That is all beside the point I was addressing. Which was blaming the decentralization of employment areas on the lack of public transit. I pointed out that NYCC went from having the majority of new development being commercial to the opposite. Despite the pre existence of the subway. In fact while all these employment areas were developed outside of Toronto, none were developed anywhere along the existing subway lines in the city.
That's not what you were addressing. You're blaming congestion in North York on a condo boom in an area that was slated to receive a few more office towers. The flaws in this reasoning include assuming there was no congestion before amalgamation, neglecting the tremendous growth of areas beyond North York, and the fact that pre-existing transit will not prevent congestion, just help relieve it.
Why would you blame decentralization of employment on the lack of public transit? That makes no sense. Remember, this thread is about traffic. Suburban congestion was made far worse by not building transit with or before decentralized employment growth (which by itself is not necessarily a bad thing). It's not like a distribution centre or pharmaceutical manufacturer is going to open an 8-acre facility at Yonge & Eglinton. Yes, it would have been nice if more employment was funnelled to subway stations, but that speaks less to the ability or willingness of the city of Toronto to do so and more to our insufficient public transit network. Realistically, a few blocks of Yonge can't accommodate as many jobs as somewhere like the 404/407 interchange. Employment areas further out saw virtually no improved transit other than a few more buses. The 404 corridor employment zones, for instance, should be quite easy to serve with quality transit from Leaside right up to Beaver Creek...not only was nothing built, the double fare punishes many of those willing to cross Steeles (Viva Green isn't really a factor). Even the Sheppard line was not built long enough to affect employment zones in addition to residential areas.
I don't think you realize how much residential development in NYCC pre-dates or was built at the same time as the late-80s/early-90s office boom. You're also underestimating how much traffic would be generated by additional office towers, especially if they have large retail components, even though they'd be right at subway stations. One problem is that the suburban centres like NYCC were only connected by transit to downtown, and not to each other, the rest of suburban 416, or the 905.
The city was clearly successful at funnelling employment and development to NYCC, no matter what you say, and the proof can be seen in places like North York Centre station's ridership and at the intersection of Yonge & Sheppard. Obviously, though, the cumulative growth of traffic from the rest of the northern 416 and all of York Region, no to mention demographic shifts in the surrounding bungalows/McMansions, will easily overwhelm whatever transit/traffic benefits are gained along the 3km stretch of Yonge that forms downtown North York.