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Found 93 results

  1. The world's most influential city, une étude de Joel Kotkin, Ali Modarres, Aaron Renn et Wendell Cox, positionne Montréal à la 41ème place des centres de pouvoir d'influence. Londres, New York et Paris se partagent le podium. Toronto figure dans le top 10. Article original: http://www.forbes.com/sites/joelkotkin/2014/08/14/the-most-influential-cities-in-the-world/ No. 1: London FDI Transactions (5-Year Avg.): 328 Forbes Global 2000 HQs: 68< Air Connectivity: 89%* Global Financial Centres Index Rank: 1 * The air connectivity score is the percentage of other global cities outside the city’s region (e.g., for London, cities outside of Europe) that can be reached nonstop a minimum of three times per week. No. 2: New York FDI Transactions (5-Year Avg.): 143 Forbes Global 2000 HQs: 82 Air Connectivity: 70% GFCI Rank: 2 No. 3: Paris FDI Transactions (5-Year Avg.): 129 Forbes Global 2000 HQs: 60 Air Connectivity: 81% GFCI Rank: 29 No. 4: Singapore FDI Transactions (5-Year Avg.): 359 Forbes Global 2000 HQs: N/A Air Connectivity: 46% GFCI Rank: 4 No. 5: Tokyo FDI Transactions (5-Year Avg.): 83 Forbes Global 2000 HQs: 154 Air Connectivity: 59% GFCI Rank: 5 No. 6: Hong Kong FDI Transactions (5-Year Avg.): 234 Forbes Global 2000 HQs: 48 Air Connectivity: 57% GFCI Rank: 3 No. 7: Dubai FDI Transactions (5-Year Avg.): 245 Forbes Global 2000 HQs: N/A Air Connectivity: 93% GFCI Rank: 25 No. 8 (TIE): Beijing FDI Transactions (5-Year Avg.): 142 Forbes Global 2000 HQs: 45 Air Connectivity: 65% GFCI Rank: 59 No. 8 (TIE): Sydney FDI Transactions (5-Year Avg.): 111 Forbes Global 2000 HQs: 21 Air Connectivity: 43% GFCI Rank: 15 No. 10 (TIE): Los Angeles FDI Transactions (5-Year Avg.): 35 Forbes Global 2000 HQs: N/A Air Connectivity: 46% GFCI Rank: N/A No. 10 (TIE): San Francisco Bay Area FDI Transactions (5-Year Avg.): 49 Forbes Global 2000 HQs: 17 Air Connectivity: 38% GFCI Rank: 12 No. 10 (TIE): Toronto FDI Transactions (5-Year Avg.): 60 Forbes Global 2000 HQs: 23 Air Connectivity: 49% GFCI Rank: 11 Autre source : http://www.newgeography.com/content/004475-the-worlds-most-influential-cities Kerney classe Montréal à la 30ème place des villes globales : Source :http://www.atkearney.com
  2. Suite à une demande spéciale, j'ai scanné une carte du centre-ville de Montréal publiée le 3 juillet 1992 par l'hebdo Habitabec (qui s'en souvient ?), dans le cadre du 350e anniversaire de la ville. Étant donné la taille de la carte et la lourdeur des documents scannés, je vous met en pièces jointes la carte divisée en 4 secteurs, et une version globale assemblée. Et vu la limite permise sur MtlUrb, j'ai dû réduire le format et donc l'image est moins claire. Secteur N-O Secteur N-E Secteur S-O Secteur S-E Plan global
  3. Top Asian team at global business challenge 31 March 2008 NUS' MBA team beat more than 270 Asian teams to emerge the best in the continent at Cerebration 2008, with DBS as principal sponsor. The Competition is an annual global business challenge organized by the NUS Business School. The team finished second overall among the more than 450 participating teams from 200 business schools worldwide. HEC Montreal team emerged the champion, with the London Business School and McGill University completing the final field of four. Now in its fourth year, the competition gives MBA students a chance to devise global business expansion strategies for participating Singapore companies -- Brewerkz Restaurant and Microbrewery, Expressions International and Qian Hu Corp. Each team had to study its chosen firm and come up with strategies based on the firm’s unique profile and target market. This is the second straight year that the NUS team has finished second in the competition, reflecting the School’s global ranking of the top 100 business schools for its MBA program.
  4. UN Blowback: More Than 650 International Scientists Dissent Over Man-Made Global Warming Claims POZNAN, Poland - The UN global warming conference currently underway in Poland is about to face a serious challenge from over 650 dissenting scientists from around the globe who are criticizing the climate claims made by the UN IPCC and former Vice President Al Gore. Set for release this week, a newly updated U.S. Senate Minority Report features the dissenting voices of over 650 international scientists, many current and former UN IPCC scientists, who have now turned against the UN. The report has added about 250 scientists (and growing) in 2008 to the over 400 scientists who spoke out in 2007. The over 650 dissenting scientists are more than 12 times the number of UN scientists (52) who authored the media hyped IPCC 2007 Summary for Policymakers. The U.S. Senate report is the latest evidence of the growing groundswell of scientific opposition rising to challenge the UN and Gore. Scientific meetings are now being dominated by a growing number of skeptical scientists. The prestigious International Geological Congress, dubbed the geologists' equivalent of the Olympic Games, was held in Norway in August 2008 and prominently featured the voices and views of scientists skeptical of man-made global warming fears. [see Full report Here: & See: Skeptical scientists overwhelm conference: '2/3 of presenters and question-askers were hostile to, even dismissive of, the UN IPCC' ] A hint of what the upcoming report contains: “I am a skeptic…Global warming has become a new religion.” - Nobel Prize Winner for Physics, Ivar Giaever. “Since I am no longer affiliated with any organization nor receiving any funding, I can speak quite frankly….As a scientist I remain skeptical.” - Atmospheric Scientist Dr. Joanne Simpson, the first woman in the world to receive a PhD in meteorology and formerly of NASA who has authored more than 190 studies and has been called “among the most preeminent scientists of the last 100 years.” Warming fears are the “worst scientific scandal in the history…When people come to know what the truth is, they will feel deceived by science and scientists.” - UN IPCC Japanese Scientist Dr. Kiminori Itoh, an award-winning PhD environmental physical chemist. “The IPCC has actually become a closed circuit; it doesn’t listen to others. It doesn’t have open minds… I am really amazed that the Nobel Peace Prize has been given on scientifically incorrect conclusions by people who are not geologists,” - Indian geologist Dr. Arun D. Ahluwalia at Punjab University and a board member of the UN-supported International Year of the Planet. “The models and forecasts of the UN IPCC "are incorrect because they only are based on mathematical models and presented results at scenarios that do not include, for example, solar activity.” - Victor Manuel Velasco Herrera, a researcher at the Institute of Geophysics of the National Autonomous University of Mexico “It is a blatant lie put forth in the media that makes it seem there is only a fringe of scientists who don’t buy into anthropogenic global warming.” - U.S Government Atmospheric Scientist Stanley B. Goldenberg of the Hurricane Research Division of NOAA. “Even doubling or tripling the amount of carbon dioxide will virtually have little impact, as water vapour and water condensed on particles as clouds dominate the worldwide scene and always will.” – . Geoffrey G. Duffy, a professor in the Department of Chemical and Materials Engineering of the University of Auckland, NZ. “After reading [uN IPCC chairman] Pachauri's asinine comment [comparing skeptics to] Flat Earthers, it's hard to remain quiet.” - Climate statistician Dr. William M. Briggs, who specializes in the statistics of forecast evaluation, serves on the American Meteorological Society's Probability and Statistics Committee and is an Associate Editor of Monthly Weather Review. “For how many years must the planet cool before we begin to understand that the planet is not warming? For how many years must cooling go on?" - Geologist Dr. David Gee the chairman of the science committee of the 2008 International Geological Congress who has authored 130 plus peer reviewed papers, and is currently at Uppsala University in Sweden. “Gore prompted me to start delving into the science again and I quickly found myself solidly in the skeptic camp…Climate models can at best be useful for explaining climate changes after the fact.” - Meteorologist Hajo Smit of Holland, who reversed his belief in man-made warming to become a skeptic, is a former member of the Dutch UN IPCC committee. “Many [scientists] are now searching for a way to back out quietly (from promoting warming fears), without having their professional careers ruined.” - Atmospheric physicist James A. Peden, formerly of the Space Research and Coordination Center in Pittsburgh. “Creating an ideology pegged to carbon dioxide is a dangerous nonsense…The present alarm on climate change is an instrument of social control, a pretext for major businesses and political battle. It became an ideology, which is concerning.” - Environmental Scientist Professor Delgado Domingos of Portugal, the founder of the Numerical Weather Forecast group, has more than 150 published articles. “CO2 emissions make absolutely no difference one way or another….Every scientist knows this, but it doesn’t pay to say so…Global warming, as a political vehicle, keeps Europeans in the driver’s seat and developing nations walking barefoot.” - Dr. Takeda Kunihiko, vice-chancellor of the Institute of Science and Technology Research at Chubu University in Japan. “The [global warming] scaremongering has its justification in the fact that it is something that generates funds.” - Award-winning Paleontologist Dr. Eduardo Tonni, of the Committee for Scientific Research in Buenos Aires and head of the Paleontology Department at the University of La Plata. # # In addition, the report will feature new peer-reviewed scientific studies and analyses refuting man-made warming fears and a heavy dose of inconvenient climate developments. (See Below: Study: Half of warming due to Sun! –Sea Levels Fail to Rise? - Warming Fears in 'Dustbin of History') http://epw.senate.gov/public/index.cfm?FuseAction=Files.View&FileStore_id=37283205-c4eb-4523-b1d3-c6e8faf14e84
  5. GDS

    2009 Global 500

    Rank Company Global 500 rank Revenues ($ millions) City 1 Royal Bank of Canada 211 $36,616 Toronto 2 Power Corp. of Canada 226 $35,125 Montreal 3 George Weston 254 $32,361 Toronto 4 Manulife Financial 276 $30,948 Toronto 5 EnCana 284 $30,064 Calgary 6 Suncor Energy 325 $27,680 Calgary 7 Petro-Canada 340 $26,054 Calgary 8 Bank of Nova Scotia 343 $25,944 Toronto 9 Onex 353 $25,207 Toronto 10 Toronto-Dominion Bank 354 $25,070 Toronto 11 Magna International 384 $23,704 Aurora 12 Husky Energy 396 $23,162 Calgary 13 Bombardier 468 $19,721 Montreal 14 Bank of Montreal 479 $19,365 Toronto SunCor et Petro Canada fusionnent et deviendront premier l'année prochaine.
  6. Le géant canadien des médias obtient un autre sursis de ses créanciers, cette fois jusqu'au 7 avril, au moment où il se débat pour éviter la faillite. Pour en lire plus...
  7. C’est ce qu’indique Marchés mondiaux CIBC qui remarque toutefois un «recul très marqué du nombre global de nouveaux emplois». Pour en lire plus...
  8. China's Arithmetic When It Comes to the Dollar “It will be helpful if Geithner can show us some arithmetic” -Yu Yongding From the lens of a global risk manager, this morning has to be one of the more fascinating that I have ever woken up to. At the same time as the US Government is setting themselves up to announce one of the largest bankruptcies in US corporate history, we have a squirrel hunting US Treasury Secretary telling the Chinese to “trust us” and America’s currency. That a boy! Providing leadership to the world’s increasingly interconnected economy is by no means an easy task, and maybe that’s why the world is voting against America holding the world’s reserve Currency Conch any longer. Timmy Geithner’s effectiveness with the Chinese translators overseas this morning is borderline laughable. There was a time when the Wizards of Wall Street’s Oz could fly overseas and make a comment like “we are committed to a strong dollar” and it would actually matter. Rather than getting on a plane and shaking hands with The Client (China) himself, President Obama opted to send the same guy that called the holder of $768B in US Debt “manipulators"... Nice! When it comes to financial market sophistication, other countries aren’t as gullible as they used to be. An internet connection and You Tube screen have effectively changed all that. On the heels of Timmy’s “reassuring” comments, the US Dollar is getting spanked again, trading down another -0.73% to lower-lows at $78.63. Rather than fading Geithner from my soapbox, now the world is – it’s sad. I understand that this is all doesn’t matter yet because someone on CNBC is hopped-up about where the US futures ramped into Friday’s close and look here on today’s open. That manic behavior really helps America’s reputation. At the end of the day, the US stock market could go up another 6% to 9% today, and it would still be amongst one of the worst performing stock markets in the world. The Dollar moving into crisis mode matters. First, all of the reflation trades pay themselves out in full. Second, all of the global political capital associated with the almighty Petro-Dollar gets redistributed. And Third, well… rather than analyzing this as the said Great Depression Part Deux… how about another Third Quarter of 2008 in US Equities? Nah, that’s crazy right? Like they say in the Canadian Junior Hockey Leagues, “crazy is as crazy does”! There are loads of unintended consequences associated with a US Dollar crashing – the only other sustainable break we’ve seen in the US Dollar Index below the $80 level since 1971 (when Nixon abandoned the gold standard), was that one that led us to that 2008 Third Quarter… After locking in another +5.3% month for May, the S&P500 is up a whopping +1.8% for the YTD. Unlike most global equity markets that are charging to higher-highs this morning, the S&P500 is still trading below its January 6th high of 934. On the heels of another strong, albeit not herculean PMI manufacturing report last night (it decelerated slightly month over month), China’s stock market charged to higher-highs, closing up another +3.4%. The Shanghai Composite Index is now +49.5% YTD, and we, as our British philosophy competitor likes to say remain “long of it.” From Hong Kong to Russia, stock markets are up +4 to +6% this morning. Why? Because, much like the only other time we saw the US Dollar break down to these levels, everything that China needs reflates. Oil prices and the promises of a potentially empowering Chinese handshake have the Russian Trading System Index (RTSI) up +83% for 2009 to-date. Now that and the price of oil trading up +19% in less than 2-weeks is getting someone paid - and it isn’t the American Consumer! As she trashes her currency, America will continue to lose political capital both domestically and abroad. After all, a -12% three-month swan dive in the US Dollar has hacked over $90 Billion of value from the Chinese position in US Treasuries. Creditors and citizenry hush yourselves! All the while, 17 out of 23 Chinese economists polled are calling holding those Treasuries a “great risk” this morning. I know, I know… an economist or a billion US Dollars ain't what it used to be… At some point, China’s interpretation of the arithmetic is going to really matter.
  9. I just saw this story online, of all places it was on Global Toronto and Fox News Radio. No one is covering the story in Montreal. Police investigate death threats, racist Tweets of McGill student (Courtesy of Global Toronto) I do hope the student gets expelled and is never allowed to study at any university again. Plus what does he expect going to a conservative club meeting? It would be like me going to Nazi rally and dealing with all the anti-semitism, but I wouldn't be an idiot tweeting what he tweeted online.
  10. (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)
  11. http://www.longfinance.net/images/GFCI15_15March2014.pdf
  12. Montreal to host conference on reducing growth BY MICHELLE LALONDE, GAZETTE ENVIRONMENT REPORTER http://www.montrealgazette.com/business/Montreal+host+conference+degrowth/6600947/story.html MONTREAL - Just as events are forcing Quebecers to debate some fundamental questions about our economy and our future, five Montreal universities happen to be hosting a weeklong conference on “degrowth” – a movement that questions whether economic growth should be our society’s primary goal. “Degrowth is an attempt to force us out of this lock-step way of thinking that growth is always good,” said Peter Brown, a professor at McGill University’s School of Environment and one of the conference’s organizers. Brown said the conference – which starts Sunday and ends Saturday, May 19 – has been in the works for years and is modelled on similar conferences in Paris in 2008 and Barcelona in 2010, and is leading up to a global conference on the issue next fall in Venice. But he admits the timing is serendipitous. The Occupy movement, the recent record-breaking Earth Day march in Montreal, concerns over the push to develop northern Quebec and the continuing student strikes are all signs that many Quebecers are questioning the “business-as-usual” approach to economic development. Brown says all of these movements may find common ground in the notion that a narrow focus on growing the economy at any cost, while discounting effects on the environment and human well-being have led mankind to commit some catastrophic errors. Gross domestic product should not be used as the key measure of a country’s well being, because it ignores the cost of creating wealth (for some), such as environmental degradation and human suffering, say proponents of degrowth. Errors like runaway global warming, habitat destruction and a widening wage gap between rich and poor will lead to calamity for future generations, and a forced, unplanned “degrowth” period that will be painful, they warn. “Any healthy civilization looks after future generations ... we just don’t do that,” Brown told The Gazette on Thursday. The conference will feature panels and lectures by academics and activists prominent in the North American degrowth movement. The big draw will be a public lecture by ecologist David Suzuki called Humanity in Collision with the Biosphere: Is it Too Late? on Friday at 11 a.m. at UQÀM. (Admission to Suzuki’s talk is free, but registration is required). The conference, titled Less is More; Degrowth in the Americas, runs from May 13 to 19. Registration costs $200 per day, or $390 for all seven days, with reduced fees offered to students or members of “grassroots Montreal-based organizations.” Talks will be recorded and posted on the conference website (montreal.degrowth.org). [email protected] Twitter: @mrlalonde © Copyright © The Montreal Gazette ********************************************************************************************************************* Québec - Forward Never, Backwards Ever
  13. Everyone is aware that Montreal has been performing at an unacceptable level according to virtually every measure. The challenges that lay ahead are not simple, or easy, but they can be pursued successfully. Significant change appears to have commenced, and may be gathering strength. At the outset, let’s be clear about something. If Montreal is to become a great city again, it will either need to get some sort of real “special status” within Quebec, become a special economic zone or, later, a city state. As we see it, the fundamental question we face is: Can Montreal become a city of global importance, or is it destined to be a provincial metropolis? We are currently a provincial metropolis not much higher in status than other important provincial metropolises, such as Halifax or Winnipeg. We need to become more important, like Toronto or Barcelona. Under existing constitutional arrangements, municipalities are controlled largely by the provinces. Provincial governments pass most of the enabling legislation that affects the powers cities have. Mayor Denis Coderre has entered into talks with two provincial cabinet ministers, Pierre Moreau and Robert Poëti, regarding some kind of special status for Montreal that would see the city get more responsibilities and funding — but for small things like transport and services for the homeless. Bravo and kudos, but is that enough? No. A recent Bank of Montreal/Boston Consulting Group analysis of Montreal outlined 10 distinct proposals to turnaround the city’s sagging fortunes. If these 10 propositions were to become actionable, they would be implemented within one of the two broader contexts we see for Montreal: evolving provincial metropolis or evolving global city. First of all, Montreal needs to be able to attract and retain the best talent. That is a clearly defined goal to which to aspire. To do this, Montreal must control its own destiny, and that means it must be open to diversity and become a beacon of opportunity. In order to reconnect with the larger North American and offshore business world, Quebec’s restrictive language laws need to be reviewed, and reworked to fit with Montreal’s global ambitions and identity. The thinking should be as follows: Montreal is a French city, first of all. It is also a North American city. It should become a global city. Global cities are defined by their openness to diversity and creativity. And so all students, regardless of ancestry or origin, need to be bilingual at the end of primary school, and trilingual at the end of secondary school. Anglophones and allophones (including immigrants) should be free to choose any school they want, as long as those schools offer a bilingual or trilingual education. Businesses and institutions should be able to use their language of choice. The public should have access to all services in either official language: anywhere, anytime. All of this is possible; we just have to do it. The time is now. Michel David is a business strategist and author of The Genius Is Inside. He is also a director of Fondation Montréal: City-State. He lives in Westmount. Morton Grostern is a consultant to small- and medium-sized businesses in Montreal. He is also a director of Fondation Montreal: City-State. He lives in Hampstead. Michel Lozeau, a strategic consultant and executive coach in Paris, contributed to this commentary. He lives in Montreal and Paris. © Copyright © The Montreal Gazette
  14. The Global Financial Center Index published by the China Development Institude and Z/Yen partners in London ranks financials centers worlwide based on criterias such as business stability and environnement, technology and assessment by the financial community. Montreal ranks 14th up 1 spot since the last ranking 6 months ago, ahead of cities such as Geneva, Frankfurt or Paris. Highest ranked city in Canada is Toronto in 10th place, London tops chart ahead of New York and Singapore to round top 3. http://www.longfinance.net/images/gfci/gfci_21.pdf
  15. Montreal Protocol outshines Kyoto PETER HADEKEL, The Gazette Published: 6 hours ago It's been described as the most successful global environmental agreement ever negotiated. The Montreal Protocol, signed in 1987 and ratified by 191 countries, has been extraordinarily effective in phasing out the use of harmful chemicals that depleted the the ozone layer in the Earth's stratosphere. The agreement showed that the global community really could respond to a serious environmental threat. [/url] Twenty years later, environmental officials from government and industry are meeting this week, at a United Nations conference in Montreal, to assess their progress and recommend further action. And some are asking whether the Montreal Protocol could serve as a template for action on a far bigger and more complex problem - greenhouse gas emissions. Despite progress in eliminating 95 per cent of ozone-depleting chemicals, there's still more that can be done to protect the ozone layer, said Mack McFarland, a scientist at chemical giant E.I. DuPont de Nemours and global environmental manager of the company's fluorochemicals business. The phase-out for developing countries could be speeded up, he said in an interview yesterday. That's one proposal on the agenda at this week's meeting. The ozone layer acts as a filter in the Earth's stratosphere, absorbing harmful ultraviolet radiation from the sun. By the mid-1980s, gaping holes in the layer had begun to appear, linked to the world's consumption of such chemicals as halons (in fire extinguishers) and chlorofluorocarbons, or CFCs (in refrigeration, air conditioning and aerosol propellants). After scientific proof was published about the the causes of ozone depletion, industry began to acknowledge its role in the problem, McFarland said. DuPont, which had invented CFCs, began to call for their elimination a year before the Montreal Protocol was signed. Progress was rapid in eliminating use of most ozone-depleting substances, he noted. "In developed countries, halons were gone by 1995, and CFCs by 1996." As of 2005, more than 95 per cent of all the chemicals controlled by the protocol had been phased out. But healing the stratosphere will take longer, because chemical residues will be present for a while. The United Nations Environment Program estimates that the ozone layer should return to pre-1980 levels by 2050 to 2075. Health benefits will be substantial as the ozone layer is restored. It's estimated that the global community will avoid millions of cases of fatal skin cancer and save trillions of dollars in health-care costs. "At this stage, the question is: Is there more that can be done to protect the ozone layer," McFarland asked. Use of less damaging HCFCs is still being ramped down, but could be speeded up in both developed and developing countries, he said. Six groups of countries have presented proposals to accelerate that process. Industry has poured hundreds of million of dollars into research and development of safer chemical substitutes for use in such processes as refrigeration. One result, McFarland said, is that production of global warming gases has also been reduced. Between 1990, when ozone-depleting substances were at peak levels, and 2000, the elimination of those chemicals yielded a net reduction of 25 billion tonnes of global-warming gases. Can the success of the Montreal Protocol serve as a model for tackling climate change? In one respect, it can, McFarland said, because a science-based approach was followed and countries, while agreeing to respect targets, were to free to implement the Montreal Protocol as they chose. Also, realizing that science and technology were not static, there were provisions to revise the Montreal Protocol at least every four years. Of course, a critical difference is that developing countries were on board from the start. That's not the case with the Kyoto Protocol on climate change. "The climate change issue is many orders of magnitude more challenging," McFarland said. "We're dealing with the very fabric of our society - the way we produce and use energy. "You've got to make sure that the goals you set under these international agreements are achievable." [email protected]
  16. (Courtesy of The Financial Post) :eek: I wish I knew about these people a little sooner. Man I need money now to buy some shares. I just hope its not to late.
  17. I'm going to enjoy the popcorn and watch the whiners come out "http://business.financialpost.com/news/transportation/air-canada-wants-torontos-pearson-airport-to-be-a-mega-hub-but-high-costs-stand-in-the-way" "Canada has long been an afterthought for the global aviation market, an out-of-the-way destination with taxes and fees so high that some five million Canadians a year trek across the border to fly out of cheaper U.S. airports. But Air Canada and the Greater Toronto Airports Authority (GTAA) are determined to flip that view on its head by turning Toronto’s Pearson International Airport into a mega-hub on the scale of Amsterdam’s Schiphol, Singapore’s Changi or Dubai International Airport. Pearson is already well on its way to meeting that goal since it attracts more international passengers than any other airport in North America except John F. Kennedy International Airport (JFK) in New York City. Toronto’s primary airport is now the fourth-largest entry point by air into the United States, surpassing many large U.S. airports, according to National Bank analyst Cameron Doerksen. But to become a true mega-hub comparable in scope and status to the Dubais of the world, a lot needs to change. Pesky taxes and fees make Pearson “the most expensive airport in the world at which to land a plane,” according to a 2012 Senate report. There’s also the problem of congestion — in the airport, on its runways and on surrounding roadways — that will only get worse unless significant investments are made in infrastructure. If these issues aren’t addressed, Pearson could miss out on an opportunity to become part of the exclusive mega-hub club — there are currently only 11 worldwide — and all the attendant economic benefits, including the creation of more than 200,000 jobs in the area. Jack Boland / Toronto Sun / QMI Agency Jack Boland / Toronto Sun / QMI AgencyToronto's Pearson International Airport is a hub for passengers coming into Canada domestically and internationally. The GTAA, which manages and operates Pearson, defines a mega-hub as an airport that processes 50 million passengers a year, including at least 20 million international passengers, and connects to 80 per cent of the global economy. Pearson is pretty close to those numbers. In 2015, it moved 41 million passengers, including 25 million international travellers, and connected to 67 per cent of the global economy. It was recently ranked 19th in the world for its connectivity — sandwiched between Philadelphia, which is not a mega-hub, and Frankfurt, which is — by air-travel intelligence company OAG. There’s plenty of potential for further growth at Pearson. Howard Eng, GTAA’s chief executive, said the airport has the largest catchment area — defined as the population within a 90-minute flight — of any airport in North America, bigger than even JFK or Los Angeles International Airport (LAX). Pearson also has an enthusiastic partner in Air Canada, which accounts for 57.6 per cent of the airport’s seat capacity, according to the Centre for Aviation, and has been pursuing an aggressive international growth strategy using its new fleet of Boeing 787s. To support Air Canada, the GTAA has agreed to fix the airline’s fees for 10 years in exchange for agreed-upon passenger growth targets, and will offer rebates if it exceeds those targets. “They want to be a mega-carrier and, as a result of that, they need a mega-hub to work out of,” Eng said in an interview. “We’re both aligned on the concept.” One of Air Canada’s main growth pillars is expanding so-called sixth-freedom traffic, or traffic from a second country to a third country via an airline’s home market. In Air Canada’s case, that primarily means Americans travelling from their home cities via Toronto to destinations in Europe or Asia. The airline’s stated goal is to attract a 1.5-per-cent “fair share” of the U.S. sixth-freedom market, which would add $600 to $700 million in incremental revenue, but chief executive Calin Rovinescu said it can probably do “much better than that.” “We’ve been basically increasing our sixth-freedom flying by mid-to high-teen (percentages) in each of the last two years,” Rovinescu said in a recent interview. He hopes to turn Pearson into a “world-class hub” comparable to Amsterdam, Singapore or Dubai. Related How you can nab premium flights without paying through the nose Air Canada ready to compete with new, low-cost airlines, CEO says “Those countries don’t have a large population base, but they have built very powerful hubs,” Rovinescu said. “Toronto is still relatively speaking underserved in terms of the catchment area and the market potential for it.” But in order to become a truly successful mega-hub, Pearson will need to overcome two major limitations. The first is those exceedingly high costs that drive so many Canadians to U.S. border airports — the equivalent of 64 Boeing 737s every day, according to a 2012 report by the Standing Senate Committee on Transport and Communications. The World Economic Forum’s 2015 Travel and Tourism Competitiveness Report ranked Canada 124th out of 141 countries on price competitiveness. This is a function of Canada’s “antiquated” national airport model, according to a recent review of the Canada Transportation Act (CTA) by former federal cabinet minister David Emerson. In 1994, the federal government transferred the management, operation and development of 26 major airports to non-profit airport authorities while retaining ownership of their land and fixed assets and charging them rent. The GTAA pays Ottawa $130 million a year in ground rents for Pearson. Add in government security charges and, in Ontario, a jet-fuel tax that will hit 6.7 cents a litre by April 2017, and the airport is at a real cost disadvantage compared to its competitors. Tyler Anderson/National Post Tyler Anderson/National PostHoward Eng, president and CEO of the Greater Toronto Airports Authority (GTAA) Pearson’s landing charges alone are “twice that at Boston Logan, a third more than at Chicago O’Hare,” said David Bentley, chief airport analyst at the Australia-based Centre for Aviation. “You know why that is? It’s because of the ridiculous rents that they have to pay.” Emerson’s review of the CTA concluded that the solution is to move towards a fully privatized, for-profit structure with equity-based financing from large institutional investors. “Will privatization make a difference to Canada? I think it probably would,” Bentley said. “Toronto would become more efficient in terms of its costs to airlines and, therefore, could compete better with the likes of Chicago and other airports in the region.” Eng at the GTAA will not say whether he’d prefer a share-capital structure to the current non-profit system. But he’s quick to emphasize that Pearson is already run like a private entity, paying down $500 million in debt over the past four years and investing $700 million of capital in airport infrastructure and amenities since 2010. Pearson has also frozen or reduced the airlines’ average aeronautical fees per passenger for eight consecutive years, for a total reduction of 30 per cent since 2007. “We run it like a private corporation,” Eng said. “My focus is on how we can generate the revenue in order to pay down the debt, reinvest in the airport and create the facility that’s needed to process the passengers.” The second limitation at Pearson is congestion. The airport’s passenger traffic has grown so rapidly that the airport’s infrastructure — its security and customs checkpoints, runways, de-icing stations and even the surrounding roads — are having trouble keeping up. “A lot of people say there’s no competition for airports because every city has one large airport,” Eng said. “But once you’re into the global hub status, in Pearson’s case almost 35 to 40 per cent of our traffic is what we call transfer traffic, they have a choice.” Passengers who are connecting to another destination are generally looking for the shortest connection time, he said. To that end, Pearson is working to improve the flow of passengers and luggage by offering things such as self-serve baggage drops, automated border kiosks and automatic luggage transfers for passengers travelling from certain global cities to other Canadian destinations. However, Eng stressed that Pearson also needs the government’s help to speed up security and border processing times, which are notoriously slow. Most passengers at Pearson wait 20 minutes for pre-board screening compared to five minutes for 95 per cent of passengers at London’s Heathrow Airport and Hong Kong International Airport. “We’re not asking for a special favour, (just) that they provide their processes in a manner that is equivalent to what the best airports are doing around the world,” he said. Ernest Doroszuk/Toronto Sun/QMI Agency Ernest Doroszuk/Toronto Sun/QMI AgencyTravellers at Terminal 1 at Toronto Pearson International Airport The GTAA is also working with other airports in southern Ontario, including those in Hamilton, London and Kitchener-Waterloo, to encourage them to take some of the burden off Pearson by providing more short-haul, private-jet, cargo and charter flights. Another key part of Pearson’s mega-hub strategy is to improve the notoriously bad road traffic around the airport region. According to the GTAA, only 10 per cent of Pearson’s passengers arrive on public transit compared to 39 per cent in Amsterdam and 63 per cent in Hong Kong. A recent study by the Neptis Foundation found that there are a million car trips per day in and out of the Pearson region by employees and travellers. The recent launch of the Union Pearson Express rail line to downtown Toronto has helped, but “not enough,” Eng said. “We probably need various domestic lines, special lines, high-speed rail lines,” he said, adding that the GTAA is prepared to help fund the development of a ground-transportation hub at the airport, but it will need government support as well. fp1201_mega_hub_transitIf Pearson isn’t able to lower its costs and improve its infrastructure, it could miss out on a huge potential economic opportunity. According to Frontier Economics, becoming a mega-hub will increase the airport economic zone’s GDP by 75 per cent to $62.1 billion and create more than 200,000 jobs by 2030. “Airports are changing from city airports to airport cities,” said John Kasarda, director of the Center for Air Commerce at the University of North Carolina. Kasarda devised the concept of the “aerotropolis,” a notion that airports are far more than just transportation infrastructure, but rather anchors of regional business development. “The 21st-century airport is quite different than the 20th-century airport,” he said. “They’re multi-modal, multi-functional enterprises that attract a substantial amount of commercial development.” This can create a virtuous circle of expansion, Kasarda added. “Not only does the better airline connectivity, the route structure, serve as this magnet for business, but as business grows it generates greater volumes of passengers and cargo, which supports more airline connectivity,” he said. “It’s mutually reinforcing.” Smoother connections can also help keep airlines’ costs down by generating more non-aeronautical revenue from retail, restaurants and other services. “It’s a necessity, not an option,” Kasarda said.
  18. Vote for Montreal to be the sole Canadian city on the board! Only 20 cities will be included. We are currently 18th!
  19. 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
  20. La compagnie de Winnipeg annonce qu'elle supprime 5% de son effectif, afin de réduire ses coûts d'exploitation de 61 millions de dollars par année. Pour en lire plus...
  21. Le géant des télécommunications Canwest Global déclare des pertes nettes de plus de 1 milliard de dollars à son quatrième trimestre. Pour en lire plus...
  22. Solid blog. What do you guys think? Huffington Post At the beginning of September, as Sherpa Delegate, I will lead a delegation of 35 young Canadian entrepreneurs, who have been selected to participate in the G20 Young Entrepreneurs Summit in China. They will join some of the top 500 young entrepreneurs of the G20 nations to recommend policies to foster youth entrepreneurship and tackle youth unemployment. Among these 35 Canadians, 16 are from Montreal. This fact clearly reflects that there is currently a boom of new entrepreneurs in this city. As a business person myself, I witness a vibrant entrepreneurial community. Montreal hosts many startup events and hackathons, and boasts an increasing number of incubators and co-working spaces. In the last three years, I have had the opportunity to meet entrepreneurs from various countries, through my active involvement in a global youth movement, called the G20 Young Entrepreneurs Alliance. This international experience has made me realize that Montreal has everything it takes to be among the best cities for entrepreneurs in the world. Like an unpolished diamond, it merely requires some efficient government measures. Technology has enabled even smaller entrepreneur-led businesses to expand into global markets, which can be a powerful driver of growth. We need to implement concerted strategic policies on federal, provincial and municipal levels, to make Montreal a high-standard international entrepreneurial city. Policies that take into account the following points: Firstly, Montreal is the second biggest university city in North America, after Boston. The government should tap into this strong suit in order to make it an entrepreneurial city. We need a clear strategy that encourages and supports the creation of university-based incubators and accelerators in partnership with the private sector, institutions and foundations. University students in Montreal should have the opportunity to start businesses throughout their studies, with the support of and resources from their institutions. As a target, I propose to increase the number of university students involved in entrepreneurship by 50 per cent in five years, and students’ R&D investment/collaboration with entrepreneurs by 50 per cent, to complement formal entrepreneurship education. Secondly, many young entrepreneurs want to go global and do business with other cities, provinces and countries. Technology has enabled even smaller entrepreneur-led businesses to expand into global markets, which can be a powerful driver of growth. We need to devise a joint game plan on federal, provincial and municipal levels, to adopt policies and incentives that support young entrepreneurs as they assess their activities and expand into external markets. For instance, inclusion of young entrepreneurs in trade missions led by our mayor, premier and prime minister, training of diplomats and trade commissioners in the realities of young entrepreneurs, encouraging Montreal incubators to collaborate with those of other countries, and creation of co-working hubs and incubation services for early-stage exporters in diplomatic missions (to trade offices, embassies and consulates). Finally, Montreal is an open, creative and multicultural city, with a great quality of life. Let’s make our city the number 1 destination in the world to start a business! Entrepreneurs are a rare breed. We need to attract them. I suggest federal, provincial and municipal collaboration to implement long-term visas and fast clearance for entrepreneurs. A landing pad for entrepreneurs, in conjunction with university-based incubators and the private sector, is also required. On August 26, 2016, the Obama administration proposed a rule aimed at attracting thousands of the world’s best and brightest entrepreneurs, to start the next great companies in the United States. I think our federal government should be inspired by this initiative. The city of Montreal plans to release an orientation paper on its international relations in the coming months. I sincerely hope our municipal administration integrates “Montreal as an international entrepreneurship capital” into its vision. Winston Chan is an entrepreneur and former Chairman of the Federation of Young Chambers of Commerce in Quebec. Sent from my iPhone using Tapatalk
  23. Solid blog. What do you guys think? Huffington Post At the beginning of September, as Sherpa Delegate, I will lead a delegation of 35 young Canadian entrepreneurs, who have been selected to participate in the G20 Young Entrepreneurs Summit in China. They will join some of the top 500 young entrepreneurs of the G20 nations to recommend policies to foster youth entrepreneurship and tackle youth unemployment. Among these 35 Canadians, 16 are from Montreal. This fact clearly reflects that there is currently a boom of new entrepreneurs in this city. As a business person myself, I witness a vibrant entrepreneurial community. Montreal hosts many startup events and hackathons, and boasts an increasing number of incubators and co-working spaces. In the last three years, I have had the opportunity to meet entrepreneurs from various countries, through my active involvement in a global youth movement, called the G20 Young Entrepreneurs Alliance. This international experience has made me realize that Montreal has everything it takes to be among the best cities for entrepreneurs in the world. Like an unpolished diamond, it merely requires some efficient government measures. Technology has enabled even smaller entrepreneur-led businesses to expand into global markets, which can be a powerful driver of growth. We need to implement concerted strategic policies on federal, provincial and municipal levels, to make Montreal a high-standard international entrepreneurial city. Policies that take into account the following points: Firstly, Montreal is the second biggest university city in North America, after Boston. The government should tap into this strong suit in order to make it an entrepreneurial city. We need a clear strategy that encourages and supports the creation of university-based incubators and accelerators in partnership with the private sector, institutions and foundations. University students in Montreal should have the opportunity to start businesses throughout their studies, with the support of and resources from their institutions. As a target, I propose to increase the number of university students involved in entrepreneurship by 50 per cent in five years, and students’ R&D investment/collaboration with entrepreneurs by 50 per cent, to complement formal entrepreneurship education. Secondly, many young entrepreneurs want to go global and do business with other cities, provinces and countries. Technology has enabled even smaller entrepreneur-led businesses to expand into global markets, which can be a powerful driver of growth. We need to devise a joint game plan on federal, provincial and municipal levels, to adopt policies and incentives that support young entrepreneurs as they assess their activities and expand into external markets. For instance, inclusion of young entrepreneurs in trade missions led by our mayor, premier and prime minister, training of diplomats and trade commissioners in the realities of young entrepreneurs, encouraging Montreal incubators to collaborate with those of other countries, and creation of co-working hubs and incubation services for early-stage exporters in diplomatic missions (to trade offices, embassies and consulates). Finally, Montreal is an open, creative and multicultural city, with a great quality of life. Let’s make our city the number 1 destination in the world to start a business! Entrepreneurs are a rare breed. We need to attract them. I suggest federal, provincial and municipal collaboration to implement long-term visas and fast clearance for entrepreneurs. A landing pad for entrepreneurs, in conjunction with university-based incubators and the private sector, is also required. On August 26, 2016, the Obama administration proposed a rule aimed at attracting thousands of the world’s best and brightest entrepreneurs, to start the next great companies in the United States. I think our federal government should be inspired by this initiative. The city of Montreal plans to release an orientation paper on its international relations in the coming months. I sincerely hope our municipal administration integrates “Montreal as an international entrepreneurship capital” into its vision. Winston Chan is an entrepreneur and former Chairman of the Federation of Young Chambers of Commerce in Quebec. Sent from my iPhone using Tapatalk