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In naming the restaurant, the French state rail company SNCF is underlining its place in a grand design, to reclaim the tradition of French station catering before it disappears beneath the floodwater of Starbucks, Pret a Manger and Burger King. Once legendary continental trains were matched by splendid station buffets, often outstanding examples of Art Nouveau, of which the last extant example is the magnificent listed monument Le Train Bleu in the Gare de Lyon. At the inauguration of the new Etoile, Patrick Ropert, head of SNCF stations, spoke of enrolling the big names of the restaurant world to re-invent railway gastronomy, and commented that 30 per cent of station users now come for facilities other than travel. The idea of the operation, open from breakfast to post-dinner drinks, is to function as a canteen for the quartier, and this is symbolised by its position, open to the station concourse and also to the street beyond. Was Frechon planning on opening in other stations? So what is next? Metz, to be handed to Michel Roth, ex-chef of the Ritz, and in Paris the Gare de Montparnasse, a real challenge, as the complex was turned into a vast concrete Legoland in the dying gasp of s architectural vandalism.

La Meuse is a winding river which meanders its way through the French Ardennes and on into Belgium. A cycle path follows the Meuse for over 50 kms with incredibly scenic views on either side of the river where hills descend sometimes. On summer evenings, the swallows dip and swoop in nervous arcs as if anxious to protect, or preserve, the close of day in its melancholy stillness. Caught in a pale brushstroke of watercolor blue, a wash which holds the houses together as they.

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The NSRL docs from the s seem to think dwells at the central Boston stations are minutes, judging by sample schedules; the capacity they propose is very weak as a result. Chicago has capacity problems, too. There are a lot of tracks at Ogilvie and Union Station, but not that many at Millennium 7 tracks, 4 approach tracksand under any attempt to connect the Metra lines to each other and to the center of the Loop, there is going to be exactly one platform track per approach track in the new stations.

All of the Upper Hudson diesel platforms are 6-car max, and all of the Upper Harlem diesel platforms are 4-car max. And then the longer-range Penn Station Access plans for the Empire Connection will eventually add another diesel service layer that has to keep its station dwells disentangled from all other Hudson schedules.

Therefore, the MTA determined that uniform MLV fleet in a 2 x 2 seating config was the most expeditious way to head off the problem. Soone hand tied behind back and allthey committed to the MLV solve for diesel territory capacity and dwell management knowing that was the move that had the highest odds of addressing the fullest spread of issues soonest and cleanest without extraneous parties gumming up the works.

It was probably the most logical decision they could make under the circumstances. This will gradually increase the pressure-over-time on keeping diesel sets contained to the structurally unexpandable 8-or-less car platforms on the lower level.

Today they need a uniform-configuration fleet more desperately than they need to revamp yards for high-precision car shunting. And another all-new production run derived from the 21st-century Alstom Comet V design refresh is very unlikely, because those stainless steel Comets running West-of-Hudson became huge disappointments for the unusually rough ride quality imposed by their heftier frames and other nagging problems. Platform capacity is actually a bigger problem on Metro-North than on the railroads that use Penn Station.

It only works if you have dedicated tracks to trains that skip the station, but even then the trains serving the station need to open and close their doors quickly.

rather valuable information

Only a handful of individual stations still need to get picked off, most of them eons-outdated outliers already saddled with other glaring accessibility deficiencies needing ASAP action.

The ongoing New Haven Line service improvements study is trying to peg an actionable valuation on putting together a big enough moneybomb to finish the job sooner. Those are tougher because the only way they got redone was as a state-of-repair fiat of all the legislation that gave birth to MNRR in the first place as a formal MTA division.

think, that you

The local-yokels in the townships who make life hell over the smallest of station improvement projects for the pettiest of turf wars were all rolled by the hugeness of the change in the MTA charter, so all of the attached capital improvement programs that constructed those current platforms were able to proceed in-sync and without incident.

With the coach procurement decision coming up for bid in years, they have little choice but to work the vehicle-side capacity mgt. The best they can do within their practical scope of control? As a small footnote, Renfe and Civia trains feature hybrid seating some transverse, some longitudinal :.

Metro designs - i. But if you run big bilevel trains, you can provide worthwhile capacity from a lot of obscure banlieue stations at timetable frequencies, while also providing timetable-free service on the cross-central trunks where the lines all run together. It's a twofer! Of course, you pay for this with a longer limiting dwell time in the core tunnel, but then what did you expect, a free lunch?

There's another issue here, though. This is pretty great service, especially as it's the fastest route on the Tube, and it's a bestial amount of capacity. There is a problem, though. Capacity-by-frequency tends to be very sensitive to micro-operational issues.

Victoria modernisation has drawn a lot of ridership to the line, which is fine when it's working perfectly. But if, for any reason, the cycle rate drops below demandoy. The platforms back up very quickly, stations close, and delays cascade into other bits of the system. And at these orders of numbers, absolutely anything other than perfection means chaos. At 36tph, a 60 second dwell leaves 40 seconds to resolve anything that happens before the signalling headway is consumed and the next train is delayed.

Scale matters. Capacity-by-frequency has a massive dependency on heroic regularity if it's not to fall apart daily. This is true of the longer-distance, more highly-branched RER lines, i.

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Going west, it has three branches, and three stopping patterns as well; it used to be 6 tph, but one branch got cut to 3 tph, and the other 3 matching to the east only run east of La Defense. At rush hour stopping patterns get more complicated, because of turnback capacity, so the extra rush hour trains to Saint-Germain-en-Laye short-turn.

The RER B actually has more of a timetable frequency - it has on each side two branches and three stopping patterns weaker branch, locals on the stronger branch, expresses on the stronger brancheach running 4 tph off-peak, and when I was staying in the Latin Quarter I timed myself based on the clockface schedule to get to IHES.

It runs single-levels because otherwise the crowding at Les Halles and Gare du Nord would delay trains too much. If you read French sources and nerd blogs, they will tell you that the RER B runs single-level trains because of low bridge clearance issues on legacy tracks in the southern suburbs.

That is very impressive if the Victoria Line is doing 36 tph for 12 hours a day. Perhaps the new fully-automated Vic trains quickly discipline passengers? Which I have always claimed it would if the system imposed it. In Paris and doubtless on the Asian systems everyone knew that that door was going to close ready-or-not, and it packed a bit of a bite if you got caught. Of course once trains get this frequent it is not such a bore if you miss a train.

Compare the following stations and their ridership levels:. What I think is happening is that more people use M1 for short trips, missing the most crowded point. The Victoria line has the same tidal issue as the RER A at Gare de Lyon, with a mass of commuter rail passengers getting off at Victoria heading north.

Likewise M14 takes some load off it too. I have to be careful to project on others but that part of Paris is very walkable too-from Bastille, rue de Rivoli, Champs to Elysee-and I would only take M1 if I was going all the way up to Arc de Triomph and that was hardly ever.

OTOH M1 does serve a roll-call of iconic destinations in Paris but many of those visitors trips might be relatively short, so yes not the tidal wave you mention for some lines. It was always better than the older lines Circle and District, also with stops at Victoria. Victoria station also serves Gatwick the second or third busiest airport in Europe in addition to the southcoast traffic. Southern Rail for the south-east handles more pax than any of the other rail companies.

And, though it is really the same point, M1 with 25 stations over 16km; versus 16 stations over 13km for Vic a lot of those m pax never share the same train at the same time. Well hahI had a better bilevel design which could be used for high capacity, but it would only work for brand new routes with all-new stations and all-new tunnels. Have boarding on both levels. Bilevel station platforms. Nobody has to walk up or down stairs inside the train.

When I first heard about bilevel trains this is what I imagined. Bi Levels might be finding there way to London at some point in the future. But it would be a high speed long distance commuter route of about miles ot so and less than 5 stops.

Long distance commuting has been the strongest and most prositable segment of the UK rail market and even if the did a mass programme of High speed lines and extra crossrails that still leaves plenty lines needing more capacity. Another more ambitious design would require platform clearence work and so would restrict the routes it could be used on. And so it would be restricted to the big commuter towns 50 to 70 miles away.

Much more expensive but can be done on a route by route basis and not so expesive as it would avoit branch lines. I mentioned this in an earlier post. Cost of modifying platforms is not trivial either. Of course there would be another unholy fight about who pays since the network was in such danger of collapse it was renationalised and it is the network who owns all that infrastructure rails, signalling, tunnels and most stations.

But the profiteers who now run British rail services have the same attitude as Alon and Untangled: let the pax eat cake.

The UK loading gauge provides very little width beyond running gear, i. The UK standards for platform edges impinge on what would be needed for any lower deck capacity gain, and more importantly, there are hundreds of trussed overbridges where the trusses located between the tracks also use this space.

Gare Montparnasse

They are prevalent accross much of south London where enhanced capacity is most needed. Fixing them would involve replacement of all of those bridges, many of which span busy inner city roads. All this would give a marginal increase on route capacity over current high frequency operation. Alstom said that if it wins the bid to build trains for the HS 2,the trains could be double deckers on the London to Birmingham section,that because new lines have to be built to the wider and higher European Berne loading gauge,single decker trains would be manufactured for the route to Scotland.

The system needs extra capacity, Bi level can do this on some routes in the UK. One design offers a decent boost for long distance services. The other is more restrictive but with much higher capacity but at high cost.

Both though would not be suitable for RER type services. What about the cost of maintaining equipment.

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This is not insignificant - it may be the largest single category of expense. A few busy stops in the center city is not much of a factor for a long distance regional commuter service, I would think. Based on operating costs I would think commuter rail operators should hasten to move to double deck as the standard when they can.

Indeed, that is what is happening. Certainly in the states, every commuter rail operation that can operate double decker, does. American commuter rail operators are specifically running diesel locomotives rather than MUs and this is stupid and they should stop. The cost and weight premiums of bilevels over single-levels seem smaller for unpowered coaches than for multiple units, and I presume the maintenance costs are concentrated in the locomotive anyway.

However, there is no excuse in the world for spending 4. French train procurement reminds me in so many ways of the US - a lot of pressure to buy from domestic factories, so trains are always special rather than just off-the-shelf Coradias or Talents or Desiros. Sometimes the costs are reasonable, but often they are not. They even tend to be heavier per meter of train length than the German trains.

Alon, the problem with that econocratic approach is that the kinds of governments or societies that think like that, end up with neither. And as you have pointed out many times, building these already expensive tunnels in the Anglosphere is much more expensive than in places like France, Germany or Asia who happen to be the ones who build both the trains and the tunneling machines.

So, you want to have your cake and eat it. Further, if France had purchased its trains from non-French sources then 1. There is no accident that the countries that have the best mass transit France, Germany, Japan, China, Korea also have significant native train industries.

Of course most countries realize this and will demand that some of the train construction occurs in-country, such as the Bombardier trains for London CrossRail, and anything in the US.

It doubled the cost and has bankrupted the entity set up to handle this contract. Germany freely imports trains from Switzerland and vice versa. The Netherlands freely imports trains. Eastern Europe sometimes has transplant factories, but the companies that make the trains are headquartered elsewhere, and somehow Prague and Budapest manage.

France buys German goods and services without tariffs and in response Germany buys French goods and services.

Montparnasse See more. France. A former Roman Catholic church dating back to the it was hit by an allied shell in then abandoned & left to nature. Esta es la iglesia abandonada de St. Etienne-le-Vieux, en Caen (Francia). Construida en el siglo X, fue parcialmente derruida por artilleria aliada que pretendia abatir una columna de 10 pins. SNCF, head of the tax consolidation group that includes SNCF Mobilites, partially monetised its CICE receivable up to the share of SNCF Mobilites for ? scal years and The transaction resulted in an early cash in? ow of this receivable for million as . Nov 25, Dating US Edition UK Edition. the French state rail company SNCF is underlining its place in a grand design, to reclaim the tradition of French station catering before it disappears beneath.

On the contrary. The US rolling stock industry was decimated by it. People buy Alstom trains all the time without being told to do so in a Jupiterian lecture about the evils of postmodernism. The Coradia is a good product and one variant the Coradia Continental is incredibly high-powered. The amount of welding and electrical work that need to be done is at the end of the day the same. It never had to learn to compete. And exactly the same thing by Thatcher who single-handedly killed British rail innovation indeed she sold it off cheaply to the Italians.

Exactly as I wrote earlier. Your very point that France has a competitive rail manufacturing industry rather proves my point, not yours! France is a big trading nation so I think a lot of complaints fall squarely into the Francophobe bin.

I have no idea where you get that from. I know it is dead wrong because Australia happens to be last with the UK not far behind. And it is very worrying, nevermind all the econocrat blather about services etc.

Here is the data.

consider, that

France has chosen to support industrial sectors like nuclear power, rail, power engineering, aerospace etc and has generally succeeded quite well, in addition to create export income and high-quality jobs.

Incidentally if you removed the massive defense industry almost totally subsidised by the state, including its exports which are diplomatically forced on to its allies, look at the F35 where would the US be on that list?

Well, you are wrong. Again, tell that to Japan, Korea and China. On bespoke trains, those engineers etc would probably not be doing anything else except in the minds and theories of economic rationalistsand continuity of speciality work is necessary to keep a sector alive that was the story behind the heroic effort to keep European aerospace skills alive, first with Concorde then Airbus.

Also, you have not been convincing in claiming clear superiority of alternatives to Metro or HSV. One can make technical critiques which can be more or less correct on a technical basis yet in the end it is performance that really matters and as an end-user, I give France a big tick. France runs a quite good mixed and sophisticated economy and is not some kind of socialist basket case say like East Germany that some like to portray.

I think its transport system is a wonder to behold, all the more for being the biggest geographic country in Europe.

And I include roads; its autoroute network is far superior to the UK which is about one third the geographic size, and if you could population-weight it, really about one fifth the size. One simply cannot say this about the Anglosphere-especially the UK which is so directly comparable to France, because so little works very well there and look at the omnishambles of Carillion, the end result of absurd government outsourcing to the lowest common denominator, now to be rescued by the public including its abrogated billion dollar pensions commitments.

He makes contradictory claims in Bad Samaritans - e. Pseudoerasmus goes further and shows how Chang selectively cites research in economic history link re the correlation between tariffs and growth. If you want to see manufacturing, you go to Germany, Switzerland, and Scandinavia, all of which freely import trains. In the rail industry, the frontier of rail signaling has pushed the minimum interval between two metro trains on an isolated, branch-free line to about 90 seconds.

The Ginza and Marunouchi Lines are stuck at or so. Japanese rolling stock is excellent and Europe should get over its buff strength rules and import more of it, but at the same time Japanese train protection systems are inferior to ETCS and as a result everyone else in the world building HSR uses ETCS and not D-ATCand Japan is completely behind the curve when it comes to driverless trains.

They have literally turned off the lights. I was referring to the rescue of the pensions which was particularly egregious because last year the company chose to pay a dividend to shareholders while withholding illegally? But the government has said they will guarantee the salaries of all the public sector workers whose jobs were taken over by Carillion; ie. Sheesh, that was a mish mash!

Strikes me as the insiders getting all antsy about someone who holds a different opinion to the prevailing orthodoxy. This is not an argument for a closed economy but nor is it an argument for a totally open economy. The fact that Japan may be fossilising a bit in its literal old-age is neither here nor there in the argument.

They are essentially making that choice and they have the right to.

Near Paris Aka Train Crash Near Paris 1938 (1938)

Destroy the very marrow of a nation so as to add a few points to growth. But you seem in denial of this reality and instead are obsessing about fine details of their current situation. Economies and nation states, like everything in the known universe, go thru cycles of growth and decline, decrepitude and renewal.

If that is the future of the rest of us wealthy nations as we age, we could, and probably will, do a lot worse. They own our second telco, Optus, and a major share of our second airline, Virgin Aust. I wish Australia, with vastly greater resources and income would do the same.

In this new work less than halfway; not sure yet how coherent it is Rodrik explicitly says that hyperglobalisation needs dialing back.

Mar 29, Located in the department of Yvelines, a 50 minute drive from Paris, you will find the fabulous Chateau Thoiry. This is one of the most popular sites in the Ile de France (Paris) region and with good reason - a gorgeous chateau, amazing gardens and an animal park, home to Europe's first drive through safari park. For years, the RER A's pride was that it was running 30 trains per hour through its central segment in the peak direction (and 24 in the reverse-peak direction). With two branches to the east and three to the west, it would run westbound trains every 2 . J' aimerais savoir a quel endroit se deroule le job dating a Versailles le 23 et 24 mai ? SNCF RESEAU, SNCF VOYAGEURS, KEOLIS, SNCF Logistics,SNCF IMMOBILIER. Visiter le site pour connaitre le salaire pour ce poste notamment pour les "Junior" ayant vu un poste a pourvoir a la gare de Montparnasse. Cordialement, Bruno.

Here he is:. Though developing countries may pursue smaller trade agreements, the two major regional deals on the table, the TPP and the TTIP, were as good as dead immediately after the election of Donald Trump as US president.

We should not fear their passing. We should instead have an honest, principled discussion on putting globablization and development on a new footing, congnizant of our new political and technological realities and placing the requirements of liberal democracy front and center.

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The reality is that the world developed fine especially in the post-war period without hyperglobalization and without ceding everything to multinationals. For which the economic geniuses behind neo-liberalism did not predict or expect, and still do not explain.

Here is another extract from Rodrik:. Getting the balance right. The problem with hyperglobalization is not just that it is an unachievable pipe dream susceptible to backlash-after all, the nation-state remains the only game in tow when it comes to providing the regulatory and legitimizing arrangements on which markets rely. Is there still a case for nation-states in an age where the transportation and communications revolutions have apparently spelled the death of geographic distance?

How much sovereignty do states need to cede to international institutions? What do trade agreements really do, and how can we improve them? When does globablization undermine democracy.

We need a pluralist world economy where nation-states retain sufficient autonomy to fashion their own social contracts and develop their own economic strategies. Under TPP they probably would have won, and we would never have really known how or why. Incidentally our conservative party in opposition fought fiercely against the plain-packaging law, but it was popular and too entrenched by the time they got back in power!

Rodrik and I would guess Stiglitz too. Maybe Shiller. There is room-indeed a necessity for-some flexibility on national interest issues. Given how rusted on to economic globalization you seem to be, I understand a bit more why you are uncomfortable in France. While persisting with the notion that all its designers, engineers, metal-bashers etc will go off and find equally rewarding jobs somewhere in the perfect market economy that will instantly react and create those new opportunities.

No, on the contrary: his section on unions tells developing countries to give the unions and the workers what they want. This is why I accuse him of cherrypicking. Your example of Malaysia goes the exact opposite way of what you think. InMalaysia and South Korea were about equally rich. Today, Korea is much richer.

You can see this with the auto industry. South Korea instead suppressed domestic consumption in order to invest in capital goods for export, forcing its auto industry to compete for global markets.

Rodrik is not the only opponent of the TPP. Jagdish Bhagwati opposes the TPP, too. Any global governance mechanism in a trade agreement constrains the ability of the state to act in the future; the question is, on what grounds is it justified? His contention is that some governance mechanisms in trade agreements are the latter rather than the former. The distance between this and justifying anything that Chang says, let alone buy-domestic provisions in public procurement, is huge.

Buy-domestic provisions are not a political battle line between different parties, certainly not in developed countries. Evidently, even the most economically liberal French presidents Chirac and Macron adhere to these rules and are making no effort to change them. The same is true of a lot of EU rules mandating free trade among the member states: for example, when the courts forbade then-RFF, now-SNCF Reseau, to charge track access fees by the car, pointing out that this is intentional discrimination in favor of bilevel TGVs and against single-level ICEs, they were not intervening in domestic French politics, but instead creating a situation in which French and German producers must compete on even grounds.

The idea that the national interest is served by spending more than twice as much on rolling stock is just wrong. No, the issue at stake is not national interest, but national feelings. French policy on so many things is purely about the feelings of the organic state or of the powerful people within it: cops strip women on the beach, state nutritionists compel schoolchildren to eat pork, Provencal mayors try to close kebab shops, Macron prevents a defense contractor from being sold to an Italian company, the inhabitants of the 8th and the 16th refuse to let their tony neighborhoods commercialize as the area around the Opera did last century.

Carries pax per m train.

opinion you

Thanks to its large doors, the train provides extremely fluid passenger exits and entrances as well as offering three distinct travel spaces.



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