The State of Transportation in the Greater Toronto and Hamilton Area

In September Metrolinx published their Draft 2041 Regional Transportation Plan (Draft 2041 RTP) for the Greater Toronto and Hamilton Area (GTHA). The Draft Report is a blueprint for what needs to be done to build an integrated, regional multi-modal transportation  system, one that will serve the needs of residents, businesses and institutions until 2041.

*PS – if you are interested in providing comments to the Draft Report, you have until November 17th, 2017. 

The Draft Report identifies the major transportation related investments taking place across the GTHA, and includes a treasure trove of supporting maps and data that delve into the implications and benefits of the investments.

In the figure immediately below, what is shown is the growth our region is anticipated to face to 2041 (keep in mind this is based on 2011 numbers). So expect approximately an additional 3 million new residents and 1 million jobs in the next 25 years here –

Pop Emp Growth

The following figure shows in kilometer distance, the transportation infrastructure investments being made to 2041. Over 3,500 kilometers of transit lines, cycling lanes and HOV lanes are planned to be added in the GTHA –

Trqansport

Given the expected growth of about 3 million people and over 1 million jobs, I think it is safe to say that these transportation infrastructure investments are more than justified. But are they enough?


A few weeks back, I wrote a piece on how Ontario reached peak auto sales in 2016, with 2017 set for an even higher number of auto sales. After going through the Metrolinx Draft Report, it is clear to me that cars will continue to dominate transportation in the region up to and likely beyond 2041.

The following chart is from a tweet by Dr. Pamela Blais (of Metropole Consultants) showing how people currently get around in the GTHA (by modal split), and how it is anticipated to change by 2041 as the transportation investments shown in the figure above are realized – KeyFigures

As of 2011, of the total 8.45 million trips made during peak hours (i.e., between 6 am and 9 am, and 3 pm and 7 pm) in the GTHA, about 14% were made on transit, 8.5% were active trips (i.e., walking, cycling, rollerblading), and a whopping 77% of the trips were made by cars.

In 2041, despite the substantial increase in the number of transit trips made during peak hours (i.e., 700,000 additional trips; or a 58% increase), the transit modal share is set to grow by only 0.5% to reach 14.7% of peak trips.

Below are two maps that show the number of jobs accessible within an hour by transit in 2011 and 2041 –

JobsTransi2011JobsTransi2041

It is pretty clear from the maps above that transit-job accessibility across the GTHA is not expected to change substantially.

Despite the anticipated additional 1.3 million transit and active transportation trips to be made during peak hours between 2011 and 2041, the increase in the number of car trips more than doubles that figure, with an expected growth of over 3 million car trips to be made during peak hours. And though the modal split does come down for cars as we get closer to 2041, the share of trips made by cars during peak hours is still expected to be over 70%.


As I’ve previously written and said, if you think congestion is bad now in the GTHA, just wait till 2041. And depending on how you think about congestion, it doesn’t have to particularly be a bad thing. Yes it is generally considered a drag on the economy and can negatively impact quality of life. But congestion can also mean that a city is a dynamic place, and people and employers want to be there – which is definitely the case in the Greater Toronto and Hamilton Area.

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Labour Force Trends in Major US Cities since 1990

I found an interesting dataset from Economic Research at the Federal Reserve Bank of St. Louis (known as FRED) while I was reading an article via Bloomberg on cities in the US and Canada that can be considered as viable candidates for Amazon’s second headquarters. The author of the article eliminates a number of key US cities like Pittsburgh and Chicago as candidates due to stagnant labour markets and poor fiscal conditions. Poor fiscal conditions in US cities/states (e.g., California and New Jersey) are not a big surprise to me as this has been a known concern for many years; but, stagnant labour markets in cities like Chicago and Pittsburgh? That took me by surprise! …even though the population of Chicago for example has barely grown in over 20 years, which influences labour force/market size.

Here is what Chicago’s Labour Force looks like since 1990 –
Chicago

And here is what Pittsburgh’s Labour Force looks like since 1990 –
pittsburgh

Both cities display fairly similar broader labour trends, with rapid labour force growth during the 1990s, followed by very little (if any) growth since the early 2000s.

New York on the other hand has experienced almost consistent growth of its labour force since the mid 1990s (but barely any growth during the early 1990s) –
NY

San Francisco and San Jose show interesting trends – clearly influenced by the Dot-Com Bubble, with each experiencing a severely shrinking labour force during the early 2000s –
SanFranSnaJose

Major Texan cities (i.e., Dallas-Fort Worth, Houston, San Antonio and Austin) all display consistent labour force growth throughout the entire period of study (since 1990). Shown below is Houston* –
Houstyon
* I’ve only chosen to show Houston because all the other major Texan cities display an almost identical rate of growth since 1990

And the chart below shows annual change in the labour force since 1990 for major US cities (the Labour Force in the USA has grown from about 125M to 160M between January 1990 and August 2017; at about 1% per year)  –
LabourMarketCHange

What is clear from the chart above is that the more established cities like New York, Boston, Los Angeles, Chicago and Philadelphia have all experienced the slowest annual labour force growth since January 1990. In contrast are the rapidly growing sunbelt cities such as Phoenix, Nashville, Miami, Atlanta, and almost every Texan city.


Labour force/market information provides a good indication of how attractive a particular place is to potential workers. The real question now is – which US cities will lead labour force growth in the next 30 years? Will it be the superstar cities like New York and San Francisco? Or could it be the mid-sized “18-hour” city, like Nashville or Denver? Or will the sunbelt cities continue to dominate in growth? I have no clue. But I can guarantee you Amazon is very interested in this as it will influence the location of its second headquarters.

 

Ontario hit peak auto sales in 2016; 2017 could be even higher…

Over 820,000 cars and trucks were sold in Ontario last year (2016), almost doubling total motor vehicle sales in 1981. The chart below shows total annual motor vehicle sales since 1981.

Total Auto Sales

In fact, 2017 appears like it could be another record year for motor vehicle sales, with the highest number of cars and trucks sold in the first 5 months of 2017, compared to first 5 months of previous years.

If you break up motor vehicle sales by the two categories offered by Statistics Canada, you notice that sales of passenger vehicles have stagnated since the 1990s, while truck sales have skyrocketed since the 1980s (see figure below). Trucks, as noted in the chart comprise minivans, SUVs, light and heavy trucks, vans and buses.

Passenger and Trucks Sales

Growing motor vehicle sales should not be too surprising to anyone for a number of reasons –

  1. Ontario is after all, in North America
  2. The population of the province has grown considerably over the last decade. Some of the new residents are bound to be drivers
  3. The economy of the province has been performing well over the last decade, which means greater job availability, growing wages and stronger consumer confidence. This all translates into more auto sales
  4. Ontario is home to 5 major auto makers  and over 7 car assembly plants (Fiat-Chrysler in Brampton and Windsor, Ford in Oakville, GM in Oshawa and Ingersoll, Honda in Markham and Alliston, and Toyota in Cambridge and Woodstock)
  5. The logistics and warehousing industry is a big and growing contributor to the Ontario economy (especially with the rise of e-commerce), which generates need for trucks

Why this is so fascinating is because major cities all around the world are at the moment starting to aggressively plan for and facilitate other forms of transportation – namely transit and active transportation (i.e., walking, cycling, rollerblading, etc.). Both the City of Toronto and the Province of Ontario are for example making unprecedented investments in transit, cycling and walking infrastructure. And this is exactly the direction cities should be going into. However, auto sales in Ontario have barely been affected by these initiatives (not to mention the impact autonomous and electric vehicles will have on the existing auto industry and of course, cities). This isn’t necessarily a bad thing – we should absolutely continue to make major (and growing) investments in transit and active transportation, but it is clearly evident that the auto industry is far from dead.