Rent control’s wreckage

Lawrence Solomon
National Post
May 8, 2003

Rent control has helped a great many homeowners. Because it all but ended the building of new apartment buildings in Toronto, Winnipeg, and other rent-controlled cities, potential renters, with nowhere to go, have been streamed into condos and houses, pushing up residential real estate values.

Rent control has helped upwardly mobile tenants, those who planned to abandon their apartments as soon as they scraped together enough money for a down payment on their starter home. These ambitious transients had the security of knowing their apartment rents wouldn’t rise much, and their apartment buildings wouldn’t degrade much, in the short time they made their rental their home. After they bought their home, continuing rent control would help it appreciate further.

Rent control has even helped landlords, especially those good at gaming the system after picking up distressed, rent-controlled buildings at a discount. With rent control guaranteeing them automatic rent increases year after year, whether they deserved them or not, and without new buildings able to steal disgruntled tenants away, these landlords could prey on their captive tenants, freed from the expense of keeping their buildings in good repair.

Before rent control condemned rental accommodation to an ever-diminishing market share, this industry provided limitless rental accommodation of all descriptions, from the most luxurious of suites to the humblest of abodes. Today, the rental construction industry has all but disappeared in major Canadian markets. In Toronto, one of Canada’s most hostile environments for tenants, virtually no new apartment buildings have been built in a decade. In Winnipeg, which rivals Toronto for its maltreatment of tenants, rent control led to the mass conversion of well-maintained, respectable rental districts into decayed, often boarded up or crime-ridden buildings.

Rent control wasn’t entirely responsible for the collapse of an exemplary industry providing shelter to Canadians – punitive taxes on apartment buildings and other anti-tenant legislation also played a part. But nothing more chills apartment building investors – typically small businessmen with the bulk of their life savings entrusted to one or two low-rise buildings of perhaps 10 to 20 units – than the prospect that rent control could appropriate much of their life’s work. Says the Canadian Housing and Renewal Association of the simple wants of private proprietors, who own 85% of Canada’s rental units: “Half the private rental stock is owned by small investors who are in the business for the long term. In terms of maintaining and upgrading the existing rental stock, the main suggestion put forth by these investors was to remove any artificial barriers to rent increases, thereby improving the potential returns to investors for maintaining the condition of the stock.” Small investors want to maintain their properties and indeed, says Statscan, they spent an estimated $3.8-billion on repairs and renovations in 1995. “Nevertheless, says the housing report, “the perception of investors involved in the study was that the rental stock was not being maintained to the same degree as ownership housing.”

While rent control helps some homeowners and some landlords, it overwhelmingly hurt tenants, including many among the middle-and upper-class. Though well-off tenants can afford their own homes, many prefer to put their capital elsewhere. Entrepreneurs building a business often want to maximize their investments in their business, to grow them faster; those in or approaching retirement often want to maximize their dividend or interest income, without needing to resort to gimmicks such as reverse mortgages; people of all ages often want the simplicity of renting – no mortgages to renew, no roofs to repair, no neighbourhood associations or condominium committees to contend with or join.

But the biggest victims of all become the poor, those without the option of buying a home. Before rent control, the poor had consumer clout: Apartments were generally in abundant supply and landlords courted them with moderate prices and extra services. After rent control, rental markets tightened in markets such as Toronto, wresting renters of their consumer sovereignty in favour of their landlords, who could now pick and choose among the most credit-worthy applicants and leave the rest for public housing or the street.

Rent control is based on the illusion that it protects renters. It does, but only on the short term. In truth, although circumstances vary greatly with locales, cities and their residents almost all become long-term losers. Without the choice of suitable apartments, many tenants reluctantly leave the city to seek inexpensive homes in working class suburbs. They then commute to city jobs, using city facilitates without paying for them through city taxes. Meanwhile, as apartment buildings become dilapidated and devalued on city tax rolls, city treasuries see shortfalls, which they make up by raising taxes elsewhere. A 1996 report published by the Professional Property Managers Association found that Winnipeg homeowners paid, on average, $673 extra in taxes that year, and $13,000 over the previous 25 years, because their politicians’ housing policies had led to the ruin of the city’s apartment stock.

In the end, rent control serves no one well, save slumlords.

Related articles:
Homeless by decree
Homeless in paradise
Parasites in the walls

Lawrence Solomon is executive director of Urban Renaissance Institute and Consumer Policy Institute, divisions of Energy Probe Research Foundation. www.Urban.probeinternational.org, E-mail: LarrySolomon@nextcity.com; Part of a series.

Posted in Housing | Leave a comment

London congestion charging

A step-by-step guide.

Transport for London
May 1 2003
www.cclondon.com

London congestion charging

What is the congestion charge?
The congestion charge is a levy, initiated by the Mayor of London and administered by Transport for London (TfL), on each motor vehicle entering the designated charging zone. The scheme is designed to reduce traffic congestion in central London and comes into force on 17 February 2003. Not all drivers have to pay the congestion charge – exemptions and discounts are available to various categories of drivers, vehicles and individuals.

Why is congestion charging being introduced?

The movement of people and goods around London’s roads is so congested that many think that a radical solution is needed. If successful, it is expected by the Mayor and Transport for London that this scheme will: Cut traffic levels (measured in vehicle miles) within the charging zone by 10-15%. Cut congestion (measured in vehicle delays) within the zone by 20-30%. Make essential vehicle journeys and deliveries within the zone more reliable and efficient. Save two to three million driving hours per year within the zone and a further four to seven million driving hours on roads between the charging zone and the North and South Circular roads. Increase average traffic speeds in central London, which at present are less than ten miles per hour during the working day. Generate revenue for London ’s transport system.

Where is the charging zone and will I have to pay if I am driving on the boundary roads, but do not enter the zone?

The charging zone is approximately eight square miles and broadly covers the City and West End areas of London (see map page 7). There is no charge for using the charging zone’s boundary roads, but the charge is applicable once a vehicle enters the zone.

What is the start date for the congestion charge?

Congestion charging will apply from 17 February 2003. It will be applicable to traffic within the designated charging zone between 07.00 and 18.30 Monday to Friday (excluding public holidays).

How much is the charge?

The charge is £5 per day and applies to each vehicle per day, allowing more than one trip by the same vehicle each day.

When and how do I pay and do I have to register with TfL?

The congestion charge can be paid any time up to midnight on the day of your journey (between 22.00 and midnight there is an additional £5 surcharge imposed to discourage payments late in the day), or up to 90 days before travelling to the zone.

Passes can be purchased on a weekly (£25), monthly (£110) or yearly (£1,250) basis.

Payment can be made at machines in car parks within the charging zone, at various retail outlets and petrol stations by cash, cheque or credit/debit card or by telephone to the Transport for London (TfL) Congestion Charging London Call Centre on 0845 900 1234.

A Fast Track Card is available and is designed to simplify and speed up the payment process. It does this by storing details such as vehicle registration numbers, protected by a PIN number of your choice.

Payment can also be made online by credit/debit card by accessing the TfL website: http://www.cclondon.com/

You do not have to register with TfL unless you are in a category eligible for discounts. See the section “What if I live in the charging zone or am a disabled driver?”

Who is exempt from the charge?

Please note that the following vehicle users are not required to register with TfL in order to be eligible for exemptions:

Disabled drivers Disabled users of vehicles that are exempt from vehicle excise duty are not required to pay congestion charges (If you are a blue/orange badge holder, but your vehicle is not exempt from vehicle excise duty, please see the following section). Two-wheeled vehicles Two-wheeled vehicle (motorbikes, mopeds, scooters, bicycles) users are not required to pay congestion charges. Emergency services Police, ambulance, fire, lifeboat and any emergency service vehicles (including NHS vehicles exempt from vehicle excise duty), are not required to pay congestion charges. Taxis (black cabs and licensed minicabs), buses/coaches Black cabs registered with the Public Carriage Office Minicabs licensed with the Mayor of London Buses/coaches with nine or more seats that are registered as a public service vehicle with the Driver and Vehicle Licensing Agency (DVLA) Temporary diversions Vehicles sent into the congestion-charging zone on a temporary diversion are exempt from congestion charges, as long as they do not leave the official diversion route.

For additional information on exemptions, please refer to the TfL website: http://www.cclondon.com/

What if I live in the charging zone or am a disabled driver?

Certain discounts are available for the following categories of vehicle users, who are initially required to register with TfL in order to be eligible for discounts:

Resident discounts (90% discount) Residents living within the area of London covered by congestion charging can register one private vehicle for a 90% discount for at least a one-week period. Proof of residency is required. Residents are required to pay an annual charge of £10. If completed registration forms are received by 26 January 2003, the £10 registration fee will be waived. To register, please refer to the TfL website: http://www.cclondon.com/ Disabled drivers (100% discount) Blue or orange badge holders, or drivers for disabled badge-holders, receive 100% discounts from congestion charges for up to two vehicles per day. Vehicles must be registered with TfL and a one-off £10 payment made. If completed registration forms are received by 26 January 2003, the £10 registration fee will be waived. To register, please email your name, address and blue/orange badge serial number to: information@ccbluebadge.com

Other 100% discounts

Assuming the following vehicles are registered with TfL, users will be eligible for a 100% discount from congestion charges:

Certain NHS staff on call in emergencies NHS patients attending hospital appointments who are too ill or disabled to use public transport Fire-fighters on operational journeys between stations

Operational vehicles (100% discount)

Assuming the following vehicles are registered with TfL and an annual fee of £10 per vehicle paid, users will be eligible for a 100% discount from congestion charges:

Armed forces vehicles Port of London Authority, HM Coastguard and Royal Parks Agency vehicles Accredited breakdown/recovery vehicles Certain local authority vehicles

Vehicles using alternative fuel

Approved cars running on alternative energy sources (gas, electric, fuel cells and bi/dual fuel) are exempt from congestion charges. An approved supplier included on the Energy Saving Trust’s Transport Action Register (or an equivalent European Economic Area body) must convert the vehicle. To qualify for an exemption, commercial vehicles must comply with certain European emission standards. A verification charge of £10 and registration of the vehicle with TfL are required in order to qualify for this exemption. Smart cars are not covered by this exemption.

For additional information on discounts, please refer to the TfL website: http://www.cclondon.com/

How can receipts and refunds be obtained?

Receipts

A receipt number is issued each time the congestion charge is paid. The purchaser will need to keep a record of this to make any later query about the transaction. A written receipt can be sent to the purchaser if this is requested when the charge is paid. In retail outlets a receipt will be issued automatically.

Refunds

There are no refunds for past unused days. If a monthly or annual congestion charge has been paid then the purchaser can apply for a refund for future unused days. Refunds are calculated from the number of whole charging days from and including the refund date multiplied by the cost for each of these days, less a £10 administrative charge. The start date of the refund must be a minimum of seven charging days from the receipt of your request by Transport for London. Requests for refunds must be accompanied with either the original payment receipt, or an original of your V5 registration document provided by the DVLA. Enquiries concerning refunds can be made to: Congestion Charging London, PO Box 2982, Coventry CV7 8XR. Tel: 0845 900 1234, Fax: 020 7649 9121.

Further details on refunds can be found on the TfL website: http://www.cclondon.com/

How will the scheme be enforced?

The scheme will be enforced by a network of CCTV cameras both on the boundary and within the congestion charge zone that will record vehicle number plates. These records will be checked against a database of those who have registered to pay.

What are the penalties for non-payment?

Where the charge is not paid before midnight on the day a journey is made within the zone, the registered owner of the vehicle will be sent a Penalty Charge Notice of £80. This is reduced to £40 if the penalty charge is paid within 14 days, but rises to £120 if the Penalty Charge is not paid within 28 calendar days. Details of how to pay the charge appear on the Penalty Charge Notice.

If the penalty is not paid the Transport for London (TfL) authorities can clamp and remove the vehicle and owners would have to pay for clamp removal or to retrieve the vehicle from the pound. In the case of worst offenders vehicles can be sold or crushed and owners subject to court action.

What arrangements are available for businesses operating fleets of vehicles?

Transport for London (TfL) has special arrangements for fleet owning companies to reduce administration and details of these can be found on TfL’s website. Appropriate registration forms can be downloaded from this site. Website: http://www.cclondon.com/

What is the budget for setting up the London congestion charging scheme?

The total budget given to Transport for London is £200 million, which includes £100 million of complementary traffic management measures within Greater London.

How much revenue will the congestion charge raise?

Transport for London envisage that the scheme will pay for itself within 18 months of start-up and that, during the first ten years, more than £1.3 billion will be generated for investment in the transport system of Greater London.

What plans have Transport for London put in place to cope with prospective increased numbers using public transport when the congestion charge is introduced?

London Buses are to provide 10,000 extra seats for passengers between 08.00 and 09.00 (the busiest hour) by providing 200 extra buses, more buses on busy routes, introducing new routes and by using double-decker buses on some routes currently served by single-deckers.

Have any other cities adopted such a scheme?

Durham, UK Durham is the first city in the UK to introduce a congestion charge with a limited scheme that began on 1 October 2002 and applies to only one thoroughfare, Sadler Street in the city centre. Motorists pay £2 to pass a barrier into the street and the scheme is administered by National Car Parks. The aim of the scheme is to reduce traffic on the historic “peninsula” site that contains the castle and cathedral and provide a better environment for pedestrians. The money raised will go towards providing a new bus service and scooters for the disabled.

Trondheim, Norway In order to fund new ring roads, Trondheim introduced a congestion charge scheme ten years ago. Car drivers pay 15 Norwegian kroner (about £1.30 British pounds), and lorry drivers twice this rate, in order to drive into the city centre. The scheme relies upon radio-wave technology and money is automatically deducted from the driver’s bank account each time they pass a tollbooth.

Singapore A daytime electronic congestion charge scheme was introduced to the city centre in 1998 (an earlier visual scheme was introduced as far back as 1975). As a result, fewer vehicles attempted to access central Singapore during peak times, as well as a reduced number of solo drivers. Traffic patterns shifted from peak to non-peak times.

Further information, useful addresses and web links on congestion charging in London:

Transport for London (TfL)

Official, dedicated website on congestion charging; can be used for payment and registration.

Website: http://www.cclondon.com/
Telephone: 0845 900 1234 Fax: 020 7649 9121
Address: Congestion Charging London
PO Box 2985, Coventry CV7 8ZR

All operational correspondence should be sent to the above address

General TfL website:

www.londontransport.co.uk/tfl/

Posted in Toll roads | Leave a comment

Toll skeptics be damned: London’s rolling

Lawrence Solomon
National Post
May 1, 2003

In mid-February, London began charging private vehicles £5 to enter its central core. The outrage that the press and other pundits predicted didn’t occur: The toll has soothed rather than seethed Londoners. The losers from this radical experiment are almost nowhere in sight. The winners can be found all round.

To recap: The toll – called a congestion charge – was designed to reduce traffic in an eight-square-mile area of downtown London by 10% to 15% during workdays, between 7:00 am and 6:30 pm. With that reduction, gridlock was promised to end. Ten weeks into the experiment, traffic planners peg the reduction at about 17% and gridlock has ended.

The toll system was also expected to raise between £130-million and £150-million a year in tolls. Because the £5 congestion charge has convinced more Londoners than expected to avoid London’s most congested area during peak times, Londoners as a group are paying less than expected to be rid of congestion: Current projections have the system raising £100-million, all of it dedicated to public transit and road-related infrastructure.

At the aggregate level, the results are grand and impressive. But their meaning especially comes through at the ground level, where their effect on the daily lives of Londoners plays out.

– Cab Rides: Before the introduction of the toll, a typical London Black taxi fare from the once-congested City to West London cost between £18 and £20. With taxis now fairly flying down decongested roads – typical cab speeds have doubled – it often costs between £11 and £12. The benefits extend well beyond the 30% to 40% saving to the passenger in cab fare. Businesses now schedule more meetings per day, knowing they won’t be consigning their high-priced personnel to downtime in the back of a cab. The cabbie is much happier, too. The faster trip times translate into many more fares — more than twice as many, according to some estimates.

– Bus Rides: Without gridlock, passengers don’t face long waits before their bus arrives – excess waiting times are down 23% – and the buses themselves travel 15% faster. Smoother, too: With traffic-related delays more than halved, the lurches so characteristic of buses have abated. Bus ridership on this more attractive service is up 14%. The economics of public transit is also more attractive. The same bus and driver can now cover more ground in a day, leading to additional routes and expanded service for passengers.

– Businesses: London First, a business group whose members account for 17% of all London employees and 22% of the city’s GDP, asked its members: “Do you think that congestion charging has worked?” Only 3% said “no.” When asked about the charge’s impact on their particular business, 95% felt it had been neutral or beneficial, 5% deemed it negative. By a ratio of almost five to one, the members reported that their personal journey to work had improved.

Although some surveys, including a recent London Chamber of Commerce survey, shows retailers blame congestion charges for a drop in business, most industries back the congestion charge because it’s quickly recouped. Cert Logistics, a distribution company that delivers wine to many of London’s top restaurants and hotels, reports its delivery times have been cut by as much as 50%. And some businesses, despite lost business, nevertheless back the congestion charge – they save more money in their deliveries than they lose in profit to lost customers.

The congestion charge also provides savings to those who don’t manage costly delivery vehicles, drivers, and inventory. Based on London’s average earnings of £34,000 per year, the £5 charge pays for itself in just 17 minutes of saved time. Some Londoners don’t value their time that highly. They are among those who have decided to walk, to cycle, to take a cheaper, more convenient cab or bus, to change their travel schedules to avoid central London in peak hours, or to take any number of other options that were always there in theory, but materialized in practice only after the city of London made the choice meaningful by putting a price on road use. London road users now make more intelligent travelling decisions for themselves, and improve the economy and the quality of life for all.

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 a patent pending on toll road technology. urban.probeinternational.org

Related articles:
Toll roads v. the Canadian Accident Association
London’s green streets
The toll on business
The take from tolls
Don’t tax, toll: Presentation to the Canadian Home Builders’ Association
London unjammed
Don’t tax, toll
Toll today’s roads, don’t build more
How the free road lobby led us astray
Toll road commentary
Road safety
How to cut highways’ human toll

Posted in Automobile, Cities, Public transit, Regulation, Toll roads, Transportation | Leave a comment

Widening the gap

Livio Di Matteo
National Post
April 30, 2003

 

If Ontario Premier Ernie Eves makes good on his promise, today’s Throne Speech may outline a provincial plan for mortgage interest income tax deductibility. This plan echoes a proposal that the federal Tories have made nationally.

The proposal has little economic merit. It will not help tenants, a group that government claims to be deserving of protection, and it will do nothing to help the overall Ontario economy.

The concept of mortgage interest deductibility is a simple one. Homeowners with mortgages would be allowed to deduct a portion of their interest payments from their income tax. This is already a common policy in the United States, which provides 100% deductibility of mortgage interest under the federal income tax.

Given that the average home mortgage in Canada reached a value of $108,700 in 2002, and that nearly two-thirds of Canadians own homes, the political calculus underlying this policy is obvious. For a homeowner with a mortgage, this tax break could be worth thousands of dollars. However, this tax break would not assist those individuals who rent. The subsidy to homeowners effectively lowers the cost of housing for non-renters relative to renters. A mortgage interest deductibility plan amounts to government bias against tenants and towards home ownership.

Because it tilts the housing market towards ownership, mortgage interest deductibility has serious economic implications. Because people see housing as an investment as well as a need, mortgage interest deductibility subsidizes both the consumption of housing by homeowners and their wealth accumulation. This subsidy accentuates the existing differences in wealth and income between homeowners and renters.

In 1999, equity in the principal residence accounted for about 40% of the average net worth of homeowners. The median net worth of owners of housing was $171,150 in 1999, up 21% from 1984, whereas the median net worth of non-owners was $10,201, down 41% from 1984. To add to the inequity of subsidizing the housing of this far more affluent group of Canadians, mortgage deductibility also promotes suburban sprawl: Rates of home ownership are much higher in rural areas and smaller centers with populations below 10,000, encouraging people to leave cities by transfering wealth from large metropolitan areas to lower-density areas.

A mortgage interest deductibility policy implies a social consensus that owning your own home is a superior form of housing than renting. B ut why should one form of housing receive preferential tax treatment over another? After all, home ownership is not in any way endangered. Ownership rates for households in Canada in 2001 were at nearly 66%, up from 64% in 1996. For the past three decades, the number of households owning their homes has grown faster than the number of renter households. Home ownership rates range from a high of 78% in Newfoundland to a low of 58% in Quebec.

The housing market is robust with national single detached housing starts at 125,374 in 2002, up from 77,996 in 1996. The growth rate for single detached housing starts was 4.2% in 2001 and 30.6% in 2002. A mortgage interest deductibility scheme will add economic fuel to an already robust housing market and create the possibility of a housing price bubble. Should this bubble burst, it would hurt homeowners with mortgages as well as those without mortgages who were unable to take advantage of the latest government subsidy scheme.

If anything, it is the rental market that needs some help, given low vacancy rates and the fact that the average rent for a two-bedroom apartment in Canada has risen 17% since 1996. Apartment vacancy rates in Canada in 2002 were 2.1%, down from 4.5% in 1995, making for a tight market.

Of course, mortgage interest deductibility dangles the dream of home ownership to renters. However, to get a mortgage interest deduction break on your income tax, it helps to have a secure job and income high enough that you pay sufficient taxes to apply your mortgage interest deduction against. In other words, a mortgage interest deduction will not provide much tax incentive to boost home purchases among those with low incomes or those with insecure employment. The average annual income of renters is approximately half that of those who own their housing.

A mortgage interest deductibility program can cost Canadian government treasuries hundreds of million of dollars – in the United States, where homeowners deduct mortgage interest from their income taxes, the cost exceeds US$60-billion a year. According to a study by the Joint Committee on Taxation of Congress, taxpayers with incomes over US$50,000 claimed 89% of all the tax benefits from mortgage interest deductions.

In Canada, home ownership rates currently are not much different than those in the United States. On either side of the border, mortgage interest deductibility is bad tax policy that creates a subsidy to already advantaged homeowners and does nothing for renters.

Livio Di Matteo is a contributor to the Urban Renaissance Institute. He teaches in the Economics Department at Lakehead University.

Related articles:
Homeless by decree
Homeless in paradise
Parasites in the walls

Readers respond

May 12, 2003

Livio Di Matteo asserts that mortgage interest deductibility would not help tenants and implies that owning your own home is not a superior form of housing.

The fact is that homeownership is superior to renting. Study after study has shown that in the long run, the net worth of homeowners is far higher than tenants, thus homeowners are far more secure and comfortable in their retirement, which surely is a good thing.

As for the suggestion that mortgage interest deductibility would not help tenants, the Greater Toronto Home Builders’ Association proposal was a direct response to a province-wide poll of renters which showed the majority of renters aspire to homeownership. The only thing holding them back is lack of a downpayment.

Our association has proposed that renters who purchase homes should be allowed to deduct their mortgage interest for the first five years, starting with a 50% deduction in the first year, when the assistance is most needed, declining to 10% in the fifth year, after which they would be on their own. We have also suggested that the existing Ontario Home Ownership Savings Plan be enhanced to help renters save for their first home more quickly. Both of these proposals go with the grain of market forces and would be far more cost-efficient than government-built housing.

I fail to see how a proposal that would turn tenants into homeowners amounts to “government bias against tenants.” The worst thing that could happen would be that our apartment vacancy rates would increase and rents would decrease.

Our federal and provincial governments already encourage citizens to save for their retirement through RRSPs. Since home equity represents the ultimate retirement nest-egg, mortgage interest deductibility should be looked upon in the same light. And on that basis, extending mortgage interest deductibility to existing homeowners should also be considered.

Joe Valela, president, Greater Toronto Home Builders’ Association, Toronto.


April 30, 2003

It is hard to believe the column opposing mortgage interest deductibility (page FP 17, April 30) was written by someone who apparently calls himself an economist. His argument fails for the simple reason that tenants already enjoy the benefits of mortgage interest deductibility.

Unlike private homeowners, landlords may deduct mortgage interest, a cost reduction which, in an open marketplace, is passed along to tenants (if Mr. Di Matteo disagrees with that statement, ask him what he thinks would happen to rents if landlords were suddenly unable to deduct mortgage interest).

Deductibility of mortgage interest on private houses would therefore inject equity into a situation which is now biased toward tenants and against homeowners.

Lakehead University, where Mr. Di Matteo teaches economics, should re-name its economics faculty the Faculty of Left Wing Political Activism.

Dave Wreford, Winnipeg, Manitoba.

Posted in Housing | Leave a comment

Homeless by decree

Lawrence Solomon
National Post
April 24, 2003

“We cannot have homeless people in our society. It’s just wrong,” Governor-General Adrienne Clarkson stated three years ago during one of her tours of the country. “As long as there are any, it will be on our agenda.” With her term as Governor-General now running out, Her Excellency has decided to make good on her vow by taking on another tour, this one focused on Canada’s cities and their homeless shelters.

“How can the richest city in Canada have people slipping through the cracks,” she asked of Calgary, the first stop. After bestowing the Governor General’s Caring Canadian Award on Albertans who have demonstrated the best of intentions – eight such received awards in Calgary alone – Ms. Clarkson and her entourage left. She will later be visiting Saint John, Quebec City, Saskatoon, Toronto, Montreal and Vancouver in her Cities and Homelessness Tour.

Since her time left in the official service of her country is short, and the needs of the homeless great, let me remind her how the homeless got that way. Governments created homelessness. Before governments became involved in issues of homelessness, in fact, the modern concept of homelessness didn’t even exist. A homeless person was a hobo or a vagabond, someone without roots, often by choice.

The type of homeless people we trip over in the downtowns of our major cities today – those too poor or mentally ill to manage a roof over their head – were scarce a generation ago. A team of Columbia University researchers who tried to find people sleeping in Manhattan parks in 1964 could find only one. The New York Times didn’t reference the homeless in its index until 1983, Maclean’s magazine didn’t reference it until 1985, the Toronto Star until 1986. Homelessness as we know it was all but non-existent until two decades ago.

Then governments, generally with the best of intentions, changed their policies and created the human misery that now shames and appalls us all. By the 1980s, the homeless became ubiquitous in the downtowns of New York, Chicago, Toronto, Vancouver and other large cities.

Many blame the homeless problem on “deinstitutionalization” – the eviction from hospitals of the severely mentally ill in the belief that granting them their independence was doing them a favour. But deinstitutionalization only accounts for a handful of the homeless. More than 90% of homeless people lack decent shelter for quite another reason: The government forbade housing for poor people.

Through regulations and expropriations, governments embarked on massive slum clearance projects in the 1960s and 1970s that wiped out much of the low-value housing stock in major population centres across the continent. New York City’s Bowery had 10,000 beds in 1965. By 1980, only 3,000 remained, and by 1990, New York City had lost almost half of its low-rent housing. The story was similar in Chicago, which lost all but 600 of the 10,000 spaces in the Loop area’s cubicle hotels, and 20% of its total stock of low-rent housing. Toronto lost virtually all of its 500 flophouse beds and one-third of its rooming houses. Between the mid-1970s and the late 1980s, the number of unsubsidized low-cost units fell 54% in the typical large U.S. metropolitan area.

At the same time that governments demolished substandard private sector housing, they regulated the poor out of many residential districts through restrictions on boarding and basement apartments. In one area alone did governments relax standards – they legalized vagrancy. Many of those ousted from their low-rent accommodations then found free housing in the form of streets, back alleys and parks.

The consequences of these government policies, which produced many visible losers and no evident winners, are now tragically with us, borne mostly by homeless victims of invisible government policies. According to a 1997 study by the Clarke Institute in Toronto, depression and other mild forms of mental illness burden the great majority of homeless, their plight exacerbated by alienation and a lack of community. In earlier decades, such social misfits lived in tenements, seedy hotels and rooming houses. Or they lived with relatives who would take them in. Or they would sublet rooms in exchange for cash or household services, typically babysitting for women, odd jobs for men. The arrangements were generally imperfect for both landlord and tenant – alcoholics, the mentally ill and other social misfits tend to make for poor company – yet they made do. They often maintained relations, however poorly, with those in their neighbourhood and were, as we might say today, integrated into the community. Relatively few people relied on shelters.

Those who urged governments to demolish substandard private sector housing expected higher-quality public housing to fill the void. But public housing became an abject failure. Much of the public housing that was built became breeding grounds for crime and despair and is now being torn down. But even if public housing was not soul-destroying, governments are unable and unwilling to provide enough cash to make a dent in the homeless problem.

Canada’s leading homeless advocates, and the governments that have their ear, have come to understand this. Many now demand that the government provide substandard housing for the poor, on the sensible rationale that poor housing is better than no housing. Housing for the poor is making a comeback in Toronto and elsewhere.

Substandard government-built housing is a start, but a poor one – the government record at building affordable housing of any kind has been abysmal, as virtually all housing advocates acknowledge. Much better to stop more serviceable buildings from being torn down by tearing out of rule books bureaucratic requirements that undermine their preservation. Much better to allow private developers to build units that aren’t up to modern codes that require more parking, or a better-equipped kitchen. Much better to promote a society of truly caring Canadians by stripping away rules – like prohibitions on boarders and basement apartments – that prevent homeowners from voluntarily supplying a crying need.

Homelessness is wrong, Ms. Clarkson, and it does belong on your agenda. But handing out awards won’t solve it. The agenda I’ve described – nothing more than a return to pre-politically correct times – would put the problem to bed.

Lawrence Solomon is executive director of Urban Renaissance Institute and Consumer Policy Institute, divisions of Energy Probe Research Foundation. www.urban.probeinternational.org, E-mail: LawrenceSolomon@nextcity.com

 

Related articles:
Parasites in the walls
Homeless in paradise

Readers respond:

Monday, May 12, 2003

Lawrence Solomon is right to keep homelessness in the public debate. Yet, in acknowledging the Governor-General’s own commitment to this pressing issue, he may have created a misleading impression of Her Excellency’s visit to Calgary, requiring clarification on three points.

First, the purpose of the visit. The Governor-General launched the first of seven Urban Visits with a five-day stay in Calgary last month. These visits examine “The Good City,” considering issues such as citizenship, diversity, creativity, social justice and urban planning. While the issue of homelessness is pressing, it is not the main focus of the visit. This is not, to use Mr. Solomon’s words, the Governor-General’s “Cities and Homelessness Tour.”

Second, the Caring Canadian Award. Her Excellency’s visit began, as Mr. Solomon states, with eight presentations of the Governor-General’s Caring Canadian Award. This award honours those “unsung heroes” whose tremendous volunteer efforts make our communities better. However, Mr. Solomon may have left readers with the impression that this award is specifically related to homelessness. This is incorrect: The recipients of this award help individuals, families and communities in countless ways.

Third, the scope of the visit. Mr. Solomon also states – incorrectly – that the Governor-General then left the city right after presenting the awards. In fact, she stayed four more days, meeting with social service agencies, innovative philanthropists, urban planners, developers, immigrant associations and students to get a broad picture of the city. The visit culminated with a public roundtable forum attended by several hundred people who discussed the strengths and challenges of civic engagement in Calgary.

The Governor-General takes seriously her role as a catalyst for dialogue, and will continue to encourage thoughtful and useful engagement on the issues – including homelessness and affordable housing – that currently face Canada’s cities.

Lachlin McKinnon, special advisor to the Governor-General, Ottawa.

Lawrence Solomon responds:

In my column, I portrayed the Governor-General’s trip to Calgary as “focused on Canada’s cities and their homeless shelters.” The Governor-General’s special advisor acknowledges the former but disavows the latter. I cannot explain this error on the special advisor’s part. Perhaps he is unaware of who and what the Governor-General was visiting during her Calgary tour.

The morning after she arrived in Calgary, Her Excellency visited the Calgary Urban Project Society where, her own publicity department reports, she met “with front-line staff and homeless families.” From there she went to a noon meeting at One World Child Development Centre, which featured “a discussion with homeless mothers.” At 3 p.m. she was at the Back Door Project, “Meeting with the Executive Director, volunteers and street youth to discuss the project’s alternative, innovative model to helping young people get off the street.” Next, a 7 p.m. discussion with Social Venture Partners Calgary, which has assisted more than 300 young women renounce (as the organization puts it) their “former lifestyle on the streets, thereby breaking the cycle of abuse for generations to come.”

Her Excellency had no other scheduled appearances that day. The next morning saw her at The Mustard Seed Street Ministry, which describes itself as “a non-profit Christian humanitarian organization that has been providing services for the homeless, street people of Calgary since 1984.” Other people she met in Calgary, including two recipients of her Caring Canadian awards, are also prominent for their work with the homeless. As Her Excellency’s PR department announced, one “helped to establish a youth shelter” and another “regularly patrols the streets of Calgary to offer advice and friendship to people struggling with addictions, disabilities and poverty.” I did not write, as the special advisor seems to think, that the Governor-General left Calgary “right after” handing out the awards. Neither did I characterize them as homeless awards. I called them awards for people “who have demonstrated the best of intentions.” Canada has no shortage of such people.


Thursday, April 24, 2003

I have read with interest your article in this morning’s National Post.

Some years ago I recall that a developer wished to build a block of apartments in Vancouver that would be affordable to people of low income. Permission was not granted because (to my recollection) the granting authority said that, because the apartments were so small the apartment block was likely to become a slum.

When I graduated from university it was difficult to find living accommodation in Vancouver. Single people usually lived in a succession of boarding houses and what were termed “housekeeping” rooms. By the time that the proposal for the low-income apartments was put forward I had moved up-scale. I remember, however, that when I read about the proposal I thought it a splendid idea and I still do. Many people of limited income would be very pleased to have available small self-contained living quarters. A beginning might be made to permit blocks of small apartments – not government funded – that would remove the stigma associated with small size. Such apartments could be attractive to many people, who for reasons not necessarily financial, wish to have a small abode.

I trust that your article will stimulate thought on the problem of housing and look forward to seeing the next in the series.

Beryl E. March, Vancouver, British Columbia

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