Still today the coal is needed for the steel industry. The coalfield lies km south of Hamilton, which produces steel. Hamilton has , inhabitants and lies 64 km south of Toronto.
The other towns also started to specialize early: Sarnia and Petrolia developed as oil refining and petrochemical complex. In James Miller Williams was the first to drill for oil.
It was the first commercial source of oil in North America. Windsor produces cars, which is because of its location close to Detroit, today Windsor is rivaled by Oshawa near Toronto; London and Kitchener manufacture machinery, rubber goods and household equipment. And in former times Ontario benefited from the skills of all the immigrants coming from different countries and cultures.
Industry and urbanization of southern Ontario are mirror images of the northern United States. And Toronto as the focus of Ontario's urbanization belongs to the set of big cities; it started with an anchorage, a trading post and a fort and grew with the construction of canals and railways. The first railway connected La Prairie with Saint-Jean-sur-Richelieu over a distance of 23 km and was opened on July 21st, First the city had a distinct British flair, visitors called it one of the most British cities in the world.
The population had not been influenced by the French-Canadian or other European elements. Due to the wave of immigration after World War II, which was mainly non-British, the city converted into a cosmopolitan city. The financial section grew as well as the port. By the city had nearly 4 million inhabitants. The heart of the region is found next to its major resource: the power of the Niagara Falls, which is used by both the US and Canada.
From the Niagara Falls to Toronto nearly the entire shoreline is urbanized and industrialized. Does Canada have one core or two? The two regions are as different as they can be. The population of the western section has grown bigger and the manufacturing clearly has become more than the east. Toronto is far ahead in manufacturing, service industries and resource-based development.
But the life insurance companies are basically all located in Toronto. The power has been shifting for a whole century. The fact that keeps alive the rivalry between the cities are the cultural and political differences of the English-speaking section and the French-speaking section.
There are two different economies, one the western one and one the eastern one, just like there are two plants of each industry, one in the US and one in Canada. French Canada does not want to belong to the economy, that is the reason why. And that the region is inhabited by two cultural groups and still work together is a wonder.
Diercke Weltatlas, hrsg. Paterson, J. D R Dagmar Ring Author. PDF version for only 0. Add to cart. Want more opinions? Read other perspectives with our free newsletter, follow us on Facebook or visit us at DesMoinesRegister. Migration into the region is largely due to the work of the Greater Des Moines Partnership, Des Moines' regional economic development agency, which has spent the past decade hyper-focused on talent attraction and workforce development, targeting new residents who live in states other than Iowa.
This concerted effort to attract fresh talent is just one example of how local organizations can catalyze real, substantive improvements for their cities. Des Moines' budding success should encourage city leaders to continue these investments and serve as a guide for other Heartland metro areas looking for ways to generate economic growth and opportunity. While much of this important work happens at the local level, economic revitalization impacts our entire region.
State policymakers and economic development committees can play an important role in creating and sustaining economic opportunity for Americans all across the nation — no matter if they live in "flyover country" or a "superstar city. He is former chief research officer for the Milken Institute, where he spent nearly 20 years overseeing research on regional growth performance and health-related topics.
By the shift from self-sufficiency to commercial market-oriented agricultural in Illinois had taken place, and four distinctive agricultural zones had emerged: mixed farming in the south, corn-livestock in the west, wheat in the north, and livestock raising in the east.
Chapter five effectively sums up the findings of chapters two, three, and four by delimiting stages of settlement and distinctive regional settlement patterns. This is achieved with the use of maps showing the distribution of settlement at ten-year intervals from to Meyer defines five frontier types which correspond to population density: occupance less than two people per square mile , settlement, incipient agriculture, commercial agriculture, and urbanization forty-five to ninety people per square mile.
This chapter impressively illustrates just how rapidly the settlement of Illinois took place, arguing that the state became almost fully integrated into the national economy in a span of only fifty years. Chapters six through nine rely almost wholly on census data to delineate and map the settlement of four population groups Upland South, New England, and Midland-Midwest migrants, and foreign-born immigrants, respectively during the formative early settlement period between and Each chapter maps the locations of settlers in born in states and countries from each region and ends with a map of Upland South, New England, Midland-Midwest, and foreign-born culture regions.
Meyer employs geographer Donald Meinig's familiar core--domain--sphere descriptive in producing tri-level maps of each group's zones of cultural influence, though without defining what exactly constitutes each of these levels. Meyer concludes in chapter ten with a discussion of the delimitation of sub-culture regional boundaries in Illinois by previous geographers and argues that, based on his research, these previous boundaries need to be revised.
This he does with a map that shows a three-tiered Southern, Midland, and Yankee cultural imprint in Illinois in Overall, my opinion is that Meyer's book represents a very good effort, but that many readers of this forum will be left wanting for a deeper and more insightful analysis of the subject. Accordingly, I have mixed feelings about this work. There are many positives: the book is smartly and logically organized, it is generally well written, it is attractively packaged, and the cartography is clean and crisp.
According to Mark Zandi, the chief economist at Moody's Analytics, the nation's "most steadfast economy" now occupies a mile-wide strip from Bismarck, N. Those agricultural and energy-rich lands weren't nearly as affected by housing fluctuations, he explained, as the Sun Belt and the coastal cities were. Yet Robert Litan, the vice president for research and policy at the Ewing Marion Kauffman Foundation, isn't persuaded that companies will dash for lower-density horizons.
The biggest winner from the Great Recession, by futurist Florida's lights, has been the nation's capital. But not for the reasons you'd think. Government work has helped, but more important is that metropolitan Washington has become a center for high technology, media, entertainment, and the creative density that Florida savors.
Unlike Kotkin, who anticipates a more decentralized America, Florida celebrates density. As he sees things, "We're going to have to become denser. If we don't have density, we don't grow.
This future could call for lifestyle changes that drill to the marrow of American identity. Florida argues for a U-turn in the country's bond with cars, through policies that charge for road use and remake suburbs for walkability.
He champions an advance in public transportation. More provocatively, Florida believes that homeownership should be detached from the American Dream, because it has shackled too many workers to distressed mortgages and kept people from chasing jobs. Florida, an American who owns a home in Toronto, wants the U. He also calls for a government commitment to transit that would knit each mega-region together, and high-speed rail to link one mega-region to another.
Shifting to public transportation, though, wouldn't be easy. Even in Washington, with its relatively modern subway system, only one in seven workers commutes by public transit. The national average is one in 20; in sprawling Phoenix, it's one in The Nevada sociologist, who is writing a book about clustered cities, says that mega-regions are based on no data that a census official would recognize.
Lang studies cities with evident ties -- commuter exchanges and overlapping economies. He dubs these smaller relationships, spanning 80 or miles, "megapolitans. Does Atlanta reach Charlotte? There is no relevance between Chicago and Cleveland. There just isn't. The dueling futurists don't disagree on everything. On some ideas, their views overlap.
Florida, who is enamored of cities, acknowledges that the "stark distinction of city and suburb" is becoming dated. The two are converging, he says, as cities concede more to comfort. Kotkin, meanwhile, seeks walkability and urban amenities in his future suburbs. Florida and Kotkin also see eye to eye about certain cities -- Dallas, for instance. It currently leads the nation's largest metropolitan areas with the highest year-over-year increases in employment, at a time when most cities lost jobs.
Kotkin predicts that Dallas and its environs will continue to boom, in thriving suburbs beyond the city itself. Florida agrees with Kotkin, and not only about Dallas. The two visionaries also concur on what can hold a city back. Both of them reject downtown renaissance projects -- casinos, museums, arts centers, sports stadiums.
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