All good things come at a price, and when they're as meticulous, wonderful and small as the Astolat Dollhouse Castle, they should. The astonishing vision, meticulous preparation and incredible items (over 10,000) of the 29-room, 800-pound dollhouse justify the hefty $8.5 million price tag. The seven-level masterpiece was created by artist Elaine Diehl around 1980 and unveiled in 2015. It took no less than 13 years to complete and was estimated at the time to be worth over $2,000 per square inch.

Image – Astolat Dollhouse Castle
That makes this 9-foot-tall dollhouse castle more expensive than a fully furnished 4-bedroom, 6-bathroom, 4,000-square-foot home in San Francisco, and that's just how much money you'd have left over to buy a Tesla even after buying the house, according to the Zillow listing.

Image – Astolat Dollhouse Castle
It may not be a livable space, but it's definitely a stunning one. The tiny objects and rooms of the world's most expensive dollhouse will make you feel like you're Alice in Wonderland. What first catches the eye is the historic exterior of a property that takes its name from the castle in “The Lady of Shalott,” a 19th-century ballad by Alfred Lord Tennyson, according to Bloomberg.

The rooms are illuminated by working chandeliers. Image – Astolat Dollhouse Castle
One can't help but marvel at details like fountains, topiary, and a grand arched entrance with ornate columns. And that's just the outside facade. What lies beneath is truly amazing. Details such as armor, a $5,000 silverware set, artwork, paintings and gemstone collections in the extravagant rooms showcase the talent of the carpenters, goldsmiths, glassblowers and silversmiths.

Experienced carpenters and artists have crafted the incredible miniatures. Image – Astolat Dollhouse Castle
Although all rooms are luxuriously appointed with features such as real parquet floors, hand-stitched tapestries, marble bathrooms and gold trim, it is the library that captured my heart.

Image – Astolat Dollhouse Castle
This outstanding area contains tiny books with real printed pages that can be read under a magnifying glass. In the library, one can (if one really tries) find a Bible that is said to be one of the smallest in the world. Notable items kept here include a $2,500 fold-out secretary bookcase and a miniature Hebrew Torah valued at up to $2,500.

Image – Astolat Dollhouse Castle
Expensive items include a miniature grand piano valued at $7,000, a midget Jeep 949 station wagon valued at over $3,300, and a miniature portrait valued at nearly $2,000. It was apparently so small that it had to be painted with a single bristle brush.

Image – Astolat Dollhouse Castle
Of the seven floors containing regular rooms like the main parlor, dining room, bedrooms and butler's quarters etc, the sixth floor was the most exciting with the grand ballroom, musician's alcove, bar area and living rooms. At the very top of the multi-million dollar miniature house was a wizard's tower with fascinating details like astronomical displays and zodiac signs, a telescope and an observatory.

Image – Astolat Dollhouse Castle
These are just a few examples of the dedication and excellence of the 29-room home, which was unveiled to the public in 2015 to benefit the nonprofit organization Autism Speaks and a selection of other children's charities. The exhibition was hosted by the Nassau County Museum of Art. “The castle is so valuable because of its structure,” said Paula Gilhooley, the museum's curator. She added, “Astolat is one of the most beautiful miniature structures in the world and exhibits a rare combination of sculpture, artistry, engineering and detail that sets it apart from anything that has existed before. Astolat is a tremendous feat of construction and when you see it you will be absolutely speechless.” The museum-quality dollhouse was acquired by collector L. Freeman in 1996 and moved to the Nassau County Museum of Art.

The living area of ​​the house for sale in Francisco. Image – Zillow.

The post 13 years within the making, this extremely detailed miniature dollhouse is price greater than a completely furnished 4-bedroom residence in San Francisco. The home has 27 absolutely wired rooms adorned with chandeliers, gold plated chairs, books, oil portray even the bogs have purposeful plumbing. appeared first on DAILY SAN FRANCISCO BAY NEWS.

• Julia Stevens moved to San Francisco after visiting friends there and falling in love with it.
• She landed a new job and moved from Raleigh, North Carolina, with her partner in August.
• She says she isn’t concerned about safety and enjoys the outdoor activities but pays higher prices.

This as-told-to essay is based on a conversation with Julia Stevens, a 25-year-old who recently moved to San Francisco. The following has been edited for length and clarity.

I was born and raised in Raleigh and started building my adult life there when I landed a job after college. Even though I loved it, I always dreamed of moving away from home and living in a big city.

I was open to living anywhere as long as it was in the US and I had friends nearby.

In August 2022, a few of my college friends who’d moved to San Francisco invited me to visit them.

I’d never been to San Francisco and didn’t know much about it

I’d heard SF was home to many technology companies and the oldest Chinatown in America. The day I got there, I was flabbergasted. I’d traveled in Europe during college; even still, San Francisco was the most beautiful and striking place I’d ever seen.

Candy-colored houses, the Pacific Ocean, and mountains in the distance surrounded me. My friends took me to popular spots like Dolores Park and Golden Gate Park, and people my age were everywhere. During that trip, I decided to move there.

In August 2023, I unpacked my boxes and started a new job in the city I fell in love with. Even though there’s talk about how SF has become a ghost town and is unsafe, I’ve had a different experience.

San Francisco was perfect for the career path I wanted to take

I majored in English and minored in environmental science. My first few jobs were for nonprofits, but I always aimed to work in communications in the climate-change and sustainability space.

SF has a big focus on climate, clean energy, and sustainability. Many companies like this are headquartered here because the state is known for its progressive policies. I knew that moving to this city would help further my career.

In May, I started applying for jobs. The process felt long, and I applied to dozens. In August, I landed a job at a PR agency focusing on cleantech, healthtech, and edtech.

Finding a job in a city I didn’t live in yet was challenging, but I included my intent to move to San Francisco in my cover letters and interviews. I also changed my location on LinkedIn from Raleigh to San Francisco so recruiters would be less confused by my profile.

I didn’t let the news affect my decision to move to San Francisco

I heard the news about SF struggling to recover after the pandemic. I was aware of the increasing homeless population, crime rates, and the amount of people struggling with addiction. I didn’t feel like these things made the city a bad place, and I understand that cities nationwide have similar problems.

It did make me a little nervous to move from a place like Raleigh, where the crime rate is low. But even in Raleigh I took safety precautions. I avoid walking by myself late at night, take rideshares home after a night out on the weekend, and am generally aware of my surroundings.

I don’t think the answer is pretending these problems don’t exist in San Francisco. I educated myself, and I’m interested in finding a community-based mutual-aid organization to volunteer with.

Moving across the country was easy because I didn’t have a lot

I moved with my partner, who also found a job here. Since we’re in our early 20s, we don’t have a lot of possessions or investment pieces. We offloaded our furniture to friends and sold items on Facebook Marketplace, then packed everything in our car and drove ourselves.

It was hard to look for apartments online without seeing them in person. I didn’t want to get scammed, so we stayed in an Airbnb for a month and explored different neighborhoods and apartments.

We used Zillow, Craigslist, and Facebook to find good deals and found the winner on Zillow. We’re paying nearly twice as much as we did in North Carolina, but I did receive a salary increase that reflects the higher cost of living here.

There’s a lot I love about this city that makes it better than Raleigh

I think SF is the most beautiful city I’ve ever seen. Though Raleigh is very green, the Bay Area has stunning grassy hills, redwood trees, and native succulents that make it unique.

I’m outdoorsy and enjoy nature, and there are so many opportunities to go for hikes or explore towns nearby like Half Moon Bay or Santa Cruz.

I’m also in a food paradise here. I’m close to some of the best Szechuan, Vietnamese, Japanese, Mexican, El Salvadorian, Eritrean, Taiwanese, Italian, Filipino, French, Arab, Burmese, and new American food I’ve ever had.

While my boyfriend and I share a car, we rarely use it. In Raleigh, you have to drive everywhere. Here, there are bus and subway systems. San Francisco is also one of the most bike-friendly cities in America, though I don’t have a bike yet.

The cost of living is the biggest downside

I wasn’t fully prepared for the high cost of living in SF. I knew I’d pay a premium to live here, but everything from gas to laundry is significantly more expensive than in Raleigh.

The trade-off is that living here, I have better access to amazing food, a vibrant social scene, incredible hiking, and a good transportation system.

I don’t know if I’ll live in San Francisco forever, because it’ll be difficult to purchase a home here. Plus I’m far from my family, who are all on the East Coast. But right now I love it here and enjoy exploring all the city offers.

The post I Moved to San Francisco Regardless of Negativity, and It is Price It appeared first on DAILY SAN FRANCISCO BAY NEWS.

Q: I’d like to remove my fireplace brick, but it goes all the way up from the hearth to the ceiling. Is it possible to remove the brick and replace it with another material? After removal, what type of material should I use to cover things up? Is there something that I can use that will still allow me to use the fireplace?

A: Yes, you can remove the brick facade and replace it with another material. And you will still be able to use the fireplace. The only restriction is that the material around the firebox must be noncombustible. Common choices are marble, some other type of stone or tile.

Check your local building code to determine how far the hearth must extend in front of the firebox and the area on the sides and top of the opening that require noncombustible material. Expect 8 to 12 inches on the top and sides and a minimum of 18 inches for the hearth. When it comes to the hearth, the deeper, the better. There’s nothing worse than a hot ember that burns a hole in the carpet. The remainder of the wall can be any material you want, from drywall to plaster to the rustic appearance of wood.

The removal process is fairly labor intensive, but if you do the demolition yourself you’ll save a bunch of money. Furthermore, if you do the whole job yourself, all you’ll be out is the cost of materials. Go slowly, be careful and you’ll be fine. When you’re done you’ll have a spiffy new look for pennies on the dollar.

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You will need a hammer and a cold chisel. If you want to make quicker work of it, rent a small electric demolition hammer.

Make sure to remove any breakable objects from the area and cover the floor. Dropping a brick from 8 or 9 feet in the air is not a good idea. Have a helper handy to receive and stack the bricks when you remove them.

To remove the old brick, start at the top and work down. Begin by chiseling the mortar on the top line of brick. It might be a little tough to remove the first brick, but once you pry it out, the others should follow more easily. Remove one brick at a time. Work down the wall until all of the face bricks, including any mantel you might have, are removed. Then remove the bricks from the hearth.

With the wall and the firebox opening stripped, you’re ready to reface.

It’s vital to have a flat, solid surface on which to affix the new stone, tile or marble. For larger, flat pieces of tile or marble, you can either plaster a mortar bed over the existing brick to create a substrate or you can affix cement board such as Durock with thinset mortar. Use concrete nails to hold the cement board in place. When the mortar dries, you’ll have a solid, flat surface.

If you use smaller, irregular material, such as individual stones, you can forgo the cement board. Just apply a thick layer of mortar and embed the new material. In both cases you will have to pretreat the old brick with a concrete adhesive to allow the new mortar to stick to the old brick.

A word of caution: If you decide to use material that is very heavy, make sure the floor framing will support the weight. You might have to go into the crawlspace to install a couple of concrete piers with a beam across the floor joists to support the added load. Also, if you decide on stone or another type of brick, you’ll need a steel bar across the top span of the firebox to support that weight.

Two final suggestions: This is a good time to have your fireplace inspected by a licensed, bonded chimney sweep. Also, it’s likely that your project will require a building permit. Make sure you get one.

The post Changing hearth brick is not simple however price it appeared first on DAILY SAN FRANCISCO BAY NEWS.

The San Jose BART extension is proving to be quite costly, but, on a per-mile basis, it is a bargain compared to a proposed Caltrain extension in San Francisco.

The Portal, a project to extend service from the Caltrain station at Fourth and King streets to the Salesforce Transit Center, is now expected to cost $8.25 billion for just 1.3 miles of additional service.

Since funding for the project is not yet secured, this is a good time to reevaluate and, ideally, shelve this project.

The project is being proposed by the Transbay Joint Powers Authority, a partnership of San Francisco, the East Bay’s AC Transit, Caltrain on the Peninsula and the California High-Speed Rail Authority.

It is hard to know how many Caltrain riders would use the extension since the Transbay Joint Powers Authority has not released a post-COVID ridership model. A 2009 analysis from Cambridge Systematics estimated 31,500 weekday riders, but this is now implausible given that weekday ridership throughout the entire Caltrain system averaged only 21,366 in September.

Caltrain no longer produces entrance or exit statistics by station, so we do not know how many of these riders are going all the way up to the station at Fourth and King streets. In 2019, about 47% of Caltrain trips began or ended at the San Francisco terminus. But this ratio may be lower today given the number of companies that have left or downsized in downtown San Francisco.

Extending Caltrain just 1.3 miles provides limited benefits to existing passengers and probably won’t attract many new ones. Riders alighting at Fourth and King can currently transfer to one of two different Muni metro lines that go to various downtown San Francisco locations.

While a single-seat ride to Salesforce Transit Center is undoubtedly more convenient, it would only save most riders a few minutes. This time savings is unlikely to lure many car commuters out of their personal vehicles. As a result, the costly extension would have little impact on climate change.

The Transbay Joint Powers Authority hopes to obtain federal funds to cover about half the project costs. But the Federal Transit Administration considers the quality of state and local funding commitments when choosing which projects to support.

In the case of The Portal, the transbay authority’s funding plan includes $550 million from the California High-Speed Rail Authority. But it is unclear how that agency would find these funds because it does not even have enough money to complete its initial operating segment, from Merced to Bakersfield.

The bullet train’s challenges not only threaten to undermine The Portal’s funding, but also undermine another justification for the project. Planners expect the Caltrain service to Salesforce Transit Center to be augmented by high-speed rail service from Central and Southern California. But that would require an additional tens of billions of dollars to finish the bullet train, money that has yet to materialize. And with the federal budget deficit rising against a background of higher interest rates, it is hard to see the federal government coming up with additional bullet-train funding in the next few years.

If the bullet-train funding is acquired, engineers will have the difficult task of constructing a new tunnel under Pacheco Pass to connect the Central Valley initial operating segment with the Caltrain right-of-way.

Given funding and engineering challenges for high-speed rail, it is unlikely that bullet trains would reach San Fracisco until at least the late 2030s.

Under these circumstances, the transbay authority should defer its bid for federal funds until the bullet train’s Pacheco Pass segment is clearly on track. And, even then, advocates should provide solid evidence that Caltrain and the bullet train would deliver a large number of passengers to downtown San Francisco.

Marc Joffe is a federalism and state policy analyst at the Cato Institute.

The post Caltrain’s San Francisco extension prices greater than it’s value appeared first on DAILY SAN FRANCISCO BAY NEWS.

The Caltrain extension in San Francisco is being proposed by the Transbay Joint Powers Authority, a partnership of San Francisco, the East Bay’s AC Transit, Caltrain on the Peninsula and the California High-Speed Rail Authority.

The San Jose BART extension is proving to be quite costly, but, on a per-mile basis, it is a bargain compared to a proposed Caltrain extension in San Francisco.

The Portal, a project to extend service from the Caltrain station at Fourth and King streets to the Salesforce Transit Center, is now expected to cost $8.25 billion for just 1.3 miles of additional service.

Since funding for the project is not yet secured, this is a good time to reevaluate and, ideally, shelve this project.

The project is being proposed by the Transbay Joint Powers Authority, a partnership of San Francisco, the East Bay’s AC Transit, Caltrain on the Peninsula and the California High-Speed Rail Authority.

It is hard to know how many Caltrain riders would use the extension since the Transbay Joint Powers Authority has not released a post-COVID ridership model. A 2009 analysis from Cambridge Systematics estimated 31,500 weekday riders, but this is now implausible given that weekday ridership throughout the entire Caltrain system averaged only 21,366 in September.

Caltrain no longer produces entrance or exit statistics by station, so we do not know how many of these riders are going all the way up to the station at Fourth and King streets. In 2019, about 47% of Caltrain trips began or ended at the San Francisco terminus. But this ratio may be lower today given the number of companies that have left or downsized in downtown San Francisco.

Extending Caltrain just 1.3 miles provides limited benefits to existing passengers and probably won’t attract many new ones. Riders alighting at Fourth and King can currently transfer to one of two different Muni metro lines that go to various downtown San Francisco locations.

While a single-seat ride to Salesforce Transit Center is undoubtedly more convenient, it would only save most riders a few minutes. This time savings is unlikely to lure many car commuters out of their personal vehicles. As a result, the costly extension would have little impact on climate change.

The Transbay Joint Powers Authority hopes to obtain federal funds to cover about half the project costs. But the Federal Transit Administration considers the quality of state and local funding commitments when choosing which projects to support.

In the case of The Portal, the transbay authority’s funding plan includes $550 million from the California High-Speed Rail Authority. But it is unclear how that agency would find these funds because it does not even have enough money to complete its initial operating segment, from Merced to Bakersfield.

The bullet train’s challenges not only threaten to undermine The Portal’s funding, but also undermine another justification for the project. Planners expect the Caltrain service to Salesforce Transit Center to be augmented by high-speed rail service from Central and Southern California. But that would require an additional tens of billions of dollars to finish the bullet train, money that has yet to materialize. And with the federal budget deficit rising against a background of higher interest rates, it is hard to see the federal government coming up with additional bullet-train funding in the next few years.

If the bullet-train funding is acquired, engineers will have the difficult task of constructing a new tunnel under Pacheco Pass to connect the Central Valley initial operating segment with the Caltrain right-of-way.

Given funding and engineering challenges for high-speed rail, it is unlikely that bullet trains would reach San Fracisco until at least the late 2030s.

Under these circumstances, the transbay authority should defer its bid for federal funds until the bullet train’s Pacheco Pass segment is clearly on track. And, even then, advocates should provide solid evidence that Caltrain and the bullet train would deliver a large number of passengers to downtown San Francisco.

Marc Joffe is a federalism and state policy analyst at the Cato Institute.

The post Caltrain’s San Francisco extension prices greater than it’s value appeared first on DAILY SAN FRANCISCO BAY NEWS.

Travis Kelce has called Kansas City home since the Kansas City Chiefs selected him in the third round of the 2013 NFL draft. He hasn’t played for another NFL franchise and built a winning legacy in the “Heart of America” with quarterback Patrick Mahomes.

As of the 2022 season, Kelce is a two-time Super Bowl winner, a four-time First Team All-Pro member, and an eight-time Pro Bowler. Since Kansas City has been his residence for a decade, he has a residence fitting for a champion like him.

A look at Travis Kelce’s Kansas City home

Kelce won his first Super Bowl ring with the Chiefs during the 2019 NFL season. It was a memorable victory because they overhauled a fourth-quarter deficit to defeat the San Francisco 49ers.

At that time, Travis Kelce was amid a five-year, $46 million contract extension with the Chiefs. However, he must have pulled in additional money following the Super Bowl championship. Therefore, he decided it was time to invest in a house.

The All-Pro tight end purchased a custom estate in Kansas City’s Briarcliff West community in 2019 for $995,000. The estate was originally built in 1994 but was renovated in 2007. It has five bathrooms, two half-baths, and seven bedrooms.

Front view of Travis Kelce’s residence (Image credit: Elaina Sansone | ReeceNichols-KCN via VelvetRopes.com)

The 10,000-square-foot residence has a main floor and an upper level with adequate lighting. The kitchen features granite countertops, while the classy dining table is on the main floor. It also has a deck that offers a view of the surroundings and a spot for al fresco dining.

Image credit: Elaina Sansone | ReeceNichols-KCN via VelvetRopes.comImage credit: Elaina Sansone | ReeceNichols-KCN via VelvetRopes.com

Image credit: Elaina Sansone | ReeceNichols-KCN via VelvetRopes.com

Meanwhile, the master bedroom in Kelce’s house is the most luxurious among the sleeping spaces. It has a private balcony and a bathroom with two sinks, a soaking tub and a steam shower.

Image credit: Elaina Sansone | ReeceNichols-KCN via VelvetRopes.comImage credit: Elaina Sansone | ReeceNichols-KCN via VelvetRopes.com

The residence also has a recreational area, a gym, a bar and a wine storage room. The outdoors also features a swimming pool and a gazebo.

Image credit: Elaina Sansone | ReeceNichols-KCN via VelvetRopes.com

Image credit: Elaina Sansone | ReeceNichols-KCN via VelvetRopes.com

Aside from this house, he also rents a Kansas City penthouse at One Light Luxury in the Power and Light district, worth up to $3,400 monthly. That amount includes gym membership, concierge service, and internet connection.

Travis Kelce’s net worth

Kelce’s residence is part of his $30 million net worth as of 2023. Per Spotrac, he has earned $77 million in 11 seasons with the Chiefs. Since half of that amount goes to taxes, the $30 million assessment is right on the money.

Aside from his NFL salary, he also earns millions annually from endorsements. He has sponsorship deals with Nike, T-Mobile, Old Spice, and McDonald’s, among others. Travis Kelce is also cashing in on his “New Heights” podcast with his brother, Philadelphia Eagles center Jason Kelce.

The younger of the Kelce brothers have also invested in the hot sauce company Cholula, men’s fashion brand Indochino, RealTruck, Hydrow and ThePlayersTV.

Travis Kelce’s contract

Kelce is currently playing under the four-year, $57.25 million contract he signed with the Kansas City Chiefs in August 2020. His agent, Vantage Management Group’s Melvin Bratton, negotiated the deal. In 2023, he will earn an $11.25 million base salary, a $750,000 roster bonus, and a $250,000 workout bonus.

He is under contract with the Chiefs until 2025, when he turns 36. Travis Kelce’s contract is nowhere near Patrick Mahomes’ ten-year, $450 million mega-extension. Therefore, his deal is a steal, considering his production on offense.

The post Travis Kelce’s $995,000 value custom-designed home in Kansas Metropolis appeared first on DAILY SAN FRANCISCO BAY NEWS.

Hoover Institution member and conservative author Shelby Steele became a victim of the San Francisco crime crisis when his car was broken into and burgled on Wednesday.

The burglary happened around 11 a.m. on Hyde Street and Lombard Street in the Russian Hill neighborhood. Steele’s son Eli said on Twitter that they walked just 10 minutes from the vehicle before it was broken into.

Pictures posted by Eli show his father gazing solemnly at the broken windows of their rental car. Eli estimated that they lost between $25,000 and $30,000 worth of equipment, not counting damage to the vehicle. The couple had been filming a documentary about San Francisco at the time.

Eli also claimed he was hung up on twice by 911 when reporting the crime.

San Francisco’s crime problem runs deeper than the city’s Rose statistic, says an expert

Eli estimated that they lost between $25,000 and $30,000 worth of equipment, not counting the damage to the car.

“The SF police are doing nothing,” Eli wrote on Twitter. “It’s so bad my friend is calling gang members for help.”

READ ON THE FOX NEWS APP

When Eli arrived at the police station, he reportedly encountered more auto theft victims. He said he saw suspects checking cars in front of the train station until onlookers chased them away.

“We yelled at them. They pointed a gun at my friend,” Eli wrote on Twitter. “He is now submitting his report. Not a single police officer showed up.”

“People ask where that is. Up on famous Lombard Street,” Eli added. “One of the wealthiest neighborhoods in SF and America. I worked in dangerous neighborhoods for years and nothing like it.”

Twitter CTO Elon Musk responded to Steele’s tweet, telling him that Twitter employees in San Francisco were facing similar crimes.

ONLY 17% OF TRANSIT DRIVERS IN SAN FRANCISCO FEEL SAFE ON BOARD DURING THE CRIME CRISIS, 73% WANT MORE POLICE: SURVEY

“Many Twitter employees are feeling unsafe coming into downtown SF for work and their car windows have been smashed,” Musk wrote. “Also, they got so little reaction from the police that they hardly bother to report crimes because nothing happens.”

The story goes on

San Francisco Republican Party leader John Dennis told Fox News Digital he was “sad but not surprised” by the situation.

“The Steeles interviewed me in my yard for almost two hours yesterday for an upcoming documentary,” Dennis explained. “Sometime after I left my home, thieves showed the Steeles what San Francisco is about these days — victimizing decent, hard-working people.”

Pictures posted by Eli show his father looking solemnly at the damaged windows of their rental car.

“San Francisco is run by incompetents. Shelby and Eli Steele learned that straight away. It hurts to say that about the place I love to live in.” [in]but stay away from San Francisco until crime is curbed,” the statement continued.

The San Francisco Police Department told Fox News Digital they are currently investigating the crime.

“Officials have documented this incident,” said a spokesman. “No arrests were made. This is an active and ongoing investigation.”

The post Creator Shelby Steele’s automobile damaged into in San Francisco, $30K price of digital camera gear stolen appeared first on DAILY SAN FRANCISCO BAY NEWS.

EVA Air’s business class on the Boeing 787-10 Dreamliner has a sleek cabin paired with top-notch customer service, enjoyable food and comfortable bedding, but lacks a few key aspects that would make it a truly luxurious experience.

Pros:

• Comfortable seats with a smart design and plush bedding.
• Excellent customer service and delicious food.
• High-end amenities like designer pajamas and Salvatore Ferragamo amenity kits.

Cons:

• Disappointing lounges, with crowded spaces and limited food selection.
• Subpar inflight entertainment options.
• Expensive and slow Wi-Fi.

How much does it cost to book business class on EVA Air?

I redeemed 75,000 Air Canada Aeroplan miles for a one-way redemption from Taoyuan International Airport (TPE) to Seattle-Tacoma International Airport (SEA). Here is a snapshot of what paid fares on this same route are like over the next year as well as some award redemption options using points and miles from two of EVA’s Star Alliance partners’ frequent-flyer programs, Air Canada Aeroplan and United MileagePlus.

The most up-to-date EVA Air business class (or “Royal Laurel Class,” as the airline calls it) seats are found on the airline’s Boeing 787-9 and 787-10 aircraft. At the time of writing, Seattle is the only North American destination where these planes operate. You can also find these jets on flights to Brisbane, Australia (BNE), and on select European and Asian routes.

Business class on EVA Air. MATT MOFFITT/THE POINTS GUY

EVA serves other U.S. cities, including Chicago, Houston, Los Angeles, New York and San Francisco with Boeing 777-300ER aircraft with the airline’s older business-class seats aboard (pictured below). These still offer direct-aisle access in a 1-2-1 setup but have reverse herringbone seats that have obviously been in service for longer.

Older business-class seats on EVA Air. ETHAN STEINBERG/THE POINTS GUY

Flying out of Seattle, you’ll get a modern onboard product but, unfortunately, a lackluster lounge. Flying out of the other cities (except New York-JFK) will get you an older seat but also access to United Airlines’ excellent Polaris lounges.

A Polaris lounge. ERIC ROSEN/THE POINTS GUY.

EVA Air is part of Star Alliance, meaning you can use points and miles with partner airlines to book an award redemption. One of the best redemptions is using 95,000 ANA Mileage Club miles for a round-trip business-class flight between North America and Taipei. You can transfer American Express Membership Rewards points to ANA, but note a 48-hour transfer time.

You can also use 75,000 Air Canada Aeroplan miles for a one-way redemption, which is what I did. You can transfer points to Aeroplan from American Express Membership Rewards, Chase Ultimate Rewards and Capital One Miles. Add a stopover in Taipei before a connecting flight elsewhere for only 5,000 additional points.

Avianca LifeMiles charges 83,000 miles and United MileagePlus requires 88,000 miles for one-way redemptions between the U.S. and Taiwan.

Along with your seat, here’s what other amenities and services an EVA Air business-class ticket includes.

Checking into and boarding business class on EVA Air

EVA Air’s ground experience can vary depending on your departure point, but business-class passengers can count on the following services.

I started my journey in Da Nang, Vietnam, flying on China Airlines to Taipei, where I had a three-hour layover before my onward flight to Seattle on EVA. It was an easy 12-minute transfer by foot from Terminal 1 to Terminal 2, including passing through security.

I was able to check into my EVA flight online 24 hours before the flight, and the China Airlines check-in agent in Da Nang interlined my checked bag onto my EVA flight without my needing to pick it up in Taipei.

A terminal in Taiwan Taoyuan International Airport. MATT MOFFITT/THE POINTS GUY

Usually, a three-hour layover isn’t something to look forward to, but I had high hopes for EVA’s business-class lounge, given that Taiwan Taoyuan International Airport is its main hub. Unfortunately, I was very disappointed (and upon research into online reviews, I’m not the only one).

There are four EVA-branded lounges at TPE. The most premium one is called The Garden and is only accessible by top-tier EVA Infinity MileageLands Diamond elites.

Signage for EVA-branded lounges at TPE. MATT MOFFITT/THE POINTS GUY

Next is The Infinity, which Star Alliance first- and business-class passengers can access along with Infinity MileageLands Gold and Star Alliance Gold elites. I have to say that this is one of the most disappointing Star Alliance business-class lounges that I’ve come across in a hub.

The late evening is one of the busiest banks of departures for EVA, with four flights to the West Coast of North America (Los Angeles, San Francisco, Seattle and Vancouver) all departing within half an hour of each other. This means that during my visit at 10 p.m., the lounge was crowded, with just one large sitting space and a wait for showers. The food selection was very limited, apart from the self-service ice cream station by Movenpick.

So what are the solutions? First, you could cross the hallway into The Star. The lounge is accessible to Star Alliance Gold elites, even if they’re not flying in a premium class of service. While technically, it’s an inferior lounge, it is less crowded and offers similar food options to The Infinity. There’s also The Club, an EVA lounge for its MileageLands Silver elites, though I did not visit it on my layover.

Another solution — if you have a card that grants you access, like The Platinum Card® from American Express or the Capital One Venture X Rewards Credit Card— is to walk two minutes to the Plaza Premium Lounge. You’ll find a more tranquil space with a superior food selection, including a made-to-order noodle bar. If you’re looking to freshen up, there are private nap rooms and hot showers, and there was no wait to use them. Keep in mind that this lounge closes at 11 p.m.

I found most passengers already at the gate one hour before departure due to the added measures passengers must pass through there. There is an individual passport check at each gate. Gate areas are crowded and bathed with bright fluorescent lighting (not ideal for late-evening departures), with only limited seating and power outlets, so charge your devices beforehand. There are separate lines for business- and economy-class passengers.

How comfortable was business class on EVA Air?

Upon boarding, I found a sleek, attractive business-class cabin with design elements that made me feel like I was in a luxury car … that would fly through the atmosphere. The cabin felt fresh and well-maintained, showing minimal signs of wear and tear. The seat numbers displayed in a space-themed font added a touch of charm.

Business class on this plane is in a single cabin and features seats from BMW Designworks. They are staggered in a 1-2-1 configuration, with direct aisle access for all passengers. The seats feel similar to the Vantage XL seats you’ll find in Qantas business class and SAS business class.

Thanks to muted color scheme with accents of green, the seats feel sophisticated and have comfortable padding, but the headrests cannot be adjusted. I found it easy to get in and out of my seat to use the restroom thanks to direct aisle access, and I especially enjoyed the massage function. The small privacy screen that slides out between center seats must be stowed for takeoff and landing but I’d recommend using it to create that “cocoon” feeling when you’re in the air.

The best seats for solo travelers are those with wider armrests along the aisle and the seat closer to the wall of the cabin.

One of the best seats for solo travelers, next to the wall. MATT MOFFITT/THE POINTS GUY

If you’re traveling accompanied, your best choices are center seats. A retractable privacy divider can be deployed if you need a little alone time. Like the seats along the sides of the aircraft, some are closer to the aisle than others, thanks to one armrest being wider than the other.

Center seats with privacy screen. MATT MOFFITT/THE POINTS GUY

The first and last rows should be avoided due to the light and noise coming from the galleys. I would especially avoid the bulkhead seats in Row 2 as a bright EVA Air motif is not turned off when passengers are sleeping.

When it’s time for bed, the cabin crew will provide turndown service, and this is a great time to go to the lavatory to change into your pajamas. You’ll return to a fully-made bed, including a pillow, duvet and mattress pad, although the latter is disappointingly thin and fails to provide sufficient cushioning. The duvet is one of the plushest I have come across in the sky, however, making it feel like a cloud is floating on top of you. You can ask the cabin crew for a second pillow for additional head support.

While legroom was not an issue for a person of 5 feet, 11 inches, the top half of my body felt slightly cramped in the narrow bed setup. Additionally, it would have been convenient to have the option to tilt the screen downwards for easier viewing while falling asleep.

When it’s time for sleep, you can enjoy glowing stars on the ceiling. But as you can see from the light emanating from the front galley, it’s best to choose a seat in the center or back of the cabin.

The inflight entertainment touchscreen is large, crisp, and close enough to control from your seat, though there’s also a remote. Unfortunately, the Western movie and television series selection is limited. Still, I did like the novel prompt of selecting what to watch according to my mood (in my case, “good” + a little tipsy = rom-com).

Looking around the seat, you’ll find just one universal power outlet and one USB port on the edge of your side table. The seat controls are easy to use and very responsive, with preset positions for takeoff and landing, a lounging recline and lie-flat mode as well as a do-not-disturb button.

The handheld remote for the entertainment system has a crispy display, but you probably won’t need to use it unless you’re in lie-flat mode and watching something on the screen. The small compartment at the back of the larger armrest is sizable enough for a couple of small water bottles, an amenity kit, or a tablet device, but laptops are best stowed in your carry-on baggage in the overhead bins, available both above the aisle and the center of the cabin. There are no individual air nozzles, but I found the cabin temperature cooler and comfortable.

The tray table pulls out from the large armrest is solid and steady. I especially appreciate how far forward and back it could be moved, giving you flexibility if you want to eat in an upright or reclined position.

Tray table. MATT MOFFITT/THE POINTS GUY

There are three bathrooms in the business-class cabin (one at the front and two in the rear) for the 34 passengers. The rear bathrooms were exclusively for those in the business-class cabin; I saw no premium economy passengers walking up to these.

There was rarely a line for the lavatories, and they were always spotless. Flight attendants put out things like extra toothbrushes and mouthwash to supplement your personal amenity kit after takeoff, and you’ll find handwash and lotion from Belgian brand 4711. It warmed my heart to see the cabin crew patiently helping a substantial number of elderly passengers with support moving to and from the bathroom.

Amenities in EVA Air business class

The hard-shell Salvatore Ferragamo amenity kit EVA Air business-class passengers receive is one of the nicest I’ve come across and has an especially comfortable eye mask and nifty comb with a built-in mirror. The fashion house’s Bianco di Carrara lip balm, body lotion and face mist were wonderful, too.

The noise-canceling headphones business-class passengers receive for use during the flight are very comfortable. However, I would have liked them to go louder and to be able to change the volume with one touch.

EVA is one of only a handful of airlines still giving out pajamas to their business-class passengers. The Jason Wu-branded pajama set I received was the most attractive I’ve seen from an airline, thanks to the contrasting pop of color in the pant pockets and the unique hoodie feature on the top. You’ll also get some comfy slippers to wear.

Unfortunately, onboard Wi-Fi is expensive and slow on EVA. An unlimited data plan for the entire flight (called the “Ultimate Plan”) costs $39.95, with 30-300MB plans costing $4.95-$29.95. I topped out at 2.3/0.4 Mbps download/upload speeds, which is woeful. You’ll want to create an account (not check out as a guest) when making your purchase so that you can switch between devices using the same plan.

How was the food in EVA Air business class?

One would think that a highly-rated airline would serve their business-class passengers sparkling wine that costs more than $12 a bottle, but that seemed to be the default on my flight with Perelada Brut Reserva Cava.

However, you can also opt for one of the fancier beverages on the wine list that you can access through the touchscreen. On my flight, Laurent-Perrier Grand Siecle Champagne, which retails for over $200 a bottle, was also available.

Between 30 days and 72 hours before departure, passengers can preorder meals from an expansive menu, including dishes that aren’t normally loaded for the flight, such as poached lobster and butternut squash with pumpkin ravioli. I booked my ticket through an alliance partner and didn’t pay enough attention to this option when managing my booking on the EVA Air website, so I had to make do with day-of options.

Still, the cabin crew was happy to give me a printed menu, and my first options for both dinner and breakfast were available.

For dinner, passengers could enjoy:

• Hors d’oeuvre: Goose liver mousse, smoked salmon and Champagne jelly.
• Appetizer: Shrimp and crab meat in an egg crepe parcel and goat cheese in a mini tartlet.
• Main course: Broiled pork spare ribs with green peppercorn sauce and vegetables; stir-fried shrimp with vegetables, rice and quinoa; or house-steamed chicken noodle soup.
• Dessert: Toffee cake with sesame crisp, fruit, or a Suzhou-style mooncake with sesame paste filling.

For the pre-landing meal, the options were:

• Chinese meal: Congee with braised tofu and shiitake mushroom, scrambled egg with shrimp and asparagus, and traditional side dishes.
• Western meal: Iberian pork and smoked chicken with vegetables, mussels and squid with a kalamata olive and tomato concasse and rosemary potatoes.
• “Royal Laurel Special:” Noodle soup with pork spare ribs, lotus seed and wolfberry.

My dinner, including the stir-fried shrimp, burst with flavor in every course, with the highlights being a shrimp and crab crepe parcel and a chamomile-infused praline toffee cake. I woke up to braised tofu and mushrooms with congee and a sweet, creamy matcha green tea for breakfast. The meals were quite filling and delicious.

Dinner didn’t start until an hour after takeoff (due to turbulence) and finished an hour after that. Dinner courses were delivered on individual plates with breakfast on a single tray to maximize sleep time, and the cabin crew seemed to keep good tabs on where passengers were at with their meals, proactively offering drink and bread refills as well as moving through courses in an efficient but unrushed manner. There were also various snacks put out between meal services for passengers to nibble on during the long middle portion of the flight.

I only wished the flight attendants were more proactive about clearing empty glasses and, if I’m nitpicking, pouring beer at an angle so as to reduce the head.

Would you recommend EVA Air business class?

I would definitely recommend flying EVA Air business class between the U.S. and Asia. You’ll get excellent customer service, delicious food and comfortable bedding and pajamas. However, go in with low expectations of the airline’s lounges in Taipei and try to visit the Plaza Premium Lounge if you have access.

EVA Air logo and light. MATT MOFFITT/THE POINTS GUY

It would be best to aim to fly the airline’s Boeing 787-9 or 787-10 aircraft as these jets feature much more updated seats than the ones found on most North American routes flown by the Boeing 777-300ER.

All in all, however, I’m excited to fly EVA again on future trips to Asia. I would look forward to the delicious Taiwanese dining options and top-notch service. I spent a month traveling through Taiwan a few years ago and think flying EVA there is a great way to get into the local experience — even before you step off the plane.

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InsightAce Analytic Pvt. GmbH.

Companies covered in this report are Daikin Industries, Johnson Controls, Carrier, Trane Technologies plc., LG Electronics, Emersion Electronic Co., Honeywell International Inc., Mitsubishi Electric Corporation, Nortek Air Management and Samsung Electronics

JERSEY CITY, NJ, March 30, 2023 (GLOBE NEWSWIRE) – The Global HVAC systems market It is estimated that the range will be exceeded $338.84 billion by 2031exhibition a CAGR of 5.46% in the forecast period.

HVAC units are a type of comfort technology for indoor and vehicle environments that provide thermal comfort and good indoor air quality. It is predicted that the increased demand for hybrid systems will increase the demand for heating, ventilation and cooling systems. The advantages of hybrid systems, such as automatic temperature adjustment to changing environmental conditions, are becoming increasingly important.

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In addition, the overall development of residential construction is being driven by the increasing urbanization of various locations. As more and more people move to cities, commercial and industrial development is expected to drive the use of HVAC equipment in different regions.

In addition, industry specialists prefer heating systems such as boilers, heat pumps and others because of their use in space heating, steam generation, evaporation and other fields. Therefore, this equipment is suitable for locations with extremely cold climates and helps companies to maintain their operations with precision.

Recent Developments:

• In April 2022, Daikin confirmed its support for REPowerEU, which aims to increase heat pump deployment from 10 million units in 2027 to 30 million units by 2030. This is also related to the decarbonization of homes, as the movement can help the European Union help meet the decarbonization goals of the housing sector by 2050. Other HVAC service providers also support such projects.

The story goes on

List of Major Players in HVAC Systems Market:

• Carrier Corporation

• Daikin Industries, Ltd. (Japan)

• Emersion Electronic Co.

• Hitachi Ltd.

• Honeywell International Inc.

• Johnson Controls International plc

• Lennox International, Inc.

• LG Electronics

• Mitsubishi Electric Corp

• Nortek Air Management

• Samsung electronics

• Trane Technologies plc

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Market Scope for HVAC Systems:

Market Dynamics:

Driver-

The increasing demand for technologically sophisticated heating, ventilation and cooling systems will drive the market expansion. Due to growing environmental concerns, thermally powered air conditioners are gaining in popularity. Advanced systems are available from manufacturers such as Lennox International Inc., Daikin Industries, Ltd. and others available. These air conditioners use both natural gas and solar energy, resulting in energy efficiency. Other benefits include reduced maintenance, independent control of the heating and cooling tubes, automatic adjustment to current needs, and improved overall costs and efficiency.

Challenges:

The shortage of skilled HVAC professionals is likely to have a negative impact on the market growth in the coming years. According to the Bureau of Labor Statistics, 25.0% of the workforce in the United States will retire by 2020. In addition, companies are expected to hire around 115,000 new qualified heating, ventilation, cooling and refrigeration technicians over the following four years. As a result, a shortage of experienced technicians is likely to hamper market expansion in the coming years.

Regional trends:

The Asia-Pacific HVAC Systems Market is expected to capture a significant market share in terms of revenue and will soon grow at a high Compound Annual Growth Rate (CAGR). Rising demand for air purifiers and humidifiers due to chronic disease outbreaks is a major driver for market expansion in this area. Air purifiers and humidifiers are commonly used in hospitals and homes to keep indoor air healthy and free of toxins. In addition, the increasing adoption of modern technologies has shifted the preferences of industry professionals towards smart manufacturing techniques and necessitated the building of energy-efficient HVAC systems in their manufacturing facilities in this region. In addition, growth in disposable income has enabled customers in this region to live more luxuriously, fueling demand for novel HVAC systems.

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HVAC System Market Segmentation –

by cooling devices

• Uniform air conditioning

• VRF systems

• cooler

  • scroll cooler

  • screw cooler

  • centrifugal cooler

  • piston cooler

  • absorption chillers

• room air conditioners

• cooler

  • channel cooler

  • window cooler

• cooling towers

through heaters

• heat pumps

• ovens

  • oil stoves

  • gas ovens

  • electric oven

• Uniform heaters

  • gas heaters

  • Oil Fired Heaters

  • Electric heaters

• boiler

  • steam cooker

  • hot water boiler

through ventilation devices

• ventilation devices

• air filter

• dehumidifier

• fans

  • Crossflow fan

  • axial fans

  • centrifugal fans

  • home fans

  • Extractor hood fans

  • Electric roof fans

• humidifier

  • Warm mist humidifier

  • ultrasonic humidifier

  • Cool mist humidifier

• air cleaner

By implementation type-

On application-

• residential

• Advertising

  • Office

  • Government

  • healthcare

  • Training

  • retail trade

  • Airport

• Industrial

By Region-

North America-

Europe-

• Germany

• The UK

• France

• Italy

• Spain

• rest of Europe

asia pacific

• China

• Japan

• India

• South Korea

• South East Asia

• Rest of Asia Pacific

Latin America-

• Brazil

• Argentina

• rest of Latin America

Middle East and Africa-

About Us:

InsighAce Analytic specializes in market research and consulting services that help develop business strategies. Our mission is to use data analysis techniques and visualization tools to deliver high-quality insights that drive change and innovation in the market research industry. Our expertise lies in the timely and cost-effective delivery of syndicated and customized market intelligence reports with in-depth analysis and key market insights.

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The post HVAC System Market Price USD 338.84 Billion to 2031 appeared first on DAILY SAN FRANCISCO BAY NEWS.

Union Bank struck a deal to sell their tower at 75% of the original list price, setting the first new benchmark. Other towers are waiting in the wings.

By Wolf Richter for WOLF STREET.

We’ve tracked what older office towers, many from the 1980s and 1990s, are worth when they are eventually sold, either in a foreclosure sale or a regular transaction. Two Houston towers were sold in a foreclosure sale at a price that saw the lenders — holders of commercial mortgage-backed securities (CMB) — lose 80% and 88%, respectively. CMBS holders suffered a 100% loss in the foreclosure of the vacant 1980’s 46-story “One AT&T Center” in downtown St. Louis.

Foreclosures are brutal and belong to the extreme. Regular selling is a little less brutal, and we’ve documented a number where investors in CRE bonds have suffered losses in the range of 35% to 50%.

These losses from CRE debt are in addition to landlords’ equity losses. In the big losses in office debt so far, it has been investors who have been on the hook, not banks.

Now we have the first sale in the new era of home office and office downsizing in San Francisco, which has overtaken Houston and Dallas as the worst major office market in the US. There are a number of office towers on the market. One of them, Union Bank’s headquarters at 350 California Street in the Financial District, has found a buyer.

Union Bank, which owns the 300,000-square-foot tower and uses a portion of it, put it on the market as a sale-leaseback, where it would lease back a small portion of the tower. The rest would be free. In 2020 it was trading at $250 million with zero interest rates. In 2022 it pulled the listing. During this time Mitsubishi UFJ sold Union Bank to US Bancorp, the fifth largest bank in the US; The deal was completed in December 2022.

Then, in February 2023, Union Bank re-listed the tower for $120 million.

The company has now entered into a deal to sell the building to San Francisco-based SKS Real Estate Partners and South Korea-based Genesis for $60-67 million, according to sources cited by the San Francisco Business Times. This would be around 75% off the original listing price.

The price of $200 to $225 per square foot will set a benchmark for the value of older office towers in San Francisco. A sense of reality sets in. And it could make other deals possible. Until this sale, nobody knew what anything was worth in this new era, when about a third of San Francisco’s office space is in the rental market.

This tower does not involve debt. There are quite a few office CREs that are owned by corporations that occupy them and may be debt free and are up for sale, including the nearby 550 California owned by Wells Fargo, which originally bought it for $160 million US Dollar then withdrew the listing and will try again in 2023.

So this tower of Union Bank isn’t a story about lenders stuck with huge losses, and it’s not a story about a landlord defaulting on an adjustable-rate mortgage whose interest rate has doubled in two years. These are the problems currently plaguing office CRE.

The Union Bank deal is a story about a bank selling a tower it has owned and occupied for many years that has been depreciated year after year, reducing the book value of the building’s original purchase price. Also, according to The Registry, $41 million has been poured into the building over the years for seismic and other upgrades, as well as various renovations.

This is the easiest kind of deal in a very tough market. And there are a few other deals like this that could happen in San Francisco, including Wells Fargo’s tower, that could further define the benchmark price.

But there are already two massive defaults in San Francisco: PIMCO’s Columbia Property Trust has defaulted on the debt of the 201 California St. and 650 California St. office towers.

The price of $200 to $225 per square foot of the Union Bank tower at 350 California sends shivers down the spines of holders of the CMBS that hold the defaulted mortgages on those two towers. they don’t want to have to sell those towers in a foreclosure; You’ll be motivated to negotiate a deal with Columbia Trust because foreclosures get really ugly in stressed markets.

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The post What Are Older Workplace Towers Value? Right here’s the First Sale in San Francisco’s New Period of Workplace CRE appeared first on DAILY SAN FRANCISCO BAY NEWS.