Environmentalists rule

Lawrence Solomon
National Post
March 1, 2003

To the chagrin of many conservatives, environmentalists as a group have more credibility than business executives, government officials, politicians, journalists and – apart from scientists – just about everyone else that public opinion pollsters compare them to.

This great confidence that the public shows in environmentalists, a confidence that spans more than a decade and covers all manner of environmental issues, stems overwhelmingly from one factor.

Environmentalists have generally been right in identifying serious environmental problems, often spectacularly so.

Nuclear power provides one of the clearest examples of environmentalists making clear-eyed analyses while everyone else was blinded by a business or a technological euphoria. Throughout the 1950s and the 1960s, and well into the 1970s, nuclear power had been virtually unquestioned as the fuel of the future. Then some environmentalists began questioning the government’s wild projections of growth in electricity demand – planners asserted the power system would need to double every decade, indefinitely. These environmentalists also questioned the industry’s claims that nuclear electricity would be “too cheap to meter,” that nuclear accidents couldn’t occur, that radiation was benign and that there were no alternatives to nuclear power. Most people, however, weren’t alert to the looming disaster. Scientists, business executives, governments, journalists, even oil industry executives and the majority of environmentalists who didn’t work on nuclear issues, swallowed the industry’s outlandish claims. Nuclear power’s approval ratings remained well above 90%.

Today, only a minority – mostly among die-hard conservatives and nuclear industry employees – remains deluded. The environmental and economic wreckage of the nuclear industry – The Wall Street Journal, in the 1980s, called its financial collapse the biggest in corporate history – continues to be felt in every jurisdiction that foolishly embraced the atom.

In other energy debates, environmentalists were right, and almost everyone else was wrong, in recognizing that conservation and energy efficiency could quickly and cost-effectively counter the OPEC oil crises of the 1970s. Environmentalists were similarly ahead of almost everyone else in recognizing that big dams could no longer be economically built, but that co-generation and other small-scale power technologies, if allowed to compete, would replace not only nuclear power but many of the dirty coal and oil generating plants that the power monopolies favoured.

The extraordinary track record of environmentalists can also be seen in pitched battles in other fields. Cities that listened to environmentalists and cancelled expressways slated to destroy urban neighbourhoods now count their blessings, while those that struggle with the many unanticipated consequences of expressways count their costs. Cities that preserved their heritage buildings and older neighbourhoods were rewarded with properties that appreciated and contributed to their tax base; cities that converted built-up blocks into parking lots, expecting new developments to spring up, are still waiting.

Environmentalists correctly warned of the loss of the cod and other fisheries, while most blithely accepted rosy projections by government and industry experts. Environmentalists correctly criticize pollution from large-scale farming operations, and embarrass large-scale farmers for their dependence on subsidies, while conservatives pooh-pooh the costs of farm pollution to neighbours and are oblivious to the large-farm sector’s utter dependence on subsidies.

Environmentalists aren’t always right. Their record is spotty in condemning this or that chemical, and particular groups, or particular people, have remarkable losing streaks: the Worldwatch Institute’s Lester Brown on global famines, for example, or biologist Paul Ehrlich on the population explosion. Neither can the many environmental groups funded by governments and unions, such as the Canadian Environmental Law Association, be relied upon for independent thinking. Neither can groups capitalizing on environmental concerns to push separate agendas, such as nationalists like the Council of Canadians.

But Greenpeace, the new international network of Waterkeepers and other environmental groups that rely on small donations, unlike many of their corporate-funded conservative critics, tend to be on the right side of history. Because these environmental groups need public support for their very survival, they have become expert at tailoring their message to the public at large, helping them win the contest in the marketplace of ideas over narrowly funded critics. At a defining moment in the history of nuclear power – the day Margaret Thatcher privatized the electricity industry – Greenpeace UK, Friends of the Earth UK, and other broadly based UK environmental groups were clinking champagne glasses. They knew that Thatcher, by allowing competition and cutting the industry off from open-ended government support, had signed the industry’s death warrant.

The UK’s conservative think-tanks, expecting a liberated nuclear industry to flourish, also toasted Thatcher. When a privatized nuclear fleet, in the form of a company called British Energy, later offered stock to the public, they and their followers finally had the chance to invest in their darling. These true believers then lost their shirts when British Energy went bankrupt.

In contrast to environmentalists’ exemplary record at diagnosing environmental ills, their record in issuing prescriptions is abysmal. In the case of global warming, environmentalists are certainly correct in asserting that society generates economically and environmentally unjustifiable levels of emissions, and just as certainly incorrect in backing the central planning exercise that is Kyoto. Because Kyoto is so unworkable, saner approaches will be adopted, saving society from burning money along with fossil fuels. And adding another notch to the environmentalists’ string of successes.

Readers’ responses:

Letters to the Editor
National Post, Feb. 5, 2003
Lawrence Solomon is very good at describing the past. His predictions for the future are questionable. I was there with him in the 1970s questioning nuclear power – pointing to the unsustainable growth predictions for electricity and the incredible risks and costs that conservative businessmen were taking with taxpayer’s money. Unfortunately, we were right. Nuclear power has cost Ontarians $20-billion in debt. New Brunswick’s reactor cost $450-million. The federal government spent $17-billion and counting.

But as I said, his prediction for the future is wrong. Every realistic analysis of the Kyoto Protocol predicts at worst a negligible impact on Canada’s economy and there are plenty of reasons to question their bias toward the negative.

We were right in 1976 when we pasted a banner on the Bruce Reactor building that read, “Nuclear Power, Unsafe, Unnecessary and Uneconomic.” And we were right in 2002 when we said meeting the Kyoto targets will create jobs and improve air quality while protecting the climate from catastrophic change.

John Bennett, director
Atmosphere and Energy
Sierra Club of Canada, Ottawa


Mr. Solomon seems to be stuck in some kind of 1980s time warp. Let me clue him in on a few of the clearest examples of environmentalists making boo-boos in their energy forecasts.

In Sweden, which voted 23 years ago to phase out nuclear power if alternatives were available, a majority of Swedes now favour keeping nuclear power plants going, or even building new ones as electricity prices have hit record highs, according to a poll by independent pollster Sifo, published Jan. 20 of this year.

While its true that Belgium’s lower House of Parliament voted recently to close down the country’s nuclear power plants by 2025, the bill still faces a vote in the Belgian senate, expected in the coming months.

Belgium’s seven reactors provide the country with almost two-thirds of its electricity, and the move could cause an energy shortfall for decades, as no clear alternative has yet been found.

The closure will also make it impossible for Belgium to meet its commitments to reduce its greenhouse gas output under the Kyoto Protocol. A nuclear phase-out would add 20% to Belgium’s CO2 emissions, which already are on a trend higher than the ceiling foreseen under the Kyoto Protocol. In the European Union as a whole, the current use of nuclear energy avoids 312 million tonnes of CO2 per year, which is 7% of all greenhouse gases emitted in the EU or the equivalent of the CO2 emissions of some 75 million cars.

In June, Switzerland’s lower house of Parliament rejected proposals to phase out nuclear and to make new nuclear projects dependent on existence of a final high-level waste repository. Nuclear energy supplies almost 40% of the country’s electricity.

In France, the largest user of nuclear power after the United States, a report by the Economy Ministry has concluded that it sees no alternative for the time being to nuclear power as the country’s primary means of electricity production (which provides nearly 80% of the total). The report rules out replacing nuclear power with fossil fuels because it “would not allow France to meet its international commitments” to reduce greenhouse gas emissions.

It’s no wonder, then, that EU Commissioner for International Market and Taxation Frits Bolkestein said on Nov. 6, 2002, in an address to the Institute of Economic Affairs in London, that nuclear is “needed more than ever” for Europe.

So how about letting people here know a little bit about what’s really going on?

Jaro Franta, P.Eng., Montreal


When Malthus, more than 150 years ago, claimed that the world’s population would soon overrun its ability to feed itself, it was farm mechanization, new crop development, and better protection of food supply with chemicals and new methods of preservation that showed that he was wrong. Surprisingly, we have some extremists trying to make these population predictions come true, by reining in present-day food progress. In parts of Africa, politicians will not allow people to eat GM food we gave them, that we have been eating for years, because Greenpeace scathingly calls it Frankenfood, and implies that it is harmful. Better to force these millions to starve to death and make a point, than to allow them to eat it and thrive?

Dr. John Snow, in London in the 1850s, suggested that sewage-laden drinking water caused the regular and devastating outbreaks of cholera in London. When the water supply was changed, the disease was much reduced, to everyone’s benefit. Now we have some environmentalists who object to keeping the modern water supply free of pathogens through chlorination. Thousands died recently in Peru in a resurgence of cholera, when the politicians were temporarily influenced by Greenpeace’s misguided and ignorant attempts to ban chlorine.

We got where we are today despite the best efforts of many environmental extremists to stall us, especially over the last 40 years. Such activists do not feed nations; do not provide needed energy to society; do not provide health care or health services to anyone; but they excel at obstruction, emotional misinformation; and factual distortion. If they ever achieve their socially destructive goals we would all very soon find ourselves living in birds nests and rabbit holes, as President Reagan pointed out.

It is knowledge, openness to new ideas, wealth and technology that defeat the ignorance, superstition, fear-mongering, deception and dishonesty of environmental extremists, every time. Eventually.

Environmental issues are rarely if ever identified or even solved by environmentalists. Most do not even know that the biggest human and environmental problems are ignorance and poverty, just as always, or they would be out labouring in the Third World instead of pulling childishly pathetic stunts for the cameras while hiding behind masks. They strive to block the technology that can, and does solve most real problems, while they drain us of the wealth to continue such progress. And therein lies the even bigger tragedy. Only wealthy and advanced societies can afford to support the environmental movement or can afford to address valid social issues. Extremists sidetrack us with what they emotionally try to persuade us to believe are more important issues, and try to drain away our resources from other social programs.

John K. Sutherland, Fredericton

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Deterrence and origin of legal system: evidence from 1950 – 2000

Michael L. Smith                                                                                                          March 1/2003

This study presents evidence on deterrence incentives . . . finding that fatality rates from motor vehicle accidents and from other types of accidents vary significantly across countries classified by origin of legal system.

Posted in Automobile | Leave a comment

The take from tolls

Lawrence Solomon
National Post
February 27, 2003

Less than two weeks ago, London, England, proved that cities could easily eliminate traffic congestion. By charging vehicles £5 per day to enter central London between 7:00 a.m. and 6:30 p.m. on weekdays, the city convinced some 50,000 Londoners to change their schedules, to take public transit, to join a car pool, to work from home, to come by bicycle, to buy a scooter, to take a taxi, to walk part of the way or all of the way, or to otherwise change their behaviour. As if by magic, traffic became free flowing.

The driving public was pleased: No longer did cars crawl in traffic at average speeds of 3 mph to 4 mph. Business lobbies like the London Chamber of Commerce were pleased: London-area congestion was costing the national economy an estimated £4 billion a year. Local residents were pleased: Gone was the noise, safety hazards, and parking frustrations of a city with too many cars competing for too-little available road.

Within days of London’s spectacular success, politicians, bureaucrats and policymakers had formed a parade. In the United Kingdom, some three dozen municipal governments – Manchester, Leeds, and Edinburgh among them – signaled that they may follow suit. Outside the U.K., authorities in Amsterdam, Athens, Copenhagen, Helsinki, Rome, New York, Paris, Genoa, Brisbane, Tokyo, Tehran, Hong Kong, and Kathmandu all gave road tolls the thumbs up. Canada’s Transport Minister David Collenette prodded Montreal, Toronto and Vancouver to follow suit. “At some point, congested cities are going to have to take radical solutions,” he declared.

Governments are in gear. They see the potential in savings to the overall economy and they see the potential to clean our air and improve the public health. And they see one other potential, one they are not about to trumpet. They see the potential for the biggest government revenue grab since the income tax swept in almost a century ago.

London estimates that the tolls to enter central London – an area of about eight square miles that comprises a mere 1.3% of Greater London’s area – will yield it between £130 million and £150 million in profit a year. That is just the beginning of the financial flow to lubricate London. Transport for London, the city’s public transit company, estimates that each pound raised from congestion charges will allow the city to borrow another 10 from banks and lending institutions.

The financial windfall doesn’t end there. The city eventually plans to toll the other 98.7% of its territory, starting with the congested areas around Heathrow airport and Canary Wharf – these would follow a May 2004 municipal election, in which London Mayor Ken Livingstone plans to run for reelection on the success of the congestion charging system. Within a decade, once satellite tolling technology becomes feasible, Livingstone plans to toll all Londoners, on all congested routes.

The U.K. government’s ambitions are no less grand. Within four years, the government expects satellites to charge all trucks using any road any time anywhere in the U.K. And it plans to extend that scheme to all private automobiles in the next decade. Later this year, in what will be a major trial, cars near Leeds will be fitted with electronic tagging devices and their trips tracked by roadside detectors.

Following the popularity of London’s daring scheme, “there is no question a national charge scheme has moved up the agenda,” states David Begg, chairman of the government’s Commission for Integrated Transport, the agency that produced Britain’s blueprint for universal tolling. The tolls in the U.K. would start at three pence (about eight cents) per mile on low-use, rural roads, and peak at £1.30 per mile travelled on heavily congested roads. The revenues that would then flow into government coffers are mind-boggling, but not nearly so mind-boggling as the widespread support that U.K.’s electronic tolling garners.

Not only is the U.K. public surprisingly receptive to tolling all vehicles, pressure groups are too. The U.K.’s trucking lobby likes it – taxes paid by the U.K.’s trucking industry will decline by the amount it pays in tolls, giving U.K. trucks an advantage over competitors that come to the U.K. from the continent. The lobby for railroads, which pay to travel their own roadbeds, think it only fair that cars and trucks play by the same rules; and the Confederation of British Industry wants to recoup some of the £18 billion a year that delays cost its members in lost time and lost business. Even the Royal Automobile Club, ever-wary of curbs on the car, tentatively endorses road tolls.

Mr. Begg’s commission, like many other champions of road tolls, argues that tolls should replace automobile taxes, gasoline taxes and other road-related charges. The public’s great fear over road tolls, of course, is that the tolls will be piled on top of taxes. “Does government ever drop old taxes when new ones come in?” the public has been asking rhetorically.

In fact, history is full of examples of dropped taxes – the U.K.’s truckers can attest to that. The most spectacular case in the last century involving the rise of the income tax. Before income taxes funded government activities, our governments financed themselves through punishing tariffs on imports – the average U.S. tariff exceeded 50% – that shut down the great potential for international trade. As the income tax rose in importance, the tariffs quickly came down to single-digits or disappeared altogether, leading to an unprecedented era of consumer choice and globalization.

The stage is set for another historic realignment in government financing. Conservatives have generally championed the replacement of taxes with user fees; liberals have generally argued that the automobile be made to pay for all the costs it foists onto society. Both camps now have their opportunity, as do the rest of us, to put their visions in place and intelligently ration our roadways – the only entirely free public utility that almost all governments still provide, but at entirely unnecessary economic and environmental costs.

Lawrence Solomon is executive director of Urban Renaissance Institute and a director of PEMA, a non-profit with a patent pending on toll road technology. E-mail: LawrenceSolomon@nextcity.com.

Related articles:
Toll roads v. the Canadian Accident Association
London’s green streets
Toll skeptics be damned: London’s rolling
The toll on business
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 Cities, Regulation, Toll roads, Transportation | Leave a comment

Congestion charging index

Transport for London
February 26 2003

Consumer guide to congestion charges and journey planning in London, England.

Click here to view webpage with the article
http://www.tfl.gov.uk/roadusers/congestioncharging/

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Don’t tax, toll: Presentation to the Canadian Home Builders’ Association

Lawrence Solomon

February 24, 2003

Roused by his Next City article, “Don’t tax, toll,” published by the National Post on May 16, 2002, the Canadian Home Builders’ Association (CHBA) invited Lawrence Solomon to be the luncheon speaker at its annual convention, held in London, Ontario, on Friday, Feb. 21. The speech appears below.


Today, I have good news to announce. I’ve come to announce an end to traffic jams, an end to gridlock. The traffic jam, those who navigate congested roads will be pleased to learn, will soon be a thing of the past. Gone. Outlawed. All roads will be free-flowing, all the time.

One such example involves the Riverside Freeway outside Los Angeles, one of the most congested freeways in the world. Inside the freeway – in the median of the Riverside Freeway – a private company built an electronic toll way – it’s called the Express Lanes. To travel the 10 miles of the toll way costs just 25¢ in the middle of the night, when traffic is light, and more when traffic gets heavier – $2.50 during the height of rush hour.

The freeway remains free, and it remains heavily congested. The toll way is not free but it’s free flowing.

The Express Lanes was the world’s first fully automated toll road and the first example of congestion pricing. It guarantees that you can drive at the legal speed limit of 65 mph or you get your money back. It can do this because, as soon as traffic builds up, it raises the cost of getting onto the road, to discourage people from getting on. When traffic volume drops, it lowers the cost of driving, to encourage more people to get on.

It’s free flowing, and it has an incentive to keep it that way. When it’s not free flowing, the road operator doesn’t get paid. If the 401, near here, gets closed, the Ontario government doesn’t suffer – only those who use the road do. But with the Express Lanes, if traffic doesn’t move, the operators receive no revenue.

So the operator of the Express Lanes maintains its own fleet of tow trucks to pounce on any vehicle that may have a flat tire. Run out of gas? They’ll give you a free gallon to get you moving, and stop rubber neckers from slowing down to have a look. Because this highway is so superb at keeping obstructions off the road, it has an unbeatable accident record.

But this highway outside L.A. isn’t the good news I’ve come to announce. My optimism over the end of gridlock stems from London, England, where a historic event occurred just this week.

On Monday, February 17, central London – the most congested area in one of the most congested cities in the world – became uncongested.

Before Monday, traffic crawled at an average of 3-4 mphs during rush hour. On any journey, drivers could expect to be stationery 40% of the time. That was before Monday. On Monday, the roads were free of congestion. And on Tuesday. And on Wednesday and Thursday and today, Friday.

What did London do? Something very basic. On Monday, London began charging £5 – about $12.50 – for the privilege of entering central London by car between 7 a.m. and 6:30 p.m. on any weekday.

Because of that charge, about 10% to 15% of drivers decided to change their habits. They took public transit or a taxi or shared a ride or walked or decided to do their shopping on the weekend, or brought a bicycle or scooter, or worked from home that day, or arrived earlier, before 7 a.m., or left later, after 6:30 p.m., or did any number of other things to avoid that £5 charge.

Not everyone, just 10% to 15% of the drivers. But it only takes 10% to 15% of drivers to leave the road to turn miserable driving conditions around. To end gridlock.

Some of those drivers will come back in coming weeks, after they get used to the “sticker shock” of paying good money for a commodity that they used to consider a free good. But many people won’t come back, by car. We know this because the car insurance industry reports that, in the months leading up to the introduction of the £5 “congestion charge,” as it’s called, people started cancelling their car insurance policies in record numbers.

The insurance industry had never seen that before. Two-car families became one-car families. One-car families became no-car families. Family members did the New Math and decided that the extra £5 a day tipped the balance against the car – for many families, the car’s costs now outweighed its benefits.

Other families decided to keep their cars but not to use them for commuting trips. We know that because they converted their regular automobile insurance policies – which in the U.K. are called “social and commuting” policies – into low-mileage “social use only” policies. That saved them another £90 or £100 a year in insurance costs.

By charging £5 a day to use its high-value central London roads, the city of London solved one of the most vexing problems facing cities since the days of Imperial Rome – traffic congestion.

But London accomplished much, much more, too. London’s traffic congestion costs the U.K. economy some £4 billion a year. Now those economic costs will be reduced.

Trucks and drivers and their merchandise won’t be sitting in traffic as much, instead they’ll be making extra deliveries, lowering the cost of transportation and allowing businesses to keep less inventory.

Yes, delivery businesses will be paying £5 a day for the privilege of entering central London, but, typically, they’ll make that £5 back in the first 15 minutes that the truck and driver don’t waste in traffic.

This is a win for business, a win for the economy, a win for commuters, a win for quality of life and the environment. And it’s a win for taxpayers and the government’s coffers, because all the money that the government is raising from the £5 congestion fees will be going to city infrastructure and public transit improvements.

Some of you may be wondering, what does the public in London think of all this? How can an elected city government dare to charge its residents to use city streets.

Let me tell you how it happened.

London’s mayor – his name is Ken Livingstone, and he’s famous in the U.K. for being a flaming socialist – ran for office on the pledge that, if elected, he would charge Londoners to drive on city streets. He was upfront, brutally upfront.

He told them that there was no alternative to charging because London’s roads were getting more and more clogged, to the point that the economy couldn’t bear it, let alone the frayed nerves of those stuck in traffic. He told them traffic would only get worse without congestion charges, because more and more people were moving into London – after decades of decline, people have begun to flock to London, as they are to other big cities in the world.

He told them that if people value big city amenities, and if they want to use city streets – which are, after all, one of the city’s most important assets – they’d have to bloody well pay for them.

What did Londoners do when they heard this for the first time? They burst out into applause. Paying a fair price for a valued resource struck his audiences as fair. They elected him handily.

The congestion charges stayed popular after he was elected. They stayed popular as the launch date neared, despite scare stories in the press about the certainty that the plan was sure to fail.

And the congestion charges stayed popular after Monday, after they’d been introduced and people had a taste of what they meant.

In fact, Livingstone has announced that he plans to extend the zones subject to charges to other congested parts of London, such as Heathrow airport. But he says he won’t do that until after the next municipal election in one year’s time.

He wants to run for re-election on the promise of charging more people more often for the use of congested roads. This politician knows a winning issue when he sees one.

Lest you think Londoners are peculiar, let me assure you that the road charges play to the self-interest of the majority. Residents within the congestion zones receive a 90% rebate on their fees, for example, and most property owners know their properties will be worth more if their streets are less congested.

This move to tolling roads is not at all limited to London. Some 35 cities – Edinburgh, Glasgow, Leeds, Durham – 35 cities – in the U.K. have similar schemes in the works. In fact, the entire country will be moving to a satellite-based system in the next 10 years or so, under which every vehicle in the country could be charged varying amounts – just like in L.A. – for every mile travelled along congested routes.

This satellite system will be much more intelligent than the London scheme, which is really quite crude – one charge for one large congestion zone – and it’s a good thing, too. London’s mayor realizes his scheme leaves much to be desired and that it can’t do the job for long, not with London’s population growing the way it is. For that reason, London, too, is working toward a satellite system.

Satellite tolling, and other forms of electronic tolling, are coming into play throughout the EU countries – New York Mayor Michael Bloomberg, is an advocate. Quebec, Ontario, and B.C. are all moving toward it. It’s only a matter of time before the Revolution on the Road that we’re seeing across the pond comes to Canada, and to Canada’s cities. When it does, cities will be healthier, because they’ll function with less pollution and with more efficiency.

And because user fees from roads will be able to displace property taxes. More road fees, less property tax. What will that mean?

Economists have a saying, “If you want less of something, put a tax on it. If you want more of something, don’t tax the living daylights out of it.”

Everyone in this room understands much better than I do the destructive effects of development charges and the numerous other arbitrary and egregious taxes on homebuilding. Next to tobacco and alcohol, homes may be the most heavily taxed product in Canada – it’s as if the government considers a roof over your head to be sinful, and does its best to discourage us from having decent shelter.

I applaud your efforts to remove these punitive, hidden taxes, which have no economic and no moral justification. They are tax grabs, pure and simple, and they are able to continue only because they are hidden, or packaged in bafflegab by politicians. If the public ever comes to appreciate the harm done to society through taxation of this kind, the taxes will come to an abrupt end.

But I ask you to work to reduce or remove one other tax as well. The property tax. The property tax is a tax on property, a tax on our homes that is all but unrelated to the services that our homes require. If you want less property, less home, put a tax on property. If you want more property, more home, take that tax off, or at least reduce it.

The property tax has almost no defenders – you will be hard pressed to find an economist on the left or the right who defends it. The property tax is just there, as an accident of history. Because it is the dominant method for financing local government – whether big city or suburb or small town – the property tax is the single biggest destroyer of property, coast to coast. It tells people to buy a more modest new home than they otherwise would, and it tells them not to improve their existing homes, because if they do, they’ll have higher housing costs to carry. It tells us to live without that extra bathroom, without those nicer finishes, without those other upgrades. It robs us of the extra pleasure we could have in our own abodes, the place we raise our families, entertain our friends, and spend so much of our lives.

The property tax robs us of quality of life, and it should be scrapped. The revolution in road tolls, and other user fees that are also more economic and environmental, provides a great opportunity to rethink our system of taxation.

Do we want to lay heavy taxes on something as basic, as benign, as beneficial, and as necessary as housing or do we want to recover the costs of delivering services from charges that relate to the services delivered?

In the coming years, this will become a major debate for society. The immense revenues that local governments will be raking in from toll roads, will make this debate unavoidable. I hope everyone here can get ahead of that coming debate, and help shape it, for the benefit of our environment and for the benefit of the economy.

The property tax system creates losers all around. Tolls create winners all around. The people of London and the U.K. get it, and I’m confident that once we’ve had the debate, the people of Canada will get it, too. Lawrence Solomon is the Executive Director of the Urban Renaissance Institute, a division of Energy Probe Research Foundation . Lawrence Solomon is also a director of PEMA, a non-profit with a patent pending on satellite tolling technology.

Related articles:
Toll roads v. the Canadian Accident Association
London’s green streets
Toll skeptics be damned: London’s rolling
The toll on business
The take from tolls
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 Toll roads | Leave a comment