Sweden proves congestion tolls work

Lawrence Solomon
National Post
August 4, 2007

Long-suffering car commuters in Stockholm finally got their wish this week: value for money in the use of their roads. Users of rapid transit services got their wish, too: transit that is truly rapid and provides better service. Pedestrians are breathing freer. All are saying “skol” to the resumption of tolling on Stockholm roads.

Just over one year ago, in July, 2006, the Stockholm Trials ended. For the previous seven months, anyone entering or leaving the city on weekdays faced a charge that varied with congestion – as little as $1.50 at low-volume periods, such as 6:30 a.m. to 6:59 a.m., as much as $3 at a peak period such as 7:30 a.m. to 8:29 a.m., and no more than $9 over the course of any day.

Before the trials began, public opinion ran strongly against the tolls. By the end of the trials, most in both city and suburbs had been won over. The stats explain why.

The number of vehicles crossing the charge cordon decreased 22% – far more than the 10% to 15% predicted. But traffic dropped pretty well across the board. Inner city roads saw a 16% reduction in kilo-metres travelled; less central roads saw smaller reductions. Only the bypass roads, taken by those who didn’t need to enter the city, saw an increase, and that was modest at 4% to 5%. Ironically, the toll increased car usage by city residents who didn’t need to leave the city, and so didn’t face tolls: With the city less congested and more pleasant to drive in, they took to their vehicles more often. Outside the city, where many roads also experienced less congestion, some drivers likewise rediscovered their auto.

With less traffic, health, safety and the environment improved. The Stockholm Trial saw a decline in the number of personal-injury accidents of 5% to10% within the congestion-tax area. Emissions from motor vehicles in the city dropped substantially, preventing an estimated 25 to 30 premature deaths per year – a health benefit about three times higher than would have been gained through increased fuel prices. Noise levels are down, too.

The biggest drawback that people feared – the financial cost of complying with the congestion prices – played out without profound upset. A mere 4% of the private vehicles tolled accounted for one third of the toll revenue. This disproportionately affluent group – representing 1.2% of the population of the greater Stockholm County area – bore the lion’s share of the financial burden of unclogging the road system. In contrast, most drivers paid tolls only occasionally, doing little damage to their bank balances.

People did adapt to the charges, but not in the ways that many had expected. Carpooling did not increase appreciably. Neither did telecommuting. People who did not need to travel into or out of the city during working hours tended not to. People who continued to drive to work tended to do so without dramatically changing the hours at which they travelled – they were not fussed by the round-trip charge of $3 to $6 per day. Those who needed to commute for work, and did not want to pay the rush-hour congestion fees, overwhelmingly switched to a greatly expanded public transit system, rather than changing their hours of travel. Public transit trips across the cordon increased by 45,000 per day.

The Stockholm Trial, in fact, provided an object lesson for public transit planners around the world: Although the Stockholm Trial was preceded by a major buildup of transit facilities, that, on its own, accomplished little. It “is not possible to show that the investments in public transport (park-and-ride facilities, expanded bus and rail services) had any visible effect on the total number of trips taken on public transport during autumn 2005, before the charges began to apply,” a government study states. “Of the 22% decrease in car travel across the charge zone, only 0.1% at the most could have been caused by the expanded bus services.”

Public transit users are better off now than before – spanking new buses travel on uncongested roads, getting them to their destinations faster. Little wonder that city residents voted in a referendum to make the congestion charge permanent. Little wonder, too, that public opinion outside the city – once vehemently opposed to the tolls – also changed dramatically. By the end of the trial, 54% of county inhabitants felt the congestion scheme was a “fairly/very good decision,” while 42% deemed it a “fairly/ very bad decision.”

As of Aug. 1, that fairly/very good decision rules the road.

Lawrence Solomon is executive director of Urban Renaissance Institute, a division of Energy Probe Research Foundation. He is also a director of PEMA, a non-profit with patents on toll-road technology.

Posted in Toll roads, Transportation | Leave a comment

Vertical Farming

Lawrence Solomon
National Post
July 21, 2007

Rooftop gardens. This idea, as old as Nebuchadnezzar’s Hanging Gardens, one of the Seven Wonders of the Ancient World, has been pursued throughout history and continues to inspire. Countless organizations raise vegetation to new heights in big cities throughout the western world, for both food and flowers. The latest and most dazzling urban farm scheme yet comes from New York’s Columbia University.

Skyfarming, as dubbed in a feature in New York magazine and touted in the national and international media, is the brainchild of Dickson Despommier, a professor of environmental sciences and microbiology. In one manifestation, 30-story towers, topped by high-tech solar collectors that rotate with the sun, would yield a cornucopia of fruits, vegetables, grains, and animals, too, including chickens, pigs and fish. Just 150 of these futuristic greenhouse complexes, Despommier calculates, would suffice to feed all eight million New Yorkers, and with the freshest, wholesomest organic fare imaginable. Food aside, this complex would yield a surplus of fuel and of water for New Yorkers, and would even be economic (just), he notes, producing studies to prove it.

Maybe. I suspect we’ll never know skyfarming’s true financial viability because no down-to-earth businessman is likely to back a barely economic venture on business merits alone. If the business plan miscalculates by even a small amount, the business could go bankrupt. Despommier as much as admits this, openly hoping for a charitable foundation or an altruist like Ted Turner to get his urban farm off the ground.

But Despommier’s visionary scheme has great value nonetheless. Although his business plan’s risk/reward ratio may not pass muster, his basic premise – that cities have the technical wherewithal to meet their own food needs – is a matter of simple calculation and beyond dispute. Also beyond dispute is that cities can meet the food that others need: By building 300 skyfarms instead of 150, New York could feed itself and eight million others – say Montrealers, Torontonians, and those living in their environs. Paris, after all, not only fed itself exquisitely in the 19th century and into the 20th, it exported its surplus to London and elsewhere.

That cities can support themselves and others too demonstrates the bankruptcy of faddish eco-concepts such as the ecological footprints that now mesmerize governments and corporations worldwide. These footprints spread the mistaken view that we are somehow running out of space on

Earth, or that Earth is somehow running out of resources. Based on such thinking, footprint gurus insist that we must consume less of just about everything, eschew technological advances, and return to low density subsistence lifestyles.

Despommier’s high-tech environmentalism demonstrates that the footprint of urbanites is irrelevant – he calculates that city dwellers need rely on no net external inputs for their sustenance, thanks to the use of renewable energy, recycled materials, and recycled waste water. When the agriculture occurs high off the ground, other economies kick in: The absence of ground-level pests eliminates wastage and the costs associated with applying pesticides. Locating farms close to markets also minimize transportation and storage costs. Similar calculations would show that city dwellers need rely on no net external inputs for other needs, too. Despommier’s High-Tech Utopia trumps the Footprint Dystopia.

Between the extreme visions, however, lies an historical truth: Conventional urban farming is inherently profitable, and, unlike Despommier’s plan, would have no end of financial backers. Or practitioners. Thousands of agricultural startups would materialize but for one impediment. Urban farming is against the law. City governments, striving to be modern, over the course of the last century placed one restriction after another on farming and finally, when farming continued to persist, city governments banned farming altogether, typically permitting the growing of produce only for one’s own use. Toronto does have one farm – complete with pigs, sheep and goats – close to downtown within a middle-class residential district. The 7.5-acre Riverside Farm is exempt from the ban – it is run by the city’s parks department as a relic of days gone by.

If urban farmers could again operate freely, cities at low cost would be producing much of the fresh produce that urban customers relish. Tenant farmers would contract for unused backyards and roofs, and contract with specialty restaurants seeking custom crops. Farmer’s markets would shoot up in supermarket parking lots. A century ago, the roof of New York’s Ansonia, a luxurious Upper West Side apartment hotel, housed a small animal farm, daily delivering to building residents fresh eggs via the bell hop. We don’t see fresh rooftop produce today for only one reason: The farm has been overgrown by the state.

Lawrence Solomon is executive director of Urban Renaissance Institute and Consumer Policy Institute, divisions of Energy Probe Research Foundation.

Posted in Agriculture (Urban) | Leave a comment

Facts and results from the Stockholm trials

December 2006
Congestion Charge Secretariat, City of Stockholm

These studies cover travel patterns and effects on motor traffic and public transport, environmental consequences, effects on trade and industry, as well as macro-economic impact and effects on the regional economy.

Click here to view the pdf file

Posted in Toll roads | Leave a comment

Toronto Mayor Miller

Lawrence Solomon
National Post
November 17, 2006

David Miller, get off your knees! What a spectacle you made of yourself on election eve. No sooner did you win re-election as Toronto’s Mayor than you began begging senior levels of government for money.

“Tonight you have given me a strong mandate to tell the Premier and the Prime Minister that Toronto needs a 1 cents share of the existing sales taxes, and we will not take no for an answer,” you said in your victory speech, and then you said it again, in case the Premier and the Prime Minister weren’t listening.

Well, they were listening. The next day, the Ontario Premier calculated your so-called “strong mandate” – you managed just 23% of the eligible vote in a match against no credible opponent – and he told you to get real. So did Ontario’s Finance Minister: “It’s just not on,” he said. So did his federal government counterpart, Jim Flaherty, who called your plan a “non-starter,” and then gave you a dressing down for failing to manage your budget.

Frankly, Mr. Mayor, while Toronto may well have legitimate grievances in how the tax pie is being divvied up – what government doesn’t – most Torontonians don’t want you to turn your mandate into a non-stop plea for pogey. The federal Finance Minister has a point when he says you, above all other mayors in the country, have your hand out farther and faster, nagging for money “day after day.” Appointing yourself Special-Pleader-in-Chief for Canada’s big cities, as you are now doing, doesn’t help your case.

Let’s be honest. Toronto’s problems are of its own making – largely your making, Mr. Mayor. You’d like more tax revenue? Then why adopt an anti-business bias through discriminatory taxes that force Toronto businesses to flee the city? With fair taxes, businesses would not leave Toronto in droves, the city’s tax base would grow, and with it the taxes you’re pleading for. You’d like public transit to work better so it can attract more passengers? Then why not privatize it, as Toronto icon Jane Jacobs recommended? Once London, England, privatized and otherwise deregulated its transit system, London transit began to thrive. You’d like to end the traffic congestion that costs the economy billions in inefficiency? Then do what London and Stockholm did with such stellar success: Toll congested streets to end the congestion and raise money for city coffers.

You asked the province for more powers to raise money and it assented, including the right to toll roads. The province also gave Toronto a windfall by downloading to the city road assets. Now you refuse to take responsibility in meeting the city budget by utilizing your own powers and your own assets to meet your fiduciary responsibility as Mayor.

You lamely claim that you can’t introduce a charge for the use of congested roads, although it is proven to pull people out of their autos and into the public transit you claim to champion. You say, “We don’t have the transit infrastructure that a city like London, England, has,” and that, “People in London have a real choice: They can choose to pay the congestion charge or they can choose transit. . . . That is not true in the Greater Toronto Area.”

Yet London and Stockholm both faced the same situation Toronto does now. They solved their problems by simply adding buses prior to introducing tolls to deal with the extra transit use they knew would come. The tolls more than paid for the buses. In fact – no surprise – the tolls became a big money-maker for the city governments. What did surprise was the tolls’ popularity with voters in both cities. Politicians who backed the polls won their elections; those who didn’t were turfed out. A recent public opinion poll in Toronto shows the same result would likely occur there, even without a debate. According to a recent Decima poll, more Toronto residents want to see a toll than don’t if it would solve the congestion problem.

But you are a problem gnasher, not a problem solver. You claim that tolling major roads into Toronto would push traffic into Toronto’s neighbourhoods. Don’t you know that the naysayers said the same thing in London and Stockholm? And that the city traffic engineers proved them all wrong, by brilliantly anticipating where problems might occur, and successfully redirecting traffic to avoid any upsets? Or do you think Toronto’s traffic engineers are any less capable than those across the pond?

The problem, Mr. Mayor, is the vision thing. You were elected the first time round, three years ago, because people thought you had it. No Toronto mayor ever disappointed more people more quickly. You are now known as the do-nothing mayor. Yet Torontonians reelected you anyway, because you claimed you needed a second term to produce results. Now you tell us that your mayoralty is all about making Toronto a bigger and better beggar.

Mr. Mayor. You lead one of the continent’s largest cities. You are a big-city mayor. You need to act like one.

Posted in City states | Leave a comment

Toronto is still great and growing

Lawrence Solomon
National Post
November 11, 2006

I weep for Toronto, as do many in Toronto. High taxes are driving head offices to Calgary, and back-office jobs to the suburbs. Our mayor is in the pockets of the unions, and corruption pockmarks city hall. While cities elsewhere have developed glorious waterfronts, ours remains a backwater. When ambitious institutions like the Art Gallery of Ontario commission architects the likes of Frank Gehry to work their magic, community activists scoff at their designs and, through regulatory powers, force on us their own banal tastes.

But mostly, I weep tears of joy. Toronto has never been more vibrant, more successful, more affluent, more interesting, more powerful or more promising. The city faces no crises, real or manufactured – so remote is controversy that, although we are at the end of a municipal election campaign, not one issue of any note has surfaced. The city is so content that we are about to re-elect a mayor with low approval ratings, and by default, in a largely uncontested race. This is a city that seems to do almost everything wrong and yet, at the same time, succeeds.

Take jobs, the issue that draws the most hand-wringing. Like many, I deplore high-tax policies that drive jobs away. Yet although Toronto’s employment record has its ups and downs, the city is by no stretch in a downward job-loss spiral. To the contrary, Toronto has added about 100,000 jobs in the last decade – an increase of almost 10%. Although the city attracts a huge number of startups – almost 40% of city businesses first opened their doors within the last five years – the average longevity of businesses has been rising, and now approaches 13 years.

Neither is the city’s downtown suffering. It has been growing its jobs in the same proportion as the rest of the city, and accounts for about 400,000 jobs. Toronto’s downtown not only accounts for more than 30% of all Toronto jobs, it accounts for more jobs than exist in any of the Maritime provinces, and rivals the total number of jobs in the provinces of Manitoba or Saskatchewan.

Toronto’s downtown, one of North America’s densest, is no conventional CBD – a central business district populated by day and abandoned by night. Toronto’s downtown is an entertainment complex, hosting the English-speaking world’s third-largest theatre district, after New York and London, and two major sports arenas for professional hockey, baseball, football and basketball. And most of all, downtown Toronto is a site of rapid residential development, a vast home-making machine for the hundreds of thousands of newcomers who long to live there, and are willing to pay the premium to do so. Those unable to live downtown strive to live near it, causing Toronto to burst at the seams in rapid expansion. Now the continent’s fourth-largest metropolitan area, Toronto’s metropolitan area could soon overtake that of Chicago, the continent’s third-largest.

The driver of metropolitan Toronto’s expansion, and the explanation for Toronto’s success, is immigration. Metropolitan Toronto is the world’s most ethnically and culturally diverse area and the destination for about half of the immigrants who come to Canada. More Torontonians speak either Tagalog, Tamil, Spanish, Cantonese, Mandarin, Punjabi, Portuguese, Italian or Polish than live in Greater Charlottetown, and almost as many speak Urdu or French. More than half of the city of Toronto’s population was born outside Canada without any immigrant group dominating – Mainland Chinese, the single largest in the city, accounts for fewer than 5% of the city’s population. As long as immigrants keep making Toronto their home, Toronto will continue to prosper. The rising tide of immigrants lifts all boats.

Almost everyone wins in this buoyant economy, but two winners above all stand out: Toronto’s Mayor, David Miller, and the unions, parties who made a shrewd bargain with each other. Not only would they give each other unreserved support, but, to pay for the union members’ hefty wage hikes and to keep union coffers full, they would quietly welcome the development that pays the bills.

While far from ideal, the bargain serves the city. Toronto’s rapid growth cloaks the errors, pays for the mistakes, maintains Toronto’s dominant position and gives potential political opponents little to vent about. And it re-elects mayors with the good sense to stand by and allow the city to grow.

Posted in Immigration | Leave a comment