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Found 46 results

  1. La justice fédérale américaine refuse de se pencher à nouveau sur le cas de Conrad Black. L'avocat de l'ex-magnat de la presse envisage de faire appel auprès de la Cour suprême des États-Unis. Pour en lire plus...
  2. Le CN presse de nouveau le Surface Transportation Board afin qu'il prenne rapidement une décision au sujet de sa proposition de rachat de la ligne régionale Elgin, Joliet & Eastern de Chicago auprès de U.S. Steel. Pour en lire plus...
  3. http://www.citylab.com/navigator/2015/02/play-god-with-this-customizable-miniature-city/385054/?utm_source=SFFB NAVIGATOR Play God With This Customizable Miniature City The 3D-printed buildings are based on architecture in New York, Chicago, and elsewhere, and can glow at night. JOHN METCALFE @citycalfe 7:00 AM ET Comments Image Ittyblox Ittyblox Perfect for the urban-planning wonk who wants to build a personal city—or the destructive child who'd like to stomp one to bits—are these tiny, customizable dioramas, which include skyscrapers that can be hacked to glow in the dark. The adult toys, called Ittyblox, are 3D-printed by the New York/Netherlands company Shapeways, and include a variety of constituent pieces. There's this glassy, jet-black Chicago office tower, for instance, and also a cute clump of New York townhouses. Each one has a different footprint, so arranging them to fit the baseplate might require a bit of "Tetris" skill. But don't worry about troublesome zoning issues—you're the god of this Twilight Zone civilization. At least some pieces, like the 1:1000-scale Guggenheim Museum and Tudor City building, are based on real-life structures. And all are cut with fantastic detail. Here's the product description for that Chicago tower: "Because some offices have their sun shades down, there is a variation in window color. The rooftop is detailed with a few air conditioning units." The blocks range from $6 to $93, with multibuilding sets accounting for the more expensive prices; add in $20 for the baseplate plus shipping. Making the buildings glow requires work, though it's probably worth it to the hardcore model fan; some of the windows are cut out and will become illuminated if underlit with an LED. Check out this guide for detailed instructions. sent via Tapatalk
  4. http://www.cnn.com/2013/06/17/us/illinois-chicago-weekend-violence/index.html?hpt=hp_t2 On a nos problèmes à Montréal mais outch c'est pas rose cette nouvelle pour Chicago ! C'est pourtant une ville très importante des USA !
  5. (Courtesy of Citymayors.com) 1. London 2. New York 3. Tokyo 4. Chicago 5. Hong Kong ~ 10. Los Angeles ~ 20. Atlanta 27. Montreal Complete list (Top 50)
  6. <header style="box-sizing: border-box; color: rgb(0, 0, 0); font-family: Verdana, Geneva, sans-serif; line-height: 16px;">http://www.ledevoir.com/art-de-vivre/voyage/401202/tourismeurbain-le-charme-apres-la-conquete TOURISME URBAINPasser «Go» et réclamer la ville Des tours de vélo à New York, à Chicago et à Montréal. Zéro auto. Les mains sur le guidon. </header>1 mars 2014 | Émilie Folie-Boivin | Voyage <figure class="photo_portrait left" style="box-sizing: border-box; margin: 0px 10px 0px 0px; float: left; width: 224px; color: rgb(0, 0, 0); font-family: Verdana, Geneva, sans-serif; line-height: 16px;"><figcaption style="box-sizing: border-box; font-size: 0.846em; line-height: 1.2em; padding: 2px 0px 15px;">Photo : Émilie Folie-Boivin Le DevoirLe tour Bike the Drive de Chicago se déroule dans une boucle de presque 50 kilomètres.</figcaption></figure>La meilleure manière de découvrir les plus beaux profils d’une ville ? Les deux mains sur le guidon, pendant les grands événements de vélo urbain. Petit tour de piste. Dans une grande ville, il vaut mieux se lever de bonne heure pour pédaler sans avoir à jouer du coude avec les voitures. Une fois par année, à l’occasion des tours urbains de New York (Five Boro Bike Tour), Chicago (Bike the Drive) et Montréal (La Féria, rebaptisée Go Vélo Montréal), c’est jour de fête. Pendant quelques heures, les voitures sont interdites sur les routes et les bicyclettes ont le champ libre. Pour en profiter, il faut aussi se lever à l’aube, mais l’expérience est plus sublime que bien des grasses matinées. C’est encore tout récent que les rues des grouillantes New York et Chicago célèbrent la gloire du vélo comme transport alternatif, et leurs efforts fulgurants leur ont permis de se tailler une place enviable parmi les villes nord-américaines où il fait bon rouler. Les activistes de ce mode de transport aux États-Unis s’inspirent d’ailleurs ouvertement du réseau cyclable de Montréal et de son Bixi dans leur développement urbain. Le vélo se porte bien, et ça se sent. Les tours Five Boro Bike Tour, Bike the Drive et ceux de Go Vélo Montréal sont tout sauf des courses. Qu’on roule en CCM ou en Argon, ils sont une célébration de la ville et de la bicyclette. En un avant-midi, on aboutit dans des quartiers que jamais on aurait l’occasion d’explorer autrement ; on rencontre des gens créatifs qui scotchent la bière de la victoire sur leur porte-bagages avec du duct tape gris ; on lève notre casque à ces mamans admirables qui roulent 64 kilomètres avec deux petits copilotes dans la remorque. On engloutit des bananes sur le bras dans les stations de ravitaillement (yé !), reçoit des échantillons de yogourt gratuits (re-yé !). Y a pas que l’avenir qui appartienne à ceux qui se lèvent tôt !
Y a la route aussi. Five Boro Bike Tour - Le charme après la conquête Avec leurs cris de joie sur la ligne de départ, les cyclistes en liesse enterraient le dernier tube de Beyoncé. L’humeur générale était aussi radieuse que la météo au point de départ, près du complexe du World Trade Center à Manhattan. En mai de chaque année, ils sont plus de 30 000 à pédaler les 64 kilomètres du Five Boro Bike Tour (5BBT), l’un des circuits urbains à vélo les plus courus en Amérique du Nord. Les dossards s’envolent presque aussi vite que les billets d’un spectacle d’Arcade Fire. New York a fait du chemin depuis la première édition de l’événement en 1977, auquel ont pris part 250 motivés : en moins de cinq ans, grâce à l’ancienne administration Bloomberg et à la détermination de la chef des transports, Janette Sadik-Khan, la mégalopole s’est métamorphosée. Celle-ci voulait une ville animée aux trottoirs bondés de gens et de mobilier élégant, des places publiques où flâner et des pistes cyclables sur lesquelles les enfants se sentiraient en sécurité. «C’est ce qui définit la qualité de vie dans une ville», disait-elle en entrevue au magazine New York. Mais ce matin-là, ensoleillé, le réseau cyclable était bien le dernier endroit où les participants voulaient rouler. Jusqu’à ce que les voitures reprennent leur dû, les montures auront cinq ponts à se mettre sous le pneumatique, des rues commerciales et résidentielles et des autoroutes (dont la fameuse Brooklyn-Queens Expressway, un interminable quatre-voies dont le seul charme réside dans cette troublante impression que si la fin du monde arrivait et que tout le monde essayait de décamper à vélo, ça ressemblerait à ça). Il y a peu d’occasions de visiter autant d’arrondissements en un week-end à New York. Et dans une journée comme celle-là, avec les résidants qui envoient la main aux cyclistes, on se sent comme de la visite attendue. Après avoir passé un Lower Manhattan saharaesque et bouleversé le jogging dominical dans Central Park, Harlem nous accueillait les bras ouverts avec une chorale gospel. Le genre de spectacles semés un peu partout sur le parcours pour motiver les troupes. À moins de faire un pèlerinage en l’honneur d’Un prince à New York ou d’avoir de la famille dans le coin, peu de visiteurs se rendent dans Queens, mais les cyclistes auront enfin une raison de rencontrer les habitants du coin, suivant un saut de puce dans le Bronx. Après avoir pédalé derrière les entrepôts sur la rue Kent à Brooklyn, le tour débouche sur une rue commerciale. Fait étonnant : au lieu de bouder contre la commotion causée par la fermeture des rues, les commerçants embrassent la parade et en profitent pour faire une vente-trottoir pendant que des cyclistes s’arrêtent pour prendre une bière. Le circuit du 5BBT reste le même chaque année. Et comme chaque fois, la hantise des habitués se dresse dans les tout derniers miles de l’épreuve, à la porte de Staten Island. Avec ses interminables quatre-kilomètres inclinés et venteux, le pont Verrazano-Narrows donne envie de balancer son vélo dans la baie de New York et de rentrer en autostop sans demander son reste. Les participants font presque du surplace à cause des bourrasques. Un père poussant son fils handicapé persiste ; c’est triomphant et le visage écarlate qu’il franchit la ligne d’arrivée à Fort Hamilton, tout de suite à la sortie du pont. «Ça y est… Nous en sommes venus à bout!», dit-il en faisant un clin d’oeil fatigué à fiston. Pas de remise de médailles, pas de temps au chrono. Nous avons vaincu la bête, mais 64 kilomètres plus tard, c’est plutôt elle qui nous a conquis. Le Five Boro Bike Tour, c'est 64 kilomètres à travers cinq arrondissements : Manhattan, Bronx, Queens, Brooklyn, Staten Island. Quand: le premier dimanche de mai, soit le 4 mai 2014. Le circuit, plutôt plat et accessible, s’adresse aux gens de tous les âges en bonne forme physique. Il y a plusieurs stations de ravitaillement en chemin, l’organisation est impeccable et les responsables de la sécurité sont nombreux, autant au bord de la route que sur deux roues. Les billets à prix régulier se sont rapidement envolés en janvier, mais il reste des places VIP (à 325 $ par tête) pour le tour de 2014. *** Bike the Drive - Le pouls de l'artère Drive, comme dans Lake Shore Drive, l’autoroute devant le bord de mer de la ville de Chicago. Cette artère est le terrain de jeu sur lequel 20 000 cyclistes ont la chance de s’amuser cette unique fois chaque année. Dans le rayon des tours urbains, le Bike the Drive de Chicago se distingue par son circuit en « 8 » d’environ 50 kilomètres (deux boucles de 24 kilomètres au sud et au nord de Grant Park). Les huit voies rapides sont ouvertes dès 5 h 30 pour un avant-midi de balade à vélo. Puisqu’il n’y a pas de coup d’envoi comme à Montréal et à New York, on embarque dans le flot de vélos en sachant qu’on a jusqu’à 10 h 15 pour terminer le parcours. Comme le circuit est balisé et que la chaussée de cette route achalandée est plutôt en bon état, ce tour comporte une note plus sportive et c’est à coeur joie que les cyclistes peuvent mettre à l’épreuve leur monture de course dans les corridors. Ils s’y prennent à l’aube, avant que les promeneurs joignent le mouvement ; ils sont nombreux à se déplacer en groupe et à rouler avec leur bichon maltais ou leur chihuahua attaché dans le panier à bagage. Rencontré dans l’une des deux stations de ravitaillement, Paul est venu du Michigan voisin avec sa fille de 12 ans. «Nous l’essayons pour une deuxième fois. L’an dernier, nous n’avons fait que la boucle nord, mais là, nous nous lançons pour le grand tour avec le sud. Le panorama est complètement différent!», dit le natif de Vancouver, en croquant dans un biscuit au beurre d’arachide. Bike The Drive montre en effet deux profils très distincts de Chicago. La portion sud, allant jusqu’à l’avenue Bryn Mawr, est plus campagnarde et nous donne vite l’impression d’être catapulté dans une banlieue tranquille préservée de l’agitation de la métropole. La boucle nord, elle, met à jour les gratte-ciel et la prestance de cette ville qui a le vent en poupe. C’est là aussi que la vue est des plus splendides et que, derrière le muret de béton de l’autoroute, se distingue le bord de l’eau, la plage et les grands parcs. Ça sent le béton réchauffé par le soleil printanier, et quand on ne roule pas au bruit des changements de vitesse, on a le bonheur — ou le malheur, quand il est impossible de les semer — de rouler dans la bulle d’enthousiastes participants équipés de puissantes radios crachant du Foreigner et du vieux Daft Punk. La virée culmine par un grand festival au Grant Park, en guise de remerciement aux participants pour avoir contribué à l’amélioration du réseau cyclable dans la ville des vents. Le financement de ses installations est d’ailleurs la raison d’être de ce tour lancé en 2002. L’initiative a porté ses fruits : Chicago a tissé une belle amitié avec les cyclistes. Pour le voir, il faut sortir du Lake Shore Drive et plonger dans la ville. Le maire Rahm Emanuel s’est mis au défi de faire en sorte que les Chicagoans résident à moins de 0,5 kilomètre d’une piste cyclable ; pour l’instant, le réseau compte plus de 300 kilomètres. Ses nouveaux Divvy, inspirés du Bixi montréalais, sont en fonction depuis l’été dernier et remportent un vif succès. De passage à Chicago, les visiteurs peuvent en tout temps goûter au paysage qu’offre le Bike the Drive puisqu’une grande piste cyclable de près de 30 kilomètres, le Lakefront Trail, longe le lac Michigan. Par contre, seul l’événement procure l’effet grisant de se laisser porter par l’euphorie d’une masse critique. Le Bike the Drive, c’est près de 50 kilomètres en deux boucles sur l’autoroute Lake Shore Drive, fermée aux automobiles entre 5 h 30 et 10 h 15. Quand: le dernier dimanche de mai, soit le 25 mai 2014. Parfait pour les cyclistes plus sportifs puisque les voies sont larges et bien entretenues. Les familles et les cyclistes contemplatifs y trouveront leur compte puisque le parcours, qu’on peut faire à moitié, est relativement plat. Billets: à partir de 46 $ (41 $ jusqu’au 2 mars). *** Go vélo Montréal - La métropole a un je-ne-sais-quoi...On avait beau être trempé jusqu’à la moelle avant même le signal de départ du Tour de l’île de Montréal, l’été dernier, l’averse n’a pas réussi à enlever une once du charme de l’expérience. Faut le faire. Le festival Go Vélo Montréal, qui regroupe tous les circuits du Tour de l’île et qui célèbre ses 30 ans en 2014, a ce je-ne-sais-quoi de très spécial. Il est sans conteste le plus enivrant des tours urbains abordés ici, et ce n’est pas parce qu’il se passe dans notre cour ; très sincèrement, il rassemble ce que le Québec a de mieux. Contrairement aux parcours toujours identiques du Bike the Drive et du Five Boro Bike Tour, Vélo Québec se fait un devoir de modifier les siens tous les ans. Combinée à l’enthousiasme des bénévoles et à la générosité des spectateurs, l’expérience en terre québécoise est animée, humaine, vivante. Sorte de fièvre du vendredi soir, les 20 kilomètres du Tour la nuit rassemblent les familles, les gangs d’amis, les amoureux et les geeks qui parent leur monture de lumières de Noël branchées sur dynamo et les libèrent dans les quartiers résidentiels autant que dans les carrières éclairées. Cette fête du vélo et de l’activité physique devient une fête des voisins : les spectateurs veillent sur le perron pour encourager les participants et certains dépoussièrent accordéon et crécelle. «Le Tour la nuit, c’est la Montréal nightlife à son meilleur, décrivait Joëlle Sévigny, la directrice générale de Vélo Québec, quelques jours avant l’activité. S’il y avait un événement à nommer pour témoigner de la solidarité d’une ville, je dirais que le Tour de l’île en est une belle incarnation.» Pour les visiteurs du Québec et de l’étranger, l’expérience du Tour de l’île le dimanche est une occasion unique de constater que Montréal est plus qu’un immense et égocentrique centre-ville. La vie (et la vue) des riverains de LaSalle a conquis les Rosemontois pur jus avec qui j’ai roulé les 50 kilomètres, en juin dernier. C’est un peu le beau risque des tours urbains. En explorant de nouveaux territoires dans ces rues exemptes de toute circulation automobile, on réalise à quel point elle peut être belle, la ville. Le Festival Go Vélo Montréal, c’est une semaine de festivités et un vaste programme pour tous les goûts. Au total, 11 circuits sont proposés pour le Tour la nuit, le Défi métropolitain et le Tour de l’île réunis, s’adressant aux cyclistes contemplatifs autant qu’aux sportifs, afin de permettre à un maximum de personnes de prendre part à la fête. Pour le 30e anniversaire, les cyclistes auront une chance unique d’entreprendre le « vrai » Tour de l’île de 130 kilomètres. Quand: du 25 mai au 1er juin 2014. Gratuit pour les enfants de moins de 12 ans. *** Aux tours de Vélos Québec Voyages Il y a plusieurs façons de prendre part aux tours urbains de New York et Chicago. Vélo Québec Voyages propose chaque année de longs week-ends pour profiter de la ville lors de ces célébrations du vélo. Le séjour comprend le transport, et l’hô- tel est toujours très bien situé au cœur du centre-ville. L’an dernier, ils étaient 137 Québécois à partir en autobus pour le Five Boro Bike Tour, munis de leur vélo transporté quant à lui dans un camion de marchandise. Le jour J, les accompagnateurs outillés s’occupent de tout. Ils font toutes les mises au point des montures avant le départ et l’autobus attend les participants à Staten Island. Un beau luxe, très, très bien organisé. Pour voir s’il reste des dossards et pour réserver sa place à bord. Notre journaliste s’est rendue à Chicago et à New York à l’invitation de Vélo Québec Voyages.
  7. Le siège social de McDonald's se trouve à une demi-heure de route à l'ouest de Chicago, dans une banlieue cossue nommée Oak Brook. Pour en lire plus...
  8. Check this out! Ce site vient de gagner un prix prestigieux en innovation à Chicago. http://www.everyblock.com/ Peut-être viendront-ils au Canada dans quelques années?
  9. L'économie est fragile et l'industrie aérienne l'est encore plus, mais pendant ce temps, Porter Airlines poursuit son expansion avec des vols entre Toronto et Chicago. Pour en lire plus...
  10. Voir document: http://www.fdimagazine.com/cp/13/Cities%20of%20the%20Future%20%20April%2023rd%20press%20release.doc Voici les tableaux comprenant des villes du Québec: NORTH AMERICAN CITIES OF THE FUTURE Top ten major cities of the future 1 Chicago Illinois United States 2 Toronto Ontario Canada 3 Pittsburgh Pennsylvania United States 4 Atlanta Georgia United States 5 Guadalajara Jalisco Mexico 6 Baltimore Maryland United States 7 Montreal Quebec Canada 8 Mexico City Federal District Mexico 9 Boston Massachusetts United States 10 Miami Florida United States Major cities - best economic potential 1 Chicago Illinois United States 2 Guadalajara Jalisco Mexico 3 Atlanta Georgia United States 4 Mexico City Federal District Mexico 5 Montreal Quebec Canada Major cities - quality of life 1 Toronto Ontario Canada 2 New York New York State United States 3 Chicago Illinois United States 4 Boston Massachusetts United States 5 Montreal Quebec Canada Large cities - quality of life 1 Quebec Quebec Canada 2 Charlotte North Carolina United States 3 Philadelphia Pennsylvania United States 4 Orlando Florida United States 5 Richmond Virginia United States Small cities - best development and investment promotion 1 Huntsville Alabama United States 2 Windsor Ontario Canada 3 Durango Durango Mexico 4 Sherbrooke Quebec Canada 5= St. Johns New Foundland and Labrador Canada 5= Waterloo Ontario Canada Small cities - best infrastructure 1 Halifax Nova Scotia Canada 2 Gatineau Quebec Canada 3 Huntsville Alabama United States 4 Waterloo Ontario Canada 5= Matamoros Tamaulipas Mexico 5= Windsor Ontario Canada
  11. Le groupe de presse américain qui détient le Los Angeles Times et le Chicago Tribune serait au bord du dépôt de bilan. Pour en lire plus...
  12. Montreal goes to Chicago Windy City gets its own comedy festival Montreal’s prestigious Just For Laughs comedy festival is spreading its wings – with a new festival in Chicago. The 25-year-old event, a long-time favourite of talent-spotting American TV executives, has teamed up with the TBS network for the new festival in summer 2009. It comes after the rival HBO cable network cancelled its comedy arts festival in Aspen, Colorado, in favour of a less industry-orientated event in Los Angeles. Ellen DeGeneres will headline the five-day event, but the rest of the line-up – including stand-up, improv and sketch shows, plus Latino and black showcases, will not be announced until the autumn. Steve Koonin, president of Turner Entertainment Networks, sad: ‘We couldn’t be happier that the enormously talented and always funny Ellen DeGeneres is on board. Just For Laughs: A Very Funny Festival is a perfect opportunity for us to showcase some of the best talents in the comedy industry.’ Just For Laughs president Gilbert Rozon added: ‘Looking back, it’s hard to believe that Just For Laughs started out as a small local comedy showcase and has grown and evolved to become one of the biggest producers of comedy in the world. We are thrilled to be involved in this endeavour with TBS, and to have Chicago as our flagship comedy event in the US.’ Chicago has an illustrious comedy heritage, especially with improv and sketch acts, with comedians such as John Belushi, Tina Fey, Bill Murray, and Steve Carell starting their careers there. http://www.chortle.co.uk/news/2008/02/20/6439/montreal_goes_to_chicago?rss
  13. America's 10 Most Miserable Cities Forbes.com 1. Stockton, CA 2. Memphis, TN 3. Chicago, IL 4. Cleveland, OH 5. Modesto, CA 6. Flint, MI 7. Detroit, MI 8. Buffalo, NY 9. Miami, FL 10. St. Louis, MO http://www.forbes.com/2009/02/06/most-miserable-cities-business-washington_0206_miserable_cities.html
  14. Source: Cyberpresse (Chicago) Gilbert Rozon va frapper un autre grand coup dans le monde du spectacle. Le Groupe Juste pour rire discute avec le géant de l'humour américain, Second City, de son installation permanente à Montréal. Déjà implanté à Los Angeles et à Toronto, en plus d'offrir de la formation dans plusieurs autres villes, le groupe de spectacles d'humour de Chicago, qui a lancé les carrières des John Belushi, Dan Aykroyd, Bill Murray, Mike Myers et Steve Carell, entre autres, trouvera sa niche montréalaise dans l'édifice du Musée Juste pour rire. «Nous représentons les deux plus grandes marques en humour dans le monde. On se connaît depuis longtemps et on discute depuis des mois. Nous en sommes présentement à monter le plan d'affaires», a confirmé le fondateur de Juste pour rire, Gilbert Rozon, en visite à Chicago pour la présentation du premier festival Just for Laughs dans la Ville des vents. 50 ans d'humour Le groupe Second City fête ses 50 ans cette année en présentant au Festival Juste pour rire, à partir du 14 juillet, une primeur mondiale intitulée Rêverie. Ce spectacle de près de 80 minutes d'humour non verbal mêle comédie, danse, acrobatie et pantomime. Le grand manitou du rire montréalais explique que son groupe continuera d'archiver et de conserver tout ce qui a trait à l'humour, mais qu'il fera la demande d'un changement de vocation pour l'édifice du Musée. «On n'est pas vraiment des muséologues, notre truc c'est le spectacle, alors cette nouvelle association nous ramène à notre vocation première», résume Gilbert Rozon. Second City vient à Montréal pour faire ce qu'il fait à Chicago depuis 1959: des spectacles, des sketchs, de l'improvisation et, éventuellement, de la formation, autant en anglais qu'en français. Il s'agit toutefois d'un plan à long terme qui ne se fera pas en criant improvisation mixte. «Nous allons prendre le temps de bien faire les choses. Ça fait longtemps que nous voulons travailler ensemble, nous avons accumulé peut-être 800 projets depuis le temps!» lance en rigolant Kelly Leonard, vice-président du groupe The Second City, qui a offert une visite de ce haut lieu de l'humour américain à <i>La Presse</i>. Le siège social de Second City à Chicago est un vaste complexe sur plusieurs étages qui comprend deux salles de spectacles de 290 et 180 places. On y trouve également un centre de formation qui reçoit 2400 étudiants par année et qui possède aussi sa propre scène. «Quand nous sommes entrés dans le Musée Juste pour rire de Montréal, nous nous sommes dit: Wow! ça pourrait être comme ici (à Chicago). À nouveau!» s'emballe Kelly Leonard, également président de Second City Theatricals. «Nous avons, dans le fond, un espace similaire à celui que possède Second City à Chicago, donc c'était un mariage naturel», ajoute Gilbert Rozon. Anglos et francos De son côté, Bruce Hills, président de Just for Laughs, précise que le festival montréalais présente depuis des années déjà beaucoup de spectacles à sketchs à forte saveur Second City. «Le potentiel est là à Montréal, dit-il. Pour Second City, c'est la plateforme parfaite. Naturellement, nous allons réunir nos artistes locaux, anglophones et francophones autour de ce partenariat.» Il souligne que la troupe de Chicago possède également un immense répertoire de comédies, courtes et longues, qui pourraient très bien être adaptées dans la langue de Molière. Gilbert Rozon indique, pour sa part, avoir vu à Édimbourg tous les ans lors du festival Fringe de l'endroit «des artistes britanniques extraordinaires qui pourraient venir en tournée à Montréal». Le théâtre The Second City a ouvert ses portes en décembre 1959 à Chicago avec d'anciens étudiants universitaires en scène. Le secteur télévision a ensuite vu le jour, en 1963. Second City offre des cours pour adultes et des camps d'étés aux enfants, tout en donnant des spectacles à Chicago, Toronto et Los Angeles, et en effectuant des tournées partout en Amérique, mais aussi sur des bateaux de croisière norvégiens!
  15. We like winners. Whether it's the winning army of a war or the world's fastest 100 meter runner, we lavish attention and praise on the victors and relegate the losers to the dustbin of history. The same is true of travel - the most important travel cities like New York, London, Sydney and Tokyo are favored by visitors while lesser-known destinations are skipped, scratched from the itinerary or just plain ignored. The destinations we visit win our attention for good reason. They're typically the biggest cities - meaning they have the best restaurants, biggest museums and largest inventory of hotels. Yet when we travel to only the "most popular" or "biggest," we ignore a fundamental truth of travel. What we know about a place has as much to do with what we're told as it does with what we actually find once there. With that in mind, Gadling is bringing you a compilation of our favorite "second cities" - large urban areas that are among the biggest in their country but frequently overshadowed by more famous capitals. The following picks boast many of the same amenities that make their bigger rivals so famous - top notch cultural institutions, unique local charm, great cuisine and nightlife. How many have you visited? Take a look below: * Second City #1 - Osaka, Japan - travelers love to talk about Tokyo, but focusing exclusively on Tokyo does serious injustice to the city of Osaka. What Osaka lacks in population, it more than makes up for in its citizens' lust for life and sheer zaniness. Along the streets of Osaka's Dotonbori district you'll find a raucous party of eating and drinking that is virtually unmatched anywhere on earth. In addition to the city's famous Takoyaki octopus balls and grilled snow crab, Osaka also boasts cultural attractions like Osaka Castle and the Momofuku Ando Instant Ramen Museum. * Second City #2 - Gothenburg, Sweden - Stockholm is unquestionably Sweden's capital and its largest city. But not nearly as many have been to Gothenburg, the country's second largest metropolis and home to Sweden's largest university. The large population of students means Gothenburg has a surprisingly fertile arts and culture scene, frequently rivaling its larger sibling Stockholm for an unassuming, fun experience - all at a fraction of the price. * Second City #3 - Krakow, Poland - Krakow has slowly become of one Poland's greatest tourist attractions in recent years, steadily easing out of the shadow of much larger Warsaw. Unlike Warsaw, which was leveled by bombing during World War II, Krakow retains much of its historical architecture - a unique feature that will have first time visitors in awe. * Second City #4 - Melbourne, Australia - neighboring Sydney might boast the Opera House and stunning harbor views, but Australian visitors ignore Melbourne at their peril. The city is packed to the brim with top-notch shopping, hidden laneways and world class events like the Australian Open tennis tournament. * Second City #5 - Wellington, New Zealand - Auckland might appear to dominate New Zealand's economic and cultural agenda, but in truth it's modest-sized Wellington that's really calling the shots. In addition to being New Zealand's capital city, Wellington has a world-class museum at Te Papa, killer food and what might be the best cocktails this side of the Pacific. * Second City #6 - Montreal, Canada - any visitor that's been to the capital of Canada's Quebec province can tell you: Montreal will give Toronto a run for its money any day of the week. In addition to hosting two fantastic music festivals each summer and bohemian nightlife, Montreal is also full of plenty of French colonial architecture and charm. * Second City #7 - Chicago, USA - a list of "second cities" would not be complete without Chicago, arguably the birthplace of the term and perennial competitor to bigger American cities like New York and Los Angeles. Make no mistake about it though: Chicago might be called the second city, but it has first-city amenities, including amazing museums, some of the best food in the U.S. and plenty of friendly residents. * Second City #8 - Salvador, Brazil - picturesque Rio de Janeiro and glitzy Sao Paulo may get all the attention in Brazil, but it's Salvador that's really stealing the show. The city's laid-back citizens, fantastic beaches and historic colonial architecture make it strong competitor for best place to visit in Brazil. Plus, if you want to go to Carnival, Salvador hosts some of the country's most authentic celebrations. * Second City #9 - Galway, Ireland - true, rowdy Dublin has the Guinness Factory and Book of Kells. But don't forget about Galway, a gem of a town along Ireland's wild and windy West Coast. Galway's position as home to many of the country's university students, rugged natural beauty and frequent festivals make it strong contender for Ireland's best-kept secret. * Second City #10 - Barcelona, Spain - if you're among the many travelers already raving about Barcelona's many charms, this pick comes as no surprise. Madrid might be the cultural and political head of Spain, but it is freewheeling Barcelona that is its heart. Between the picturesque city setting nestled between craggy foothills and the Mediterranean Sea, top-notch nightlife and shopping, warm climate or the burgeoning arts scene, there's a lot to love in Barcelona. Did we mention your favorite second city? Think we missed a hidden gem? Leave us a comment below and let us know what you think.
  16. Investing in infrastructure A question of trust Chicago pioneers a new way of paying for infrastructure May 12th 2012 | CHICAGO AND WASHINGTON, DC | from the print edition FOR decades America has underinvested in infrastructure—even though poor roads, delayed flights, crumbling bridges and inefficient buildings are an expensive burden. Deficiencies in roads, bridges and transport systems alone cost households and businesses nearly $130 billion in 2010, mostly because of higher running costs and travel delays. The calculated underinvestment in transport infrastructure alone runs to about $94 billion a year. This filters through to all parts of the economy and increases costs at the point of use of many raw materials, and thereby reduces the productivity and competitiveness of American firms and their goods. Overall the American Society of Civil Engineers reckons that this underinvestment will end up costing each family in the country about $10,600 between 2010 and 2020. Yet though investment in infrastructure would bring clear gains in efficiency, there is little money around, and all levels of government are reluctant or unable to pile up more debt. Traditional sources of funding, such as the (flat) tax on petrol, have delivered a dwindling amount of revenue as soaring prices at the pump have persuaded people to drive less. The federal government has been unable to get Congress to agree on other ways to generate new sources of funding for transport, to the point where money for new highways has almost dried up. For years America has talked about a federal infrastructure bank, which would blend private and public finance and would yield returns over a long number of years. Various other countries have tried the idea, but it has never caught on in the United States. Barack Obama wants $10 billion in funding as initial capital for a national infrastructure bank as part of his jobs plan. So far the idea has gone nowhere in Congress. In March the mayor of Chicago, Rahm Emanuel, announced that his city could not wait for such help from elsewhere and will go it alone. With the speedy approval of the city council he created a new breed of infrastructure finance known as the Chicago Infrastructure Trust (CIT). The trust is not so much an infrastructure bank with money to hand out, but a city effort to match public infrastructure needs to private investors on a case-by-case basis; something more like an exchange. The city will finance the running costs of the trust itself to the tune of $2.5m. Several financial institutions are already lined up to make investments totalling $1.7 billion, among them Macquarie Infrastructure and Real Assets, Ullico, Citibank and JPMorgan. The background to this is that Mr Emanuel wants to spend about $7 billion to rebuild the city of Chicago—on everything from streets, to parks, to the water system, schools, commuter rail and the main airport. Tom Alexander, a spokesman for the mayor, says the city cannot ignore the future as it deals with the present. But raising the money needed for new investment, while maintaining the current infrastructure, is a daunting task. The CIT allows Mr Emanuel to tap the private sector for money, rather than just raising taxes and borrowing. The private sector will invest money in projects and get it back in the shape of tolls, user fees, premium pricing or even tax breaks. The first project is an investment of $225m to make city buildings more energy-efficient. This is expected to reduce annual energy costs by $20m, and the savings will then be used to pay back the investors. The CIT will provide some capital, bond financing and grants. It will also offer tax-exempt debt to entice investors. Returns on investment could vary from 3% on tax-exempt bonds to 8% for equity partners. Private involvement should, in theory, improve the quality of projects that get undertaken. A politically-expedient but financially dubious project would be unlikely to generate enough money to interest private investors. Padding, short cuts or shoddy construction are less likely to be tolerated. And city leaders might in turn overcome their aversion to the efficient pricing of public resources such as parking and busy roads. At the moment, investor appetites are keen and the supply of potential projects looks ample. The project is causing some anxiety in Chicago, though. Although the new trust would leave all the resulting investment under public ownership, the city’s recent bitter experience with a bungled 75-year lease of its parking meters under a previous mayor has left residents fearful. And with reason. For example, experience with public-private partnerships shows that cost-benefit estimates can sometimes prove wildly optimistic. When projects go bad—leaving half-built roads and schools—they become a public problem. Private investment might well end up being recouped in higher user fees. Mr Emanuel is well aware that other cities are watching this experiment with interest. The mayor is a hugely ambitious man, who is undoubtedly keen to leave a lasting legacy, and who some believe may want to remain as mayor for a period of Daleyian proportions. He, of all people, will want to build something that other cities will want to copy, not avoid. http://www.economist.com/node/21554579
  17. en cherchant divers articles sur internet a propos du match de hockey d'hier soir, je suis tombe sur le site du chicago tribute. puis, banalement inseree entre deux nouvelles, j'ai trouve cet article: At least 22 shot in separate shootings, 1 dead May 30, 2010 2:09 PM At least 22 people were wounded in separate shootings around the city roughly between noon Saturday and noon Sunday, including a man who died this morning after he was shot in the head, Chicago police said. At a news conference this morning, Chicago Police Supt. Jody Weis said that nearly half of the shootings appear to be gang-related, including the fatal incident. Weis added that at least two of the other victims have refused to cooperate with police, "which makes the job of our detectives ... far more difficult." One of the shootings was particularly disturbing because one of the female victims was eight months pregnant, the superintendent said. No one in custody for any of the incidents. The most recent incident happened in the 8000 block of South St. Lawrence Avenue just after noon today, Chicago Police Officer Laura Kubiak said. A man at the location was shot in the hand. Four people were shot about 3:15 a.m. today in the 9100 block of South Marshfield Avenue, police said. The victims -- two women, ages 32 and 30, and two men, ages 40 and 41 -- were sitting in a vehicle when a dark four-door sedan approached, a man got out and opened fire. The older woman and the younger man were taken to local hospitals in serious conditions, police said. The other victims suffered only minor injuries. About 2 a.m. in the 10800 block of South Racine Avenue, two people were shot while they sat in a parked vehicle, police said. One victim, a 43-year-old man, was shot in the chest and taken to Advocate Christ Medical Center where he was listed in critical condition. The other victim, 22, was shot in the shoulder and was listed in "stable" condition at Roseland Community Hospital. Police said the 22-year-old is gang-affiliated. The men were shot by a passenger of a gold four-door car, police said. About 12:45 a.m., a 16-year-old boy was shot in the 1500 block of East 67th Street. He was taken in critical condition to Northwestern Memorial Hospital with a gunshot wound to his arm. About 12:30 a.m., a 28-year-old man was shot in the Roseland neighborhood in the 10500 block of South Corliss Avenue, police said. He was taken to Roseland Community Hospital with a gunshot wound to his right calf and was described as in "stable" condition. At the same time on the Southeast Side, three more people were shot as they sat on a porch in the 9200 block of South Blackstone Avenue, Kubiak said. One victim, a 25-year-old man, was taken in critical condition to Advocate Christ Medical Center in Oak Lawn. An 18-year-old man was taken in "stable" condition to Advocate Trinity Hospital. Another victim, 27, was treated and released from Trinity with a graze wound to his arm, police said. The 18-year-old and 27-year-old have gang affiliations, Kubiak said. About 12:28 a.m., a 19-year-old man was shot in the head in the 5100 block of South Laflin Street, police said. A spokesman for the Cook County medical examiner's office identifed the man as Darius Murphy of the 5300 block of South Bishop Street. On the West Side about 12:15 a.m., two people were shot in the 3900 block of West Gladys Avenue, police said. A 24-year-old man was taken to Mt. Sinai Hospital in "stable" condition with a graze wound to his head. A 19-year-old woman also was taken to the same hospital. She was listed in "stable" condition with a gunshot wound to her neck. About 8:10 p.m. Saturday in the 2900 block of North Milwaukee Avenue in the Logan Square neighborhood, a 47-year-old man was shot in one arm in what police believe was a drive-by shooting. The victim was taken to Norwegian-American Hospital and was listed in good condition. Roughly 20 minutes earlier in the Ashburn neighborhood, a man, 19, was wounded in the leg in the 3900 block of West 79th Street outside Bogan Computer Technical High School. He was taken to Advocate Christ Medical Center in Oak Lawn and was listed in critical condition. The victim has gang affiliations and was not being cooperative in the police investigation, Kubiak said. About 7:30 p.m., a 17-year-old boy was standing on the sidewalk on the 7400 block of South Evans Avenue when he heard shots and felt pain. He was hospitalized with a gunshot wound to the upper right side. Two people were shot about 6:45 p.m. in the 8400 block of South Muskegon Avenue but both told conflicting stories, said Kubiak. An 18-year-old gang-affiliated man suffered a graze wound but refused treatment. He said he was walking in the 8400 block of South Escanaba Avenue when a suspect walked up and shot him, police said. The other victim, 19, told a different story. He said he was driving when someone pulled up and began shouting gang slogans and shot into his car, police said. He drove himself to Advocate Trinity Hospital where he was treated and released. Police could not locate either victims for interviews after the shootings, Kubiak said. One of the shootings happened about 3 p.m. in the 6200 block of South Cottage Grove Avenue in the Woodlawn neighborhood. A 56-year-old man was standing on the corner when a passing car fired in his direction, police said. He fell to the ground in pain and discovered he was shot in his calf. He was taken to an area hospital and listed in good condition. Earlier Saturday about 11 a.m., a 25-year-old man was shot on the 5300 block of South Laflin Street. He was wounded in the arm and hospitalized. Police said the Laflin shooting appeared to be gang-related, but witnesses were giving conflicting accounts of the event. No one is in custody for any of the shootings. Calumet Area, Harrison Area and Wentworth Area detectives are investigating. -- Deanese Williams-Harris c'est surtout le ton de l'article qui me laisse bouche-bee ... meme si chicago est une plus grande ville que montreal, si l'on ramenais l'evenement a nos proportions on parlerais quand meme d'un bon douze a quinze victimes par arme a feu - en 24 heures. ca va toujours me surprendre le niveau de criminalite a certain endroits aux etat-unis ... c'est vraiment a se demander ce qu'ils mangent avec leurs cereales, le matin. puis il y a d'enormes villes comme new york ou la criminalite est si reduite qu'on s'y sent maintenant aussi en securite dans le metro a 4h du matin que sur la rue principale a repentigny un dimanche apres midi ... c'est vraiment un phenomene etrange, pour moi .....
  18. La tour Sears sera rebaptisée tour Willis Caryn Rousseau THE ASSOCIATED PRESS 13 mars 2009 - 06h20 Le plus haut bâtiment américain, la tour Sears, située dans la ville de Chicago, changera de nom pour s'appeler la tour Willis. C'est ce qu'on annoncé jeudi les gestionnaires de l'établissement de 110 étages. L'entreprise londonienne Willis Group Holdings a signé un contrat de location avec le groupe immobilier à qui appartient la tour Sears. En vertu de cette entente, 500 employés de Willis Group déménageront cet été leurs bureaux dans la tour qui portera désormais le nom de leur entreprise. Selon un porte-parole de Willis Group, l'entreprise n'a rien déboursé pour détenir les droits de nommer le bâtiment. Et il a affirmé que le déménagement du groupe était quelque chose de positif pour la ville de Chicago puisque cela y amène des centaines d'emplois. Le courtier en assurance occupera plus de 140 000 pieds carrés du bâtiment. Willis y déménage cinq bureaux locaux.
  19. Deuxième tournée de photos à vie pour moi..... Bon alors, Cet été, au moi de juillet, je suis allé à Chicago pendant une semaine. Sans en dire plus, je dois avoué que c'est la plus merveilleuse, la plus parfaite, la plus belle des villes que j'ai jamias été . Étant un fan de gratte-ciels, j'ai été ultra bien servi! Photos prises de mon hotel, Swissôtel, du 28e étages. [/img] [/img] [/img] [/img] Après ça on s'est rendu at the Sears Tower Une dont je suis fièr À Chicago, on regarde toujours vers le haut.... Merci de venir! Il en manque BEAUCOUP, je vais m'occuper de garder le thread overt le temps que je mets les autres. Désolé de pas pouvoir faire ça en une shoot......
  20. Publié: 2015-08-24 Canadian Press Newswire Skyward growth CHICAGO _ On an abandoned Chicago railway line cutting between the treetops, bike commuters zip by walkers and joggers, all traversing a ribbon of concrete undulating through a lush landscape where clattering freight cars once ferried everything from coal to furniture. This relic of the city's industrial past is now a vision of its future. Chicago and cities throughout the country are transforming hulking pieces of obsolete infrastructure into useful _ even inspiring _ amenities: In this case, a park in the sky that doubles as an alternative transportation corridor. Since opening in June, the nearly three-mile elevated path, called the Bloomingdale Trail, has changed how residents move through a section of Chicago's northwest side that in many places is starved of parks and inviting pathways for pedestrians and bikes. ``This trail opened up a lot of opportunity for me,'' said Luke Young, a 30-year-old web developer who now bikes the 10 miles to his job downtown instead of taking the train; it takes roughly the same time. Moving by bike, though, is more fun and a way to relieve stress, he said before tearing down a ramp that links the trail to Milwaukee Avenue, a busy thoroughfare popular with cyclists. ``This is really an innovative park for a resurgent city and it's an example of the way cities are coming back to life in the U.S.,'' said Ed McMahon, a senior fellow at the non-profit Urban Land Institute in Washington. After decades of decline, American cities are getting creative in rolling out new green spaces to sell their brand. With little real estate to expand on, McMahon said, cities are turning instead to the wreckage of past eras: old rail yards, landfills, utility corridors and riverfront areas cut off by freeways. Dallas built a deck over a freeway to create Klyde Warren Park. Virginia Beach, Virginia, turned a landfill into an expanse of lakes, hills, playgrounds and a skate park that it playfully calls Mount Trashmore. Savannah, Georgia, buried a parking garage to restore one of the original town squares laid out in the 1700s. Elevated rail lines especially have beckoned, tapping into utopian visions of parks and pathways in the sky. There's Manhattan's High Line and Paris' Promenade Plantee. But the Bloomingdale Trail pushes into new territory: It's longer, allows bikes and links a string of ground-level parks. The park and trail system is known collectively as The 606 _ a reference to the first three digits of the city's zip codes. Its linear shape extends access to a huge number of people across four neighbourhoods. The 17-foot-high rail embankment, once a physical dividing line, is now a connector and a gathering place for communities as diverse as Humboldt Park, the centre of the Puerto Rican community, and Bucktown, a recently gentrified neighbourhood that's home to cool cafes and doggy daycare centres. But some neighbourhood groups fear it could push lower-income residents out by contributing to rising property values, rents and property taxes. City leaders say they want to prevent that. ``How are working families going to be able to enjoy this trail and also be able to afford living where they're living?'' said Juan Carlos Linares, director of the Latin United Community Housing Association. On a hot August morning, bikers shot up and down The 606, office IDs fluttering, GoPro cameras mounted to helmets, earbuds piping in the tunes, as they zoomed to jobs, meetings and construction sites. In the glow of sunrise, joggers and moms with strollers glided along a narrow, rubbery strip along either side. An older man buzzed by in an electric wheelchair. Dina Petrakis, a 57-year-old remodeling consultant, biked with her tiny dog, Lucy, poking its head out of a shoulder satchel. Petrakis mainly uses the trail to get to yoga class. ``I used to have to drive because you can't really ride your bike over there. Streets are too busy,'' she said. Designers carved pleasing dips and curves into the path. Short gravel side loops take walkers into shady tree-filled groves. The embankment widens in places into spacious overlooks. The western trailhead includes a spiraling earthwork in the design of an ancient solar observatory, and there are plans for a skate park and art installations. The safety of the trail got Jim Trainor back on the bike that he'd ditched after his wife got hit by a car door while cycling. Now, the 54-year-old professor of animation at The Art Institute of Chicago rides every morning for exercise and serenity. ``It's kind of a godsend for me,'' he said. Follow Jason Keyser on Twitter at https://twitter.com/jkeyser1
  21. Je sais que Chicago et Montréal sont des villes différentes, et on peut nommées ces différences. Chicago, elle aussi... est une des plus grandes villes dans son pays. vit avec la corruption dans le présent et a vécu la dominance de la mafia dans le passé. on des élus qui sont allés en prison ou q'iraient. appartient à une structure métropolitaine trop bureaucratique. était plus une ville nationale dans son passé mais à progressivement devenu plus régionale. est renommée pour son architecture. essaye de convaincre des grandes conférences internationales de choisir leur ville pour montrer quelle est encore «dans le game.» n'est pas une ville où les gens faut s'installer selon leur profession comme New York ou Los Angeles. fait du rattrapage vis-à-vis ses concurrents, dont New York et Los Angeles. Maintenant je vais prendre le rôle de Simon Durivage (ou Peter Mansbridge, selon vos goûts): Est-ce qu'il y a des leçons pour Montréal, en ce qui concerne la corruption, la bureaucratie et la perte du statut national (Canada)? La raison pour laquelle je pose cette question ce que Chicago est une ville dynamique avec quelques de les mêmes problèmes que Montréal. En ce qui concerne nos problèmes, je trouve qu'on a plus de liens avec Chicago qu'avec Toronto, Vancouver or Calgary. The Second-Rate City? http://www.city-journal.org/2012/22_2_chicago.html Chicago’s swift, surprising decline presents formidable challenges for new mayor Rahm Emanuel. In the 1990s, Chicago enthusiastically joined the urban renaissance that swept through many of America’s major cities. Emerging from the squalor and decay of the seventies and eighties, Chicago grew for the first time since 1950—by more than 100,000 people over the decade. The unemployment rate in the nation’s third-biggest city was lower than in its two larger rivals, and per-capita income growth was higher. Chicago’s metropolitan area racked up 560,000 new jobs, more than either New York’s or Los Angeles’s in raw numbers and over twice as many on a percentage basis. A rising Chicago spent lavishly to improve itself, investing in a new elevated line to Midway Airport, a major street-beautification program, and new cultural facilities costing hundreds of millions of dollars. The capstone was Millennium Park, a $450 million showplace featuring work by such celebrities as architect Frank Gehry and sculptor Anish Kapoor. The idea was to portray Chicago as a “global city,” and it was successful, to judge from the responses in the national media. As Millennium Park opened (a few years late) in the mid-2000s, The Economist celebrated Chicago as “a city buzzing with life, humming with prosperity, sparkling with new buildings, new sculptures, new parks, and generally exuding vitality.” The Washington Post dubbed Chicago “the Milan of the Midwest.” Newsweek added, “From a music scene powered by the underground footwork energy of juke to adventurous three-star restaurants, high-stepping fashion, and hot artists, Chicago is not only ‘the city that works,’ in Mayor Daley’s slogan, but also an exciting, excited city in which all these glittery worlds shine.” But despite the chorus of praise, it’s becoming evident that the city took a serious turn for the worse during the first decade of the new century. The gleaming towers, swank restaurants, and smart shops remain, but Chicago is experiencing a steep decline quite different from that of many other large cities. It is a deeply troubled place, one increasingly falling behind its large urban brethren and presenting a host of challenges for new mayor Rahm Emanuel. Begin with Chicago’s population decline during the 2000s, an exodus of more than 200,000 people that wiped out the previous decade’s gains. Of the 15 largest cities in the United States in 2010, Chicago was the only one that lost population; indeed, it suffered the second-highest total loss of any city, sandwiched between first-place Detroit and third-place, hurricane-wrecked New Orleans. While New York’s and L.A.’s populations clocked in at record highs in 2010, Chicago’s dropped to a level not seen since 1910. Chicago is also being “Europeanized,” with poorer minorities leaving the center of the city and forced to its inner suburbs: 175,000 of those 200,000 lost people were black. The demographic disaster extends beyond city limits. Cook County as a whole lost population during the 2000s; among America’s 15 largest counties, the only other one to lose population was Detroit’s Wayne County. The larger Chicago metropolitan area grew just 4 percent—less than half the national average. What little growth Chicagoland had, then, was concentrated in its exurban fringes, belying the popular narrative of a return to the city. And even that meager growth resulted almost entirely from new births and immigrants, rather than domestic migration: over the decade, the Chicago metro area suffered a net loss of more than 550,000 people to other parts of the country. Chicago’s economy also performed poorly during the first decade of the century. That was a tough decade all over the United States, of course, but the Chicago region lost 7.1 percent of its jobs—the worst performance of any of the country’s ten largest metro areas. Chicago’s vaunted Loop, the second-largest central business district in the nation, did even worse, losing 18.6 percent of its private-sector jobs, according to the Chicago Loop Alliance. Per-capita GDP grew faster in New York and L.A. than in Chicago; today, Chicago’s real per-capita GDP ranks eighth out of the country’s ten largest metros. Fiscal problems are commonplace these days among local governments, but Chicago’s are particularly grim and far predate the Great Recession. Cook County treasurer Maria Pappas estimates that within the city of Chicago, there’s a stunning $63,525 in total local government liabilities per household. Not all of this is city debt; the region’s byzantine political structure includes many layers of government, including hundreds of local taxing districts. But pensions for city workers alone are $12 billion underfunded. If benefits aren’t reduced, the city will have to increase its contributions to the pension fund by $710 million a year for the next 50 years, according to the Civic Federation. Chicago’s annual budget, too, has been structurally out of balance, running an annual deficit of about $650 million in recent years. As dire as Chicago’s finances are, those of Illinois are in even worse shape. The primary cause, once again, is pensions, which are underfunded to the tune of $83 billion. Retirees’ future health care is underfunded an additional $43 billion. There’s a lot of regular debt, too—about $44 billion of it. And Illinois, like Chicago, has run large deficits for some time. Despite raising the individual income tax 66 percent and the corporate tax 46 percent in 2011, the state is projected to end the current fiscal year with an accumulated deficit of $5.2 billion. While California has made headlines by issuing IOUs to companies to which it owes money, Illinois has taken an easier route: it just stopped paying its bills, at one point last year racking up 208,000 of them, totaling $4.5 billion. Some businesses have gone unpaid for nine months or even longer. Unsurprisingly, Illinois has the worst credit rating of any state. Unable to pay its bills, it is de facto bankrupt. What accounts for Chicago’s miserable performance in the 2000s? The fiscal mess is the easiest part to account for: it is the result of poor leadership and powerful interest groups that benefit from the status quo. Public-union clout is literally written into the state constitution, which prohibits the diminution of state employees’ retirement benefits. Tales of abuse abound, such as the recent story of two lobbyists for a local teachers’ union who, though they had never held government jobs, obtained full government pensions by doing a single day of substitute teaching apiece. If the state and city had honestly funded the obligations they were taking on, their generosity to their workers would be less of a problem. But they didn’t. As City Journal senior editor Steven Malanga has written for RealClearMarkets, Illinois “essentially wanted to be a low-tax (or at least a moderate-tax) state with high services and rich employee pensions.” That’s an obviously unsustainable policy formula. The state has also employed a series of gimmicks to cover up persistent deficits—for example, using borrowed money to shore up its pension system and even to pay for current operations. At the city level, Mayor Richard M. Daley papered over deficits with such tricks as a now-infamous parking-meter lease. The city sold the right to parking revenues for 75 years to get $1.1 billion up front. Just two years into the deal, all but $180 million had been spent. The debt and obligations begin to explain why jobs are leaving Chicago. It isn’t a matter, as in many cities, of high taxes driving away businesses and residents. Though Chicago has the nation’s highest sales tax, Illinois isn’t a high-tax state; it scores 28th in the Tax Foundation’s ranking of the best state tax climates. But the sheer scale of the state’s debts means that last year’s income-tax hikes are probably just a taste of what’s to come. (Cutting costs is another option, but that may be tricky, since Illinois is surprisingly lean in some areas already; it has the lowest number of state government employees per capita of any state, for example.) The expectation of higher future taxes has cast a cloud over the state’s business climate and contributed to the bleak economic numbers. But that isn’t the whole story. Many of Chicago’s woes derive from the way it has thrown itself into being a “global city” and the uncomfortable fact that its enthusiasm may be delusional. Most true global cities are a dominant location of a major industry: finance in New York, entertainment in Los Angeles, government in Washington, and so on. That position lets them harvest outsize tax revenues that can be fed back into sustaining the region. Thus New York uses Wall Street money, perhaps to too great an extent, to pay its bills (see “Wall Street Isn’t Enough,” page 12). Chicago, however, isn’t the epicenter of any important macro-industry, so it lacks this wealth-generation engine. It has some specialties, such as financial derivatives and the design of supertall skyscrapers, but they’re too small to drive the city. The lack of a calling-card industry that can generate huge returns is perhaps one reason Chicago’s per-capita GDP is so low. It also means that there aren’t many people who have to be in Chicago to do business. Plenty of financiers have to settle in New York, lots of software engineers must move to Silicon Valley, but few people will pay any price or bear any burden for the privilege of doing business in Chicago. Chicago’s history militates against its transforming itself into a global city on the scale of New York, London, or Hong Kong. Yes, its wealth was built by dominating America’s agro-industrial complex—leading the way in such industries as railroads, meatpacking, lumber processing, and grain processing—but that is long gone, and the high-end services jobs that remain to support those sectors aren’t a replacement. Chicago as a whole is less a global city than the unofficial capital of the Midwest, and its economy may still be more tied to that troubled region than it would like to admit. Like the Midwest generally, parts of Chicago suffer from a legacy of deindustrialization: blighted neighborhoods, few jobs, a lack of investment, and persistent poverty. Chicago is also the “business service center of the Midwest, serving regional markets and industries,” Chicago Fed economist Bill Testa wrote in 2007; as a result, “Chicago companies’ prospects for growth are somewhat limited.” It’s easy to understand why being a global city is the focus of civic leadership. Who wouldn’t want the cachet of being a “command node” of the global economy, as urbanists put it? It’s difficult, too, to think of a different template for Chicago to follow; its structural costs are too high for it easily to emulate Texas cities and become a low-cost location. But just because the challenge is stiff doesn’t mean that it shouldn’t be tackled. Chicago isn’t even trying; rather, it’s doubling down on the global-city square. Senator Mark Kirk wants to make O’Hare the most “Asia-friendly” airport in America and lure flights to central China, for example. A prominent civic leader suggests that the city should avoid branding itself as part of the Midwest. One of Mayor Emanuel’s signature moves to date has been luring the NATO summit to Chicago. Another reason for Chicago’s troubles is that its business climate is terrible, especially for small firms. When the state pushed through the recent tax increases, certain big businesses had the clout to negotiate better deals for themselves. For example, the financial exchanges threatened to leave town until the state legislature gave them a special tax break, with an extension of a tax break for Sears thrown in for good measure. And so the deck seems to be stacked against the little guys, who get stuck with the bill while the big boys are plied with favors and subsidies. It also hurts small businesses that Chicago operates under a system called “aldermanic privilege.” Matters handled administratively in many cities require a special ordinance in Chicago, and ordinances affecting a specific council district—called a “ward” in Chicago—can’t be passed unless the city council member for that ward, its “alderman,” signs off. One downside of the system is that, as the Chicago Reader reported, over 95 percent of city council legislation is consumed by “ward housekeeping” tasks. More important is that it hands the 50 aldermen nearly dictatorial control over what happens in their wards, from zoning changes to sidewalk café permits. This dumps political risk onto the shoulders of every would-be entrepreneur, who knows that he must stay on the alderman’s good side to be in business. It’s also a recipe for sleaze: 31 aldermen have been convicted of corruption since 1970. Red tape is another problem for small businesses. Outrages are legion. Scooter’s Frozen Custard was cited by the city for illegally providing outdoor chairs for customers—after being told by the local alderman that it didn’t need a permit. Logan Square Kitchen, a licensed and inspected shared-kitchen operation for upscale food entrepreneurs, has had to clear numerous regulatory hurdles: each of the companies using its kitchen space had to get and pay for a separate license and reinspection, for example, and after the city retroactively classified the kitchen as a banquet hall, its application for various other licenses was rejected until it provided parking spaces. An entrepreneur who wanted to open a children’s playroom to serve families visiting Northwestern Memorial Hospital was told that he needed to get a Public Place of Amusement license—which he couldn’t get, it turned out, because the proposed playroom was too close to a hospital! And these are exactly the kind of hip, high-end businesses that the city claims to want. Who else stands a chance if even they get caught in a regulatory quagmire? As Chicagoland Chamber of Commerce CEO Jerry Roper has noted, “unnecessary and burdensome regulation” puts Chicago “at a competitive disadvantage with other cities.” Companies also fear Cook County’s litigation environment, which the U.S. Chamber of Commerce has called the most unfair and unreasonable in the country. It’s not hard to figure out why Chief Executive ranked Illinois 48th on its list of best states in which to do business. Chicago’s notorious corruption interferes with attempts to fix things. Since 1970, 340 officials in Chicago and Cook County have been convicted of corruption. So have three governors. The corruption has been bipartisan: both Governor George Ryan, a Republican, and Governor Rod Blagojevich, a Democrat, are currently in federal prison. A recent study named Chicago the most corrupt city in the United States. But an even greater problem than outright corruption is Chicago’s culture of clout, a system of personal loyalty and influence radiating from city hall. Influencing the mayor, and influencing the influencers on down the line, is how you get things done. There is only one power structure in the city—including not just politicians but the business and social elite and their hangers-on—and it brings to mind the court of Louis XIV: when conflicts do arise, they are palace intrigues. One’s standing is generally not, as in most cities, the result of having an independent power base that others must respect; it is the result of personal favor from on high. One drawback with this system is that it practically demands what columnist Greg Hinz calls a “Big Daddy”–style leader to sustain itself. Another is that fear of being kicked out of the circle looms large in the minds of important Chicagoans. Beginning in 2007, Mayor Daley launched an ultimately unsuccessful bid for the 2016 Olympics. Later, commentator Ramsin Canon observed that Daley “was able to get everybody that mattered—everybody—on board behind the push. . . . Nobody, from the largest, most conservative institutions to the most active progressive advocacy group, was willing to step out against him.” These organizations have good reason to fear reprisal for not toeing the line. When Daley signed his disastrous parking-meter deal, an advocacy group called the Active Transportation Alliance issued a critical report. After a furious reaction by the Daley administration, the organization issued a groveling retraction. “I would like to simply state that we should not have published this report,” said executive director Rob Sadowsky. “I am embarrassed that it not only contains factual errors, but that it also paints an incorrect interpretation of the lease’s overall goals.” Sadowsky is no longer in Chicago. It’s easy to see how fiascoes like the parking-meter lease happen where civic culture is rotten and new ideas can’t get a hearing. Chicago’s location already isolates it somewhat from outside views. Combine that with the culture of clout, and you get a city that’s too often an echo chamber of boosterism lacking a candid assessment of the challenges it faces. Some of those challenges defy easy solutions: no government can conjure up a calling-card industry, and it isn’t obvious how Chicago could turn around the Midwest. Mayor Emanuel is hobbled by some of the deals of the past—the parking-meter lease, for example, and various union contracts that don’t expire until 2017 and that Daley signed to guarantee labor peace during the city’s failed Olympic bid. But there’s a lot that Emanuel and Chicago can do, starting with facing the fiscal mess head-on. Emanuel has vowed to balance the budget without gimmicks. He cut spending in his 2012 budget by 5.4 percent. He wants to save money by letting private companies bid to provide city services. He’s found some small savings by better coordination with Cook County. Major surgery remains to be done, however, including a tough renegotiation of union contracts, merging some functions with county government, and some significant restructuring of certain agencies, such as the fire department. By far the most important item for both the city and state is pension reform for existing workers—a politically and legally challenging project, to say the least. To date, only limited reforms have passed: the state changed its retirement age, but only for new hires. Next is to improve the business climate by reforming governance and rules. This includes curtailing aldermanic privilege, shrinking the overly large city council, and radically pruning regulations. Emanuel has already gotten some votes of confidence from the city’s business community, recently announcing business expansions with more than 8,000 jobs, though they’re mostly from big corporate players. Chicago also needs something even harder to achieve: wholesale cultural change. It needs to end its obsession with being solely a global city, look for ways to reinvigorate its role as capital of the Midwest, and provide opportunities for its neglected middle and working classes, not just the elites. This means more focus on the basics of good governance and less focus on glamour. Chicago must also forge a culture of greater civic participation and debate. You can’t address your problems if everyone is terrified of stepping out of line and admitting that they exist. Here, at least, Emanuel can set the tone. In March, he publicly admitted that Chicago had suffered a “lost decade,” a promisingly candid assessment, and he has tapped former D.C. transportation chief Gabe Klein to run Chicago’s transportation department, rather than picking a Chicago insider. Continuing to welcome outsiders and dissident voices will help dilute the culture of clout. Fixing Chicago will be a big, difficult project, but it’s necessary. The city’s sparkling core may continue to shine, and magazines may continue to applaud the global city on Lake Michigan—but without a major change in direction, Chicago can expect to see still more people and jobs fleeing for more hospitable locales. Aaron M. Renn is an urban analyst, consultant, and publisher of the urban policy website The Urbanophile.
  22. Le Groupe Induspac, de Lachine, fait un achat à Chicago pour mettre la main sur un réseau de plus de 1000 distributeurs nord-américains. Pour en lire plus...
  23. 2005 Findings 1. New York City 4. Paris 14. Chicago 30. Montreal It's some old findings from the end of 2005. List
  24. Ontario - Switzerland - Pennsylvania Quebec - Denmark - Washington Alberta - Venezuela - Maryland --- B.C - Czech Republic - Connecticut Saskatchewan - Ecuador - Delaware Manitoba - Dominican Republic - Maine Nova Scotia - Costa Rica - Montana Newfoundland / Labrador - Kenya - North Dakota New Brunswick - Panama - Vermont --- Northwest Territories - Malawi P.E.I - Kyrgyzstan Yukon - Sierra Leone Nunavut - Cape Verde What else is interesting, is that Ontario's GDP 36.7% of the total (Canada). Toronto GDP accounts for almost of half of Ontario GDP. Ontario GDP = Chicago GDP Ontario: 13,210,667 -- 917,741 sq.km Chicago: 2,853,114 (city) -- 606.1 sq.km Quebec GDP = Detroit GDP Quebec: 7,886,108 -- 1,365,128 sq.km Detroit: 910,920 (city) -- 370.4 sq.km Toronto GDP = Detroit GDP = U.A.E GDP (approx.) Montreal GDP = Cairo GDP = Peru GDP (approx.) Yet you have cities like Tokyo and New York that have GDP larger than Canada's GDP and other nations. Tokyo / New York = India's GDP.
  25. La récession s'attaque à Broadway Marie-Joëlle Parent 06-02-2009 | 09h58 Le nuage gris de la récession recouvre dorénavant le ciel de Broadway. Des spectacles comme Chicago, Equus ou Shrek The Musical jouent devant des salles à moitié vides. Plusieurs productions comme Hairspray et Grease viennent d'éteindre leurs projecteurs pour toujours. Malgré tout le glamour et les paillettes, le monde du divertissement n'est pas imperméable à la crise économique. Il suffit de déambuler dans le Theatre District de Manhattan ces jours-ci pour le contacter. Plusieurs théâtres situés sur les rues transversales à Broadway sont déserts et placardés d'affiches. «La dernière représentation de Grease a eu lieu le 4 janvier, les billets après cette date doivent être remboursés au point d'achat», est-il inscrit. La scène est plutôt triste. Quand Broadway va mal, c'est toute la ville qui en souffre. C'est une machine énorme qui a engrangé des revenus de 941M$US l'an dernier. Sans compter les retombées pour les hôtels et restaurants. Fermetures en série Même si plusieurs productions comme Billy Elliot ou Wicked attirent encore les foules, d'autres n'ont pas résisté au marasme financier. En tout, 16 spectacles ont fermé leurs portes ces dernières semaines, certaines fermetures étaient prévues, mais huit résultent directement de la situation économique. C'est le cas de Hairspray, Spring Awakening, Gypsy, Spamalot, Boeing-Boeing, Young Frankenstein, 13 et Grease. La plupart de leurs billboards sont encore bien en vue dans les hauteurs de Time Square, signe qu'on ne s'attendait pas du tout à un tel revirement de situation. «Oui c'est plus dur que les autres années. L'an dernier 12 shows ont fermé à cette période-ci, cette année, on parle de 16 shows» admet Drew Hodges, président de SpotCo, agence de publicité spécialisée en théâtre. «La plupart des gens sont plus hésitants avant d'acheter un billet, les temps sont durs. Les familles magasinent avant d'acheter», dit-il. «C'est pourquoi la plupart des billets sont réduits à 50%.» «De plus en plus de productions diminuent leurs prix, il faut remplir les salles» confie un promoteur rencontré près du comptoir de dernière minute TKTS à Time Square. Juste à côté des danseurs de la pièce Chicago dansent autour des touristes malgré le froid tout en donnant des dépliants. Ça frôle la vente sous pression. Tous les moyens sont bons pour faire de la promotion. Il faut dire que Chicago connaît un taux d'occupation de 66% ces jours-ci... Période creuse La production n'est pas la seule à jouer devant des salles à moitié remplies. C'est le cas de Shrek (56%) et Equus (61%) mettant en vedette Daniel «Harry Potter» Radcliffe. Malgré tout le battage médiatique, le spectacle quittera l'affiche le 9 février. Malgré tout, Broadway ne baisse pas les bras. Au contraire, les relationnistes des productions et la Broadway League affichent un optimisme exacerbé. «Le printemps va être incroyable. Il y aura 22 nouveaux spectacles d'ici avril, Broadway est plus fort que jamais» souligne Joe Parotta de Boneau/Bryan-Brown. Du côté du syndicat des acteurs de théâtre, l'Actor's Equity, la panique n'est pas installée. «Les spectacles ferment normalement en janvier, ce n'est pas tellement différent de l'an dernier, les acteurs savent que leur job n'est pas à long terme», dit Maria Somma, porte-parole. La grande question qui hante maintenant MidTown c'est de savoir si les touristes seront au rendez-vous cet été. 51 millions de billets En octobre dernier, le maire Bloomberg a inauguré les nouvelles installations futuristes de Duffy Square, le petit ilot en plein coeur de Time Square qui abrite la populaire billetterie de dernière minute, TKTS. Coût de l'opération : environ 19 M$ US. L'îlot a doublé de superficie et le comptoir à lui seul a coûté plus d'un million, il est recouvert d'une immense estrade rouge en plexiglas. Les lieux sont chauffés, les touristes peuvent donc faire la file plus longtemps. C'est là qu'il se vend le plus de billets au monde. Depuis 1973, 51 millions de billets y ont été vendus, soit l'équivalent de 1,4 milliard de dollars américains dans les poches de l'industrie du divertissement. Depuis le début de janvier cependant, on remarque que les ventes vont moins bien que l'an passé. «C'est évident que c'est dû à la situation économique du pays, mais aussi à la neige» explique David LeShay, porte-parole du Theatre Development Fund. 90% des billets offerts sont vendus à moitié prix. La taxe de service est quant à elle réinvestie dans des programmes pour aider la relève artistique.