Mobi

The long-anticipated and irrationally-political Mobi bikeshare program has finally launched in Vancouver. I hope it works, but have my doubts.

Regular readers (hi Mom!) will remember that I went to New York City around Christmas time last year, and had a chance to try out their massively successful bikeshare program, product-placemently named “Citi Bikes”. The experience not only made me a fan of bikeshare- but changed a lot of my misconceptions about what bikeshare is. As I see many of my own misconceptions being repeated in the Vancouver media (social and otherwise) around Mobi, it is worth discussion.

Citi Bikes operate on short-term rental system. You can pick up a bike while walking by a station, and ride for up to 30 minutes (or 45 minutes if you have an annual pass) before you need to check the bike in again at any station. You can buy a day pass for $12, which gives you unlimited rides within 24 hours, or you can buy an annual pass for $150 and use it whenever you feel the need.

Now, 30 minutes seems a pretty short period of time to rent a bike, but that is the entire point of the system. If you want to rent a bike for a couple of hours to noodle around Stanley Park, or for a few days to add biking adventures to your vacation, then a private bike rental company is still the best option for you. Bikeshare is not about replacing other bikes, it is about expanding your walking distance and facilitating multi-modal trips.

I can probably explain better by talking about the day we spent in Brooklyn and Manhattan using Citi Bikes:

  • We walk the block from our place in residential Bedford-Sty to our nearest Citi Bike Station. After about 5 minutes of paying for a day pass and checking the bikes out, we were on our way east along brownstone-lined streets.
  • About 20 minutes later, we were at Barclay’s Centre where another Citi Bike station was awaiting. We dock the bikes and hang out a bit at the sprawling plaza. The dock also has a digital map kiosk, so we orient ourselves and plan the best route to the Brooklyn Bridge before we check out a couple of new bikes.

Barclay

  • Near the foot of the Brooklyn Bridge, we dock the bikes. We grab a coffee, then wander over to the bridge. The pedestrian/bike walkway is packed with tourists, so we slowly walk across enjoying the sites, the crowd, the experience, without abandoning bikes at one end we need to retrieve later, or feeling like we needed to drag them along.

brook

  • We spend an hour or two wandering around China Town and Little Italy, then hop on a Citi Bike to loop around the Bowery to the Village. Some places were better for walking, some better for riding, and we made the choice. village2
  • After some more meandering, we check out another set of bikes and cross the Williamsburg Bridge. Back on the Brooklyn side, we quickly swap bikes to get ourselves an extra few minutes, then head through Williamsburg to find a brewery.

bridge

  • After a tasting and a meal and some wandering about loving the vibe of Williamsburg, we found a nearby station and mapped out the best route home to Bed Sty as the sun was setting. Probably being a 40-minute ride at an easy pace, we figured we would need to swap out bikes half way. We didn’t know about the “Citi Bike Dead Zone” in the Hasidic part of south Williamsburg, but managed to find a station with 5 minutes to spare. If we had downloaded the Citi Bike App, we could have avoided this peril.

wilmsbg2

  • Back at our base station as it was getting dark (the Citi Bike has built-in front and rear lights run by a generator in the front hub), we checked in and walked the block home with time enough to catch a great Sousaphone-Accordion trio.

sousa

A nice 8-hour day, about 7 bike station stops, we probably covered 20 kilometres on bikes, just to connect up our fun walking spots. We never fussed with a bike lock (or a helmet – more on that later) or worried about bike storage or security, and were left with nothing but a pocket full of access codes.

slips2

That is just a tourist experience. If you live and work in the service area, the Citi Bike can change the decision you make every day when you walk out the door to run an errand or meet a friend. Walk for 15 minutes? Bike for 5minutes? Wait for 5 minutes for the bus? Screw it, I’ll just drive? The magic of bikeshare is that you don’t have to worry about the hassles inherent in the “Bike for 5 minutes” choice: you don’t need special clothes, you don’t have to fuss with locks or worry about bringing the bike back with you if you have a multi-stop trip planned. Bikeshare, when working properly, is like having a bunch of moving sidewalks around that can cut your walking time in a third, with no more hassle than walking.

The ease and functionality of Citi Bike relies on several things, though, and New York gets them right.

Stations need to be ubiquitous. Within the service area of Citi Bike, you are never more than a 5-miunte ride to the nearest station. They also manage the bikes well, in that I think there was only one occasion when we arrived at a station and found it empty of bikes. Fortunately, the on-line app and maps in the station kiosks have real-time measures of how full the stations are, allowing you to plan at the beginning of your rental. How ubiquitous? Look at the map of Manhattan and Brooklyn:

Citi

Bikes need to be Euro. By this, they need to be durable, friendly, simple, and built for casual use. Citi Bike rides are bomb-proof and a little heavy, but run like a Swiss watch. The transmission is internally-geared with a twist-shifter, the chain is in a case, so no grease or oil splatter problems. The wheels have full and deep fenders to keep the spray off, and to keep toes, cuffs, or scarfs out of the spokes. The pedals and seat are wide, flat and grippy so no special clothes are needed. There is a unique-sounding bell, a big basket for groceries, and front and rear lights are always on thanks to the nifty generator in the front wheel. They aren’t specifically elegant, and won’t win any criterium races, but they are the right tool for the job.

slow2

The payment has to be simple. Similarly, the kiosks for Citi Bike are simple to use, but have a ton of utility. It takes only a few minutes to buy a day pass using a credit card, and once you are in the system, it takes literally seconds to check a bike out (check in is as easy as park-it-and-walk-away). I could see how an annual passholder would be walking down the street, see a kiosk, and, on a whim, check out a bike to get 6 blocks down the street faster. As a bonus, there are digital maps to show you your location that allow you to zoom out to other station locations, which (as a super-double-bonus) serve as wayfinding tools for all tourists who happen by, not just Citi Bike users.

You can’t have a helmet law. Everything above about the need for the system to be easy, fuss-free, and comfortable is tossed by the wayside when you add helmets. Citi Bike is successful because it accommodates street clothes and on-a-whim decision making. Aside from the (not insignificant) yuck-factor, helmets significantly increase the hassle factor, and change the math on that walk-for-15/ ride-for-5/ wait-for-bus math. The kludged Vancouver solution (ugly, uncomfortable, dirty helmets that are likely more of a choking hazard than actual brain protector) stands in contrast to everything that makes Citi Bike work.

street2

The most significant stat about Citi Bike is that they have, since summer of 2013, had more than 25 million rides, with no fatalities and no major injuries. Manhattan and Brooklyn are not famous for their excellent roads or courteous drivers – the roads are crowded, potholed, and at times chaotic, and Citi Bike users are (reportedly) every bit as chaotic as other users. Many are novice riders, and very few wear helmets. Bikeshare is safer than driving, and Manhattan, it is safer than walking. The statistics are the same for bikeshare systems across North America. Part of this is intrinsic to the bikes: upright, slow, stable, comfortable, and visible. Part of it is the demonstrated phenomenon that the best way to make cycling safe is to put more bikes on the road – areas with bikeshare systems have been found to be safer for those cyclists not using bikeshare systems. Helmets Laws are not only a deterrent to use, they are demonstrably unnecessary for the inherent risk.

So I wish the best for Mobi. I’m not sure there is a sufficiently saturated market outside of downtown and the Commercial-to-Kitsilano corridor to provide the effective station saturation you need to make the system work, but within that area all of the pieces for success are in place. However, until we grow up and have a rational re-evaluation of the province’s silly anti-cyclist helmet law, I am afraid the system will suffer from lack of appeal. And that would be a shame.

Bugs in my compass

I had a slightly different commute schedule last Wednesday, in that I had a morning meeting in one of New Westminster’s western suburbs, and had one of those multi-leg trips to work. Instead of riding my bike or joining my carpool partners, I took the SkyTrain on all three legs.

My transit commuting is irregular enough that FareSavers have been the most logical and economical way to pay. Since the FareSavers have become about as rare as white rhinos, I have been buying tickets at the kiosk, pretty much because that is the pattern I have fallen into. On the first leg of my Wednesday journey, I reflexively bought a 2-zone ticket and although I noticed a few weeks ago that the new tickets are essentially disposable Compass cards, it took me one of those overstuffed train moments of self-realization to ask: why the hell haven’t I bought a Compass Card?

My thinking place
My thinking place

So on the second leg of my journey, after my meeting in that distant western suburb (I like what they’ve done with the place, not sure why anyone would want to live there), I popped for the $6 deposit and a nice float of $60. The number seemed to me prudent: large enough that it will keep me for a little while as I try out these new-fangled ideas, but not so large that I will hate the world when I inevitably lose it. Tap In at Waterfront; all good.

My first problem was at Brighouse. Like many of my cohort, I was riding with earphones, listening to a Skeptic’s Guide to the Universe podcast, and as I left the station and performed my first Tap Out, I was uncertain if I heard a beep. Actually, I heard multiple beeps, as people were tapping in and out all around me, but did MY kiosk beep? I think so, and with people behind me rushing out of the station to the busses, I didn’t want to break momentum to make sure. Even if I did, would Tapping Out twice somehow mess the system up, and count as re-entry? When did I become so old that new technology confuses me? Was it before or after I completely lost touch with popular music? Is Beyonce still a thing?

Fortunately, I can go on-line to see the status of my Compass Card. To do this, you need to set up an account, and aside from the frustratingly archaic, patriarchal and gender-normative mandatory “Mr/Mrs/Ms” data field (really, TransLink? It’s 2015), the interface was easy enough for gramps like me to navigate. I was able to confirm that, sure enough, the Tap Out didn’t take. My card balance showed $55.80, meaning I was charged the FareSaver Rate of $4.20 for a three-zone ride, instead of the $3.15 FareSaver Rate for a 2-zone ride. To fix my Tap Out mistake, I needed to call the 1-800 phone number, which launched me on yet another metaphysical debate about whether that hassle was worth $1.05 of my time.

I go through life like this, folks. It is harrowing.

Being interested in taking the ride to see where it goes, I did nothing. After work I once again hopped on transit, this time Tapping In at Brighouse Station at 5:10pm (90% sure it beeped for me), Tapping Out at waterfront at about 5:45 (70% sure, as the exit from Canada Line at Waterfront is a serious traffic pinch point that I am still certain will be the failure of the entire FalconGate Fiasco), Tapping In again across the lobby at Waterfront (100% sure, as the FalconGate was operating), and Tapping Out again at Columbia Station at about 6:15 (lets put this one at 95%). I made it to my 6:30 meeting at City Hall just in time. Thanks TransLink!

Curious to see how all of this activity showed up on my card, I logged on (after resetting my password, because who remembers those things?) and this is what I get:

Capture

Clearly, Compass is confused, or I really need to work on my tapping skills. My 5:10 Tap In was apparently registered, as it appears to have made the system aware I didn’t tap out, but none of the subsequent taps was registered. Fred Astaire I am not. As far as tracking my movements, we have a 2 for 6 on Taps. I suppose the two Waterfront taps cancel each other out, I’m surprised it didn’t catch me leaving Columbia Station. The good news is:

Capture2

The confusion of my movements has resulted in TransLink charging me for one three-zone trip, and not for the two 2-zone trips I made, so I guess I am $2.10 up on the deal.

I hasten to note this problem is very likely to go away once the FalconGates are fully operational, as it will be pretty much impossible for you to miss a tap-out. The current bugs in the system should probably be expected, and at least there is a method for you to receive a refund in the case you get overcharged.

As an interesting aside, I have two travel options on transit getting from my work to New West. I can take the Canada Line to Waterfront, then SkyTrain to New West, or I can hop on the 410 bus to 22nd Street station then one stop on SkyTrain. Both take almost exactly the same time, one hour station-to-station. I have always chosen the SkyTrain because it is more comfortable than the 410 bus and (traditionally) more reliable as it doesn’t get stuck in the east-west-connector single-occupant-vehicle Stockholm-syndrome traffic-radio-reality-program plebiscite-free fustercluck that our regional transportation system is becoming.

However, now that we are in the Compass world there is another difference:

Capture3

The ride on the bus will cost me $2.10 with my loaded Compass Card, the Train ride $3.15. If I was a daily commuter, that would be a difference of more than $500 a year. This makes me wonder if people will actually engage in this type of “toll avoidance”, trading convenience and comfort for a few dollars a day.

Bicycles

No secret around these parts – I like to ride bicycles more than most people.

The last couple of years, my mountain bike has been gathering dust as I spend much more time on the road, in no small part thanks to the guys of the Fraser River Fuggitivi – a rag-tag group of Sunday morning riders, some life-long cyclists, some new to the sport, some fast, some just trying to hang on. On a good day, the FRF can be a dozen riders; on some days we only have three or four; on rainy days we stay home. Them’s the Italian Rules.

This past weekend, for reasons that are more complicated than just the serious headwind we experienced on part of the ride, I was thinking about what riding a bicycle has taught me about society. Cycling is not just a social sport, it is a socialist sport. From the Pro Peloton to a local Sunday morning ride, we work together into the inevitable wind. The weaker riders protected by the efforts of the strongest, taking their pulls when they feel able, sitting back when they don’t. Rarely do we judge those who don’t take their pull, we know when you can pull, we know when you are hurting. By working together, we all go faster for less effort. There is nothing more socialist than that.

However (and here is the beautiful part), all that working together doesn’t mean there can’t be winners. Individually, few in the FRF could have pulled off our 80+km ride on a hot windy day with the average just a tick under 30km/h like we did on Sunday, but working together we got there and got home sooner. But not before we sprinted our lungs out to see who had the most left in the tank. @Gye_Incognito managed to ride the rest of us off his wheel in that flat-back slightly-too-big-gear style of his (last year’s FRF Sprint Champ @FlyingOakes was not present, and John of the Thundering Thighs is no longer with us, so we will have to put an asterisk next to this win). The sprint was fun as much as it hurt, and there is pride and respect earned for winning it, but none of us would have gotten there together to see it won without the several-hours effort we put in together, pulling together against the wind.

Over history, bicycles have been liberating and empowering, and they have been marketed, commercialized and commoditized. They were seen both as a symbol of Maoist communism, then as a roadblock to progress in post-Maoist communism. They were effectively driven off of the streets of our democratic urban areas to foster “free movement” of people and goods, and are now a symbol (arguably, THE symbol) of urban renewal across that same post-industrial capitalist world. Meanwhile, bicycles facilitate a sport that never shies away from its pure capitalist roots – Professional Cycling is a rolling consumer road show that grinds through its workers like a commodity, but where sacred symbols (including the most sacred of all – the Maillot Jaune) are just corporate branding exercises. Still, it is full of traditions that put the team before the individual: with winners who giving their cash awards to their teammates, a culture of Domestiques and Omerta and lead-out-trains and not attacking when your opponent is down.

Bicycles are about the most efficient human-powered machines ever invented, but they are also a powerful tool for society. They bring people together for common causes, and make society move forward more efficiently. You can’t help it: cycling makes you a socialist.

They also commonly remind me how out of shape I am. Thanks for the pulls, guys.

Green Drinks and Food Security!

I’ve mentioned the Southwest BC Bio-Regional Food System Design Project (SWBCBRFSDP – my acronym, not theirs!) on this blog before, but it was tied in with a bunch of bummer complaining about lack of government support for protecting the ALR, so the good news might have been buried in all that whining. So this is the “good news” follow-up post. Folks in the know are coming to New West on Tuesday to tell us about this really cool project.

Recognizing the need to support more robust local food systems, the researchers at Kwantlen’s Institute for Sustainable Food Systems are applying their significant expertise, and partnering with a diverse community of business, governance, and agricultural experts, to bring about change in how we source our food.

There are a lot of words in SWBCBRFSDP, but I like the idea of showing why every word is relevant:

SWBC: Southwest BC is defined by the project as the area from Hope to Powell River, and from Delta to Lillooet: an extensive area that ties the lower stretch of the Fraser River to the Sunshine Coast, and essentially comprises the mainland Canadian portions of the traditional lands of the Coast Salish People.

BR: A Bio-Region is and area defined by a common topography, climate, plant and animal life, and human cultural influence. In this sense, the watersheds of the Salish Sea from the desert of Lillooet to Howe Sound has a diversity of eco-zones, but are tied together by bio-cultural heritage and geography.

FS: This project is not just about farming and protecting the ALR. Yes, preserving farmland when we can will be an important part of the food security equation, but we also have to consider the other major food inputs, such as the salmon we catch from the river, and the traditional food-gathering that many of us are separated from, but are still an important part of the region’s culture. However, there is much more to food than having profitable local Agri-business farms (how many cranberries do you eat in the average year?). A Food System would support the regional economy by connecting together food sources with processors, warehousing and retail, delivery systems from Farmers’ Markets to restaurants and standard retail. A true system would even connect our disjointed organic waste stream, to bring the nutrients in our food waste back to the farms and better manage in the industrial-scale waste sometimes produced in Agri-business. Ultimately, every step in the food cycle should not just just feed British Columbians, but employ, include, and benefit British Columbians. That is how local economic resiliency is built.

Design Project: This project will start by performing an actual, science-based evaluation of what the food potential of the region is – can this region actually meet its own food needs? And if so, how? They will also be evaluating the critical needs and opportunities for our local food systems to get the food we produce to our local plates. The eventual plan is to create a series of science-based policy papers and best practices reviews that decision-makers in municipal, regional and provincial government can use to help bring a more sustainable local food system into existence.

This project hopes to realize that building a local food economy is about more than just Food Sovereignty (our ability to feed ourselves domestically and not being overly reliant on volatile global markets), but also supports economic development for the region. Every bit of food we import is a bleed on the local economy – it is a flow of our wealth to other places that we could instead use to fuel our local economy. If food is grown in BC, processed in BC, sold in BC, and the waste recycled in BC, we are creating jobs at every step, we are having a smaller environmental impact on the planet. It also brings our communities together by bringing us closer to the people who provide us our nourishment.

At a time when many of us feel bombarded by bad news and general malaise about the future of sustainability planning in our communities / province / country, this is a good news story – a positive look forward towards a better future.

At this point, the project is still being set up, and the proponents are trying to tie stakeholders together. The proponents are putting on a bit of a travelling discussion about the project and food security, which is why I am talking about this here and now – because Dr. Kent Mullinix and Sofia Fortin from the SW BC Bio-Regional Food System Design Project are coming to Green Drinks in New West!

The NWEP is moving it’s every-second-month-or-so Green Drinks to the Terminal Pub (where there is a new menu, many excellent choices at the taps, and a cool new room) on June 10. Green Drinks is always fun, casual, and no-stress. You get to chat with a wide diversity of New Westies and people from a little further afield. The formal program is kept short to give you lots of chat time, and there is no need to drink if that isn’t your thing. It’s mostly just a social gathering of folks concerned about sustainability issues, socializing, talking, and having some fun.

This time, you get a chance to talk to the folks from the above-raved-about project (and ask Kent about pruning your trees- I took a pruning course from him a few years ago and learned more than anyone should ever need to know- the guy is a font of knowledge on all things growing!)

Join us! It’s Free!

RCFM FUNdraiser!

Since I wrote that last piece about the ALR, I have had a lot of chats with people in various forums on the very topic.

I have also read a bit more about the issue, including this typically-idiotic piece by Tom Fletcher where he suggests the only people against the systematic disassembly of ALR protections are the evil NDP and others who aren’t “in the real British Columbia”. I guess he didn’t talk to this guy who seems to know a bit about land development around the ALR, he being a former mayor and land developer in a place with a lot of ALR land, or this collection of people who live and work in the BC food supply chain, from the farm to the restaurant plate, or even these folks, who represent 14,000 BC Farmers. I guess none of them live “in the real British Columbia”, which by Fletcher’s opinions, I have to assume is somewhere near the Premier’s back pocket.

Many people have asked me – what can they do about it? Hopefully you have already contacted your MLA, and the Minister of Agriculture. Really, it only takes a few minutes to write an e-mail, and if you wait until election time to tell your elected officials what you think, you have failed at Democracy 101.

Here is another thing you can do to improve the Food Security in New Westminster: Come to the Royal City Farmers Market fundraiser next Wednesday!

How does that help? The RCFM gives people like Urban Digs and Glen Valley Organic Farm and the Forstbauer Family a place to market their fresh-from-the-ground actually-grown-here good-for-you food. As the good people at the Southwest BC Food System Project remind us- it isn’t just about saving the farmland, it is about assuring we have the sustainable processing, distribution and marketing systems in place to bring the local food to local tables in a way that supports local jobs and the local economy. Your local Farmers Market is part of that.

When everyone in this City is complaining about the Competition Bureau deciding that 4 grocery outlets owned by the same company is the best way to protect our town from monopolistic control of our food supply, a weekly trip to the RCFM is part of the solution – buying fresh food from people you know while enjoying the benefits of community building.

So yeah, you love the RCFM, but why go to the fundraiser? Two reasons:

First, it raises funds to keep the RCFM going. It helps pay for things like the tents, the advertising, the paperwork, the web presence, the musicians, the kids activity table, the special promotions, and it helps the RCFM employ its single staff member to herd the cats that need to be herded to make the whole travelling circus of volunteers and vendors run. It helps the RCFM do the other stuff it provides for the community, like the community table and the food coupon program and the bursary it provides for an NWSS grad. Every bit of the fundraiser money goes right back into our community, into making the RCFM the great weekly event it is!

Second, it will be the social event of the year (or at least the social event of the year that won’t require a special wardrobe). It will be at the brand new Hub Restaurant (have you seen their deck!?) with special canapé prepared by Executive Chef Michael Knowlson from food supplied by actual RCFM vendors, local craft beer and wine, a bunch of silent auction opportunities, and (this is new) a live auction for a few special items.

And yes, the rumours are true, I am going to be acting as MC, and running the live auction. So please show up, because it will be pretty weird for me to stand there auctioning things off to myself.

I personally guarantee you will laugh, you will meet new people, you will enjoy your food and drink, and you will be doing a good thing for a good cause.

Link for ticket purchase is www.rcfm2014.eventbrite.ca

The future of farming or a future without farms?

I’ve been thinking about the Agricultural Land Reserve (ALR) and the Agricultural Land Commission (ALC) a lot recently. For several reasons.

Caveat: Although dealing with ALR issues is a (very small) part of my job, nothing I write here is related to actual experiences on the job, nor do I does it relate whatsoever to the opinions of my employers.

We were out on our regular every-Sunday-morning-in-a-month-without-an-“r” Fraser River Fuggitivi ride to Steveston, and a friend starting asking me about farms in Richmond. Among the topics: “wow, farmers must be rich, these huge houses!” and (in response to some signs on a farm) “is illegal dumping a really an issue?”

A second reason it has been on my mind was my recent short tour of Urban Digs Farm in Burnaby. We were there to buy some locally-grown and humanely raised pork, but got an impromptu tour and learned a lot about the realities of small farming in the Urban ALR.

Thirdly, I recently saw a presentation by Kent Mullinix about the Southwest BC Bio-Regional Food System Design Project. This is a science-based collaborative investigation of the BC food system, with an emphasis on the sustainability of the inputs (soil, water, nutrients) and outputs (waste) of our local food supply.

All of these ideas were entering my already-addled head, because they entered in the context of the current discussion happening in Victoria about changes to the Agricultural Land Commission. The more I learn about this topic, the more concerned I am about the erosion of our ability, as a society, to feed ourselves, and the ripple effects that will have in our local and regional economy.

So let’s go back up to topic #1: The economics of farming in parts of the Lower Mainland. The reality is that some people are making money farming in the Lower Mainland, but they aren’t building mansions. Well, a few are building mansions because they are the very few large landowners and leaseholders growing cranberries or blueberries at a scale and scope that they can tie into the globalized agri-business model. Most of the mansions you see on agricultural land are not owned by the farmers of the land, but people who want to build a 20,000-sqft house, and a 10-acre piece of farmland is the most affordable way to do it. The farming that occurs on that land is not by them, but by someone else (usually the agri-business conglomerates) that lease the land, allowing the person who can afford the 20,000-sqft mansion to avoid paying too much tax.

There is also a fair amount of good farmland in the Lower Mainland that is sitting idle – not being farmed because it is owned as a long-term investment. Occasionally, someone decides the land has to be raised to grow crops (often, a dubious argument) and gets approval to bring fill onto the land from the ALC. That can be very lucrative, as it is surprisingly difficult to find somewhere to put all of the dirt you dig out of the ground when you build a high-rise tower in Burnaby or Surrey or New Westminster. Occasionally, this fill is contaminated or contains construction trash or debris. Since the ALC currently does not have an Enforcement Officer in the Lower Mainland, the chances of anyone getting in trouble for dumping this non-farm-use soil on ALR land are pretty slim. Very occasionally, unknown people dump large quantities of fill of unknown quality or origin on unoccupied farmland. See the part above about “Enforcement Officer”.

The third category of farmland use in the Lower Mainland is the small farmer trying to grow crops for local markets and maybe trying to latch onto the side of the global agri-business train. For them, the work is hard, and the economics dire.

Part one of the sketchy economics are land prices. Large tracts of ALR land in the Lower Mainland can be had for $100,000 acre, if you are buying a very large piece out in the far reaches of Langley or an unimproved piece of South Surrey. If you want to buy a smaller 5- or 10-acre ALR lot closer to urban areas, your land price can get up to $1,000,000 per acre. When the vast majority of BC Farms make less than $100,000 in annual revenue, there is simply no opportunity to support that land value.

So why is the land so valuable if it doesn’t deliver revenue? See the two examples of ALR land use above. If you want 40 acres upon which to build a 20,000-sqft mansion, $6 Million seems like a bargain, especially as you can lease 75% of the land to an agri-business and save on your taxes. Add to this the speculation that all ALR (especially the stuff near urban development) has the potential to turn into extremely valuable commercial or industrial land, if you can only convince the ALC to let it out of the ALR. The speculative value of the land is so much higher than its monetary value as farmland.

The second half of this sketchy economics discussion is the globalized agri-business industry in BC as a whole. According to Kent Mullinix, Food agriculture on BC made about $2.5 Billion in revenue last year, but the industry as a whole lost $87 Million. That is only a 3% loss on revenue – an industry can rebound from this type of temporary setback – except it is not temporary, it is systemic. The trend is downward, with no plan to recover.

The trend is going that way because the North American agriculture system is becoming less sustainable. It relies on uncertain hydrocarbon markets to fuel it, it is overtaxing the soil, in some places depleting the ground and surface water that sustains it, in other areas polluting the water running off from it. It is becoming more reliant on a few large Corporations that own all of the seeds and the pesticides that the seeds have been genetically modified to tolerate. The meat is overloaded with antibiotics that are creating a resistance problem, and grown in such concentrated conditions that the entire Fraser Valley has a “nutrient glut” – they can’t find anywhere to put all the shit they are generating. If, god forbid, there is a bumper crop, the Global Market, in all its invisible-hand wisdom, causes prices to dive and the farmer still struggles to break even. Margins are so tight that an entire industry of indentured servants temporary foreign workers had to be developed to allow the money-losing crops to get to export.

This contrasts completely with the approach the good people at Urban Digs are taking. They have leased a few acres of land in the last remnants of farm land in Burnaby, and use it to grow higher-value vegetable crops, organic free-run chickens (for eggs), ducks (for meat), and pigs. They may grow other things, but those what was on site when I visited.

I first met Julia from Urban Digs when we both presented at the same PechaKucha event at the River Market. I babbled on about rocks, but she gave a compelling talk about the farm that struck a nerve when she discussed the ethics of meat eating. She spoke of raising, nurturing, and caring for animals before you slaughter them for meat. Short of becoming an ethical vegan, this seems the least cruel way to manage our meat supply. Also, because they are not stressed, are free to roam, and have healthy balanced diets, the meat simply tastes better. Yes, this meat is a little more expensive than the foam-platter plastic-wrapped slab of flesh at Safeway… but I’ll address that issue later.

That’s MsNWimby meeting her meat at Urban Digs. 

Urban Digs are like pretty much every successful small-business owner I have met: They bust their ass every day to keep things running; They hire a local assistant when they can afford it and need arises to share in the hard work and they pay them for it; They rely on an integrated network of local supports for the bulk of their supplies; They are constantly reaching out to expand their local customer base and innovating to find new ways to serve their market. They contribute to their community, and every dollar they make is returned to the local economy. They are not getting rich, aren’t building a big house on their acreage, but they are getting by, doing good, honest work right here in our community.

This to me is the fundamental point that speaks to the real issue behind farming in BC: they can make enough revenue on a few acres of rich ALR farmland to make a (hard) living, but they can only dream of making enough to pay for the actual land they farm, hence the short-term lease.

So the big operators are scratching by, or losing money, riding the globalized agri-business  train, and the small operator is scratching by, but cannot afford to settle on a piece of land by providing better food to local people. At the same time that the majority of the food we grow, and the majority of the $2.5 Billion in annual revenue agriculture generates leaves BC, we in British Columbia spend more than $6.3 Billion on food, and watch our own farmland sit idle, or get redeveloped into tilt-up slab industrial land. Why?

A new crop of tilt-slab light industrial buildings in Burnaby.

Because agri-business food is cheaper.

That’s it – that is the only reason anyone can give for why that slab of antibiotic-laden, nutrient-reduced, potentially-diseased, tasteless flesh wrapped in plastic at Safeway is the better way to feed ourselves. However – and this is the important point – this is a false economy.

The compromises we need to make to our food security to save that little bit of money at the check-out counter are huge, and piling up, and they don’t represent real savings, they represent offsetting costs. The reliance on increased petrochemical inputs, on overtaxed soil and contaminated water systems, on increasing livestock influenza epidemics and moving food in gigantic steel boxes across the ocean when it can be grown in our own backyard. When almost all of the money we spend on that “cheaper” food leaves the Province, and the large agri-businesses operating in BC are losing money – is this really the cheaper option? Or are we being penny wise and pound foolish.

When the California Central Valley, where most of our vegetable crops come from, is seeing its third consecutive year of critical drought; when the Ogallala Aquifer, which irrigates 1/3 of grain crops in North America, is showing signs of failure; and when the world is moving past peak phosphorous (Cripes! That’s a thing!?), there are many signs that the era of all this “cheap food” is fleeting. The system is too big, too unyielding, and relies on too many critical paths. The globalized agri-business food industry in 2012 is starting to look like a Soviet corn or cotton plan from 1960, and it is just as doomed. The economics are shifting.

If this system is breaking, what will replace it? That is what the team from the Southwest BC Bio-Regional Food System Design Project are going to try to calculate. Now this post is running very long already, so I leave it to you to go to the website and get more detail about this very interesting program (and maybe I’ll Blog more about it later). Short version: A group of researchers from Kwantlen’s Institute for Sustainable Food Systems is working with a broad group of partners including Local Governments from Hope to the Sunshine Coast and groups as diverse as the ALC, Real Estate Foundation of BC, the New Westminster Community Food Action Committee, and the Surrey Board of Trade to study the food system that nourishes our community.

Here is a quote form their website:

“The team is using a bio-regional approach to design an integrated food system that respects the boundaries and leverages the opportunities of an ecological and cultural region beyond the conventional delineations of municipal and regional boundaries. Our planning horizon is 2050. What is the potential for a revived and re-localized food system in BC; how can we respect and incorporate Indigenous harvest and hunting practices in the food system; how many jobs can we create; how much can we contribute to the regional economy; what kinds of ancillary businesses can emerge and how can this kind of food system reduce GHG emissions and address serious environmental concerns? These are some of the questions the ISFS team is trying to answer”.

This is an interesting project, in its infancy, but inside here may well be found the systems that need to be developed that will allow businesses like Urban Digs to provide food in a sustainable way to our community, and pay themselves a living wage while doing it.

Our Provincial government is also aware the ALR system is broken, but instead of fixing it, they seem intent on scattering the pieces about to prevent it’s repair. I present to you Bill 24 – Amendments to the Agricultural Land Commission Act.

The first step (and it can’t be the only one) to repair the disconnect between farm land value and its cost is to end the speculative investment in ALR land, which starts with a Government standing up and saying “This Government will not undo the ALR, and will not allow lands to be removed from the ALR”, like every other government of the last 40 years has done. Even showing the kind of commitment for the ALR that they demonstrated during the election last year would be nice. Look at their 2013 Campaign Platform, and the Agriculture section was 400 words with three strategies and 10 actions, and no mention of changes to the ALC. Actually, the platform suggests it will help with a Buy Local campaign and promote 50- and 100-mile diets, an idea that is best supported by strengthening the ALC.

This Act does quite the opposite, and opens up the door for exclusion on the whim of local politicians. The cost of farm land in the lower mainland will be going up when this bill passes, hand in hand with the pressure on local councils to open it for development.

With apologies to the most stunningly non-partisan of all Canadian scientists, this Government seems to never see a problem so bad that they can’t make worse.

Bill 24 is a potential disaster for BC food security, because it entrenches the unsustainable, failing business model that is our current globalized agri-business based food system. It not only fails to prop that business model up (as the land price equation change is going to hurt them as well!) it runs the risk of ending any hope we have of building the sustainable model that may replace it, at the very time when we are seeking to understand better what that system looks like.

On Competition for Groceries

With a spate of new (but remarkably familiar) signs going up around town, and everyone wondering about how increased consolidation could possibly result in increased competition, I have also been thinking about the changes in the New West retail world, and what they may mean.

Admittedly, I may be the wrong person to opine on this. I pretty much hate shopping, and by Brand Loyalty gland seems to have swole up and broke. Allow me to explain.

I spent much of my young life working in retail. My parents were small business owners, and I worked around the shop from a young age. Even when not working around the shop, it was the place I hung out at after school in those pre-teen years. Eventually I was cleaning shop, merchandising goods, helping with inventory and sales, waxing skis and fixing bikes. Although I did a variety of other jobs when I was young (pulp mill, bike courier, logistics, dishwashing and kitchen prep, etc.), pretty much all of my beer money through my undergrad came from working in bike shops – I loved working in bike shops. It may be because of these retail experiences that I am kind of cynical about retail sales, and generally dislike most retail experience decades later. I suspect it is some combination of subconsciously seeking the approval of the retail salesperson (wanting to not be one of those “bad customers” we criticized in the back room) and my internal critique of everything that a retail salesperson is doing to persuade money from me. I’m sure a therapist could work these knots out of my psyche, but as the end result is my buying less and living a more affordable lifestyle, I’m not sure it is top of the list of personality problems I need solved.

For likely unrelated reasons, I am not “brand loyal” at all. I essentially don’t care what name is on the outside of a store, but I do care about what is inside the store. I like to shop locally, and help out a small business person if I can. I don’t want to buy my underwear and spark plugs in the same store. I want the person selling me something to know more about it that I do. I will pay more for a higher-quality more durable product, if that option is available to me, but only up to a poorly-defined point of marginal gains. When shopping for apples, I look for the BC label. For larger purchases, I do my research, know what I want, and am rarely swayed from my opinion. I hate when shopping is a hassle, and more often than not, I find shopping to be a chore worth avoiding than a pleasurable way to spend my time. Again: the rich psychological tapestry.

With that context out of the way, how does this manifest on grocery stores? I have an internal algorithm that balances proximity (because I would rather walk), large but not too large (enough selection to find what I want, but not to be overwhelmed by variety or scale), a good produce section (because I like to buy ingredients as opposed to prepared foods, and this is where a quality difference makes a big difference) and easy to manage (reducing the hassles). When living near Lougheed Mall during my SFU days, that added up to the Lougheed Safeway. When living in downtown Langley a decade ago, that added up to the old-school Overwaitea/Save-on-Foods a block away. When living in Champaign, Illinois, that added up to a Meijer, which was a humungous big box store on the edge of town, but had an excellent compact grocery within and the only decent produce section in town. At my current Brow of the Hill address, that adds up to the Save-on-Foods in the Westminster Centre.

In my experience, the brand of the grocery store doesn’t matter that much – the difference in the shopping experience is a product of the staff and managers. Some stores are, simply, better run than others. They are all selling the same stuff in different packages and most analysis I have read suggest that if some have higher prices on some types of goods, they almost invariably have lower prices on other types. If a store has lots of expensive high-end packaged goods, they can generally afford to sell the staples at lower margins, and vice versa (which in part exacerbates the paradox that staple foods can cost more the lower-income neighbourhoods).

I love(d) the Thrifty Foods in Sapperton every time I was in there. In a very short time, it became my favorite grocery store in town, but I rarely shopped there – the proximity part of the algorithm just didn’t work out. When I was near-by, I shopped, but for the most part, the more local shop won. The Safeway in uptown is strangely too big and too hard to navigate, and I cannot get over the impression that things I buy there cost more than at Save-on (I have no data to support this, only personal anecdote). For quick-shop things, I often run to Uptown Market, which is a great little grocery, and in the summer months, try to buy produce from local producers along Marine Drive in Burnaby and, of course, at the Royal City Farmers Market. I am convinced by my own theory that the things that make the stores I prefer better are the staff and managers.

So when I heard that Thrifty Foods in Sapperton is being converted to a Save-on-Foods, I was glad to hear the staff were staying put. In fact, the order from the Competition Bureau insists that they not change staff when they sell the store off. The management and staff of that store have been exemplary to deal with. Not only has the shopping experience there been great, they have taken a really proactive role in community outreach. They contribute to community festivals in fun ways and have contributing to amateur sport in town. The General Manager, Doug Ford (no relation) has gotten involved in local organizations and is a great guy to chat with. He seems to understand community and his store’s role in it. I have no reason to believe that will change when the CEO changes from Marc Poulin to Jimmy Pattison. Only time will tell.

As for the Competition Bureau decision, we need to keep in mind that this was part of a country-wide purchase of 213 stores. When you read the Position Statement, you can see how they arrived at the decision they did. The math was based on distance to closest stores, competitors and non-competitors, and community mobility. In a dense urban area like ours, they looked at the make-up of the closest grocery stores.

Before the change, here is what the Competition Bureau saw (colours represent ownerships, distances are kilometres “as the crow flies”, and the black bars are to scale of relative distance):

After the owner of Thrifty buys Safeway, this is what it looks like:

All of the sudden, New West is looking pretty red. The Competition Bureau moves in, and here is the result:

seen form 10,000 feet up, it would be easy to argue that this is a more level and competitive field. One has to recognize this does not reflect exactly how the neighbourhoods work, nor does it include the smaller grocers (specifically exempt from the analysis the Competition Bureau performed, based on their Position Statement) like Donald’s. The analysis also did not anticipate the selling of the old IGA location to Save-On/PriceMart, or the introduction of a WalMart to uptown, but even the Competition Bureau can’t predict the future.

Me? I’ll still go up to Save-on-Foods in Uptown, because my personal algorithm hasn’t changed. If it closes (as I suspect it will, even Uptown can’t manage kitty-corner Save-on-Foods), the math will shift with it, and maybe the other Uptown Save-on will be the winner.

Resistance may be futile.

Who pays for roads?

Once again, a casual conversation I had around a transportation issue led me to look for the data to support my long-held belief. I think I already had this data, as I like to convince myself that data is what most of my long-held beliefs are based on, but I’ve been wrong before, so it never hurts to check yourself, in case you are caught in the same conversation again. Run-on sentences are cool.

In this case, it was a version of the old “There is no need for road pricing, because I already pay for roads through gas taxes” or “Cyclists have no right to the road unless they register and pay a tax” narrative that I was arguing against. The central narrative is that gas-burners pay for roads, ostensibly through Gas Taxes or some other tax that non-drivers don’t pay. My long-held belief has been that gas taxes don’t pay for your roads, nor do ICBC rates or drivers licence renewal fees. The average cyclist likely pays just as much tax as the average car driver, they both pay for the roads (or, more likely, the average cyclist and the average driver are exactly the same person, as pretty much everyone I know who rides a bike also drives a car sometimes… but I digress). It did get me thinking – how much of what the average Lower Mainland driver pays for a car actually goes to maintain the road?

The first part of this is to determine just how much the average Lower Mainlander pays per year to drive the average car. Luckily CAA collects this data on an annual basis, so there is a single source for this number.

Click to make Bigger, borrowed from BCAA, probably illegally. 

Let’s start setting assumptions, lots of people drive compact cars ($9,543 per year) and lots drive SUVs ($12,666 per year), most of the other categories are between these, so let’s pick the vehicle that is closest to the mid-point between these, which is a “Crossover” at $10,745 per year to operate. We have to also assume the average person drives an average amount, and their cost breakdowns are about average. You can see where I am going here, so I am going to try to reduce the use of the word “average” from here on in, and you are not going to use anomalous end-member data to criticize the following analysis. Deal?

Click to make Bigger, borrowed from BCAA, probably illegally. 

According to the Car-Knobbling Council BCAA, your Crossover will cost you about $1,831 a year in fuel, $1,760 in insurance and registration, and about $7,198 (!) in depreciation and maintenance. Neither Esso nor Canadian Tire build roads (excepting, of course, in that they pay taxes, and that goes to roads, but that is true no matter where you spend your money- at the Chevy dealership or the bike shop, so that argument goes nowhere), so we can assume that when we talk about paying for roads through our cars, we are talking about the paying tax for through using things that are part and parcel with using the road. The ICBC part is a special case I’ll have to hit on later, as this is already getting long.

Let’s figure out how much tax you pay to run your car.

For that $1,831 you spend in a year for fuel, the calculator assumes your gas costs you $1.25 per litre, which works out to 1,465 Litres of fuel (I know gas is more expensive now, but I’d rather use numbers from an independent source than make shit up). According to the most independent source I can find, struggling gasoline retailers, $704.42 of this (just over 38%) is taxation at the retail level. This includes $146.50 in Federal excise tax, $97.15 in carbon tax, $249.05 in “transit tax”, $124.53 in Provincial gas tax, and $87.19 in GST.

Per-litre cost of fuel, according to Petro-Canada. Click to read.

These are each individual revenue streams, so I apologize in advance for the complicated stuff below.

The Federal excise tax goes into the Consolidated Revenue Fund – it all gets stuck in a big pile and mixed infinitely with all the other money the federal government collects, from the 16% duties on Ecuadorian wool socks to the income tax that came off your last paycheque. However, the Feds do pull $2 Billion a year out of that fund, (misleadingly) call it the “Gas Tax Fund” and transfer that directly to municipalities through a slightly convoluted allocation formula. Considering about 40 billion litres of gasoline are sold in Canada every year (not including diesel – which has an excise tax of $0.04/L on sales of 17 Billion litres annually), somewhat less than half of the Federal excise on gasoline is reinvested into this infrastructure fund (which makes the name misleading). Of that less-than-50% approximately 28% is spent on local roads and bridges.

So crunching the numbers, the $146.50 of federal “gas tax” spent by the average person, about $20 goes towards roads.

The Carbon Tax is much simpler to work out. Exactly 0% of it goes to roads. The Province has been quick to point out and reinforce that the carbon tax is “revenue neutral” – it only goes to offsetting income and corporate taxes, and to providing a $200 cheque to rural British Columbians who own a house. All that just to kill a few jobs.

The “Transit Tax” is the TransLink gas levy, and some portion of that does directly go to maintaining roads and bridges. Looking at the TransLink Base Plan for 2014, we can see that TransLink collects $331 Million per year on its gas tax (on about 2 Billion litres of fuels sold in the TransLink area annually), which is 23% of its total revenue. Of this total revenue, about $119 Million (or about 8%) is spent on Roads, Bridges, and Cycling. So just as the federal money goes in to one big consolidated fund from which road money is drawn, the money TransLink gets is pooled and re-distributed (otherwise, their road spending would be decreasing as the gas tax revenues decrease, and that is not happening).

So of the $249.05 of Transit Tax, about $19.92 goes to the roads your drive that car upon.

The Provincial tax is much harder to estimate, as it all also goes to General Revenue, as does the GST hit, of which even a smaller proportion is transferred to the Province for roads spending. So let’s ignore the usual whinging about deadbeat have-not provinces and assume 100% of the GST comes back to the Province, and is pooled with the PST. How much does the Province spend on Roads? According to their recent financial plan, the annual Ministry of Transportation budget is about $800 Million, and a further $1.3 Billion on Infrastructure investment for transportation, meaning $2.1 Billion is spent on transportation. Of course that includes roads and bridges, along with cycling, transit, rail, Ferries (coastal and interior), gondolas, and the Mountain Pine Beetle Strategy (!?). This sounds like a lot, but it is only 4.7% of BC’s annual revenue. Given these very, very generous estimates, something like $10 of the average PST/GST cost of the annual gasoline bill goes to transportation.

That’s it: $50. That is the “toll” the average British Columbian pays every year for using the roads through gas taxes. Notably, this amounts to a “road tax” equal to one half of 1% of the annual cost of owning and operating a car.

There are, of course, major flaws with the above analysis, but none of them change the underlying premise.

First, most of the roads you use every day are paid for and maintained by your municipality, whose revenue sources do not include gas taxes (excepting the transfers from TransLink for the Major Road Network, and a portion of that Gas Tax Fund infrastructure money).

Thirdly, this analysis assumes that people who don’t buy gas do not pay even more for roads and bridges through their other expenditures. A daily driver gives $249 a year to TransLink in gas tax, but a daily 2-zone Transit Pass user gives $1,488 to TransLink in the same year. A daily SkyTrain user pays 6 times as much towards TransLink’s roads budget than someone who drives their car on a road every day. Of course, they both use the roads, just like pedestrians and cyclists and squirrels (who get off comparatively Scot free), but only the transit riders uses the Skytrain. Except that being on the SkyTrain gets her out of the way, “freeing up traffic”, which benefits the road driver.

The big exception is that people who don’t spend $1,831 a year on gas – or $7,000+ a year on a depreciating piece metal – don’t usually stick that extra money in the mattress. They usually spend it on other things. Like bicycle parts, or shoes, or peanut butter sandwiches (which is pedestrian fuel) or iPhone apps or pez dispensers or lottery tickets, beer and popcorn. Every dollar not spent on gas is likely spent in other ways, and when spending on things (be they car things or non-car things) they provide revenue in the form of sales taxes and in income taxes of the people who are selling stuff. That is the nature of our economy. Through the magic of “General Revenue”, just as much of those taxes go to funding roads and bridges as the sales taxes on gasoline does. In this sense, the more you use the roads, the less you likely pay for your share of their use.

As a bonus, that money is most likely not spent on things that destroy the atmosphere, as few things in our society have the same atmosphere-destroying capability on a dollar-by-dollar basis, than 1,400 Litres of gasoline.

Rethinking the Region 2014

I really need to get a life. I spent most of Saturday in a classroom at SFU Surrey. I was not taking a course for which I would receive credit, nor was I paying or being paid to be there. Instead, I was attending a workshop for planning geeks (which I may someday aspire to be) that was addressing some of the Big Questions about the future of Metro Vancouver.

It was actually interesting, inspiring, and fun. See my opening sentence.

The event was called “Rethinking the Region”, and despite it’s revolutionary-sounding title, it was actually a more nuanced discussion of the strengths and weaknesses of our current local and regional governance systems. The crowd was mostly SFU Urban Systems graduate students (a room full of young, fresh faced, excited, interested, smart and fashionable students only a slightly depressing reminder of how long ago I was a University Student!), with a fair amount of faculty, and a number of representatives from various local governments and other agencies.

There were many different aspects of the program that piqued my interest, I met some interesting people, and lots of fun discussion ensued. However, for this post I just want to run through my impressions of the opening addresses by the panel of experts that opened the program. I didn’t take extensive notes, so my apologies to the presenters if I mischaracterize their points here a bit – these are my impressions, not transcripts, so I will be careful with actual quotation marks.

The Program was opened by a former senior planner for New Westminster Ken Cameron, who set the tone by encouraging us to not think of Metro Vancouver as 22 border-sharing municipalities, but as a single entity- he used the term “organic” to describe this entity, and it was apt. It has defined boundaries (the sea, the mountains, the US Border), we can talk about it’s inputs (resources, goods, energy) and it’s outputs (resources, goods, wastes), and we can think about different components (roads, houses, businesses, schools) as interacting organs that process those through-puts.

His talk was broad-reaching but brought some interesting insights. One was that we are fortunate to live in a region with well defined and immutable limits, as this forces us to view our resources (including physical space) as finite, and therefore worthy of careful planning to allow us to manage them better.

A second point made by Cameron was that “governance always happens”. Whenever people get together, from the smallest hunter-gatherer tribe to the largest nations, humans assemble a governance system to allow us to work together. It doesn’t always work well, but it has always worked better if the governance has a coherent plan and everyone being governed is on the same page about the goals.

This last point sounds idealistic on the surface when it seems we are always arguing about every decision our governments make. It becomes more obvious when you think about the things our modern governance systems deliver: an economic system to trade goods, a system of laws to protect the security of the person, infrastructure to support our movements and our communication, etc. It is the details around the edges of these things that we argue about, as the essential structures and ideas have pretty much been worked out, or we wouldn’t be currently enjoying all of those things.

The second speaker was Anita Huberman from the Surrey Board of Trade. She was there to speak for the need of the region’s business communities to work together with a regional vision. She spoke of the need to get out of our municipal- and industry-specific silos, and start proactively sharing resources and infrastructure, while cutting politics out of the equation (that said, it was a Board of Trade speech, so totally non-political phrases like “cutting red tape” were common).The central message was a good one: we don’t have a single regional economic planning group working together, nor do we have a regional economic strategy. However, those much-coveted “global markets” are not interested developing relationships with individual cities as much as with economic regions.

There was room to develop this thought that we didn’t get into at the meeting. Did someone in Mapo-gu, Minami, or Abu Hamour really care if the person she was doing business in was in New Westminster or Surrey or Port Moody? They would, dollars for donuts, just call the area “Vancouver”, just as we would call the above areas just parts of Seoul, Yokohama, and Doha respectively. In this sense, Surrey probably benefits more from Vancouver’s international economic development efforts than vice versa…

Anthony Perl spoke next on the topic of the regional transportation system, obviously a topic close to my heart.

He started with an anecdote about Greater Toronto of the 1980’s, when it was described as “Vienna surrounded by Phoenix” – a region that had squared the circle of providing a compact, walkable and public-transit oriented downtown core based on smart growth principles surrounded by endless car-oriented suburban sprawl. This best-of-both-worlds scenario only hit its pre-Rob Ford crash when it became apparent that having two parallel and disparate transportation systems cost twice the money to move the same number of people. Arguably, it was this unaffordable path that led to the faux-taxpayer-revolt that is Ford Nation.

The object lesson is that Metro Vancouver appears to be, 30 years later, heading down this same economically perilous path. However, Perl outlined three potential ways we could design our regional transportation system, using symbolism from the 2010 Olympics (a time when, as he noted, Vancouver had the third highest transit mode share in North America, only after the two largest Cities: New York and Mexico City).

The “Gold Standard” is epitomized in Greater Zurich. They have a similar population and physical constraints as Metro Vancouver, and have a system where the automobile is secondary to a multi-mode and integrated transportation system. They share our limited top-down planning, and little senior government investment, and make many decisions via referenda (!). The two big differences are that they never ripped up the rail infrastructure they installed in the early 20th century, and they do not have a natural resource extraction economy that requires large-scale movement of bulk goods. “Going for Gold” in Greater Vancouver will require and organized regional coalition of stakeholders, not unlike the Gateway Council but with a broader mandate than the building of roads to move freight.

The “Silver Standard” would look like Lyon, France. This would require the following of strong global trends towards shifting to post-carbon mobility. Unlike Vancouver or Zurich, Lyon benefits from significant Federal investment in moving away from fossil fuels, and has a top-down approach that has brought high-speed rail between cities and Metro within them. They also have a carbon-tax like structure that provided incentives away from burning fuel, even if it isn’t called a carbon tax. This approach in Greater Vancouver would require significant investment by senior governments, not something that seems likely in today’s political climate.

The “Bronze Standard” is what we have seen work in New York City and London, England. In both cases, it was the actions of a single strong leader having the courage to make a bold change, though not breaking completely from traditional motor vehicles. Both Mayor Bloomberg and Mayor Livingston took concrete steps to end what Dr. Perl (tongue on slightly in cheek) calls “Road Socialism” – the idea that road use should be free, regardless of the cost to maintain those roads or greater costs to society. This Bronze approach, however, relies on a strong and visionary regional leader, something Greater Vancouver seems bereft of.

Dr. Tim Takaro then took the floor, ostensibly to talk about health policy in the region. Right from the start it was clear what he saw as our major public health issue: the “wicked problem” of climate change. He showed us a few familiar hockey-stick shaped graphs, and did a quick and extremely gloomy run-down of the storms, pestilence, drought and war that are in our future unless we leave 2/3 of our hydrocarbon reserves in the ground.

I loved this summary, and will talk more on this topic in an upcoming blog post:

The final panelist was the one who surprised me the most. Vicky Huntington is a two-term Independent MLA from South Delta, and she spoke frankly and compellingly about the struggles of regional governance, in the context of current threats to Democracy in out nation today. It was stunning.

She began by talking a bit about the struggle to get where we are today as a nation, and the importance of protecting our “strange, difficult, and messy democracy”. Not to put too fine a point on it, she made a case that this is the fight we must have right now in BC and in Canada, or we risk losing our voice, and our representation. There is a real and present risk of a “Plutocracy” developing through the slow and inexorable growth of influence on decision makers made by what can only be described as “wealth”. This is tipping the balance towards a certain economic point of view, and it may not be the one that serves our community or the globe best.

Our Democracy needs accountability, responsiveness, and clarity of purpose. Unfortunately, we are increasingly ruled by the needs of Corporations, who have no requirement to be accountable to the people. Although there is much current talk of “social licence” by Corporations who want to re-draw our region, that very licence is increasingly defined by them, not us.

They create these new consultation structures where they tell us what they are going to do, instead of having a conversation with us about what we will allow them to do. The conversation is narrowly defined and expertly directed by public relations professionals. We can see this with the recent Environmental Assessments (VAFFC, Northern Gateway, Kinder Morgan, Fraser Surrey Docks, etc.), with Port Metro Vancouver expansion plans, with the expansion of the Gateway and projects like the Pattullo Bridge. Quasi-government agencies (the Port, TransLink, BC Ferries, etc.) that ostensibly belong to us and work for us are leveraged by Corporate interests, and when the people try to speak up and challenge their intention, they have the power to shut that debate down. Through tightly-structured “consultations”, people cannot hear each others’ questions, cannot speak outside of the pre-designed debate. If they get too loud, they are marginalized and bullied.

Huntington spoke about the contrast between government and corporations, and how they impact environmental assessments, putting context into the “red tape” complaints of business. We live in a Confederation that is slow and methodical. Developing consensus and true consultation to assure the public interest is served is a deliberately cautious and organic process. That is the reality of a parliamentary system, and is an unfortunate (?) byproduct of our desire for “Peace, order, and good governance”. Corporations, in contrast, need to react quickly – this year, or preferably this quarter. They cannot afford to wait. They need their social licence, and they need it right now, because the anonymous shareholders demand it. Democracy just gets in the way. However, what Corporations see as the “inefficiency” of democracy is the only protection we have.

These were just the opening panel talks. They were followed by Q&A, and a long program of small-group dialogue and workshopping around the bigger themes, and maybe I will talk about those in future blog posts. Overall, it was a great program, and I learned a lot. Makes me want to go back to University…although I suspect I now lack the fresh face or vitality.

I’m with Neil

Canada is trading integrity for money” – Neil Young.

Let’s start with disclosure: I am a Neil Young fan, to the point where being a Neil Young fan has done much to shape my taste in music. To explain that, I need to go back to the late 80’s when I was sharing an apartment on Royal Ave with my brother.

I was raised in the Kootenays on a healthy diet of classic rock (although at the time we just called it Rock) and “Metal” (in quotes, because at the time that referred to a strange amalgamation of Zeppelin and Glam that went by names like Poison, Ratt, Quiet Riot, et al. my god.) because that was the playlist of the only real FM Rock station we could hear – “ROCK 106! KEZE!” out of Spokane, Washington.

When I moved to New West, CFMI was still Top-40, and one of the AM stations (CHRK 600) decided to go Classic Rock (probably the first time I heard that phrase in the context of 60s and 70s Rock music). Despite the hopeful WKRP-feeling of the whole enterprise, it was risky. AM came with questionable sound quality and more onerous Canadian content rules. This last requirement made for some difficult programming choices. All that BTO and Guess Who was bad enough, but the seemingly hourly appearance of the Whiner in D Minor caused me to turn Classic rock off. So safe to say Neil Young entered my consciousness in a pretty negative way.

A year or two later, I was sitting in the Quad at college and “Rocking in the Free World” came on the TV (tuned to MuchMusic, of course), and my opinion changed.

Looking back, it is a hard to understand how powerful that song was. Perhaps this has something to do with “Girl I’m Gonna Miss You” by Milli Vanilli being #1 on the charts the day that Young’s Freedom was released. Here was this old rocker, screaming angry lyrics about the fate of the world as America was plundering the depths of Bush I Conservatism. Between scenes of LA viewed through the eyes of a homeless man, we see Young standing in a dystopian junkyard beating the living shit out of his guitar – a solo so angry and violent that the strings were stripped off the instrument. The feedback and distortion are perfect for the angry chaos of the song. It might have been a Rock anthem, but it was more punk than Punk. The lyrics of the bridge (edited out of the video for MTV) lay the blame for the ills of the world on no-one but us:

We got a thousand points of light, for the homeless man
We got a kinder, gentler machine gun hand.
Got department stores and toilet paper
Got styrofoam boxes for the ozone layer
Got a man of the people, says ‘keep hope alive’
Got fuel to burn, got roads to drive.

A quarter-Century later, in a post-grunge era, the distortion and chaos of the song sound pretty tame. At the time, it was stunning in mainstream rock, and this album was my (admittedly late) gateway drug to Sonic Youth, Dinosaur (Jr.), Fugazi, and the Pixies. But that’s a whole different story.

I bought Freedom on cassette, and became a pretty big Young fan at that point. Such that I can look back at where I was and what I was doing by Neil Young concerts: Solo acoustic at the Spokane Coliseum (I was working at a ski shop in Trail); with Crazy Horse at the Pacific Coliseum (undergrad at SFU); with Booker T and the MGs (around my Brother’s wedding, working in a bike shop, living on Hastings street); etc. His album “Harvest Moon” even played a significant role in my courting (or being courted by) Ms.NWimby.

The question is why am I such a fan? His rock music is pretty straight-forward, even derivative. His ballads are simple – 3 verses and chorus. His vocal style is distinct, but not particularly elegant. He is pretty good at the guitar (if you like extended one-note guitar solos), ok on the piano, and probably should avoid future banjo work. His styles change like the wind, and for every work of genius like “After the Goldrush” there is a “Trans” or an “Everybody’s Rockin”. However, with all the ups and downs of his discography, there is one thread that runs through: integrity.

He has spent a life surrounded with chaos (broken childhood home, 60s folk scene, 70s drug scene, etc.), and, when he occasionally found himself flirting with middle-of-the-road success, he once famously said:

Traveling there was really boring so I headed for the ditch“.

Every seemingly-strange fork he took in his long career (Trans, Shocking Pinks, Greendale), he did with purpose, and because he felt it served his creative drive. He has never been afraid of being unpopular – he was once sued by David Geffen for making records that didn’t sound enough like Neil Young (Geffen lost). He seems to have limited interest in the machine that feeds him – rock and roll stardom. A lesser-known song on “Freedom” talks about the state of the music business at the time when Milli Vanilli was #1 on the charts:

“The artist looked at the producer, The producer sat back
He said ‘What we have got here, is a perfect track
‘But we don’t have a vocal, so we don’t have a song
‘If we could get these things accomplished,
‘nothing else could go wrong.’
So he balanced the ashtray, as he picked up the phone:
Said ‘Send me a songwriter, who’s drifted far from home
‘Make sure that he’s hungry, make sure he’s alone
‘Send me a cheeseburger, and a new Rolling Stone.'”
                            -Crime in the City (Sixty to zero)

He more famously (clumsily, unkindly) lampooned corporate ownership of music and using music to shill products:

Young’s integrity doesn’t stop at his music, though. He has, for more than 20 years, run an annual benefit for the Bridge School– a school for kids with communications challenges related to various disabilities (his own son is non-verbal with cerebral palsy). He worked with Willie Nelson to develop the Farm Aid movement. Just as he has never shied away from musical experiments, he has never been bashful about his political opinions, from “Ohio” to “Living with War”. I don’t know if he is right in his opinions, I’m sure we can all pick opinions of Young’s that we don’t agree with. However, when he speaks about something politically, we can be sure it is coming from him. You cannot doubt his sincerity, or his integrity.

So why Tar Sands? Why now?

Hearing his interviews since this whole thing started, the answer is easy to find. Young is a tinkerer, and has always expressed ideas around sustainability. Exploring his film-making side, he decided to drive his electric car to Fort McMurray and see what all the fuss was about. I take him completely at face value when he describes getting out of his (electric) car, smelling the air in Fort Mac, and recognizing something was amiss with the boreal forest. Being a life-long advocate for aboriginal rights, he connected with local first nations, and was told of their concerns. Clearly they made an impression, because he made a commitment to help them out if he could. Turns out he could.

Did Young then contact the Canadian Association of Petroleum producers to get the “other side of the story”? Did he surf over to Suncor’s website to see the myriad benefits of oil extraction? Did he read the most recent International Energy Agency forecasts for recoverable reserves and cross reference against human rights abuses in other petroleum producing nations? Possibly. More likely, he looked in the eyes of his Athabasca Chipewyan hosts, smelled the bitumen in the air, and said something along the lines of “this shit ain’t right”. Then he set about doing what he could to help raise the profile of the issue, and maybe raise money to help people he saw as needing some help.

The reaction from the Oil Industry and their shills was predictable, alternating between obscuring the point he was making to ad hominem attack on him as a “Rock Star”, “Aging Rocker” or a “Bad Canadian”. Perhaps the most ham-fisted rebuke of Young’s statements was made by Harper Government spokes-flaks. A response easily and compellingly retorted by Young. Watching that exchange, it is clear which side is speaking with integrity.

To Ezra Levant and his astro-turf shills behind “Ethical Oil”, who have started an anti-Neil Young website, I ask: Where is your integrity? They call Young a “drug lifestyle icon” after the man has been public about his sobriety, and some of his most poignant songs are about the friends he lost to drugs. But if the quality of Young’s “lifestyle” is to be questioned, we should start by looking at his 40-year body of work, his commercial, artistic, and critical success. One might conclude that we all would benefit from a little more of whatever Neil is on.

They further criticize Young for not protesting against OPEC dictatorships, while also suggesting he shouldn’t meddle in Canada’s politics, as he doesn’t live here (try to square that circle). They never address the actual points that Neil Young is making, and the entire issue of the Constitutional rights of First Nations – the centre of all of Young’s arguments – is conveniently ignored by those interested in “Ethical Oil”. Instead, they then call Young a hypocrite for fueling his “rock star lifestyle” with oil, not realizing that they are making his point. They are correct that Neil Young is reliant on fossil fuels; We are all reliant on fossil fuels. That is the fucking problem!

Um… sorry, got a little heated there. I know I should be used to it but now, but I’m still surprised when it is suggested that our society may need to think about reducing our dependence on fossil fuels, and critics react by arguing “but we NEED fossil fuels, we can’t live without them”, as if that is a counter-argument, and not just begging the question. If this isn’t addiction, what is?

I’ve seen Neil Young talk, and I’ve heard his critics. I’ve seen Neil Young walk the walk and put his time and money where his mouth is. I see a person raising a conversation about the largest industrial development in the history of Canada’s hinterland, and I hear critics telling him to shut up. I see a person standing next to First Nations leaders and trying to help a community who feel powerless against global Multinationals and the government that covers for them. I see the Government trying to reassure an increasingly suspicious public that everything is fine: “Got fuel to burn, got roads to drive”, indeed. I see an aging rocker legendary artist, humanitarian, and Officer of the Order of Canada using his name not to fill his crib, but to raise a conversation about an issue that is important to the future of the planet, important to the nation of his birth, and important to a small community in eastern Alberta that touched him. I see one man acting with integrity, and taking the slings and arrows that often follow those that choose that path.

I’m with Neil.