text:
The PORTLAND STREETCAR is a streetcar system in Portland, Oregon, that opened in 2001[1] and serves areas surrounding downtown Portland. The NS Line runs from Northwest Portland to the South Waterfront via Downtown and the Pearl District. The Loop Service, which opened in September 2012 as the Central Loop (CL Line), runs from Downtown to the Oregon Museum of Science and Industry via the Pearl District, the Broadway Bridge across Willamette River, the Lloyd District, and the Central Eastside Industrial District and added of route.[2] In September 2015 the line was renamed as the Loop Service, with the A Loop traveling clockwise, and the B Loop traveling counterclockwise.[3] The two-route system serves some 20,000 daily riders.[4]

As with the heavier-duty MAX Light Rail network which serves the broader Portland metropolitan area, Portland Streetcars are operated and maintained by TriMet. But unlike MAX, the streetcar system is owned by the city of Portland and managed by Portland Streetcar Incorporated, a non-profit public benefit corporation whose board of directors report to the city's Bureau of Transportation.

Like some of Portland's original streetcar lines,[5] redevelopment has been a major goal of the project.[6][7] The Portland Streetcar is the first new streetcar system in the United States since World War II.[8]

Routes

[The amenities at each streetcar stop include a small shelter (with interior information display), ticket vending machine and trash can.] Since September 2012, the Portland Streetcar system has three services, which share a section along 10th and 11th Avenues in downtown, through the West End.

  Name               data-sort-type=“date” | Commenced   Last extension   data-sort-type=“number” | Stations   data-sort-type=“number” | Length   Termini
  ------------------ ----------------------------------- ---------------- ------------------------------------ ---------------------------------- --------------------------- -------------------------
  A Loop                                                 2015             55                                                                      —
  B Loop
  North South Line                                       2007             17                                                                      Northwest 23rd & Marshall

As of mid-2015, the two-line streetcar system measures , measured in one direction only – not round-trip lengths – and counting only once the section served by both routes. The end-to-end length of the original route, now designated the “NS Line”, is since 2007, and the 2012-opened “CL Line” added . The total one-way length of the CL Line is , for it shares of route along 10th and 11th Avenues in downtown with the NS Line.

Of the NS Line's round-trip length, are one-way operation along streets which are mostly also one-way and with the streetcars following parallel streets in opposite directions. The remaining of round-trip route length are sections where the NS streetcar route uses a single street (or private right-of-way) for both directions of travel. The CL Line, similarly, follows separate streets in opposite directions over most of its length. The only exceptions are a length of about near the OMSI terminus (mostly on a streetcar-only viaduct over the Union Pacific Railroad main line) and the route sections nearest to, and across, the Broadway Bridge. With the opening of the second line, the system now has 76 stops.[9]

Service

[LED display at a streetcar stop, giving real-time schedule information]

Streetcars are scheduled to arrive at 15-minute intervals at most times, with a 20-minute frequency in the evening and on Sundays.[10] Every stop is fitted with an electronic reader board giving real-time arrival information to waiting passengers, using the NextBus vehicle tracking system.[11] This was first brought into use on March 25, 2002.[12]

As on TriMet's MAX line, the streetcar's fare system is a proof-of-payment (or “honor”) system, with random inspections of passengers' fares, which minimizes wait times at stops by allowing boarding to take place simultaneously through all vehicle doorways. Streetcar operators do not collect or monitor fares. Although the line is not part of the TriMet system, the city honors TriMet's fares for the streetcar,[13] for simplicity and convenience of transferring passengers.[14] Streetcar-only fares are available, but are not valid on TriMet, unless using a Hop card, which will charge the difference in fare upon transferring.

The portion of the streetcar route within Downtown and the Pearl District of the streetcar route used to lie within TriMet's Fareless Square, later known as the Free Rail Zone. Rides within that area were free at all times. TriMet ended the Free Rail Zone on September 1, 2012.

[Interior of a Portland streetcar, with ticket vending machine] Passengers not already in possession of a valid fare when boarding are required to purchase tickets from ticket vending machines on board each streetcar. Each vehicle also carries a ticket validator machine, for stamping “unvalidated” TriMet tickets purchased in advance. TriMet and Portland Streetcar have agreed to honor one another's fares, which means that TriMet passes, tickets and bus transfer receipts are accepted on the streetcar, and tickets purchased or validated on a streetcar are valid for travel on TriMet services (bus, MAX or WES Commuter Rail).[15] To facilitate this, the ticket machines on board the streetcars and at streetcar stops sell TriMet tickets – covering both the streetcar fare and any TriMet rides the purchaser makes within the ticket's period of validity (2.5 hours or all day) – as well as streetcar-only tickets.[16] For the same reason, prior to September 2012, the streetcar ticket machines offered all-zone (three-zone) and two-zone tickets, despite the fact that the streetcar system was located entirely within TriMet's Zone 1.[17] TriMet tickets and transfers were valid all-day on the streetcar prior to that change,[18] which also coincided with TriMet's elimination of the Free Rail Zone (Fareless Square). Since September 1, 2012, TriMet and Portland Streetcar tickets have an identical period of validity, of 2.5 hours (except for all-day tickets).[19]

NS Line streetcars enter service on westbound tracks (at NW Northrup and 16th streets). Service starts at NW 23rd Avenue at Marshall. Yard-bound trains make their last stop at NW 18th Street and Lovejoy before entering yard via Lovejoy.[20]

Loop Service streetcars enter service on eastbound tracks (at NW Lovejoy and 15th streets). Service starts at NW 9th Street and Lovejoy. Yard-bound trains make their last stop at NW 14th Street and Northrup (which is a NS Line stop) before entering yard via Northrup.[21]

Vehicles

As of 2015, the system's fleet included 17 cars, of which seven were built by United Streetcar.[22] Three additional cars are on order in 2020 and expected to arrive in 2021.[23]

+-------------+-------------+-------------+-------------+-------------+
| Manufacture | Model       | Qty.        | Year built  | Fleet nos.  |
| r           |             |             |             |             |
+=============+=============+=============+=============+=============+
| CURRENT     |
| FLEET       |
+-------------+-------------+-------------+-------------+-------------+
| Škoda       | 10T         | 7           | 2001–02     | 001–007     |
+-------------+-------------+-------------+-------------+-------------+
| Inekon      | Trio type   | 3           | 2006        | 008–010     |
| Trams       | 12          |             |             |             |
+-------------+-------------+-------------+-------------+-------------+
| United      | 10T3        | 1           | 2009        | 015         |
| Streetcar   | (prototype) |             |             |             |
+-------------+-------------+-------------+-------------+-------------+
| United      | 100         | 6           | 2012–14     | 021–026     |
| Streetcar   |             |             |             |             |
+-------------+-------------+-------------+-------------+-------------+
| Total       | 17          |             |
+-------------+-------------+-------------+-------------+-------------+
| ON ORDER    |
+-------------+-------------+-------------+-------------+-------------+
| Brookville  | Liberty     | 3[24]       | (2020–21)   | 031-033     |
| Equipment   |             |             |             |             |
+-------------+-------------+-------------+-------------+-------------+
| FORMER      |
| FLEET – for |
| Vintage     |
| Trolley     |
| service     |
+-------------+-------------+-------------+-------------+-------------+
| Gomaco      | “Council    | 2           | 1991        | 513–514     |
|             | Crest”      |             |             |             |
|             | Brill       |             |             |             |
|             | replica     |             |             |             |
+-------------+-------------+-------------+-------------+-------------+

Current fleet

[A streetcar at one of the stops serving Portland State University] The streetcars are a Czech design, and the first ten – which is all cars purchased before 2009 – were built in the Czech Republic and shipped to the United States complete. Streetcars added to the fleet after the first ten were built in the U.S. by United Streetcar, to basically the same design. All have a low-floor center section between the trucks, and at one door on each side they are equipped with a MAX-like bridge plate—a short ramp that extends from the vehicle doorway—to allow wheelchair access. Compared to MAX cars they are shorter and narrower, a result of having to run in mixed traffic on neighborhood streets, alongside parked automobiles. The cars are lighter than those used by MAX, allowing cheaper, less-intense track construction.[25] Furthermore, couplers on the streetcars are hidden behind bumper skirts and only used to move disabled units back to the yard.[26]

From spring 2007 until fall 2012, the serviceable fleet included ten streetcars. An 11th car was delivered in 2009 but did not enter service until September 2012 (see next section). The 11 cars were supplied in four batches between 2001 and 2009, built by any of three different manufacturers. However, they have nearly identical dimensions and are similar in all respects, since the design used for all eleven cars was developed by the same two Czech companies, Škoda and Inekon.

Cars 001 through 005 have been in operation since 2001, while cars 006 and 007 were added in 2002. These seven were built by a now-defunct joint venture between Škoda and Inekon, and are Škoda's 10T model, originally also called _Astra_ 10T. Inekon performed most of the design work, while Škoda carried out the construction, in Plzeň.[27]

Three additional cars, numbered 008–010, were ordered for the expansion of service to South Waterfront. By that time, the partnership between Inekon and Škoda had dissolved in an “ugly divorce”, so these cars were constructed in Ostrava, Czech Republic, by a partnership of Inekon and the Ostrava city transit agency, Dopravní Podnik Ostrava.[28] This partnership was originally named DPO-Inekon, but soon adopted the (English) name “Inekon Trams”. Portland cars 008–010 are model _12-Trio_ (a particular version of Inekon's _Trio_ series of streetcar designs)[29] and have a high degree of spare parts compatibility with the existing fleet. They arrived in Portland in January 2007, and after a period of street testing, entered service in late May 2007.

U.S.-built streetcars

The next delivery, on May 15, 2009,[30] was effectively another Škoda 10T, but built in the United States under license, rather than by Škoda itself.[31] It entered service in September 2012.[32]

Under a 2005 federal transportation bill, $4 million was allocated for construction of a U.S.-manufactured streetcar vehicle. Congressman Peter DeFazio indicated that the contract would go to Oregon Iron Works in Clackamas, Oregon, and that Portland would be permitted to keep the prototype vehicle permanently.[33]

This special federal grant was intended to foster the creation of a domestic manufacturing industry for modern streetcars, which was non-existent at the time. This lack had forced streetcar systems to turn to overseas builders as the only source of the type of railcar needed. The first Portland Streetcar project had not used any federal funds. However, for any future streetcar projects desiring to obtain federal matching funds, among which were the planned future expansion in Portland, the vehicles would need to comply with the minimum 60% U.S. content provisions[34] of the “Buy America” Act ().

[The 2009 prototype modern streetcar built in Oregon by United Streetcar, Portland's car 015] In February 2006, Škoda Transportation established an “exclusive technology transfer agreement” with Oregon Iron Works (OIW) to build streetcars meeting “Buy America” rules, and the two companies jointly prepared a detailed OIW submission when the city of Portland (owner of the Portland Streetcar system) issued a request for proposals in mid-2006 to build one new streetcar for the Portland Streetcar. In January 2007, OIW won a contract from Portland to build the prototype streetcar, to the Škoda design, and reported that it had established a new subsidiary, United Streetcar LLC, to perform the work.[35]

The United Streetcar prototype, number 015 in the Portland Streetcar fleet, was delivered on May 15, 2009,[36] but did not enter service until 2012. The car is model 10T, the same as Škoda-built cars 001–007, but features a slightly modified end design. Although the differences are relatively minor, car 015 is considered to be model variant 10T3, whereas cars 001-005 were 10T0 and cars 006-007 were 10T2.[37] Car 015, which carries a red, white and blue paint scheme and large “Made in USA” lettering along the sides, was presented to the public in a July 1, 2009 ceremony, at which Secretary Ray LaHood was the featured speaker.[38]

Car 015's entry into service was delayed by more than three years, not finally occurring until September 2012.[39] The main reason for the delay was a 2010 decision to replace its propulsion-control system – the electronic equipment which controls and coordinates the operation of the car's motors and other key operating components – with equipment made by Rockwell Automation, of Milwaukee, Wisconsin.[40] Although the car was complete and operable in mid-2009, it had yet to undertake the extensive “acceptance testing” needed to certify that it was safe for passenger service and would run reliably. Car 015's propulsion control system was made by Škoda, whereas all 10 earlier Portland streetcars—even the seven cars built by Škoda—had control systems supplied by Elin EBG, an Austrian company (and only installed by Škoda).[41] Acceptance testing began in late summer 2009, but revealed unspecified problems, and Škoda and Portland Streetcar were unable to reach agreement on resolving them.[42] This issue, together with a desire by PS, United Streetcar and others to increase further the U.S. content of streetcars built by United Streetcar, led to discussions between Rockwell Automation and the various interested parties in Portland on the possibility and feasibility of Rockwell designing a control system for the United Streetcar design.[43] In April 2010, the Federal Transit Administration (FTA) approved a $2.4-million grant, to be matched by $600,000 in local money, to fund the replacement of car 015's control equipment with new equipment to be designed by Rockwell Automation.[44][45][46] Under FTA rules, the grant was made to TriMet (the region's primary transit agency), but TriMet only acted as intermediary in this instance, and it passed the funds along to the Portland Streetcar system's owner, the city of Portland, who administered the contract with Rockwell and the now-amended contract with Oregon Iron Works/United Streetcar. The change was expected to increase the overall U.S. content of the car from around 70% to around 90%,[47] and this helped win the support of federal officials to approve the $2.4 million in “research funds” needed to allow project to proceed.[48] Prototype streetcar 015 was transported back to the OIW factory, in Portland's southeast suburbs, in May 2010,[49] and it returned on April 30, 2012, now fitted with the experimental Rockwell propulsion system.[50] It began acceptance testing on the Portland Streetcar tracks in June[51] and was certified for service on September 21, 2012.[52] It entered passenger service the following day, September 22, 2012, the opening day of the new eastside line (CL Line).[53]

[Car 021, the first production-series United Streetcar vehicle, crossing the Broadway Bridge on the CL Line.] Meanwhile, the city has also purchased an additional five streetcars for the eastside expansion. A contract for these was let to United Streetcar in August 2009 and was originally for six cars.[54] However, in light of Portland's dissatisfaction with the Škoda propulsion control system, the city decided in 2010 to modify the OIW/United Streetcar contract for these cars, to substitute equipment from Elin for the originally planned Škoda equipment.[55][56] Fabrication of the streetcars had yet to begin at the time of that decision, but the change was substantial enough that delivery was delayed as a result, and the first cars are now not projected to be delivered until December 2012.[57] These five cars were not fitted with the Rockwell equipment, because the Rockwell system was still being designed at the time that production was beginning on the additional cars. If the city had waited for it to be completed, installed and thoroughly tested in car 015 before installing it in the additional cars, doing so would delay the completion of those cars too much, city officials indicated. These first “production-series” cars are United Streetcar model “100”, instead of 10T3.[58] In 2011, production problems raised the cost of manufacturing of these cars, and as a result, the city agreed to reduce the number of cars on order from six to five.[59] These cars have been assigned numbers 021–025 in the Portland Streetcar fleet.[60] The first car (021) was delivered in January 2013 and entered service on June 11, 2013.[61] As Portland Streetcar prepared to “close the loop” on the CL line with the completion of the Tilikum Crossing bridge, a seventh car (026) was purchased from United Streetcar and was delivered on November 21, 2014.[62]

On March 21, 2018, Portland Streetcar announced an approval from city council to purchase two new Liberty Streetcars from Brookville Equipment Corporation.[63] A third car was added to the order in December 2018.[64] The cars are expected to enter revenue service in 2020. An option for two additional vehicles also exists.[65]

Vintage Trolley service

[A Vintage Trolley in service on the Portland Streetcar line in 2001, passing Powell's Books. Operation of these cars on the PS line ended in 2005.] Until late 2005 the fleet also contained two Portland Vintage Trolleys, replicas of 1904 J. G. Brill Company streetcars owned by TriMet. These two cars (of four such cars owned by TriMet) were transferred to the city of Portland in 2001 for use on the Portland Streetcar line on weekends. They were used on both Saturdays and Sundays, with just one car in service on each day. However, they were not wheelchair-accessible on the streetcar line, and they lacked the satellite-detection equipment necessary for them to be detected by the real-time arrival system (NextBus) informing passengers waiting at stops. When the line was extended to RiverPlace, the Vintage Trolley service continued to terminate at PSU, because of concerns that the steep incline on the new section could damage the cars' motors. These and other issues led to suspension of the Vintage Trolley service in late November 2005.[66] It never resumed,[67][68] and the two vintage-style cars were returned to TriMet and moved back to that agency's Vintage Trolley carbarn next to the Rose Quarter MAX station in January 2007.[69] (One other Vintage Trolley continued to provide service on a portion of the MAX system until 2014.)

Compatibility with MAX

Each Portland streetcar is long, whereas Portland's MAX cars are long, and streetcars are operated in revenue service as single cars at all times, never coupled into trains.[70] However, all models of the fleet can couple with each other for a rescue tow. The shorter car length keeps station construction expense lower than would be the case for a light-rail station, but the smaller cars do not provide equal carrying capacity as that of a light-rail train; a single articulated Portland streetcar is only about one-third the length of a two-car MAX train.[71]

Streetcar tracks in Portland are the same gauge as MAX tracks, but of a lighter and shallower construction (the rail bed is only deep), and the two systems share the same overhead line voltage, 750 Vdc. Because of this, it is technically possible for a Portland 10T or 12-Trio streetcar to run on MAX tracks, and indeed originally this was planned to take place if a streetcar needed a particular type of maintenance work that was beyond the capabilities of Portland Streetcar's own “carbarn”. The two systems are connected at two places: the first is a single curve of track at 10th and Morrison connecting to the westbound Red and Blue Line track.[72] An additional set of connections exists at both ends of the Tilikum Crossing, as Central Loop streetcars share tracks with the MAX Orange Line to cross the bridge.

TriMet's light-rail maintenance shops feature additional equipment, as TriMet's railcar fleet is many times larger, so streetcars were operated along the MAX tracks to the light-rail workshops at Ruby Junction (near the Ruby Junction/East 197th Avenue station on the Blue Line) for maintenance work on their trucks a few times. However, because the streetcar has a limited top speed of about [73] (compared with for MAX trains) and because of differences in the signalling systems, streetcar movements to the Ruby Junction facility had to take place very late at night, a time when TriMet schedules maintenance on the MAX line. Portland Streetcar managers therefore decided, early on, simply to remove streetcar components needing repair at a TriMet facility and transport them there by road, avoiding the need to schedule time on the MAX line to move a streetcar. Portland Streetcar now owns a truing machine, which has been installed in the left bay of the North Yard.

While streetcars can operate on the MAX light rail tracks, a MAX car would be too heavy to operate on the streetcar's tracks, too wide for portions of its right-of-way, and unable to pass through the tighter curves[74] on the Portland Streetcar system.

Maintenance yard

Streetcars are stored at the rail yard near the Portland Streetcar, Inc. headquarters (1516 NW Northrup Street). Storage tracks and facilities occupy three city blocks underneath an elevated section of Interstate 405, between NW Overton and NW Lovejoy streets (north-to-south) and NW 16th and NW 15th streets (west-to-east).[75][76]

History

[Car 002, one of the five cars that opened the system in 2001, on NW Northrup Street at 19th Avenue, which is on that 2001-opened route section] City of Portland planners began considering a streetcar system in 1990, in response to recommendations in a Central City Plan the council had adopted in 1988.[77] The proposed network was originally referred to as the Central City Trolley[78] and was envisioned as using faux-vintage streetcars like those of the Portland Vintage Trolley service.[79] However, the name was later changed to Central City Streetcar, out of concern by project supporters that the word “trolley” would carry the connotation that the service was only a tourist attraction rather than a form of transportation,[80] and in 1993 the city decided the line would use modern, low-floor cars instead of vintage ones.[81] In 1995, the city estimated the cost to build a line from Northwest Portland to PSU as $30 million.[82]

Portland Streetcar started with a counterclockwise loop of single track that commenced operations on July 20, 2001,[83] running from the Portland State University (PSU) campus, north through the Pearl District, west to NW 23rd Avenue and then back to PSU on adjacent streets. Most of the $57 million used to build it came from local sources, and only $5 million came from the federal government.[84]

On March 11, 2005, a extension was placed into service at the line's southern end, from PSU to RiverPlace. This was the first phase of a plan to serve Portland's South Waterfront redevelopment area, including a new outpost of Oregon Health & Science University. This section includes a short length of two-way single-track operation, which at the time was about long and ran along Montgomery Street and 4th Avenue. (The 4th Avenue section was doubled in 2014.)[85] Streetcar-only signals ensure that only one direction is in use at one time. The extension cost $18.1 million, including the purchase of two additional streetcars, with the intent to allow streetcars to run every 10 minutes.[86] In 2005 the Portland Streetcar project was awarded the Rudy Bruner Award for Urban Excellence gold medal.[87]

[The Portland Streetcar passing by the lower station for the Portland Aerial Tram] Another extension of south to the lower terminus of the Portland Aerial Tram at SW Gibbs Street, in the South Waterfront District, opened on October 20, 2006. For the next five years, that section of track differed from the rest of the line in that the streetcar track ran entirely in its own right-of-way (formerly used by the Willamette Shore Trolley). It was also bi-directional single track. This configuration was always planned to be temporary,[88] awaiting an expected rebuilding of Moody Avenue, and in November 2011 the streetcar line began using new double track on a realigned section of Moody. This change left the short section of bi-directional single track around 4th and Montgomery as the only such running on the current PS system.[89] At the streetcar's Gibbs Street stop, a new pedestrian bridge opened in summer 2012, linking the stop to the Lair Hill neighborhood that was otherwise cut off by Interstate 5.

On August 17, 2007, the route was extended south of Gibbs Street, to SW Lowell and Bond, serving more of the South Waterfront district. This extension is a 10-block loop, from SW Moody and Gibbs proceeding south on Moody Avenue, east on Lowell Street and north on Bond Avenue to OHSU Commons at Gibbs, which stop is also directly adjacent to the entrance to the aerial tram.

By 2008, Portland estimated the streetcar prompted the construction of more than 10,000 new housing units and of institutional, office, and retail and construction within two blocks.[90]

During 2010, Portland Streetcar had a weekday average of 11,900 riders.[91] In August 2012, it was reported by one source as “about 10,000”,[92] but ridership varies by season – for example, being higher when Portland State University is in session – and the daily-ridership figure averaged over a 12-month period through summer 2012, the last 12-month period before the second line opened, was 11,200.[93]

[The Portland Streetcar system began using TriMet's new Tilikum Crossing bridge in September 2015.] On September 1, 2012, TriMet discontinued the Free Rail Zone (better known by its pre-2010 name, Fareless Square), which had previously allowed free service on the streetcar within Downtown and the Pearl District. A new streetcar-only fare of $1.00 was introduced at that time.

On September 22, 2012, the Eastside Line, renamed the Central Loop Line (or CL Line, for short), opened for service.[94]

In 2014, about half of the system's only section of bidirectional single track used in service, along SW 4th Avenue and Montgomery Street, was converted to double track, with the installation a second track along 4th and around the turn onto Montgomery. This new track came into use on September 23, 2014, and reduced the remaining length of two-way single track to less than (in operational terms; less than of actual shared track), on Montgomery Street between 4th and 5th Avenues.[95]

On August 30, 2015, the Central Loop Line was renamed as the Loop Service, with the A Loop traveling in a clockwise direction and the B Loop traveling counter-clockwise.[96]

Funding

Funding for the streetcar operation comes primarily from TriMet, fares, city parking revenue, and a “Local Improvement District” (special property tax assessed on properties near the line). Another source of funding for the streetcar is sponsorships of vehicles and stops, which in most cases have a minimum duration of one year,[97] in contrast to the shorter-term advertising found on TriMet buses and MAX. Sponsoring organizations can have their name placed on the side of the vehicle, stop shelter or in the stop announcement, as well as a small advertisement placed inside the vehicle or shelter. Brochures and ticket sales can also be sponsored.

For the eastside line, the federal government contributed $75 million in 2009, with $20 million coming from Oregon Lottery-backed bonds; the rest of the cost was paid by the city, through the Portland Development Commission and a local improvement district tax on property owners near the line.[98]

Eastside line

[The Broadway Bridge under construction for Eastside Portland Streetcar.]

Utility relocation work in connection with a expansion of the streetcar system to the city's inner eastside began in mid-August 2009.[99][100] The work of laying the streetcar tracks began in early 2010,[101] with service scheduled to start on September 22, 2012,[102] a delay from what was originally an April 2012 date.[103] The project involved work on the Broadway Bridge that required the bridge's weight to remain constant throughout construction and for work on its lift span to be suspended with 72 hours notice whenever a ship needed to get through.[104]

In June 2003, the Office of Transportation adopted the Eastside Streetcar Alignment Study, a study for an extension of the streetcar to the Lloyd and Central Eastside Industrial Districts.[105] In part, the desire for an eastside streetcar arose from the July 2001 report, Lloyd District Development Strategy. Proponents see it as a component of a potential transportation hub in the Lloyd District, bringing together the streetcar, MAX and bus service. Additionally, the new streetcar line will provide a transit connection between the Lloyd and Central Eastside districts that supporters believe is more attractive and permanent than the bus service (TriMet line 6) currently provided and is more likely to spur development in those areas. Existing businesses along the route have also voiced strong support for the project, believing it will bring new customers who otherwise would be more likely to shop in nearby downtown.[106]

The plans were approved by the Metro (regional government) council in July 2006[107] and by the Portland city council in September 2007, the council committing to allocating $27 million of city funds.[108] The estimated total cost of the project is $147 million, just over half of which is to be paid for with federal funds. On April 30, 2009, U.S. Transportation Secretary Ray LaHood announced the approval of $75 million in federal funding for the Eastside streetcar project, the full amount that had been requested by Portland.[109][110] This allocation, secured in large part through the efforts of Oregon Representatives Earl Blumenauer and Peter DeFazio, was both the largest and the final component of the financing plan, and consequently the announcement meant the project could proceed to construction as soon as the city council had approved construction contracts. Twenty million dollars in state funds, $15.5 million from a Local Improvement District and a combination of various other local or regional sources complete the funding plan.[111] Construction began in August 2009.[112]

The routing of the Eastside line was finalized in about 2007 and measures about in each direction (slightly longer southbound). It leaves the original line at 10th and Lovejoy, runs east across the Willamette River via the Broadway Bridge to the Lloyd District, turns south, passing the Oregon Convention Center, and follows the Grand Avenue and Martin Luther King Jr. Boulevard couplet to the Oregon Museum of Science and Industry (OMSI), the initial terminus. Within the Lloyd District, the southbound routing follows 7th Avenue (from Weidler Street to Oregon Street), so as to come closer to the Lloyd Center and the many office towers in the district, but south of the convention center the route runs south along Martin Luther King Jr. Blvd. and north along Grand Avenue almost all the way to OMSI.[113] The line's OMSI terminus is located just one block away from the new Oregon Rail Heritage Center.[114]

At that location, the new line connects with the MAX Orange Line linking downtown with Milwaukie. The streetcars then share tracks with the Orange Line to cross the Willamette River again at the Tilikum Crossing to travel to the South Waterfront district, tying in with the existing north–south streetcar line there, and thereby creating a large loop in the overall streetcar network. For this reason, the Eastside expansion was often referred to as the “Eastside Loop” or the “Portland Streetcar Loop” – and in spring 2012 it was even officially named the “Central Loop Line”[115] – but completion of the loop would come not less than three years after the opening of the Eastside line. The Orange Line was a project of TriMet, whereas the streetcar was a City of Portland effort, but TriMet and Metro agreed to permit streetcars and MAX trains to share the bridge tracks, as well as to allow buses, bicycles and pedestrians—but not private motor traffic.[116][117]

[A streetcar on the Lovejoy Street ramp to the Broadway Bridge in September 2012] The budget for the Eastside Streetcar project, which was $148.3 million as of August 2012,[118] included the cost of purchasing additional vehicles, and in August 2009 the city placed an order with United Streetcar (see _Vehicles_ section, above) for six cars of the same general type as those currently operated,[119] but the quantity was later reduced to five.[120]

The new line opened on September 22, 2012, as the Central Loop Line, or CL Line.[121][122] The scheduled headways are 18 minutes on weekdays, 17 minutes on Saturdays and 20 minutes on Sundays.[123] Its opening was concurrent with a slight service reduction on the outer sections of the existing line, now called the North-South Line (or NS Line), to 14-minute intervals on weekdays[124] (from the previous 12–13 minutes), but has increased the average frequency to about every 7 minutes on 10th and 11th Avenues, where the two lines overlap.[125]

Proposed expansions

Expansion of the streetcar system along other corridors is proposed, for the longer term. After a series of public meetings soliciting input on a draft, the city council adopted a “Streetcar System Concept Plan” in September 2009.[126][127] The long-range plan identified potential corridors for future streetcar lines based on studies on ridership, land use, transportation patterns and development opportunities.[128]

Montgomery Park to Hollywood District

In January 2018, Portland Streetcar started exploring adding service to Montgomery Park in the Northwest Industrial District. Two possible alignments have been proposed, one using NW Raleigh and NW Thurman, the other using NW Wilson and NW York.[129] Both alignments would connect with the existing NS Line using NW 18th and NW 19th. The cost of the new alignment has not yet been determined, however a request for $370,000 in City General Funds has been requested.[130] On December 18, 2018 the Federal Transit Administration has given a $1,076,000 grant to the extension as part of a pilot program. This will go towards study of the Wilson/York and 18th/19th couplets and a new turn around track at the Oregon Convention Center. These plans will add 2.3 miles (3.7 km) of track and double the capacity for Rose Quarter and Lloyd Center service, and the prospect of farther extension into the Hollywood neighborhood to the east have been a part of the study. [131][132]

Lake Oswego

A proposal to add a southern extension of the streetcar to Lake Oswego was considered beginning in 2004, but was shelved in 2012 due to lack of support among Lake Oswego city officials.[133]

In 1988, a consortium of several local governments[134] purchased from Southern Pacific Railroad the Jefferson Branch freight rail line, which SP had ceased using in 1983, with the intention of preserving the right-of-way for future passenger rail transit use.[135] Since 1990,[136] the rail corridor has been kept in use by the Willamette Shore Trolley heritage streetcar service, a mostly seasonal, excursion-type operation, but local transportation officials remained interested in putting the corridor to use for mass transit in the longer term, and formal discussion increased as the opening of Portland Streetcar's first line neared, in 2001.[137] A 2004 study by TriMet showed that extending the Portland Streetcar system over this right-of-way could be cost-effective and would be a better choice in this corridor than building a more costly MAX (light rail) line.[138] In December 2007, the Metro council approved undertaking environmental-impact studies for the proposed improvements and comparing the introduction of streetcar transit service with the alternative of “enhanced bus service”.[139][140] The work was delayed by a lack of funding, but got under way in spring 2009 after the interested local jurisdictions reached agreement on financing the study, and a Draft Environmental Impact Statement.[141]

As proposed, the line would have followed the Willamette Shore Trolley (WST) right-of-way, extending from the current SW Lowell St. terminus down SW Moody Avenue and proceeding along the WST right-of-way to Lake Oswego, with a terminus near a shopping center at N State St. and North Shore Blvd. The WST alignment was thought to relieve traffic congestion on Oregon Route 43, which parallels it and on some sections has steep hillsides where it would be cost-prohibitive to widen the highway. The route would have had 10 or 11 stations along the alignment and would be mostly double-track with two or three single-track segments where the alignment is too narrow to widen. Stops would be at Hamilton Ct., Boundary St., Pendleton St., Carolina St., Nevada St., Sellwood Bridge, Riverwood Rd., Briarwood Rd., 'B' Ave., and the terminus. Up to 400 park-and-ride spaces would have been included near the terminus.

In January 2012, facing local opposition from some residents living adjacent to the right-of-way,[142] and after losing support among Lake Oswego city officials due to cost and concerns about lifestyle changes caused by the Streetcar, the project was officially suspended.[143]

Comparison with light rail

In contrast with light rail transit systems, vehicles on modern streetcar systems such as the Portland Streetcar are rarely separated from other traffic and are not given traffic-signal priority over other vehicles, except in a few situations to allow the rail cars—which cannot turn as sharply as most other motor vehicles—to make some turns.[144] In Portland, using this “mixed traffic” operation has reduced the cost of constructing each segment and—by not closing traffic lanes permanently to other traffic, as is typically done with light rail—also minimized disruption to traffic flow, and allowed curbside parking to be retained,[145][146] but also means slower operating speeds compared to light rail.[147][148] Additional factors making the Portland Streetcar line less expensive to build per mile than light rail are that use of city streets largely eliminated the need to acquire private property for portions of the right-of-way, as has been necessary for the region's light rail (MAX) lines,[149] and that the vehicles' smaller size and therefore lighter weight has enabled the use of a “shallower track slab”.[150][151] The latter means that construction of the trackway necessitated excavating to a depth of only instead of the conventional (for light rail) depth of around , significantly reducing the extent to which previously existing underground utilities had to be relocated to accommodate the trackway.[152]

Replication by other transit systems

In 2005, Toronto Transit Commission officials visited Portland to evaluate the Škoda streetcars for possible use on Toronto's streetcar system, as the smaller size is suitable for the city's extensive street-running mixed-traffic operations. While the TTC viewed Škoda's vehicle as a favorable replacement for its aging CLRV and ALRV fleet, Škoda did not submit a bid, and the TTC eventually ordered Flexity Outlook streetcars from Bombardier.

Portland has been cited as the first of a new generation of modern streetcar systems that have become popular in North American cities since the mid-2000s.[153][154]

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[26] Portland Streetcar - Yards & Misc from ktransit.com (updated 2009-12-27.

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[32]

[33]

[34]

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[36]

[37] “United Streetcar ... US manufacturer established for new trams”. (April 2007). _Tramways & Urban Transit_, p. 146. Ian Allan Publishing/Light Rail Transit Association (UK)

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[40] _Tramways & Urban Transit_ magazine, August 2010, p. 313. LRTA Publishing (UK).

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[50] _Tramways & Urban Transit_, July 2012, p. 276.

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[58] “United Streetcar gears up for series production”. _Tramways & Urban Transit_ magazine, November 2010, p. 406.

[59]

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[65]

[66] _Tramways & Urban Transit_ (March 2007), p 108. Ian Allan Publishing/Light Rail Transit Association (UK).

[67]

[68]

[69]

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[71]

[72]

[73] Rapid Streetcar: More Affordable Light Rail Transit - Light Rail Now

[74] Trackway Infrastructure Guidelines for Light Rail Circulator Systems (April 2007) ; retrieved 2012-09-10 from APTA's Streetcar Subcommittee website

[75] Portland Streetcar Yards (Under I-405 at 16th Street) from NYCSubway.org. Retrieved September 11, 2014.

[76]

[77]

[78]

[79]

[80] Oliver, Gordon (April 21, 1995). “A number of civic leaders desire Portland return of the streetcar”. _The Oregonian_, p. C11.

[81] _Light Rail and Modern Tramway_, April 1994, p. 108. Ian Allan Publishing.

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[88] _Tramways & Urban Transit_ magazine, January 2012, p. 32.

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[108] Mayer, James (September 7, 2007). “Streetcar extension gets green light”. _The Oregonian_, p. D1

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[121] “Portland Opens New Line” (November 2012). _Tramways & Urban Transit_ magazine, p. 409.

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[134]

[135] Oliver, Gordon (October 27, 1988). “Purchase of Jefferson rail line approved”. _The Oregonian_

[136] Furey, John (June 30, 1990). “Vintage trolley links Portland, Lake Oswego”. _The Oregonian_, p. E1

[137] Stewart, Bill (June 17, 2001). “Tri-Met has trolley line on to-do list: The agency keeps $500,000 to study Willamette Shore as a possible commuter line”. _The Sunday Oregonian_, p. B1

[138] Leeson, Fred (January 30, 2004). “Lake Oswego-Portland line possible”. _The Oregonian_

[139] Zheng, Yuxing (December 14, 2007). “Study OK'd for Lake Oswego rail link”. _The Oregonian_

[140]

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[142]

[143]

[144]

[145]

[146] Wilkins, Van. “Trams return to Portland, Oregon”. _Urban Transport International_ magazine, July–August 2001, p. 14. ISSN 1268-2241

[147]

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[150]

[151]

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[154]

title: Portland Streetcar

question: Is the Portland streetcar a public or private service?

answer: The project was mostly paid by public funds and is open to the public.


split: train

text:
It was the last day of school... I think it was 1979. All my friends were outside playing, we had built a ramp on the dirt street out of a cinder block and a piece of wood and were diligently doing our best to make sure we broke our legs on the first day of summer break. We would line up at the end of the street on our bicycles, and get as much speed as our legs could muster before hitting the ramp with a very unsatisfying thump, launching us a whole 8 inches into the air.

Inevitably, every now and again, a car would come up the dusty dirt road, one of the kids would yell at the top of his lungs CAR!!!! and everybody would grab all their stuff and drag it to the side of the road, even the cinder block and board. As soon as the offending car would pass... back to it we went.
One of the passing cars belonged to the lady who lived two trailers down from me. I think her name was Linda, she lived with another lady, I forgot her name, but everybody knew they were gay. Looking back I find it hard to believe that gay people living in the trailer park were so well tolerated in the 1970's especially after living in today's political climate. None the less, Linda was gay, she had a gay lover, and they lived two trailers down, and that was pretty much the way it was.

Linda waved at me as she got out of her car. She was some kind of teacher, but she didn't teach at any school we went to. She taught at some sort of special school. I never understood if it was special because rich kids went there, or if it was special because short bus kids went there. Everybody liked the gay couple, even though lots of kids would make fun of them behind their backs in the regular crude way that 12 year old boys do.
I waved back.  I liked Linda, she was always nice to me. It was then that I realized she was waving me over.  I set my bike down and walked over to Linda's driveway while all my friends made teasing rude mumbles low enough that only I could hear,  and made licking signs with their fingers and tongues.
Linda was busy unloading lots of stuff from her car, I guess it was all her teaching stuff, or whatever stuff it is that teachers need. "Do you collect stamps?" she asked me. Do I collect stamps? I thought. What kind of question is that? It's 1979, who the hell collects stamps anymore. Then she pulled out this big book. It was brown leather with fancy gold designs all over it, and it was dry and cracking on the edges and corners.
"I found this in my classroom, somebody must have left it there." And she handed to me.
"You're giving it to me"? I asked. "Yes", "For free?", "Yes".
I turned and ran back like an escaped convict, I had this big glorious book held tight to my chest. All my friends are yelling "What do you got?"
"It's Stamps!" I yelled.
Glorious, glorious stamps.

I ran into my trailer, pushed past my mom who was cooking dinner, into my room and slammed the door. I sat on the floor and gingerly placed the book between my knees in the shag carpet. I opened it and began flipping through the pages.
This wasn't just a stamp collection. Sure there were lots of stamps. LOTS of stamps. Individual stamps, sheets of stamps, rows and rows of stamps. All of them old. All of them from somewhere else. Some countries I could make the names out like "Nederland". But most everything was in languages I didn't know. There were lots of stamps with pictures of people on them, People I have never seen before.
It didn't take me long to figure out that they were all from Europe. There were stamps from CCCP, Italy, and lots of other places that I didn't recognize. But mostly, there seemed to be stamps from Deutschland,  a lot of which did have somebody's picture on them I recognized. Adolph Hitler.
There were sheets of Hitler stamps, never torn apart. All different kinds. Some of him in his uniform, some just his face, and lots with other stuff, like fancy buildings in Germany.
This was cool, this was something none of my friends had. All of the sudden that kid with the cool Schwinn bike wasn't as cool as me.

But what was most interesting about this book, wasn't the stamps. It was what was in the back of the book.  Letters and Mementos. This was the interesting stuff. There were a half dozen or so letters, carefully folded and in their envelopes. Envelopes that struck me as quite small, the paper too. I grew up in a world where all sheets of paper were 8.5X11. This was all much smaller than that. And pretty old looking. They were all to the same woman. I honestly don't remember her name,  I wish I did. None of them were in English, so I never was able to read a single word. They were also all hand written, quite badly I might add.
There was also a fancy linen napkin, carefully folded and wrapped in tissue paper. The corner of the napkin was embroidered with some kind of insignia of what I presumed was some hotel. The napkin had blood in it. Old brown blood. It was stained, and some had flaked off. When I opened it up, I had to be careful to preserve the flakes in the folds of the napkin. Looking back on it, I am not so sure it was a napkin, it was most likely a handkerchief with a military insignia in the corner.

I used to keep my treasure in the top of my special closet. I had a closet in my room that contained the hot water heater. There was a little cavity up in the top of the closet that nobody knew about but me. That cavity had been home to bad report cards, notes from my teachers, nudie magazines, and the holy grail... my stamp collection.
I was the funny little curator. 13 years old, with my thick horn rimmed glasses, always sweaty and dirty. I would occasionally pull that book down, unfold the letters, and try to read them again and again...
I decided that since I was now a stamp collector, I should add to the collection. One year  I rode my bike to the post office and bought the commemorative Christmas stamp set  and put them in the book. Yeah, I was now adding to the treasure!
But as things go, I lost interest in the book, and it spent month after month, year after year in the little cavity at the top of the hot water heater closet. Only coming down for special occasions, to show some new kid in the neighborhood, or to show to the occasional teacher.

When I got to High School, I joined the band. I played baritone. Since the baritone was a big instrument, the school owned them, and issued one to me at the beginning of the year. I carried that case back and forth with me to school every week of the year. The baritone was big and heavy, and I got quite adept at stashing my other things in the case with the instrument and carrying it all as a package.
And that is what happened to the book. It was the last day of school and I had been showing the book off to some kids at school and stashed it in the baritone case. Forgetting it was there, I put the baritone back in its designated slot in the back of the band room. It was on the bus ride home that I realized what I did, but it was the last day of school before summer. I told myself that I would go get it back on the first day of the next year. But by the time summer break of 1982 ended, I had forgotten about the book.
I always wonder if my old band director found it, and took it home and gave it to one of his neighbor kids... easy come, easy go.

title: The Book

question: List the stamp book's contents.

answer: Various stamps from all around Europe, handwritten letters in a language other than English, and a bloody napkin with insignia at the corner.

question: Why does the stamp book make the narrator the coolest kid in his circles?

answer: It's a unique item, and nobody else has anything even remotely close to it in terms of uniqueness.

question: Why does the narrator run away from Linda after getting the stamp book?

answer: He's not used to getting gifts, and perhaps he thinks he must run because if he doesn't, Linda might take it back.

question: How does the narrator lose the book?

answer: He gets used to having it, and it becomes a relatively boring item for him. During high school, he forgets it in the baritone case he gives back to the school at the end of the semester. By the time the holidays are over, he forgets it all together.

question: How dedicated is the narrator to the book?

answer: He's initially enamored with it and even adds a few stamps himself to the collection. Over time, he starts to lose interest in it. By the time he loses it, he's so uninterested that he forgets it all together.

question: Write a ~7 sentence summary.

answer: The narrator lives in a trailer park. Linda, one part of a lesbian couple living a few trailers down, gives him a stamp book she found at school unattended. He looks in it and sees lots of stamps from all over Europe, handwritten letters in a language other than English, and a bloody napkin with insignia at the corner. With the unique book, he's now the coolest kid around. He gets used to having it, and it becomes a relatively boring item for him. During high school, he forgets it in the baritone case he gives back to the school at the end of the semester. By the time the holidays are over, he forgets it all together.


text:
This is a short story written written rather quickly based upon a challenge friend gave me, I'd be interested to see what you make of it. It's not particularly good, but oh well.

Regret? Maybe. The consequences were expected but were not planned for, nor were they properly thought through.  After all when actions are spontaneous the long-term effects are often overlooked in favour of the short term gain. What were the short term gains? Experience, mostly. Not as in experience in performing such acts but emotional experience, the ability to extend the extent to which one can truly be empathetic towards another person. You see many people say they have felt all alone in the world, that they have felt isolated from the rest of humanity, but in truth their claims are lies. For many of them the feeling of loneliness was an exaggeration of their feelings. There would most likely be someone there for them be them parents, partners friends or mere acquaintances. In order to feel truly lonely all human relations, all ties to the world must be removed. In order to remove friends I simply stopped seeing them. I skipped school, didn’t attend their parties until they all forgot about me. Children are like that. To remove my parents something more drastic had to be done. My parents couldn’t be made to forget my existence and I could not run away since I would not be able to survive. In order to achieve a higher degree of understanding I had to remove my parents without changed my own situation. Of course, you know how I did this so there’s no point retelling my tale is there? But afterwards I truly felt lonely. I had no one to help me, no one to rely on or look up to. There was just me and the absence of everyone else. I was like that until you found me, I can’t quite say how long that is, but now I can say that I have felt true loneliness and can practice a higher degree of legitimate empathy with others. Of course, this is all just a theory. In practice, who knows, perhaps it backfired. Regardless I cannot say I regret what I did, but nor can I say that I remember it fondly. A sad memory, perhaps? A story to tell to others? Only time will tell.

title: Regret

question: Did the narrator plan for the consequences?

answer: No

question: How did the narrator remove friends from her life?

answer: She stopped seeing them

question: Did she remove her parents too?

answer: Yes

question: Why did the narrator want to be lonely?

answer: Information not found.

question: Write a ~2 sentence summary.

answer: The narrator removed all people from her life, making her very lonely. She does not regret her actions but is not fond of them either.


text:
3,448Reviews192Q+A100Room tips

Traveler rating

-   Excellent2,839
-   Very Good363
-   Average119
-   Poor70
-   Terrible57

Time of year

-   Mar-May
-   Jun-Aug
-   Sep-Nov
-   Dec-Feb

Traveler type

-   Families
-   Couples
-   Solo
-   Business
-   Friends

Language

-   All languages(3,448)
-   English(2,862)
-   Chinese (Sim.)(263)
-   Chinese (Trad.)(249)

“Family oriented hotel in great location. Nusa Dua area has more relaxing atmosphere away from crowded Kuta and Semonyak areas. The staff is well trained and helped with any our requests, they are very attentive to any need. Our room was spacious and clean. Breakfast good enough.”

Date of stay: May 2020

Cleanliness

Service

Sleep Quality

Bekasi, Indonesia222 contributions20 helpful votes

“This hotel provide excellent services, all facilities are great, kids friendly, great menu for breakfast, great pool for chilling with ur family, great access to the beach. Great view to Nusa Dua, and located at privileged place in Bali. Recommended!”

Date of stay: September 2019Trip type: Traveled with family

TomJH23 wrote a review Aug 2020

London, United Kingdom77 contributions15 helpful votes

“This hotel has a lovely beach front location with beautiful gardens and resident monkeys. It was a good way to relax after lots of action in Singapore. The hotel is set on multiple levels on the cliff side so it is some distance to get from your room down to the beach or pool but no big issue. The tide on the beach changes radically which means that you can only swim in the sea when the tide is in but the beach is beautiful. The hotel staff tirelessly clear seaweed from the beach and there are disco pools to explore when the tide is out. Our disappointment with this hotel was that we stayed 5 nights and at least three of these night there were wedding or pre wedding events which were rather intrusive to our relaxation. The hotel did give us access to the ‘members/VIP’ lounge but we didn’t travel to Bali to sit in equivalent to an airport lounge...This represented limited compensation for the disturbance to our relaxation. One day the entire beach front area was overrun by a pre-wedding party and we along with the other ‘regular’ guests were restricted to a small area of the beach and pool area with no warning. Very disappointed! We went for a day diving to Nusa Penida which I would recommend, if you are dive qualified. It’s a reasonable drive from the hotel to get on the dive boat but nice dive spots and a good way to get out on the water.…”

Date of stay: November 2019Trip type: Traveled as a couple

Response from Linda Purwanti, General Manager at The Ritz-Carlton, Bali

Responded Aug 9, 2020

Dear TomJH23, Greetings from The Ritz-Carlton Bali and was a pleasure having you staying with us and thank you for your feedback on your personal TripAdvisor blog as it is through such constructive ones that we will be able to better anticipate your requirements and needs on future stays. I truly regret to read that other guests activities happened during your stay and that their event did not respect your privacy. We indeed always try to accommodate everyone`s needs and requirements as exceptional service is our priority for every guest staying with us, and rest also assured that the points mentioned will be shared and discussed between our operational team and mainly the different wedding organizers for future events in order to further streamline the execution of the events held at our resort. Once again, thank you very much for sharing your feedback hoping that the described situation did not tarnish your overall impression of Bali in general or our resort, nor deter you from staying with us in the future as on behalf of all our Ladies and Gentlemen, I look forward to another opportunity of welcoming you back in the future to ``The Island of The Gods`` and here with us at The Ritz-Carlton Bali. Sincerely Yours, John Woolley General Manager

Perth, Australia4 contributions3 helpful votes

“We had an amazing stay at the RC, again. The hotel goes above & beyond with bonfires for the kids, family movies, kids club, cooking & cocktail making classes for adults etc There were many staff that made our stay so special. Our daughters loved all of the staff at the Ritz Kids in particular, Nopi, Trisna and Lina. They preferred the special attention they got from the Ritz Kids ladies over joining us for dinner for last few nights of our stay in Jan. We were able to send dinner to the girls in the club and enjoy a romantic dinner for us. This was amazing! By far, this is the best Kids Club we have found in Bali and the water slide was our daughters' favourite activity. At Raku, chef Widiana made us feel so special by sending us a welcome back message on our dinner plate and welcoming us back each time we ate there. The food was just amazing! At Bejana, Widia, became our daughters' Indonesian teacher, extending on their indonesian language. Service was fantastic and the food was so delicious too. I enjoyed free cooking classes, a wonderful addition to our holiday. Hundi made a book for the girls with Indonesian words, so kind. Triadi- excellent service at breakfast too. Jhista- so thoughtful, she remembered our conversations from one day to next. She gave me a beautiful gift when we left. RC should commend these outstanding workers for truly making our stay so memorable. We will be back again many more times, RC Nusa Dua, thank you. …”

Date of stay: January 2020

Response from ritzcarltonbali, General Manager at The Ritz-Carlton, Bali

Responded Apr 29, 2020

Dear familytravelsau, Greetings from The Ritz-Carlton, Bali! Thank you for your awesome review and for sharing your memorable family holiday at our resort with our Tripadvisor’s readers as well as very happy to read that you have had a Fantastic times and have enjoyed every single moment of your stay and indulged into our resort life, enjoying its features, its all day long activities and its personalized levels of services. I absolutely agree with you that the genuine care extended by our Ladies and Gentlemen always makes the difference and I hope that you will cherish for a long time the great WOW memories of your stay with us here at The Ritz-Carlton, Bali and thank you so much for recognizing the genuine caring as well as rest assured that I will personally share your great review and kind words with the entire team. My sincere appreciation and thanks for your recommendations to our Tripadvisor`s readers and potential future guests and on behalf of all our Ladies and gentlemen, I look forward to have the opportunity to be welcoming you all back on your next trip to Bali for another memorable stay with us. Sincerely yours, John Woolley General Manager

“I had an awesome time. Quite area, warm and very friendly staff and healthy food... Stunning beach... Cooking class was my highlight🙏. Unforgettable stay, thanks for letting me be your guest. Will come back once☀🌴🌊❤”

Date of stay: March 2020Trip type: Traveled solo

Response from ritzcarltonbali, General Manager at The Ritz-Carlton, Bali

Responded Mar 31, 2020

Dear Maki2301, Greetings from The Ritz-Carlton, Bali It such a pleasure to read that you have had an amazing and memorable stay experience with us and thank you for making us a part of your holiday trip to Bali. Very happy to read that you have enjoyed the cooking class activity. I look forward to have the opportunity to be welcoming you all back on your next trip to Bali for another memorable holidays stay, here with us at the Ritz-Carlton Bali. Sincerely yours, John Woolley General Manager

question: What are the highlights of Ritz-Carlton in Bali?

answer: Nusa Dua is liked for its atmosphere. The staff of Ritz-Carlton Bali is universally praised for their care and attention.

question: What are the downsides of Ritz-Carlton in Bali?

answer: A couple complains about the wedding and pre-wedding events restricting their movement and getting in the way of their relaxation.

question: What activities can a traveler engage in Bali while staying at the Ritz-Carlton Bali?

answer: Going to the beach, relaxing in beautiful gardens, diving at Nusa Penida if one is willing to drive a bit, and free cooking lessons.

question: Why is the staff of Ritz-Carlton Bali so liked?

answer: They are attentive, remember the conversations from day to day, and always manage to add a personal touch and a feeling of being cared for.

question: Write a ~3 sentence summary.

answer: Reviews of Ritz-Carlton Bali paint a positive picture overall. Most people like the view of Nusa Dua, the clean rooms, and the excellent staff. The only complaint comes from a couple who couldn't relax on their holiday due to the pre-wedding and wedding events restricting their movement at RC Bali.


text:
What happens when you can no longer look at yourself in the mirror? When you blind yourself to your self fabricated reality?
 The world is different from how you knew it, the colors are dulled, the sky clouded. Government is no longer exalted, communities are destroyed. The towns aren’t destroyed, the buildings stand, overtaken by nature. The concrete jungles, slowly crumbling, making way for new wildlife, populating their reclaimed property. The cities, once tall and lit up so brightly you could see them from space, rivaling the stars.
Humans are rare. few tribes were able to live after the fall. The older generation mostly gone, they couldn’t forget the luxuries that had past and gone. The young easily learned in adapting to new surroundings. They are a steadfast race, some more animal than man, but that’s probably the old ways still stuck in my mind.
 I don’t know what year it is, doesn’t matter, days don’t matter. The calendar is long past. The only time you need to know in this new world is dark, and then where to hide so you can sleep through the nightmares and make it to the light.
No one knows what is in the dark, if you are out when the light disappears, you disappear with it. Some of the last generation are close to adulthood. They know stories of vampires and werewolves, the dead returning to life. I’m not sure about any of that. I’ve never seen anything of the sort, and ive been around a long time to today’s standards, Well for all I know any standard I reckon.
My names’ ghost, that’s what I’m called in the new world. I do not know where I came from, I do not recall the old world. Though I know basic grammar and reading. I can write when the tools are available. I try to teach the few tribes around, so that they may be a little better off with such knowledge.
My face is slightly bearded, my hair is black though I have a grey streak the shape of a lightning bolt down the right side. A light scar under my rite eye and a slightly deeper one under my lip. I wear a leather jacket and dark jeans. I have a motorcycle. Its black and I call her Harley, since that’s what’s stamped on the tank. I carry a sword I made from various car parts and a cross bow I was lucky enough to find in a building I came across. I travel alone, village to village carrying a burden. I’m not sure why, I’m just compelled to do so. The burden is in a coffin. Matte black with silver struts across each side. I have never opened the coffin, so I do not know what’s inside. A voice from above that speaks to me when I’m alone, tells me to find the burden a place to rest, so I go.
I have one mission to put my burden to rest, and fear what lies in my future after it is done.

I ride and ride, deserted town to deserted town. I scavenge for what I cannot make myself. I teach the younger ones I come across the ways of my speech and writing. Most villages are kind enough but always weary of unknown people.
 The younger ones hide behind the older ones even though, they can be more brutal, the young have a lack of compassion, for the harshness of the world has taken it, it is harder to learn in the new days. Some wear rags as loin cloths some have animal skins for pants.
The older ones still speak my language but slightly altered to accommodate this life. I stop at a village in the middle of an old city to trade with them. They know and trust me here. They call this village farmers, due to the fact its written pn the walls here. A huge dome building concrete glass and steel make this a protected gaited village. I trade, I move on. Hunt, Hide.
 I dream of mirrors. I dream the mirrors are doorways to darkness. To make the true untrue. Looking in mirrors makes the light go away early and only shows darkness. I wake and I ride carrying the burden. Villages are disappearing. What was here is no more. The young ones are disappearing, the darkness is taking the survivors. What else could it be.
The voice speaks, it says don’t delay for the light is growing shorter find the sycamores. The grove to the east, to rest your burden. Fear grips me, knowing once my burden is lifted, I have no purpose. I am a remnant. An old piece of a new world. But I am obedient, I ride east to find the grove.
Three darks have past. The voice leads me to the place of resting burdens, the sycamore grove.
The grove shines brightly even in the day, the sea throws water to the beach, only to recede back to the depths of blue. Repeating for all time.
 The grove is glowing. I get off of Harley and wrap a chain around my burden. I carry her to the grove slowly dragging her to the glowing forest. The silence is deafening. The anxiety is cramping my chest. I am gripping the chains of my burden so tightly my fingers crack, pain shoots up my arms. The coffin digging a trail behind me . Rutting the old earth, that has been untouched for voice knows how long. Walking for a while, my hands bleed, the burden grows heavier. Sliding across the ancient earth rutting a trail. In front of me is a giant Sycamore. It is alive and green, sturdy to the touch, but hollowed. The voice speaks “REST THE BURDEN IN THE SYCAMORE’’. I did as the voice commanded. I pulled the burden up vertically. I pushed her into the tree. There was a loud shaking in the grove. The trees seemed to stay sturdy even though the ground was softening, pulling me in. “Help me” I scream. I am sorry I exclaim putting my weeping eyes into my hands. The voice thunders through the trees. Your burden is my burden, your coffin has receded out of the place, your burden is no more a bother to you, but your journey has only just begun. Glow with this knowledge. For everyone that trust in me can have the same weightlessness. Free of your burden, let it burn and forget it. Now ride and teach, to the young that the darkness is nothing to fear, for you learn more in the dark than you will in life. Ghost your name is now ChadRay Shish. Now glow amongst the young and teach them to burn burdens.

title: [sf]"The Burden and the Coffin"

question: What does the story say about how mirrors are made?

question: What does the story say about the narrator, Ghost?

answer: Ghost doesn't know where he came from and recalls nothing about the old world but knows basic grammar and reading. He has a scar under his right eye and under his lip, has black hair with a grey streak, and wears a beard. He wears a leather jacket and dark jeans and rides a black motorcycle he calls Harley. Ghost travels alone, so he carries a sword made from different car parts and a crossbow he was lucky enough to find. He also carries around a matte black coffin, a "burden" that he has never opened, while traveling from village to village, following a voice from above that told him to find it a resting place.

question: What does the text say about the world Ghost lives in?

answer: It appears Ghost lives in a post-apocalyptic world vastly different from what everyone remembers. The colors are dulled, the sky is clouded, governments are no longer exalted, and entire communities are destroyed. The towns aren't destroyed, the buildings stand but are overtaken by nature. Crumbling concrete jungles make way for new wildlife reclaiming their property. Humans have become rare as most didn't make it after the fall of civilization. With the older generation gone, the new generation of humans has become more animal than man. Humans have an irrational fear of the dark, as most who venture out do not return.

question: Summarize the climactic event of the story?

answer: The voice from above that speaks to Ghost leads him to the sycamore grove. The grove is glowing and shines brightly even in the day. Ghost ties a chain around the coffin and slowly drags it to the glowing forest. The voice tells Ghost to rest the burden in the giant but hollow sycamore tree. Once the deed is done, the earth begins to shake, the voice tells Ghost that he is free of his burden, and he must ride and teach the young that the darkness is nothing to fear, and anyone that trusts in the voice can have the same weightlessness Ghost now feels. The voice tells Ghost that his name is now ChadRay Shish.


text:
BOBBY WILLIAMS (February 28, 1942 – August 10, 2012) was an American football player who played five seasons in the National Football League, for the St. Louis Cardinals and the Detroit Lions. Williams mostly known as a return specialist and at different times in his career also played, running back, and defensive back,[1][2]

Early life

Williams was born in Geiger, Alabama and grew up in Lincoln, Nebraska. He attended Lincoln High School where he participated in a variety of sports. He set Nebraska state records in the 100 yard dash, and the long jump the latter of which was later broken by Gale Sayers.[3] He would attend Central State College in Edmond, Oklahoma. He played running back on the Central State Bronchos football team he had 3,094 all-purpose yards, and still holds the school record for kick return yards at 1,063.[4]He also helped the Bronchos win the 1962 NAIA Football National Championship.

NFL career

Williams was drafted by the St. Louis Cardinals with in the 11th round and 163rd pick overall of the 1966 NFL Draft.[5] He spent two years in St. Louis, before being traded to the Detroit Lions. He would play with the Lions for three more seasons. He would finish with 3 interceptions, and 2 kickoff return touchdowns.

[1]

[2]

[3]

[4]

[5]

title: Bobby Williams (defensive back)

question: What is Bobby Williams mostly known for?

answer: Bobby Williams is mostly known as a return specialist and defensive back.

question: Which record does Williams hold?

answer: Williams holds Nebraska state records in the 100 yard dash and his high school record for kick return yards at 1,063.

question: Summarize Williams' NFL career.

answer: Williams played in the St. Louis and plays now in the Detroit Lions.

question: Summarize everything relating to Williams's education.

answer: Williams attended Lincoln High School  and Central State College in Edmond, Oklahoma.

question: Write a ~3 sentence summary.

answer: Bobby Williams (1942-2012) was an American football player who played five seasons in the National Football League, for the St. Louis Cardinals and the Detroit Lions. He is mostly known as a return specialist but also played running back and defensive back. He set Nebraska state records in the 100 yard dash, and the long jump the latter of which was later broken by Gale Sayers.


text:
SYDENHAM was a New Zealand parliamentary electorate, from 1881 to 1890 and again from 1946 to 1996. It had notable politicians representing it like Mabel Howard (the first female cabinet minister in New Zealand), Norman Kirk (who became Prime Minister while holding Sydenham) and Jim Anderton (the former Father of the House, who started his parliamentary career in Sydenham).

Population centres

The previous electoral redistribution was undertaken in 1875 for the 1875–1876 election. In the six years since, New Zealand's European population had increased by 65%. In the 1881 electoral redistribution, the House of Representatives increased the number of European representatives to 91 (up from 84 since the 1875–76 election). The number of Māori electorates was held at four. The House further decided that electorates should not have more than one representative, which led to 35 new electorates being formed, including Sydenham, and two electorates that had previously been abolished to be recreated. This necessitated a major disruption to existing boundaries.

The 1941 New Zealand census had been postponed due to World War II, so the 1946 electoral redistribution had to take ten years of population growth and movements into account. The North Island gained a further two electorates from the South Island due to faster population growth. The abolition of the country quota through the _Electoral Amendment Act, 1945_ reduced the number and increased the size of rural electorates. None of the existing electorates remained unchanged, 27 electorates were abolished, 19 electorates were created for the first time, and eight former electorates were re-established, including Sydenham.

This suburban electorate is in the southern suburbs of Christchurch including Sydenham.

History

The electorate existed from 1881 to 1890 and then from the 1946 election to the 1996 election, the first mixed-member proportional (MMP) election.

The first MP for Sydenham was William White from 1881 to 1886. He resigned upon receiving medical advice.[1]

From 1886 to 1890, it was represented by Richard Molesworth Taylor.[2][3]

From 1946 to 1996, the electorate was always left leaning. In 1946, Mabel Howard was elected. She held the electorate until 1969, when the Labour Party introduced rules that forced her to retire. In 1947 she became New Zealand's first woman cabinet minister when she was made Minister of Health and Minister in charge of Child Welfare. She is remembered for waving two large pairs of bloomers in parliament in support of her successful campaign to have clothing sizes standardised.[4]

Howard was succeeded by Norman Kirk, who in 1969 shifted from the Lyttelton electorate to the safer Labour electorate of Sydenham. During his representation of Sydenham, he became Prime Minister. He died in office on 31 August 1974.[5]

John Kirk succeeded his father in a 1974 by-election. Kirk Jr. held the electorate for ten years until 1984. In July 1983, John Kirk announced that he would not seek the Labour Party's nomination for Sydenham in the . In his place Labour selected Jim Anderton, the party president, whereupon Kirk (a strong David Lange supporter) declared that he would stand against the official Labour candidate as an independent. His continuing opposition to Anderton's selection resulted in the Labour Party's New Zealand Council suspending him from membership of the Labour Party. Kirk served out the remainder of his parliamentary career as an Independent MP. John Kirk left New Zealand in 1984 while still an MP for Sydenham, as he owed more than $280,000. He was arrested in the US and imprisoned, and then extradited to New Zealand, where he was charged under the Insolvency Act 1985. He was sentenced to four months' periodic detention.[6]

Anderton was successful in Sydenham in 1969 and started his long parliamentary career. He held the seat until the abolition of the electorate in 1996 then transferring to , and from 29 April 2009 until his retirement at the he was Father of the House. While holding Sydenham, Anderton defected from the Labour Party to found the NewLabour Party in 1989, and was re-elected in the electorate in 1990. In 1991, NewLabour and several other parties formed the Alliance, a broad left-wing coalition. Anderton was elected for the Alliance in 1993.

Sydenham was abolished in 1996 and replaced by the Wigram electorate.

Members of Parliament

KEY

  Election                               Winner
  -------------------------------------- ---------------------- ----------------
                                         rowspan=2
                                         rowspan=2
                                         rowspan=8
                                         rowspan=2 bgcolor= |

                                         rowspan=2
  rowspan=2
  rowspan=2
  (Electorate abolished in 1996; see )

¹ John Kirk became an independent in 1983.
² Jim Anderton defected to New Labour in 1989, and co-founded the Alliance in 1991.

Election results

1993 election

1990 election

1987 election

1984 election

1981 election

1978 election

1975 election

1974 by-election

1972 election

1969 election

1966 election

1963 election

1960 election

1957 election

1954 election

1951 election

1949 election

1946 election

1886 by-election

Notes

[1]

[2]

[3]

[4]

[5]

[6]

title: Sydenham (New Zealand electorate)

question: What events led to the creation of the Sydenham electorate?

answer: Between 1875 and 1876, there was an increase in New Zealand's European population (around 65%). This increase caused the House of Representatives to increase European representatives from 84 to 91 while the Maori electorate was left at four. However, the House examined the inequality and came to a decision that electorates ought not to have more than one representative. This led to more electorates being created to address the imbalance. Thus Sydenham, alongside other electorates, was born.


text:
Families across the world love pets whether it be a dog, cat, hamster, teacup piglet or all the above. With that being said, pets can be a strong deterrent to any potential home buyer, including pet lovers.

It is strongly suggested that any trace of pets be eradicated during the selling process- mainly for showings and open houses.  Even for pet lovers, animals can be a distraction.  You want interested buyers to focus on the charm and selling points of your home, not the barking dog or the kitty’s litter box.

To ensure a successful selling process, follow these 6 simple steps to make sure your pet doesn’t scare off a potential buyer.

1. INSURANCE:

Be sure to check your insurance in order to protect yourself if your pet happens to hurt anyone. While you know that your pet wouldn’t do that, one accidental bite could put you in trouble. Go over your homeowner’s insurance and be sure that it covers such incidents.

If your insurance does not cover this, then we suggest removing your pet from the house whenever buyers or agents are scheduled to visit.

2. YOUR YARD:

It’s extremely important to prepare your yard for a showing. If people are viewing it from a distance or if they take a stroll around the property you want it to be as pristine as possible. Make sure that any pet droppings are cleared away to avoid someone stepping in them. They’ll either leave right then and there or they’ll unknowingly track it back into your house.

Also, before you put your home on the market do what you can to make youryard impeccable. Try to get your animals to do their business in one particular section of the yard. People will be more attracted to a beautiful green yard far more than one that has brown and yellow stains all over the grass from pet urine.

[SELLING WITH PETS]3. ODORS:

A lot of people that own pets have a residing odor that lurks in their house. Hiding and putting away a litter box is easy but cleaning the years of stink off the rugs and hardwood can be more difficult. Try bacteria-eating pet odor remover to terminate any traces of your pet. If that doesn’t work, it would be beneficial to hire a professional carpet or rug cleaner.

4. PET HAIR:

This one may be a no brainer but be sure to clean up all and any pet hair. It looks messy and any hair around the house can trigger possible allergies that a home buyer may have.

Before showing your home, vacuum and dust everything up! You can also think about buying a robotic vacuum that can clean your floors throughout the day.

5. HIDE ANY EVIDENCE:

With owning a dog it seems that after time, stuff continues to pile and pile up at the house. From leashes, and toys to food and dog beds, it would be a good idea to hide and store away all of this. If a home buyer comes into your home, they shouldn’t be able to know that you own a dog!

6. SEE YOU LATER:

If you don’t have someone nearby that can look over your dog for the time being, be sure to crate them up or confine them to a special area in your home. If you think there is any chance that your dog will bark or become a distraction, it’s strongly suggested that you find someone to take care of them. There are many good options for doggie daycares that can assist you in having a pet free home during a showing.

For more information about selling your home, please feel free to reach out. We can be reached at 855-510-7653 or through the online contact form above.

question: What does the text say about a good brand for a dog crate?

question: What does the text say about the issues pet owners are likely to face when selling their homes?

answer: Pet owners can run into a lot of problems when trying to sell their homes. Although most people have and love pets (dogs, cats, hamsters, etc.), animals can be a strong deterrent to any potential home buyer, even if they are pet lovers themselves. Even for pet parents, animals can be a distraction when looking over a house they are interested in buying. Homeowners need to ensure that there are no traces of their pets during open houses and showings so the buyers can focus on the selling points of the house, not animal noises or odors. Homebuyers shouldn't even know the seller owns a pet, which is why all evidence of having a pet must be hidden.

question: What does the text say about the importance of a clean yard during a showing?

answer: Homeowners should prepare their yard before prospective buyers arrive. The property surrounding the house should be as clean as possible, without any urine streaks on the grass, odors, or pet droppings that visitors might step on. Some buyers will either leave outright after stepping on poop or unknowingly track it back inside the house.

question: What does the text say about pets present during a showing or open house?

answer: Having a pet roaming around at home during a showing or open house is not an ideal situation. There is the issue that the pet might bite or harm a visitor, which could mean medical expenses or even a lawsuit. Animals can also be distracting and take the focus away from the home that is trying to be sold. Pets should either be crated to a special area of the home or taken to someone that can care for them.


text:
After reading the TrustedFeeds.org idea, I wanted to prototype a feed marketplace design that is on-chain (and with a few modifications to the TrustedFeeds idea). Many of the contract specifications listed in the TrustedFeeds post are followed here, with the exception of a few.

Below is the project specifications. Everything is open-source and written in solidity. Feel free to do what ever you want with it. UI and a better/cleaner SOL code coming soon.
https://github.com/SilentCicero/Ethereum/tree/master/Feedlot

THE CONCEPT
Feedlot is an on-chain decentralized price feed marketplace that enables feed buyers to find, check, review and establish connections with feed providers (sellers). Feed buyers can request price feeds and have providers, of their choosing, provide price feeds for their intended purpose.

PLAY-BY-PLAY
1. A feed buyer can request a price feed by submitting a request ticket (following a specific ticket protocol).
2. Feed providers can respond to feed requests and specify an amount for doing the job.
3. Feed buyers can overview their provider responses, human-verify and check the providers (via reviews, ratings) and decide which one they want to do business with.
4. Feed buyers then choose a provider, a receipt is created, the provider is notified (perhaps via whisper).
5. The selected feed provider now has access to the request, they create a feed, and assign that feed to the request ticket.
6. If the feed buyer likes the feed data, they can request feed data directly from the feed and the feed provider can request their money after a 24 hour period. If the buyer is unhappy with the feed, and it is within 24 hours of the receipt being created, the buyer can opt-out of the contract (by setting the provider to nothing).
**Given the buyer opts out within the 24 hour period: The feed provider can no longer claim their ether reward for setting up the feed.

PRICE FEED REQUEST TICKETS
Request tickets are used to signal demand for a specific needed price feed.
The current requirements:
- [uint] Require a type (not yet defined), such as: 0 for sports, 1 for weather, 2 for stock
- [string32] A cron jobs layout (which is a string that follows the cron-jobs specification such as: "0,30 2 1,15 2 1").
- [uint] Timeout (when the provider no longer needs to provide the feed)
- [string32] Description such as: "Dow Jones Industrial Average Value"
** These ticket request parameters are subject to change.

REVIEWS
- In order to leave a review/rating on a feed provider, feed buyers must have done business with the feed provider (i.e. have a receipt of their business dealings, and a receipt ID).
- The contract enforces this by checking receipt data.

RECEIPTS
- Receipts act as records of business dealings and can be used to prove some-kind of business dealings with feed providers.
- Receipts are created even if the buyer doesn't like the feed they get (so that they can leave reviews on that provider even if they refused a deal with that provider).

FEEDS
- Feeds are presently just data struct's, but could and most likely will be changed to actual contracts.
- The feed struct has a mapping data var (uint => uint) where feed data can be sent.
- Some data feeds may have a multitude of price data, so a mapping var can accommodate this for now.
- Feed data can be accessed, for free by the original buyer, or for a per-use price by other buyers.
- Feeds can be linked to multiple feed request tickets (thus a provider does not have to create the same feed twice).
- The provider should be able to allow themselves and a specified contract address to access the incoming feed data through the get function in this contract.

FEED PROVIDERS
- Feed providers are required to register their name, company and website with a feed provider contract.
- Feed providers are responsible for doing their part in building a brand and a good reputation on the system.

PRICES AND FEES
- In order to submit feed request tickets, a request fee will be required (to prevent spamming).
- In order to signup as a feed provider, a provider fee will be required (to mitigate bad providers).
- The fees are, at this time, being lorded (but this is not a requirement, merely a quality control measure to prevent mass spamming).
- Note: fees will definitely not ward off all bad spammers or providers, just mitigate some of them.

ON WEB3NESS AND STORAGE CONCERNS
- Considering this may have considerable storage costs, this may not be an economically reasonable or viable option for a feed marketplace. I understand storing all this data on the chain (some of which is not really consensus or transaction oriented in nature) is potentially a web 3 problem.
- A good reputation system is still needed that will have to materialize with a community and a good UI (among many other effects i.e. the network effect).
- The benefits of doing this on-chain is that things like reviews and ratings can be traced back to business dealings (even though this can be cheated like most rating/rep systems), requests can be turned into feeds, the infrastructure does not rely on a central website location (even though one will be built and provided).
- The code is in it's early stages, so excuse the present lack of inheritance, use of good contract structure and mapping (instead of arrays).
- Concern: Feed data is being sent to one central contract, this may be a problem (a sort-of centralization within the decentralized blockchain). I don't know what the ramifications or significance that has on this idea.

I figure that, even though TrustedFeeds will probably happen and go live (hopefully at launch), many solutions should exist to get price feeds connected to the chain. This is one of many. A special thanks to Edwardh for coming up with and furthering the idea.

TrustedFeeds.org Forum Post:
https://forum.ethereum.org/discussion/874/trustedfeeds-org-call-for-participants/p1

Cheers,
SC

question: What is being presented in this exercpt?

answer: The project specifications of a prototype for a feed marketplace design is being presented.

question: What is the project called?

answer: It is called Feedlot.

question: What is the concept of Feedlot?

answer: The concept is to enable feed buyers to find, check, review, and establish connections with feed providers (sellers).

question: What fees are currently listed?

answer: A provider fee and a request fee

question: Write a ~1 sentence summary.

answer: The project specifications of a prototype for a feed marketplace design called Feedlot is described.


text:
Learning these 10 sexy programming skills can make your knowledge sexier. I know you’ll call me crazy, but this is fact. The below information is gathered from job boards, portals, postings, and requirements made by IT firms all over the world and posted within the past three months. The below statistics will be updated as the market and demand updates. We will work our hardest to ensure that the list is updated whenever major change occurs.

[10 sexy Programming Skills That Will Help You to Get Dream Job]
10 sexy Programming Skills That Will Help You to Get Dream Job
let’s know which 10 SEXY PROGRAMMING SKILLS That Will Help You to GET DREAM JOB

#1. Java

Java is a general Purpose class based object oriented programming language designed by James Gosling and Sun Microsystems and now owned by Oracle Inc. Despite security loop-holes that follows the Java Programming Language since beginning it tops the list. It has shown a decline in demand which is nearly 11% in the last quarter.
Latest Stable Release : JAVA STANDARD EDITION 8, UPDATE 40

#2. C/C++/C#

 C is a general Purpose programming Language designed by Dennis Ritchie. It was used to re-implement the Unix operating system at Bell Labs. C++ is also a general purpose interpretive object oriented programming Language. C# (Pronounced C Sharp) is a multi-paradigm, object oriented class based programming language. There is no data for each of them independently however the combination of all three comes at number two. It has shown a growth in demand of nearly 2% in the last quarter.
Latest Release : C – C 11, C++ – ISO/IEC 14882:2014, C# – 5.0

#3. Python

The general Purpose high level programming Language was designed by Guido van Rossum. Having a growth in demand of upto 7% in the last quarter it comes at number three.
Latest Stable Release : 3.4.3

#4. Perl

Perl is a high level, general purpose dynamic Interpreted Language. Designed by Larry Wall perl stands fourth in the list. The Growth in demand for Perl has gone upto 9% in the last quarter
Latest Stable Release : 5.20.2

#5. PHP

PHP is a general purpose programming language most widely used in web development. PHP stands at number five and it has shown decline in demand by nearly 0.2% in the last quarter.
Latest Stable Release : 5.6.7

#6. JavaScript

JavaScript is a dynamic computer programming language most commonly used in web browsers for client side scripting. It stands tall at position six. It has shown a increase in demand by 3% in the last quarter.
Latest Stable Release : 1.8.5

#7. Embedded Development skills

Embedded skills are evergreen topic and it Stands at number seven. It has shown a growth in demand by 12% in the last quarter.

#8. Ruby on Rails

Ruby on Rails generally called as rails is an open source web application framework written in ruby Programming Language. It is standing rock solid at position eight and has shown a growth in demand by 27% in the last quarter.
Latest Stable Release : 4.2.1

#9. DevOps

Devops (DEVelopment + OperationS) is a software development method that is based upon communication, collaboration, integration, automation and cooperation. In the list of most popular skills for developers DevOps comes at number nine. It has shown a growth in demand by 13.51% in the last quarter.

#10. HTML

Hyper Text Markup Language is the standard markup language used primarily in creating web pages. HTML Comes at number ten. It has shown a decline in demand by 12%approximately in the last quarter.
Latest release : HTML 5

  ---- ----------------------------- ----------
  1    Java                          11% –
  2    C/C++/C##                     2% +
  3    Python                        7% +
  4    Perl                          9% +
  5    PHP                           0.2% –
  6    JavaScript                    3% +
  7    Embedded Development Skills   12% +
  8    Ruby on Rails                 27% +
  9    DevOps                        13.51% +
  10   HTML                          12% –
  ---- ----------------------------- ----------

I hope after learning these  10 SEXY PROGRAMMING SKILLS , you ll be get hired in few days all you have to do apply in cool IT firms 🙂

-   #1. Java
-   #2. C/C++/C#
-   #3. Python
-   #4. Perl
-   #5. PHP
-   #6. JavaScript
-   #7. Embedded Development skills
-   #8. Ruby on Rails
-   #9. DevOps
-   #10. HTML

question: What is sexy about programming?

answer: Although the point of the article, this is never really explained.

question: Is this list comprehensive?

answer: It lists ten types of coding in order of use. I is unclear whether there are many other coding languages.

question: Why do we need to know this information?

answer: The article indicates that if you learn each of these coding languages, you could snag your dream I.T job.

question: Is this article misleading?

answer: The title appears to be strane since there is not any allusion to how programming is sexy. The title appears to be clickbait, though the information could be helpful to understanding what one might need to know in order to get a job in IT.

question: Write a ~1 sentence summary.

answer: A listicle that lists and describes, by commonality, the various coding languages from 1 to 10.