Monday, July 06, 2009

This Week in Amtrak

Los Angeles Amtrak yardImage by RodneyRamsey via Flickr

This Week at Amtrak; July 6, 2009



A weekly digest of events, opinions, and forecasts from



United Rail Passenger Alliance, Inc.

America’s foremost passenger rail policy institute



1526 University Boulevard, West, PMB 203 • Jacksonville, Florida 32217-2006 USA

Telephone 904-636-7739, Electronic Mail info@unitedrail.org • http://www.unitedrail.org





Volume 6, Number 21



Founded over three decades ago in 1976, URPA is a nationally known policy institute which focuses on solutions and plans for passenger rail systems in North America. Headquartered in Jacksonville, Florida, URPA has professional associates in Minnesota, California, Arizona, New Mexico, the District of Columbia, Texas, New York, and other cities. For more detailed information, along with a variety of position papers and other documents, visit the URPA web site at http://www.unitedrail.org.



URPA is not a membership organization, and does not accept funding from any outside sources.



1) Amtrak woke up this Monday morning for the first time in decades without the prospect of having the many services, decades of experience, and wisdom of Victor Francis at its disposal. Mr. Francis retired from Amtrak on Saturday; the Fourth of July was his declared day of personal freedom, too.



Mr. Francis is a young man; he just turned 60 a few days ago. But, with his combined age and over 30 years of experience and the rules of Railroad Retirement, he was able to go out the door and start the next useful phase of his life. Don’t be fooled at that number 60; Mr. Francis could/has/will run rings around lesser folks half his age.



He began his Amtrak career when both he and Amtrak were young in the 1970s, beginning as a trainee in the kitchen of an Amtrak dining care that still used coke logs for fire and heat in stoves. His worthy teachers were salty chefs and cooks first trained by familiar names in the best traditions of passenger railroading such as Santa Fe, Union Pacific, and Southern Pacific, all working out of the Los Angeles, California crew base, where Mr. Francis called home his entire Amtrak career.



His experience under fire taught him the tricks of the trade, and how to turn out a superb meal in a hot, cramped space, often having to improvise to provide the best presentation for passengers.



After the kitchen, Mr. Francis moved into other areas, including a long stint as Chief of Onboard Services for the Coast Starlight and Sunset Limited. After that, other supervisory roles called in the Los Angeles crew base and Los Angeles yard areas, including his last assignment of making sure the Coast Starlight and Sunset Limited were road-worthy and ready to be backed into Los Angeles Union Passenger Terminal to being their multi-state runs. It was under Mr. Francis’ watchful eye those consists were released for service after making sure everything was well-stocked and in as much working order as possible.



Mr. Francis is a totally passenger-focused manager; he understands service recovery and also what it takes for passengers to have an enjoyable train experience from the moment they step on the train. Graciousness has always been a part of his demeanor – unless, of course, behind the scenes something is awry and a stronger approach was necessary – and he was always an advocate for those working for him. Be sure, Mr. Francis was never shy about speaking his mind, but his purpose was positive and for improvement, not negative.



So, today, Victor Francis will be missed by his many friends at Amtrak, and all of us who had the privilege of working with him at various times on special projects. Under the direction of former Gulf Coast Business Group General Manager Deborah Wetter, Mr. Francis was one of the group of four of us who invented the successful 24-hour dining car experiments on the Sunset Limited. It was great fun working with him creating menus, figuring out labor requirements, and understanding storage limits in a Superliner dining car. He knows union rules inside and out, and he knows railroad safety rules even more. He took all of this experience and put it to use where it was most important, for his passengers.



There are many like Victor Francis in Amtrak’s national system; people who go to work everyday determined to make a difference for their passengers. These fine people often have to pick up the slack for co-workers who don’t share this creed, but they do it because they understand the passenger – not government subsidy – is what makes Amtrak possible.



Victor Francis will be missed at Amtrak. In the end, he knows he goes into the next positive phase of his life with the knowledge of a job well done.



2) The fans of failure often incorrectly point to Amtrak’s host freight railroads as the primary reason Amtrak can’t expand, citing track congestion and an unwillingness for freight railroad managers to deal with passenger trains.



Norfolk Southern Corp., owner of Norfolk Southern Railroad (along with Burlington Northern Sante Fe Railroad) has always taken a more business-like approach to passenger rail. While other railroads have often expressed a knee-jerk negative reaction when the subject of passenger rail is even brought up, the folks at NS have taken their cue from the top.



Wick Moorman, the CEO of Norfolk Southern, recently spoke to business leaders in the NS hometown of Norfolk, Virginia. Mr. Moorman in June told members of the Greater Norfolk Corp. civic development group his thoughts were his own, and not necessarily those of his company, but, please, when the CEO expresses an opinion which is made public for the press, that opinion always carries some extra weight.

When speaking on the subject of the need for high speed passenger rail to come to the Hampton Roads area of Tidewater Virginia, the Virginian-Pilot, Norfolk’s daily newspaper quoted Mr. Moorman as saying “... (H)e signaled in an interview that his company is open to becoming an active partner. ‘If we think it makes sense for us financially to take some role in the ongoing operation, we’d be willing to at least consider that,’ he said. ‘We certainly are more than willing to be engaged in the dialogue.’”



The Virginian-Pilot went on to say “Moorman’s comments represent a sea change in Norfolk Southern’s attitudes. The company historically has had understandable heartburn about trying to coordinate fast-moving passenger trains and slower freight cars. But Moorman and other executives are proud residents of Hampton Roads, and they understand the economic consequences if a network of high- and higher-speed passenger rail along the Eat Coast bypasses the region.



“They also understand their own business model is changing. Moorman told business leaders that cargo traffic has dropped by about 45 percent for automobiles, 40 percent for steel and 25 percent for coal compared to last year’s figures. Although Moorman sees signs of improvement he believes recovery will be slow. While the recession has been painful, it’s also encouraged Moorman and his colleagues to consider new opportunities, including passenger rail.



“Moorman said 16 states have contacted his company eager to engage Norfolk Southern in passenger rail projects. He’s met with officials in Virginia, and his expertise is already helping to level barriers impeding the project.



“For example, he said in an interview that the state’s $475 million price tag for a southern route [From the Norfolk area to other parts of the East Coast in the Carolinas and elsewhere.] exceeds his company’s own estimates for necessary upgrades. Norfolk Southern boasts a rail network perfectly capable of handling passenger trains with additional side tracks for passing and improved road crossings.”



“While Moorman is willing to work with Virginia on passenger rail, issues of capacity, liability and financing must be resolved. ‘The trick is the money,’ he said.”



Well. So, to the surprise of many socialists and others of their ilk, basic business and the desire to make money for corporate shareholders does trump the perceived distaste for passenger rail that came from generations past of railroad executives, not necessarily those of today who are responsible for corporate growth and prosperity.



The time has come to discard the old, outdated thought patterns. People tend to forget railroads are a business charged with producing the highest possible return on investment for shareholders. If part of that process includes the reintroduction of passenger rail on much of America’s railroad infrastructure, there is a higher chance that is going to happen than there was 25 years ago. Stop thinking in the past and embrace the future, or you may just miss the train.



3) Okay, so we’re seeing an overt willingness by at least two of the four largest railroads in the United States to talk about passenger rail. Most likely, the others will fall in line when they realize what it can do for the bottom line. So, what about Amtrak? Is there a willingness on Amtrak’s part to embrace this new culture of expansion?



It really doesn’t look that way. While everybody and their dog in the country has created a vision for the future based on stimulus money and all sorts of other goodies as the recession wanes, Amtrak has been steadfast in its silence.



Amtrak Interim President and CEO Joseph Boardman publishes a column two weeks ago in the Richmond (Virginia) Times-Dispatch heralding the virtues of high speed rail and how Amtrak is poised and ready to assist states grab free federal monies (Something Amtrak is very adept at doing.) to start high speed passenger services.



But, the column was totally devoid of any mention of Amtrak as we know it – America’s passenger railroad – and the future of Amtrak as a provider of conventional rail.



More and more people with the ability to look at Amtrak with their eyes wide open – as opposed to those True Believers who believe Amtrak can do no wrong – are questioning Amtrak’s ability to move forward in a meaningful way. No one is seeing any vision, and no one is seeing any plan for the future. In reality, we’re not even seeing a holding pattern, just the continued decline in national operations.



Since Mr. Boardman’s one year contract expires in less than five months, and he was the product of the previous White House administration, what will happen today and tomorrow? Will the current White House want to put its own imprint on Amtrak, complete with a new CEO? Will the current White House fill the five vacant seat on the Amtrak Board of Directors so the company can move forward in a legal manner?



Will Amtrak ultimately have the management team it deserves; a team committed to expansion, not retrenchment?



Amtrak’s current enablers always want us to believe to tired old canard of “just give Amtrak the money it needs, and everything will be fine.” Please, that line of thinking has got to stop. Amtrak, because of its lack of vision, doesn’t make full use of the money it receives now, but instead, chooses to plow money into the least productive and most socialistic lines of business, short distance trains.



4) Since Mr. Boardman has offered a helping hand to states wanting to get into the high speed rail biz, is he willing to do that to states looking to improve their state funded trains, too?



Michigan is going through some serious heartburn at the moment, with a sure cut coming in its funding of its state trains, including the Pere Marquette and Blue Water services. Michigan state senators have passed a budget resolution which will cut the annual Pere Marquette and Blue Water subsidy from the current $7.3 million to about $3.7 million next year. The governor and house, from a different political party than the majority of the senate, want to cut the Amtrak subsidy to about $5.7 million, still a 22% cut. Either way you look at it, there is going to be a cut in state funding in Michigan. These numbers are just preliminary, final budget resolutions haven’t been proposed or voted on by both chambers of the Michigan legislature.



As said before, this is the inherent problem of relying on state monies for routes, because not only will Michigan take a hit, but so will service in and out of Chicago. Both of these routes traverse Indiana to get to and from the Chicago terminal, but neither route makes a stop in Indiana. This is a vivid demonstration of how everything is connected, even when it’s paid for separately.



And, even though Michigan pays for these trains, what is Amtrak doing to promote the trains outside of listing them in its printed and virtual timetables? Does Amtrak have any responsibility to make these trains successful? Yes, it does. These state paid-for trains still carry the Amtrak logo and are part of the Amtrak system. The states are Amtrak’s clients, so Amtrak has a duty to make these trains as successful as possible, beyond just taking a monthly check from the states for operations. Amtrak will try and tell you promotion is the problem of the states, not Amtrak. While California and North Carolina take this to heart and heavily promote their trains to try and hold down their Amtrak subsidies, that is not often the case elsewhere.



5) Good news came in the past couple of days from Canada. The Canadian federal government has decided to wave its scandalous daily fee of $1,500 for border crossing services for a second daily train from Seattle, Washington to Vancouver, British Columbia. This train is designed to be a boost for the upcoming Olympic games in Vancouver, and much nail-biting has been going on over the Canadian’s refusal to provide border crossing checkpoint services at the same level it charges for other trains and forms of conveyance.



Finally, someone in Ottawa came to their senses and waved the fee so service on this train can begin. The new service will begin in August in time for the Olympic winter games in February 2010. There is desperate need for much more cross-border traffic between the United State and Canada beyond this new train in the Pacific Northwest. Can anyone say Boston-Montreal for starters?



6) Remember those Rohr Turboliners that caused so much controversy a decade ago in New York State? The trains, originally owned by Amtrak were being upgraded at great expense to the State of New York for runs on the Empire Service route between Albany and New York City. The Turboliners travel at a high rate of speed, but the tracks were never upgraded to handle the service.



Even though $65 million was spent to bring the Turboliners up to modern specifications, they ended up being stored at Amtrak’s facility in Bear, Delaware instead of being put on the road. Amtrak said since the tracks were never upgraded in New York State, these trains were too expensive to run in regular service, and chose to store them, instead.



New York took exception to this, and did all sorts of huffing and puffing, but Amtrak won the day and the trainsets remained in storage.

Now, you, too, can own your very own Turboliner. They have been put up for sale to the highest bidder. Be the first on your block to own a trainset; moving expenses must be handled by the buyer. Just think of that $65 million investment by the State of New York as a decade-old jobs stimulus program.



7) We’ve talked about this before recently in this space; here’s the formal press release of the good news.



[Begin quote]



COLUMBUS, Ohio, July 1 /PRNewswire/ – Private investors affiliated with Value Recovery Group, Inc. (VRG) of Columbus, OH, have acquired the Colorado Railcar DMU and will resume manufacturing this modern domestically produced passenger train in a new manufacturing facility to be established later this year pending state/local incentives and final round investments. Assets acquired by US Railcar include the former Colorado Railcar DMU proprietary rights and information, manufacturing documentation, inventory, and other equipment necessary for production.



According to VRG Chairman & CEO Barry H. Fromm, "US Railcar intends to reestablish passenger train production in the United States." Currently, passenger trains purchased in the U.S. today are produced by European and Asian suppliers typically importing 40 of content from overseas. "We want to keep American jobs and U.S. public investment at home," said Fromm. "There is a major commitment by the Obama Administration and the Congress to make investments in intercity and high-speed rail to promote economic growth and mobility, create jobs, conserve energy and address climate change. This opens a new era for passenger trains and railcar manufacturing in the United States."



US Railcar, LLC will be led by Michael P. Pracht, its President & CEO, a rail industry veteran with extensive past experience at two of the world's leading rail transportation companies, Siemens and Ansaldo. US Railcar will manufacture both single- and bi-level Diesel Multiple Units (DMUs) which are self-propelled railcars eliminating the need for more costly locomotive-hauled push/pull trains in lower density corridors. Both platforms are fully compliant with existing Federal Railroad Administration (FRA) safety standards for crashworthiness as established by Department of Transportation and approved for immediate use on the national rail system.



Unlike European & Asian DMUs, the US Railcar DMU can operate in all mixed-mode freight corridors throughout the country without waivers and/or temporal separation agreements currently required for non-compliant foreign platforms. "There are extraordinary growth opportunities for passenger rail development," said US Railcar CEO Mike Pracht. "The US Railcar DMU will enable new cost-effective passenger rail service across a range of corridors and routes, all with a proven, existing equipment platform already in service."



The US Railcar DMU was prototyped through a demonstration project in 2002 and is currently the only FRA-compliant DMU operating in revenue service in North America. Available in both regional and intercity configurations, the US Railcar DMU is uniquely suited for incremental corridor development at speeds from 79-to-90 mph. Platform enhancements currently anticipated include a diesel-electric upgrade, increasing speeds to 125 mph, making this American-made DMU the ideal solution for both mature and emerging passenger rail agencies around the country.



VRG is an asset recovery and management firm that specializes in asset management, advisory and asset recovery services for state and local governments, commercial banks, private investors and several federal agencies, including the FDIC. VRG also manages a brownfield remediation and redevelopment partnership and serves as consultant to advanced energy programs for state and federal agencies. More information about Value Recovery Group can be found at www.valuerecovery.com. US Railcar's website www.usrailcar.com is currently under development.



[End quote]



8) We get lots of mail here at This Week at Amtrak. Here’s a sampling from the mailbag after the last issue.



[Begin quote]



There are so many comments, suggestions, solutions, etc, on how the federal government will invest/spend the billions of dollars in stimulus funds (wisely). In my opinion, as long as politics are involved (Congress), the money isn't going to be spent wisely nor will such a passenger rail network be effectively planned and structured.



Recently, the Government Accountability Office (GAO) commented that the Federal Railroad Administration's (FRA) strategic plan for high-speed rail is less of a plan and more of a vision. Additional comments are that the plan does not establish clear high-speed rail goals for the federal government, other than a longer-term goal of developing a national intercity passenger rail network, and doesn't define a clear federal-role for high-speed rail involvement other than providing recovery act dollars. Source: Progressive Railroading Daily News 6/25/2009 (www.progressiverailroading.com)



It's a tremendous challenge to create a coordinated, reliable, passenger rail network after so many years of neglect. Would it be a consideration to offer the private railroad sector the opportunity to structure/restructure our passenger rail network? Could there be an incentive that would ignite an interest in the private sector to create an efficient, long-lasting, passenger rail system? It might even be less costly and more reliable.



Again, my personal opinion, but presently an excessive amount of emphasis is being placed on the NEC and on "high-speed rail". Equal emphasis should be placed on an integrated, nationwide network for passenger rail service.



One issue that concerns me is, what organization is most influential, or respected, in contributing to the improvement of passenger rail service? My observation is that NARP obtains the most publicity. However, I've seen no dramatic, or noticeable improvement in our current passenger rail system over the years from their advice, judgment, or speculation.



J. C. Tietgens

Fargo, North Dakota



[End quote]



And, a second offering.



[Begin quote]



Greetings,



I'm a fairly regular reader of This Week at Amtrak, a mechanical engineer who lately lives in the Portland area and I admit I get curious about the Dr. Herzog's matrix operations theory and other technical aspects from time to time, and anyway the thought of the proposed revivals that have been much-mooted in certain circles gave me some pause for consideration.



I know there has been mandated studies for the revival of the Pioneer and the North Coast Limited. Now the question is – why should the Pioneer continue all the way to Chicago? Seattle has perfectly good maintenance facilities and so does Portland, and it doesn't seem to make very much sense to run it to Chicago especially if the North Coast Limited were to be revived (the main issue with reviving the North Coast Limited to be would see that an ideal trip would require the re-commissioning of Homestake Pass, though I know this wasn't necessary before, but it would make a more direct journey and serve Lewiston then, if I'm correct about the route of the old NP main). Anyway it seems the ideal trip matrix would be to have the Pioneer leave Seattle - Portland in separate sections (one going over Stampede pass) to combine in eastern Oregon in Pendleton, in the late evening/early night (around 10:30 PM departures at the latest, anything else would be an inconvenience). The goal would be to allow a morning arrival in Boise and then proceed by day to Salt Lake City. At that point I'm not sure if it would make more sense to try the Union Pacific main through Wyoming or just keep on the existing route – probably the later unless there's strong demand from Wyoming's congressional delegation, seeing how politicized it is these days.



Anyway, the basic thought is that once the train gets to Denver, why should it go to Chicago? It would seem more worthwhile to run to Trinidad Colorado (and worth establishing a station at least in Colorado Springs) and then mirror the route of the Southwest Chief as far as Albuquerque ... And then head south to El Paso. This would allow mid-route connections with all three of the Chicago-California routes of Amtrak and feed those connections into the Pacific Northwest. Is there something about the route that would make it unfeasable, or is this just another case of a lack of imagination at Amtrak?



As another question, for all that the Superliner equipment is better for the western routes, because Amtrak doesn't run the trains at nearly full capacity for the ability of head end power to provide hotel power to the train, wouldn't a fair bit of savings be achieved via economies of scale if the build order for single-level long distance equipment which is now going through was simply massively increased and the transition sleepers used to combine the two equipment types as necessary? It may be un-ideal, but with Amtrak's chronic refusal to spend money on infrastructure (perhaps America's chronic refusal is a better thing to say, sadly) it might make sense for now to try and squeeze as many cars as possible out of as little money as possible by just expanding the build orders for single-level equipment and starting to use it on western routes again.



If the cost of restarting production of the Superliners and having two separate production lines going at the same time is prohibitive it makes much more sense to just run 12-car single level trains in the future instead of the current trains which at most are eight Superliner cars, anyway – two deck equipment only truly makes sense when you have sold out trains of the maximum operating length with single-deck equipment, which is manifestly not the case with modern Amtrak. It does also offer the advantage of universal system interoperability in addition to the economies of scale from a single large order that I'd mentioned before.



Sincerely,



Marina Collette



[End quote]





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URPA leadership members are available for speaking engagements.

J. Bruce Richardson

President

United Rail Passenger Alliance, Inc.

1526 University Boulevard, West, PMB 203

Jacksonville, Florida 32217-2006 USA

Telephone 904-636-7739

brucerichardson@unitedrail.org

http://www.unitedrail.org

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44 comments:

jessica said...

nice pictures...
nice blog..
thanks for sharing informative...
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Jessica
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逆援助 said...

出会ぃも今は逆援助!オンナがオトコを買う時代になりました。当サイトでは逆援希望のセレブ女性が男性を自由に選べるシステムを採用しています。経済的に成功を収めた女性ほど金銭面は豊かですが愛に飢えているのです。興味のある方はどうぞ

救援部 said...

夏真っ盛り!女の子は開放的な気分で一人Hしたくてウズウズしてるっ!貴方は女の子のオ○ニーを見て気分を高めてあげてネ!もちろん、お手伝いしてもオッケーだよ!さぁ、今すぐ救援部にアクセスしよっ

メル友 said...

プロフ作成記念に嬉しくなって写メも載せちゃいましたぁ。皆さん見てください。できればメールの方に感想なども欲しいなぁ!夏休みなので暇してます。natu.no.natuyasumi@docomo.ne.jp

素人 said...

最近流行りの素人ホスト!アナタも体験してみませんか?OLや人妻の女性たちは出張ホストサービスで男性を探し、疑似恋愛を求めているのです。ホスト希望の方なら容姿や年齢は一切不問!ご近所の女性を探して、高収入をゲットしよう

セレブラブ said...

毎月10万円を最低ラインとする謝礼を得て、セレブ女性に癒しを与える仕事があります。無料登録した後はメールアプローチを待つだけでもOK、あなたもセレブラブで欲求を満たしあう関係を作ってみませんか

出張ホスト said...

女性会員様増加につき、当サイトの出張ホストが不足中です。女性の自宅やホテルに出向き、欲望を満たすお手伝いをしてくれる男性アルバイトをただいま募集していますので、興味のある方はTOPページから無料登録をお願いいたします

家出 said...

最近様々なメディアで紹介されている家出掲示板では、全国各地のネットカフェ等を泊り歩いている家出少女のメッセージが多数書き込みされています。彼女たちはお金がないので掲示板で知り合った男性とすぐに遊びに行くようです。あなたも書き込みに返事を返してみませんか

モテる度チェッカー said...

あなたのモテ度数を診断できる、モテる度チェッカー!日頃モテモテでリア充のあなたもそうでないヒキニートの貴方も隠されたモテスキルを測定して今以上にモッテモテになること間違いなし

救援部 said...

オ○ニーライフのお手伝い、救援部でHな見せたがり女性からエロ写メ、ムービーをゲットしよう!近所の女の子なら実際に合ってHな事ができちゃうかも!?夏で開放的になっている女の子と遊んじゃおう

逆援助 said...

メル友募集のあそび場「ラブフリー」はみんなの出逢いを応援する全国版の逆援助コミュニティーです!女の子と真剣にお付き合いしたい方も、複数の女性と戯れたい方も今すぐ無料登録からどうぞ

倶楽部 said...

簡単にお小遣い稼ぎをしたい方必見、当サイト逆¥倶楽部では無料登録して女性の性の欲求に応えるだけのアルバイトです。初心者でもすぐに高収入の逆¥交際に興味をもたれた方はTOPページまでどうぞ。

プロフ公開 said...

サイト作成は初めてでぇす。プロフは友達も作ってたので私も頑張って作成しました。プロフもってる人はメル友になって見せ合いっこしませんか?メアドのせてるので連絡ください。love-friend0925@docomo.ne.jp

素人 said...

男性が主役の素人ホストでは、女性の体を癒してあげるだけで高額な謝礼がもらえます。欲求不満な人妻や、男性と出逢いが無い女性が当サイトで男性を求めていらっしゃいます。興味のある方はTOPページからどうぞ

家出 said...

これから家出したい少女や、現在家出中の娘とそんな娘と遊びたい人を繋げるSOS掲示板です。家庭内の問題などでやむなく家出している子が多数書き込みしています。女の子リストを見て彼女たちにメールを送ってみませんか

SM度チェッカー said...

あなたのSM度をかんたん診断、SM度チェッカーで隠された性癖をチェック!真面目なあの娘も夜はドS女王様、ツンデレなあの子も実はイジめて欲しい願望があるかも!?コンパや飲み会で盛り上がること間違いなしのおもしろツールでみんなと盛り上がろう

セフレ said...

男性なら一人くらいは作ってみたいセフレですが、実は女性もいつでもSEXしたいときにできる友達がほしいと思っているのです。そのような彼女たちの欲求を満たしてあげませんか

デリバリーホスト said...

女性向け風俗サイトで出張デリバリーホストをしてみませんか?時給2万円の高額アルバイトです。無料登録をしてあとは女性からの呼び出しを待つだけなので、お試し登録も歓迎です。興味をもたれた方は今すぐどうぞ。

プロフ完成 said...

メガネ買って嬉しかったから写メ更新しましたぁ!以外に似合うとか友達に言われて少し調子にのってます。みんなの意見も聞かせてください。携帯メアドのせておくので批判はできるだけ止めて欲しいglitter.princess@docomo.ne.jp

家出 said...

「家出してるんで、泊まるところないですか?」家出掲示板には毎日このような女の子からの書き込みがされています。彼女たちは家やホテルに泊まらせてあげたり、遊んであげるだけであなたに精一杯のお礼をしてくれるはずです

チェッカー said...

SM度チェッカーで隠された性癖をチェック!外見では分からない男女のSM指数をチェックして相性のいい相手を見つけ、SMプレイしてみよう!合コンや飲み会で盛り上がること間違いなしのおもしろツールをみんなとやってみよう

素人 said...

仕事に忙しい女性たちは素人ホストを自宅やホテルに呼び、癒しを求めていらっしゃいます。当サイトでは男性ホスト様の人員が不足しており、一日3~4人の女性の相手をするホストもおられます。興味を持たれた方は当サイトをぜひご覧ください

セフレ said...

女の子達のH告白、日々のマル秘映像や写真は要チェック!!今すぐ無料参加してアダルトSNSを始めよう!!うまくいけば恋人やセフレをゲット出来るかも知れないチャンス

熟女サークル said...

性欲のピークを迎えたセレブ熟女たちは、お金で男性を買うことが多いようです。当、熟女サークルでは全国各地からお金持ちのセレブたちが集まっています。女性から男性への報酬は、 最低15万円からとなっております。興味のある方は一度当サイト案内をご覧ください

メル友募集中 said...

プロフ見た感想を携帯アドの方に送ってください。悪口は気が病むので止めておいて欲しいですjewely.jmtjd@docomo.ne.jp

露出 said...

フツーのプレイじゃ絶対味わえない快感、野外露出プレイ。最初は嫌がっていた女も次第にハマっていって、その内それが快感に変わってきます。野外露出プレイで興奮度アップ

グリー said...

ネットで恋人探しなら、グリーをおすすめします。ここからあなたの理想の恋愛関係がはじまります。純粋な出会いから、割り切ったエッチな出会いまで何でもあります。ミクシーから女の子が大量流入中!ココだけの話、今が狙い目です

玉の輿度チェッカー said...

当サイトは、みんなの「玉の輿度」をチェックできる性格診断のサイトです。ホントのあなたをズバリ分析しちゃいます!玉の輿度には、期待以上の意外な結果があるかも

救援部 said...

女の子のオ○ニーを見るだけで稼げる救援部では、見るだけで3万円、お手伝いしてあげると5万円の報酬となります。業界一の女性会員数を誇る当サイトで女性会員様の性の願望を救援してあげて下さい

モバゲー said...

モバゲー発の友達探しコミュニティー、出逢い広場は簡単な無料登録するだけで使い放題でメンバー同士、気軽にメッセージのやり取りが出来るよ!モバゲー好きの女の子と出逢いのチャンスがあるかも!?詳しくはTOPページにアクセスしてみよう

セレブ said...

セレブラブでは心とカラダに癒しを求めるセレブ女性と会って頂ける男性を募集しています。セレブ女性が集まる当サイトではリッチな彼女たちからの謝礼を保証、安心して男性はお金、女性は体の欲求を満たしていただけます。興味がある方は当サイトトップページからぜひどうぞ

プロフ said...

携帯アドのせておきました。恥ずかしい写真とか乗せてるけど、許してください。ネット友達探してるのでよかったら連絡ください。for-a-sweetheart@docomo.ne.jp

ゲイ said...

ゲイの数が飛躍的に増えている現代、彼らの出逢いの場は雑誌やハッテン場からネットに移り変わってきています。当サイトは日本最大のゲイ男性の交流の場を目指して作られました。おかげさまで会員数も右肩上がりに伸びています。ゲイの方や興味のある方はぜひ当サイトをご覧ください。

ライブチャット said...

当サイト、オ○ニー救援部では無料でオナ動画を見ることができます。また、ライブチャット機能でリアルタイムオ○ニーを見るチャンスも高く、興奮間違いなしです。また、一人Hのお手伝いを希望される女性もあり、お手伝いいただけた方には謝礼をお支払いしております

名言チェッカー said...

簡単な設問に答えるだけで貴方にふさわしい名言がわかる、名言チェッカー!あなたの本当の性格を見抜けちゃいます。世界の偉人達が残した名言にはどことなく重みがあるものです

家出 said...

家出した少女たちは今晩泊る所がなく、家出掲示板で遊び相手を探しているようです。ご飯をおごってあげたり、家に泊めてあげるだけで彼女たちは体でお礼をしてくれる娘が多いようです

スタービーチ said...

復活、スタービーチ!日本最大の出会い系がついに復活、進化を遂げた新生スタービーチをやってみませんか?理想のパートナー探しの手助け、合コンパーティー等も随時開催しています。楽しかった頃のスタビを体験しよう

素人 said...

さびしい女性や、欲求不満な素人女性たちを心も体も癒してあげるお仕事をご存じですか?女性宅やホテルに行って依頼主の女性とHしてあげるだけで高額の謝礼を手に入れる事が出来るのです。興味のある方は当サイトTOPページをご覧ください

公開プロフ said...

最近いい事ない人集合!話聞いて欲しいって時ないですか?やけに寂しいんですよね。私も聞くので私のも聞いてください。メアド乗せておくのでメールから始めましょうfull-of-hope@docomo.ne.jp

高額アルバイト said...

性欲を持て余し、欲求不満になっている女性を金銭の対価を得て、癒して差し上げるお仕事です。参加にあたり用紙、学歴等は一切問いません。高額アルバイトに興味のある方はぜひどうぞ

グリー said...

グリーで広げよう、掲示板の輪!グリーから飛び出た出会いの掲示板が楽しめるのはここだけ、無料登録するだけで友達・趣味トモ・恋人が探せちゃいます

右脳左脳チェッカー said...

パーティーや合コンでも使える右脳左脳チェッカー!あなたの頭脳を分析して直観的な右脳派か、理詰めな左脳派か診断出来ます。診断結果には思いがけない発見があるかも!みんなで診断して盛り上がろう

救援部 said...

救援部ではHな女の子のオナ写メが無料で見れちゃいます。また好奇心旺盛でいろんな事をしてみたい女の子たちが自分の一人Hを手伝ってくれる男性を探しています。ここでヤればヤるほどキレイになると信じている女の子達と遊んでみませんか

野外露出 said...

野外露出の掟・・・それはいかに通報されないで脱ぐかですが、合法的に露出プレイを楽しめる方法があるのをご存じですか?当サイトで露出パートナーを探したりプレイ出来る場所を提供を探したり出来るのです。興味のある方はどうぞ