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(Coutesy of City Mayors) Top 50

Bay Street still has Canada’s most expensive office space http://renx.ca/bay-street-still-canadas-expensive-office-space/ Bay Street in Toronto has the most expensive office space in Canada, and no other city comes close to matching the $68.52 per square foot average rent that’s being asked for in the heart of the country’s financial district. JLL Canada recently released its “Most Expensive Streets for Office Space” report, which ranks Canadian cities by their highest asking rents. It shows many companies are still willing to pay a premium for the most expensive spaces, and competition is growing to get into prominent financial, retail and government hubs. “The most significant trend that we are seeing across major markets is that there are a large number of new developments underway,” said JLL Canada president Brett Miller. “Although we have only seen minor changes to the top market rents thus far in 2014, we anticipate that as the new inventory comes to market, overall rents will decrease in the older class-A stock whilst headline rents in new developments may raise the top line rents.” Here are the most expensive streets in nine major Canadian cities 1. Bay Street, Toronto, $68.52 per square foot Bay Street held strong in first place for the fourth year running. It features the headquarters of major Canadian banks and is home to many investment banks, accounting and law firms. Brookfield Place, at 161 Bay St., continues to command the highest office rents of any building in Canada at $76.54 per square foot. The average market rent in Toronto is $34.82 per square foot. (Bay St. looking north from Front St. shown in the image,) 2. 8th Avenue SW, Calgary, $59.06 per square foot 8th Avenue SW again has the highest average gross office rents in Calgary. Large vacancies and availabilities along this corridor typically account for significant activity and command market-leading rates. Large oil and gas companies have historically clustered around the central business district in this area. The top rent on the street is $64.40 per square foot and the average market rent in Calgary is $46 per square foot. 3. Burrard Street, Vancouver, $58.87 per square foot Burrard Street has dropped to third place despite a slight increase in average asking rent from $58.47 in 2013. Approximately 18.3 per cent of downtown class-A office supply is located on Burrard Street between West Georgia Street and Canada Place. The vacancy rate in these six buildings sits at 1.6 per cent, which justifies this location commanding some of the highest rental rates in the city despite the impending influx of new supply that’s putting downward pressure on rents throughout the central business district. The top rent on the street is $66.06 per square foot and the average market rent in Vancouver is $38.81 per square foot. 4. Albert Street, Ottawa, $52.10 per square foot Albert Street remained in fourth position with average rents decreasing slightly from $53.40 per square foot. Albert Street is mainly home to government-related office towers, including numerous foreign embassies, and a few of the largest Canadian business law firms. There seems to be a wait-and-see approach in anticipation of the 2015 federal election regarding the government’s intentions to lease or return more space to the market. The top rent on the street is $53.54 per square foot and the average market rent in Ottawa is $30.90 per square foot. 5. 101st Street NW, Edmonton, $46.71 per square foot The average asking rent dropped from $48.19 per square foot, but 101st Street NW is expected to remain the most expensive in Edmonton with the recent commitment to build the arena district, a large-scale, mixed-use project incorporating the city’s new National Hockey League arena. This is expected to revitalize some of the most important corners on the street. The top rent on the street is $54.15 per square foot and the average market rent in Edmonton is $28.30 per square foot. 6. René-Lévesque W, Montreal, $44.28 per square foot The average gross rent on the street hasn’t changed significantly year over year, but the total value of tenant inducement packages has nearly doubled. The most expensive building on the street (1250 René-Lévesque W) rents for $52.76 per square foot but has seen some downward pressure of two to four dollars on its net rent due to 170,000 square feet of vacant space left behind by Heenan Blaikie. The average market rent in Montreal is $30.38 per square foot. 7. Upper Water Street, Halifax, $36.42 per square foot Upper Water Street has maintained seventh place despite its average asking rent dropping from $36.65 per square foot last year. New construction coming on stream is expected to put downward pressure on rents in existing office buildings. The top rent on the street is $36.62 per square foot and the average market rent in Halifax is $27.44 per square foot. 8. Portage Avenue, Winnipeg, $35.67 per square foot Portage Avenue held strong in eighth place, with its average rent increasing from $35.17 per square foot. The class-A market remains tight and is expected to remain so through 2015. The top rent on the street is $37.32 per square foot and the average market rent in Winnipeg is $23.62 per square foot. 9. Laurier Boulevard, Québec City, $27.50 per square foot Laurier Boulevard held its ninth-place position despite the average rent dropping from $28.14 per square foot. There’s been no notable increase in the average gross rent and the vacancy rate on the street remains low at 5.2 per cent compared to the rest of the market’s 7.8 per cent. The top rent on the street is $28.98 per square foot and the average market rent in Québec City is $21.89 per square foot. JLL manages more than 50 million square feet of facilities across Canada and offers tenant and landlord representation, project and development services, investment sales, advisory and appraisal services, debt capital markets and integrated facilities management services to owners and tenants.

Montréal doesn't seem so bad when you compare to the project management of the NYC Port Authority..WOW http://www.nytimes.com/2014/12/03/nyregion/the-4-billion-train-station-at-the-world-trade-center.html?ref=nyregion&_r=2 How Cost of Train Station at World Trade Center Swelled to $4 Billion With its long steel wings poised sinuously above the National September 11 Memorial in Lower Manhattan, the World Trade Center Transportation Hub has finally assumed its full astonishing form, more than a decade after it was conceived. Its colossal avian presence may yet guarantee the hub a place in the pantheon of civic design in New York. But it cannot escape another, more ignominious distinction as one of the most expensive and most delayed train stations ever built. The price tag is approaching $4 billion, almost twice the estimate when plans were unveiled in 2004. Administrative costs alone — construction management, supervision, inspection, monitoring and documentation, among other items — exceed $655 million. Even the Port Authority of New York and New Jersey, which is developing and building the hub, conceded that it would have made other choices had it known 10 years ago what it knows now. “It looks like a bird carcass picked clean. Not the intended symbolism, I'm sure.” “We would not today prioritize spending $3.7 billion on the transit hub over other significant infrastructure needs,” Patrick J. Foye, the authority’s executive director, said in October. The current, temporary trade center station serves an average of 46,000 commuters riding PATH trains to and from New Jersey every weekday, only 10,000 more than use the unassuming 33rd Street PATH terminal in Midtown Manhattan. By contrast, 208,000 Metro-North Railroad commuters stream through Grand Central Terminal daily. In fact, the hub, or at least its winged “Oculus” pavilion, could turn out to be more of a high-priced mall than a transportation nexus, attracting more shoppers than commuters. The company operating the mall, Westfield Corporation, promises in a promotional video that it will be “the most alluring retail landmark in the world.” But whatever its ultimate renown, the hub has been a money-chewing project plagued by problems far beyond an exotic and expensive design by its exacting architect, Santiago Calatrava, according to an examination based on two dozen interviews and a review of hundreds of pages of documents. The soaring price tag has also been fueled by the demands of powerful politicians whose priorities outweighed worries about the bottom line, as well as the Port Authority’s questionable management and oversight of private contractors. George E. Pataki, a Republican who was then the governor of New York, was considering a run for president and knew his reputation would be burnished by a train terminal he said would claim a “rightful place among New York City’s most inspiring architectural icons.” He likened the transportation hub to Grand Central and promised — unrealistically — that it would be operating in 2009. But the governor fully supported the Metropolitan Transportation Authority’s desire to keep the newly rebuilt No. 1 subway line running through the trade center site, instead of allowing the Port Authority to temporarily close part of the line and shave months and hundreds of millions of dollars off the hub’s construction. That, however, would have cut an important transit link and angered commuters from Staten Island, a Republican stronghold, who use the No. 1 line after getting off the ferry. The authority was forced to build under, around and over the subway line, at a cost of at least $355 million.

Source: http://www.economist.com/news/britain/21611086-why-building-worlds-most-popular-city-so-difficult-and-expensive-bodies-bombs-and London’s costly construction Bodies, bombs and bureaucracy Why building in the world’s most popular city is so difficult and expensive Aug 9th 2014 | From the print edition CROSSRAIL, a new underground railway line, is the main engineering marvel near Tottenham Court Road station in London. Few passers-by realise that another immensely complex construction project is under way nearby. At Rathbone Place, an old postal sorting office is being demolished to make way for a new block of offices and apartments. The entire building must be removed through one narrow exit onto busy Oxford Street. Beneath the site lies a disused underground railway once run by Royal Mail, which must not be disturbed. Even as your correspondent visits, the developer, Great Portland Estates, discovers an ancient electricity cable buried under the foundations. Much of central London is being knocked down and rebuilt. Some 7m square feet of office space is due to be added this year—the most since 2003. Relative to the existing stock, more offices are going up in the capital than in any western European or North American city. Yet building offices (and homes) near the middle of the capital is shockingly expensive. Even before the cost of land is considered, it costs roughly a fifth more than erecting similar stuff in New York or Hong Kong, according to Turner and Townsend, a consultancy firm. The challenges at Rathbone Place help to explain why. London’s history throws up many problems. Unexploded bombs dropped by the Luftwaffe still turn up surprisingly often, as do interesting medieval bodies. The opening of Bloomberg’s new headquarters in the City was held up by the discovery of thousands of Roman artefacts, including a rare phallic good-luck charm. London’s underground networks—including the Tube, but also sewers, various government tunnels and oddities such as the Royal Mail railway—must be negotiated. The city’s medieval street pattern means that buildings cannot always have straightforward 90-degree corners. Narrow streets make moving vehicles and machinery around construction sites far more expensive than in other cities. Typically, construction begins with a small crane, which lifts in vehicles and in turn erects a bigger tower crane. These cranes cannot operate from roads or overhang existing buildings, which explains why so many of the ones in London are elaborate, multi-jointed things. Sometimes they must be custom-built. The planning system then adds all sorts of expensive complexities. In Westminster more than 75% of land is covered by 56 conservation areas protecting the historic appearances of streets, right down to the colour of paint on doors. At another Oxford Street site, Great Portland Estates must lift up an old façade and scoop out the rest of the building from behind it. During this process, neighbouring buildings must be protected—not only structurally but also from noise and dust. Taller buildings are trickier still. They must not block designated views of various landmarks, which explains why some of the skyscrapers in the City of London are oddly shaped. The curious wedge-shaped Leadenhall Building, known as “the cheesegrater”, is intended to protect a view of St Paul’s Cathedral from a pub in Fleet Street. The design also means that the building cannot have a central concrete core, as in most skyscrapers. Instead, the floors are held up by an innovative steel exoskeleton. This makes for a thrilling journey up the building’s glass lifts. But it does add somewhat to the cost. Developers have adapted to these constraints as best they can. Construction is modelled by computers long before the first crane is installed. Each day’s work is planned almost to the minute and materials delivered when they are needed, much like the “just-in-time” methods long used in car factories. Many parts are brought in ready made: fully 85% of the Leadenhall Building was manufactured in the Midlands and Northern Ireland. But the sheer complexity of building in the capital makes for a small, specialised industry with high barriers to entry. Outsiders who try to negotiate London’s planning system often get in trouble, notes Toby Courtauld, Great Portland’s boss. Getting projects approved requires more than mugging up on planning regulations: plenty of rules are unwritten, while political objections can be unpredictable. Incumbent developers know the vagaries of the system. Newcomers do not. All this raises costs, which are passed on to business tenants. And the slowness of building in the capital means that offices are often finished at the wrong time, at the low point in an economic cycle: a slump in construction starts three years ago means supply will crash next year. Putting up buildings is far quicker and easier in other cities, such as Birmingham and Manchester, and also in London suburbs such as Croydon. But developers persist with inner London anyway. Office rents and land values are high enough to support even some outrageously complicated projects. Leasing office space in the West End is twice as expensive as in Madison Avenue in New York. For all that the city’s skyline is dominated by cranes, were developers given free rein much more of central London would be being rebuilt. For firms struggling with high rents, that is frustrating. For Londoners who live and work next to construction sites, it may come as some consolation. From the print edition: Britain

The most expensive tunnel in the world Jul 29th 2012, 17:28 by N.B. | WASHINGTON, D.C. EARLIER this month, Amtrak, America's government-owned passenger rail corporation, released a plan outlining how it's going to spend $151 billion it doesn't currently have (and has no prospect of receiving anytime soon) to bring true high-speed trains to America's crucial Boston-New York-Washington rail axis. Gulliver has already explained why Amtrak's project is ambitious, expensive, and unlikely. But the more you delve into the details of the plans, the sillier they appear. Take, for example, Amtrak's proposal to bore a 10-mile rail tunnel underneath Philadelphia. As Steve Stofka, a transport blogger, explains, this proposal would require the most expensive type of tunnel imaginable—"It is freaking expensive to bore a ten-mile-long tunnel through an alluvial floodplain under a highly urbanised area—and to maintain it, since it will reside below the water table," Mr Stofka writes. At $10 billion, he notes that the project would be about three times as expensive per mile as the Gotthard Base Tunnel under the Swiss Alps. And all this is for marginal improvements in speed and access. The tracks around and through Philadelphia aren't, generally, big obstacles to high-speed rail—the tunnels in and around Baltimore, Maryland are. It would be much cheaper to replace Baltimore's terrible tunnels than to build a fancy new one under Philadelphia. The Philadelphia tunnel, unfortunately, isn't even the worst part of Amtrak's plan. That honour goes to a $7 billion renovation of Washington's Union Station (pictured), which Slate's Matthew Yglesias rightly calls "insane". Amtrak's cost estimate is many times higher than for similar projects in Europe. And as Mr Yglesias notes, it seems that Amtrak doesn't have its priorities straight: [F]rom the look of Amtrak's proposal in addition to the high unit costs problem, there seems to be an awful lot of emphasis on doing stuff that has no really clear operational benefits. For example, they don't like the fact that right now Union Station's existing platforms have unsightly and inconvenient columns in the middle of them. To get rid of the columns, they need to scrap the 2,000-space parking deck that they're supporting. Then they want to replace the parking deck with a 5,000-space four-level underground garage. That's an awful lot of money to spend on something that has minimal operational value from the standpoint of actually operating a railroad. There's no doubt that America's big east-coast cities could benefit from access to true high-speed rail. But before it gets the funding necessary to make that happen, Amtrak should put forth a credible, smart proposal that puts the needs of passengers and the public first. I have taken Amtrak trains out of Union Station several hundred times. I've never given more than a moment's thought to the "unsightly and inconvenient" columns on the platforms, but I have noticed how trains crawl through the tunnels in Baltimore and move much more slowly, overall, than similar trains in Europe. Renovating Union Station and replacing its parking garage isn't likely to make Amtrak's trains go any faster. Amtrak needs to get a handle on which kind of projects are worth billions of taxpayer dollars—and which aren't. http://www.economist.com/blogs/gulliver/2012/07/rail-renovations

A billionaire Russian tycoon has bought Manhattan's most expensive ever apartment for a cool $88million for his 22 years old daughter. Dmitry Rybolovlev, said to be worth around $9.5billion, can now enjoy a 6,744 sq ft 10-room apartment which overlooks Central Park in Manhattan. http://www.dailymail.co.uk/news/article-2076017/Russian-billionaire-buys-New-York-Citys-expensive-apartment--88MILLION.html#ixzz1h5n9fLOf

SaveOnBrew 2011 NHL Stadium Beer Price Review SaveOnBrew.Com has released their 2011 beer price findings for all 30 NHL stadiums. Not surprisingly, prices edged upward from 2010 but the good news is the average increase is less than two percent. Of course, when prices start at five dollars for a 12 ounce serving, every little penny tacked on hurts. Five dollar beer can still be had while watching a Buffalo Sabres, Pittsburgh Penguins, St. Louis Blues, or Tampa Bay Lightning home game. The lowest price to grab a cup of suds was at a Sabres Game where $5.00 will get you a generous sixteen ounce cup. The most expensive brew belongs to CentreBell, home of the Montreal Canadians, winners of 24 Stanley Cups. A 16 ounce cup will set you back $9.94 – that’s 62 cents per ounce (adjusted to U.S. dollars). To put that in perspective, a six pack would put a hockey fan back almost 45 dollars. Two stadiums actually sell suds for less this year. United Center, home of the Chicago Blackhawks, went from a 16 ounce serving to a 20 ounce serving, but only raised the price for those four additional ounces by 25 cents. The Winnipeg Jets, recently relocated to the MTS Center, sell their for about 30 cents less this year. The good news is that you can always find great deals on beer outside the stadium by checking our beer price search engine - go ahead and give it a whirl now!

http://www.inman.com/buyers-sellers/columnists/stevebergsman/westmount-canadas-beverly-hills According to wikipedia, Place Belvedere is considered the most expensive street on the whole island. I guess when there is only 10 homes on it, would make sense.

(Courtesy of theFinancial Post) PDF Enjoy the short read I will try and compare Montreal, Toronto and New York with all the info they put in the PDF.

Canada may be a hotspot for retail expansion, but lease costs in the country’s fanciest downtown shopping districts are still a relative bargain compared to other global centres. Toronto’s Bloor Street area was the priciest in Canada at $291.66 (U.S.) a square foot, according to Colliers International. Toronto is the only Canadian city to make the Top 50 in the report, coming in as the world’s 37th most expensive retail leasing market. The most expensive space in the world can be found on Fifth Avenue in New York, where lease costs are $2,150 a square foot – gaining 70 per cent over last year. The top five is rounded out by Hong Kong’s Russell Street ($1,510, up 25 per cent), Paris’s Avenue des Champs-Elysees ($1,310, unchanged), London’s Old Bond Street ($962, unchanged) and Zurich’s Bahnhofstrasse ($955, up 14.2 per cent). Ste-Catherine Street West in Montreal was the second most expensive Canadian location, at $204.15, a drop of 4.5 per cent. Saskatoon saw the biggest jump in Canadian lease rates, with Broadway Avenue gaining 25 per cent to $34.03. Other Canadian sites included: Calgary’s Uptown 17th Avenue at $53.47 (down 26 per cent), Downtown Edmonton at $43.75 (unchanged), Halifax’s Sprig Garden Road at $48.61 (unchanged), Ottawa’s Byward Market at $38.89 (down 20 per cent), Vancouver’s Robson Street at $194.44 (unchanged) and Victoria’s Government Street at $53.47 (unchanged). “After two successive years of lackluster growth, the world’s top retail streets once again regained their vitality, as reflected by a general rise in rents in many of the world’s premier shopping districts,” the report states. “As the lingering effects of the global downturn faded during the latter half of 2010, rising demand for the world’s most prime retail real estate was evident in many countries as many new retailers sought to establish a foothold in the world’s most prestigious avenues.” http://www.theglobeandmail.com/report-on-business/canadas-retail-space-still-a-deal-report/article2050037/

http://www.youtube.com/watch?v=_4W_F1RKR0A I don't think anyone here would like this. It would beat living in apartment thats for sure. Plus if it cost like US$500,000 in Tokyo. It can't be that expensive here.

All 8 combined total:$530,000,000 Floor space well over: 64,000 sq.ft Article Just imagine someone buys all 8 and asks them to reconfigure it to make it a large residence.

(Courtesy of The Financial Post)

(Courtesy of Luxist) :eek: If I had $200 million. Not sure I would spend it on a condo maybe on a townhouse.

(Courtesy of The Globe and Mail) I am quite surprised Montreal and Honolulu were so close together. Plus Oahu quite expensive, but I guess compared to other islands its cheaper. Honolulu has way more high end boutiques. Even Ala Moana shopping mall full of high end stores. The most predominate tourist in these high end boutiques are Japanese or were. Seeing I haven't been to Honolulu in quite a while. Last time I was there. There was more and more Russians. Could have changed, more Chinese could have been coming also. Plus I am also surprised Montreal and Toronto were tied. I would have thought Toronto would have been a few hundred bucks more expensive.

(Courtesy of Gadling)

Close Up on [FURNI] VBS.tv did a small video interview on Mike Giles of Furni. He does a lot of wood work. I had a chance to work at Furni for a day and use the laser cutter. Seeing he is good friends with the person I am doing my internship with. Blog So if your in the mood, buy one of their clocks for yourself or a present for someone Please check him out. INSIDER INFO: He is also working on Hi-Fi headphones. It is a concept form at the moment. I will tell you more or post pictures when I see the finish product. All I can say, the idea will be similar to GRADO's GS1000i but far less expensive.

We ought to give each club, lounge, bar, restaurant, pub, it's own thread with reviews, pictures, info, commentaries and all that kind of stuff! I'll start with Opera since it's been the subject of a lot of talk lately with the possible demolition for the redevelopment of the ilot du monument national. Some pix from last sunday: My review: Good spot, huge, clean, modern, great music, (mostly) classy good-looking people but all this comes with a price - definitely one of the most expensive spots in town.

Shipping Costs Start to Crimp Globalization When Tesla Motors, a pioneer in electric-powered cars, set out to make a luxury roadster for the American market, it had the global supply chain in mind. Tesla planned to manufacture 1,000-pound battery packs in Thailand, ship them to Britain for installation, then bring the mostly assembled cars back to the United States. Bread in a New Zealand supermarket. Soaring transportation costs also have an impact on food, from bananas to salmon. But when it began production this spring, the company decided to make the batteries and assemble the cars near its home base in California, cutting more than 5,000 miles from the shipping bill for each vehicle. “It was kind of a no-brain decision for us,” said Darryl Siry, the company’s senior vice president of global sales, marketing and service. “A major reason was to avoid the transportation costs, which are terrible.” The world economy has become so integrated that shoppers find relatively few T-shirts and sneakers in Wal-Mart and Target carrying a “Made in the U.S.A.” label. But globalization may be losing some of the inexorable economic power it had for much of the past quarter-century, even as it faces fresh challenges as a political ideology. Cheap oil, the lubricant of quick, inexpensive transportation links across the world, may not return anytime soon, upsetting the logic of diffuse global supply chains that treat geography as a footnote in the pursuit of lower wages. Rising concern about global warming, the reaction against lost jobs in rich countries, worries about food safety and security, and the collapse of world trade talks in Geneva last week also signal that political and environmental concerns may make the calculus of globalization far more complex. “If we think about the Wal-Mart model, it is incredibly fuel-intensive at every stage, and at every one of those stages we are now seeing an inflation of the costs for boats, trucks, cars,” said Naomi Klein, the author of “The Shock Doctrine: The Rise of Disaster Capitalism.” “That is necessarily leading to a rethinking of this emissions-intensive model, whether the increased interest in growing foods locally, producing locally or shopping locally, and I think that’s great.” Many economists argue that globalization will not shift into reverse even if oil prices continue their rising trend. But many see evidence that companies looking to keep prices low will have to move some production closer to consumers. Globe-spanning supply chains — Brazilian iron ore turned into Chinese steel used to make washing machines shipped to Long Beach, Calif., and then trucked to appliance stores in Chicago — make less sense today than they did a few years ago. To avoid having to ship all its products from abroad, the Swedish furniture manufacturer Ikea opened its first factory in the United States in May. Some electronics companies that left Mexico in recent years for the lower wages in China are now returning to Mexico, because they can lower costs by trucking their output overland to American consumers. Neighborhood Effect Decisions like those suggest that what some economists call a neighborhood effect — putting factories closer to components suppliers and to consumers, to reduce transportation costs — could grow in importance if oil remains expensive. A barrel sold for $125 on Friday, compared with lows of $10 a decade ago. “If prices stay at these levels, that could lead to some significant rearrangement of production, among sectors and countries,” said C. Fred Bergsten, author of “The United States and the World Economy” and director of the Peter G. Peterson Institute for International Economics, in Washington. “You could have a very significant shock to traditional consumption patterns and also some important growth effects.” The cost of shipping a 40-foot container from Shanghai to the United States has risen to $8,000, compared with $3,000 early in the decade, according to a recent study of transportation costs. Big container ships, the pack mules of the 21st-century economy, have shaved their top speed by nearly 20 percent to save on fuel costs, substantially slowing shipping times. The study, published in May by the Canadian investment bank CIBC World Markets, calculates that the recent surge in shipping costs is on average the equivalent of a 9 percent tariff on trade. “The cost of moving goods, not the cost of tariffs, is the largest barrier to global trade today,” the report concluded, and as a result “has effectively offset all the trade liberalization efforts of the last three decades.” The spike in shipping costs comes at a moment when concern about the environmental impact of globalization is also growing. Many companies have in recent years shifted production from countries with greater energy efficiency and more rigorous standards on carbon emissions, especially in Europe, to those that are more lax, like China and India But if the international community fulfills its pledge to negotiate a successor to the Kyoto Protocol to combat climate change, even China and India would have to reduce the growth of their emissions, and the relative costs of production in countries that use energy inefficiently could grow. The political landscape may also be changing. Dissatisfaction with globalization has led to the election of governments in Latin America hostile to the process. A somewhat similar reaction can be seen in the United States, where both Senators Barack Obama and Hillary Rodham Clinton promised during the Democratic primary season to “re-evaluate” the nation’s existing free trade agreements. Last week, efforts to complete what is known as the Doha round of trade talks collapsed in acrimony, dealing a serious blow to tariff reduction. The negotiations, begun in 2001, failed after China and India battled the United States over agricultural tariffs, with the two developing countries insisting on broad rights to protect themselves against surges of food imports that could hurt their farmers. Some critics of globalization are encouraged by those developments, which they see as a welcome check on the process. On environmentalist blogs, some are even gleefully promoting a “globalization death watch.” Many leading economists say such predictions are probably overblown. “It would be a mistake, a misinterpretation, to think that a huge rollback or reversal of fundamental trends is under way,” said Jeffrey D. Sachs, director of the Earth Institute at Columbia University. “Distance and trade costs do matter, but we are still in a globalized era.” As economists and business executives well know, shipping costs are only one factor in determining the flow of international trade. When companies decide where to invest in a new factory or from whom to buy a product, they also take into account exchange rates, consumer confidence, labor costs, government regulations and the availability of skilled managers. ‘People Were Profligate’ What may be coming to an end are price-driven oddities like chicken and fish crossing the ocean from the Western Hemisphere to be filleted and packaged in Asia not to be consumed there, but to be shipped back across the Pacific again. “Because of low costs, people were profligate,” said Nayan Chanda, author of “Bound Together,” a history of globalization. The industries most likely to be affected by the sharp rise in transportation costs are those producing heavy or bulky goods that are particularly expensive to ship relative to their sale price. Steel is an example. China’s steel exports to the United States are now tumbling by more than 20 percent on a year-over-year basis, their worst performance in a decade, while American steel production has been rising after years of decline. Motors and machinery of all types, car parts, industrial presses, refrigerators, television sets and other home appliances could also be affected. Plants in industries that require relatively less investment in infrastructure, like furniture, footwear and toys, are already showing signs of mobility as shipping costs rise. Until recently, standard practice in the furniture industry was to ship American timber from ports like Norfolk, Baltimore and Charleston to China, where oak and cherry would be milled into sofas, beds, tables, cabinets and chairs, which were then shipped back to the United States. But with transportation costs rising, more wood is now going to traditional domestic furniture-making centers in North Carolina and Virginia, where the industry had all but been wiped out. While the opening of the American Ikea plant, in Danville, Va., a traditional furniture-producing center hit hard by the outsourcing of production to Asia, is perhaps most emblematic of such changes, other manufacturers are also shifting some production back to the United States. Among them is Craftmaster Furniture, a company founded in North Carolina but now Chinese-owned. And at an industry fair in April, La-Z-Boy announced a new line that will begin production in North Carolina this month. “There’s just a handful of us left, but it has become easier for us domestic folks to compete,” said Steven Kincaid of Kincaid Furniture in Hudson, N.C., a division of La-Z-Boy. Avocado Salad in January Soaring transportation costs also have an impact on food, from bananas to salmon. Higher shipping rates could eventually transform some items now found in the typical middle-class pantry into luxuries and further promote the so-called local food movement popular in many American and European cities. “This is not just about steel, but also maple syrup and avocados and blueberries at the grocery store,” shipped from places like Chile and South Africa, said Jeff Rubin, chief economist at CIBC World Markets and co-author of its recent study on transport costs and globalization. “Avocado salad in Minneapolis in January is just not going to work in this new world, because flying it in is going to make it cost as much as a rib eye.” Global companies like General Electric, DuPont, Alcoa and Procter & Gamble are beginning to respond to the simultaneous increases in shipping and environmental costs with green policies meant to reduce both fuel consumption and carbon emissions. That pressure is likely to increase as both manufacturers and retailers seek ways to tighten the global supply chain. “Being green is in their best interests not so much in making money as saving money,” said Gary Yohe, an environmental economist at Wesleyan University. “Green companies are likely to be a permanent trend, as these vulnerabilities continue, but it’s going to take a long time for all this to settle down.” In addition, the sharp increase in transportation costs has implications for the “just-in-time” system pioneered in Japan and later adopted the world over. It is a highly profitable business strategy aimed at reducing warehousing and inventory costs by arranging for raw materials and other supplies to arrive only when needed, and not before. Jeffrey E. Garten, the author of “World View: Global Strategies for the New Economy” and a former dean of the Yale School of Management, said that companies “cannot take a risk that the just-in-time system won’t function, because the whole global trading system is based on that notion.” As a result, he said, “they are going to have to have redundancies in the supply chain, like more warehousing and multiple sources of supply and even production.” One likely outcome if transportation rates stay high, economists said, would be a strengthening of the neighborhood effect. Instead of seeking supplies wherever they can be bought most cheaply, regardless of location, and outsourcing the assembly of products all over the world, manufacturers would instead concentrate on performing those activities as close to home as possible. In a more regionalized trading world, economists say, China would probably end up buying more of the iron ore it needs from Australia and less from Brazil, and farming out an even greater proportion of its manufacturing work to places like Vietnam and Thailand. Similarly, Mexico’s maquiladora sector, the assembly plants concentrated near its border with the United States, would become more attractive to manufacturers with an eye on the American market. But a trend toward regionalization would not necessarily benefit the United States, economists caution. Not only has it lost some of its manufacturing base and skills over the past quarter-century, and experienced a decline in consumer confidence as part of the current slowdown, but it is also far from the economies that have become the most dynamic in the world, those of Asia. “Despite everything, the American economy is still the biggest Rottweiler on the block,” said Jagdish N. Bhagwati, the author of “In Defense of Globalization” and a professor of economics at Columbia. “But if it’s expensive to get products from there to here, it’s also expensive to get them from here to there.” http://www.nytimes.com/2008/08/03/business/worldbusiness/03global.html?pagewanted=1&em

Voici ma vision pour le secteur du bord de l'eau. The situation is simple. We have a high-density area surrounding a transit hub, a good example of transit oriented development... but it is locked in by highways. Furthermore, the "Old Longueuil" area, the real cultural, historical and recreational area of Longueuil is blocked off from this downtown area as a result. Finally, the waterfront is also isolated by autoroute 20. This isn't just some random waterfront either.. this is PRIME space. Just across from Sainte-Helene island and Montreal. There's a reason throngs of people come here to watch the fireworks in the summer! The view is exceptional! Solution : Mettre l'autoroute 20 sous terre ainsi qu'une portion du boulevard Taschereau et réunir le bord de l'eau avec Place Charles-Lemoyne (le "centre ville" de Longueuil) et le secteur du Vieux-Longueuil historique (l'autre "centre ville", et selon moi, le vrai) - Faire de cette région un vrai pole économique, culturel, récréotouristique, etc. Optimistic? Ambitious? Naive? Perhaps... i know this project would be hilariously expensive, but damn, imagine the cohesive and dynamic, livable and exciting Longueuil city center that would emerge! Please give me your feedback... i'm very interseted in hearing what you have to say! Merci beaucoup tout le monde! (Metro Charland named after the Montreal South mayor - Montreal South being the small town originally located on that land, eventually merged into Longueuil. Boul Isidore Hurteau named after the first mayor of Longueuil) AVANT APRES

Ooh La La Kelly Ripa finds romance in Montreal. By Joseph Guinto. Photograph by Robert Ascroft. Kelly Ripa has talked to every single living celebrity in America. Twice. Maybe even more. I have not verified this fact, per se, but she’s served alongside TV legend Regis Philbin for almost seven years as cohost of Live with Regis and Kelly, so it must be true. Or close to it. And yet, Ripa — plenty famous in her own right, known for acting on All My Children and in sitcoms as well as for playing the role of TV talker — is still genuinely interested in the vaporing of the vainglorious, the gabbing of the glitterati. You know, the stuff that famous people talk about. She Said… Here’s where Kelly Ripa parle français in Montreal. LODGING Hôtel le St-James, very expensive, (514) 841-3111, http://www.hotellestjames.com Hotel St-Paul, expensive, (514) 380-2222, http://www.hotelstpaul.com DINING Eggspectation, inexpensive, (514) 282-0119, http://www.eggspectation.ca Ferreira Café, moderate to expensive, (514) 848-0988, http://www.ferreiracafe.com Olive & Gourmando, inexpensive to moderate, (514) 350-1083, http://www.oliveetgourmando.com NIGHTLIFE Vauvert, expensive, (514) 876-2823, http://www.restaurantvauvert.com THINGS TO SEE AND TO DO IN *MONTREAL Formula One Grand Prix du Canada, http://www.formula1.com Just for Laughs Comedy Tour, (514) 845-2322, http://www.justforlaughs.ca Montreal International Jazz Festival, (514) 871-1881, http://www.montrealjazzfest.com Old Montreal, http://www.vieux.montreal.qc.ca Spa Diva, (514) 985-9859, http://www.spadiva.ca SHOPPING Les Cours Mont-Royal, (514) 842-7777, http://www.lcmr.ca “I’m a pop-culture junkie,” she says from her office inside ABC’s Manhattan headquarters, where Live is produced. “I never get tired of it. There’s always something they haven’t revealed, something that you’ve never heard anywhere else. I really find it fascinating.” Then again, not everything the famous and rich say and do is fascinating. And, to be sure, some things are simply better left unrevealed. To wit, do you really want to know that Britney Spears had a number-three value meal with a Coke at McDonald’s last night? Probably not. But many of us — or at least I — still manage to obtain this type of knowledge on a daily basis. It would be wrong to blame Ripa for that. She’s certainly never grabbed a camera and followed a pop star to a fast-food restaurant. (I have not verified this fact, per se, though surely it is true.) But Ripa, 37, does regularly open her own life to the other pop-culture junkies in the world, right down to discussing what she had for dinner last night. Each weekday morning on Live, she and Philbin, 76, engage in 20 minutes of remarkably unscripted banter that touches on everything from their noshing habits to the day’s news (well, celebrity news, anyway) to where babies come from — specifically, where Ripa’s babies come from, in at least one case. I had somehow forgotten about this when Ripa and I recently chatted. We were talking about Montreal, her favorite romantic getaway and a place that she and her husband, fellow All My Children alum Mark Consuelos, visit nearly every year sans the kids (Michael, 10; Lola, 6; and Joaquin, 4). But then, exactly 10 minutes and 34 seconds into our conversation, Ripa reminds me that she keeps few secrets from the public. “One of our children was conceived in Montreal, actually,” she says, quite unprompted. “Mark and I went for our anniversary one year, and Joaquin was our souvenir.” This is one of those things that we — okay, maybe it’s just me — actually don’t want to know. Or maybe it’s just something that we — or again, maybe it’s just me — don’t know how to react to. Regis would likely come up with something witty or wacky to say in reply. The best I can do is, “Oh, so Joaquin came right out speaking French, eh?” I am no Regis. Thankfully, since Ripa talks for a living, she bails me out. “That’s why we gave Joaquin the exotic name,” she says. “I was going to name him Jean Pierre. But I thought that was too much. Jean Pierre Consuelos doesn’t really go together.” Jean Pierre. It’s probably just a joke. But still, I hadn’t heard that before. It’s funny — and, sure, fascinating. You know what else is fascinating? Montreal. Especially Kelly Ripa’s Montreal. Here are the things you do want to know about. We Said… Here’s where we allons in Montreal. LODGING Novotel Montréal Centre, moderate, (514) 861-6000, http://www.novotelmontreal.com. The Canadian dollar is no longer a bargain, but the Novotel still is. Its budget-friendly digs are comfortable and convenient, and it’s near the intersection of Rue Sainte-Catherine and Rue Crescent, where clubs, restaurants, and shops abound. Opus Hotel Montreal, moderate to expensive, (514) 843-6000, http://www.opushotel.com. If you were a touring rocker with a touch of fame, you’d probably stay at this slick, modern downtown hotel. It would be a smart move. The Opus offers its style at a discount, compared with prices at Montreal’s other sleek digs. DINING Au Pied de Cochon, moderate to expensive, (514) 281-1114, http://www.restaurantaupieddecochon.ca. You will be fighting for a reservation with foodies from around the world at this simply decorated eatery, where pork and foie gras are the main attractions. Yes, they cook them together. Banquise, inexpensive, (514) 525-2415. Located in the Plateau neighborhood, largely a French-speaking area of town, this diner-style restaurant serves more than a dozen different kinds of poutine. That’s a Quebec specialty featuring, when at its most basic, french fries topped with cheese curds and gravy. C’est magnifique! Le Réservoir, inexpensive to moderate, (514) 849-7779. This neighborhood joint is just off what Montrealers call the Main — Boulevard Saint-Laurent, the old dividing line between the French- and English-speaking sides of town. Celebrate the détente with international snacks, and drink house-brewed beers until the last call, at three a.m. NIGHTLIFE Casa del Popolo, (514) 284-0122, http://www.casadelpopolo.com. Maybe you’ll get lucky and catch the next Arcade Fire performance at this venue, which is popular with the indie-rock set. Les Deux Pierrots, (514) 861-1270, http://www.lespierrots.com. Does sitting in a brick-walled bar in Montreal’s oldest neighborhood while singing along to French and English cabaret songs sound silly? Well, then, it’s time to get silly. SHOPPING Marché Bonsecours, (514) 872-7730, http://www.marchebonsecours.qc.ca. Unfortunately, they’re no longer selling fresh vegetables at this European-style marketplace. But they are selling locally made crafts, so that’s nice. ATTRACTIONS La Basilique Notre-Dame de Montréal, (514) 842-2925, http://www.basilique nddm.org. Is the interior of this scaled-down, nineteenth-century replica of Paris’s Notre-Dame more dramatic than the original’s? That depends on how you feel about the stunning use of the color blue. Le Mont Royal, (514) 843-8240, http://www.lemontroyal.qc.ca. Frederick Law Olmsted, who laid out New York’s Central Park, also designed this sprawling space. It’s filled with hiking and biking trails and is capped by a 98-foot-high cross, which honors Paul de Chomedey, Sieur de Maisonneuve, the city’s founder. About Montreal: There are more than 3.6 million people in Montreal and its immediate urban area. That’s nearly half the population of the province of Quebec. Some 70 percent of those people are native French speakers, making Montreal the second-largest francophone city in the world, after Paris. Plus, Montreal is in Canada. About Kelly Ripa’s Montreal: “My husband has friends who live in Montreal,” Ripa says, “and he’d been raving about it for years, telling me how wonderful it is and that we just had to go and that I would love it. The first time I went, I think, was for our fourth or fifth wedding anniversary. When we landed, everyone at the airport was speaking French. So I turned to Mark, and I said quite possibly the dumbest thing I’ve ever said in my life. I said, ‘You’re right; it’s so romantic and wonderful. It’s just like being in another country.’ He said, ‘I hate to burst your bubble, but we are in another country.’ ” About Montreal: The city has seen a boom in swank boutique hotels in recent years, especially in Old Montreal, a neighborhood with narrow, cobblestoned streets that dates back to the founding of the city, in 1642. Plus, Montreal smells nice. About Kelly Ripa’s Montreal: “The St-James in Old Montreal is a wonderful hotel,” Ripa says. “It is simply luxurious. Also, the St-Paul Hotel is very boutiquey and kind of rock and roll. They give you these wonderful colognes that you can take with you when you leave. I sometimes call the hotel and ask them to send me some because they smell so good.” About Montreal: The city claims to have more restaurants per resident than any other city in North America. It is famous for café au lait, smoked meats, and game-based Quebecois cuisine. Plus, some of the restaurants serve breakfast even at lunchtime. About Kelly Ripa’s Montreal: “Mark and I go there without our kids,” Ripa explains. “It’s the only place we go without our kids. I mean, I know it’s wonderful for children, but it’s just been our romantic-getaway place. So we usually get up and have breakfast at lunchtime — which, you have to *understand, with three kids, that’s such a luxury for us to not have to get up early. So we usually go to Eggspectation. It’s a very good sort of diner-breakfast place. There’s also a specialty place called Olive & Gourmando in Old Montreal. It has café au lait and croissants and beautiful breads. Unfortunately, I don’t know the street it’s on. Mark and I just sort of wander around there.” About Montreal: The city has thriving live jazz and rock scenes — the noted indie act Arcade Fire is just one rock band to emerge from Montreal. And the city is packed with watering holes. There are, on average, 9.5 bars per square kilometer. Plus, there are lots of restaurants and music venues (which can also be called watering holes). About Kelly Ripa’s Montreal: “If you [can], go to Old Montreal. There are these little cobblestone streets, and every place is a jamming supper club or an amazing jazz bar,” Ripa says. “I just think it’s magic. “You have dinner very late there. It’s very European in that way. Then a lot of these restaurants that start out serving food will turn into nightclubs. All of a sudden, the tables vanish and a DJ comes out. “They have this place called Vauvert in the St. Paul. You can have dinner, and then right after dinner, the DJ comes in. They call it diabolique when the DJ is there on Saturday nights. It’s like a big party. So you eat dinner, and then you dance. It’s one-stop shopping. Plus, the people are gorgeous, and the waitresses have designer uniforms. It’s all very sleek and very elegant.” About Montreal: More than half the Canadian fashion industry’s workers are employed in Montreal. It’s no surprise, then, that the city is home to numerous fashion designers and boutiques. Plus, there are spas. About Kelly Ripa’s Montreal: “For shopping, I like to go to the Cours Mont-Royal,” Ripa says. “It’s kind of like a mall, but there are a lot of small boutiques in there. I mean, you have to buy something when you travel. You have to at least get the kids something. You’re leaving them. ‘Bye! We’ll be back in two days. Have fun with Grandma and Papa!’ Also, I really love Spa Diva, which is in the Cours Mont-Royal. It’s very relaxing.” About Montreal: Despite the fact that Montreal is known for its French speakers and French heritage, one in four Montrealers is an immigrant, and the city is surprisingly diverse, supporting its own Chinatown and Little Italy. There’s also a slice of Portugal. About Kelly Ripa’s Montreal: “There’s a wonderful place called Ferreira Café, which Mark took me to for my birthday one year,” Ripa says. “It’s Portuguese food and is just fabulous. Mark kidnapped me. I’m not kidding. He flew me blindfolded to Montreal and took me to Ferreira. Well, I was allowed to take the blindfold off when we landed. I didn’t have to eat blindfolded. He had me home in time for the show the next day.” About Montreal: Winters are long and can be stingingly cold, which explains why the city loves its warm-weather festivals. It hosts international mega-gatherings to celebrate jazz, comedy, and film. It also has really fast car races. About Kelly Ripa’s Montreal: “Mark loves the Formula One race,” Ripa says. “He goes every year if he can. That’s in June. They also have the jazz festival. That’s great; it’s in July. But the comedy festival, for me, is the most special. You see the most amazing performers. You just know that any day now, a sitcom is going to come out of one of the great performances you just saw on the stage.” About Montreal: The city is the site of a semi-risqué routine performed at the aforementioned Just for Laughs comedy festival by a certain American star named Kelly Ripa. It included some, ah, other performers. About Kelly Ripa’s Montreal: “Yeah, thanks for noticing that I did that,” Ripa says. “It was amazing fun. The joke was that we hired all these drag queens to do a burlesque striptease with me. I had just had a baby, and they all looked much more like women than I did. So people were like, ‘Oh, look at these beautiful women … and Kelly.’ Then the audience figured out that they were all men … and Kelly.” Career Questions Kelly Ripa explains what she does when she’s not relaxing in Montreal. Did you set out to be an actor/talk-show host? No. My whole career has been a series of accidents. I accidentally got into acting because my friends were doing it. They were doing extra work, and they were making good money. So I was like, Hey, why not? That led to the soap [All My Children], which led to the talk show, which led to the sitcom, which led to the production company. What production company? Mark and I have a TV production company together now. We sold a scripted show that did not get picked up this past fall, and we just sold a pilot to the History Channel for an interesting show called Wild Gourmet. It’s about a man who is a trained chef and an anthropology major. He takes you through a culture’s hunting and eating of a specific animal. Why production? You can’t be on camera forever. Very few people can. So I’m one of those people who would eventually like to work behind the camera. Wait — hasn’t Regis been on camera forever? He’s the one in a million. He’s always relevant. He’s always charming. He’s always gorgeous. [Laughs] I don’t see it turning out that way for me. Speaking of Regis, I’ve heard people say he’s quitting when his contract is up. True? I don’t believe that. I’ve been hearing that since I got here. He loves it. I love it. It’s a great place to work. It’s a fun, sort of easy schedule for people like us, who really just want to be on vacation all the time. You did voice work for two animated movies that are coming out soon. What was that like? I don’t even remember. You do these things, and then for, like, the next seven years or something, they animate the film. It’s all that computer animation. I had almost forgotten that I did them. One of them, Fly Me to the Moon, my son is also in. I play a fly, and my son plays the friend of one of my maggots. It’s very cute. http://www.americanwaymag.com/tabid/2855/tabidext/3465/default.aspx

Prices 1. Oslo 2. Copenhagen 3. London 4. Dublin 5. Zurich 18. New York 19. Toronto 22. Montreal Survey

We are quite fortunate to have such cheap housing here in Montreal. The likes of Winnipeg and Moncton are more expensive than us. Why is that? Source: The Globe and Mail http://www.reportonbusiness.com/servlet/story/RTGAM.20070926.whousingprices0926/BNStory/robNews/home

Montreal does it right Behind the chair BRYAN FADER hfxnews.ca I have just returned from a hair show in Montreal and once again I have fallen in love with that city. It is always so great to be in a place where people push the envelope with fashion. They seem to push the envelope with everything they do. While there I attended a Habs game against Ottawa. Now, to be honest, I am a Leafs fan and I hate both of these teams but to get caught up in all that was going on was easy to do. I did have some time in between great plays to notice that even at a hockey game the woman of Montreal dress well and have great hair and better makeup. What I also noticed is that they are not necessarily better looking. They are average I think in the big picture. But it's what they do with their version of average that matters. They accent the positive and hide the negative. They walk with confidence and a belief in themselves. It is really attractive to see a woman - any woman - carry herself with a sense of confidence. A sense of purpose and a sense of ease. Ease in herself and her look. I think it comes down to the details. Not a specific sweater or dress or haircut, but in all of the things that they pick it's quality over quantity. They make sure their hair is polished and their nails are manicured. The right earrings that can dress up any look. Now the great part about this is that you can do this, too. If you are feeling out of sorts with your fashion, whether it is your haircut or your clothes, this is the time to start to make a change, The first thing is to take a really good inventory. I was in Winners the other day trying on some shirts and I am not sure what the lights do in the dressing rooms but I know I look better than that!!! What it did do, though, was shine an honest light on what is working and what I have to work on. We need to be honest with ourselves if we expect to change and inventory helps with that. Start with your clothes. If it has a stain on it, if it has a rip in it or if you haven't worn it in a year then you must get rid of it. Just let it go. It isn't your friend. If it is your hair it's time for some detail. A cleaner cut, a solid colour that compliments your skin (your stylist can help you with that) . Think more polish. Think expensive. It doesn’t have to be expensive, just look expensive. And that means well done. Maybe your makeup is in need of an update. The first step is to book a consultation to reevaluate and start again. We get in such ruts with our looks that we sometimes can't see the forest for the trees. It's time to add a little French to our diet. Take the fashion challenge; you will be pleased with the results. behindthechair@hfxnews.ca Bryan Fader is throwing out everything with hair colour on it and starting again. He is an international Platform artist for Piidea Canada and trying to get better every day. http://www.hfxnews.ca/index.cfm?sid=107117&sc=273

(Courtesy of Reportonbusiness.com)