The Anonymous Widower

Sunday Train Services To Improve Across Region – But Not On All Routes

The title of this post is the same as that of this article on the East Anglian Daily Times.

This is the first paragraph.

An hourly service is being introduced on three Suffolk rail routes seven days a week from December.

The improved routes are.

  • Ipswich and Cambridge
  • Ipswich and Lowestoft
  • Lowestoft and Norwich.

There will also be an extra Sunday train between Ipswich and Felixstowe.

It is also reported that Greater Anglia can’t start their planned hourly service between Ipswich and Peterborough, as Network Rail haven’t done the work yet!

This service is one of Greater Anglia’s new flagship services and will be very important.

  • It connects Ipswich and Bury St. Edmunds to Ely and Peterborough on an hourly basis.
  • With other services it creates a two trains per hour (tph) service between Ipswich and Bury St. Edmunds.

Network Rail need to get this one sorted.

September 26, 2019 Posted by | Transport | , , , , , | Leave a comment

Progress At Syon Lane Station – 18th September 2019

The builders are now digging on both platforms at Syon Lane station.

The posters at the station give the impression that brick towers might be built.

But it looks to my untrained eye, that the foundations being dug don’t appear to be deep enough.

Waiting at the station for my train, I wondered, if they are going to put a set of stairs and a life on both platforms to give step-free access to the existing road bridge.

  • The towers would be shorter and height costs money.
  • There would be no need to build and lift in an additional bridge, as pedestrians would use the existing pavement.
  • It might be possible to do all the work without closing the railway.
  • This would meet all the step-free regulations.

There certainly seems to be no work going on further down the platform, where it appeared some trees were cleared.

It’ll all come clear in a few weeks and I suspect it will meet the generally high standards of Network Rail.

 

September 20, 2019 Posted by | Transport | , , | Leave a comment

World’s First Solar-Powered Trains Are Coming To England

The title of this post, is the same as that on this article on Lonely Planet.

This is the first paragraph

The first ever solar unit to directly supply a railway line with electricity has been put in place in England, paving the way for the world’s first solar-powered trains

I am not sure yet about this technology., powering large sections of the UK’s railways.

But the technology does have applications, if it is combined with energy storage.

Boosting Power With Third-Rail Electrification

Third-rail electrification has a problem, in that it needs to be fed with power every few miles. Inevitably, as timetables get busier, there are areas, where there is not enough power to supply the trains.

These systems can provide that fill-in power.

Note that 25 KVAC overhead electrification doesn’t have the problem, as the wires themselves distribute the electricity.

This means that the Great Western Main Line electrification is only supplied with power from the electricity grid at three places; the two ends and one in the middle.

Electrification In Visually-Sensitive Places

Look at this picture of Brunel’s magnificent Wharncliffe Viaduct.

It has been recently electrified and some groups object to the electrification of Grade I Listed structures like this.

Most modern electric trains can be dual-voltage and can work on both electrification systems used in the UK; 25 KVAC  overhead and 750 VDC third rail. They can also change between electrification systems at maximum speed

So could we see selective use of solar-powered third-rail electrification in visually-sensitive areas?

Possibly! But battery/electric trains may be a better alternative!

Charging Battery-Electric Trains

There are some branch lines, that will be served by battery-electric trains in the future.

These solar-powered systems could be used to provide the energy to charge the batteries for the return journey.

Powering Remote Stations

Stations are increasingly needing better electricity supplies with more lighting and various ticket and parking machines, and charging for electric cars will become more important.

Solar power systems and batteries could be used.

Conclusion

Solar power will be increasingly used on the railways, with a large number of stations like Blackfriars and the recently-opened White Hart Lane.

But that will happen, irrespective of the result of the Aldershot trial, as many stations are easy places to install solar panels, either on the roof or redundant spaces.

This Google Map shows one of my local stations; Haggerston.

It was rebuilt and reopened in April 2010, so solar panels were probably not thought about for the station.

From my helicopter, it appears that the stations at  Dalston Junction, Hoxton and Shoreditch High Street, which were all built at the same time, don’t have solar rooves either.

Perhaps Transport for London and/or Network Rail should rent their roof areas to companies, who run solar farms?

I’m sure there’s a mutually beneficial deal in there somewhere!

As to powering trains, I’m sure they that Riding Sunbeams has a place on third-rail networks, where power needs boosting.

However, electric trains with batteries might be a better option in other applications.

August 29, 2019 Posted by | Transport | , , , , , , , | 2 Comments

Irlam Station To Go Step-Free

This document on the Government web site is entitled Access for All: 73 Stations Set To Benefit From Additional Funding.

Irlam station is on the list.

These pictures show the station and the current subway.

The station was a total surprise, with a large pub-cafe and a lot of visitors and/or travellers sitting in the sun.

I had an excellent coffee and a very welcoming gluten-free blueberry muffin!

This Google Map shows the station.

It is one of those stations where commuters have to cross the railway either on the way to work or coming home.

So a step-free method of crossing the railway is absolutely necessary.

The Current And Future Rail Service

As the station lies conveniently between Liverpool and Warrington to the West and Manchester and Manchester Airport to the East, it must be a station with tremendous potential for increasing the number of passengers.

At the moment the service is two trains per hour (tph) between Liverpool Lime Street and Manchester Oxford Road stations.

  • Oxford Road is probably not the best terminus, as it is not on the Metrolink network.
  • When I returned to Manchester, many passengers alighted at Deansgate for the Metrolink.
  • On the other hand, Liverpool Lime Street is a much better-connected station and it is backed up by Liverpool South Parkway station, which has a connection to Merseyrail’s Northern Line.
  • The current service doesn’t serve Manchester Piccadilly or Airport stations.

A guy in the cafe also told me that two tph are not enough and the trains are often too short.

Merseyrail work to the same principle as the London Overground and other cities of four tph at all times and the frequency certainly draws in passengers.

Whilst I was drinking my coffee, other trains past the station.

  • One tph – Liverpool Lime Street and Manchester Airport
  • One tph – Liverpool Lime Street and Norwich

Modern trains like Northern’s new Class 195 trains, should be able to execute stops at stations faster than the elderly diesel trains currently working the route.

So perhaps, after Irlam station becomes step-free, the Manchester Airport service should call as well.

As Liverpool Lime Street station has been remodelled, I can see a time in the not too distant future, when that station can support four tph, that all stop at Irlam station.

The Manchester end of the route could be a problem, as services terminating at Oxford Road have to cross the busy lines of the Castlefield Corridor.

So perhaps all services through Irlam, should go through Deansgate, Manchester Oxford Road and Manchester Piccadilly stations to terminate either at the Airport or perhaps Stockport or Hazel Grove stations.

But would this overload the Castlefield Corridor?

Battery/Electric Trains

If you look at the route between Liverpool Lime Street and Manchester Oxford Road stations, the following can be seen.

  • Only about thirty miles between Deansgate and Liverpool South Parkway stations is not electrified.
  • The section without electrification doesn’t appear to be particularly challenging, as it is along the River Mersey.

It is my view, that the route between Liverpool and Manchester via Irlam, would be an ideal route for a battery/electric train.

A train between Liverpool Lime Street and Manchester Airport stations would do the following.

  • Run from Liverpool Lime Street station to Liverpool South Parkway station using the installed 25 KVAC overhead electrification.
  • Drop the pantograph during the stop at Liverpool South Parkway station.
  • Run from Liverpool South Parkway station to Deansgate station using battery power.
  • Raise the pantograph during the stop at Deansgate station.
  • Run from Deansgate station to Manchester Airport station, using the installed 25 KVAC overhead electrification.

The exact distance between Deansgate and Liverpool South Parkway stations is 28.2 miles or 45.3 kilometres.

In 2015, I was told by the engineer riding shotgun on the battery/electric Class 379 train, that that experimental train was capable of doing fifty kilometres on battery power.

There are at least four possible trains, that could handle this route efficiently.

  • Porterbrook’s proposed batteryFLEX train based on a Class 350 train.
  • A battery/electric train based on the seemingly unwanted Class 379 train.
  • A battery/electric version of Stadler’s Class 755 train.
  • I believe that Bombardier’s Aventra has been designed so that a battery/electric version can be created.

There are probably others and I haven’t talked about hydrogen-powered trains.

Battery power between Liverpool and Manchester via Irlam, appears to be very feasible.

Tram-Trains

As my train ran between Manchster and Irlam it ran alongside the Metrolink between Cornbrook and Pomona tram stops.

Manchester is very serious about tram-trains, which I wrote about in Could A Class 399 Tram-Train With Batteries Go Between Manchester Victoria And Rochdale/Bury Bolton Street/Rawtenstall Stations?.

Tram-trains are often best employed to go right across a city, so could the Bury tram-trains go to Irlam after joining the route in the Cornbrook area?

  • Only about thirty miles between Deansgate and Liverpool South Parkway stations is not electrified.
  • The route between Liverpool and Manchester via Irlam doesn’t look to be a very challenging line to electrify.
  • The total distance bettween Liverpool Lime Street and Manchester Victoria station is only about forty miles, which is a short distance for a tram-train compared to some in Karlsruhe.
  • Merseyrail’s Northern Line terminates at Hunts Cross station, which is going to be made step-free.
  • There is an existing step-free interchange between the Liverpool and Manchester route via Irlam and Merseyrail’s Northern Line at Liverpool South Parkway station.
  • Class 399 tram-trains will have a battery capability in South Wales.
  • Class 399 tram-trains have an operating speed of 62 mph, which might be possible to increase.
  • Stadler make Class 399 tram-trains and are building the new Class 777 trains for Merseyrail.

I think that Stadler’s engineers will find a totally feasible and affordable way to link Manchester’s Metrolink with Liverpool Lime Street station and Merseyrail’s Northern and Wirral Lines.

I can envisage the following train service running between Liverpool and Manchester via Irlam.

  • An hourly service between Liverpool Lime Street and Nottingham, as has been proposed for the new East Midlands Franchise.
  • A four tph service between Liverpool Lime Street and Manchester Airport via Manchester Piccadilly.
  • A tram-train every ten minutes, linking Liverpool Central and Manchester’s St Peter’s Square.
  • Tram-trains would extend to the North and East of Manchester as required.
  • All services would stop much more comprehensively, than the current services.
  • Several new stations would be built.
  • In the future, the tram-trains could have an interchange with High Speed Two at Warrington.

Obviously, this is just my speculation, based on what I’ve seen of tram-train networks in Germany.

The possibilities for the use of tram trains are wide-ranging.

Installing Step-Free Access At Irlam Station

There would appear to be two ways of installing step-free access at Irlam station.

  • Add lifts to the existing subway.
  • Add a separate bridge with lifts.

These are my thoughts on each method.

Adding Lifts To The Existing Subway

Consider.

  • The engineering would not be difficult.
  • Installaton would probably take a number of weeks.
  • There is good contractor access on both sides of the railway.

There are similar successful step-free installations around the UK

The problem is all about, how you deal with passengers, whilst the subway is closed for the installation of the lifts.

Adding A Separate Bridge With Lifts

Consider.

  • There is a lot of space at both the Eastern and Western ends of the platform to install a new bridge.
  • Adding a separate bridge has the big advantage, that during the installation of the bridge, passengers can use the existing subway.
  • Once the bridge is installed, the subway can be refurbished to an appropriate standard.

Passengers will probably prefer the construction of a new bridge.

In Winner Announced In The Network Rail Footbridge Design Ideas Competition, I wrote how the competition was won by this bridge.

So could a factory-built bridge like this be installed at Irlam station?

There is certainly space at both ends of the platform to install such a bridge and the daily business of the station and its passengers would be able to continue unhindered, during the installation.

I’m also sure, that the cafe would be happy to provide the daily needs of the workforce.

Conclusion

From a station and project management point-of-view, adding a new factory-built bridge to Irlam station is the easiest and quickest way to make the station step-free.

It also appears, that Network Rail have made a wise choice in deciding to put Irlam station on their list of stations to be made step-free, as the station could be a major part in creating a new high-capacity route between Liverpool and Manchester.

This could also be one of the first stations to use an example of the new bridge.

  • Installation would be quick and easy.
  • There is no site access problems.
  • There station can remain fully open during the installation.
  • All stakeholders would probably be in favour.

But above all, it would be a superb demonstration site to bring those from stations, where Network Rail are proposing to erect similar bridges.

July 6, 2019 Posted by | Transport | , , , , , , , , , , , , | Leave a comment

Network Rail Bids For Part Of British Steel

The title of this post, is the same as that of this article on the BBC.

This is the first paragraph.

Network Rail is looking to buy part of British Steel, as bidders have until the end of Sunday to put in offers for all or part of the troubled firm.

Many would say, why does the nationalised industry Network Rail, which let’s face it, has had its troubles in recent years, want to get involved with a bankrupt company?

You have to remember, how big companies work.

  • They need to manage their cash flow.
  • They need quality supplies, that will do what it says on the specification.
  • They want supplies to be delivered as and where they need it.

But above all they need to be properly financed.

Making And Delivering Rails

This paragraph in the BBC article says a lot.

Network Rail owns and operates the UK’s railway network, including 20,000 miles of track, and buys 100,000 tonnes of rails from British Steel each year.

Suppose, you want to lay new rails urgently between Inverness and the Far North of Scotland. Getting it there will be a logistics problem, which will be made worse, if the source is halfway around the world.

And suppose, when it arrives in the UK, it fails the quality test! You can’t just give it back to the postman.

So for a reliable railway, Network Rail also needs a reliable supplier making rails, close enough for product to be delivered by special train.

From what I have read in the railway press, British Steel are good at the following.

  • Manufacturing quality rail.
  • Developing special products for rail companies.
  • Delivering it on special trains.

To illustrate this, read British Steel Secures Major Contract From Deutsche Bahn.

I also think, that in addition to the Germans, British Steel sell rail to the Belgians, French and the Dutch, to name but three.

So certainly, British Steel seem to be on the ball with making and delivering rails.

But they appear to be seriously underfunded.

Acquiring British Steel

If I was a financier, thinking about taking over British Steel, one of the most important things would be to secure the sales and the resulting cash flow for the company.

I would be on the train to all of the major rail infrastructure companies, that could be reached by British Steel’s special trains from Scunthorpe.

Network Rail have already put a marker down, that they would buy British Steel’s Rail Products Division, but are other rail infrastructure companies also looking at securing quality product, by either buying the division themselves or pledging support alongside Network Rail.

Network Rail are also aware that their predecessor Railtrack, was brought down by the Hatfield Rail Crash, so they are probably and rightly so, paranoid about safety.

The very fact that Network Rail have put in a bid, suggests to me that they know their power in the negotiations to follow, as any purchaser, who doesn’t have the major customers onside, is probably doomed to fail.

On the other hand, if British Steel was bought by someone, that would increase the risk of dodgy product, Network Rail would go elsewhere.

But would they be able to get the same quality and service?

Conclusion

I am sure, that Network Rail, Deutsche Bahn and all the other rail infrastructure companies will play a large park in the fate of British Steel.

 

July 1, 2019 Posted by | Finance, Transport | , , | Leave a comment

Engineering Work Closures Between Barnes And Feltham In June And July

There is more up-to-date information on this page on South Western Railway’s web site, which is entitled Engineering Works.

These are what I found.

Saturday 20 July and Sunday 21 July

Buses replace trains between Barnes and Feltham via Hounslow Saturday 20 and Sunday 21 July

Saturday 27 July and Sunday 28 July

Buses replace trains between Barnes and Feltham via Hounslow Saturday 27 and Sunday 28 July

Sunday 11 August

Buses replace trains between Barnes and Feltham via Hounslow Sunday 11 August

Sunday 18 August

Altered train services and replacement buses in the Feltham area Sunday 18 August

Sunday 25 August

Altered train services and replacement buses in the Feltham area Sunday 25 August

Thoughts On Works In The Area

My thoughts on the two projects follow.

Syon Lane Footbridge

When I wrote Why Are Replacement Buses Being Used To Syon Lane Station On July 20-21?, I didn’t find the two later closures through Syon Lane station.

I was checking the on-line timetable and it appears that the closure is not total on the days mentioned, in the current timetable.

It looks to me that Network Rail and South Western Railway are playing this in a safety first manner, as few people are going to complain, if a closure doesn’t happen and a shiny new step-free bridge has appeared and is almost ready for use.

Bedfont Lane Level Crossing Removal At Feltham Station

In The Removal Of Bedfont Lane Level Crossing, I gave a schedule of the works and it appears nothing much is slated to be done until later in the year.

I need more information about why there are closures in the Feltham area.

I did find this image of the proposed pedestrian and cycling bridge.

It certainly looks very traditional with long ramps.

This picture shows the progress on the 25th June 2019

Note the platform extensions and the pillar on the far side to support the bridge.

I’m not sure, if the ramps in the picture are part of an older bridge or new!

Conclusion

It’s all happening in Hounslow.

 

June 25, 2019 Posted by | Transport | , , , , | 1 Comment

The Removal Of Bedfont Lane Level Crossing

I also passed through Feltham station and noted that the notorious Bedfont Lane level crossing had been removed.

This page on the London Borough of Houslow web site, gives details of what is happening.

This is the schedule from the leaflet.

Spring 2019

  • Network Rail to close Feltham West Level Crossing. There will be
    no access across the level crossing.
  • Access will be via the temporary stepped footbridge or step-free access via Feltham Station
  • Network Rail to remove the shopping centre bridge
  • Network Rail starts work to extend platforms at Feltham

Winter 2019/2020

  • Second step-free entrance to platform 1 open and accessible
    from Hounslow Road (note this is
    dependent on Hounslow Road
    completion)
  • Platform extensions completed

Spring 2020

  • Network Rail opens combined pedestrian and cycle railway footbridge at the level crossing site.

That all seems fairly straighforward, but a couple of visualisations would help.

This Google Map shows Feltham station a few months ago.

Note the awkward position of the Bedffont Lane level crossing to the West of the station.

Houslow’s Plans For Feltham

This page on the London Borough of Hounslow web site is entitled Funding Secured For Feltham’s Multi-Million-Pound Makeover.

It gives an overview of the £15.6million pound scheme.

These two paragraphs outline the scheme.

Network Rail is introducing ten car trains to increase capacity between London Waterloo and Reading, and proposes to increase the number of services from December 2018. To enable the longer trains to open all their doors at Feltham, and to eliminate the safety risks that were present at the level crossing, a decision was made to extend the platforms and close the level crossing following extensive consultation with local residents.

To ensure residents can still gain easy access between Bedfont and Feltham town centre, Network Rail will build a pedestrian/cycle bridge over the tracks and renovate the public space outside the station. Following the consultation, the council approved further measures to improve road safety and bus journey times between the station and Heathrow Airport, and to minimise the impact of the level crossing’s closure on surrounding roads.

There is a lot of work to do.

Conclusion

The removal of Bedfont Lane level crossing illustrates why the removal of level crossings is not always a simple process.

 

 

June 12, 2019 Posted by | Transport | , , | 1 Comment

Nothing Seems To Be Happening At Syon Lane Station

I passed through Syon Lane station today and thought I’d have a look at the progress on the step-free access to the station.

This page on the South Western Railway web site describes in detail, the works that will be done.

This is the first paragraph.

From the beginning of April, we’ll be building a new accessible footbridge with a lift at Syon Lane. The project is expected to be completed later this year and is mainly funded by Hounslow Council. Making the station step free will be a real positive for people with limited mobility traveling round the Hounslow Loop, however the delivery of the new bridge will affect the station and the platforms. The station will remain operational throughout the works, but there will be some access changes during the project delivery:

Consider  the bit about being finished later this year, then look at these pictures.

It looks like they’ve all packed up and gone home.

Surely, if the bridge is going to be finished this year, workmen should be hard at work building foundations and putting up towers for lifts.

But even the tea-hut has gone.

It appears that the following has been done at the station.

  • Create a level step-free route from Syon Lane to the London-bound platform.
  • Move the ticket machines and the card readers.
  • Run temporary cable ducts, along the back of the platforms.
  • Clear some ground behind the fence, where the lift towers might be placed.
  • The long platforms have been narrowed, which Network Rail say is to give space for the work.

The 3D Google Map shows the station.

I don’t know when the picture was taken, but it does look that there could have been some ground clearing about halfway along the platform.

What Do I Think Is Happening?

I think, there could be these reasons for the lack of action.

  • The project has been delayed for some reason.
  • Something very different is happening at Syon Lane station!

Speaking to a couple of travellers  at the station today, they had heard nothing and one was looking forward to the bridge.

I have no evidence, but I do have a devious and sometimes theatrical mind.

Are Network Rail conducting an experiment on the good people, who use Syon Lane station?

They have only said this about disruption to passengers.

The station will remain operational throughout the works, but there will be some access changes during the project delivery:

Could Network Rail be bringing in the bridge in a few sections and just lifting them in with a crane?

Look at the 3D Google Map above and note that the station in surrounded by houses and lots of leafy trees, which would make getting bridge sections and the crane into place difficult.

But look at the cross-section of the average footbridge tower or bridge and it is about the same as that of a train.

For this reason, I believe that the bridge components will be brought in on a special train with a large crane.

In Winner Announced In The Network Rail Footbridge Design Ideas Competition, I wrote how the competition was won by this bridge.

It is composed of the following major components.

  • Two towers with lifts.
  • Two sets of stairs
  • A bridge deck.

All components would be built in a factory.

  • They would be fully tested before delivery.
  • The components would be delivered by train.
  • The bridge would then be assembled using a rail mounted crane.

After testing, the Mayor could declare the bridge open

I suspect too, that the only preparation prior to the assembly of the bridge, is to have firm concrete bases for the bridge and a power supply for the lifts.

  • The construction of the bases could be done from the railway, so there would be no problems of bringing in the concrete.
  • The power supply might not even be needed, if the bridge had solar panels on the roof and a clear battery system.
  • It’s all a bit like giant Lego construction, but then the architect of the bridge was Danish!

Could  commuters on a Friday night return to a station little different to the one they’ve known for years and then on Monday morning  find a working step-free bridge has been erected?

Engineering is the sconce of the possible, whereas politics is dreams of the impossible!

Is This The Future Of Step-Free Bridges?

Obviously not all, but I believe that up to a third of all stations that need a step-free bridge can use a bridge of this type.

But the station upgrade to step-free application is just one of several.

  • New stations.
  • Step-free bridges over busy roads, rivers or canals.
  • Replacement of dangerous light-controlled road crossings.

The design could also be incorporated into other buildings.

Conclusion

Something different could be happening at Syon Lane station.

June 11, 2019 Posted by | Transport | , , , , , | 1 Comment

Daisy Hill Station To Go Step-Free

This document on the Government web site is entitled Access for All: 73 Stations Set To Benefit From Additional Funding.

Daisy Hill station is on the list.

These pictures show the station.

This Google Map shows the station.

Whilst I was at Daisy Hill, I spoke to a couple who used the station regularly, who told me the following.

  • The station needed step-free access.
  • The station had been recently decorated and that the platforms were being extended.
  • The local kids would get in and muck about in the lift.
  • There is a lot of new housing to be built locally.

My own observations are.

  • The steps are long, but swell-hand-railed.
  • The station is in generally good condition.
  • The Google Map shows that platforms have been longer in the past.

Surprisingly, the couple hadn’t heard that the station is to be made step-free.

Installing Step-Free Access

From the pictures, that I took, it looks like a single lift could be placed between the street and platform levels.

It would probably be tucked into the angle of the building.

This arrangement is not the most difficult of designs and lifts have been incorporated into stations like this, many times.

Conclusion

This station will be greatly improved by a single lift.

As to the fact, that the couple I spoke to, hadn’t heard of the step-free access, I’ve heard this at other stations on the list.

Network Rail need to sort their publicity.

 

June 3, 2019 Posted by | Transport | , , , , | Leave a comment

Market Harborough Station – 10th May 2019

I stopped at Market Harborough station and took these pictures.

As can be seen, the works at the station are well underway.

Market Harborough Line Speed Improvement Project

This document on the Network Rail web is entitled Market Harborough Line Speed Improvement Project.

According to the document, the project will deliver.

  • A line speed increase through Market Harborough enabling a reduction in journey time for passengers.
  • New longer platforms that improve access and reduce stepping distances onto trains whilst also catering for longer trains with more seats.
  • Station accessibility will be improved with a new footbridge featuring lifts, opening up travel opportunities for more passengers.
  • A new 300 space car park has already been constructed, providing step-free access to platforms for passengers arriving by car.

Unfortunately, Network Rail don’t seem to have published a well-prepared visualisation of what passengers, will see, when the project is completed.

There isn’t even a decent visualisation on the station.

Talk about Mushroom Marketing! Keep your customers and project funders in the dark and feed them shit.

This Google Map shows the station..

Note.

  1. The Midland Main Line going up the middle of the map.
  2. The large new car-park on the Eastern side of the line.
  3. The building site on the Western side of the line, where new strauighter tracks will go.

The completion date is planned to be December 2019.

Conclusion

The project looks good in the flesh, but that can’t be said for the project presentation to stakeholders.

 

May 10, 2019 Posted by | Transport | , , | 2 Comments