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(Courtesy of The Montreal Gazette)

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

Toronto's two solitudes: Poor city beside rich city Nov 20, 2008 04:30 AM Comments on this story (3) David Hulchanski "We heard as well about parents whose struggle to hold down two or three jobs leaves them with no time or energy to parent, of youth being humiliated by the obviousness of their poverty, of the impact of precarious and substandard housing on their ability to study and learn and engage with friends, and about the numerous other daily stresses of living on the margins of a prosperous society." – Review of the Roots of Youth Violence, Vol. 1, p. 31. We learned last week that among the roots of youth violence is the lack of good jobs – jobs that support a family, jobs that support an average lifestyle, jobs that support good quality housing. Though we already knew this, as a society we need to stop moving in the opposite direction. It wasn't too long ago that our language did not include terms like "good jobs," "bad jobs" or "the working poor." How could you work and be poor? Many people today are working more than full-time and are poor. They have no choice but to live in the growing number of very poor neighbourhoods. Money buys choice. Many neighbourhoods are becoming poor in the sense that most of the residents are living in poverty, and poor in the sense that housing, public services and transit access are all inferior relative to the rest of the city. The growing polarization between rich and poor is happening in part because of the loss of average, middle-income jobs. There used to be far fewer concentrations of disadvantage in Toronto. In the early 1970s about two-thirds of the City of Toronto's neighbourhoods (66 per cent) were middle-income – within 20 per cent of the average individual in-come of the metropolitan area. By 2005, the middle income group of neighbourhoods had declined to less than one-third (29 per cent). The trend is the same in the communities around the city's boundaries – the 905 area. The number of middle-income neighbourhoods declined by 25 per cent, from 86 per cent to 61 per cent, during the same period. Now 20 per cent of the neighbourhoods in the 905 area have very low average individual incomes, compared to none in 1970. This income polarization – the decline of the middle group with growth in the two extreme poles – is not only a general trend among Toronto's population, but it also is the basis of where we live. The City of Toronto is now divided into increasingly distinct zones. One zone of tremendous wealth and prosperity, about 20 per cent of the city, is located mainly along the Yonge corridor and stretching east and west along Bloor and Danforth. Average household income was $170,000 in 2005, 82 per cent of the population is white, only 4 per cent are recent immigrants (arriving 2001 to 2006), and only 2 per cent are black. Some of these neighbourhoods are more white and had fewer foreign-born residents in 2005 than in 1995. In contrast, there is a huge zone of concentrated disadvantage. It is still located in part in the traditional inner-city neighbourhoods, but now is also in the inner suburbs, the car-oriented areas built during the 1960s and 1970s. This is 40 per cent of the city, about 1.1 million people. Close to one-third of residents live in poverty (are below the low-income cut-off measure used by the federal government). Only 34 per cent are white, 15 per cent are recent immigrants, and 12 per cent are black. Federal and provincial economic policies, while seemingly abstract and high-level, play themselves out on the ground in our neighbourhoods. Paying a growing segment of the population wages that do not support individuals, let along families, at a basic standard of living and a fundamental level of dignity is not sustainable. The now well-documented rise in income inequality, income polarization and ethnocultural and skin colour segregation are city-destroying trends. They are trends produced by commission and omission, by public and private sector decisions. We need to use our regulatory power for the common good to focus on improving the labour market through measures like a living wage and providing people with a voice in working conditions via a fairer path to unionization. One-sided policy-making is not only generating greater disadvantage, it is destroying the city as a great place to live and work. Nothing is trickling down. The city is increasingly segregating itself as the social distance between rich and poor increases. Immigrants are arriving in a very different economy than they did 30 and 40 years ago. A recent Statistics Canada study concludes, for example, "that the wage gap between newly hired employees and other employees has been widening over the past two decades," the "relative importance of temporary jobs has increased substantially among newly hired employees," and that compared with "the early 1980s, fewer male employees are now covered by a registered pension plan." In short, policies have allowed fewer jobs to pay a living wage with good benefits. This did not happen by accident. It is not only possible but essential that we have an economy with good jobs with at least a minimum living wage for all. We need public policies that support the goals of a just and inclusive society, and we have to ensure that the use of political power benefits the common good. These are key goals of the Good Jobs Coalition and form the agenda for Saturday's Good Jobs Summit. They are essential to reversing the city-destroying trends at work in Toronto today. David Hulchanski is a University of Toronto professor and author of the report The Three Cities within Toronto. This is one of a series of essays created for the Good Jobs Summit, which takes place Nov. 22 in Toronto.

La position du Canada dans le récent conflit entre la Russie et la Géorgie pourrait éloigner le géant russe du projet de terminal méthanier. Pour en lire plus...

Louis Audet: la Charte des valeurs menace l'économie Le président et chef de la direction de Cogeco s'est prononcé, mardi, contre la charte des valeurs proposée par le gouvernement péquiste. Louis Audet a déclaré que la charte, qui limiterait le port de signes religieux pour les employés de l'État, nuirait à l'économie québécoise. Lors d'une allocution devant la Chambre de commerce du Montréal métropolitain, M. Audet a affirmé que la charte aurait pour effet de diminuer le nombre d'immigrants adoptant la province comme terre d'accueil et, par le fait même, réduirait la richesse que ces nouveaux résidants contribuent à créer. Il a également dénoncé ce qu'il a décrit comme les préjugés défavorables au milieu des affaires, qui seraient de plus en plus forts au Québec. Louis Audet a mentionné un récent sondage effectué par CROP pour Cogeco selon lequel la moitié des Québécois croient que les entreprises privées ne profitent pas à la société. D'après M. Audet, les entreprises privées jouent un rôle essentiel dans la création d'emplois et de richesse, en plus d'être nécessaires pour soutenir les programmes sociaux. http://www.lesaffaires.com/secteurs-d-activite/general/louis-audet-la-charte-des-valeur-menace-l-economie/565718

MONTREAL - When James Essaris looks out over his flat concrete kingdom of 20 downtown parking lots that he started collecting in 1956, he sees a precious urban resource where others see ugliness. The much-maligned parking lot, long considered an urban eyesore and enemy of public transit, is becoming an increasingly rare feature on the downtown streetscape. Essaris, longtime owner of Stationnement Métropolitain, sees his barren concrete as more than just a chance for him to pocket some cash on the barrelhead: he believes in the good that parking lots do and considers the spaces to be the lungs of downtown commerce. “The City of Montreal should give free parking to come downtown. We’re chasing people out to the shopping centres,” he said. The new parking lot tax was adopted in 2010 and brings in $19 million a year to fund public transit. The tax is determined by a complicated formula that Essaris says in practice makes city taxes about twice as expensive on a surface lot as it would for another type of structure. The city held public hearings on the issue this spring and response to the surface parking eradication campaign — through the new parking tax and allowing larger-scale buildings on the empty lots — was greeted positively, according to City of Montreal Executive Committee member Alan DeSousa. “It brings more money into the city coffers and removes the scars in the downtown area,” he said. He said that some of lost parking spaces have been replaced by indoor parking in the various projects. But after seeing his taxes double in recent years, Essaris is now doing what many other parking-lot owners have done: He has started sacrificing his supply of parking spaces for housing, most recently building a 38-storey Icône condo tower at de la Montagne St. and René Lévesque Blvd. He has some misgivings, however, knowing that those spots will be sorely missed. “We cannot survive without parking in the city. I wish everybody could take the bus and métro, it’d make things easier, but you cannot force people onto the métro when they have a car,” he said. Urban retailers have long begged their merchants associations to create more places to park, perhaps no more than on the Main where about half of all members regularly plead for more parking, according to Bruno Ricciardi-Rigault, president of the SDBSL. “It would be really nice if we had a few more parking lots,” he said. However, the dearth of spaces is only going to intensify as the few remaining parking lots near St. Laurent Blvd. are slated to be redeveloped. Ricciardi-Rigault is bracing for more complaints from restauranteurs who have lost customers because their motorist clientele was fed up with circling the block. “Some people want to spend the whole afternoon, shop, go to Jeanne Mance Park, come back for a beer. Paying $20 to park on the street, that‘s asking a lot,” he said. Condo towers have been replacing lots in the downtown core at an impressive pace and the result is higher prices at indoor garages, reflected in a recent Colliers study that ranks Montreal as having the second-highest parking prices of any big Canadian city. Rates have risen an eye-opening 11 per cent since last year, as the average monthly price for an unreserved spot in a downtown underground commercial lot was $330.96 — $88 above the national average. The proliferation of private parking lots once inspired many to liken Montreal to a bombed-out city, but that is no longer the case. “We were spoiled by having tons of parking lots, now Montrealers will have to get used to much higher parking costs,” said Colliers representative Andrew Maravita. He credits a lower commercial vacancy rate for pushing prices higher. Up until the 1960s, Montreal tacitly allowed even historic buildings to be demolished and replaced by parking lots and until recently turned a blind eye to the countless rogue illegal lots that dotted the downtown core. For ages, Montreal surface parking lots were fly-by-night operations, changing ownership to avoid bylaw restrictions ordering them to be paved, landscaped. The city always said they couldn’t chase every owner down. But in recent years, authorities have increased taxes and cracked down on illegal lots, combining the stick of punishment with the carrot of juicy rezoning booty. In the past, many property owners failed to see the point of building on their parking lots, as the zoning frequently only allowed for small buildings. Those restrictions have been lifted on many of those properties, resulting in a bonanza for parking-lot owners whose land increased in value. The strategy was put into place with input from architect and former Equality Party leader Robert Libman, who previously served on the city’s Executive Committee. “A lot of projects going on now, on streets like Crescent and Bishop and that area, were previously zoned for two or three storeys. The urban plan capped those at a minimal height. The rezoning has made it more alluring for owners to build instead of leaving it vacant,” he says. Libman’s war against above-ground parking lots is personal. “They’re ugly and they undermine the downtown urban fabric,” Libman said. But he concedes that commerce relies on people being able to drive to a business. “You’ve got to find that careful balance between offering too much parking, making it too easy vs. your objective of discouraging people to take their car downtown and using public transit, that’s the fine line you have to find between the two,” he said. Developers are required to include parking in new projects, but the amount varies from place to place. In Laval, many projects are required to have two parking spaces per condo unit, while in the Plateau it’s close to zero spaces, although a typical recipe calls for one spot per two units. The one part of the city perhaps most challenged by a dearth of parking facilities is the booming Old Montreal area. The issue has long been considered such an urgent problem that one proposal from a decade ago even suggested that the massive silos in the Old Port be used to park cars. More recently, Old Montreal planners have installed an electronic billboard indicating where spaces could be found, but the pressure on parking endures, according to Georges Coulombe, whose real-estate company has been snapping up properties in the area for the last four decades. Coulombe concedes that area commerce has been hurt by a lack of space for cars. “People from places like Longueuil want to come shop on the weekend, but they can’t do it anymore, it’s too expensive to park, they end up going to malls closer to home.” He attempted to address the problem through a plan to build a high-tech robotic parking facility that could accommodate twice as many cars as a regular indoor lot. However, he did the math and found that it wouldn’t make sense because of city taxes. “I had a small 3,000-foot terrain that I would have turned into 300 spaces, but the city wanted to tax not just the building but the machinery inside. It made it impossible.” Much-hyped futuristic robotic parking systems are seen by some as a potential solution to parking woes and have actually been around for quite some time. The city has had at least three pigeon-hole parking systems as the earlier incarnations were known; one was opened on de la Montagne St. in the 1950s and another on Mansfield, where a worker was crushed by an elevator. A third more recent one was in operation at St. Jean and Notre Dame until a decade ago. Authorities frequently cite the fear of being unable to put out a car blaze in their opposition to such facilities. And although a few such high-tech robotic lots could elegantly alleviate parking pressures, one expert says that the standalone dedicated parking buildings will probably never get built. Chris Mulvihill, the New Jersey-based President of Boomerang Systems, a high-tech car-stacking parking lot system, notes that any landowner would most probably opt for a different sort of project. “Take any place where it’s very hard to get a parking spot,” Mulvihill says. “You’d think building a garage and charging for parking would be a good business model, but the economics dictate that if there’s a high demand for parking in that area, it’s because it’s a hot, happening place, so there are real-estate developers who want to build on that land. The demand makes it uber-expensive. A landowner could make a lot more money doing something other than parking on it.” © Copyright © The Montreal Gazette Read more: http://www.montrealgazette.com/Parking+squeeze+Downtown+businesses+feeling/7453989/story.html#ixzz2ASqBCwJE

Leur engagement récent de diffuser des informations sans avoir de salle de rédaction n'a soulevé que du scepticisme lors des audiences à Québec. Pour en lire plus...

Cette baisse du prix coincide avec un raffermissement de la devise américaine. Ce facteur semble suffisant pour mater le sabotage tout récent d'installations au Nigeria. Pour en lire plus...

Un sondage récent mené par la firme Environics montre que les Canadiens demeurent optimistes face à la crise, et ce, même si une majorité d'entre eux estiment que l'économie n'a pas encore touché le fond. Pour en lire plus...

Job Losses Show Breadth of Recession Article Tools Sponsored By By DAVID LEONHARDT Published: March 3, 2009 It is both deep and broad. Every state in the country, with the exception of a band stretching from the Dakotas down to Texas, is now shedding jobs at a rapid pace. And even that band has recently begun to suffer, because of the sharp fall in both oil and crop prices. Unlike the last two recessions — earlier this decade and in the early 1990s — this one is causing much more job loss among the less educated than among college graduates. Those earlier recessions introduced the country to the concept of mass white-collar layoffs. The brunt of the layoffs in this recession is falling on construction workers, hotel workers, retail workers and others without a four-year degree. The Great Recession of 2008 (and beyond) is hurting men more than women. It is hurting homeowners and investors more than renters or retirees who rely on Social Security checks. It is hurting Latinos more than any other ethnic group. A year ago, a greater share of Latinos held jobs than whites. Today, the two have switched places. If the Great Recession, as some have called it, has a capital city, it is El Centro, Calif., due east of San Diego, in the desert of California’s Inland Valley. El Centro has the highest unemployment rate in the nation, a depressionlike 22.6 percent. It’s an agricultural area — because of water pumped in from the Colorado River, which allows lettuce, broccoli and the like to grow — and unemployment is in double digits even in good times. But El Centro has lately been hit by the brutal combination of a drought, a housing bust and a falling peso, which cuts into the buying power of Mexicans who cross the border to shop. Until recently, El Centro was one of those relatively cheap inland California areas where construction and home sales were booming. Today, it is pockmarked with “bank-owned” for sale signs. A wallboard factory in nearby Plaster City — its actual name — has laid off workers once kept busy by the housing boom. Even Wal-Mart has cut jobs, Sam Couchman, who runs the county’s work force development office, told me. You often hear that recessions exact the biggest price on the most vulnerable workers. And that’s true about this recession, at least for the moment. But it isn’t the whole story. Just look at Wall Street, where a generation-long bubble seems to lose a bit more air every day. In the long run, this Great Recession may end up afflicting the comfortable more than the afflicted. The main reason that recessions tend to increase inequality is that lower-income workers are concentrated in boom-and-bust industries. Agriculture is the classic example. In recent years, construction has become the most important one. By the start of this decade, the construction sector employed more men without a college education than the manufacturing sector did, Lawrence Katz, the Harvard labor economist, points out. (As recently as 1980, three times as many such men worked in manufacturing as construction.) The housing boom was like a giant jobs program for many workers who otherwise would have struggled to find decent paying work. The housing bust has forced many of them into precisely that struggle and helps explain the recession’s outsize toll on Latinos and men. In the summer of 2005, just as the real estate market was peaking, I spent a day visiting home construction sites in Frederick, Md., something of a Washington exurb, interviewing the workers. They were almost exclusively Latino. At the time, the national unemployment rate for Latino men was 3.6 percent. Today, when there aren’t many homes being built in Frederick or anywhere else, that unemployment rate is 11 percent. And this number understates the damage, since it excludes a considerable number of immigrants who have returned home. Frederick was typical of the boom in another way, too. It wasn’t nearly as affluent as some closer suburbs. Now the bust is widening that gap. If you look at the interactive map with this column, you will see the places that already had high unemployment before the recession have also had some of the largest increases. Some are victims of the housing bust, like inland California. Others are manufacturing centers, as in Michigan and North Carolina, whose long-term decline is accelerating. Rhode Island, home to both factories and Boston exurbs, has one of the highest jobless rates in the nation. All of these trends will serve to increase inequality. Yet I still think the Great Recession will eventually end up compressing the rungs on the nation’s economic ladder. Why? For the same three fundamental reasons that the Great Depression did. The first is the stock market crash. Clearly, it has hurt wealthy and upper middle-class families, who own the bulk of stock, more than others. In addition, thousands of high-paying Wall Street jobs — jobs that have helped the share of income flowing to the top 1 percent of earners soar in recent decades — will disappear. Hard as it may be to believe, the crash will also help a lot of young families. The stocks that they buy in coming years are likely to appreciate far more than they would have if the Dow were still above 14,000. The same is true of future house purchases for the one in three families still renting a home. The second reason is government policy. The Obama administration plans to raise taxes on the affluent, cut them for everyone else (so long as the government can afford it, that is) and take other steps to reduce inequality. Franklin D. Roosevelt did something similar and it had a huge effect. Of course, these two factors both boil down to redistribution. One group is benefiting at the expense of another. Yes, many of the people on the losing end of that shift have done quite well in recent years, far better than most Americans. Still, the shift isn’t making the economic pie any bigger. It is simply being divided differently. Which is why the third factor — education — is the most important of all. It can make the pie larger and divide it more evenly. That was the legacy of the great surge in school enrollment during the Great Depression. Teenagers who once would have dropped out to do factory work instead stayed in high school, notes Claudia Goldin, an economist who recently wrote a history of education with Mr. Katz. In the manufacturing-heavy mid-Atlantic states, the high school graduation rate was just above 20 percent in the late 1920s. By 1940, it was almost 60 percent. These graduates then became the skilled workers and teachers who helped build the great post-World War II American economy. Nothing would benefit tomorrow’s economy more than a similar surge. And there is some evidence that it’s starting to happen. In El Centro, enrollment at Imperial Valley Community College jumped 11 percent this semester. Ed Gould, the college president, said he expected applications to keep rising next year. Unfortunately, California — one of the states hit hardest by the Great Recession — is in the midst of a fiscal crisis. So Imperial Valley’s budget is being capped. Next year, Mr. Gould expects he will have to tell some students that they can’t take a full load of classes, just when they most need help. The Geography of a Recession http://www.nytimes.com/interactive/2009/03/03/us/20090303_LEONHARDT.html

(Courtesy of Monocle) I don't have the full article yet. I will post it, when it comes online.

Tories looking for ways to cut gas price DANIEL LEBLANC Globe and Mail Update July 30, 2008 at 2:01 PM EDT LÉVIS, Que. — The Conservative Party will look over the next two days for ways to bring down the price of gas even though there is no room for major tax cuts, Finance Minister Jim Flaherty said. Speaking to reporters Wednesday morning, Mr. Flaherty said his constituents have clearly told him about the impact of high gas prices on their household budgets in recent weeks. However, Mr. Flaherty cautioned that “this is a time of economic slowdown” and that his government has no plans to drastically change its course in coming months. “This is not a year for big new spending projects or big new tax reductions,” he said. Still, Mr. Flaherty said that the Conservative caucus will be exploring solutions to high gas prices at its current two-day meeting, including looking at a variety of tax measures that will be proposed by MPs. However, Mr. Flaherty shot down the notion that he could use $4-billion in revenue from a recent auction of wireless spectrum to send cheques directly to taxpayers to offset their heating bills. Mr. Flaherty said it is likely that a portion of the auction funds will be used to pay down the debt. “Our preference is to have structural change,” he said. “You can't spend your way out of a situation like this.” On law and order, Justice Minister Rob Nicholson and Public Safety Minister Stockwell Day showed that the Conservatives will continue to press for tough measures against criminals as a way to differentiate themselves from its political opponents. “We are alone on this,” Mr. Nicholson said, promising to toughen the Youth Criminal Justice Act. Mr. Day said his government is also looking to improve security in prisons, including getting rid of rules that prevent the government from forcing inmates to work or that hinder proper searches for drugs in prisons. On federal-provincial relations, Transport Minister Lawrence Cannon said his government will continue to foster the autonomy of the provincial governments in their areas of jurisdiction. Mr. Cannon, who is the Quebec lieutenant in the Harper government, said his party's position is clearly different from the Bloc Québécois's focus on sovereignty and the Liberal Party's centralizing view. “Our autonomy position as a political party is to respect the Constitution as it was written,” he said. Conservative MP Maxime Bernier also addressed reporters, saying he has nothing more to say about the controversy over his relationship with Julie Couillard, a woman who had relationships with a number of people tied to criminal biker gangs.

Malgré le récent ralentissement de la croissance économique au Canada, il ne semble pas qu'une faiblesse généralisée touche les entreprises du pays. Pour en lire plus...

Porto Novo Architectes: Panzini Architectes Fin de la construction:2008 Utilisation: Résidentiel Emplacement: Vieux-Port, Montréal ? mètres - 11 étages Descriptions: - Le projet est la deuxième phase d'un projet déjà complété qui était la rénovation d'un ancien hangar du Vieux-port. - Un autre projet du même architecte est proposé pour le même site, mais sur le site web de l'architecte, celui-ci est plus récent.

Serait-ce possible d'ajouter un bloc d'information en haut de chaque page, un peu comme sur ssp (voir l'image). De cette facon, on aurait pas a se tapper 50 pages pour trouver le rendu (oui, yara, un RENDU!) le plus recent pour un projet.

http://www.montrealgazette.com/Gazette+only+Sundays/3277926/story.html

Housing market seen following commodities Value of building permits drops. Homes in Montreal, elsewhere overvalued by 10%, Merrill Lynch economist says ALIA MCMULLEN, Canwest News Service Published: 8 hours ago An outright decline in commodity prices could spell disaster for Canada's housing market, which already appears to have entered a "sustained downturn," David Wolf, an economist at Merrill Lynch Canada, warned yesterday. He said while the risk of a housing market crash was small, an "outright bust" in commodity prices would make the scenario "a rather more serious threat." The recent trickle of data has shown a significant slowdown in the country's housing market, following its record pace of growth. Demand has eased, supply continues to creep up, credit conditions remain tight, and house-price growth has turned flat with declines in some regions. The value of building permits in June fell a seasonally adjusted 5.3 per cent from the previous month, indicating that construction activity in the coming months probably will be lower, Statistics Canada figures showed yesterday. The data is notoriously volatile, but the trend rate of growth for residential building has declined since the beginning of the year. "Canada's housing market is entering a sustained downturn, in our view," Wolf said. "It does look like Canadian houses finally got too expensive, and builders too aggressive, for the underlying demand environment." He estimated that markets with the strongest price growth in recent years, such as Regina, Saskatoon, Vancouver, Victoria, Calgary, Edmonton, Sudbury, Ont., and Montreal, were all more than 10 per cent overvalued. On a national basis, Wolf predicts house price growth to remain flat. Merrill Lynch expects commodity prices to moderate over the medium term, a scenario that would aid in the housing market downturn but not cause an outright bust. Others, such as the CIBC, have a more bullish forecast for commodities, namely oil, expecting prices to continue to rise. This would continue to support Canada's terms of trade by bringing in higher export revenue relative to the amount spent on imports. But Wolf said the risk of a housing crash would become "a serious threat" if the recent correction in commodities continued because it could cause the terms of trade to deteriorate. The price of light crude has fallen about 18 per cent since peaking at a record high of $147.27 U.S. a barrel on July 11. Light crude for September delivery settled at $120.02 U.S. a barrel in New York yesterday. "The takeoff in commodity prices since 2002 has driven an enormous improvement in Canada's terms of trade, accounting for much of the strong growth in Canadian national income that has, in turn, provided the fundamental underpinning for the housing market boom," Wolf said. A Bank of Canada working paper by senior analyst Hajime Tomura earlier this year argued that a decline in the terms of trade would likely cause house prices to fall. It said "if households are uncertain about the duration of an improvement in the terms of trade, then house prices will abruptly drop when the terms of trade stop improving."

Il fut à un certain moment considéré par Cadillac Fairview de construire une seule tour de plus de 200m. sur le site du 750 Peel. Ce projet ne passa toutefois pas au-delà de la phase préliminaire. Le plus récent projet proposé est maintenant celui-ci : http://mtlurb.com/forums/showthread.php/22270

End of an Era on Wall Street: Goodbye to All That By TIM ARANGO and JULIE CRESWELL Published: October 4, 2008 JUST before midnight 10 days ago, as a financial whirlwind tore through Wall Street, someone filched a 75-pound bronze bust of Harry Poulakakos from the vestibule of his landmark saloon on Hanover Square in Manhattan. Harry Poulakakos at his restaurant, which has been part of the Wall Street culture now being transformed by the financial crisis. “If Wall Street is not active,” he warned, “nothing is active.” Digging into a bowl of beef stroganoff the day after the bust disappeared — it was eventually returned anonymously — Mr. Poulakakos recalled some of the customers who had passed through his doors since he opened his bar, Harry’s, 36 years ago. Ivan Boesky once had a Christmas party there. Michael Milken worked over at 60 Broad. Tom Wolfe immortalized the joint in “The Bonfire of the Vanities.” Mr. Poulakakos says he even got to know Henry M. Paulson Jr., the former Goldman Sachs chief executive and now the Treasury secretary. Mr. Poulakakos, 70, has also seen his share of ups and downs on the Street, including the 1987 stock market crash, when Harry’s filled up at 4 p.m. and stayed open all night. But the upheaval he’s witnessing now — much of Wall Street evaporating in a swift and brutal reordering — is, he said, the worst in decades. “I hope this is going to be over,” he said. “If Wall Street is not active, nothing is active.” Mr. Poulakakos, rest assured, isn’t planning to disappear. But the cultural tableau and the social swirl that once surrounded Harry’s are certainly fading. “It’s the beginning of the end of the era of infatuation with the free market,” said Steve Fraser, author of “Wall Street: America’s Dream Palace,” and a historian. “It’s the end of the era where Wall Street carries high degrees of power and prestige. And it’s the end of the era of conspicuous displays of wealth. We are entering a new chapter in our history.” To be sure, living large and flaunting it are unlikely to exit the American stage, infused as they are in the country’s mojo. But with Congress having approved a $700 billion banking bailout, historians, economists and pundits are also busily debating the ways in which Wall Street’s demise will filter into the popular culture. It’s an era that traces its roots back more than two decades, when suspendered titans first became fodder for books and movies. It’s an era when eager young traders wearing khakis and toting laptops became dot-com millionaires overnight. And it is an era that roared into hyperdrive during the credit boom of the last decade, when M.B.A.’s and mathematicians raked in millions by trading and betting on ever more exotic securities. Over all, the past quarter-century has redefined the notion of wealth. In 1982, the first year of the Forbes 400 list, it took about $159 million in today’s dollars to make the list; this year, the minimum price of entry was $1.3 billion. As finance jockeyed with technology as economic bellwethers, job hunters, fortune seekers and the news media hopped along for the ride. CNBC became must-see TV on trading floors and in hair salons, while people gobbled up stories about private yachts, pricey jets and lavish parties, each one bigger and grander than the last. Finance made enormous and important strides in these years — new ways to parse risk, more opportunities for businesses and individuals to bankroll dreams — but for the average onlooker the industry seemed to be one endless party. In 1989, tongues wagged when the 50th birthday celebration for the financier Saul Steinberg featured live models posing as Old Masters paintings. That bash was outdone last year, when Stephen A. Schwarzman, head of the private equity firm Blackstone, feted guests at a 60th birthday party boasting an estimated price tag of $5 million, video tributes and the singer Rod Stewart. “The money was big in the ’80s, compared to the ’50s, ’60s and ’70s. Now it’s stunning,” said Oliver Stone, who directed the 1987 film “Wall Street” and is the son of a stockbroker. “I thought the ’80s would have been an end to a cycle. I thought there would be a bust. But that’s not what happened.” Now, with jobs, fortunes and investment banks lost, a cultural linchpin seems to be slipping away. “This feels very similar, historically, to 1929 and the emotions that filled the air in the months and years that followed the crash,” Mr. Fraser said. “There is a sense of extraordinary shock and astonishment, which is followed by a sense of rage, outrage and anger directed at the centers of finance.” A WALL STREET hotshot was in a real-estate quandary, and he wanted Barbara Corcoran to help him sort things out. “This is a finance guy making a ton of money and he was trying to decide whether he should sell the country home in Connecticut, the apartment here in the city or the 8,000-square-foot dream home in Oregon that he just finished,” recalled Ms. Corcoran, who has spent years selling high-end luxury properties to New York’s elite. Daintily pulling the shell off a soft-boiled egg at a busy restaurant, she said she had fielded call after call from anxious Wall Streeters trying to decide between signing contracts on multimillion-dollar properties or renegotiating because of the downturn. (Renegotiate, she advises.) Skip to next paragraph Enlarge This Image Mark Lennihan/Associated Press Limos lined up at the Lehman Brothers headquarters, pre-bankruptcy. Enlarge This Image Carl T. Gossett/The New York Times The New York Stock Exchange on New Year’s Eve, 1971, in the innocent days before the Gordon Gekko’s arrived, before the 1987 crash and before the credit crisis tarnished the second Gilded Age. But this particular financier, whom Ms. Corcoran declined to identify, was interested in unloading property so he could time the absolute tippy-top of the real-estate market, not because his wallet had thinned. “He decided to list the country home in Connecticut,” Ms. Corcoran said, shrugging as she bit into her egg. If there has been one thing that has kept pace with the outsize personas on Wall Street, it’s the gigantic paychecks they’ve hauled in. Since the mid-1980s, top traders, bankers, hedge fund managers and private equity gurus have reeled in millions of dollars in rotten years and tens and hundreds of millions — a handful even making billions — while the good times rolled. For instance, Steven A. Cohen, a high-profile hedge fund manager who leads SAC Capital Advisors, spent more than $14 million in 1998 for his 30-room mansion in Greenwich, Conn. Then he spiffed up the place with a basketball court, an indoor pool, an outdoor skating rink — with its own Zamboni — a movie theater and showpieces from the art collection on which he has spent hundreds of millions in recent years. So it’s unlikely that hedge fund stars like Mr. Cohen are headed for the bread lines. Two weeks ago, as Lehman Brothers filed for bankruptcy, Bank of America rescued Merrill Lynch, and regulators and bankers anxiously tried to figure out how to save the Street from itself, the world’s affluent plunked down more than $200 million in a two-day auction in London, snapping up the latest works by the British artist Damien Hirst. Still, some will inevitably downsize. “The yacht is probably the first thing to go,” said Jonathan Beckett, in a telephone interview from Monte Carlo as he attended the annual Monaco Yacht Show last month. Mr. Beckett, the chief executive of Burgess, a yacht broker, said that for the past eight years there have been few sellers in the market. That is starting to change, said Mr. Beckett, who noted that a handful of yachts had been put up for sale, ranging in price from $10 million to $150 million. Even party time has shortened. “In the last couple of weeks, since the bottom fell out of the market, we’ve seen people become more reticent to sign commitments for some expensive venues,” said Joseph Todd St. Cyr, director of Joseph Todd Events, which plans weddings and bar and bat mitzvahs for clients whom he describes as nonshowy, sophisticated Park Avenue types. “I had one client who was ready to book the Plaza for a wedding, but now he wants to know what are his other options and whether the Plaza will back down on its minimum spending requirement, which runs about $80,000 to $100,000 for a prime Saturday night date,” Mr. St. Cyr said. “Bar and bat mitzvahs in this town had become a little bit of a show. There’s a little bit of outdoing the Joneses and the Cohens,” he added, noting that typical parties, if devoid of appearances by N.F.L. superstars or the Black Eyed Peas, range from $150,000 to $400,000. Even though some clients may not have been hurt in the downturn, they simply don’t want to have an overly ostentatious party in this environment, he said. SHOWY homes are also on the block. Joseph M. Gregory, Lehman’s president and chief operating officer who was replaced in June, a couple of months before the firm filed for bankruptcy, listed his oceanfront, 2.5-acre, eight-bedroom Bridgehampton home for $32.5 million this summer. Mr. Gregory could not be reached for comment. While brokers say they have yet to see an avalanche of high-end sales, they do say that upheaval is present in the minds of buyers. Once a hamlet for the moneyed old guard, Greenwich has found itself in recent years overrun by flashy hedge fund and private equity managers. But with the markets in flux, some high-end homes with price tags as high as $3 million to $8 million that sat unsold for six months or longer are now being offered as rentals, said Barbara Wells, a local Realtor. “I had a rental on the market for $11,500 a month. On Monday, we got an offer for $8,500, which we countered with $9,500. They came back with $8,000,” she said. “I told them they were going the wrong way but they said, because of what was happening in the financial markets, this is our new offer. And guess what? The owner accepted it.” Also shocking, she said, is the fact that some of the new homes offered for rent were houses built on spec. In all likelihood, the real estate market could be frozen for the next 6 to 18 months or so as buyers and sellers struggle to reach agreement on prices, Ms. Corcoran said. “The buyers have jumped to the sidelines and the sellers refuse to budge on their prices, completely in a state of disbelief that anything has changed,” she said. Job losses and lower bonuses are likely to hurt sales of apartments in New York, particularly starter abodes like studios, one bedrooms and basic two bedrooms. “The lowest-priced properties are always hit hardest first and recover last,” said Ms. Corcoran, who estimates that 20 to 25 percent of apartment buyers in the city work on Wall Street. “The rich have more wiggle room.” Skip to next paragraph Enlarge This Image Neal Boenzi/The New York Times, top; Marilynn K. Yee/The New York Times Michael R. Milken, top, in 1978, and Ivan F. Boesky, bottom, in 1987. The two men, both of whom went to prison, became symbols of Wall Street’s excesses. Enlarge This Image Janet Durrans for The New York Times The Greenwich, Conn., mansion of Steven A. Cohen. After buying it in 1998, he added amenities befitting a hedge fund king, like an outdoor skating rink. Despite the malaise, she says she sees some hope. “This feels like 1987,” after the stock market crashed, she declared. “It’s not even close to ’73 or ’74, when people used to feel sorry for you if you told them you lived in New York City.” That said, Ms. Corcoran said that data she once compiled showed that apartment prices in New York had peaked in 1988, one year after the ’87 crash, and taken 11 years to recover. Of course, there’s another much-watched barometer of Wall Street buoyancy: traffic at some of the city’s high-end strip clubs. During the heyday of the Wall Street boom in the 1990s, Lincoln Town Cars, Rolls-Royces and Bentleys were often found idling outside places like Scores. Inside, according to people who were present at the time, groups of brokers routinely dropped $50,000 and even $100,000 in a single night. In the “presidential suite” at Scores, with its own wine steward who delivered $3,200 bottles of Champagne, the tabs grew quickly. While dancers may not receive gifts like the ones once lavished upon them — say, a $10,000 line of credit at Bloomingdale’s or a pair of $125,000 earrings — the clubs still appear to be filled with brokers, bankers and foreign businessmen. On a recent night at Rick’s Cabaret in New York, men in suits and ties were in full force. At around 10 p.m. — early for a strip club — 10 of the club’s 11 private rooms on the second floor were booked. “Men will never grow tired of the high-class strip-club experience,” said Lonnie Hanover, a spokesman for Rick’s Cabaret International in New York. Rick’s, which is publicly traded on the Nasdaq and has 19 clubs across the country, even plans to expand. “When times are tough, there is no better form of escapism than a night at a gentlemen’s club,” he added. IN the early 1980s, Mr. Stone (who gave the world Gordon Gekko and the “Greed is good” mantra in “Wall Street”) spent time in Miami doing research for his movie “Scarface” (with its cocaine-snorting gangster Tony Montana). When he returned to New York he noticed a shift in the city’s culture of high finance, a world he was familiar with from his childhood. While Wall Streeters weren’t packing guns, other similarities startled him. “What shocked me was I met all these guys who at a young age were making millions and they were acting like these guys in Miami,” Mr. Stone recalled. “There’s not much difference between Gordon Gekko and Tony Montana.” “Money was worshiped and continues to be worshiped,” Mr. Stone added. “Maybe that will change now.” Adoration of riches is hardly new, however. In the mid- to late 19th century, the Gilded Age — a term Mark Twain coined in 1873 — offered equally ostentatious displays of wealth and a broadening gulf between rich and poor. “In the Gilded Age, they built great, enormous palazzos in Newport that they lived in for six weeks a year,” said the historian John Steele Gordon, whose book, “An Empire of Wealth,” chronicles that era. “During the last 25 years, it’s certainly been a gilded age in the sense that enormous fortunes have been built up in an unprecedented way.” Part of Wall Street’s allure for the young and ambitious was that anyone — regardless of education or breeding — could hit it big and live like a kingpin. Consider, for instance, Jordan Belfort. In 1987, Mr. Belfort, then a down-on-his-luck former meat-and-seafood distributor, was standing outside an apartment building in Bayside, Queens, when a childhood acquaintance who worked on Wall Street pulled up in a Ferrari. “This was a guy who you never would have expected would be making this kind of money,” Mr. Belfort recalled in a recent telephone interview. “I was broke, broke, broke, down to my last $100.” Mr. Belfort hit the Street in the late 1980s, and he recounted his adventure last year in a book called “The Wolf of Wall Street,” which he published after serving almost two years in prison for securities fraud and stock manipulation. He recently finished a second installment, “Catching the Wolf of Wall Street,” to be released in February. When he first struck it rich, he followed a well-trodden path for Wall Street upstarts. “First thing I did was go out and buy a Jaguar,” he said. “Step One is you get the car. Step Two, you get a great watch. Then great restaurants, and then maybe a place in the Hamptons — a summer share with another broker.” Whatever the Street’s excesses, it did offer individuals and institutions reliable, sophisticated and often efficient ways to trade and invest, helping to spread some of the wealth. Markets were democratized as individuals who had never before bought a stock or bond dabbled in investing, even if that meant simply plunking down money in a mutual fund, or participating in their company 401(k) plans. New technologies and the ability to trade stocks cheaply opened the financial doors to more people. As home prices rose, meanwhile, homeowners were enticed to tap into their new wealth through home equity loans and then used that money to pay for their own version of a lavish lifestyle. DESPITE these gains in the middle class, though, the truly wealthy have pulled away from the pack. Not since the late 1920s, just before the 1929 market crash, has there been such a concentration of income among individuals and families in very upper reaches of the income spectrum, according to researchers at the University of California, Berkeley, and the Paris School of Economics. Some say that anger over the yawning wealth divide found traction in the highly charged and polarizing debate in Congress over the bailout bill. Mr. Fraser, the historian, says that anger is informed by the de-industrialization of the American economy in recent decades. Factory closings and the loss of manufacturing jobs that paid decent, middle-class wages coincided with the heady expansion of the financial sector, where compensation soared. “That means that people in Ohio and Pennsylvania have not been living as high on the hog as those on Wall Street,” Mr. Fraser said. “There’s a real sense of anger at that unfairness.” Even if the current crisis leads to a prolonged slowdown, people may still flock to finance jobs. But they may have to recalibrate their expectations. “There’s no question that people on Wall Street are going to make less money,” said Jonathan A. Knee, a Columbia Business School professor and author of “The Accidental Investment Banker.” Like any cultural force concerned about its legacy, the financial world has a custodian of its past. On Wall Street, it can be found at the Museum of American Financial History, just a block from the New York Stock Exchange. Located in a grand space once occupied by the Bank of New York, it features a long timeline charting major market events. The last event it notes is the popping of the dot-com bubble earlier this decade. Robert E. Wright, a financial historian at New York University who is a curator of the museum, said that there were still many unknowns about how recent events would be recalled. “If the economic system shuts down and we go in for a deep recession, it probably is the end of an era,” he said. Hedging its bets, the museum has already started collecting mementos from the current crisis to post on its wall.

Just wondering if anyone has pictures of the recladding+expansion that took place in over the years? (here's an interesting article about the most recent modifications) That building went from: to this:

(Courtesy of Budget Travel Online) That was a little taste of the article. For more click on Budget Travel Online

(Courtesy of the Financial Post) Reason I put it in culture, it seems more of a Quebec culture to be more laid back and no really care about material wealth, but that is my own point of view.

L'entreprise de Vancouver, qui se spécialise dans la mise au point et la fabrication de piles à combustible, a indiqué lundi que sa perte nette par action avait été de 19 cents au plus récent trimestre. Pour en lire plus...

C'est sur le site de Dev3D (http://www.dev3d.com/). Il n'y a aucun détails, juste un image qui date d'octobre 2007, donc le projet est récent, très récent. Je compte 17 étages, et elle est située sur Stanley, au coin de Cypress. C'est le dernier terrain libre sur le bord du square dorchester, derrière la tour CIBC.

Cooling housing market exposed to crash Prices, demand drop after record growth Alia McMullen, Financial Post; Canwest News Service Published: Friday, August 08, 2008 Edmonton's housing market is estimated to be more than 10 per cent overvalued.Ed Kaiser, The Journal, FileEdmonton's housing market is estimated to be more than 10 per cent overvalued. TORONTO - A big decline in commodity prices could spell disaster for Canada's housing market, which already appears to have entered a "sustained downturn," David Wolf, an economist at Merrill Lynch Canada, warned on Thursday. He said while the risk of a housing market crash was small, an "outright bust" in commodity prices would make the scenario "a rather more serious threat." The recent trickle of data has shown a significant slowdown in the country's housing market, following its record pace of growth. Demand has eased, supply continues to creep up, credit conditions remain tight, and house-price growth has turned flat, with declines in some regions. The value of building permits in June fell a seasonally adjusted 5.3 per cent from the previous month, indicating that construction activity in the coming months would likely be lower, Statistics Canada figures showed Thursday. The data is notoriously volatile, but the trend rate of growth for residential building has declined since the beginning of the year. "Canada's housing market is entering a sustained downturn, in our view," Wolf said. "It does look like Canadian houses finally got too expensive, and builders too aggressive, for the underlying demand environment." He estimated that markets with the strongest price growth in recent years, such as Regina, Saskatoon, Vancouver, Victoria, Calgary, Edmonton, Sudbury, and Montreal, were all more than 10 per cent overvalued. On a national basis, Wolf predicts house price growth to remain flat. Merrill Lynch expects commodity prices to moderate over the medium term, a scenario that would aid in the housing market downturn but not cause an outright bust. Others, such as CIBC, have a more bullish forecast for commodities, namely oil, expecting prices to continue to rise. This would continue to support Canada's terms of trade by bringing in higher export revenue relative to the amount spent on imports. But Wolf said the risk of a housing crash would become "a serious threat" if the recent correction in commodities continued because it could cause the terms of trade to deteriorate. The price of light crude has fallen about 18 per cent since peaking at a record high of $147.27 US a barrel on July 11 continued. Light crude for September delivery settled at $120.02 US a barrel in New York on Thursday. "The takeoff in commodity prices since 2002 has driven an enormous improvement in Canada's terms of trade, accounting for much of the strong growth in Canadian national income that has, in turn, provided the fundamental underpinning for the housing market boom," Wolf said. A Bank of Canada working paper by senior analyst Hajime Tomura released earlier this year argued that a decline in the terms of trade would likely cause house prices to fall. It said that "if households are uncertain about the duration of an improvement in the terms of trade, then house prices will abruptly drop when the terms of trade stop improving."