Local Factors Affecting GVRD Sustainability Objectives.

    

        Throughout the 1990’s, capacity in transit did not keep up with population growth. As discussed earlier, the main priority in the Translink Strategic Transportation Plan (STP) was to increase transit services by 32 per cent by 2005, dedicating 75 per cent of the $1 billion budget to this end. This planned service increase, along with planned road improvements, were to be funded by transit fare increases as well as a vehicle levy, in addition to current funding sources. As noted earlier, although the transit fare increase was implemented, the vehicle levy was not, and transit services were only very marginally increased, while road improvements have gone ahead as planned (GVRD 2001a). Seemingly, while transit fares have increased and driving fees remained more or less the same, improvements for road infrastructure, the majority of which is taken up by single occupant vehicles, continues to get precedence over transit improvements.
     
        Indeed, in many ways, cars are subsidized more heavily than transit. “Drivers may be paying a lot to operate and maintain cars, but, they are still not paying the full costs of roads, parking, pollution control, and other external costs. For example, free parking is available in most shopping areas and workplaces. This amounts to subsidizing car usage” (Curran, D. and May Leung, 2000; 19). According to Smart Growth B.C., in the GVRD, private motor vehicles were subsidized by $2.7 billion in 1991 (see side bar, smartgrwth, pg 19orso). This equals $2,600 per vehicle or $1.60 per litre of gas sold in the Lower Mainland. Private motor vehicles are subsidized to the extent of about 23% of total costs, while transit is subsidized to the extent of about 37%.  The composition of the subsidy is radically different though.  About 60% of the subsidy to private motor vehicles is an economic subsidy, compared to 5% for transit.  The financial subsidy for transit comprises 95% its total subsidy, compared to 40% for private motor vehicles.  (GVTA, 1993) Transport 2021 Technical Report.  “The Cost of Transporting People in the British Columbia Lower Mainland.”  March 1993.).   
    
        The strategy adopted by Translink and the various municipalities (whose council members make up its board) to relive traffic congestion by increasing road capacity may be another factor affecting the achievement of sustainability objectives. Studies have shown, however, that increasing the vehicle capacity of roads does not relieve congestion. Further, congestion never does, in fact, build up to a standstill. Congestion reaches a certain maximum point, beyond which vehicle travel is no longer deemed convenient or feasible, and commuters resort to other modes (Brambilla and Luongo, 1977). The result is increased car infrastructure spending, more cars on the road, and no improvement in congestion.

        Further, although Translink’s STP identified the need for a range of trip reduction measures including tolls, employer based car reduction programs, and parking charges, “very few have been implemented” (GVRD, 2001a; 29).   Failures to significantly increase transit supply, implement trip reduction measures, and to develop the regional urban fabric in transit supportive ways, are factors contributed to the inability of the region to achieve, in any significant way, regional sustainability objectives.

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