Is It Illegal To Discriminate Against Diesel Black Cabs?
I probably take one or two black cabs a week.
Usually, this is from a rank at a main line station or from outside Marks & Spencer on Finsbury Pavement, when I have a lot of shopping.
A couple of days ago, I was waiting outside Moorgate station for a 21 or 141 bus to travel home, as these conveniently stop within a hundred metres of my house.
Note that I prefer the 21 bus, as its’s a New Routemaster, which are more spacious.
But as no bus seemed due and I was in a hurry, I decided to take a black cab.
So I made a deal with myself. Whichever cam first of a 21 bus or a battery electric taxi would take me home. The bus came first and I got in.
I think now, that there are more battery electric taxis on the streets, in Central London, the chances of being picked up by one are increasing significantly.
But is it illegal to discriminate, as I now appear to be doing?
I would argue, that my choice of a battery electric taxi is not environmental but selfish! These new taxis are more comfortable, spacious and quieter, making the journey experience much more pleasurable.
After all, why would you travel in a Ford or Vauxhall, when you have the comfort of a Jaguar? Especially, as the cost of both vehicles is the same!
A Trip Around The West Midlands
Today, I did a trip around the West Midlands, using five different trains.
Tain 1 – 19:10 – Chiltern – London Marylebone To Leamington Spa
This was one of Chiltern’s rakes of Mark 3 coaches hauled by a Class 68 locomotive.
I like these trains.
- They are comfortable.
- Everybody gets a table and half sit by a big window.
- There is more space than Virgin Train’s Class 390 trains.
- They may be slower, but they are fast enough for most journeys I make.
The train arrived seven minutes late at Leamington Spa at 11:32.
Train 2 – 12:02 – West Midlands Trains – Leamington Spa To Nuneaton
This is a new West Midlands Trains service, via the new station at Kenilworth and Coventry.
The trains are Class 172 trains, that used to run on the Gospel Oak to Barking Line.
Note.
- The have been repainted and refreshed.
- The seat cover on the driver’s seat is a relic of the London Overground.
- The train now has a toilet.
The train was about half-full and I got the impression, that the new service had been well-received.
The train arrived on time at Nuneaton at 12:38.
Train 3 – 12:54 – West Midlands Trains – Nuneaton to Rugeley Trent Valley
The train was a Class 350 train and it arrived eight minutes late at 13:29.
These pictures show Rugeley Trent Valley station.
It is very minimal with just a shelter, a basic footbridge and no information on how or where to buy a ticket.
Passengers deserve better than this!
Train 4 – 13:43 – West Midlands Trains – Rugeley Trent Valley to Birmingham New Street
This is a new West Midlands Trains electric service.
Compared to the Leamington Spa to Nuneaton service, passengers were spread rather thinly in the train.
The train was a Class 350 train and it arrived five minutes late at 14:44.
Train 5 – 15:55 – Chiltern – Birmingham Moor Street to London Marylebone
Another comfortable Chiltern Railways train back to London, which arrived four minutes late at 17:47.
Customer Service
Customer service and especially that from West Midlands Trains was rather patchy.
- Leamington Spa station was rebuilding the entrance, but staff were around.
- Nuneaton station was very quiet.
- Rugeley Trent Valley station needs a lot of improvement.
- The two Birmingham City Centre stations were much better.
I actually had to travel ticketless from Rugeley Trent Valley to Birmingham New Street, as the Conductor on the train didn’t check the tickets.
But Virgin Trains were very professional at Birmingham New Street.
Service Pattern
I have some observations on the service patterns.
- For comfort reasons, I would prefer that Chiltern ran Mark 3 coaches and Class 68 locomotives on all Birmingham services.
- In the future, it looks like Leamington Spa and Nuneaton needs at least a half-hourly service.
- There definitely needs to be more services on the Chase Line.
There also is a serious need for staff and better facilities at Rugeley Trent Valley station.
No-one even a hardened member of the SAS would want to spend thirty minutes changing trains there on a blustery and cold winter’s day.
Conclusion
I tried two new services today, that started on the May 2019 timetable change.
- A diesel service between Leamington Spa and Nuneaton via Kenilworth and Coventry.
- An electrified service between Rugeley Trent Valley and Birmingham New Street.
The first would appear to be what passengers want, but the second needs a bit of promoting.
Egypt To Power Europe By Underwater Cable
The title of this post is the same as that of a short news item on page 32 of today’s Times.
Egypt appears to be using gas from four new offshoregas fields to generate the power.
But surely, they could also use solar, as I’ve heard Egypt gets a lot of sun!
I do think though, that countries like Egypt, Libya, Tunisia and Morocco, which are all reasonably close to Europe could generate substantial amounts of solar power, which could then be exported to the North, through undersea cables, which are not very long using today’s technology.
I also think, that solar power will grow Southwards from the countries bordering the Mediterranean.
Will these basket case countries like Sudan, Mauritania, Somalia and Chad, acquire both an income and the electricity they need to improve the lot of their people?
Whether, their people will benefit, is another question, but Europe’s need for green energy could be the need, that these countries will fill, using unproductive desert.
I also think, there’s scope to combine solar farms with agriculture in the shade to create the food they need.
Read Solar Farms And Biodiversity on Solar Power Portal.
Stop It! Phone App Cries Out To Deter Japan Subway Gropers
The title of this post, is the same as that of an article on page 31 of today’s Times.
An app has been developed and deployed in Japan, where if a lady being groped on the Subway if she presses a button on the app, it displays an appropriate message on her phone.
If the groper persists, then another button, shouts out a message.
As a regular traveller on crowded London Underground and Overground trains, I know groping goes on, but I have never seen it happen, except between obviously consenting couples, who arrived and left together.
Although, you do get the odd bumping at times, but usually smiles and a sorry, say it is a genuine accident.
Tell Patients To Ditch Diesel, Doctors Urged
The title of this post is the same as that of an article on the front page of today’s Times
It may be a sensible idea, but a lot of patients wouldn’t like it.
I suspect too in Inner London, where I live, the message has got through, as you meet more and more people, who are deciding that driving is not for them!
Abbey Line Passing Loop Proposed
The title of this post is the same as that of an article in the June 2019 Edition of Modern Railways.
Bricket Wood station used to be an important station on the Abbey Line, with grand buildings and a passing loop to allow trains to run a teo trains per hour (tph) service as opposed to the current inconvenient train every forty-five minutes.
Consultants have now said that a traditional passing loop, with a second platform and a bridge would cost up to £10million, which is probably not viable.
The Penryn Solution
The article says this about the consultants’ alternative solution.
The platform at Bricket Wood be lengthened such that trains stop at different ends of a single platform, similar to the solution adopted in Penryn on the branch line from Truro to Falmouth, which would help to minimise costs.
This Google Map shows Penryn station.
Note the long single platform in the station.
This section in the Wikipedia entry called Signalling, gives a full explanation of the method of operation at Penryn.
Truro-bound trains use the northern end of the station (Platform 2), arriving before the Falmouth-bound train, which will pass through the new loop and to the southern end of the platform (Platform 1), allowing the Truro-bound train to continue its journey north. This gives a rare situation in the United Kingdom where trains run on the right, instead of on the left as is usual in this country. Trains are scheduled to depart simultaneously for Truro and Falmouth.
Bricket Wood station already has a platform, that can take a comfortably take a four-car Class 319 train, as this Google Map shows.
Consider.
- I estimate from Google Maps, that the single platform at Bricket Wood station is currently around 190 metres long.
- Looking at the map, it might be possible to add another ten metres or so to the platform length.
- The current Class 319 trains are 79.5 metres long or 159 metres for a pair.
- It wouldn’t matter, if for reasons of safety, the front of the trains were allowed to extend for perhaps ten metres past the end of the platform.
- There also appears to be space to put a second track alongside the current single track.
I also suspect, that Network Rail have track design software, that can precisely calculate the size and position of the points, so that the manoeuvre can be safely executed every time.
I very much feel, that a design can be produced, that will staff, passengers and regulators.
Can This Proposal Handle More Than Two tph?
If you look at the timings of the train, it takes eight minutes to run these legs.
- Watford Junction and Bricket Wood
- Bricket Wood and St. Albans Abbey
The times are identical, irrespective of direction.
If times are the same after installation of the novel loop. A train will take sixteen minutes plus however much time, it takes to turnback the train to get back to Bricket Wood.
As trains will be running every thirty minutes and both trains will leave Bricket Wood at the same time, the train must be able to run the out-and-back journey from Bricket Wood in thirty minutes or less.
- The out and back legs both take eight minutes.
- This means that the turnback time must be less than fourteen minutes.
Currently, turnback times are fourteen minutes or less.
- If you look at four tph, there is a train every fifteen minutes. As each leg is eight minutes long, it would appear another method of operation will have to be used.
- If you look at three tph, there is a train every twenty minutes. Would it be possible to turn back the trains in under four minutes? It might be possible, but it would be a tough call.
I would suspect, that for a reliable service, the proposed method of operation has a maximum frequency of two tph.
I suspect, that the only way to get more than two tph, would be to fully double track the route, with two platforms at all stations on the route.
Does The New Track Need To Be Fully-Electrified?
There would be around two hundred metres of new track and if electrification were to be installed, a pair of the current Class 319 trains could provide a two tph service.
Surely Network Rail can manage to put up this amount of new electrification without massive cost and time overruns?
Despite being over thirty years old, the Class 319 trains scrub-up well as these pictures show.
But what could be done if electrification was deemed to be outside the budget? Or it was decided that new zero-carbon trains should be used on the Abbey Line?
Battery trains are coming and there are several trains that can use both electric and battery power under development, in the UK, Europe, China and Japan.
Battery Power On The Abbey Line
Bricket Wood station is 3.5 miles from the Watford Junction end of the Abbey Line and perhaps three miles from the St. Albans end.
In an article in the October 2017 Edition of Modern Railways, which is entitled Celling England By The Pound, Ian Walmsley says this in relation to trains running on the Uckfield Branch, which is not very challenging, as is the Abbey Line.
A modern EMU needs between 3 and 5 kWh per vehicle mile for this sort of service.
So if a four-car electric-battery hybrid train was to handle the whole of the 6.5 mile route, it would need a battery of between 156-260 kWh to go between Watford Junction and St. Albans Abbey stations and back. It would also need charging at one or both ends of the route.
But supposing trains used the current electrification between Watford Junction and Bricket Wood stations to both power the train and charge their batteries.
- The trains would only be doing six miles on batteries, so the battery would be between 72-120 kWh.
- Trains would raise and lower their pantographs at Bricket Wood station.
- No new electrification would be required.
- If trains needed to top-up their batteries, they would do this using the electrification in the two terminal stations.
It might even be preferential to remove electrification between St. Albans Abbey and Bricket Wood stations to save maintenance costs and improve safety.
Could West Midlands Trains’ Class 730 Trains Be Used?
The current franchise holder; West Midlands Trains has ordered a large fleet of Class 730 trains for services between London and the West Midlands and for local electric services in the West Midlands.
Included are thirty-six three-car trains for working suburban services across Birmingham. These have twenty-four metre long cars, so are eight metres shorter than the four-car Class 319 trains, so they are another possibility, unless their longer car length would cause problems in the Bricket Wood manoeuvre.
Should The Abbey Line Be Transferred To Transport for London?
There have been suggestions in the past, that the route be transferred to Transport for London.
I’ll leave the politics aside, but electric-battery hybrid versions of London Overground’s Class 710 trains, which will soon be serving Watford Junction station would probably be ideal.
As they are dimensionally similar to the Class 319 trains, they may also be able to work the route under electric power.
Conclusion
There are certainly, several affordable ways to improve the Abbey Line.
My preferred solution would be go for the Penryn solution, using a fleet of Class 319 trains.
- Penryn seems to be working well.
- Track would need to be re-laid through Bricket Wood station, to add the passing loop.
- About two hundred metres of extra electrification would need to be erected.
- There would probably need to be some modification to the signalling, as there was at Penryn.
- Three trains as a minimum, would be needed, two for the service and one as a spare or as maintenance cover.
- West Midlands Trains already have fifteen Class 319 trains, so finding a viable fleet in top-class condition, shouldn’t be difficult.
- If slightly shorter trains could be needed, the trains might be able to be shortened to three-car trains.
- Staff training would be minimal.
- The current trains are liked by drivers.
- The trains would be zero-carbon.
- The current trains are in very good condition.
- The current trains even have toilets, which are probably not needed on a six-and-a-half mile journey
- If say in ten years time, new trains are needed, I suspect there will be fleets of suitable electric multiple units, less than eighty metres long.
It is probably the most affordable solution.
North West Hydrogen Alliance Focuses On Low-Carbon Transportation
The title of this post is the same as that of this article on Gasworld.
This is an extract.
A study is currently underway to look at the feasibility of using hydrogen produced at chemical company INOVYN’s Runcorn site to power buses on the street of Liverpool.
It was also recently announced the Liverpool City Region will become the first area in the North of England to trial hydrogen buses following a £6.4m government funding bid, with a new refuelling station at BOC’s hydrogen plant in St Helens.
INOVYN is owned by INEOS, so are they getting involved with hydrogen?
I knew that site well in the late 1960s, when I worked there in the chlorine cell rooms, that made hydrogen and chlorine by electrolysing brine.
Life goes round in circles.
I heard some in those days, say hydrogen was a bit of a problem! Now it’s a valuable resource.
But I always remember a senior engineer, saying the only waste products that should come out of a chemical plant was pure water.
And Finally!
They have been a long time coming, but today two Class 710 trains, started running on the Gospel Oak to Barking Line.
I took these pictures.
They certainly stand out with their large orange noses.
A few thoughts on various topics.
Doors And Controls
The doors are all double and wide as they should be for easy entry.
There are also full door controls on each side of the door and a door opening button in the door itself.
So on a crowded train, there won’t be the problem, you get on some trains, that the buttons are blocked by a large person standing in the way.
Information Displays
They are clear and very much follow the style of the displays on the Crossrail trains.
Although, they do have a clock, that seemed to be liked by other passengers and myself.
I also suspect the displays can be used advertising.
Noise
Like the Class 345 trains, they are quiet inside.
Seats
The longitudinal seats are as comfortable as those of their elder siblings; the Class 378 trains.
There are also lots of armrests.
As on those trains, passengers find their own place to put their legs and the passage up the middle of the train seems to stay free.
There are also no perches either side of the door, as in the Class 378 trains. It this to cut out canoodling?
USB Sockets
There isn’t a large number and they are only accessible from a few seats.
This picture shows the sockets on a Vivarail Class 230 train.
I think each armrest should have one.
Wi-Fi
I tested it and it worked
The Train Software
If I was designing something like a train, a tram, a bus or a car, the vehicle would have a backbone, that was compatible with the Internet.
The train software, that seems to have caused the delay could even be an operating system, like the one on your computer or phone.
In my experience, operating systems are very difficult to write, but once they are working, the following is possible.
- They work for all compatible computers, phones or trains.
- They can analyse the hardware to see what they’ve got connected.
- A large team of programmers can write compatible additions, just like thousands write apps for mobile devices.
I also believe that testing operating systems work as they should is one of the most difficult things to do in computing.
I don’t believe that the delay to the Class 710 trains because of software problems has been overly long in my experience.
Complex systems just take an awful long time to get write.
The good news though, is that if Bombardier have got their design right, they may well have cracked the computer systems for all other Aventras.
Conclusion
They tick a lot of boxes and I like the design.
I also feel that if Bombardier have solved the software problems, then Aventras could be delivered in a steady stream.
Norwich-In-Ninety Is A Lot More Than Passengers Think!
But, I very much expect that Greater Anglia know what they are doing.
This post describes a trip to Norwich that used two Norwich-In-Ninety services, using Class 90 locomotives and Mark 3 coaches.
I came up to Norwich on the 1100 train, which was timed to get in at 1230. According to the driver, there were signalling problems at Manningtree, which meant we arrived in Norwich twenty-one minutes late.
I was going on to Cromer or Lowestoft. So by the time I’d had a cider and bought a ticket, I didn’t leave Norwich until 1345 for Cromer. But I did have time by the sea to take a few pictures and have a coffee and a gluten-free scone, before getting the return train to Norwich.
Back at Norwich, I had a choice of two trains.
- The 1700 stopping at just Ipswich and Norwich
- The 1703 stopping at Diss, Stowmarket, Ipswich and a few other places.
I was booked on the 1700, from where I’m writing this note on my phone.
These are some of my observations.
Operating Speed
I have just travelled between Norwich and Ipswich in thirty minutes, with Speedview on my phone reading within a couple of mph of 100 mph all the way from where we got to operating speed South of Norwich to where we slowed for Ipswich station.
Diss, Stowmarket and Needham Market stations were passed at almost 100 mph
Ipswich to Colchester was at a slower 90 mph, but then from Marks Tey to just before Chelmsford, the train was back to around 100 mph.
Speeds between 70 and 90 mph were held from Chelmsford to Liverpool Street, which was reached at 1830 as scheduled.
Acceleration
I got the impression, that the acceleration of the train wasn’t up to the operating speed. Certainly, it didn’t seem to accelerate as fast as an InterCity 125,
But then we’re talking about a powerful Class 90 locomotive with 3730 kW pulling eight Mark 3 coaches. Perhaps it was having an off day?
In an InterCity 125, there is nearly 2,640 kW to accelerate the same number of similar coaches to 125 mph.
But these are similar numbers compared to a four-car Class 755 train running on electrical power, which according to Stadler’s data sheet is 2,600 kW, which is 86% more power than an InterCity 125.
As there are two power-bogies each must be good for 1,300 kW.
Typical four-car electric Flirts seem to have around 2-3,000 kW, according to various Stadler data sheets.
Flirts seem to be seriously powerful trains and I can understand why some Norwegian Flirts are capable of 125 mph running. This is said in Wikipedia about the Norwegian Flirts.
All trains have five cars. However, in contrast to previous five-car FLIRTs they will have a third powered bogie giving them a maximum power output of 4,500 kW (6,000 hp) and a top speed of 200 km/h (120 mph).
If that extract is saying that each bogie can provide up to 1,500 kW, then Class 745 trains with four bogies have 6,000 kW.
If they were Class 755 train-sized bogies, then Class 745 trains, then the trains have 5,200 kW.
For comparison, an eleven-car Class 390/1 train has 5,950 kW.
With these figures, I feel it is reasonable to assume, that Class 745 trains, will accelerate to operating speed faster than the current forty-year-old BR stock.
- They appear to have a lot more power, than the current trains.
- Their aluminium bodies probably mean they weigh less, than the steel-bodies of the current trains.
- Their aerodynamics are probably more advanced.
- They probably have sophisticated technology that stops wheel slip, controls the train in a smooth manner and assists the driver.
- The rolling dynamics will be no worse than that of the current trains.
Some conclusions can be drawn about the current trains and their operation.
- A Class 90 locomotive with only 930 kW has sufficient power to keep an eight-car train running at 100 mph. It looks like the figure is around 1.2 kWh per car per mile.
- They must be in top condition.
- The drivers probably know the route like the back of their hand and can coax the required performance from their ageing charges.
BR’s forty-year-old design must still be seriously good and the trains get the TLC they need.
Passing Stations At 100 mph
Diss, Stowmarket, Needham Market, Marks Tey, Kelvedon, Hatfield Peverel and Ingatestone stations were all passed within a few mph of 100 mph, with Maningtree and Colchester stations passed at around 85-90 mph.
Obviously, this must be allowed and not having to slow means that the speed is not degraded.
The only station where there was a substantial slowing was Chelmsford, where the train slowed to about 60 mph.
The Current Norwich-in-Ninety Services
These are the current ninety minutes services between Liverpool Street and Norwich.
- 0900 – Norwich to Liverpool Street
- 1100 – Liverpool Street to Norwich
- 1700 – Norwich to Liverpool Street
- 1900 – Liverpool Street to Norwich
Only one train is needed that starts and finishes in Norwich, where it is stabled overnight.
Serving The Intermediate Stations
Both the 1100 train to Norwich and the 1700 to Liverpool Street only stop at Ipswich.
But leaving a couple of minutes behind was another Class 90 locomotive/Mark 3 coach set stopping at more stations.
- Going North, the train takes nineteen minutes longer, with stops at Colchester, Manningtree, Ipswich and Diss.
- Going South, this train takes ten minutes longer, with stops at Diss, Stowmarket, Ipswich, Colchester and Stratford.
I suspect that when the Bombardier Class 720 trains have been delivered, these might be used for the stopping trains.
How Many Trains Will Be Needed?
It appears that the slower trains are currently timetabled to take between 111 and 115 minutes.
If a round trip can be done in four hours, then two trains per hour (tph), will require eight Class 745 trains.
As there are ten trains on order, this means the following.
- Eight trains will be used to run the two tph stopping service.
- One train will be needed for the Norwich-in-Ninety service.
This leaves one train as a spare or in maintenance.
Cromer And Back In A Day
In the four-and-a-half hours, I was in Norwich, I was able to take a train to Cromer, take a few pictures, have a quick lunch and then return to Norwich.
This is possible using the slower trains, but the fast trains can give you another hour in Norwich.
Obviously, this hour will be available for many journeys and must surely open up many possibilities for frequent travellers on the route.
How Reliable Is The Norwich-in-Ninety Service?
There have been twenty services in the first week of the service..
- Fourteen have been on-time or a couple of minutes early.
- Five have been under ten minutes late.
- One was late by more than ten minutes.
That last train was twenty-two minutes late and I was on it, on the first Wednesday of the service.
I shall update this table, until I get bored with it!
Can The Timetable Be Changed?
The way the timetable is set out is an interesting solution to trying to be all things to all passengers.
- There is a basic two tph service, which stops between London and Norwich according to a simple pattern.
- Four services per day, with two in each direction, are delayed by two or three minutes.
- The original departure times are taken by a fast train, that only stops at Ipswich.
- These four departure times, are arranged, so that the services can be handled by a single fast train shuttling between Liverpool Street and Norwich
- The fast train starts in Norwich at 0900 in the morning and returns to Norwich and its depot at 2030. The train can then have a good service after a hard day’s work!
Obviously, Greater Anglia have all the passenger data, so they have probably laid out a fast timetable, that will reflect current passenger numbers.
But as time goes on, this timetable can be augmented.
At present, they are using their express trains for both the two tph and the fast services.
These will be changed to Class 745 trains during the remainder of this year.
The venerable Class 90 locomotives and their Mark 3 coaches have blazed the trail and made everybody’s dream of Norwich-in-Ninety a reality, but now it is up to Greater Anglia’s new trains to fully develop the timetable.
- If they are successful in attracting passengers more services will do Norwich in ninety and Ipswich in sixty.
- The back-up stopping service running behind the fast train could be run by a new Class 720 train, which have a similar 100 mph operating speed.
- Several services per day, using Class 755 trains, will be running between Lowestoft and London and augmenting the fast service between London and Ipswich.
Interestingly, as I left Norwich for Cromer, there was a Class 321 Renatus at Norwich station in Platform 2 Checking with Real Time Trains, this other relic from British Rail, but refurbished to a modern standard for passengers and performance, formed the 1400 express to London and arrived on time after seven stops.
It looks to me that Greater Anglia have a creditable back-stop, if there should be any unforeseen problems with the new trains.
But it also shows that the stopping service that follows the Norwich-in-Ninety service can be run by a 100 mph electric multiple unit.
This would surely release Class 745 trains to run more fast services.
An Improved Ipswich And Norwich Service
Greater Anglia have said that there will be three tph between London and Norwich and that one may or will be run the new Class 720 trains.
The only section of the Great Eastern Main Line, that won’t have four tph will be between Ipswich and Norwich. So could we see a 100 mph local service between two rivals.
Yesterday’s Class 321 Renatus did Norwich to Ipswich in forty-one minutes.
- The route is fully-electrified.
- Class 720 or Class 321 Renatus trains could be used.
- Trains would stop at Diss, Stowmarket and Needham Market stations.
- The rail line is not busy North of Stowmarket.
- The bottleneck of Trowse bridge South of Norwich is to be replaced.
Running four tph between Ipswich and Norwich would be a lot more affordable, than improving the capacity on the mainly single-carriageway A140.
Would Faster Running Be Possible North Of Ipswich?
There are two major problems on the Great Eastern Main Line to the North of Ipswich.
- Trowse Bridge to the South of Norwich.
- Haughley Junction, where the Cambridge and Norwich routes divide to the North of Stowmarket.
Both projects have been kicked into the long grass more times than most, but it does look, that these two bottlenecks could be fixed in the next few years.
I also observed the following between Ipswich and Norwich.
- The line wasn’t busy North of Stowmarket.
- The train had no difficulty maintaining 100 mph.
- The quality of the overhead electrification gantries might suggest a need for replacement.
- There are some level crossings, that have no place on a 100 mph main line.
Would it be advantageous to update the line, so that higher speeds were possible?
I suspect that both the Class 745 and Class 720 trains could handle perhaps 110 mph with modifications, that are proven or planned with similar trains.
Conclusion
I had an exhilarating ride yesterday and it is a foretaste for the greatest improvement in transport for East Anglia in my lifetime.
The Anonymous Widower 