Provincial Highway Deficit

What if Canada's provinces could unite to create a seamless national highway system that rivaled the efficiency of the United States' interstate network? Join AutoLooks, as we uncover the disjointed reality of Canada's highway infrastructure, where provincial standards have led to a fragmented and often inefficient system. Through a spotlight on Ontario's Highway 69 and Highway 7, we explore the consequences of short-sighted expansion policies that focus only on immediate needs, leading to gridlock and stunted economic growth.

 

Everett J.

#autolooks

Episode Transcript

Speaker 1 (00:00):
Well, my whole life I've been wondering
this why does Canada not have a national
highway?
Now, I know this is something we covered in
a previous podcast, but the federal
government refuses to create a national
standard for highways.
And if you cross the great country of
Canada, you'll understand that provinces
set their own rules for highway and road

(00:20):
construction.
But what defines the need for expansion?
What does every province define as its need
for expansion?
Do they consider complete gridlock when
they want to expand a road or a highway?
Or do they look at it and say, hey, this is
what we're going to be predicting for the
next 40 years.
Maybe we should build it now, because it's

(00:41):
going to take 20 years to get this into
development, so that by that time it'll be
ready for the traffic that comes.
Well, these are all different mentalities
and across Canada, every single province
has their own mentality when it comes to
building roads, and today Autolux is going
to take a look at what defines Canadian

(01:01):
road construction.
Welcome back to the Autolux podcast.
I'm your host, as always, the doctor to the
automotive industry, mr Everett Jay, coming
to you from our host website at autoluxnet.
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(01:21):
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mr Everett Jayne.

(01:49):
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over at email at autoluxnet.
So, like I said in the beginning, canadian
road construction In the United States.
All the way back in the 50s they realized
they needed to create a national highway
pact.
But with the automobile taking hold of your
average consumer and more and more product
being shipped via transport being moved off
of rail for light duty and light travel,

(02:10):
transports were slowly going to take over
American highways.
But we can't have that.
After only a few years, in some specific
spots, they noticed there was more crashes,
there was more deaths, there were more
issues.
So instead of allowing every single state
to set their own standard, which they knew
would cause so much chaos in a country that
had nearly 200 million people, they decided

(02:34):
at Congress to initiate a pact to create a
national highway crossing every single
state.
Each state had to be connected to each
other, every single one.
North, south, east, west Doesn't matter.
Some states only have an east-west tie,
some states only have a northwest tie and
most states have both.
But they all needed to be interconnected.

(02:55):
And so the interstate system in the United
States was built, and even in states like
North Dakota and Montana hell, even Alaska
all benefited from this National Highway
Pact.
There are interstates in every single state,
all 50 of them, inclusive of Hawaii and
Alaska.
They all have easy, free access to

(03:16):
government-funded, safe highways, which
make it amazing to travel across the United
States.
So why am I talking about this when I'm
talking about the Canadian highway pack?
Well, in Canada, every single province sets
their precedent for road expansion, and in
my home province of Ontario, we're one of
the worst.
Next to British Columbia, we are the second

(03:39):
worst in the entire country for highway
expansion.
The province of Ontario bases highway
expansions hell, even main road expansions
not off of what's going to happen over the
next 40 years, but what's going to happen
over the next five to 10.
Essentially, highways in the province of
Ontario are built within the four year

(03:59):
period that a government is in play.
They only look to the four years.
They don't look past that.
And when they set out their standards to
see if a highway needs to be expanded, they
don't consider the fact of national
importance, gdp growth or hell, even the
gross domestic product being pushed out by
select cities.
Like I said in my previous podcast about

(04:20):
the broken highway infrastructure in Canada,
my home city is the third highest GDP per
person in the province of Ontario and yet
we don't have a limited access highway to
connect us to the Southern Ontario
manufacturing hubs or even the United
States.
We have a two lane highway, but in the
province of Ontario, both Highway 69 and

(04:42):
Highway 17,.
Even though both of them are part of the
Trans-Canada, they don't qualify.
There is no national importance put onto
the Crown Highways.
No, in Ontario we base it off of a 95%
capacity rating before we even consider
expansion.
Why do you think right now, doug Ford is so
reluctant and has spent the past four years

(05:03):
not building a shred of four-lane road on
Highway 69 North?
Four years, not a single shovel has hit the
ground to expand a highway needed to move
goods from the third highest GDP city in
the entire province.
But it's because Ontario bases its highway
expansions off of the 95% capacity.

(05:25):
Even in Southern Ontario this action works
against it.
A perfect example of this is Highway 7
between the Kitchener-Cambridge-Waterloo
area, essentially between Waterloo and
Guelph.
Every single day that highway is congested.
It's literally bumper to bumper.
Now it's not slow moving, but it's still

(05:46):
bumper to bumper.
But our government looks at it and says, oh,
we'll just add a few extra lanes to the 401,
which is like 30 kilometers away from
Highway 7.
Instead of expanding Highway 7 between
Guelph and Waterloo, they have chosen to
add lanes to the 401 on a road that is
gridlocked.
Highway 6 is slowly being expanded to

(06:07):
limited access through the Guelph portion.
From 401 up to Guelph it's a bypass, but
then it ends on a county road.
That county road becomes Highway 7, which
crosses to Waterloo.
Ontario, it's gridlocked.
Six years ago the province of Ontario said
said this is a high priority highway.
We need to expand this because this area is

(06:28):
one of the biggest tech areas of the entire
province.
You gotta remember.
Waterloo is where Research in Motion,
blackberry, was from, and if we want more
expansion in this area, we need better
highway systems, a two-lane county road
with people traveling between the two major
cities of Guelph and Waterloo is not going
to cut it.

(06:48):
They need to expand this.
This is a similar context to Highway 6
running between the 401 and the 403, from
Hamilton all the way to Guelph.
It's a four-lane, accurate road with
turning lanes in the center, but it
eventually winds up being a two-lane road
at the end.
Well, transports moving along this roadway
have to stop for traffic lights.
If I choose to take Highway 6 when I leave

(07:10):
my in-laws in Hamilton to come home, it
adds 15 minutes of time to my trip, as
opposed to taking the 403 going through
Toronto.
Even getting stuck in traffic on the 401, I
still lose that 15 minutes.
If it was an at-grade, limited-access
highway between the two cities, I still
lose that 15 minutes.
If it was an at-grade, limited access
highway between the two cities, I would
only lose two minutes of time.
If there's bad traffic on the 401, I would

(07:31):
gain over 10 minutes, but I don't because
the 95% capacity rating for province of
Ontario is in play.
And what do we mean by that?
Well, I learned this a few years ago when
they were doing a study on the Southwest
Bypass in Sudbury, ontario.
They put out the counters to see how much
traffic flows through the area within a
24-hour period.

(07:51):
Now they don't look at what is the peak
times.
They don't look at the fact that highway
traffic in that area reaches a 65% capacity
on that highway between 7 am and 6 pm.
Between 6 pm and 7 am traffic rides at 15
to 20%.
So when they merge all that together,
they're looking at it going well.
We're only getting about 40% capacity on

(08:13):
the highway across a 24-hour period.
It doesn't matter that for 11 hours of the
day this highway is clogged and it's
dangerous.
I have rock chips on my RAV4 from vehicles
passing me.
My wife has been nearly hit.
She has seen head-on collisions and has
witnessed a motorcycle getting hit by
impatient people on the bypass during

(08:34):
congestion.
But the province overlooks 24-hour period
and sees that during 24 hours we're only at
a 40% capacity maximum rating.
They don't care that for 11 hours of the
day we're riding 65% capacity, which
warrants a need for expansion.
The province of Ontario wants that 95%
capacity for 24 hours, want a perfect

(08:57):
example of this Highway 400 between Toronto
and Barrie.
They've talked about making it 10 lanes
from Toronto all the way to Barrie to
decrease congestion, because building
Highway 427 all the way up to 400 and
bringing the 404 all the way around to
Highway 11 would just create more urban
sprawl.
So let's add more lanes to the existing
highway.
I was in college when the government said

(09:18):
yes, we need to expand this.
We're going to start investing money to
doing all of these reviews in
infrastructure expenditures.
That was 20 years ago and they're only
making it eight lanes.
Now they're adding an HOV lane.
That's it, and they haven't even gotten
halfway.
In 20 years.
It moves at a crawl.
Province of Ontario's infrastructure is 40

(09:41):
years too late.
When they finally reached Parry Sound with
Highway 400, the highway was already riding
at 60% capacity over a 24-hour period when
it was built.
When they built the 400 from Toronto all
the way to Gravenhurst back in the 1950s on
long weekends that highway ran at 100% the

(10:02):
first year it was built.
They did not look at the future, because
they take into consideration what benefits
Toronto the best and Toronto only needs
roads to grow when they hit that 95%
capacity.
Why?
Because they get to that 95% capacity
within a year.
So naturally they constantly have to be
upgraded.

(10:22):
So they feel that everywhere in the
province must abide by that.
It doesn't matter if it's a national
importance highway.
It doesn't matter the amount of GDP that
flows along it and it doesn't matter the
amount of people who die on those highways.
They want to hit that 95% capacity rating
before they even consider expansion, which
means by the time the highway is finally

(10:43):
built 20 years down the road and opens the
doors, it's still at capacity.
When they opened the 403 between Ancaster
and Brantford to the limited access highway
four-lane section in the 90s it was already
running at 95% capacity across 24-hour
period and they haven't even expanded it.
It's running at capacity when it was built.

(11:05):
Ontario waits too late to build its
highways.
British Columbia is actually worse than the
province of Ontario.
Because of their limited supply with
farmland, they consider any flat area that
can be farmed or turned into a ranch highly
valuable, which means taking it over for a
highway, even if it's needed, does not

(11:26):
warrant the expanse.
Over 10 years ago the province of BC
finally stated that Highway 1, bc Highway 1
which is the Trans-Canada running from the
Alberta border all the way to Kamloops
Actually it goes all the way down to
Vancouver, crosses over and goes into
Victoria, but it's two lane from Kamloops
to the Alberta border, which is nearly 400

(11:47):
kilometers of travel.
10 years ago they said they were going to
expand the entire highway to limited access
100 kilometer hour highway.
In 10 years they built about 16 kilometers.
I get it, you're building it through
mountains, but today's technology allows us
to build this.
Let's put this into perspective.
The Canadian Railway, our national railway,

(12:09):
was built in less than 100 years.
We traversed from coast to coast in this
country in only a few decades.
But our national highway, which started in
the early 1900s, wasn't complete until 1968
when the last section of highway, the
Trans-Canada, opened just north of
Batchewana Bay, ontario.

(12:31):
It took nearly 60 years.
We built a railway across the country
before we even had backhoes, bulldozers and
even massive dump trucks to take everything
away.
We built this railroad in only a few
decades and yet our highway took over 60
years to get a two-lane highway across this
country which, by the time it was built and

(12:53):
finished in 1968, the standards of that
highway were built to the 1950s standards,
so that we're already out of date.
Over the next 60 years the government has
widened the shoulders.
They put up new barriers, they've added a
few passing lanes, but the highway today,
its standards, are that of the 1980s.

(13:15):
We haven't moved into the future.
So why is it taking so long to do this?
Why is British Columbia waiting?
Well, their government is one of the
biggest problems for the entire province.
Tons of people across the province of
British Columbia understand that they need
free-flowing highways to move all the goods
across the province, because the slower
your goods move, the more costly it is in

(13:38):
the end.
By having two-lane, crappy highways that
get shut down in the middle of wintertime
due to bad weather costs you money.
I'll put this into perspective for you.
When I was in Barry Georgia College going
through for my automotive product design
course, I learned that the Honda Alliston
plant when their trucks and parts because
they do just-in-time inventory when your

(13:59):
parts aren't there you're charged.
This is 2001 pricing, $215,000 every hour.
That's how much it costs them to keep that
plant running every hour.
Now it's 2001.
Now remember that's over 20 years ago.
So think about when BC Highway 1, the
Trans-Canada and British Columbia is shut

(14:21):
down because of a death and it's shut down
for 8 hours.
$215,000.
Let's say $250,000 by 8.
That's $2 million per truck that's sitting
there.
See the amount of GDP that this country
throws out the window for not having a
national highway pact.
Alberta and Saskatchewan are the only two

(14:42):
provinces out west that have come to
realize that they need to move their
products on a free-flowing highway.
Any highway that reaches a capacity of 65%
is looked at over a 20-year forecast period
to see how much it's going to increase If
the increases from that 65% anywhere near
85% by increasing 20% over 20 years

(15:05):
essentially a 1% increase every single year.
Those provinces put in an order to start
planning for expansion of their highways
Because they know that if their goods are
moving slow the province is losing money.
New Brunswick, nova Scotia and even
Newfoundland have realized this too.
Back in the 1990s, being one of the most

(15:25):
impoverished areas in the entire country,
they wanted to find a way they could boost
their manufacturing and move their goods as
quick as possible.
Their governments took a massive step.
The entire province of New Brunswick, the
entire Trans-Canada in New Brunswick, is
now limited access freeway style.
Their secondary highway, which runs up the
coast towards Bathurst, is a two-lane

(15:48):
limited-access highway, so you can maintain
a speed of between 90 and 100 and don't
have to slow down in any towns.
Pei has built bypasses around its two major
towns of Summerside and Charlottetown to
ensure the free flow of goods Even though
there's no limited access highways on the
island, you could still move across the
island at a relatively fast pace and

(16:09):
because it's all farmland, there's tons of
alternative routes.
Nova Scotia has realized this too.
The entire tip of the peninsula nearly all
of it, is at least a two-lane brand new
limited access highway, which means you
don't have to slow down in any of the small
towns.
So any of these small towns with any new
manufacturing facilities, these things get
on a highway and go right out.

(16:30):
They don't have to slow down because they
know by having these massive highways to
move their goods at a high rate of speed,
they're going to become more competitive.
To build a manufacturing plant in Moncton,
new Brunswick, may seem like it's so far
away from everything compared to my home
city in Sudbury, ontario, but with a
limited access highway and a secondary
highway close by to ensure that if the

(16:52):
four-lane highway is shut down, there is an
alternative route for all transport traffic,
the cost of shipping is way less.
Quebec went through a period during its
massive growth stage during the 1950s, the
60s and into the 70s.
Once their language laws started coming out,
they started implementing new rules as
their province wasn't growing as quickly,

(17:13):
which means they didn't have enough money.
They like to say they didn't have enough
money, but you have to remember they're the
second most populous province in the entire
country of Canada and yet they get payouts
from the half provinces.
The second most populous province in the
entire country gets money.
So in the country of Canada I'm going to
explain this we have what we call
equalization payments, so it ensures that

(17:36):
all provinces can operate with the same
amount of services, with the same amount of
services, so the impoverished East Coast
can still sustain itself and have the same
not the same, but very similar services as
what you would find in major urban centers
in Southern Ontario.
Because Southern Ontario, we're a half
province.
We give money to the East Coast so that
they can have those services.
Well, the province of Quebec is the second

(17:58):
most populous province in the entire
country of Canada and yet they get
equalization payments.
See where BC, alberta, even Saskatchewan
now and Ontario are paying out, and for a
few years there Newfoundland was because of
its oil.
We're all paying out to these equalization
payments.
They were giving Quebec all of this money,
but what were they doing with it?

(18:18):
They built a massive infrastructure,
limited access, highways, how Quebec City
has the most amount of freeways for a city
of its size anywhere in North America, but
its public transit system sucks and that's
the reason why the entire city is stuck in
gridlock.
Now To the province of Quebec.
Like I said, during the 50s and 60s and 70s,
when they were growing, were investing
heavily into interstate style highways.

(18:40):
Literally, they were looking at the United
States and saying we want to create a
system like this.
So they did.
Unfortunately, when the language laws came
out, they weren't growing as much, they
weren't increasing their money and since
they'd spent so much money, they were so in
debt that they had to pull back and as of
today, they still ride at a 70 to 85%
capacity.
So they're better ontario when they need to

(19:01):
go into expansion, but they take a little
bit longer to do that.
Where before, during the 50s to 60s and 70s,
anything that had a 50 capacity was
considered of national importance, they
would expand it and make it bigger.
Now they wait a little bit longer, but they
still look at what the future needs.
Going up the gas peninsula to ramoski,
they're looking at expanding the limited

(19:23):
access highway up there.
They're taking their time where, if it was
the 1960s, that would have been done like
five years ago.
But now they're taking their time, they're
bypassing the small towns, they're ensuring
that they have the proper route laid out,
even though the highway the two lane
highway that exists there right now has
reached capacity in the summertime.
Wintertime not so much, but in the summer

(19:47):
it's reached capacity and they know they
need to move travelers further up because
more people want to see the gas peninsula,
so they're looking at it.
Newfoundland, on the other hand, has
essentially two main areas of limited
access through it, through Cornerbrook and
St John's, newfoundland, its main hub city.
But even though the island doesn't have a
big population, they've still turned their
national Trans-Canada Highway into limited

(20:08):
access.
At all main points You'll be out in the
middle of nowhere with another main highway
breaking off, and they will put in bridges
and on and off ramps to ensure the easy
flow of traffic.
They understand how their traffic needs to
move and they also understand the fact that
they only have one main highway across the
island.
So if something happens, they need to

(20:29):
ensure the safety of the people traveling
on that highway, and if that highway gets
shut down, their GDP is literally cut off
for the province.
They understand this and that's why, in
main areas, they've expanded to ensure that
the areas are bypassed and the free flow of
goods still happens.
But why would you think to do this?
Oh yeah, that's right, because you

(20:51):
understand the importance of transportation
goods.
So, like I said in our past podcast about
the broken highway system in Canada, why we
need a national highway pact is that we
need to ensure that all of our products
stay in the country.
I don't know how many people I've ever met
when they're crossing the country.
Even if they're crossing Ontario, they'll
get as far as Sault Ste Marie.
Then they'll cross over to the United

(21:12):
States and travel on the American side
until they get to Manitoba.
They do this because they want to bypass
one, an area with not a ton of population,
and two, an area with deadly roads,
especially in the wintertime.
Like I said, when the highway gets shut
down, your GDP literally stops.
Best example of this was when they built a

(21:33):
brand new bridge in Nipigon Ontario.
Now Nipigon Ontario is where Highway 17 and
11 meet.
There is no other east-west highway in the
province of Ontario except the bridge in
Nipigon Ontario.
When they built the brand new four-lane
cable state bridge over a decade ago the
first winter it was up it snapped.

(21:54):
It literally snapped away, creating a
two-foot gap.
Why did this happen?
Well, one, the engineers are sitting in a
skyscraper in Toronto, ontario, never
knowing how cold the air coming off of Lake
Superior can get along the channel along
the Nipigon River.
And number two, nobody understood that this
is the only connection.

(22:14):
You had to make sure you got it right.
When that literally broke apart, our
province was split in two for 17 hours.
They managed to get some steel plates and
allow vehicles.
Transport trucks didn't move for seven days.
Seven days the entire country of Canada's
GDP was at a standstill, unless you were
able to turn yourself around, go all the

(22:35):
way back to Sault Ste Marie, which is over
six and a half hours behind you, to cross
over into the United States.
You had to sit there for seven days.
In one week the GDP was frozen.
Well, because our province sees the fact
that this national importance highway
doesn't have the capacity it only runs at
the maximum in the summertime of 50%

(22:58):
capacity.
Why would you ever need to build another
road around that?
Well, I'll tell you why Because when the
bridge breaks, the province is shut down.
Now we could still move stuff onto trains
and I like to explain in one of our
previous podcasts.
Building an intermodal facility in Sudbury,
ontario or North Bay to allow trucks to
deliver stuff onto trains to be shipped out

(23:20):
west or even to the northwest, like Thunder
Bay, would actually help.
If they don't want to build us a highway,
then at least use the train services,
similar to that of bringing back the
Northlander.
They don't want a four-lane Highway 11 from
North Bay all the way to the Miskaming
Shores, even though that area is poised to
grow over the next 20 years.
But they've chosen to give us a train
service bring.
But they've chosen to give us a train

(23:40):
service.
Bring back, essentially a train service we
once had and improve it so that the free
flow of people can actually move a lot
better.
No-transcript.

(24:08):
The territories really don't have any major
traffic volumes to warrant major expansion.
Hell, they finally crossed the McKenzie
River with a bridge only in the past two
decades.
They finally built the highway to Inuvik so
we can drive from coast to coast to coast
in this country, which only happened in the
past decade.
There's not a lot of traffic to warrant
this expansion, but there's tons of mining
that can go into play in the Northwest
Territories and the Yukon and Nunavut.

(24:30):
Nunavut is the only area of the entire
country of Canada that is not connected
with a land-based transportation route.
There is nowhere in the territory of
Nunavut that has access to the Canadian
highway systems.
Easiest way to do it is to actually build a
road to Churchill, manitoba, and then up
along the coast you can get to Chesterfield
Inlet, which there's a pretty big mine

(24:51):
there that you can access.
You've got to remember.
There's diamond, there's oil, there's rare
earth, minerals, all in the territories but
there's no access to it.
Only in the winter can you access it, in
the summertime nothing.
Now the traffic volumes are low and since
Yellowknife's at the end of the highway,
there's no reason for expansion.
But there is one area in the territories

(25:12):
that could warrant expansion of its highway
system and that is in Whitehorse.
Whitehorse doesn't need a freeway style but
does need an expanded four-lane at-grade
surface highway.
The reason why it needs this is because
Whitehorse is one of the few areas in the
territories that's actually growing and
it's also along the Alaskan Highway

(25:33):
connecting Canada and Alaska.
Expanding that through that area would help
move traffic through Whitehorse a lot
easier.
It would also create interest in setting up
shop in Whitehorse.
You have to remember when your
transportation costs decrease, your city
becomes more acceptable to major
manufacturing sites.

(25:54):
We don't have automotive production
facilities in my home city because we don't
have an easily accessible highway system.
Like I said, when there's an accident in 69,
the highway shut down for about three hours
with the standard accident a death up to
eight hours.
Could you imagine Honda sitting there
waiting for their parts?
Like I said, roughly $250,000.
That's $2 million.

(26:15):
Most of the suppliers that go bankrupt
every single winter just shipping stuff up.
As of right now they could build a facility
in Parry Sound, but the province of Ontario
is very tight-knit when it comes to the
Golden Horseshoe area.
It goes in the Golden Horseshoe or it
doesn't go anywhere else.
So with each province and territory setting
out their own national standard for their
highway systems, it creates a massive

(26:37):
bottleneck.
When you leave the province of Ontario and
you finally hit a four-lane, accurate
highway system in Manitoba, you can move
quicker until you get to Winnipeg.
The city of Winnipeg, nearly 800,000 people,
has no freeway.
It's all four-lane, act-grade,
traffic-light highway systems and they
wonder why they can't compete with their
neighbors in Saskatchewan and Alberta who

(26:59):
have limited-access, freeway-style highways
in all major cities, because their products
move faster and moving faster decreases
your costs.
I have to pay a truck driver an extra hour
to travel travel on a two lane highway at a
slower rate.
That's an extra hour out of my pocket,
that's an extra hour I have to charge the

(27:20):
customer, that's an extra hour I need to
find a way to make profit off of.
With so many goods in the country of Canada
being shipped via truck, y'all have to
wonder why provinces are so screwed up when
it comes to their highway expansions, with
Ontario and BC looking at it as a 95%
capacity rating.
Before they even consider expansion,

(27:41):
they're living in the past.
The highway will be congested before they
can even get the construction project off
the ground.
Trust me, taking out a massive loan
spending nearly a trillion dollars in the
country of Canada to build a proper
infrastructure could reap so many rewards,
similar to the rewards that could come from
building a north-south and even east-west

(28:03):
tie roads into the ring of fire mineral
deposits.
Without proper infrastructure to transport
those goods out, those mines are literally
landlocked.
Red tape and a backwards thinking mentality
is what's killing the GDP flow of
transportation goods in the country of
Canada.
And until we create a national highway pact,
each province is going to benefit only in

(28:25):
their select areas.
Southern Ontario gets everything in the
province of Ontario because it has the
proper infrastructure, although that
infrastructure is now becoming clogged to
the point that it's going to cost a fortune
to dig themselves out, when they could have
expanded further out, pushing population
bases further out in the province 70 years

(28:45):
ago, but they didn't.
They focused on one singular area.
Same with Quebec, same with British
Columbia.
They all focus on one core area.
Same with British Columbia.
They all focus on one core area.
And when you build all of your rules and
regulations off of those congested areas,
everyone else suffers.
The Canadian highway infrastructure is
broken and until each province can agree on

(29:07):
similar standards, the GDP moving across
both British Columbia and Ontario is going
to suffer massively because of it.
The Americans were onto something with
their interstate.
It wasn't just about moving people all over
the place, it was about moving goods and
ensuring the growth of their GDP.
America knew that it didn't matter if a
state didn't have enough population to

(29:28):
warrant it.
We still needed to get across the country
from coast to coast with all of our goods,
whether it's computer chips made in Seattle
being shipped to Texas to be put into
automobiles, or telecommunications or
aerospace being developed in California and
having final assembly in Illinois.
We need to move the goods and we need a

(29:49):
proper highway system.
So, in the end, what does Canada need to do,
as it's looking down the barrel of a gun a
20 million more people over the next 30
years coming into this country.
We need to get off our asses and build,
build, build before it's too late.
If you want to see a city that's too late,
try and figure out how you're ever going to

(30:09):
build a proper highway system in Kelowna,
bc.
That's a city that waited too long to build
their proper infrastructure.
So if you like this podcast, please like,
share or comment about it on any of the
major social feeds or streaming sites that
you've found the Outlooks podcast on.
Tell us what you think about the horrible
mentality that goes across the country of
Canada.

(30:30):
There's specific provinces that actually
have a good idea and handle on the thing,
but then there are the other areas that
literally it's too little, too late all the
time.
It doesn't matter if it's in their main
hubs or if it's in the outer lining areas.
They're too little, too late.
Tell us what you think If you're one of

(30:51):
those people that's fighting for BC Highway
1 to be expanded in less than a decade, or
even pushing for Highway 400 to come
through to Sudbury and highway 17 to be
four-laned from Batchawana Bay all the way
to Ottawa.
Tell us what you think and send us.
We're going to send this stuff out to all
government officials across the country.
Tell them what we all think about our
horrible, horrible highway systems.
And after that, stop by the website, read
some of the reviews, check out some of the
ratings.
Go to the Corporate Links website page.

(31:18):
Big or small.
We have them all on the autoluxnet website.
The autolux podcast is brought to you by
ecom entertainment group or distributed by
podbeancom.
If you'd like to get in touch with us, send
us an email over at email at autoluxnet.
The autolux podcast is hosted by the one
and only mr everett jay is both created,
recorded and made by the ecom entertainment
group.
So, from myself and Richie, the Ecom
Entertainment Group and the Autoluxnet
website, strap yourself in for this one fun
wild ride that a lack of proper highways is

(31:40):
going to bring us.
Bye.