Andrew Lau CIV 331

Sept 21, 2017 Transport I: Introduction to Transportation Systems

Prof. M. Roorda
Traffic Tolls Critical for Toronto’s Sustainable Development
As the global population rises and natural resources deplete, the need for sustainable
development is undeniable. Defined as “development that meets the needs of the present
without compromising the ability of future generations to meet their own needs.” (World
Commission on Environment and Development, 1987), sustainable development is analyzed
through the triple bottom line framework of impact on the society, environment, and economy.
Given 70% of the world’s population is projected to live in urban areas by 2050, cities like
Toronto are a major contributor in meeting the UN’s sustainable development goals (United
Nations, 2013). A critical step to success is implementing highway tolls. Tolling the 400 highway
series will relieve the congestion of today while earning revenue to invest in Toronto’s
infrastructure and transportation; driving the society, environment, and economy towards
sustainable growth.

Congestion is an societal, environmental, and economical issue that Toronto faces.

Implementing highway tolls will immediately reduce travel times for drivers/passengers and
commuters (making up 70% and 23% of the working population respectively) by discouraging
driving while promoting alternate transportation methods. (Statistics Canada, 2011). Although
there is a concern that road pricing will further burden the lower social-economical class,
Statistics Canada shows that the lowest income group generally travels less (Figure 1), and is
most likely to use public transit. (Statistics Canada, 2007).

Not only does alleviating congestion improve society’s quality of life, it also reduces
environmental damage. As of 2011, transportation was the biggest greenhouse gas (GHG)
contributor, making up 24% of Canada’s GHG emissions (Environment Canada, 2013). Traffic
tolls would lower greenhouse gas (GHG) emissions by alleviating congestion, as “heavy
congestion results in slower speeds and greater speed fluctuation, resulting in higher CO2
emissions.” (Barth, Boriboonsomsin, 2008) When GHG emissions are factored in with the cost
of travel delay and additional fuel consumption, the estimated cost of congestion (at 60%
threshold) in Toronto is $1.26 billion. (Lindsey, 2007)
Andrew Lau CIV 331
Sept 21, 2017 Transport I: Introduction to Transportation Systems
Prof. M. Roorda
In addition to reducing congestion, road pricing can offset the large congestion cost by using
toll revenues to invest in transportation infrastructure. According to Toronto’s 2017 budget,
$26.5 billion will be spent in the next 10 years on infrastructure projects, yet $30 billion projects
remain unfunded due to a lack of revenue sources. (City of Toronto, 2017)

In contrast, road pricing implementation can be successfully seen in London’s congestion

charges- yielding 5% gross income in 2016 to reinvest in transportation and fund environmental
and societal projects such as green infrastructure and accessible communities (Transportation
for London, 2016). A UN report states sustainable development requires “Investment in
infrastructure and capacity development to close social development gaps linked to the issue of
access to good-quality public transportation” (United Nations, 2013). As a potential revenue
source, highway tolls can provide the economical boost required to benefit the environment
and society.

In conclusion, implementing traffic tolls on the 400 series highway will effectively combat
congestion while providing much-needed funding for Toronto’s infrastructure and
transportation, which is crucial in developing today’s society, environment, and economy
towards a sustainable future.
Andrew Lau CIV 331
Sept 21, 2017 Transport I: Introduction to Transportation Systems
Prof. M. Roorda

Appendix

Trips per Household vs Annual Income (2009)

6000

5000
Trips / Household

4000

3000

2000

1000

Annual Income

Figure 1. Trips per Household vs. Annual Income (2009)

Data taken from 2009 National Household Travel Survey (Table 8)
Available at: http://nhts.ornl.gov/2009/pub/stt.pdf
Andrew Lau CIV 331
Sept 21, 2017 Transport I: Introduction to Transportation Systems
Prof. M. Roorda

Sources

Barth, M & Boriboonsomsin, K. (2008). Real-World CO2 Impacts of Traffic Congestion. Transportation
Research Record, 9. Retrieved from
http://citeseerx.ist.psu.edu/viewdoc/?doi=10.1.1.367.5168&rep=rep1&type=pdf

City of Toronto. (2017). Preliminary Budget Overview. 7. Retrieved from

https://www1.toronto.ca/City%20Of%20Toronto/Strategic%20Communications/City%20Budget
/2017/PDFs/2017%20PreliminaryBudgetOverview%20final%20singlepages.pdf

Environment Canada. (2013). Canada’s Emissions Trends. 15. Retrieved from https://www.ec.gc.ca/ges-
ghg/985F05FB-4744-4269-8C1A-D443F8A86814/1001-
Canada%27s%20Emissions%20Trends%202013_e.pdf

Lindsey, R. (2007). Congestion Relief: Assessing the Case for Road Tolls in Canada. C.D. Howe Institute
Commentary, 248, 5. Retrieved from
https://cdhowe.org/sites/default/files/attachments/research_papers/mixed//commentary_248
.pdf

Statistics Canada. (2011). Proportion of workers commuting to work by car, truck or van, by public
transit, on foot, or by bicycle, census metropolitan areas, 2011. Commuting to work. Table 1.a.
Retrieved from http://www12.statcan.gc.ca/nhs-enm/2011/as-sa/99-012-x/2011003/tbl/tbl1a-
eng.cfm

Statistics Canada. (2007). Use of public transit by selected household characteristics, 2007. Public transit
in Canada. Table 3. Retrieved from http://www.statcan.gc.ca/pub/16-002-
x/2010002/article/11283-eng.htm#n4

Transport for London. (2016). Annual Report and Statement of Accounts. 171. Retrieved from
http://content.tfl.gov.uk/tfl-annual-report-2015-16.pdf

U.S. Department of Transportation. (2009). 2009 National Household Travel Survey. Annual Person Trips
per Household by Household Income, Table 8. Retrieved from
http://nhts.ornl.gov/2009/pub/stt.pdf