I got a call this morning from Global BC, inviting my opinions for their live cable news show which only goes to Shaw customers. So if you have some other way of getting tv, this will help fill the gap. Gordon Price was in the same coat closet sized “studio” ready to follow me, for another show and the same subject. While he was talking to me I heard the feed from Burnaby in my earpiece, where Keith Baldrey was playing down the likelihood of a Broadway Subway. He said that Christy Clark has no interest at all in funding a project for a constituency that had rejected her but would probably be very willing to help Surrey get LRT. Oddly, Gordon was pointing out almost simultaneously that former Mayor Diane Watts would be able to do some of the heavy lifting for the same project in Ottawa. So no wonder Linda Hepner seems so confident that she can deliver an LRT for Surrey by 2018.
What I had to say was that she seems to be implementing Plan B – what do we do if the referendum fails? – before Plan A had even been tried. Plan A requires agreement on the question – still to be decided – on how to fund the project list decided by the Mayors before the election. In order for any package to be acceptable there has to be something for everyone. There was no doubt in anyone’s mind that if one project was seen to take precedence, that would be the death knell for any funding proposal that did not deliver for the rest of the region. The Mayors, under the guidance Greg Moore, re-elected Mayor of Port Coquitlam, have been acting very collegially up to now. Translink is not just a transit agency, so there would be some road projects for the parts of the region where transit cannot be a significant contributor for some time. And no-one was being allowed to play the “me first” card.
Actually, given the political
cynicism realism I was hearing from Baldrey and Price, perhaps this explains why Kirk LaPointe was so confident that he could deliver transit for Broadway better than Gregor Robertson. Peter Armstrong – who paid for much of the NPA campaign – must have given him some reason for believing that he would be favoured by the federal Conservatives (who featured so prominently in the revived NPA organization apparently) – and maybe even the province too.
It is very sad indeed that we cannot talk about how will build a sustainable region and meet the challenges of a world that will be sending us more people – whether we have plans to accommodate them or not. How we move to higher densities without upsetting existing residents, how more people can give up using their cars for every trip as things become more accessible and walkable, how transit becomes one of several better options than driving a single occupant car that is owned – not shared. How we have a region wide conversation on what needs to be done, and how we pay for that, in a way that satisfies a whole range of wants and needs across communities.
Worse, that is seems to be really easy to get funding for a major upgrade to a freeway interchange in North Vancouver when there seems to be no possibility of relieving overcrowding on the #99 B-Line. No doubt the new highway bridge between Richmond and Delta will still get precedence in provincial priorities. Once the Evergreen Line is finished there will be the usual protracted process before the next transit project starts moving and, as we saw with the Canada Line, perhaps expecting more than one major project at a time is over optimistic. The province also has to find a great deal of money for BC Ferries, since it seemed very easy to make a decision on the Horseshoe Bay to Nanaimo route really quickly – without any clear source of additional financing for the identified structural upgrades its continuation demands.
If the fix is really in for Surrey, who is going to find the local contribution? Assume that the feds and province pick up a third each, can Surrey cover the rest alone? Is it likely that the other Mayors will vote for a package that gives the major capital spending preference to Surrey? And if not, and Surrey does find a way to that – a P3 is always a possibility – do Surrey transit riders and taxpayers pick up that tab? Who operates Surrey LRT and will it have the same fare system – or do the rest of us have to pay more for that?
No I couldn’t cover all of that in the time allotted to me. I spent longer getting down there and back than I did talking. But these ideas and the questions they raise seem worth discussion below.
The recent IPCC report has been very clear about the need to get out of fossil fuels. They are also realistic in predicting that it is going to take a while to turn things around. What surprises me is the continued reluctance of the elite to absorb the message – but maybe there is an easier way to get across to them.
There has already been a significant change in energy markets, not just because the price of renewables (solar, wind and so on) has been dropping rapidly. The rush into fracking for oil and gas in North America has depressed oil prices.
Now it may be argued that this is merely short term volatility and that OPEC could cut back its output to prop up prices. But equally, OPEC may be getting concerned about losing market share and needing to protect its revenue stream. Sales at lower prices being better than no sales at all.
I have already been arguing in other fora – such as twitter and facebook – that the dropping oil price ought to be a much bigger consideration for opponents of increasing fossil fuel dependence. The current crop of LNG projects in BC seem to me to be the most obvious candidates. British Gas has already pulled out of Prince Rupert: can Squamish be far behind? The provincial government has already dropped its revenue estimates, even though it was already willing to pretty much give away the resources through low royalties, it has recently cut the tax regime too. I do not understand why they continue to pursue projects which offer very little in terms of employment (relative to other energy opportunities) and now little revenue, especially in the near term. “British Columbia’s auditor general says doing business with the oil-and-gas industry has cost the province’s coffers about $1.25 billion in royalties even before most of the product has been pulled from the ground.” Vancouver Sun
But the pipeline projects that are essential to expanding the tar sands and getting diluted bitumen to oil refineries also seem to be not only deservedly unpopular, but increasingly unnecessary. The tar sands are already heavily subsidized, but even so “ninety percent of future oil sands projects at risk from eroding oil price” according to a new report from Carbon Tracker.
I have long argued that the only thing to do with difficult to extract fossil fuels is to leave them in the ground. For one thing it is now clear that we have more than enough geothermal energy resources available to meet all our needs. While not strictly speaking “renewable” it is not likely that the earth’s core is going to cool down rapidly if we exploit these resources anymore than putting up solar panels to capture sunlight risks dimming the sun. The good thing about geothermal is its constant availability which makes it really useful to provide power when sunlight and winds are not available.
The problematic thing is that transportation, especially in North America, is still heavily dependant on energy dense liquid fuel. Even though batteries are getting better, and energy efficiency improvements such as hybrids are helping reduce demand for gasoline, much more attention is being directed – quite properly – to the fall in car use. I think that is much more to do with the falling buying power of consumers than secular change in transport demand. The grab of the 1% has gone much too far, and the economic impacts of the impoverishment of the rest of the population are now becoming more apparent. So far the knock on effects into social unrest have been relatively weak, but that cannot continue indefinitely, absent a change in policy direction from most national governments. Obviously austerity is not working and cannot work. The changes in mode to walking and cycling can be achieved in some urban areas, but in most suburbs significant shifts in land use are needed to put origins and destinations in better proximity. That is going to take some time to achieve.
I’m sorry that this story comes from a paywalled site. The Globe and Mail reports that Uber has had a meeting with Councillor Geoff Meggs who “said there will be a motion to council this week to freeze the status quo for six months while staff study the issues – past the election in November.” He also acknowledged that this will have to be treated as a regional issue even though “each municipality in the Lower Mainland has its own rules on taxis.”
Mohan Khang of the BC Taxi Association knows he can rely on the Passenger Transportation Board. They turned Uber down two years ago and are highly unlikely to do any different next time. Why? The PTB actually controls who can have a taxi license, even though they are issued by municipalities.
Section 28(1) of the Passenger Transportation Act states that the Board may approve an application if the Board considers that
(a) there is a public need for the service the applicant proposes to provide under any special authorization,
(b) the applicant is a fit and proper person to provide that service and is capable of providing that service, and
(c) the application, if granted, would promote sound economic conditions in the passenger transportation business in British Columbia.
So it actually does not matter what any one city decides to do. The provision to “promote sound economic conditions in the passenger transportation business in British Columbia” means that the established taxi operators’ interest overrule any and all other considerations. Uber could indeed try to satisfy the requirements that there is a need – simply on the grounds that there are fewer taxis here per thousand population than anywhere else in Canada. They could also show that they are working in Halifax, Montreal and Toronto. All the BCTA has to do is point to the impact services like Uber and Lyft have had in cities in San Francisco – where taxi use was more than halved – and the PTB will be obliged to reach the same decision as it did last time.
It has become something of a truism that regulators become the client of the industry they are set up to regulate. That is demonstrably the case with the National Energy Board and the oil industry. While other places have sought to deregulate taxis or to operate on the basis that the public interest in plentiful, affordable and convenient access to mobility services is more important than the survival of existing providers, that has not happened yet in BC. It is not likely to change any time soon.
The people who drive taxis are not the people who drive the industry or the PTB. The people who make significant amounts of money from taxis are those who own licenses. Although these are issued by government they can be traded on the market, and thus, due to their scarcity, acquire significant value. The man (and it is usually a man) driving the cab has to rent the license from its owner. He also has to rent the cab and pay for its fuel, maintenance and access to the dispatch system. A cab driver does not start to earn any money until he is at least halfway into his shift and even then will be very fortunate to clear more than minimum wage. He will do better if his cab also has the even rarer YVR permit – which also means the taxi has to be licensed in Richmond as well of the municipality where it is based.
So for Uber – or anyone else – the task is to get the legislation changed. And while there might well be many people who would like to see that, the people who control the industry also have considerable political weight, not just because they are contributors to party funds but also because they claim that they can deliver votes from the people and communities that rely on employment in the industry. So far as I am aware, no politician in BC has ever tried to test the validity of that claim.
The virtues – or otherwise – of Uber do not matter. The public need for greater access to demand responsive transportation does not matter. Political power is what matters. Geoff Meggs can have as many meetings and as much research as he cares to commission. It will not make any difference to the outcome.
I have now seen another post on the same issue from The Georgia Straight – which, of course, isn’t paywalled
The issue of taxi licensing in Greater Vancouver and a possible solution is presented by Ben Proctor in his recent (April 2104) Masters of Public Policy Thesis at SFU. I am indebted to Neil Salmond for this link. The research confirms what I have been saying on this topic. His proposed solution is practical but still requires a politician with considerable courage and willingness to take on a powerful and deeply entrenched private interest group. Both John Horgan of the NDP and Todd Stone in their recent comments regarding Uber show that neither has any intention of changing the present arrangements.
As far as I am concerned there is no more to be said about the new bike route from the Burrard Bridge to Jericho Beach.
This video is stunning. And you have to bear in mind while watching it that this project is the one that Councillor George Affleck has committed to tearing up if the NPA is put back into power at City Hall at the upcoming election.
The intention of this post is to offset some of the gloom created by yesterday’s offering. Canada is not a good example to the rest of the world in tackling climate change, but that should not deter us from seeing what we could do, if we want to see change. And usually this blog bangs on about policy – because that is the field that I used to work in. So this is a departure, for this blog.
It also is due to the emergence in recent days of an alternative to facebook, which seems to have been sucking up a lot of my online time. I am not very happy about that, but the content that I find on facebook is what matters, more than the medium itself. If there can emerge another social medium that does not share some of Facebook’s characteristics, that would be a very good thing. I do not know if Ello will do that, but I hope so. This trailer for a new documentary was posted to Ello by Darren Barefoot – someone I met way back when I started blogging and went to Northern Voice to learn how to do that. He was involved in producing the trailer, and promoted it on Ello.
I did actually watch the whole thing and if you do nothing else I urge you to check out the making of bamboo bikes. The role of the Chinese government in the final segment also provides an interesting contrast to the way we do things here.