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DC and Bmore don't have the relationship you are saying they have...Bmore is an extremely well defined MSA in its own right...Baltimore people are not saying they are from DC area and vice versa....folks from the overlapping suburbs would just say Maryland...this is a unique CSA that we have over here...its a preview of what will be an even worse situation some years from now when NYC and Philly finally join
As for the OP, Chicago then the Bay then DMV-Bmore...we are not cohesive enough as a CSA yet to compete with the Bay and Chicago is just in the beginning stages of its relative decline
Based on what? I just moved to Chicago from Manhattan and it doesn't feel like a city in decline. It has problems yes, but that's different than decline. Lots of construction too.
Not true. Chicago and Milwaukee are nowhere close to becoming a CSA. The CSA business rules are quite strict, and you need heavy commuting patterns.
And it doesn't even make any sense. Milwaukee and Chicago aren't particularly close to one another, and the main factors leading to supercommuting (particularly extreme housing costs) aren't present in that part of the country.
It does go by commuting pattern and that's heavily influenced by infrastructure. Were Metra, Chicagoland's commuter rail service, to extend regular service through to downtown Milwaukee with stops in between in the next couple of years, then it's not unreasonable that a 2030 census would combine the two.
Chicago CSA(ORD & MDW) 2015 Passengers:
ORD: 76,949,336
MDW: 22,221,499 2015 Chicago CSA Total Airport Passengers: 99,170,835
2010
ORD: 67,026,191
MDW: 17,676,413 2010 Chicago CSA Total Airport Passengers: 84,702,604
Washington CSA Airports(BWI, DCA, IAD) 2015 Passengers:
BWI: 23,834,532
DCA: 23,039,429
IAD: 21,650,546 2015 Washington CSA Total Airport Passengers: 68,524,507
2010:
IAD: 23,741,603
BWI: 21,936,461
DCA: 18,118,713 2010 Washington CSA Total Airport Passengers: 63,796,777
San Francisco CSA(SFO, OAK, SJC) 2015 Passengers: SFO: 51,688,632
OAK: 11,205,063
SJC: 9,799,427 2015 San Francisco CSA Total Airport Passengers: 72,693,122
2010:
SFO: 39,391,234
OAK: 9,542,333
SJC: 8,246,064 2010 San Francisco CSA Total Airport Passengers: 57,179,631
Location: That star on your map in the middle of the East Coast, DMV
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Reputation: 5785
2015 GDP numbers:
San Jose-San Francisco-Oakland CSA $711.188 Billion
San Francisco MSA $411.969 Billion
San Jose MSA $213.819 Billion
Stockton MSA $23.491 Billion
Santa Rosa MSA $23.804 Billion
Vallejo MSA $18.055 Billion
Santa Cruz MSA $11.245 Billion
Napa MSA $8.805 Billion
San Jose-San Francisco-Oakland CSA $711.188 Billion
San Francisco MSA $411.969 Billion
San Jose MSA $213.819 Billion
Stockton MSA $23.491 Billion
Santa Rosa MSA $23.804 Billion
Vallejo MSA $18.055 Billion
Santa Cruz MSA $11.245 Billion
Napa MSA $8.805 Billion
Chicago MSA $610.552 Billion
Kankakee MSA $3.845 Billion
Michigan City MSA $3.775 Billion
Chicago blows the other two away at city and MSA level. As someone else pointed out, Chicago doesn't really have a CSA. The difference between the Chicago MSA and CSA is 200k people.
Location: Watching half my country turn into Gilead
3,530 posts, read 4,171,933 times
Reputation: 2925
Quote:
Originally Posted by the resident09
2015 GDP numbers:
San Jose-San Francisco-Oakland CSA $711.188 Billion
San Francisco MSA $411.969 Billion
San Jose MSA $213.819 Billion
Stockton MSA $23.491 Billion
Santa Rosa MSA $23.804 Billion
Vallejo MSA $18.055 Billion
Santa Cruz MSA $11.245 Billion
Napa MSA $8.805 Billion
Chicago MSA $610.552 Billion
Kankakee MSA $3.845 Billion
Michigan City MSA $3.775 Billion
This is the crux of the issue right here. Chicago accounts for 98.7% of its CSA's GDP, while DC is 70.4% of its CSA, and San Francisco only 57.9% of its CSA. Concentration of power has to count for something, especially when there is so much debate over what is "DC" and what is "San Francisco". Based on the traditional model of primacy and city definition, I still see it as Chicago, DC and San Francisco, in that order. You can't claim true supremacy when your percentage of GDP in your metro is significantly lower than the other guys'.
It does go by commuting pattern and that's heavily influenced by infrastructure. Were Metra, Chicagoland's commuter rail service, to extend regular service through to downtown Milwaukee with stops in between in the next couple of years, then it's not unreasonable that a 2030 census would combine the two.
Why? Why would a commuter rail extension make any difference?
Commuter rail lines have very light ridership in the U.S., especially in fringe areas. There's already massive road infrastructure connecting the cities, there's just no reason for large numbers of people to make such a daily commute.
Again, supercommuting is due to high housing costs. Has nothing to do with building a freeways or rail lines. You can ride commuter rail straight through from Springfield, MA to suburban Baltimore (including the busiest stretch of commuter rail in the Americas), doesn't mean it's one CSA (and the Northeast, unlike the Midwest, has high housing costs).
Location: Watching half my country turn into Gilead
3,530 posts, read 4,171,933 times
Reputation: 2925
Quote:
Originally Posted by NOLA101
Why? Why would a commuter rail extension make any difference?
Commuter rail lines have very light ridership in the U.S., especially in fringe areas. There's already massive road infrastructure connecting the cities, there's just no reason for large numbers of people to make such a daily commute.
Again, supercommuting is due to high housing costs. Has nothing to do with building a freeways or rail lines. You can ride commuter rail straight through from Springfield, MA to suburban Baltimore (including the busiest stretch of commuter rail in the Americas), doesn't mean it's one CSA (and the Northeast, unlike the Midwest, has high housing costs).
I don't think this is true. I know for sure there's a gap between SEPTA (Newark, DE) and MARC (Perryville, MD), and believe there might be one in Connecticut, as well.
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