danger of going into the red.

Solomon goes on to argue that “Thanks to Black, quality is also making a comeback in Canada’s moribund big city monopolies,” but can only cite the Ottawa Citizen as an example, out of the 59 dailies owned by Black.

Not satisfied, Solomon then goes on to portray Black as the savior of journalism in Saskatchewan. Why? By taking over all five dailies there and firing 25 per cent of the journalists, he encouraged those journalists to start up some competition and enlivened Saskatchewan journalism. Black’s “many detractors expressed outrage,” Solomon writes, but “Saskatchewan’s once-sleepy newspaper industry is the liveliest it’s been in memory.”

Solomon reaches far afield, desperately grasping straws to build his defence of Black. For example, he argues that Black doesn’t let ideology interfere with profits. Why? Because Black says so, and because, “when visiting his new employees after purchasing the Sun-Times in Democratic Chicago, to signal he would not be demanding ideological obeisance, he pointedly wore FDR cuff links.”

FDR cuff links?

Solomon writes that “Barlow helped cheapen Southam and other Canadian newspaper companies, helping to deliver them into Black’s embrace. Barlow has many commendable qualities: She is sincere, articulate, passionate, and well meaning. She is also Black’s dupe.”

It’s clear from his column, however, that it is Lawrence Solomon and not Maude Barlow, who is Conrad Black’s dupe.


Lawrence Solomon replies

What to make of Professor Winter’s imagined distinction between laws on publications owned by foreigners and foreign ownership rules? Or the Alice-in-Wonderland logic that leads him to think Conrad Black would not own any U.S. newspapers — and that people like Rupert Murdoch would own all — under his assumptions of my assumptions? Professor Winter triumphantly points to Black’s ownership of many U.S. periodicals, as if that proved anything. Would he have been half so triumphant had he realized Black would soon sell almost half of them?

In Professor Winter’s view, Conrad Black is very, very ruthless; more ruthless, in fact, than any other capitalist, allowing him and him alone to squeeze maximum profits out of newspapers and to acquire so many of them. Professor Winter’s regard for the reticence of other capitalists is misplaced. All industrialists worth their salt see their duty as maximizing profits; in this, Black is far from unique.

Professor Winter chides me for failing to cite a single example of a paper saved from bankruptcy by Black, missing my description of Black’s rescue of the Sherbrooke Record. In so doing, Professor Winter seems unaware of the tremendous decline in newspaper publishing across Canada, where two- and three-newspaper towns have become dominated by a single publisher. He invites me to cite papers other than the Ottawa Citizen which have improved in quality under Black’s ownership. I am pleased to oblige; the list includes the Vancouver Province, the Montreal Gazette, the Windsor Star, the Hamilton Spectator, the Calgary Herald, and the Edmonton Journal. Largely because of Black’s investments in the newspaper business, the entire industry is pulling up its socks, stopping Canada’s decade-long decline in newspaper readership.

Professor Winter’s reply betrays a poor sense of economics and a great sense of his own importance: He believes my purpose in writing my editorial “was to defend Conrad Black against the new book about him by Maude Barlow and myself,” as if I feared (or cared) that his book might bring down or diminish the Black empire. More to the point, any reader not blinded by a loathing of Conrad Black would have seen my editorial for what it was: a criticism of the counterproductive laws that created Black’s Canadian empire and the counterproductive advocacy of people like Professor Winter that created the laws.

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Discussion Group, The Blue Box conspiracy

Guy Crittenden
The Next City
September 21, 1997

 

Guided by the invisible hand of the soft drink giants, governments introduced curbside recycling to the environment’s sorrow

Discussion

THE BLUE BOX ON YOUR FRONT PORCH WASN’T DREAMED UP by government officials. Or inspired by grassroots environmentalists. The soft drink industry and its packaging suppliers brought in the Blue Box to serve a common corporate agenda — thwarting government legislation that would have foiled their plans to bury the refillable bottle in the junk heap of history.

The soft drink industry pulled off this public relations masterstroke by tapping into a rare confluence of interests among industry, municipal officials, and activists. For environmental groups, the Blue Box was the dream of recycling come true. For municipal waste managers, it meant more programs and larger budgets to administer. And for soft drink companies, the Blue Box both trumped troublesome legislation and stuck governments with paying most of the disposal costs of throwaway containers, saving the industry greater costs that bottlers and their customers once bore in a clunky, refillable bottle system.

But gains for these three came at a cost to the rest of society: The Machiavellian manoeuvring created a crazy and often counterproductive system that undermines composting, modern incineration, user fees, and other waste management tools necessary to a truly sustainable society. Also forgotten in all this were the interests of taxpayers, who happily fill their Blue Box each week, oblivious to the financial waste or the social and environmental costs.

Sounds incredible and wrong? It is. Ironically, the legislation the Blue Box scuttles is no better.

Our story begins in Atlanta.

Things grow better with Coke

THROUGHOUT THE 19TH CENTURY, PHARMACISTS’ KNOWLEDGE of plants and herbs made them innovators in flavored soda waters, turning their stores into popular gathering places for refreshments. John Styth Pemberton, the Atlanta pharmacist who invented Coca-Cola in 1886, sold the drink at Jacob’s Pharmacy, then marketed his syrup to other druggists for their soda fountains. But syrup manufacturers wanted to tap the huge potential inside the customer’s home. To overcome the prohibitive cost of marketing cheap flavored waters in pricey bottles, the entrepreneurial industry conceived the refillable bottle.

Pop production soon flourished through a two-tiered system. The manufacturers sold their syrups to a national network of independent bottlers who mixed them with sweetened carbonated water and distributed the soda pop in refillable glass bottles. The system of brand-owning syrup producers and independent bottlers persisted for most of this century.

The refillable bottle system depended on each bottler’s ability to sell and then collect back its bottles, most of which would be on store shelves or in kitchen pantries awaiting return for deposit redemption. To prevent their valuable inventory from ending up at another bottler, bottlers set up exclusive distribution franchises, each territory determined by the distance a horse and driver, and later a motor vehicle, could cover in one day. The system was the ultimate in reuse. In the 1950s, the thick glass pop bottles were washed and reused an average of 45 times in thousands of communities across North America. Because the bottlers were independent, they could package beverages for various companies, including small mom-and-pop brands that competed successfully in local markets against the national producers despite their greater advertising power. Prior to 1962, all pop companies distributed their soft drinks this way.

Then the soft drink industry introduced disposable bottles and cans. The throwaway glass bottle — manufactured with thin walls to save on production costs — proved too breakable, irritating customers and grocers alike. But the steel can won over convenience-minded consumers, and almost everyone else, too. The major soft drink companies saw savings in automated equipment: Filling 2,000 cans per minute requires only half a dozen workers; the same number of bottles takes nearly 50 workers. Cans are easier to handle, lighter to ship, and unbreakable. Grocers love them for cutting their display and storage space requirements in half and for ending the hassle of handling empty bottles and deposit refunds.

Because cans require long production runs, they don’t suit the small, regional soft drink companies. But they liberate large soft drink companies from the high labor costs and hassles of small-scale bottle refilling. Large automated plants can flood entire states with soft drinks, providing enormous economies of scale that let the larger pop producers squeeze out smaller players and increase their market share. The refillable bottle’s virtual 100 per cent market share in 1958 has fallen to less than three per cent today. The 6,000 bottlers of that era have dwindled to about 1,000.

In all this, consumers have been big winners. Not only have they shed the hassle of storing and returning empties, but also they pay less for their pop (adjusted for inflation) than in 1970, leading to dramatic growth in total industry sales. In 1996, Americans consumed almost 200 litres of soft drinks per capita, Canadians about 100.

You got the wrong one, baby

UNFORTUNATELY FOR THE LARGE POP PRODUCERS, this contemporary business tale of restructuring, growth, and lower consumer prices was messy. Consumers’ enthusiasm for throwaway containers led to litter and to a huge backlash from environmentalists and government in the form of anti-litter deposit-return legislation and, in some places, government-set quotas for mandatory refillable bottles.

Soft drink manufacturers vehemently resist these with the best lobbyists that money can buy and a barrage of research attacking these programs’ costs. One of their most influential reports, a 1992 study by consultants Temple, Barker, Sloan claimed that national deposit legislation would drain the U.S. economy of more than $6.2 billion a year “in higher prices, lost sales, lost tax revenues, and in the creation of a reverse distribution system and new, unneeded bureaucracies.” A look at existing state and provincial deposit systems reveals why the industry fears their spread.

When the industry adopted the refillable glass bottle, it was the most economic technology. Legislated deposits evolved for political reasons. First introduced in Canada in 1971 by British Columbia and in the United States in 1980 by Oregon, these bottle return laws followed news reports — greatly exaggerated — of rusted cans and broken bottles cutting children’s feet and hands in playgrounds. Deposits led bottles to be returned for recycling in large numbers (exceeding 70 or even 95 per cent in some states). These return rates appeal to many environmental groups, who now demand all states and provinces pass bottle bills.

But at what cost? Never mind that industry’s switch to aluminum and plastic eliminated the broken glass problem; any system that handles material one item at a time will cost more than one which deals in bulk. When a customer returns a can or a bottle, the store has to sort it and track the paperwork of each transaction. Though retailers receive a handling fee of about 5 cents per container, they claim their real costs are between 9 and 17 cents. Since they can’t charge the difference to customers, they put it into overhead, spreading it out over the price of all foods sold. In other words, bottle bills force people who don’t buy soft drinks to subsidize those who do via higher food prices. Yikes!

To get around this problem, jurisdictions like Alberta and Saskatchewan tell consumers to return empties at industry-run bottle depots. Because this involves a special trip, consumers tend to save up a large load, helping to give the depots lower overhead than grocery stores. But the savings are a shell game, the hidden costs transferred from grocers to their customers who pay in warehousing the empties at their homes, and in time and fuel senselessly wasted travelling to and from the depot, all to maintain a system run in parallel to waste collection services for which consumers are already paying through their taxes.

Depots are dismal money-losing operations that pay consumers for their empties from the cheques they receive from grocers, who collect the customer’s original bottle deposits. The depot’s only profitable customer is the one who throws away his empties and never shows up to claim his deposit, letting the depot pocket the refund. Smart depot operations know that the more they discourage business, the less they’ll lose. In some jurisdictions, one-third or more of the empties get chucked.

Worst still, the returned containers aren’t being refilled — as is environmentally superior — but only sorted to be crushed for recycling. To encourage consumers to buy refillables, some jurisdictions have tried a “half-back” system in which the depots refund 10 cents for refillables, and only 5 cents for non-refillables. Yet despite this incentive, people still buy non-refillables.

But soft drink producers dread deposit systems less than refillable bottle quotas and much less than an onerous European trend called producer responsibility, which requires them to somehow assume the ultimate cost of disposing of their products’ packages. In several European countries, the manufacturer remains the legal owner of the container, even after the consumer buys a bottle of pop. In Germany, which bans pop packaging from landfills, 72 per cent of all carbonated beverages must be sold in refillable bottles, a proportion that increases gradually to 81 per cent by the year 2000.

The 1990 law that led to these requirements also brought chaos. German municipalities collected mountains of packaging material, which had no market, and because environmental laws ruled out German landfills, the municipalities shipped boatloads of recyclables as far away as Africa to be dumped. Recycling that did occur required mountains of money — every tonne of diverted material cost $800. And that’s in a country efficiently packing 80 million people into an area the size of Newfoundland.

In America, where only 10 states adopted bottle bills, battles rage over getting the other 40 to follow suit. In Canada, where every province except Manitoba has a deposit-return system of one kind or another, and where Ontario, to boot, has the dreaded refillable bottle quota, the fight has been quite different.

With restrictive environmental legislation looming throughout North America, the soft drink industry, its suppliers, and the grocers joined forces in the 1980s to promote an environmental alternative more to their liking: curbside recycling. It’s no accident that the locale for test marketing this new concept was also the home of North America’s only refillable bottle quota for soft drinks: Ontario. They named their project the Blue Box.

Feeding Blue

ENVIRONMENTALISTS HAD BEEN PUSHING MUNICIPAL CURBSIDE RECYCLING since the early 1970s to keep materials such as newspapers and cans out of landfills. Pilot projects sometimes succeeded where markets were already established, such as with paper, but generally they failed for reasons that plague recycling to this day: competition from virgin materials, wild fluctuations in the price of commodities, and contamination of the materials themselves. Without the intervention of the soft drink industry, curbside recycling would have fizzled except in those communities where local circumstances made it practical.

In 1977, the soft drink industry, in a gentleman’s agreement with the Ontario government, agreed to sell at least 75 per cent of its products in refillable bottles rather than cans, and the government agreed to spare the industry from stricter formal regulation. Just two years later, after a string of 1.5 litre glass bottle explosions led to a federal government ban, the agreement became unenforceable. The soft drink companies saw a golden opportunity to permanently eliminate refillable bottles and to distribute more of their products in disposable containers.

By 1980, new government backing for recycling — including cash recycling grants — set the stage for the Blue Box. The soft drink industry renamed its convenient throwaways recyclables and set itself up as puppet master in a tangle of competing proposals from the manufacturers of steel and aluminum cans, glass and plastic bottles, their unions, environmentalists, consumer groups, and government officials. Negotiations ground on for years.

In 1985, Alcan cut through the tangle by swaying most parties to the wisdom of switching from steel to aluminum cans. Recyclers covet aluminum for its high price (a minimum of $900 per tonne at the time). Environmentalists recoil from aluminum because its production from rapacious bauxite mining eats up land in Third World countries and its manufacture consumes inordinate amounts of electricity here at home. But some — especially Pollution Probe — grasped the diabolical beauty in the Alcan scheme. By salting the low-value materials that we now find in our Blue Boxes with pricey aluminum, recycling the box’s entire contents would become thinkable. The pop companies agreed to use this more expensive metal, and the government to relax the refillable quota for soft drink containers to 40 per cent, then to 30 per cent once the Blue Box served half of all Ontario’s households. A few environmental groups called the scheme a sell-out to industry; the Canadian Environmental Law Association withdrew from the process entirely.

To oversee the Blue Box, the provincial government created a Recycling Advisory Committee carefully made up of industry reps, select environmentalists, and other stakeholders. A clubby atmosphere soon set in: Its small elite reported directly to the minister of Environment, behind the backs of most environmental groups, and prevented leaks by keeping files out of the hands of civil servants. The soft drink companies soon saw their newfound buddies would not force them to meet even the 30 per cent quota.

In 1989, the companies proposed that they be required to maintain the capacity to produce 30 per cent of its products in refillables, but not be required to actually do so. The government acquiesced.

When the environmentalists who agreed to the original Blue Box deal saw how completely they had been outmanoeuvred, they made much of the betrayal during the next provincial election campaign in 1990. The opposition NDP, which promised to phase out steel soft drink cans and implement a refillable system, won. But after the election, the NDP backed off the steel can promise to appease the United Steelworkers of America. Many environmentalists expected this reversal. But no one expected the NDP to also renege on its refillables commitment.

The soft drink companies threatened to challenge their need to meet the 30 per cent quota in court and the Premier’s Office and the Environment Ministry also feared challenges under the Canada-U.S. free trade agreement and the Canadian Charter of Rights and Freedoms. The government caved in, timidly asking only that the industry spend a million dollars on television ads to promote refillables. Predictably, the poorly produced ads flopped. By mid-1991, about 10 per cent of soft drink sales were refillable, by 1993, it was 3 per cent.

Compared to a full-scale bottle deposit-return system, the Blue Box program saves the soft drink industry an estimated $60 million to $80 million each year in Ontario, or about $1 billion over the past 15 years. In that period, the industry contributed a mere $40 million to the Blue Box program — 4 per cent of the tab they otherwise faced. The provincial and municipal governments contributed $600 million.

By the end of 1992, more than 500 Ontario municipalities ran recycling programs serving roughly 80 per cent of the province’s households, expensively diverting from landfill more than 420,000 tonnes of Blue Box materials. Municipal waste managers competed with one another to recycle higher and higher waste tonnages, almost regardless of cost. The government basked in accolades, leading other jurisdictions across North America to copy its curbside recycling model. In the United States and Canada, more than 9,000 communities now run curbside recycling programs, a number that keeps growing. Ontario’s Blue Box program has become a popular icon for convenient public participation in environmental protection. As the soft drink lobby’s executive director, Stuart Hartley, cheerfully says, “More people use their Blue Box than vote.”

I’m a pepper, you’re a pepper

THE BLUE BOX PROGRAM REEKS OF PROBLEMS, largely because its one-size-fits-all approach trashes its many merits — all municipalities with more than 5,000 residents must offer a Blue Box-type program, arbitrarily collecting materials selected by bureaucratic whim in the provincial capital. The result has often been absurd.

For example, collection crews in sparsely populated parts of Northern Ontario have had to collect glass hundreds of miles away from any viable glass market, leading to huge glass mountains because it’s too expensive to haul the stuff south. Listening to the northern reeves and mayors swap stories about this nonsense is like eavesdropping on plant managers from the former Soviet Union complaining about having to meet state-mandated production quotas. After the province cancelled recycling subsidies in 1996, the northern towns rebelled and discontinued glass recycling, in defiance of provincial regulations. Faced with the stark costs of collecting, sorting, and getting rid of recyclable Blue Box materials, some cities and towns threaten to drop curbside recycling altogether. Other communities that object to the one-size-fits-all approach — but nevertheless want to reduce the amount of waste that’s landfilled — now experiment with alternative schemes such as separate collection and sorting of wet and dry garbage, or other practical local approaches sidelined by the province’s single-minded commitment to Blue Box-style recycling.

If the goal is to reduce waste, why build the entire waste management system around soft drink container recycling? It may make sense to recycle the huge urban forests of office paper, newsprint, and cardboard, but do we need to recycle every candy wrapper? Why not focus instead on composting yard waste and kitchen scraps, which account for approximately 50 per cent of residential garbage? If the goal is to protect the environment, why not prevent household hazardous waste from entering ill-equipped municipal landfills? Even a tiny amount of batteries, used motor oil, cleansers, and other household chemicals can pollute precious groundwater far more than pop bottles. Many combinations of waste management tools — which may or may not involve curbside recycling — offer better environmental protection at a lower cost than current systems in most jurisdictions.

When environmentalists, industry, and government cut the deal that created the Blue Box, they succeeded in building a massive and expensive infrastructure, one that affects us all in our daily lives.

But the massive Blue Box infrastructure rests on two wobbly stilts. The first is municipal subsidies, which top up the shortfalls that result when aluminum fails to subsidize recycling the trash it’s mixed up with. In 1997, recycled plastics sold for $50 per tonne or less, yet cost thousands of dollars per tonne to collect. Mixed colored glass is practically worthless. Across the province, the estimated average loss from recycling a tonne of material (including collection, transportation, processing, and revenues from sale) varies from $80 to $173.

The second, and more important stilt, is the aluminum can, the very basis of the Blue Box economy. Soft drink companies recently committed to using aluminum in their cans for three more years, but they also plan a switch to cheaper plastic bottles. To the industry’s embarrassment, Pepsi jumped the gun with its recent “Handle Without Care” ad campaign, which exhorted shoppers to buy plastic bottles fitted with a convenient handle rather than more expensive cans. Because plastic bottles would sound the death knell for the Blue Box — which still serves the industry’s purposes — the rest of the soft drink industry coerced Pepsi into withdrawing the campaign. But for how long can pop consumers be forced to buy more expensive containers to prop up curbside recycling? Sooner rather than later, the growing popularity of plastic pop bottles across North America will kick the aluminum stilt out from under the entire money-losing Blue Box infrastructure.

The uncola

YET RECYCLING OFTEN DOES MAKE SENSE. IN VERY DENSE CITIES, the cost of baling recyclable materials has sometimes been half that of landfilling them. The problem with the Blue Box and similar programs rests in their financing. The pop container problem will be solved as soon as the consumer of soft drinks — not the government, not the industry — pays for the disposal of its packaging. This only requires charging user fees for garbage or recyclables put out at the curb.

Unless I’m charged directly for the garbage I set at the curb, I have no economic interest in reducing my waste. It makes no difference to my bill whether I buy my milk in plastic bags or polycoat cartons; my laundry detergent in refillable containers or clunky boxes. I can buy and throw out all the pop containers I want, and I’ll still pay the same for garbage collection as my next door neighbor who never touches the stuff. My excessive disposal costs are diffused among, and subsidized by, my penny-counting, coupon-clipping, environmentally-conscious fellow taxpayers, particularly the ones who buy refillable bottles. More than anything, this transfer of money from those who conserve to those who consume encourages waste.

The elimination of this subsidy is the simplest yet most powerful action society could take toward protecting the environment, reducing waste, and lowering costs. With user fees (and without any proselytizing about Saving Planet Earth), I’d avoid buying products sold in bulky packaging to save money, and I’d flatten my pop cans and plastic bottles quite voluntarily. If I couldn’t be bothered doing so, at least I’d pay a price for my laziness.

Cities and towns that do charge user fees for garbage report dramatic reductions in garbage, as high as 40 per cent. Seattle householders are so aggressive about cramming as much as possible into their standard-size garbage bins that their actions have been nicknamed the “Seattle Stomp.”

Many people would continue to buy throwaway cans and bottles, but would pay for the convenience. They could reduce disposal costs by flattening containers to reduce volume, and some might even buy compactors or shredders for their homes. The smart waste hauler would further reduce his landfill tipping fees by flattening containers and bottles himself with automated equipment, perhaps built into the truck itself. When plastic prices are low, the material might be redirected to a high-tech incinerator. Where landfill or incinerator prices are high, recycling will still make sense. Both the retailer and the hauler would have an economic interest in catering to consumer demands for the best combination of efficient packaging and convenient, low-cost disposal, since consumers would pay directly for both.

Ironically, the search for lower disposal costs and the elimination of subsidies would trigger a revival of the refillable bottle, for economic rather than political reasons, with niche operators carving into the soft drink giants’ market share.

Just such a revival is already occurring with beer. Despite being inundated with cheap beer in cans, American beer drinkers have begun turning back to glass bottles in droves, preferring the bottle’s coldness and the taste of local microbreweries’ premium brands with their distinct, non-pasteurized ales and lagers. In taverns and restaurants, where it is convenient for brewers to get back their bottles, refillable bottles never fell out of favor.

Refilling makes sense for wine and spirit bottles, too. Encore of Richmond, California, collects millions of used refillable wine bottles on the West Coast and sells them at discount prices to more than 300 California wineries. Ontario vintner Livio Camarra wants to do the same thing. He discovered that Toronto’s Blue Box program spends 5.8 cents transforming a 50-cent wine bottle into one cent worth of broken glass, which often becomes fill. Dozens of cash-strapped municipalities across the province who want glass out of the Blue Box have endorsed his proposal to wash and resell these bottles in a for-profit private sector scheme.

Non-pop, non-alcoholic refillables also make sense. The Stewart’s chain of 172 convenience stores in New York state sells more than a third of its soft drinks, juice, and milk in such containers. The milk bottles, made from a special Lexan resin, can be reused more than 100 times. The Schroeder Milk Company in Minneapolis, Minnesota, uses a thick-walled plastic container that averages 50 uses. With a savings of 6 to 10 cents per gallon, some stores ring up 80 to 90 per cent of their sales in refillables.

Despite the shift to recyclable containers by the major soft drink companies, numerous niche players still tout the refillable. Chokola Cola serves a small market near Wilkes-Barre, Pennsylvania, entirely with refillable bottles. The company survives by taking care of its bottles, many of which have been in circulation since the 1960s (some as far back as 1926). Ale-8-One, a ginger ale sold in Kentucky, maintains a 70 per cent rate of refillable sales. It attributes its success to the absence of a strong competitor — neither Coke nor Pepsi makes a ginger ale — and to the economics of refillables, which give customers a 20-cent price break on the beverage. In an unsubsidized, competitive market, high-quality local soft drink labels (like their cousins in beer) would cut into the business of the national brands.

Then there’s soda pop itself. Anyone who’s been in a supermarket recently knows about the huge variety of different fizzy juices and isotonic sports drinks on the market. “Generic” brands bottled under private label by companies like Cott Beverages for grocers compete directly against the national brands. In all, there are more than 450 different soft drinks.

Some companies are about to capitalize on refillables by installing a mini-bottling plant right beside a large factory, auto assembly plant, army base, or any facility with a high concentration of people in a remote location. By eliminating transportation distances and by collecting back all its bottles, local operators expect to undercut the prices of national producers.

Another growth category is fountain soda sold in convenience stores like 7-Eleven. One innovator may already be ahead of the game. Vancouver-based Fountain Fresh puts all of its capital costs right in stores themselves. Customers bring an empty plastic pop bottle (of any size, from any competing brand) and place it in a computerized machine that rinses and sterilizes the bottle, then fills it with fountain soda pop. Two litres of freshly carbonated pop for just 79 cents. With the push of a button, the machine dispenses as many as 24 different flavors, ranging from traditional colas to exotic new age tastes like apple-kiwi. The technology eliminates packaging costs and the need to transport anything but flavored concentrate to stores. Retailers sell more product in less space, enjoy higher margins and avoid bottle or can inventories. Wal-Mart is installing the machines in stores across North America.

The cheekiness of turning another company’s recyclable bottle into a refillable one testifies to the boundless creativity that has been obscured by the war over packaging, by misguided legislation, and by the subsidy-driven solutions to non-problems, which culminated in the Blue Box. For the sake of the environment, it’s time for the war to end, for the conspirators to be free to innovate, and for their customers to pay directly for the products and services — including recycling services — they desire.


Letters

, Essa Township, Ontario, responds: November 1, 1997

, Environmental Plastics Advisory Service, West Vancouver, responds: November 20, 1997

, Editor-in-Chief, Solid Waste & Recycling, replies

  1. James Hall
  2. Jim Cairns
  3. Guy Crittenden

James Hall, Essa Township, Ontario, responds: November 1, 1997

Without access to the statistics cited and other information regarding the Blue Box program, I cannot comment on much of what was covered. There are however some areas in which I feel sufficiently informed to offer my opinions.

I don’t agree with the contention that a “pay at the curb” garbage collection system is the panacea that many municipalities and this commentary seem to consider it. When we first moved into the countryside in Essa Township, about an hour northwest of Toronto, there was no garbage pickup at all. The township had a well-run dump site where residents could deposit their trash at no cost (there was some sorting at site, but not full recycling at that time). Shortly after that the dump was taken over by the county, which immediately opened it up to the entire county and started charging everyone for dumping.

The immediate result, until the township was able to institute curbside pickup, was the continual appearance of garbage bags along all the country roads. This garbage dumping scenario was repeated when another local municipality started charging at the curb for garbage pickup. Too large a fraction of the people out there are all too willing to stick their garbage in the trunk and give it a heave the next time they’re driving through the countryside. Of course, this generally removes it from the concern of the municipality charging for the pickup of the garbage, so they aren’t bothered. Everyone is happy except the residents of the countryside who have to live with all that garbage and then pay higher taxes so their level of local government can pay someone to go pick it up.

I share your concerns about non-refillable containers and about materials that find their way to dump sites that shouldn’t. I just don’t think the solution is doing away with home sorting of garbage and charging at the curbside. As you seemed to say, before advocating just throwing all your recyclables in landfill as long as you flattened them first, we need less, not more, garbage going to landfill. Doing away with home sorting will only exacerbate the problem.

People also don’t generally think far enough ahead for curbside charges to reduce the amount of garbage they create. If they find they have the garbage, they either pay the piper or throw it in the trunk to dump somewhere the next time they’re out for a drive. People only think about what they’re doing when they’re paying for it and that is at the store. (That’s obvious. That’s why they’re buying non-refillables in the first place because they have to pay a 25-cent or 60-cent deposit on each refillable container.) That’s where the charges should be made. And not just for soft drinks, although they are one of the worst offenders. Additional charges could be made for excessively packaged items and for other items that should be in refillable containers.

As far as soft drink containers go, there are many jurisdictions that already charge deposits on plastic and aluminum as well as refillable glass. In British Columbia, I haven’t seen any refillable soft drink containers, but there is a deposit payable on all the non-refillable ones. The same is true in many places in the United States.


Jim Cairns, Environmental Plastics Advisory Service, West Vancouver, responds: November 20, 1997

The recent battering and bruising of the Blue Box raises some overdue questions about collection methods and sustainable packaging in Canada. The much maligned Canadian Soft Drink Association (CSDA) is actually an industry leader in sustainable packaging stewardship. Necessity is the mother of invention. No sector’s financial contribution or product packaging stewardship surpasses CSDA’s in reduction and recycling.

In Ontario, soft drink industry discards are the major industry funders of the Blue Box. In Manitoba, CSDA is currently the sole industry funder of Manitoba’s residential curbside/depot collection system. In Western Canada and the Maritimes, the soft drink industry and the Canadian Council of Grocery Distributors (CCGD) cooperate through their participation in the deposit/refund depots along with the Provincial Depot operators associations. With the cooperation of the consumers and these partners, 80 per cent recycle rates for aluminum and PET containers are being achieved in these regions. No significant impact on market share or growth of the soft drink industry is discernible in Canada.

The challenge appears to be for other industries’ discards to make comparable input.

The issue of reuse (refilling) of containers remains under debate and will not likely be resolved through subjective Life Cycle Assessment studies (he who pays the piper calls the tune). The reality of today’s global economy is that packaged products imported from distant regions are unlikely to be collected, sorted, sanitized, and refilled. Perhaps some local brand owner may be prepared to refill.

Irrespective of the collection system adopted by provincial and municipal governments — Blue Box or deposit/refund — we should be thankful as Canadians we have the National Packaging Protocol’s (NaPP) conservation commitment in place between industry, advocacy groups, and governments. In true Canadian democratic style it is perhaps correct and advantageous to have several collection systems in operation. As Mr. Crittenden points out, “one system does not necessarily fit all”; should one system prove to be more sustainable in achieving the common goals of NaPP, then possibly it will be preferentially adopted.


Guy Crittenden, Editor-in-Chief, Solid Waste & Recycling, replies

My article exposed the specific commercial agenda served by the promotion of curbside recycling in the 1980s as the soft drink industry and its packaging suppliers dodged the threat of government-mandated deposit-return systems for pop containers. I’m not against recycling, per se: My objection is that our overemphasis on this tool — and our neglect of others — is in many instances frustrating the evolution of an optimum system for managing household wastes.

An honest reassessment requires a dispassionate look at system costs and what we’re trying to accomplish in the first place. What is the full cost per tonne of collecting and recycling each material? What are the real environmental benefits of diverting specific materials from landfill? When might it make more sense (political correctness aside) to incinerate plastic pop bottles, for instance, rather than recycle them? And what was the science behind Canada’s commitment to reduce by 50 per cent the volume of packaging material sent to landfill by the year 2000? Why not 20 per cent? Why not 80 per cent? Why packaging and not, say, kitchen scraps and yard waste, which constitute roughly half the waste stream?

As I attempted to answer such questions, my faith in the status quo quickly unravelled. I found data from municipalities and industry groups were often vague, confusing, or even deliberately misleading. Calculations based on weight rather than volume is just one way costly materials are made to look cheap.

I concluded that market mechanisms could greatly improve the value households receive from waste management services and better protect the environment. User fees are one mechanism that encourages waste reduction at the source. Whenever they don’t, at least the polluter pays. (By the way, in practice, roadside dumping declines sharply as bags are opened and offenders are identified via addresses on mail, and so on, and ticketed.)

Another market mechanism some people advocate is a government-mandated deposit-return system, especially for soft drink containers (the very system the pop producers wanted to avoid). These systems are ubiquitous in Canada; as of January 1, British Columbia expanded its system to include all packaging materials. But as I researched my article, I discovered that such systems can be even more costly and inefficient than curbside recycling programs. I didn’t realize the extent of the inefficiency until very recently.

Last year, my request (made under the Access to Information Act) was denied for copies of a study Price Waterhouse and a team of consultants prepared in April 1993 for Ontario’s then NDP government, which was intent on introducing a deposit-return system in the province. The consultants studied systems in other jurisdictions, then proposed a model that combined the best elements to achieve the highest level of returns at the lowest cost. The plan was mysteriously cancelled by the NDP and the study was not only shelved but also sealed from prying eyes inside a submission to cabinet. This was a shame, since this independent study was said to be chockablock with unbiased data on the real costs and benefits of deposit-return systems.

I nevertheless obtained a copy of this secret report via another source and found that, even in their best-case scenario, the consultants believed a deposit-return system in Ontario would cost consumers more than $237 million every year in higher pop prices and in subsidies to the special container-handling system. These costs (largely hidden) are amazing when one considers that advocates describe deposits as cost-neutral for consumers (because consumers recover their 10 cents at the store).

The study also showed that high-tech jobs in packaging plants would be replaced by low-wage, unskilled jobs managing empty containers. Pop companies would lose $38 million, and container suppliers $11 million, annually. Distributors would lose $13 million, and retailers $50 million. (No wonder grocers fight this kind of legislation!) However, the government would take in more than $109 million. (No wonder governments pass this kind of legislation!)

Some of the data in the 1993 report are probably out-of-date, but their essential conclusions suggest that the soft drink industry had good reason to devise an alternative to legislated deposits.

Recent information from the City of Toronto public works department reveals that only about 50 per cent of paper and glass is being diverted from landfill via the Blue Box. Diversion rates for plastic and aluminum soft drink containers are less than 30 per cent. Some of this relates to that city’s inefficient system, but, even if the rates were higher, the information suggests another system might be better. Guelph’s “wet-dry” system is diverting far more material than Toronto’s (perhaps 250 per cent more in 1998) at a comparable cost (and with no Blue Box). Even the organizations that support the Blue Box are talking about this as the wave of the future.

Posted in Regulation | 4 Comments

Discussion Group, Every car a cab

Patrick Luciani
The Next City
September 21, 1997

Taxi regulations take consumers for a ride while exploiting drivers, clogging our cities, and promoting suburban sprawl

Discussion

I WALK OR BIKE TO WORK, DEPENDING ON MY MOOD and the weather, and I often rent a car on weekends to visit my mom in the suburbs or friends at their cottage. But for most trips around town I use taxis. Nothing beats getting into an air-conditioned cab whose driver is listening to soothing classical music, knows where he’s going, acts professionally, and can break a twenty. If only those experiences weren’t so rare. More often, to make change for a driver just starting his shift, I find myself cruising the streets to buy a pack of gum I don’t need — once a cabby, pointing me to a 7 Eleven, even insisted I leave my leather jacket behind as security. I’m losing patience with dirty cabs, with mysterious odors, with sunken backseats, with listening to exasperated dispatchers chewing out hapless drivers miles from their fare. Experiences like these, and knowing that every ride, no matter how short, will cost at least $10, have put me in the market for a car, even though I’ve calculated — as many of my friends have — that owning a car would end up costing me far more.

It’s a shame because I like taking cabs, and, despite the odd questionable character, I’m fond of cabbies. But for all too many taxi users it’s much more than a shame. For the poor, the cab is less a luxury than a necessity — the means by which the weekly load of groceries makes it home from the supermarket, the means by which late-night workers get home from the end of the transit line. A study commissioned by the Urban Mass Transit Administration in the United States found that, by every measure, low-income individuals “rely more heavily on taxicabs than do higher income individuals.”

The sad state of taxis is also a shame for women — 60 per cent of cab users — who need door-to-door service after hours (and in dodgy neighborhoods at all hours), explaining why they’re much more dependent than men on the taxi industry. And it’s a shame for our cities, which needlessly get clogged up by reluctant people like me in private cars, which now need road space plus a patch of concrete at home and at work. Paving contractors get rich while pedestrians and cyclists have less urban greenery to look at and less fresh air to breathe.

You’d think there’d be a law against all this. The problem is, there is. Across Canada and the U.S., local licensing commissions control all aspects of the taxi industry, not just the safety of the vehicle and the trustworthiness of the driver but how many cabs to allow on the road, who owns them, and how much to let drivers charge. They have their reasons.

Preventing “ruinous competition”

BEFORE 1930, ANYONE WHO COULD RENT OR BORROW A CAR was allowed into the taxi business. One popular form of transportation was the “jitney” — slang for the five-cent piece they then charged — which picked up passengers for a fixed fare along designated routes. When their popularity peaked in 1915, 62,000 jitneys operated in the U.S., perhaps 6,000 in Canada. A few years later, the streetcar companies successfully lobbied for laws preventing competition from automobiles.

Restrictions on cabs came next. With support from streetcar operators, cab companies set up a cartel for themselves by arguing that plentiful labor, caused by the Great Depression in the early 1930s, was driving down wages and de-priving cabbies of a decent living. To prevent this “ruinous competition,” the taxi industry invited the government to regulate it as a natural monopoly on the same basis as oth-er public utilities. That was the case made to the Manitoba Legislature when it passed the Taxicab Act of 1935. In the U.S., pressure to restrict cabs came from the American Transit Commission, public transit firms, and the National Association of Taxicab Owners. By the mid-1930s, 43 U.S. cities with populations over 100,000 restricted entry into the cab industry, and some, like Boston, have issued no new licences since then. By 1983, 87 per cent of U.S. cities with populations over 50,000 restricted entry. In Canada, virtually every major city restricts the supply of cabs — Montreal even decreased its taxi fleet from 1985 to 1990 by buying back 25 per cent of the outstanding licences.

But taxi drivers — among the poorest paid members of society — have not benefited from the drastic limitations on supply, as intended, and for good reason. Making licences scarce makes licences, not drivers who lease them, more expensive. When Montreal reduced the number of taxi licences, their value increased from $10,000 to $55,000. Because licensing commissions everywhere don’t issue enough to keep up with demand, licence holders get a windfall. In Toronto, the street price of a licence now runs at about $80,000, in Ottawa at $90,000, and in Vancouver $110,000. The owners of the licences — mostly investors who then lease them out to drivers — get a rent increase with every increase in licence value.

Making licences scarce also creates a shortage of taxi-driving jobs, leading to a relative surplus of drivers, driving down their income. Many drivers end up working for less than the minimum wage, and for unconscionably long hours. The Committee to Restore the Boston Taxi Industry estimated in 1992 that about 1,500 cabbies work around the clock, napping in their taxis during the wee hours of the morning to recover the high cost of renting a licence. Most cabbies work 12-hour days, often six days a week.

In Toronto, Canada’s largest taxi market with about 10,000 cabbies, Norman Gardner, a councillor and ally of the taxi owners, describes cabbies as “fighting like animals in the jungle for food.” Another Toronto councillor, Howard Moscoe, agrees, saying, “there’s so many people sucking money out of the taxi that there’s nothing left for the driver at the end of the line.” Even the licensing commission chair, Carol Ruddell-Foster, acknowledges that regulation has created a system under which absentee owners get rich while “the guy at the bottom — the guy who actually relates to the public — is getting the least out of the business.”

Drivers understand their plight better than anyone. Last year, in a presentation to the licensing commission, Eugene Meikle, president of the Metro Toronto Taxi Drivers Association, made the following submission:

“Mr. Chairman, the reason the drivers are fighting like animals is that they cannot earn enough to sustain themselves and their families. And the reason for this is that the prices they pay for shifts/leases are way too high.

“I would like to relate to you an incident which occurred approximately four months ago. I had the displeasure of witnessing a driver paying for his shift. The driver after paying for the gas and the shift asked the ‘cash in’ man to loan him $20. The ‘cash in’ man asked the driver why should he lend him $20. The driver replied that he only had $7, and his wife just had a baby and he needed money to buy milk, diapers and sanitary napkins. Sir, I died a little that day.

“Mr. Chairman, history teems with good men who have sat and watched in silence while atrocities have been committed against the least able in society. I implore you to come to the aid of the drivers.”

On another occasion, Meikle — who wants to free Toronto drivers from the yoke of regulation, likened the licensing system to slavery. Yet the Toronto councillors — the ultimate regulators — decided to continue restricting licences, accepting the owners’ arguments that more competition would only harm drivers more. After half a century and more of economic regulation, justified then and now in large part on the need to protect drivers against ruinous competition, the drivers are the ones who have been ruined.

Protecting the consumer

REGULATIONS ALSO PURPORT TO PROTECT CONSUMERS AGAINST unethical drivers who, knowing they’ll never see the customer again, don’t need to compete on quality and price to win repeat business — someone waiting for a taxi late at night isn’t likely to let a cab pass by or to quibble about price.

Some gullible customers, no doubt, have been spared from unscrupulous cabbies who would have charged them $50 for a $20 ride. But the $50,000 to $100,000 and more that licences fetch throughout Canada didn’t materialize out of the smog — most of the windfall, the part that isn’t squeezed out of drivers through lower pay, ultimately comes from passengers paying higher fares. One study of the Toronto taxi market pegged the surcharge at 25 per cent. A more comprehensive study published by the Economic Council of Canada found that taxicab regulation pushes up the cost of taxi service in Canadian cities by 30 to 50 per cent.

Last year, New York City provided a real life demonstration of such economic calculations in practice. To raise $80 million for the city’s coffers, Mayor Giuliani decided to auction off 400 taxi licences at $200,000 a piece, boosting the number from 11,787, a number which had not changed since the 1940s, to 12,187. To compensate the existing taxi licence holders, whose cabs would now be sharing the city with 400 additions, the mayor let the owners boost the lease rate to drivers by 14 per cent, and the fares charged customers by 20 per cent. Economic regulation, it turns out, has been just as ruinous for the customer as for the cabbies.

Providing safer vehicles

BECAUSE RUINOUS COMPETITION LOWERS DRIVERS’ INCOMES, reason supporters of regulation, drivers can’t afford to maintain their vehicles, jeopardizing public safety. Economic regulations would protect the consumer by providing drivers with a stable income. Would that they could. In reality, the regulatory system bleeds drivers dry, preventing them from keeping up their cabs, and turns a blind eye to the dilapidated taxi fleets that result.

The cost of the neglect can be counted in a mounting body count, according to a 1995 report from the coroner’s jury that investigated the death of 21-month-old Caitlyn Lonetto, struck three years earlier by a Toronto taxicab. The coroner’s jury didn’t indict the driver, it indicted Toronto’s licensing commission through sweeping recommendations for safety reform aimed directly at an unaccountable system involving absentee owners and ill-trained drivers — separated by Byzantine layers of agents and brokers — who take little or no responsibility for their vehicles’ condition. In Toronto, drivers often provide their own car, insurance, brokerage fees, and around $28,000 in operating expenses to say nothing of gas before hitting the road. Last year, leasing costs ate up 36 per cent of gross revenues compared with 25 per cent a decade earlier. A cab driver with 10 years experience can expect to earn about $30,000 a year, working 70-hour weeks; a novice earns $10,000.

Unable to keep cars fit, desperate drivers drive them unfit, and for as long as possible. That’s why half the taxi fleet in Toronto has logged over one million kilometers, and 56 per cent of all Toronto cabs are six years or older. That’s why, in a check by provincial inspectors of Vancouver and Burnaby taxis earlier this year, over 40 per cent were found to be so unsafe that they were ordered towed away. Washington, D.C., averaged 10 cab accidents a day — 3,800 annually. The industry is so derelict and decrepit that, like a slum on wheels, it has become a magnet for thieves and worse. Cabbies need size up each fare to weigh the chances of being mugged or killed. For good reason, the National Institute of Occupational Safety and Health has declared taxi driving, which suffers the highest homicide rate of any profession, the most dangerous profession in America. Pleas from cabbies to regulators to allow them to take precautionary measures — such as avoiding suspicious looking fares, or demanding that suspicious fares prepay long journeys to remote, potentially dangerous locations — have all too often fallen on deaf ears; regulators disapprove of discrimination, insisting that all customers be treated uniformly. Economic regulation does not discriminate: It kills cabbies and members of the public alike.

Providing better service

THE TORONTO STAR CALLS THE CITY’S TAXI INDUSTRY “a civic embarrassment.” Because a cab ride into the city from the train station or the airport often provides a visitor with his first impression of a city, it reports, taxis should be ambassadors on wheels, yet dirty, rickety cabs, and unkept drivers too often trash the city’s image.

Toronto’s licensing commission says that there’s little it can do. “We don’t have, as far as I know, an undercover operation that is going around hailing cabs to see if they are smelly or not,” explains one exasperated commissioner. The general manager explains that cabs are inspected three times a year for safety, but there is no way for the commission to know between inspections if a driver is bad or if his cab is in good working order.

A concerned Metro Toronto Board of Trade complains that unsafe taxis manned by discourteous, dirty drivers are hurting the local tourist business, and it thinks it has the answer — more regulation. Following the board’s recommendation, Toronto taxi drivers who used to sit through a four-day driver course, now sit through 16 days of lectures into why it’s important to be courteous and helpful to passengers, including to the elderly and disabled.

Toronto is Anytown, Canada, and Anytown, U.S.A. In major cities across the continent, the local paper makes the same plea, the local licensing commission the same apology, the local board of trade the same suggestions, to the same non-effect. Regulations have brought us rootless drivers roaming cities in old and dirty cars — the very ills regulators claim to have eliminated.

Reducing traffic congestion and pollution

REGULATORS ALSO CLAIM THAT CONTROLLING THE INDUSTRY YIELDS environmental benefits. With wide-open competition, they argue, the roads will overrun with drivers fighting for customers, aggravating an already overcrowded traffic problem, and worsening an already bad pollution problem with higher levels of auto emissions.

Cities are congested during rush-hour periods when neither parking nor cabs can be found. Extra cabs at rush hour would replace private cars while relieving parking-related traffic congestion. The environmental gain would jump again if regulators didn’t outlaw shared cabs — a jitney-like service allowing cabs to pick up more than one fare going in the same direction. At off-peak hours, meantime, cabs harm the environment by cruising the city unoccupied because of artificially high prices.

But regulations blacken the environment in other ways. Cabs from one jurisdiction that drop off passengers in another must often come back empty — effectively doubling the fuel consumption and the number of vehicles clogging the roads for cross-border trips. Taxi fare regulation also unwittingly promotes urban sprawl, especially in the U.S., where taxi trips outnumber those by all forms of mass transit combined. Because cabbies need to charge more for trips that take them into low density suburbs, from which they’re unlikely to find customers to drive back with, regulators stepped in — on grounds of fairness — to fix low fares. To compensate taxis for their loss on one-way trips, regulators also decided taxis could overcharge customers in urban areas. At once, regulators made dense, environmentally sound urban life artificially expensive and low density, suburban life artificially cheap.

The on-again, off-again taxi business

“WHEN YOU DON’T NEED A CAB, THEY’RE EVERYWHERE, BUT YOU CAN NEVER get a cab when you want one.” People treat this common lament as a trick the mind plays on us, but the perception is reality. In rush hour and other busy times, when people need transportation, there aren’t enough taxis to go around, making long waits commonplace. And for most of the rest of the time, surplus cabs search city streets for a fare, or come to a rest at the end of an already long queue at a cabstand.

Under the regulatory system in place throughout most of North America, cabbies work 12-hour shifts to keep the cabs on the road 24 hours a day. Any system that promotes as many taxis at 4 a.m. as at 4 p.m. will suffer from fits and starts. A more logical system would match supply to demand by trimming the full-time fleets to meet the off-peak needs of customers, and by putting on additional taxi services in peak periods — part-time drivers in part-time cabs — to meet commuter demand.

During the energy crises of the 1970s and the environmental earnestness of the 1980s, governments promoted these part-time taxi services as car pooling. In the name of national security, energy conservation, and environmental protection, workplaces got organized and established informal routes. Governments did not require car pool drivers to have a chauffeur driver’s licence, did not require car pool cars to undergo safety inspections, did not worry whether the passengers were adequately insured. Car pooling still survives in many pockets across the continent, but because car pool organizers and chauffeurs aren’t permitted to profit for their services, this peak-hour passenger service has fizzled instead of soared.

Now imagine how things would have turned out if every car making the trek from home to work was a potential cab — if all qualified drivers driving qualified cars had the right to pick up passengers for a fee.

Because the car and driver would bear few additional costs in running this service, the fare would be low, often competitive with the inferior service of the public transit monopolies, creating a huge pool of potential passengers. The role of the car pool organizers — the new companies offering these part-time taxi services — would be to add value to each trip by finding compatible passengers, whether by a common interest in sports or politics, or by the music they like to hear. Smokers forced out of public transit vehicles would now have an inexpensive alternative, too.

Without price regulation, passengers wishing to drive to work in style — say, in a convertible or a Cadillac — could pay a premium to do so; those needing the roominess of a minivan — say to store their wheelchair — could get it, too. Payment would be per trip for occasional commuters but more often by the week or month for regular commuters.

Allowing every car to be a cab wouldn’t just give customers additional options — it would also open up a world of opportunity to the drivers. A commuter who cannot afford a vehicle could help finance a purchase by offering taxi services during the time he’d anyway be travelling to and from work. Those who reluctantly commute three or four hours a day in order to afford a house in the suburbs would be able to live much closer to work. Students passing the driving grade would take a break from their studies to meet unpredictable taxi markets — the overflow from concerts and sporting events, during wet weather or other times that taxis become in short supply. Peak-hour cabs would become a cottage industry of part-time cab drivers picking up their friends, neighbors, co-workers, and fellow students on the way to work or play.

Where car pooling based on altruism failed, making every car a potentially profitable cab would succeed, relieving traffic congestion and pollution by taking cars off the road, saving money for driver and passenger and time for everyone. Because people would be driving their own family cars, they would tend to be well maintained — in the full-time taxi business, pride of ownership brings safer cars while shift drivers draw disproportionately more consumer complaints. Ironically, this proliferation of part-time cabs would represent salvation, not ruin, for their competitors, the full-time taxi industry and the public transit industry.

Public transit’s bottom line suffers from having to meet peak demand by purchasing vehicles — and paying drivers — that sit idle most of the day: It generally costs transit companies two to three times as much to run buses at rush hour as at other times. Every part-time cab, operating solely at rush hour, puts money in the public transit system’s coffers. And with the irregular, disruptive peak-hour traffic needs met by these part-time entrepreneurs, the career cabbie — the full-time professional — now has an open road of steady bread-and-butter work from corporate customers, tourists, and others who need reliable taxi services.

Corporations tend to have accounts with cab companies that deliver on price and service, and other local taxi users also tend to be repeat customers, phoning the same local taxi company until they have reason to switch. But tourists — an important taxi market in most cities — do need protection against unknown cabbies, a characteristic regulators claim is unique to taxis.

But the problem of dealing with an unfamiliar retailer is not at all unique. People in a different part of town, let alone a different city, have the same problem looking for a decent cup of coffee or a hamburger that isn’t rancid. Because so many people in our highly mobile society have been burned by their ventures into greasy spoons, Starbucks and Tim Horton’s materialized to give consumers dependably high-quality coffee, and McDonald’s and Wendy’s to provide a predictable burger. To avoid auto repair rip-offs, many car owners opt for the security of GM’s Goodwrench chain or Petrocan’s Certiguard service. To get a clean hotel room, travellers select Hilton or Holiday Inn. To ensure a safe and clean rental car, tourists will book a Hertz or Avis vehicle, knowing that head office, wherever it may be, will set high standards across the country. Head office, for its part, knows that a customer shoddily treated in one city will know enough to shop in future at a competitor’s establishment in all cities.

Had government regulators controlled the rental car business, a Hertz car would look no different than a Rent-A-Wreck; had governments regulated the coffee shop business, Starbucks would be as likely to water down its coffee as any other establishment. Had government regulators not bal-kanized the taxi industry with their patchwork controls, we’d have nationally recognizable chains offering a range of reliable taxi services. Tourists would demand — and receive — polite and professional service, never fearing being taken for a ride by an unscrupulous cabby (and if one ever was ripped off, head office would quickly compensate the customer and discipline the driver).

In some local markets — such as fares to and from airports — service is also alive and well. Only in a system lacking competition, in fact, can rude people persist in a service industry. Instead of the world of chaos we now have, with empty cabs desperately cruising streets when they’re not needed and frantically trying to keep up with a surplus of customers during peak hours, vastly increasing the supply of part-time taxis in peak hours to complement a professional fleet at all hours would transform how citizens get around the city.

Why halfhearted deregulation backfires

NOTHING SIGNALS ECONOMIC FAILURE IN A LEGITIMATE BUSINESS MORE clearly than a black market — here we see people willing to operate outside the law to service willing customers, with buyers and sellers both benefiting in the process. The taxi regulator has created the continent’s largest corps of black-market workers, in the process making criminal an activity that should be universally viewed as upstanding.

In New York City, estimates of the number of illegal cabs run from 5,000 to as high as 20,000. In Washington, D.C., one in four drivers operates without a licence. At Toronto’s Pearson airport alone, an estimated 100 “scoopers,” or bandits, work the area using unlicensed and often poorly insured vehicles. Toronto’s drivers in increasing numbers are purchasing passenger cars and illegally using them as taxicabs, in the process affecting licensed operators — competition has forced some Toronto cab companies to offer discounts of up to 33 per cent off the meter rate to corporations and individuals alike.

Because regulation over the taxi industry has been such an abject failure in terms of the cost to cabbies, to the customer, to public health, and to the environment, and because regulatory systems so often trash a city’s image, some U.S. cities took steps toward deregulation. Some, like Houston, opened up the market by issuing 49 additional licences, mostly to companies other than Yellow Cab, which controlled 70 per cent of the city’s permits. Some, like Washington, D.C., allowed any company to enter the business. Some, like Seattle, allowed cabs to set their own fares.

But all deregulations were half steps. Houston continued to control routes to airports as well as the number of cabs to license and the amounts cabbies could charge. Washington, D.C., controlled fares through a zone system that subsidized long trips at the expense of short ones. All cities neglected to deregulate the most important segment of the taxi business, the only one that has never been subject to any competition at all — the taxi stand.

In most cities, mayhem ruled, with large numbers of unskilled drivers entering the taxi business. Poor drivers who don’t know where to find fares seek refuge at cabstands, places where talent means nothing because, as long as they wait their turn, they are guaranteed a fare, regardless of the cleanliness or fitness of their cab. After Atlanta deregulated, 300 to 400 taxis lined up at airport queues; waits of three to four hours became common, and even waits of six hours were reported.

This flood of unskilled drivers to cabstands then affected other segments of the taxi business — telephone and radio dispatch and cruising cabs, where skill counts and competition plays a role.

Skilled drivers know the market enough to be in different places at different times: They cruise the theatre district after the last curtain call, and they’ll wait at the train station cabstand to greet arriving passengers. But with the cab- stand queue snaking around the block with inexperienced drivers, skilled drivers lost this market and the revenue that came with it, sometimes leading to fare increases. But fare increases especially occurred at the cabstand, where cap-tive customers obediently took the cab at the front of the line.

As explained by Paul Dempsey, a law professor at the University of Denver and a leading critic of taxi regulation, “Putting more taxis on the roads merely increases the number of taxis and the lengths of the queues at the taxi stands. . . . Cabstand rate increases were even more pronounced. This is because there is, and can be, little comparative shopping at the cabstand because of the formal and informal pressure patrons feel to take the next taxi in the queue un-der the first-in, first-out rule. Because of the overcapacity created by unlimited entry, queues lengthen, discourag- ing drivers from competing on the basis of price. Therefore there is little effective competition.”

A Price Waterhouse study of 21 cities came to the very same conclusion. While the number of taxis increased by an average of 23 per cent following partial deregulation, it found, “most new service was concentrated at already well-served locations — such as airports and major cabstands. The cities that re-regulated were led by the largest cities with the most airport activity” where the largest cabstands can be found.

“The cabstand markets on which these operators focused their services are generally price insensitive, and, because of the first-in, first-out nature of the taxi queues, comparison shopping is discouraged. For these reasons, the new entrants had no incentive to introduce price competition.”

These studies concluded that the cabstand — a harbor of monopoly for the unskilled, who cannot hack competition — defeated deregulation. But the studies would have been more astute to conclude that the taxicab stand must be deregulated to realize the benefits of competition. If the cabstands aren’t deregulated, neither are the cities.

THE CABSTAND BRINGS TOGETHER A LARGE NUMBER OF VEHICLES in one place — it should be a form of bazaar, or marketplace, in which customers can choose from an array of different vehicles being offered at different prices.

Deregulating taxi stands requires privatizing existing stands and allowing new ones. Under competition, the stands would be designed to allow any cab — not just the one in front — to be easily selected. Cities, who typically own stands, have never thought to meter cabs at stands or otherwise ration cabstand use by price instead of congestion. No cab will wait in a stand for one hour, let alone four or six, if the charge to do so wipes out his fare, and no customer, when presented with a choice of cab in the new cab marketplace that’s created, will take a dirty, derelict, overpriced cab over a clean, reasonably priced vehicle.

The taxi industry, and the public, deserve more than halfhearted taxi reforms that often do more harm than good. The taxi industry should be fully deregulated to allow competition to bring the price of service down and the quality of service up. And it needs to be uncompromisingly regulated for safety — something today’s regulators have spectacularly failed to do.

REGULATORS IN CHARGE OF BOTH AN INDUSTRY’S SAFETY and economic viability tend to strike a balance between the two: If they’re too strict enforcing safety, they threaten its viability. Regulators charged strictly with enforcing safety suffer no such conflict.

Under full economic deregulation, good training and high driving standards would become more important than ever — in some places, important for the first time as public safety became the regulators’ only concern. Licensing commissions would require drivers to obtain stricter driver’s licences — chauffeur licences — and to keep their cars road worthy. They would confirm that the driver was carrying adequate passenger insurance. Cabs approved by the reg-ulatory authorities might sport a decal showing the car to be fit, and a photo ID affirming the driver’s trustworthiness. And good safety regulators would insist on spot checks to prevent common taxi driver practices, such as replacing bald tires with good ones for the day of inspection.

But competition itself will also do much to enforce high standards — even the illegal and unregulated competitive taxi markets develop enforcement procedures. Jitneys servicing Detroit’s shoppers generally don’t attach themselves to an entire shopping centre: Instead they service an individual store, where they become well known to the store’s personnel as well as to its customers. Once a store is confident about a driver, it will recommend him to customers, knowing that reliable, low-cost transportation boosts its own business. Some stores actually give drivers a card that drivers then display in their cars, much as taxis display their licences. Other stores — usually independent grocers — list the name and number of a jitney service in their circulars.

IN THE SIX WEEKS THAT IT’S TAKEN TO RESEARCH AND WRITE THIS ARTICLE, I’ve gone to the auto dealer and picked out a VW Jetta. But I did so with a heavy heart, because, personally, I’d rather be free of the responsibility of car ownership, and more generally, society would be better off without my Jetta, too.

But I didn’t buy the car outright — I opted for a two-year lease — because I also know there’s good reason to be hopeful. Citizens groups in Canada and the U.S. are making inroads in arguing for full economic deregulation, and then there are all the Eugene Meikles out there, the taxi drivers now relegated to the bottom of the regulatory heap, who understand how corrupt and counterproductive the current system is, and who will be keeping up the pressure for reform until reform comes.


Letters

Tim Gladney Toronto, responds: September 26, 1997

Ahmet Cengiz Gulkan Brampton, Ontario, responds: October 8, 1997 ,

Ken Eakin Lima, Peru, responds: March 6, 1998


Tim Gladney, Toronto, responds: September 26, 1997

Great article. I’ve forwarded it to my Metro councillor.


I was a cab driver in Toronto for 15 years. My fellow cab drivers and I were delighted when the truth about the taxi business finally started coming out in the mainstream media.

The public used to put shift-driving cabbies and multi-millionaire fleet owners in the same basket — we were all lowlifes. Of course this was very convenient for the multi-plate owners who could pass the blame for high fares and poor service onto the “new immigrant, smelly refugees.”

The real problem with the taxi industry in Toronto is neither drivers nor the Metro Licensing Commission (MLC); it is the Metro Human Services and their “lobbied” members whose only purpose is to protect the fortunes of retired taxi barons, many of them living in Florida. The owners associations recently spent $250,000 on lobbying politicians to stop MLC reforms. I may be biased in my views, but you can get the official dirt from Howard Moscoe, one of the councillors in MLC, who did his best to reform this business but was surprised by an anti-democratic, banana republic style campaign.


I read this article with considerable interest, since the taxi situation in Lima is quite different from the typical North American one.

Lima, Peru, offers a perfect model of an entirely unregulated taxi industry, both in terms of economics and safety.

The only requirements for being a cab driver in Lima is a driver’s licence, a car and a little plastic sign (easily available from street vendors) that reads “TAXI” and sticks to the inside of the windshield. Every car is potentially a cab. The driver’s license requirement is not all that commonly enforced, because if one is stopped by the police in a spot check, one can usually give the officer 5 soles (US$1.75) “for his soft drink” as the expression goes down here. Police here are given the nickname tragamonedas, which signifies slot machines, but, translated literally, means “coin swallowers.” (I should add that police are not inherently corrupt but are paid very low wages, like most of Peru’s workforce. I have not witnessed an officer taking a bribe. I have learned about this practice through talking to cabbies.)

There are no meters on any cabs. There are no special licenses or photo IDs that are displayed. The quality of the cars varies tremendously, from the most broken down, ramshackle Volkswagen Bug to a new Lexus (although there are many more of the former). The most popular model is a small 4-door Japanese Tico which, because of changes in import taxes a few years ago, are relatively affordable cars. They are usually only a few years old, and while they won’t win any races, they generally do the job for short hops around this huge, sprawling, congested city. I have been in a car that had no headlights or bumpers, a cracked windshield, no glove compartment, no working meters on the dash, no rear view mirrors, no hub caps, and bald tires — four wheels and another one for steering in a rusty shell of metal. But it wasn’t as if I didn’t have a choice; I was just in a hurry.

The competition in this completely open market is savage. The price is always bargained before the ride. You can work out all sorts of deals, say, if you and your friends are going to different spots — a cabbie may charge a flat rate of, say, 3 soles (US$1.10) per person and then drop everyone off at their respective houses. Needless to say, the prices here are very comfortable for the consumer, especially if travelling in a group of two or more. The price of gasoline is the same as in Canada — which is outrageously expensive for Canada, never mind Peru. But the price of a cab is low because of competition. Often you flag down a cab and three more line up behind it while you are haggling for a price. If the first cab doesn’t give you a price that you want, you just go to the next one down the line. Usually, however, the price is right when the cabbie literally sees competition in the rear view mirror. Standing on a street corner for more than 10 seconds causes several cabs to slow down and honk at you (many times) to get your attention — a somewhat annoying experience when you are just trying to cross the street in an already extremely noisy city.

The fact is that there is a surfeit of cabs in Lima. One can find a cab at any time, virtually any place within a few minutes. Prices tend to go up for various reasons: if it is late at night and there are fewer cabs on the road or if it is rush hour and the traffic will mean longer delays. Also, cabbies have the not erroneous notion that gringos down here have money (relative to Peruvians, if not North Americans) and are much more disposed toward taking a cab. Tourists in the city will not know what to bargain for, and will usually end up paying more. If you are going to or from a rich neighborhood (or, conversely, a poor one where crime is known to be high), or if you are wearing nice clothes, or simply are white, the prices (at least at the start of the bargaining process) tend to be higher.

Fair enough. Oddly, however, the prices rarely have anything to do with the quality of the car. So the consumer is free to choose a better looking (and smelling) cab over a shabby one usually without paying more.

There are no cab stands as North Americans know them. Cabs line up at the airport as well as shopping malls, supermarkets, movie theatres, discos, and so on, but there is never the expectation that you have to take the first in line. It is, like you imagine, a bazaar, with drivers coming up to you and offering their wares, “Taxi, meester, taxi?” It is a rider’s market.

There are also jitneys. During peak hours, cabs run up and down the major traffic arteries with a sign in the window saying the street number. They usually hold four passengers (three in back, one in front), and the drivers hold up as many fingers as correspond to empty seats when they pass tired people waiting at bus stops. Once the car is full, it zips along, stopping for no one, until a passenger indicates that he/she wants to get off. The best thing about these so-called jitneys is that they cost only 30 centimos (US$0.11) more than the bus does, and they are usually much quicker and more comfortable.

There exist, as well, apart from the hordes of informal cabs, real cab companies that take calls and dispatch cars. Their cabbies are licensed, the cars are clean and in good condition, and they have CB radios or cellular phones in them, and are generally safe and have relatively fixed rates. These are good for trips to the airport when you are carrying a lot of valuable luggage, for instance. But you will pay two to four times more than you would from flagging down any old cab in the street. These companies hold the corporate accounts and a lot of the upscale tourist trade.

The system seems to be a perfect example of what you are proposing in your article: a large, unregulated informal cab fleet, which, by nature, will be in full force during rush hours, and a 24-hour, more established — still unregulated — industry composed of a few recognizable brand names known for slightly higher prices but a boring, reliable, don’t-take-your-chances standardization of service (e.g. the Holiday Inn of cab companies).

There are problems, however, with the system, some of which your article dealt with. One is that the many cabs that stop for you hold up traffic, especially during rush hour, while you bargain out a price. This is met with an enfilade of honking horns and shouts from drivers behind you. You never just jump in and go. A metered system would fix this, of course, but then the rates would rise because the fixed prices — as you have pointed out — would have to compensate for long one-way fares to the suburbs by charging a lot for shorter downtown runs. I like the way the unrestricted money-for-service bargaining system works here, but I can’t claim that it helps traffic flow.

A more serious problem is safety. Essentially, the vast majority of cabs are legal scoopers, that is, not affiliated with any company. The cabbies own their own cars (or more often a family or friends will share the cab, bought on credit, so that it is on the road almost 24 hours a day). There is no mechanism for ensuring that the cars are in good condition, that the driver will know where he is going (he will always say he does, then pull out a map or go around the block a few times asking out the window to pedestrians). There is no way, beyond the potential rider’s senses and first impressions, of knowing if the cabbie is drunk, or worse, if he is going to rob or rape or kidnap you. There is no head office to hear complaints. There is no enforcement of drunk driving laws. There is no judicial means for litigation if you are in an accident and are injured. And if you are raped or stabbed or simply stripped of all your possessions, it is unlikely the perpetrator will ever be caught.

That said, most Lima cab drivers are harmless, friendly, and helpful. Nothing bad has happened to me (knock on wood). I don’t hear too many stories in the papers of cabbies robbing people (despite the fact that Lima is a poor city with a high crime rate). But taking a cab in Lima is as safe as hitchhiking. You have to put your faith in the altruism of the drivers. Once I was trying to get a cab, and struck out with one at a street corner — he wasn’t going that way. So the car behind me offered me a ride. He didn’t have a sign in his windshield, and was just a regular guy (from appearances) who happened to be out driving. My first instinct was not to get into a stranger’s car (especially because I was carrying a couple thousand dollars of camera equipment with me). Then I thought that the only thing separating this guy and any other cabbie in the city is a sticker that says “TAXI.” In the end the guy didn’t rob me. He didn’t even charge me. I had made small talk with him along the way and he liked me enough, I suppose, to give me a free ride. We exchanged business cards as a courteous way of saying “we’ll never see each other again.”

But for the unregulated system to work, and I am in complete agreement with you, safety has to be enforced on all levels — ID cards, certificates, independent consumer protection boards, a vigilant police force. In a recent conversation I had with author and journalist John Ross, based in Mexico City, I learned that the latest trend in crime in Mexico is for thieves to masquerade as taxi drivers. You get in and they lock the doors automatically, drive around the block into an alleyway, open the locks, two or three others get in with you . . . and you can imagine the rest. If you are lucky they will just take your wallet and watch, not your life. Similar reports of these sorts of attacks are increasing in Lima, although they are usually not thieves masquerading as cabbies, but simply thieves in cars who kidnap you at gunpoint.

Now Canada certainly does not have the kind of poverty or crime that Mexico or Peru has. Not anywhere close. But a large, relatively poor population is necessary for a large pool of cheap, relatively unskilled labor and hence cheap cab drivers. Lima’s system of cabs is so convenient for the reason that there are so many out of work or underpaid people in Lima (most estimates put the rate at 70 per cent in Peru, which amounts to 5.6 million of Lima’s 8 million residents). The small quantity of people in the middle and upper classes have maids and servants. Street vendors and beggars abound. People will do anything for survival, including thievery, understandably. Cab driving is one of the many strategies of making a buck, although it tends to attract a slightly better off class because of the requisite car ownership. Sometimes you find highly qualified PhDs driving your cab. (A flippant congressman boasted recently that Peru probably has the best educated cab drivers in the world, a comment that was not appreciated by many with lots of education and no decent job.)

In Peru, it seems at times as though there are almost more people who drive cabs than take them. Although a cab ride of about US$2.50 for most places in the city sounds like a bargain to First World ears, in a country where the legal minimum wage is US$110 per month, cabs are expensive. The middle classes can afford them fairly frequently, however, because of the large, cheap labor supply (hence the surplus of cabs) and the unregulated prices. Cabbies are available at all hours because it is often their only means of income. In a park near my house, during the slow hours between lunch and evening rush hour, dozens of cabbies park and snooze. It is not like they have another job to go to.

Usually people who advance arguments for a large unprotected informal labor force are the same ones who advocate “flexible labor markets” in the Third World. No long-term contracts or benefits like health and safety provisions — just a basic survival wage for workers. I have seen it first hand in the Peruvian Andes. Foreign companies (some Canadian) pull gold, silver, and copper from the mines at record low cost-per-ounce rates, while paying peasant farmers whose land has failed yield US$10 per day (meals not included) for 14 hours of hard, manual, unskilled labor for periods of two to three months a year. If the farmer gets sick from the chemicals (like cyanide and lead) or otherwise injured, too bad, no job. If he makes it through, he can go back to his family and maybe they can buy a small bull that year with his savings. No wonder Lima is so full of immigrant cab drivers from the Andes.

I don’t think Canada has, or wants, a wide segment of its population that is poor and/or unemployed like Peru. But then who is to fill the need, in your scheme, for the rush hour, part-time cabbies? Are there enough students with their own cars? Do people on the dole usually own their own cars? Will part-time cab driving be as financially viable as other part-time work for those who don’t have a full-time job? The answer might come from those office commuters who want to make an extra buck — but if they already own the car, do they really need or want the work? And those aspiring car owners who might work a cab on a drive-to-own basis would be like they were chasing their own tail: Why own a car if cabs are so cheap? If cabs are to be cheap, then we need people to want to buy private cars and thus exit the supply and demand business of taxis.

I think that some of the void might be filled by people between jobs, or the relatively poor or unemployable (e.g. graduate students of the humanities, recent immigrants who don’t yet know English or French well enough to be competitive in other job markets), but who have the means to buy a car or a family member who could lend them one for a few key hours a day. Both these situations, to really work, would entail maintaining a fairly high level of unemployment and/or a high level of immigration of unskilled and/or non-English-speaking (or, in Quebec, non-French-speaking) workers. I’m not sure if the majority of Canadians would be in favor of either situation. Even if a huge labor pool already exists just waiting to get into the taxi business, I’m not so sure that there wouldn’t appear on the scene an oligarchy of top heavy companies that lease their fleets of pre-certified cabs to mooching students and the non-car-owning underemployed, similar to the current situation, and force up prices artificially, and taking money from the drivers. And then the black market returns.

Moreover, the black market for cabs can only be avoided within a deregulated system if safety standards that are not costly for the cabbies, i.e. if getting regular safety inspections means an increase in price, then a cheaper black market will arise. Those that can’t afford the licensed or certified cabs will end up being most at risk from unsafe cabs — hardly fair for those who already face some financial hardship. The money for regular cab inspection and repair would have to fall on the taxpayer, which is fine in my view, because it is a service to everyone to have good cabs on the road.

I personally would like to see a more flexible, deregulated taxi system in Canada, my country of birth and citizenship. But it cannot be as savage as the system in Lima — it has to be good for the customer and good for the cab driver. Anytown, Canada is not Anytown, U.S.A., because in many large U.S. cities people live in ghettos similar to those in the Third World. Canadian cities do not have this feature, at least not as noticeably.

Taxis work very well for me in Lima, provided I don’t get mugged or killed. I talk to cabbies about where they are from, what they think of the current politic scandal, how crazy the Lima traffic is. They ask me what other countries I’ve travelled to. They, of course, have never left Peru. Thus, in small but obvious ways, I always am made to think of the fact that I can take inexpensive cabs — and choose the cleaner, nicer ones — not because I am rich (I am far from rich in Canadian terms, and even in Peruvian terms I am middle class), but because 70 per cent of Peru is poor.

But can it work in Canada where the majority are middle class and want it to stay that way?

Ken Eakin, Lima, Peru, responds: March 6, 1998

Ahmet Cengiz Gulkan, Brampton, Ontario, responds: October 8, 1997

Posted in Automobile, Sprawl, Transportation | Leave a comment

Election 97: the regions speak – the rift

CBC

September 1, 1997

The urban-rural rift in Canadian voting patterns.

 

As you read the following information, highlight words and phrases that will help you summarize it.

There used to be a popular saying earlier this century that if something went wrong you blamed the CPR. The CPR (the Canadian Pacific Railway) represented the private interests of wealthy urban shareholders. This was a meaningful expression for farmers living in rural Canada who depended heavily on the railroad for transporting wheat in particular. The statement was a simplification of an urban-rural rift between farmers and city-dwellers and was indicative of a much bigger clash between the culture and values of the city and those of the farm. Although the expression blaming the CPR has gone out of fashion, there are many modern examples of the urban-rural rift. In many of the ridings of Canada’s big cities the Reform Party’s results placed it well down the list with the also-rans. But in rural Canada, Reform scored well into five figures for total votes, even in ridings the party lost. Polling done by Environics Research illustrated that Reform is mainly a movement with its roots planted in the countryside. The polling, which the firm did in rural Southern Ontario during the election campaign, showed that the smaller the community voters lived in, the more likely they were to be potential Reform voters.

One of the main reasons for the urban-rural rift, according to John Richards of the C.D. Howe Institute, comes from the divergence of views between immigrants in Canada’s major cities and rural dwellers, especially third- and fourth-generation Canadians who settled the Canadian West. During the election, Reform’s views on immigration proved to be unpopular in the cities where many recent immigrants reside. Richards said immigrants mistrusted Reform and that mistrust was reflected in Vancouver and Toronto where the party was rejected.

The Vancouver Scenario

A newspaper article titled “City’s elite saved Chrétien from humiliation” argued that the Liberals’ ability to capture five seats in the heart of Vancouver made the difference between a majority and minority government. The five Vancouver ridings that voted in Liberal candidates are home to thousands of Asian immigrants, and they also contain a rich upper class who live in houses that go for $500 000 or more. In the heart of Vancouver, a cosmopolitan elite backed the Liberals, while in working-class satellite communities like Surrey, North Vancouver, Coquitlam, and Port Moody, the Liberal candidates were not even close. The five Vancouver ridings in Liberal red are surrounded by a sea of Reform Party green, a voting pattern that shows a divide opening between the city and the rest of the province. Often it is called the two solitudes of British Columbia: the chasm between rich and poor, rural and urban. Without those five seats, the Liberals would have been reduced to 150 seats and they would not have achieved a majority of the 301 seats in the House of Commons. (A majority government exists only when the political party that wins the most seats has more than 50 per cent of the seats in the House. In 1993 there were 295 seats in the House, but because of the redistribution of ridings, today there are 301 seats. The magic figure to reach a majority government has therefore risen to 151 seats.)

The Prairies Pattern

The urban-rural rift was also evident in the major cities of Manitoba and Saskatchewan, which elected mostly Liberals and New Democrats while the Reform Party ate into traditional Tory turf in the countryside. Political pundits said that Westerners whose immigrant ancestors helped settle the Prairies probably supported more assimilation of the immigrant population because they were forced to assimilate. This factor may also explain why so many rural Canadians were against official bilingualism. By the same token, the Liberals’ national gun registry and their handling of the Canadian Wheat Board’s grain monopoly were seen to have contributed to their unpopularity in rural Western Canada. Paul Earl, policy manager for the 6000-member Manitoba-based Western Canadian Wheat Growers Association said the Liberals lost seats in rural areas because of their unwillingness to allow farmers to bypass the wheat board and sell their own barley. The Liberals were upholding a policy that had been in place for many years and supported by both Conservative and Liberal governments in the past.

A Growing Dichotomy

Voting patterns since the 1950s have seen the Liberals focus on urban Canada and the Conservatives on rural Canada. With the emergence of the Reform Party 10 years ago, the competition for the rural vote has intensified and split in many communities. Because of this urban-rural dichotomy, in the future, the ability of the parties to make breakthroughs in rural and urban Canada may be difficult. This has led some leaders like Premier Mike Harris of Ontario to endorse a merger of the Reform and Conservative parties. This has been flatly rejected by Conservative Leader Jean Charest, as he finds the Reform Party’s position on Quebec irreconcilable with his party’s views.

Many Seats in the House

An examination of the distribution of seats in the House of Commons following the 1997 election demonstrates Canada’s regional differences. In Ontario the Liberal Party took 101 out of a possible 103 seats. Some analysts are critical of the fact that an inordinately high percentage of the Liberals’ support came from only one province. In Quebec, the Liberals captured 26 out of a possible 75 seats. As a result, some people are concerned that the Liberal government’s support reflects a Central Canada bias; Of the Liberals’ 155 seats in the newly elected Parliament, 127 of these are from Ontario and Quebec. Less than 20 percent of the Liberals’ seats come from outside Central Canada. Nationally, only 38 per cent of the eligible voters supported the Liberal Party. The Reform Party, led by Preston Manning, dominated the Western provinces, and Reformers were elected partly on their ability to promote Western interests in Ottawa. In British Columbia they captured 25 seats out of 34, and in Alberta 24 out of 26. The Conservatives never got beyond third place in British Columbia, Alberta, Saskatchewan, and Manitoba. Only in the Atlantic provinces did they make substantial gains. This also held true for the NDP, who captured 6 out of 11 ridings in Nova Scotia. In Quebec the Bloc Québécois finished with 44 seats but had fielded no candidates outside of the province. These figures suggest that, numerically at least, not one of the five official parties is a true national party. How will parties that wish to influence a national agenda overcome this obstacle?

Indicates material appropriate or adaptable for younger viewers.

 

Posted in Cities, Regulation | Leave a comment