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Autobahn

The Autobahn (German plural Autobahnen, ) is the federal controlled-access highway system in Germany. The official German term is Bundesautobahn (abbreviated BAB), which translates as 'federal motorway'. The literal meaning of the word Bundesautobahn is 'Federal Auto(mobile) Track'.

Much of the system has no speed limit for some classes of vehicles. However, limits are posted and enforced in areas that are urbanised, substandard, accident-prone, or under construction. On speed-unrestricted stretches, an advisory speed limit (Richtgeschwindigkeit) of 130 km/h applies. While driving faster is not illegal in the absence of a speed limit, it can cause an increased liability in the case of a collision (which mandatory auto insurance has to cover); courts have ruled that an "ideal driver" who is exempt from absolute liability for "inevitable" tort under the law would not exceed the advisory speed limit.

A 2017 report by the Federal Road Research Institute reported that in 2015, 70.4% of the Autobahn network had only the advisory speed limit, 6.2% had temporary speed limits due to weather or traffic conditions, and 23.4% had permanent speed limits. Measurements from the German state of Brandenburg in 2006 showed average speeds of 142 km/h on a 6-lane section of Autobahn in free-flowing conditions.

Names
Only federally built controlled-access highways with certain construction standards including at least two lanes per direction are called Bundesautobahn. They have their own white-on-blue signs and numbering system. In the 1930s, when construction began on the system, the official name was Reichsautobahn. Various other controlled-access highways exist on the federal (Bundesstraße), state (Landesstraße), district, and municipal level but are not part of the Autobahn network and are officially referred to as Kraftfahrstraße (with rare exceptions, like A 995 Munich-Giesing–Brunntal until 2018). These highways are considered autobahnähnlich (autobahn-like) and are sometimes colloquially called Gelbe Autobahn (yellow autobahn) because most of them are Bundesstraßen (federal highways) with yellow signs. Some controlled-access highways are classified as "Bundesautobahn" in spite of not meeting the autobahn construction standard (for example, the A 62 near Pirmasens).

Similar to some other German words, the term autobahn when used in English is usually understood to refer specifically to the national highway system of Germany, whereas in German the word autobahn is applied to any controlled highway in any country. For this reason in German, the more specific term Bundesautobahn is strongly preferred when the intent is to make specific reference to Germany's Autobahn network.

Construction
Similar to high-speed motorways in other countries, autobahns have multiple lanes of traffic in each direction, separated by a central barrier with grade-separated junctions and access restricted to motor vehicles with a top speed greater than 60 km/h. Nearly all exits are to the right; rare left-hand exits result from incomplete interchanges where the "straight-on" leads into the exit. The earliest motorways were flanked by shoulders about 60 cm in width, constructed of varying materials; right-hand shoulders on many autobahns were later retrofitted to 120 cm in width when it was realized cars needed the additional space to pull off the autobahn safely. In the postwar years, a thicker asphaltic concrete cross-section with fully paved hard shoulders came into general use. The top design speed was approximately 160 km/h in flat country but lower design speeds were used in hilly or mountainous terrain. A flat-country autobahn that was constructed to meet standards during the Nazi period could support speeds of up to 150 km/h on curves.

Numbering system
The current autobahn numbering system in use in Germany was introduced in 1974. All autobahns are named by using the capital letter A, which simply stands for "Autobahn" followed by a blank and a number (for example A 8). The main autobahns going all across Germany have a single-digit number. Shorter autobahns that are of regional importance (e.g. connecting two major cities or regions within Germany) have a double-digit number (e.g. A 24, connecting Berlin and Hamburg). The system is as follows:

 * A 10 to A 19 are in eastern Germany (Berlin, Saxony-Anhalt, parts of Saxony and Brandenburg)
 * A 20 to A 29 are in northern and northeastern Germany
 * A 30 to A 39 are in Lower Saxony (northwestern Germany) and Thuringia
 * A 40 to A 49 are in the Rhine-Ruhr to Frankfurt Rhine-Main
 * A 52 to A 59 are in the Lower Rhine region to Cologne
 * A 60 to A 67 are in Rhineland-Palatinate, Saarland, Hesse and northern Baden-Württemberg
 * A 70 to A 73 are in Thuringia, northern Bavaria and parts of Saxony
 * A 81 is in Baden-Württemberg
 * A 90 to A 99 are in (southern) Bavaria
 * A 98 is in Baden-Württemberg

There are also some very short autobahns built just for local traffic (e.g. ring roads or the A 555 from Cologne to Bonn) that usually have three digits for numbering. The first digit used is similar to the system above, depending on the region.

East–west routes are even-numbered, north–south routes are odd-numbered. The north–south autobahns are generally numbered from west to east; that is to say, the more easterly roads are given higher numbers. Similarly, the east–west routes are numbered from north (lower numbers) to south (higher numbers).

Early years
The idea for the construction of the autobahn was first conceived in the mid-1920s during the days of the Weimar Republic, but the construction was slow, and most projected sections did not progress much beyond the planning stage due to economic problems and a lack of political support. One project was the private initiative HaFraBa which planned a "car-only road" crossing Germany from Hamburg in the north via central Frankfurt am Main to Basel in Switzerland. Parts of the HaFraBa were completed in the late 1930s and early 1940s, but construction eventually was halted by World War II. The first public road of this kind was completed in 1932 between Cologne and Bonn and opened by Konrad Adenauer (Lord Mayor of Cologne and future Chancellor of West Germany) on 6 August 1932. Today, that road is the Bundesautobahn 555. This road was not yet called Autobahn and lacked a centre median like modern motorways, but instead was termed a Kraftfahrstraße ("motor vehicle road") with two lanes each direction without intersections, pedestrians, bicycles, or animal-powered transportation.

1930s
Just days after the 1933 Nazi takeover, Adolf Hitler enthusiastically embraced an ambitious autobahn construction project, appointing Fritz Todt, the Inspector General of German Road Construction, to lead it. By 1936, 130,000 workers were directly employed in construction, as well as an additional 270,000 in the supply chain for construction equipment, steel, concrete, signage, maintenance equipment, etc. In rural areas, new camps to house the workers were built near construction sites. The job creation program aspect was not especially important because full employment was almost reached by 1936. However, according to one source autobahn workers were often conscripted through the compulsory Reich Labor Service (and thereby removed from the unemployment registry).

The autobahns were not primarily intended as major infrastructure improvement of special value to the military as sometimes stated. Their military value was limited as all large-scale military transportation in Germany was done by train to save fuel. The propaganda ministry turned the construction of the autobahns into a major media event that attracted international attention.

The autobahns formed the first limited-access, high-speed road network in the world, with the first section from Frankfurt am Main to Darmstadt opening in 1935. This straight section was used for high-speed record attempts by the Grand Prix racing teams of Mercedes-Benz and Auto Union until a fatal accident involving popular German race driver Bernd Rosemeyer in early 1938. The world record of 432 kph set by Rudolf Caracciola on this stretch just prior to the accident remains one of the highest speeds ever achieved on a public motorway. In the 1930s, a ten-kilometre stretch of what is today Bundesautobahn 9 just south of Dessau—called the Dessauer Rennstrecke—had bridges with no piers and was designed for cars like the Mercedes-Benz T80 to attempt to make land speed records. The T80 was to make a record attempt in January 1940, but plans were abandoned after the outbreak of World War II in Europe in September 1939.

World War II
During World War II, many of Germany's workers were required for various war production tasks. Therefore, construction work on the autobahn system increasingly relied on forced workers and concentration camp inmates, and working conditions were very poor. As of 1942, when the war turned against the Third Reich, only 3800 km out of a planned 20000 km of autobahn had been completed.

Meanwhile, the median strips of some autobahns were paved over to allow their conversion into auxiliary airstrips. Aircraft were either stashed in numerous tunnels or camouflaged in nearby woods. However, for the most part during the war, the autobahns were not militarily significant. Motor vehicles, such as trucks, could not carry goods or troops as quickly or in as much bulk and in the same numbers as trains could, and the autobahns could not be used by tanks as their weight and caterpillar tracks damaged the road surface. The general shortage of petrol in Germany during much of the war, as well as the low number of trucks and motor vehicles needed for direct support of military operations, further decreased the autobahn's significance. As a result, most military and economic freight was carried by rail. After the war, numerous sections of the autobahns were in bad shape, severely damaged by heavy Allied bombing and military demolition. Furthermore, thousands of kilometres of autobahns remained unfinished, their construction brought to a halt by 1943 due to the increasing demands of the war effort.

West Germany: 1949–1990
In West Germany (FRG), most existing autobahns were repaired soon after the war. During the 1950s, the West German government restarted the construction program. It invested in new sections and in improvements to older ones. Finishing the incomplete sections took longer, with some stretches opened to traffic by the 1980s. Some sections cut by the Iron Curtain in 1945 were only completed after German reunification in 1990. Others were never completed, as more advantageous routes were found. An example is Strecke 46 between Bad Brückenau and Gemünden am Main on the Fulda-Würzburg route, which was replaced by A7.

East Germany: 1949–1990
The autobahns of East Germany (GDR) were neglected in comparison to those in West Germany after 1945. East German autobahns were used primarily for GDR military traffic and for state-owned farming or manufacturing vehicles. The speed limit on the GDR autobahns was 100 km/h; however, lower speed limits were frequently encountered due to poor or quickly changing road conditions. The speed limits on the GDR autobahns were rigorously enforced by the Volkspolizei, whose patrol cars were frequently found hiding under camouflage tarpaulins waiting for speeders.

Reunification: 1990–present day
The last 4 km of the remaining original Reichsautobahn, a section of A 11 northeast of Berlin near Gartz built in 1936—the westernmost remainder of the never-finished Berlinka— was scheduled for replacement around 2015. Roadway condition is described as "deplorable"; the 25 m-long concrete slabs, too long for proper expansion, are cracking under the weight of the traffic as well as the weather.

Length
Germany's autobahn network has a total length of about 13192 km in 2021 ), and a density of 36 motorway kilometres per thousand square kilometers (Eurostat) which ranks it among the densest and longest controlled-access systems in the world, and fifth in density within the EU in 2016 (Netherlands 66, Finland 3). Longer similar systems can be found in the United States (77960 km) and in China (149600 km). However both the U.S. and China have an area nearly 30 times bigger than Germany, which demonstrates the high density of Germany's highway system.

German-built Reichsautobahnen in other countries
The first autobahn in Austria was the West Autobahn from Wals near Salzburg to Vienna. Building started by command of Adolf Hitler shortly after the Anschluss in 1938. It extended the Reichsautobahn 26 from Munich (the present-day A 8), however only 16.8 km including the branch-off of the planned Tauern Autobahn was opened to the public on 13 September 1941. Construction works discontinued the next year and were not resumed until 1955.

There are sections of the former German Reichsautobahn system in the former eastern territories of Germany, i.e. East Prussia, Farther Pomerania, and Silesia; these territories became parts of Poland and the Soviet Union with the implementation of the Oder–Neisse line after World War II. Parts of the planned autobahn from Berlin to Königsberg (the Berlinka) were completed as far as Stettin (Szczecin) on 27 September 1936. After the war, they were incorporated as the A6 autostrada of the Polish motorway network. A single-carriageway section of the Berlinka east of the former "Polish Corridor" and the Free City of Danzig opened in 1938; today it forms the Polish S22 expressway from Elbląg (Elbing) to the border with the Russian Kaliningrad Oblast, where it is continued by the R516 regional road. Also on 27 September 1936, a section from Breslau (Wrocław) to Liegnitz (Legnica) in Silesia was inaugurated, which today is part of the Polish A4 autostrada, followed by the (single vehicle) Reichsautobahn 9 from Bunzlau (Bolesławiec) to Sagan (Żagań) the next year, today part of the Polish A18 autostrada.

After the German occupation of Czechoslovakia, plans for a motorway connecting Breslau with Vienna via Brno (Brünn) in the "Protectorate of Bohemia and Moravia" were carried out from 1939 until construction works discontinued in 1942. A section of the former Strecke 88 near Brno is today part of the D52 motorway of the Czech Republic. Also, there is the isolated and abandoned twin-carriageway Borovsko Bridge southeast of Prague, on which construction started in July 1939 and halted after the assassination of Reinhard Heydrich by former Czechoslovak army soldiers at the end of May 1942.

Current density
, Germany's autobahn network has a total length of about 13192 km. From 2009 Germany has embarked on a massive widening and rehabilitation project, expanding the lane count of many of its major arterial routes, such as the A 5 in the southwest and A 8 going east–west.

Most sections of Germany's autobahns have two or three, sometimes four lanes in each direction in addition to an emergency lane (hard shoulder). A few sections have only two lanes in each direction without emergency lanes, and short slip-roads and ramps.

The motorway density in Germany is 36 kilometers per thousand square kilometer in 2016, close to that of the smaller countries nearby (Netherlands, Belgium, Luxembourg, Switzerland, Slovenia).

Emergency telephones
About 17,000 emergency telephones are distributed at regular intervals all along the autobahn network, with triangular stickers on the armco barriers pointing the way to the nearest one. Despite the increasing use of mobile phones, there are still about 150 calls made each day on average (after some 700 in 2013). This still equals four calls per kilometre each year. The location of the caller is automatically sent to the operator.

Parking, rest areas, and truck stops

For breaks during longer journeys, parking sites, rest areas, and truck stops are distributed over the complete Autobahn network. Parking on the autobahn is prohibited in the strictest terms outside these designated areas. There is a distinction between "managed" and "unmanaged" rest areas. (German: bewirtschaftet / unbewirtschaftet).

Unmanaged rest areas are basically only parking spaces, sometimes with toilets. They form a part of the German highway system; the plots of land are federal property. Autobahn exits leading to such parking areas are marked at least 200 m (mostly 500 m) in advance with a blue sign with the white letter "P". They are usually found every few kilometres. Some of them bear local or historic names.

A managed rest area (German: Autobahnraststätte or Raststätte for short) usually also includes a filling station, charging station, lavatories, toilets, and baby changes. Most rest areas also have restaurants, shops, public telephones, Internet access, and a playground. Some have hotels. Mandated every 50 km or so, rest areas are usually open all night.

Both kinds of rest areas are directly on the autobahn, with their own exits, and any service roads connecting them to the rest of the road network are usually closed to general traffic. Apart from rare exceptions, the autobahn must not be left nor entered at rest areas.

Truck stops (German Autohof, plural Autohöfe ) are large filling stations located at general exits, usually at a small distance from the autobahn, combined with fast food facilities and/or restaurants, but have no ramps of their own. They mostly sell fuel at normal price level while the Raststätten fuel prices are significantly higher.

Rest areas and truck stops are marked several times as motorists approach, starting several kilometres in advance, and include large signs that often include icons announcing what kinds of facilities travellers can expect, such as hotels, filling stations, rest areas, etc.

Speed limits
Germany's autobahns are famous for being among the few public roads in the world without blanket speed limits for cars and motorcycles. As such, they are important German cultural identifiers, "often mentioned in hushed, reverential tones by motoring enthusiasts and looked at with a mix of awe and terror by outsiders." Some speed limits are implemented on different autobahns.

Certain limits are imposed on some classes of vehicles: Additionally, speed limits are posted at most on- and off-ramps and interchanges and other danger points like sections under construction or in need of repair.

Where no general limit exists, the advisory speed limit is 130 km/h, referred to in German as the Richtgeschwindigkeit. The advisory speed is not enforceable; however, being involved in an accident driving at higher speeds can lead to the driver being deemed at least partially responsible due to "increased operating danger" (Erhöhte Betriebsgefahr).

The Federal Road Research Institute (Bundesanstalt für Straßenwesen) solicited information about speed regulations on autobahns from the sixteen States and reported the following, comparing the years 2006 and 2008:

Except at construction sites, the general speed limits, where they apply, are usually between 100 km/h and 130 km/h; construction sites usually have a speed limit of 80 km/h but the limit may be as low as 60 km/h. In rare cases, sections may have limits of 40 km/h, or on one ramp 30 km/h. Certain stretches have lower speed limits during wet weather. Some areas have a speed limit of 120 km/h in order to reduce noise pollution during overnight hours (usually 10 pm – 6 am) or because of increased traffic during daytime (6 am – 8 pm).

Some limits were imposed to reduce pollution and noise. Limits can also be temporarily put into place through dynamic traffic guidance systems that display the corresponding message. More than half of the total length of the German autobahn network has no speed limit, about one third has a permanent limit, and the remaining parts have a temporary or conditional limit.

Some cars with very powerful engines can reach speeds of well over 300 km/h. Major German car manufacturers, except Porsche, follow a gentlemen's agreement by electronically limiting the top speeds of their cars—with the exception of some top of the range models or engines—to 250 km/h. These limiters can be deactivated, so speeds up to 300 km/h might arise on the German autobahn, but due to other traffic, such speeds are generally not attainable except during certain times like between 10 p.m. and 6 a.m. or on Sundays (when truck drivers have to rest by law). Furthermore, there are certain autobahn sections which are known for having light traffic, making such speeds attainable during most days (especially some of those located in Eastern Germany). Most unlimited sections of the autobahn are located outside densely populated areas.

Vehicles with a top speed less than 60 km/h (such as quads, low-end microcars, and agricultural/construction equipment) are not allowed to use the autobahn, nor are motorcycles and scooters with low engine capacity regardless of top speed (mainly applicable to mopeds which are typically limited to 25 km/h or 45 km/h anyway). To comply with this limit, heavy-duty trucks in Germany (e.g. mobile cranes, tank transporters etc.) often have a maximum design speed of 62 km/h (usually denoted by a round black-on-white sign with "62" on it), along with flashing orange beacons to warn approaching cars that they are travelling slowly. There is no general minimum speed but drivers are not allowed to drive at an unnecessarily low speed as this would lead to significant traffic disturbance and an increased collision risk.

Public debate
German national speed limits have a historical association with war-time restrictions and deprivations, the Nazi era, and the Soviet era in East Germany. After the Nazi dictatorship, German society was happy to overcome the traumas of war by freeing itself from most government restrictions, prohibitions and regulations. "Free driving for free citizens" ("freie Fahrt für freie Bürger"), a slogan promoted by the German Auto Club since the 1970s, is a popular slogan among those opposing autobahn speed restrictions. Tarek Al-Wazir, head of the Green Party in Hesse, and currently the Hessian Transport Minister has stated that "the speed limit in Germany has a similar status as the right to bear arms in the American debate. At some point, a speed limit will become reality here, and soon we will not be able to remember the time before. It's like the smoking ban in restaurants."

Early history
The Weimar Republic had no federally required speed limits. The first crossroads-free road for motorized vehicles only, now A 555 between Bonn and Cologne, had a 120 km/h limit when it opened in 1932. In October 1939, the Nazis instituted the first national maximum speed limit, throttling speeds to 80 km/h in order to conserve gasoline for the war effort. After the war, the four Allied occupation zones established their own speed limits until the divided East German and West German republics were constituted in 1949; initially, the Nazi speed limits were restored in both East and West Germany.

After the World Wars
In December 1952 the West German legislature voted to abolish all national speed limits, reverting to State-level decisions. National limits were reestablished incrementally. The 50 km/h urban limit was enacted in 1956, effective in 1957. The 100 km/h limit on rural roads—except autobahns—became effective in 1972.

Oil crisis of the 1970s
Just prior to the 1973 oil crisis, Germany, Switzerland, and Austria all had no general speed restriction on autobahns. During the crisis, like other nations, Germany imposed temporary speed restrictions; for example, 100 km/h on autobahns effective 13 November 1973. Automakers projected a 20% plunge in sales, which they attributed in part to the lowered speed limits. The 100 km/h limit championed by Transportation Minister Lauritz Lauritzen lasted 111 days. Adjacent nations with unlimited speed autobahns, Austria and Switzerland, imposed permanent 130 km/h limits after the crisis.

However, after the crisis eased in 1974, the upper house of the German parliament, which was controlled by conservative parties, successfully resisted the imposition of a permanent mandatory limit supported by Chancellor Brandt. The upper house insisted on a 130 km/h recommended limit until a thorough study of the effects of a mandatory limit could be conducted. Accordingly, the Federal Highway Research Institute conducted a multiple-year experiment, switching between mandatory and recommended limits on two test stretches of autobahn. In the final report issued in 1977, the Institute stated the mandatory speed limit could reduce the autobahn death toll but there would be economic impacts, so a political decision had to be made due to the trade-offs involved. At that time, the federal government declined to impose a mandatory limit. The fatality rate trend on the German autobahn mirrored those of other nations' motorways that imposed a general speed limit.

Environmental concerns of the 1980s
In the mid-1980s, acid rain and sudden forest destruction renewed debate on whether or not a general speed limit should be imposed on autobahns. A car's fuel consumption increases with high speed, and fuel conservation is a key factor in reducing air pollution. Environmentalists argued that enforcing limits of 100 km/h limit on autobahns and 80 km/h on other rural roads would save lives as well as the forest, reducing the annual death toll by 30% (250 lives) on autobahns and 15% (1,000 lives) on rural roads; the German motor vehicle death toll was about 10,000 at the time. The federal government sponsored a large-scale experiment with a 100 km/h speed limit in order to measure the impact of reduced speeds on emissions and compliance. Afterward, again, the federal government declined to impose a mandatory limit, deciding the modest measured emission reduction would have no meaningful effect on forest loss. By 1987, all restrictions on test sections had been removed, even in Hesse where the state government was controlled by a "red-green" coalition.

German reunification
Prior to German reunification in 1990, eastern German states focused on restrictive traffic regulation such as a 100 km/h autobahn speed limit and of 80 km/h on other rural roads. Within two years after the opening, availability of high-powered vehicles and a 54% increase in motorized traffic led to a doubling of annual traffic deaths, despite "interim arrangements [which] involved the continuation of the speed limit of 100 km/h on autobahns and of 80 km/h outside cities". An extensive program of the four Es (enforcement, education, engineering, and emergency response) brought the number of traffic deaths back to pre-unification levels after a decade of effort while traffic regulations were conformed to western standards (e.g., 130 km/h freeway advisory limit, 100 km/h on other rural roads, and 0.05 percent BAC).

Since reunification
In 1993, the Social Democratic-Green Party coalition controlling the State of Hesse experimented with a 90 km/h limit on autobahns and 80 km/h on other rural roads. These limits were attempts to reduce ozone pollution.

During his term of office (1998 to 2005) as Chancellor of Germany, Gerhard Schröder opposed an autobahn speed limit, famously referring to Germany as an Autofahrernation (a "nation of drivers").

In October 2007, at a party congress held by the Social Democratic Party of Germany, delegates narrowly approved a proposal to introduce a blanket speed limit of 130 km/h on all German autobahns. While this initiative is primarily a part of the SPD's general strategic outline for the future and, according to practices, not necessarily meant to affect immediate government policy, the proposal had stirred up a debate once again; Germany's chancellor since 2005, Angela Merkel, and leading cabinet members expressed outspoken disapproval of such a measure.

In 2008, the Social Democratic-Green Party coalition controlling Germany's smallest state, the paired City-State of Bremen and Bremerhaven, imposed a 120-kilometre-per-hour (75 mph) limit on its last 11 km of speed-unlimited autobahn in hopes of leading other States to do likewise.

In 2011, the first-ever Green minister-president of any German state, Winfried Kretschmann of Baden-Württemberg initially argued for a similar, state-level 120 km/h limit. However, Baden-Württemberg is an important location for the German motor industry, including the headquarters of Daimler AG and Porsche; the ruling coalition ultimately decided a state-level limit on its 675 km of speed-unlimited roads—arguing for nationwide speed limit instead.

In 2014, the conservative-liberal ruling coalition of Saxony confirmed its rejection of a general speed limit on autobahns, instead advocating dynamic traffic controls where appropriate. Between 2010 and 2014 in the State of Hesse, transportation ministers Dieter Posch and his successor Florian Rentsch, both members of the Free Democratic Party, removed or raised speed limits on several sections of autobahn following regular 5-year reviews of speed limit effectiveness; some sections just prior to the installation of Tarek Al-Wazir (Green Party) as Transportation Minister in January 2014 as part of an uneasy CDU-green coalition government. In 2015, the left-green coalition government of Thuringia declared that a general autobahn limit was a federal matter; Thuringia would not unilaterally impose a general statewide limit, although the Thuringian environmental minister had recommended a 120 km/h limit.

In late 2015, Winfried Hermann, Baden-Württemberg's Green minister of transportation, promised to impose a trial speed limit of 120 km/h on about 10% of the state's autobahns beginning in May 2016. However, the ruling Green-Social Democratic coalition lost its majority in the March 2016 elections; while Mr Hermann retained his post in the new Green-Christian Democratic government, he put aside preparations for a speed limit due to opposition from his new coalition partners.

In 2019, the Green Party introduced a motion to introduce a hard 130 km/h speed limit on the autobahn, but it was defeated in the Bundestag. A second attempt to reopen debate on the issue was made by the Left Party in 2022, rejected by the majority of the opposition CDU/CSU and Alternative for Germany (AfD) and the governing Free Democratic Party (FDP). However, Alliance 90/The Greens and the SPD were obliged by their traffic light coalition with the FDP to reject the proposal.

Safety
In 2014, autobahns carried 31% of motorized road traffic while accounting for 11% of Germany's traffic deaths. The autobahn fatality rate of 1.6 deaths per billion travel-kilometres compared favorably with the 4.6 rate on urban streets and 6.5 rate on rural roads. However, these types of roads are not comparable according to German traffic researcher Bernhard Schlag: "You don't have some of the problems that are accident-prone there at all. No cyclists, no pedestrians, no crossing traffic, hardly any direct oncoming traffic. In that sense, it's not surprising that autobahns are relatively safe roads [compared to other road types]."

According to official statistics from 2018, unlimited highways in Germany claimed about 71% of fatalities on highways. However, autobahns without speed limits also account for 70% of the entire autobahn network, which puts the high proportion of collision fatalities on stretches without speed limits into perspective. The often resulting thinking that speed limits would not make roads significantly safer, however, is a fallacy, since it is precisely those roads that have a high volume of traffic and thus a high risk of collisions that are given speed limits.

According to Schlag, unsafe and older drivers, in particular, would avoid the autobahn because they perceive the high-speed differentials and very fast drivers as scary, and instead congregate on rural roads where the risk of collisions is higher anyway.

In contrast to other road types, where the number of collisions has continuously decreased, the number of collisions on autobahns has remained relatively stable or even increased for several years since 2009.

According to a report by the Federal Statistical Office, fast driving is the main cause of collisions on autobahns.

According to the 2018 edition of the European Road Safety Observatory's Traffic Safety Basic Facts report, an above-average number of accidents end in fatalities on a 1000-kilometer stretch of highway in Germany compared to other EU countries.

Although Germany has a very low total traffic-related death rate, if only the mortality rate on highways is considered, Germany is in the rear midfield in a Europe-wide comparison of the number of traffic fatalities per thousand kilometers driven on highways in 2016.

An evaluation by the Deutscher Verkehrssicherheitsrat shows that in 2016 statistically 26% fewer people died on autobahns with a speed limit per kilometer than on autobahns without. A similar trend could be observed in the number of serious injuries.

Between 1970 and 2010, overall German road fatalities decreased by almost 80% from 19,193 to 3,648; over the same time period, autobahn deaths halved from 945 to 430 deaths. Statistics for 2013 show total German traffic deaths had declined to the lowest count ever recorded: 3,340 (428 on autobahns); a representative of the Federal Statistical Office attributed the general decline to harsh winter weather that delayed the start of the motorcycle-riding season. In 2014, there was a total of 3,377 road fatalities, while autobahn deaths dropped to 375.

* per 1,000,000,000 travel-kilometres

In 2012, the leading cause of autobahn accidents was "excessive speed (for conditions)": 6,587 so-called "speed related" crashes claimed the lives of 179 people, which represents almost half (46.3%) of 387 autobahn fatalities that year. However, "excessive speed" does not mean that a speed limit has been exceeded, but that police determined at least one party travelled too fast for existing road or weather conditions. On autobahns 22 people died per 1,000 injury crashes, a lower rate than the 29 deaths per 1,000 injury accidents on conventional rural roads, which in turn is five times higher than the risk on urban roads—speeds are higher on rural roads and autobahns than urban roads, increasing the severity potential of a crash.

Safety: international comparison
A few countries publish the safety record of their motorways; the Federal Highway Research Institute provided IRTAD statistics for the year 2012:

For example, a person yearly traversing 15000 km on regular roads and 10000 km on motorways has an approximately 1 in 11,000 chance of dying in a car accident on a German road in any particular year (1 in 57,000 on an autobahn), compared to 1 in 3,800 in Czech Republic, 1 in 17,000 in Denmark, or 1 in 7,200 in the United States.

However, there are many differences between countries in their geography, economy, traffic growth, highway system size, degree of urbanization and motorization, and so on.

The European Union publishes statistics reported by its members.

Travel speeds
The federal government does not regularly measure or estimate travel speeds. One study reported in a transportation engineering journal offered historical perspective on the increase in travel speeds over a decade: Source: Kellermann, G: Geschwindigkeitsverhalten im Autobahnnetz 1992. Straße+Autobahn, Issue 5/1995.

The Federal Environmental Office reported that, on a free-flowing section in 1992, the recorded average speed was 132 km/h with 51% of drivers exceeding the recommended speed.

In 2006, speeds were recorded using automated detection loops in the State of Brandenburg at two points: on a six-lane section of A 9 near Niemegk with a 130 km/h advisory speed limit; and on a four-lane section of A 10 bypassing Berlin near Groß Kreutz with a 120 km/h mandatory limit.

The results were:

At peak times on the "free-flowing" section of A 9, over 60% of road users exceeded the recommended 130 km/h maximum speed, more than 30% of motorists exceeded 150 km/h, and more than 15% exceeded 170 km/h—in other words the so-called "85th-percentile speed" was in excess of 170 km/h.

Toll roads
On 1 January 2005, a new system came into effect for mandatory tolls (Mautpflicht) on heavy trucks (those weighing more than 12 t) while using the German autobahn system (LKW-Maut). The German government contracted with a private company, Toll Collect GmbH, to operate the toll collection system, which has involved the use of vehicle-mounted transponders and roadway-mounted sensors installed throughout Germany. The toll is calculated depending on the toll route, as well as based on the pollution class of the vehicle, its weight and the number of axles on the vehicles. Certain vehicles, such as emergency vehicles and buses, are exempt from the toll. An average user is charged €0.15 per kilometre, or about $0.31 per mile (Toll Collect, 2007).

Traffic laws and enforcement
Driving in Germany is regulated by the Straßenverkehrs-Ordnung (road traffic regulations, abbreviated StVO). Enforcement on the federal Autobahnen is handled by each state's highway patrol (Autobahnpolizei), often using unmarked police cars and motorcycles and usually equipped with video cameras, thus allowing easier enforcement of laws such as tailgating.

Notable laws

 * The right lane should be used when it is free (Rechtsfahrgebot) and the left lane is generally intended only for overtaking unless traffic is too dense to justify driving only on the right lane. It is legal to give a short horn or light signal (flashing headlights or Lichthupe) in order to indicate the intention of overtaking, but a safe distance to the vehicle in front must be maintained, otherwise this might be regarded as an act of coercion.
 * Trucks only drive on the right lane, this is common throughout Europe wherever two travel lanes in a direction are present. They are well known for doing the "Elephant Race" (Elefantenrennen ), which has little to do with actual elephants. This occurs when one truck tries to overtake another with a minimum speed difference. However on sections with three or more travel lanes in a direction, trucks are prohibited from using the far left lane. In some places which are indicated by signs, truck drivers are not allowed to overtake at all.
 * Penalties for tailgating were increased in May 2006 to a maximum of €375 (now €400 ) and three months' license suspension: "drivers must keep a distance in metres that is equal to half their speed. For example, a driver going 100 km/h on the autobahn must keep a distance of at least 50 metres (165 feet)". The penalty increase followed uproar after an infamous fatal crash on Autobahn 5 in 2003. In a traffic jam, drivers must form a rescue lane (Rettungsgasse ) to allow emergency services to reach the scene of an accident. This emergency corridor is to be created on the dividing line between the two leftmost lanes; following the guiding principle of if on the left, drive left, else drive right, vehicles may cross into another lane if need be.
 * It is unlawful to stop for any reason on the autobahn, except for emergencies and when unavoidable, like traffic jams or being involved in an accident. This includes stopping on emergency lanes. Running out of fuel is considered an avoidable occurrence, as by law there are petrol stations directly on the autobahn approximately every 50 - 55 km. Drivers may face fines and up to six months' suspension, should it come to a stop that was deemed unnecessary by the police. In some cases (if there is a direct danger to life and limb or property e.g. cars and highway infrastructure) it may also be considered a crime and the driver could receive a prison sentence (up to 5 years).
 * Overtaking on the right (undertaking) is strictly forbidden, except when stuck in traffic jams. Up to a speed of 60 km/h, if the left lane is crowded or driving slowly, it is permitted to pass cars on the right side if the speed difference is not greater than 20 km/h or the vehicle on the left lane is stationary. This is not referred to as overtaking, but driving past. Even if the car overtaken is illegally occupying the left-hand lane, it is not an acceptable excuse; in such cases, the police will routinely stop and fine both drivers. However, exceptions can and have sometimes been made.

Film and television

 * Alarm für Cobra 11 – Die Autobahnpolizei (Alarm for Cobra 11 – The Autobahn Police, 1996–), a famous German TV series focusing on the work of a team of motorway police officers and their investigations, set in the autobahn-intertwined Rhine-Ruhr metropolitan area.
 * Reichsautobahn (documentary/b&w) by (West Germany, 1986)

Music

 * "Autobahn", a song and album by German electronic band Kraftwerk (1974)
 * "Autobahn", a song by South Korean boy band Monsta X Under their tenth extended play "No Limit" (2021)

Video games
Need for Speed: ProStreet, Burnout 3: Takedown, and Burnout Dominator use autobahn as one of their tracks. Euro Truck Simulator, German Truck Simulator, and Euro Truck Simulator 2 feature the Autobahn in their open world maps. Burnout 3: Takedown named them as Alpine while Burnout Dominator divided them into two (Autobahn and Autobahn Loop). Need for Speed: Porsche Unleashed also had a track that had the player drive across different sections of the autobahn. The entire game world of Crash Time: Autobahn Pursuit is set on the autobahn. In Gran Turismo 5, Gran Turismo 6 and Gran Turismo 7, a trophy is awarded to those who have driven the same distance as the autobahn total length. In December 2010 video game developer Synetic GmbH and Conspiracy Entertainment released the title Alarm für Cobra 11 – Die Autobahnpolizei featuring real world racing and mission-based gameplay. It is taken from the popular German television series about a two-man team of Autobahnpolizei first set in Berlin then later in North Rhine-Westphalia. Autobahn Police Simulator is a 2015 German police driving simulation game set on the Autobahn.

title: Autobahn


text:
Talk:List of NHL head coaches

Untitled
The coaches are all listed as eg Category:Calgary Flames coaches not as Historical etc. I have tried and cannot figure out how you cross reference. Thanks.

--70.68.124.27 22:52, 27 July 2006 (UTC)

Curious
I am curious but does such a list article exist of 'all-time' coaching records? Ie a sortable list for winningest coaches in history? Just curious as its related to this, thanks Ottawa4ever (talk) 14:01, 17 March 2010 (UTC)

 * The closest on Wikipedia is probably List of NHL statistical leaders. There is also this table at hockey-reference.com — Twas Now ( talk • contribs • e-mail ) 21:05, 17 March 2010 (UTC)
 * Thanks a bunch.Ottawa4ever (talk) 21:30, 17 March 2010 (UTC)

Oilers head coach? MacTavish or Nelson?
Who is the head coach of the Oilers, MacTavish or Nelson? What defines who is the official head coach? The Oilers official coaches and management page has shown Nelson as interim head coach for a couple days however the official NHL roster report of their last game shows MacTavish as their head coach. In addition an Oilers feature story indicates The Oilers game plan moving forward is to have MacTavish assume head coaching responsibilities temporarily before transitioning the team to Nelson on an interim basis. To me this indicates that the Oilers coaches page is a bit premature and shows Nelson's intended future status rather than his current status. Most importantly for now MacTavish is the head coach and any win/loss records should be credited to him rather than Nelson. 69.158.124.30 (talk) 07:00, 18 December 2014 (UTC)
 * Honestly, it seems the Oilers themselves don't even know. Prior to the game against Arizona, the team stated that Nelson was the coach of record, however the official scorer listed MacTavish in the game sheet. Even the Oilers twitter feed calls Nelson "head coach" but MacTavish "GM/Coach".  At this point, I might just list both on this article. Resolute 14:46, 18 December 2014 (UTC)
 * Per the Oilers website, Todd Nelson is listed as "Interim Head Coach" and Craig MacTavish is listd only as GM. At the press conference announcing the discharge of Dallas Eakins, MacTavish said both he and Nelson would be on the bench together for just a few games with Nelson as "interim head coach" for the rest of the season. MacTavish said his being on the bench is just temporary and primarily for the purpose of his being able to evaluate the team close up. The team's current head coach, however, is Todd Nlson. Centpacrr (talk) 17:25, 18 December 2014 (UTC)
 * Like I said, the Oilers made that statement, yet MacTavish was the coach of record against Arizona. Resolute 17:49, 18 December 2014 (UTC)
 * Who may have signed the lineup card for a single game, compared to the listings for Nelson and MacTavish on the Oilers' website and what MacTavish said at his presser on Monday, seems to me to mitigate in favor of the current listing as Todd Nelson alone as "Head Coach (Interim)" as that is how the Oilers have designated him. Centpacrr (talk) 18:13, 18 December 2014 (UTC)
 * The question as to who is the head coach may now be moot; tonight's official NHL roster report for the game against the Sharks shows Nelson as the head coach. However a question remains, whose coaching record will contain the game against the Coyotes?  Will we just wait and see what hockey-reference does? 69.158.124.30 (talk) 07:58, 19 December 2014 (UTC)
 * Probably won't know for sure until next year's media guides for the Oilers and the league come out. Knowing how the Oilers run though, I expect MacTavish will ensure that loss is credited to Nelson. Resolute 17:51, 19 December 2014 (UTC)
 * Thanks, makes sense. Hopefully the two will agree. 69.158.124.30 (talk) 10:21, 20 December 2014 (UTC)
 * In summary, whether or not MacTavish was the head coach for one game, Nelson is now the head coach according to all official reports from both the Oilers and the NHL. 69.158.124.30 (talk) 03:45, 29 December 2014 (UTC)

Is Lamoriello a head coach?
According to the Devil's press release, only Oates and Stevens were named as co-head coaches, while Lamoriello is only in a supervisory role. Coach is not even mentioned in Lamoriello's list of titles on the Devil's management page nor does he appear on the coaches page. This is also confirmed by the official roster report of their most recent game. Therefore I don't think there is any justification for including Lamoriello in this table. 69.158.124.30 (talk) 03:42, 29 December 2014 (UTC)
 * I agree with the above. Centpacrr (talk) 05:53, 29 December 2014 (UTC)

 * User:Brmb101 has now four times in just a little over 24 hours inserted Lou Lamoriello and Craig MacTavish as "co-coaches" of the New Jersey Devils and Edmonton Oilers respectively despite convincing evidence to the contrary and insisting in a rather intemperate diatirbe that he/she is right and everybody else is wrong about this. His/her basis for this position is apparently his/her interpretation of comments made by both GMs when they hired new head coaches for their teams. In response to his/her refusal to remove this incorrect "information", I pointed out to him/her that per NHL Official Rule 33.3, the head coach of each team is required to provide a list in writing of the 18 skaters and two goaltenders dressed for each game (with the six designated starters' numbers circled) to the Official Scorer within five minutes (visiting coach) after the end of the warm up, and by the home team coach shortly thereafter after he has seen the the visiting team's playing roster and starters. The lists for both teams are filled out in ink on a from supplied by the NHL and signed by the Head Coach (or in the case of NJ the two Co-Head Coaches). Copies of these completed forms are then provided to both team's coaches and the game's referees. They are then published by the Official Scorer in a computer generated "Roster Report" produced using the NHL's "HTS Real Time Scoring" system. This Report is published both on-line on NHL.com and photocopies are also distributed in the pressbox prior to the start of the game. This "Roster Report" includes the names of the head coaches of both teams who created and signed the roster forms submitted to the Official Scorer.

 * The only names listed as the New Jersey Devils' coaches on the official Roster Reports for both games (12/27 @NYR and 12/29 vs PIT) that team has played since the coaching change have been Adam Oates and Scott Stevens. The same holds true for the Edmonton Oilers with only Todd Nelson listed by the NHL on that club's roster reports for all four games it has played since December 18. I advised him/her no matter what he/she may think Lou and Craig may have implied at their pressers, the only absolutely definitive documents designating who are the Head Coaches for every NHL team in every game played are the names of the individual coaches who signed and submitted the written lineup cards to the Official Scorer who then published them. In the case of the New Jersey Devils the only names that have appeared since the coaching change have been Adam Oates and Scott Stevens, and for the Edmonton Oilers since December 18 it has been only Todd Nelson. Therefore listing Lou and Craig on the List of NHL Head Coaches is incorrect as neither of them have signed the roster cards submitted to the league for any of the games in question. I have reverted his/her incorrect posting twice and another editor has once to no avail. Centpacrr (talk) 12:43, 30 December 2014 (UTC)

 * Update: Issue now resolved. Centpacrr (talk) 20:44, 30 December 2014 (UTC)

Merge
It has been suggested that List of current NHL assistant coaches be merged into this page. Proposed since December 2017. — Preceding unsigned comment added by GoodDay (talk • contribs) 15:54, 14 December 2017 (UTC)

 * Support. Excellent addition as the associate and assistant coaches are an essential and integral element to every NHL coaching staff. Centpacrr (talk) 21:53, 4 February 2018 (UTC)
 * odd things have occurred out of order (misplaced merger tags, AfD, merged during AfD, and unmerged). The discussion is now at Articles for deletion/List of current NHL assistant coaches if you wish to participate there. Yosemiter (talk) 01:22, 5 February 2018 (UTC)

A Commons file used on this page has been nominated for speedy deletion
The following Wikimedia Commons file used on this page has been nominated for speedy deletion: You can see the reason for deletion at the file description page linked above. Community Tech bot (talk) 11:51, 4 July 2018 (UTC)
 * DavidQuinn.jpg

Vacancies
I understand that some of the contracts ran out at the end of the season. However, St. Louis Blues is in the playoffs, so shouldn't Craig Berube be considered as the head coach until their season ends? BleuDXXXIV (talk) 16:05, 9 April 2019 (UTC)
 * Yes. In addition, only the Los Angeles Kings and Buffalo Sabres should list "Vacant", because there is no indication that all other coaches will change. – Sabbatino (talk) 16:20, 9 April 2019 (UTC)
 * I restored all the coaches that were removed for no reason. – Sabbatino (talk) 16:34, 9 April 2019 (UTC)

A Commons file used on this page or its Wikidata item has been nominated for deletion
The following Wikimedia Commons file used on this page or its Wikidata item has been nominated for deletion: Participate in the deletion discussion at the. —Community Tech bot (talk) 06:37, 14 February 2022 (UTC)
 * Todd McLellan.jpg

A Commons file used on this page or its Wikidata item has been nominated for speedy deletion
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 * Jay Woodcroft Oilers Coach.jpg

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: Talk:List of NHL head coaches


text:
User:Fraterm

Information about Fraterm
Currently going by the name Michael S Costello, I'm located in the United States, in the city of Austin, Texas.

I am an artist, martial-artist(Bujinkan member, Kung Fu and Wing Chun afficianado, general martial arts advocate), musician(Guitar and Voice and Keys), gamer(Pen and Paper Role Playing Games), footbagger, writer, and programmer.

Groups
Need to add Graphics Group Need to join the Wiki Cleaning group.

title: User:Fraterm


text:
Talk:Scotty Bowman

1998-99 Season
From Detroit Media Guide: SCOTTY BOWMAN,              GC  W      L  T  OTL 1993-94 to 1997-98;     624  371  164  81  10 1999-2002    1998-99 (Final 77 games)  77  39  31  7 BOWMAN’S DETROIT TOTALS (701  410  195  88   10) and 1998-99 (First 5 games)++ 5 4  1  0 ++Associate Coaches Dave Lewis and Barry Smith shared head coaching duties for the first five games of the 1998-99 regular season while Scotty Bowman convalesced.

Assessment comment
Substituted at 05:38, 30 April 2016 (UTC)

title: Talk:Scotty Bowman


text:
Talk:Herb Brooks

Untitled
"Born in St. Paul, Minnesota he played on the Johnson High School hockey team that won Brooks later played..."

This makes no sense. — Preceding unsigned comment added by 69.108.204.118 (talk) 12:59, November 12, 2006

_

Did he really die aged eight? — Preceding unsigned comment added by 82.31.40.243 (talk) 16:11, April 11, 2007

The 2 films
From the Death and legacy section - ''Disney released a film about the 1980 Olympic team in 2004 called Miracle featuring Kurt Russell playing the part of Brooks (Karl Malden had previously played Brooks in a 1981 television film called Miracle on Ice). Brooks served as a consultant during principal photography, which was completed shortly before his death. At the end of the movie there is a dedication to Brooks. It states at the end, "He never saw it. He lived it."'' Wouldn't it be better to write about the 1981 film, and afterwards about the 2004 film? I would suggest something like this: "Karl Malden had played Brooks in a 1981 television film called Miracle on Ice. In 2004, Disney released a film about the 1980 Olympic team..." Thanks 89.1.162.134 (talk) 10:17, 9 August 2008 (UTC)

I think the sentence is fine the way it is. The main point of the sentence is the Disney movie and so I feel like Karl Malden and the television film is mentioned appropriately in parenthesis. —Preceding unsigned comment added by jkraft21 (talk) 06:59, 6 November 2009 (UTC) I've been adding information to the lead citing verifiable sources. Next I'm going to work on the body of this article as well as add in some needed headings.Jkraft21 (talk) 09:42, 12 November 2009 (UTC) —Preceding unsigned comment added by Jkraft21 (talk • contribs) 09:36, 12 November 2009 (UTC) I added to and improved part of the Early life section, hopefully you guys think its better.jkraft21 —Preceding unsigned comment added by 75.161.207.6 (talk) 08:24, 13 November 2009 (UTC)

did he have any bros and sisters — Preceding unsigned comment added by 131.109.143.10 (talk) 13:40, 10 November 2011 (UTC)

External links modified
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External links modified
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title: Talk:Herb Brooks


text: Talk:Bob Johnson (ice hockey born 1931)

title: Talk:Bob Johnson (ice hockey born 1931)


text:
User:MrFiver

{| style="float: right; margin-left: 1em; margin-bottom: 0.5em; width: 242px; border: #99B3FF solid 1px" Babel

 * style="text-align: center" | Search user languages

Okay, so yeah.... My name is Dean. Um... What more do you people want from me? I basically do one of two things. I either look up something I need and will usually start linking from there, helping where I can, or I use the random link button to see what needs help.

I do Wikify a lot of links because it takes relatively less research (checking links) and I just enjoy it more.

Below is a list of stuff I've done:

Wikified
Trunko

Generic Contrabutions
Shuma-Gorath

I will always steer clear of the ninjas...I pay them to watch my back- there will be no attack!

Not that anyone actually looks at this page, 'cept for me and Shane anyway...

01000100 01100101 01100001 01101110 00100000 01001110 01100101 01101001 01101100 01101100 01111001

Why are you still here?

I will always steer clear of the ninjas...I pay them to watch my back- there will be no attack!

title: User:MrFiver


text:
Whitstable railway station

Whitstable railway station is on the Ramsgate branch of the Chatham Main Line in England, serving the town of Whitstable, Kent. It is 59 mi down the line from London Victoria and is situated between Faversham and Chestfield & Swalecliffe.

The station and all trains that call are operated by Southeastern.

History
Whitstable has been served by five different stations on two different routes. The route between Faversham and Whitstable was opened by the Margate Railway on 1 August 1860, and was extended to Herne Bay on 13 July 1861. The first station on that line to serve Whitstable was in Oxford Street, and had latterly been known as Whitstable Town; it closed after the last train on 31 December 1914.

The following day, a new station was opened 645 m to the east; this was named Whitstable Town & Tankerton. This was renamed Whitstable & Tankerton on 1 February 1936, and Whitstable in 1979.

Facilities
The station has a ticket office which is staffed throughout the day Monday-Saturday and during Sunday mornings and early afternoons. The station also has a self-service ticket machine for ticket purchases for when the ticket office is closed.

The station has passenger help points located on both platforms as well as toilets and a waiting room which are open when the station is staffed. There is a chargeable car park (operated by Saba Parking) as well as cycle racks located at the entrance to the station. There is also a taxi rank at the station.

The station has step-free access available to both platforms from the street although the platforms are linked via a stepped footbridge meaning step-free access is not possible between the platforms.

Bus connections
The station is served by Stagecoach South East route 5 which provides connections to Whitstable town centre, Chestfield and Canterbury.

The Stagecoach operated Triangle service between Canterbury and Herne Bay can be caught from the town centre, which is a short walk from the railway station.

Services
All services at Whitstable are operated by Southeastern using  and  EMUs.

The typical off-peak service in trains per hour is:

 * 1 tph to London St Pancras International
 * 1 tph to London Victoria
 * 2 tph to Ramsgate

Additional services including trains to and from London Bridge and London Cannon Street call at the station in the peak hours.

title: Whitstable railway station


text:
Talk:Mike Keenan

Untitled
Neutrality disputed in Controversy section, especially the "Vancouver Canucks" paragraph--in particular, use of term "worst and most classless." Neutrality disputed in following paragraph--in particular, use of term "very unremarkable."

1987 Canada Cup winning coach?
A very important tournament. 24.191.31.217 (talk) 04:26, 23 February 2022 (UTC)

 * And the 1991 Canada Cup 68.228.213.191 (talk) 15:09, 6 July 2024 (UTC)

title: Talk:Mike Keenan


text:
Guenevere, Queen of the Summer Country

Guenevere, Queen of the Summer Country is a novel by Rosalind Miles, based on Arthurian legend. It chronicles the life of Queen Guenevere from her perspective, from childhood to the blossoming of her relationship with Lancelot.

Plot summary
Raised in the tranquil beauty of the Summer Country, Princess Guenevere has had a charmed and contented life until the sudden, violent death of her mother, Queen Maire, leaves the Summer Country teetering on the brink of anarchy. Only the miraculous arrival of Arthur, heir to the Pendragon dynasty, allows Guenevere to claim her mother's throne. Smitten by the bold, sensuous princess, Arthur offers to marry her and unite their territories, while still allowing her to rule in her own right. Their love match creates the largest and most powerful kingdom in the isles.

Arthur's glorious rule begins to crumble, however, when he is reunited with his mother and his long-lost half-sisters, Morgause and Morgan. Before Arthur's birth, his father - the savage and unscrupulous King Uther - banished his wife's young daughters, selling Morgause into a cruel marriage and imprisoning Morgan in a far-off convent. Both daughters have reason to avenge their suffering, but only one will strike the deadliest blows against the King and Queen, using her evil enchantments to destroy all Guenevere holds dear. When the Queen flees to Avalon, even her marriage with Arthur comes under threat.

In the chaos that follows, a new young knight comes to Arthur's court to offer his services to the Queen. Her loyalty to Arthur betrayed, Guenevere falls in love with Lancelot, a love that may spell ruin for Camelot.

Characters in "Guenevere, Queen of the Summer Country"

 * Guenevere - Queen of the Summer Country, protagonist, narrator
 * Lancelot - Guenevere's lover and second protagonist
 * King Arthur - Guenevere's husband
 *  Amir    - Arthur and Guenevere's son

Major themes

 * Arthurian Legend

Release details

 * 1999, USA, Crown ISBN 0-609-60362-0, Pub date 2 February 1999, Hardcover

Sources, references, external links, quotations

 * http://www.readinggroupguides.com/guides/guenevere.asp
 * http://www.rosalind.net

title: Guenevere, Queen of the Summer Country


text:
Talk:Pat Burns

London Knights
How can Pat Burns have played for the London Knights in 1975-76 at the age of 24??? its junior hockey ? —Preceding unsigned comment added by 216.46.153.139 (talk) 18:54, 21 January 2009 (UTC)

He died this morning. —Preceding unsigned comment added by 70.25.57.82 (talk) 17:29, 17 September 2010 (UTC)
 * No he didn't. False media reports. Resolute 17:32, 17 September 2010 (UTC)

Should probably be changed that its not Pat's son that denied his father had died but Pat Burns himself that called both english and french media (TSN, CKAC) telling them that he wasn't dead... from beyond the grave? should probably be mentioned that Pat might also be a Poltergeist 70.83.78.79 (talk) 23:38, 17 September 2010 (UTC)

 * Once again a TV station in Gatineau has reported his death during their 6 o'clock news tonight. Though none of the major networks have posted it. Keep it as living people for now. 66.130.155.90 (talk) 23:25, 19 November 2010 (UTC)

 * Never mind RDS just posted the news. —Preceding unsigned comment added by 66.130.155.90 (talk) 23:28, 19 November 2010 (UTC)

title: Talk:Pat Burns


text:
Wikipedia:Articles for deletion/Noah Parsons

 This page is an archive of the discussion about the proposed deletion of the article below. This page is no longer live. Further comments should be made on the article's talk page rather than here so that this page is preserved as an historic record. The result of the debate was UNANIMOUS DELETE. Postdlf 00:23, 1 May 2005 (UTC)

Noah Parsons
Vanity or prank. / Uppland 16:17, 19 Apr 2005 (UTC)
 * Del  —msh210 16:18, 19 Apr 2005 (UTC)
 * Delete and direct the creator to Uncyclopedia, which would appear to be more their style. Average Earthman 19:10, 19 Apr 2005 (UTC)
 * Delete, not notable, vanity. Megan1967 05:34, 20 Apr 2005 (UTC)
 * This page is now preserved as an archive of the debate and, like some other VfD subpages, is no longer 'live'. Subsequent comments on the issue, the deletion, or the decision-making process should be placed on the relevant 'live' pages. Please do not edit this page.


text:
User talk:Hobo4president

Image copyright
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Non-free use disputed for Image:Matthewminami.jpg
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Nomination of Matthew's Best Hit TV for deletion
A discussion is taking place as to whether the article Matthew's Best Hit TV is suitable for inclusion in Wikipedia according to Wikipedia's policies and guidelines or whether it should be deleted.

The article will be discussed at Articles for deletion/Matthew's Best Hit TV until a consensus is reached, and anyone, including you, is welcome to contribute to the discussion. The nomination will explain the policies and guidelines which are of concern. The discussion focuses on high-quality evidence and our policies and guidelines.

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title: User talk:Hobo4president


text:
Herne Bay railway station

Herne Bay railway station is on the Chatham Main Line in England, serving the town of Herne Bay, Kent. It is 62 mi down the line from London Victoria and is situated between Chestfield & Swalecliffe and Birchington-on-Sea.

The station and all trains that serve the station are operated by Southeastern.

History
Constructed by the Herne Bay and Faversham Railway Company, the first station originally opened in 1861 as "Herne Bay and Hampton-on-Sea" as the terminus of a line from Faversham; however, this station was a temporary one, located just west of where Greenhill Bridge is now situated. The line was extended to Ramsgate on 5 October 1863, roughly when the current station was brought into use. The line was worked by the London, Chatham & Dover Railway which acquired the Herne Bay Company in 1871. On the station platform in 1879–1880, a Hampton-on-Sea sign was added to the Herne Bay one in the expectation of the development of a new settlement next to what is now Hampton, but Hampton-on-Sea was drowned due to coastal erosion by 1921. It is not recorded how long the sign survived.

(See historic photo, right): The buildings on the Down platform are all that remain of the original station building, as the Up side was reconstructed by the Southern Railway in 1926 as part of its plan to modernise the Thanet Lines. Goods facilities at the station were limited, consisting of two sidings on the Down side, a goods shed and two loading docks. In 1902 coal sidings were added to the Up side, followed by a private siding to the local gasworks. Electrification took place on 15 June 1959 and the old semaphore signals were replaced by colour-lights under Southern Region. General goods traffic ceased on 16 October 1965, with coal deliveries continuing until 1968.

Herne Bay Railway Station was also featured briefly in the British Sitcom Some Mothers Do 'Ave 'Em, in the episode "Have a break, take a Husband" which originally aired 8 March 1973.

In October 2021, approval was given to construct a footbridge with lifts that will enable step-free access to both platforms.

Accidents and incidents

 * On 1 August 1895, a freight train collided with a passenger train at the station. One person was killed.

Services
All services at Herne Bay are operated by Southeastern using  and  EMUs.

The typical off-peak service in trains per hour is:

 * 1 tph to London St Pancras International
 * 1 tph to London Victoria
 * 2 tph to Ramsgate

Additional services including trains to and from London Bridge and London Cannon Street call at the station in the peak hours.

title: Herne Bay railway station


text:
Talk:NHL Collective Bargaining Agreement

Untitled
This is just a restatement of 2004-05 NHL lockout. 193.95.165.190 10:19, 15 November 2007 (UTC)

This article should have a detailed discussion of all the changes that took place from the previous agree ment to the current one. It mentions some like free agency and the slary cap but doesnt go into detail on them. What about trading players for cash? What about renegotiating contracts? What about the details? 216.135.213.106 (talk) 15:12, 17 June 2010 (UTC)


text:
Talk:FoxTrax

Image
Could someone, anyone please post a new image of the FoxTrax hockey puck that will qualify and stay on the site. Try to get in contact with someone on the inside, as this encyclopedia is for historical research, and having a picture, that no one else would use for profit, would tremendously help this artcile. Having a screenshot of a game using the glowing pick would also be of great help.--Semenko 21:25, 24 March 2006 (UTC)
 * I'll look to see if I can find anything.  Bsroiaadn Talk 05:07, 17 June 2007 (UTC)
 * Here is a vid on youtube --E tac 10:10, 16 October 2007 (UTC)

 * I was the project manager and lead engineer. I have plenty of pics of the pucks - inside and out.  Tell me how to put them in and I'll be glad to do it. ~ spork  —Preceding unsigned comment added by 76.212.14.41 (talk) 14:30, 19 February 2010 (UTC)

Citations, References, and large issues
I was reading through the article, but it lacks a lot of verifiability. If someone could cite all the claims and try to remove the weasel words from the article?

In addition the final portion seems too much like a trivia section and I think it should either be removed or placed in it's own section.

I also can't help but feel like the article in itself is biased against Americans in part. If there is a way we could re-evaluate the article to make it less biased would be greatly appreciated.

The article contains enough information that educates people, however it needs references and citations, as well as needs to be neutralized. MediaRocker (talk) 05:18, 4 December 2011 (UTC)

title: Talk:FoxTrax


text:
Talk:Bob Goodenow

WP:BLP edits
I pared back this article to include only reliably sourced information. The subject is a living person and is entitled to the protections of WP:BLP. That said, there's certainly a great deal of reliable sources that could be used to flesh out this article by someone willing to take the time. Jmozena (talk) 20:59, 11 June 2009 (UTC)

External links modified
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title: Talk:Bob Goodenow


text:
Norman Ault

Thomas Norman Ault (December 17, 1880 – February 6, 1950) was a book illustrator and writer, now best known as a compiler of anthologies.

He wrote children's literature with his wife (He)Lena, who died in 1904. He later was noted as a scholar of English poetry of the seventeenth century, and Alexander Pope.

Works

 * The Rhyme Book (1906) with Lena Ault
 * The Podgy Book of Tales with Lena Ault
 * Dreamland Shores (1920)
 * Life In Ancient Britain 1920
 * The Poet's Life Of Christ (1923) editor
 * Elizabethan Lyrics: From The Original Texts (1925) anthology
 * Seventeenth Century Lyrics: From The Original Texts (1928) anthology
 * Pope's Own Miscellany (Nonesuch Press, 1935)
 * The Prose Works of Alexander Pope: The Earlier Works, 1711-1720 (1936)
 * A Treasury of Unfamiliar Lyrics (1938) anthology
 * A New Light on Pope (1949)
 * Alexander Pope Minor Poems (1954) editor, completed by John Butt

title: Norman Ault


text: User talk:168.169.120.45

title: User talk:168.169.120.45


text:
Wikipedia:Articles for deletion/KISS Radio Tower

 This page is an archive of the discussion about the proposed deletion of the article below. This page is no longer live. Further comments should be made on the article's talk page rather than here so that this page is preserved as an historic record. The result of the debate was keep. — Xezbeth 11:12, May 2, 2005 (UTC)

KISS Radio Tower
Nonnotable del —msh210 16:20, 19 Apr 2005 (UTC)
 * Keep — As notable as a hundred others on List of masts — RJH 17:39, 19 Apr 2005 (UTC)
 * I agree with your comment, RJH, but does thta make it notable (in an encylopedia-inclusion or any other sense)?  —msh210 18:23, 19 Apr 2005 (UTC)
 * Keep, it's on the list of masts. Feydey 18:07, 19 Apr 2005 (UTC)
 * Keep. Nomination does not conform with deletion policy.--Gene_poole 23:35, 19 Apr 2005 (UTC)
 * What part specifically? ---Isaac R 00:36, 20 Apr 2005 (UTC)
 * The part that says "Nonnotable". According to current policy "non-notability" is not listed as a valid deletion criteria.--Gene_poole 04:23, 20 Apr 2005 (UTC)
 * The deletion criteria are not all-inclusive, and notability has been a de facto criterion for well over a year now. Wikipedia is not a court of law, and procedural errors are not grounds for keeping anything. Radiant_* 09:04, Apr 20, 2005 (UTC)
 * Besides, I don't see a procedural error. "Non-notable" is just shorthand for "not important enough to escape the 'not a general knowledge base' rule". ---Isaac R 16:04, 20 Apr 2005 (UTC)
 * On the contrary, "not notable" is shorthand for "not notable to me", which is nothing less than intellectual chauvinism. Lots of people find lots of "mundane" subjects perfectly "notable", and they can and should be able to write about those subjects in Wikipedia without having their work casually dismissed by ill-informed or ignorant contributors who possess a misplaced sense of their own importance.--Gene_poole 04:25, 21 Apr 2005 (UTC)
 * Keep, not sure if the nomination conforms with policy or not, but things that tall are pretty much all notable in my book. Kappa 00:30, 20 Apr 2005 (UTC)
 * Delete. The lists of masts doesn't belong either, because we're not a general knowledgebase. (Though the page itself is worth saving as a non-list page.) ---Isaac R 00:36, 20 Apr 2005 (UTC)
 * Delete Why are any of these towers noteable? Being on a list is not noteable.  Is every minor league stadium noteable?  Is every street noteable?  Is every election district noteable? Vegaswikian 04:15, 20 Apr 2005 (UTC)
 * In answer to your questions: yes. This is an encyclopedia. It's supposed to be encyclopedic.--Gene_poole 04:23, 20 Apr 2005 (UTC)
 * Yes, every tower, every stadium, every street, everthing that is verifiable belongs in wikipedia. Klonimus 08:27, 20 Apr 2005 (UTC)
 * In answer to your questions... 1) they're not. 2. that's not a question; 3.Yes. 4.No. 5.Yes if on a list, rather than on separate articles. Of course that's my POV, but I do hold that information is more accessible and, well, informative when merged into comprehensive lists. Radiant_* 09:04, Apr 20, 2005 (UTC)
 * "Everything that is verifiable"? So you advocate importing phone books, broadcast schedules, class syllabuses, restaurant menus? ---Isaac R 16:04, 20 Apr 2005 (UTC)
 * I see no logical reason why articles about telephone directories, restaurant menus and school syllabuses should not have a place in Wikipedia. Such subjects are as much a matter of interest to lots of people as are railway rolling stock, computer games and public institutions. --Gene_poole 04:15, 21 Apr 2005 (UTC)
 * So you think Wikipedia is a general knowledge base? If so, you should be working to get that section removed from WP:NOT.--Isaac R 20:16, 21 Apr 2005 (UTC)
 * I suggest you re-read my comment. I did not say we should import the content of phone books etc. I said that we should have articles about them. A significant difference you'd do well to grasp.--Gene_poole 22:50, 21 Apr 2005 (UTC)
 * I suggest that you re-read mine in context. I was responding to a guy who said "everything that is verifiable belongs in Wikipedia". My point was that he was not making the very distinction you just made. ---Isaac R 23:03, 21 Apr 2005 (UTC)
 * Keep notable tower. Klonimus 08:27, 20 Apr 2005 (UTC)
 * Redirect to list of masts, which already has all this information, except that it's in San Antonio, which a link to the station article will cover. I imagine the same can be said of most of the masts on that list. The article is currently a substub with a collection of external links, and I really don't see it growing. -R. fiend 14:36, 20 Apr 2005 (UTC)
 * Delete (or redirect per R. fiend). I'd still like to hear why towers are considered more notable than, say, satellite dishes, telephone poles, or sewer sections.  Andrew Lenahan - St ar bli nd  17:39, Apr 20, 2005 (UTC)
 * Keep why make the list of towers incomplete? --Mattwj2002 17:42, 20 Apr 2005 (UTC)
 * Redirect to List of masts per R. fiend. Otherwise, del.  —msh210 18:07, 20 Apr 2005 (UTC)
 * Keep. Redirecting would be confusing. N-Mantalk 11:36, 21 Apr 2005 (UTC)
 * keep please it seems important Yuckfoo 00:59, 23 Apr 2005 (UTC)
 * Delete, not inherently notable. Megan1967 05:44, 24 Apr 2005 (UTC)
 * Keep. Major physical infrastructure is notable.--Centauri 09:11, 24 Apr 2005 (UTC)
 * Delete, both because the topic is not encyclopedic, and because the article itself is poor. --Dcfleck 14:50, 2005 Apr 24 (UTC)
 * Merge to the list of Masts and redirect--nixie 03:20, 28 Apr 2005 (UTC)

 * This page is now preserved as an archive of the debate and, like some other VfD subpages, is no longer 'live'. Subsequent comments on the issue, the deletion, or the decision-making process should be placed on the relevant 'live' pages. Please do not edit this page.