text:
Talk:List of compositions for cello and piano

Aren't solo pieces the same thing (basically) as compositions for cello and piano? There seems to be another separate page, List_of_solo_cello_pieces, for that. Hmm... interesting. Shouldn't the two be merged? Flcelloguy 13:38, 11 Jun 2005 (UTC)

Leonovich
I believe Yuriy Leonovich and his composition should be deleted from this page. However, if I delete it, he will most likely immediately revert it, becuase he is a vain cello student who composes on the side and thinks he belongs on all of these lists along with the greats. He has performed his own work, but no one else knows about it and it is insignificant. Thoughts? 129humility 15:54, 3 March 2007 (UTC)

While a case has been made that rules for inclusion in a list like this
are somewhat weaker than that for having an article devoted to the work itself (because of the purpose of the list), the purpose of the list also includes - pardon grammar - having people come back to look for pieces to play, advocate, perform, listen to... which will not happen if it grows too large. Add to this that Wikipedia, while not as expensive as paper, is not expense-free- we do need some rules for inclusion and exclusion, therefore. Not every arrangement of every piece written for every other instrument by anyone at all whether or not it is available for performance and publication (and a good arrangement that suits the instrument, but that's subjective of course) - belongs on this list, which would then eventually include in potentia, every piece ever written if an arranger saw fit (and one could then only hope that they had the fantasiac skills of Franz Liszt qua cellist in their rewriting!)... no, there need limits... Schissel | Sound the Note! 19:09, 16 July 2007 (UTC)

While Lists_in_Wikipedia is an essay and neither a guideline nor a policy, there are ideas there that do reflect guidelines and more to the point, policy, and edits that attempt to finesse the latter in particular will be wiped by other editors (even if they are by me- this is neither a democracy nor a dictatorship exactly, what Wikipedia is is explained well in articles linked to from its front page and that is a tangential matter) - attempts to reinject those can lead to temporary blocking of the editors or IP addresses in question. Some cleaning of this article will take place. (Have verified that a number of the arrangements are by a notable film composer and indeed it raises a separate question- with all the best rules in place lists can get hugely long through prolificity, of course. Which is why one finds ways to separate and compartmentalize, to "please see:" and "main article:" and ... with a certain ingenuity. Hopefully this will be in keeping with the point of the talk page (to argue senselessly into the... I mean, to improve the article. ;^) ) Schissel | Sound the Note! 18:49, 19 July 2007 (UTC)

Pleasant note-
some of the works here (like some of Roentgen's cello sonatas) have already been uploaded to IMSLP... Schissel | Sound the Note! 17:40, 26 September 2007 (UTC)

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text:
Category:NBL locomotives

Locomotives built by the North British Locomotive Company (NBL).

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

title: Category:NBL locomotives


text: Category:Tributaries of the River Tweed

title: Category:Tributaries of the River Tweed


text:
Talk:John Butler Yeats

Untitled
He had a largely epistolary love affair with Rosa Butt, daughter of the Irish politician and founder of the Home Rule Movement Isaac Butt. This was noted in a bibliographic entry by an anonymous contributer could be included in a longer article. Notjim 13:39, 11 Jun 2005 (UTC)

Quote
"a lonely impulse of delight" came from what book? —Preceding unsigned comment added by 98.118.175.138 (talk) 14:41, 8 December 2009 (UTC)

title: Talk:John Butler Yeats


text:
Raoul Auger Feuillet

Raoul Auger (or Anger) Feuillet (c.1660–1710) was a French dance notator, publisher and choreographer most well-known today for his Chorégraphie, ou l'art de décrire la danse (Paris, 1700) which described Beauchamp–Feuillet notation, and his subsequent collections of ballroom and theatrical dances, which included his own choreographies as well as those of Pécour.

His Chorégraphie (1700) was translated into English by John Weaver (as Orchesography. Or the Art of Dancing) (1706) and P. Siris (as The Art of Dancing), both published in 1706. Weaver also translated the Traité de la cadance from Feuillet's 1704 Recŭeil de dances (as A Small Treatise of Time and Cadence in Dancing, 1706). Feuillet's Recŭeil de contredances (1706), a collection of English country dances, was translated into English by John Essex (as For the Furthur Improvement of Dancing, 1710).

title: Raoul Auger Feuillet


text: User talk:66.72.80.214

title: User talk:66.72.80.214


text:
Talk:DVD authoring

External link
Anon editor added the following external link, http://www.dvdcreation.com/. Other recently added links from this IP have been borderline spam, or at least a low quality links. Could someone more knowledgable about computer games please investigate. Blank Verse  ∅  13:41, 11 Jun 2005 (UTC)

AVI2DVD is not an authoring tool it is a conversinon tool with authoring features

Merge suggestion
I removed the suggestion of merge into CD/DVD authoring, as I see a clear distinction between the two subjects. One is the pressing of optical discs, and the other is the creation of content to go on an optical disc. One is done by a specialized industry, the other is done by amateurs as well, by the millions. People are curious how optical discs are pressed; people are also curious about how the Jones's latest and sweetest home DVD was made. The subjects in my opinion clearly merit separate articles. Finally, the merge suggestion was removed from the target article, as well as complained about on its talk page. Reswobslc 14:12, 15 July 2006 (UTC)

History Section
A couple of the paragraphs in the history section appear almost like something someone would put on marketing materials for Sonic Solutions. Perhaps someone could wade through it and make it look a little less like a sales pitch? Greenlead 04:53, 7 January 2007 (UTC)

I tried to write a dvd movie with the mpeg file (size is around 1500 mb) from the system using nero. But after making it as a dvd, the dvd size is around 4 GB?. How could that happen. why the size is expanded. Any software to write a DVD movie with the same size without compromising the quality of the video and audio?

--Venugopal vgi 04:15, 20 April 2007 (UTC)

Inconsistency of DVD Players
According to the article, DVD players from different manufacturers do not always conform to the same rules because each developer understands the specifications, written in Japanese and then translated to English for use in America, in a slightly different way. Does that explain why my three DVD players, all made by Sony, perform differently from each other? What a mess! John Link (talk) 22:44, 9 November 2009 (UTC)

title: Talk:DVD authoring


text:
Samuel Green

Samuel Green may refer to:

 * Samuel Green (printer) (1614–1702), American printer
 * Samuel Green (organ builder) (1740–1796), English organ builder
 * Samuel Green (criminal) (1796–1822), American serial killer and robber
 * Samuel Green (freedman) (c. 1802–1877), American freed slave, jailed in 1857 for possessing a copy of the novel Uncle Tom's Cabin
 * Samuel Swett Green (1837–1918), founder of the American Library Association
 * Samuel Green (Klansman) (1890–1949), Ku Klux Klan leader in the 1940s
 * Samuel Green (poet) (born 1948), Poet Laureate, 2007-9, of the State of Washington
 * Samuel Green (politician) South Carolina Representative and Senator
 * Samuel Abbott Green (1830–1919), mayor of Boston
 * Samuel Adams Green (1940–2011), art director
 * Samuel Fisk Green (1822–1884), American medical missionary
 * Samuel Gosnell Green (1822–1905), English Baptist minister and author
 * Samuel Green (priest) (1882–1929), British Army chaplain
 * Samuel L. Green Jr. (1927–2016), pastor and bishop in the Church of God in Christ
 * Sam Green, documentary filmmaker
 * Sam Green (councillor), an openly-gay man elected to Durham City Council in 1972
 * Sam Green (born 1947), pseudonym for Juval Aviv, novelist

title: Samuel Green


text:
User:Scott Mingus

Scott L. Mingus, Sr. is a miniature wargamer, Civil War blogger, and published non-fiction author currently living near York, Pennsylvania.

Particular Wikipedia interests are topics related to Ohio in the American Civil War and Pennsylvania in the American Civil War. I am a native of Zanesville, Ohio, and am a direct descendant of numerous soldiers in the Union Army, including two of my great-great-grandfathers. Several of my ancestors fought on Cemetery Hill in the 7th West Virginia Volunteer Infantry Regiment during the 1863 Battle of Gettysburg.

Here are links to two of my most popular Civil War books:

 * Flames Beyond Gettysburg: The Gordon Expedition, June 1863 Flames website
 * The Louisiana Tigers in the Gettysburg Campaign amazon.com

Below are some articles I wrote for Wikipedia:

Civil War related articles

 * Army of Missouri, Sterling Price's Civil War army during his 1864 raid into Missouri
 * Association of Confederate Soldiers, Civil War veterans group in Tennessee
 * Camp Curtin, Civil War military training camp near Harrisburg, Pennsylvania
 * Camp Dennison, Civil War military training camp near Cincinnati, Ohio
 * Castle Pinckney, Civil War prisoner-of-war camp in Charleston Harbor
 * Chancellorsville, Avalon Hill board game based upon the Battle of Chancellorsville
 * Cincinnati in the Civil War, an overview of the Queen City's role in the War of the Rebellion
 * Cumberland Pontoons, a novel design of pontoon bridges
 * Fort Warren (Massachusetts), Civil War prisoner-of-war camp in Boston Harbor
 * Grand Review of the Armies, Civil War victory parade through Washington, D.C.
 * Johnson's Island, Civil War prisoner-of-war camp on Lake Erie
 * Louisiana Tigers, nickname used for various Confederate units from Louisiana
 * Missouri State Guard, Civil War militia organization allied with the Confederates
 * Ohio in the Civil War, an overview of the Buckeye State's contribution to the war
 * Pennsylvania in the Civil War, an similar overview for the Keystone State
 * Florida in the Civil War, an overview of Civil War activities concerning Florida
 * The Texas (locomotive), the Great Locomotive Chase
 * Terrible Swift Sword (game), SPI board game based upon the Battle of Gettysburg
 * 1st Ohio Infantry, Ohio ACW regiment
 * 2nd Ohio Infantry, Ohio ACW regiment
 * 4th Ohio Infantry, Ohio ACW regiment

Other historical articles

 * Convention of 1833, political gathering that contributed to the Texas Revolution
 * Treaty of Washington (1826), between the Creek Confederacy and the U.S. government
 * Nashville Convention, an 1850 political meeting that contributed to the Compromise of 1850.
 * Baltimore & Susquehanna Railroad, 19th Century railroad
 * Hocking Canal, 19th Century canal in southern Ohio
 * Alexander Henry (Philadelphia), Mayor of Philadelphia during the Civil War
 * Fort Fetterman
 * Fort Reno
 * Battle of Slim Buttes
 * Battle of Wolf Mountain
 * Battle of Cedar Creek (1876)
 * Battle of Powder River

Civil War templates
Templates I created...

title: User:Scott Mingus


text:
Wikipedia:Articles for deletion/Kaosu Buntai

 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 delete. I have counted one keep vote, the one signed as Kaosu Swert (anonymously made by User:67.40.193.210, and discounted the two others since their first edits were to this debate. I have counted three delete votes, the nomnators as well even though there are few edits on that account I don't suspect any sockpuppeteering from there.  Sjakkalle  (Check!)  10:36, 21 Jun 2005 (UTC)

Kaosu Buntai
This page can either be regarded as an advertisment, for example the text: 'However, if you are interested in this organization and wish to know more, contact any Kaosu Buntai leader', or intimidation, for example: 'If the Kaosu member Kaosu Evil is on your board, contacting law enforcement is useless. His countrys poor internet laws allow him to do almost everything without getting punished. If the Kaosu Buntai decides to take over your board, you might as well give in to their demands. There is no way to evade infestation of the board. Giving in will save you the trouble of fighting them.' 84.67.78.101 13:44, 11 Jun 2005 (UTC)
 * Delete advertising. JamesBurns 04:59, 12 Jun 2005 (UTC)

You could have simply edited the content... we would not have minded. Besides, I don't even see a thing up there.
 * keep All listed above are gone from article. -Kaosu Swert
 * Delete - non-notable and unencyclopedic. --FCYTravis 06:03, 13 Jun 2005 (UTC)
 * keep I removed the content yesterday...it was added without anybody talking to the leadership of the KB. -Kaosu Ducis
 * keep The Kaosu Buntai is known on many internet message boards and thus this article should remain here as to help prevent any future dissagreements between them and the abusive administrators. -AgentA
 * 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:
NWA World Tag Team Championship (Detroit version)

The Detroit version of the NWA World Tag Team Championship was the top ranked professional wrestling championship for tag teams in the Detroit, Michigan-based promotion Big Time Wrestling, sometimes referred to as NWA Detroit, between 1965 and 1980. As a member of the National Wrestling Alliance (NWA), All-Star Wrestling was entitled to promote their own local version of the championship as the NWA bylaws did not restrict its use in the way they restricted the NWA World Heavyweight Championship to one nationally recognized championship. Because individual NWA members, referred to as NWA territories, were allowed to create their own version of the NWA World Tag Team Championship, at least 22 different versions existed between 1949 and 1991. As it is a professional wrestling championship, it is not won or lost competitively, but instead is determined by the decision of the bookers of a wrestling promotion. The title is awarded after the chosen team "wins" a match to maintain the illusion that professional wrestling is a competitive sport.

The first championship team recognized in Detroit was that of the Tolos brothers (Chris and John Tolos), who were introduced as champions around February 1965 as having "recently won" the championship, though no records of a tournament exists. Kurt Von Hess and Karl Von Shotz held the championship five times as a team, the record for the 25-year history of this version of the NWA World Tag Team Championship, while Fred Curry holds the record for most overall reigns (9) with different partners. The shortest reign belongs to Lou Klein and Ed George, as Klein announced his retirement right after the match, making their reign only minutes long. The longest reign lasted at least 196 days as The Fabulous Kangaroos (Al Costello and Don Kent) won the championship on December 18, 1971, and held it until May 1972.

Title history

 * Key

Team reigns by combined length

 * Key

Individual reigns by combined length

 * Key


text:
Ombrone (department)

Ombrone was a department of the First French Empire in what is now Italy. It was named after the river Ombrone. It was formed in 1808, when the Kingdom of Etruria (formerly the Grand Duchy of Tuscany) was annexed directly to France. Its capital was Siena.

The department was disbanded after the defeat of Napoleon in 1814. At the Congress of Vienna, the Grand Duchy of Tuscany was restored to its previous Habsburg-Lorraine prince, Ferdinand III. Its territory is now divided between the Italian provinces of Siena, Arezzo and Grosseto.

Subdivisions
The department was subdivided into the following arrondissements and cantons (situation in 1812):

 * Siena, cantons: Bucine, Colle, Chiusdino, Poggibonsi, Radda, Radicondoli, Rapolano, Siena (2 cantons) and Sovicille.
 * Grosseto, cantons: Arcidosso, Campagnatico, Santa Fiora, Isola del Giglio, Grosseto, Massa, Manciano, Orbetello, Pitigliano, Roccastrada and Scansano.
 * Montepulciano, cantons: Abbadia San Salvatore, Asinalunga, Chiusi, Montalcino, Montepulciano, Pienza and Sarteano.

Its population in 1812 was 189,307, and its area was 774,897 hectares.

title: Ombrone (department)


text:
Talk:Non-linear editing

External link?
Anon editor added the following external link, http://www.digitalvideoediting.com. Other recently added links from this IP have been borderline spam, or at least a low quality links. Could someone more knowledgable about digital video editing please investigate. Blank Verse  ∅  13:46, 11 Jun 2005 (UTC)hiya

This is not a useful link in this case.

Amiga info missing
There should be mention of the Amiga video editing systems, which provided low-end semi-professional video editing and effects capabilities in the early 90s. I'm no expert, so I don't think I can add this in myself ... but I know that Amiga dominated the low-end niche now occupied by Windows desktop video suites.

Amiga-based video editing was put out in late 1990, for so much less than other NLE systems that average people could afford it compared to any other out there at $1495.00, compared to others at $100,000 +. But it also came with a 3D package known as Lightwave and was used extensivly in Babylon 5, SeaQuest, But it was also a live switcher used for local TV stations everywhere. It also came with a video paint program.

It was not limited in hard drive size as was the Apple, but limited only in the amount of drives you could hook to a bus. (limited at time to 7 on a bus, and had 2 buses for video and 1 for audio. An 18-drive system (up to 6 drives per SCSI bus, with the 7th device in the SCSI chain as the bus itself) was possable if not for the price of drives (9 gig for $1000 if I remember right).

Advertisement
This sentence seems somewhat out of place...possibly a corporate ad?

An example of this is NewTek's software application SpeedEdit. Billed as the world's fastest video editing program[citation needed], this application is an example of the continual streamlining and refinement of video editing software interfaces. —Preceding unsigned comment added by Teeks99 (talk • contribs) 15:19, 29 April 2011 (UTC)

What non-linear editing is not.
The article misses the essence, which is not that non-linear editing gives you random access to the source material but that it allows you to assemble the product in a non-linear, random fashion. With old style linear (video) editing the product was assembled from beginning to end, in that order. One could replace/overwrite sections of video and/or audio, but never cut something out or insert extra material. Non-linear editing removes that restriction, allowing one to assemble the product in any arbitrary order. Fenke (talk) 12:21, 3 May 2011 (UTC)

 * I have added some additional context to the lead. ~Kvng (talk) 15:17, 6 August 2022 (UTC)

title: Talk:Non-linear editing


text:
Jim Lee (broadcaster)

James Lee (born 21 April 1953 in Nuneaton, England) is a freelance continuity announcer and newsreader on BBC Radio 4 and the BBC World Service as well as providing links for BBC Radio 4 Extra. Lee is also an amateur radio licence holder in the U.K., operating with the callsign G4AEH.

Early life
Lee was born in Nuneaton, England and lived in Camp Hill (to the west towards Hartshill). He went to the King Edward VI Grammar School in Nuneaton (now the King Edward VI College). He worked for two years in a bank, and then decided to go to college. At Liverpool Polytechnic (now Liverpool John Moores University), he studied Business.

Career
He worked in hospital radio at Walsgrave Hospital, and in 1980 was asked to join Mercia Sound in Coventry. He joined the BBC in 1989. He did the Breakfast Show on BBC CWR for 18 months from 1990, and then the Afternoon Show for two years. The BBC then decided to merge BBC CWR with BBC WM in Birmingham.

In the early 1990s, he was involved in trials of DAB (Digital Audio Broadcasting – i.e. Digital Radio), but was made redundant on 2 May 1997.

Freelance
Shortly after he re-joined as a freelance continuity announcer on Radio 4 and the BBC World Service, and joined BBC Radio 7 in 2002. He is known for his distinctive accent, and often interjects humour into his announcements. After the Radio 4 UK Theme made it into the UK popular music charts in 2006, Lee introduced it by saying "You don't often hear a hit single on Radio 4 ... but here's the UK theme".

title: Jim Lee (broadcaster)


text:
Josef Augusta (paleontologist)

Josef Augusta (17 March 1903, Boskovice, Moravia – 4 February 1968, Prague) was a Czech paleontologist, geologist, and science popularizer.

From 1921 to 1925 Augusta studied at the Masaryk University in Brno. Between 1933 and 1968 he held posts at the Charles University in Prague as lecturer, professor, and dean of the faculty.

In addition to his scientific work (about 120 publications), Augusta wrote about twenty books popularizing his profession, mostly targeted to the youth. He is best known for his reconstructions of fossil flora and fauna, together with the painter Zdeněk Burian (1905–1981). He participated as a science adviser in the movie Journey to the Beginning of Time (1954).

The dinosaur Burianosaurus augustai was named after him in 2017.

title: Josef Augusta (paleontologist)


text:
Electoral division of Arnhem

Arnhem is an electoral division of the Legislative Assembly in Australia's Northern Territory. It was first created in 1974, and takes its name from Arnhem Land, the region encompassing much of the northern part of the Territory.

Arnhem includes the Arnhem Land towns of Barunga, Beswick, Mataranka, Jabiru and Kakadu. In the redistribution before the 2016 election, gained territory from Arafura and Stuart, while losing territory to Nhulunbuy. There were 5,431 people enrolled within the electorate as of August 2020.

History
Arnhem was one of the initial electorates created along with the introduction of the Legislative Assembly in 1974. Though it consisted of predominantly indigenous towns which voted strongly for the Labor Party at a federal level, it was won by the Country Liberal Party amidst their landslide victory at the election of that year, in which the Labor Party won no seats. Arnhem returned to expectations at the 1977 election, when it was won by Labor candidate Bob Collins, who was elected leader of the party in 1981. After much of the northern portion of the seat was transferred to the new seat of Arafura in 1983, Collins transferred there and was succeeded in Arafura by new Labor candidate Wes Lanhupuy. Lanhupuy was comfortably re-elected three times, but died suddenly in 1995.

Labor candidate Jack Ah Kit won the 1995 by-election resulting from Lanhupuy's death, and went on to serve as a Cabinet minister in the Martin government from 2001. He retired at the 2005 election, with former ABC TV presenter Barbara McCarthy being comfortably elected as his replacement. McCarthy was reelected unopposed in 2008, only to be ousted by the CLP's Larisa Lee in 2012 as the CLP swept into government. Lee herself sat under three different banners during the next parliament, leaving the CLP to sit as an independent, joining the Palmer United Party, before returning to be an independent. Selena Uibo regained the seat for Labor at the 2016 election. Lee won only 117 votes or 4.0 percent, finishing in fifth and last place.

The high proportion of indigenous people in the Arnhem population has been reflected in the seat having had five consecutive indigenous MPs, and McCarthy (now a Senator) having been an outspoken advocate of indigenous rights in parliament.

title: Electoral division of Arnhem


text:
Alan Smith (radio presenter)

Alan Smith (born 1966) is a presenter and newsreader on BBC Radio 4, who also appears on sister station Radio 4 Extra. Born in the Simpson Memorial Maternity Pavilion, Edinburgh, Scotland, he moved with his family to Cumbria when he was two.

He joined Radio 4 in 2002 after presenting on regional radio & TV. In addition to his BBC work, he hosts an in-flight entertainment programme for British Airways together with corporate presentations. In 2006/7 he had the unusual experience for a formal radio announcer, of having his vocals used as a rap on a dance track after UK electronica act The Young Punx sampled him reading the Shipping Forecast for their track "Rockall". Alan Smith has previously read the news for Radio 2.

As of June 2018, Alan Smith reads the news on the Radio 4 flagship Today Programme.

title: Alan Smith (radio presenter)


text:
Rigshospitalet

Rigshospitalet (meaning The National, State or Hospital of the Realm, but not usually translated) is the largest public and teaching hospital in Copenhagen and the most highly specialised hospital in Denmark. The hospital's main building is a 16-storey functionalist highrise, one of the tallest structures in the central parts of the city. Rigshospitalet neighbours the Panum Building which houses the Faculty of Health and Medical Sciences at the University of Copenhagen. As a teaching hospital it is part of the framework organisation Copenhagen University Hospital.

Name
The Danish name is not usually translated to English. The prefix Rigs- is used in the names of some Danish state institutions, especially in a solemn or prestigious context or for authorities serving for the whole Danish Realm including Greenland and the Faroe Islands. It is the genitive of rige ('realm, kingdom, empire') and the cognate word is used similarly in Norwegian, Swedish, Icelandic and Dutch (and in German until 1945). The prefix Stats- ('of the state') is more widely used, but implies a slightly lower level in the hierarchy. Although Rigshospitalet was founded as a state hospital, as opposed to the normal hospitals operated by counties, the Danish term Statshospital was until 1977 used only for psychiatric institutions.

The hospital itself explains the name was given because its predecessor, Royal Frederick's Hospital, was handed over to the state and became open to patients from the whole Danish Realm.

Rigshospitalet is often abbreviated RH and colloquially also called Riget (literally meaning 'the realm' or 'the kingdom'), hence the name of von Trier's thriller TV series The Kingdom which was set at the hospital, and Stephen King's American version Kingdom Hospital.

History
Rigshospitalet was founded on 30 March 1757 as Kongelig Frederiks Hospital, named after King Frederick V and situated in Bredgade in central Copenhagen. The buildings are now occupied by the Danish Museum of Art & Design. Since 1903 the state has been the owner of the hospital (whereas other hospitals in Denmark are owned by the regions, formerly by the counties). In 1910 the hospital was renamed and moved to its present location in ten low buildings surrounding a central garden designed by architect Martin Borch. In 1970 most of the buildings were replaced by the present highrise concrete building designed by architect Jørgen Stærmose, while some of the surrounding older buildings still serve hospital functions. In 1995 the hospital was handed over to Hovedstadens Sygehusfællesskab (HS, The Capital Hospital Trust) which in 2007 was absorbed by the Capital Region. In 2007 a helipad was built on top of the hospital. Until then, rescue helicopters and helicopters transferring patients would land in the neighbouring park Fælledparken.

In 2021 Rigshospitalet was ranked as the world's 15th best hospital by Statista and Newsweek.

Key figures
As of 2021, some key figures at Rigshospitalet are:

Services
Rigshospitalet's mission is to be Denmark's leading hospital for patients needing highly specialized treatment. Its main specialist role has been enhanced in recent years by the decision that it should serve as the host institution for many of Copenhagen's speciality departments. Because of this, other hospitals refer patients to Rigshospitalet for the unique expertise available there.

Rigshospitalet's neighbor, the Panum Building, houses the University of Copenhagen's Faculty of Health and Medical Sciences. This proximity optimizes a close cooperation between the two in the fields of research and development. The Nordic Cochrane Centre and the University Centre for Nursing and Care Research are in Rigshospitalet.

With 1,120 beds, Rigshospitalet has responsibility for 65,000 inpatients and approximately 420,000 outpatients annually. In addition to its 8,000 personnel (7,000 full-time equivalents), the hospital trains, hosts, and has the in-service advantages of students of medicine and other health care sciences, as well as scientists working within Rigshospitalet under a variety of research grants. Rigshospitalet has a trauma centre specialised at receiving severely injured patients. Ordinary emergency department treatment has been relegated to the other hospitals in Copenhagen.

Social and cultural significance
The hospital is the location of Lars von Trier's three-season television horror mini-series The Kingdom.

Queen Margrethe II's children, Frederik X and Prince Joachim, were both born at Rigshospitalet (though the Queen had intended to give birth to her firstborn at Amalienborg Palace but had to be transferred to Rigshospitalet where Frederik was delivered by emergency C-section). Likewise, Frederik's four children, Crown Prince Christian, Isabella, Vincent and Josephine, and Joachim's four children, Nikolai, Felix, Henrik and Athena, were all born there.

Blood contamination
Two patients were infected with HIV at Rigshospitalet in February 2007 after getting a blood transfusion with infected blood. The blood had been tested for antibodies, where HIV infections in the very earliest phase potentially can be overlooked. The contagion could, according to experts, probably have been discovered if the blood had been tested with the newer nucleic acid test, which since 2009 is a requirement..

title: Rigshospitalet


text:
Serjeanty

Under feudalism in France and England during the Middle Ages, tenure by serjeanty was a form of tenure in return for a specified duty other than standard knight-service.

Etymology
The word comes from the French noun sergent, itself from the Latin serviens, servientis, "serving", the present participle of the verb, "to keep, preserve, save, rescue, deliver". "Sergeant" is derived from the same source, though developing an entirely different meaning.

Origins and development
Serjeanty originated in the assignation of an estate in land on condition of the performance of a certain duty other than knight-service, usually the discharge of duties in the household of the king or a noble. It ranged from non-standard service in the king's army (distinguished only by equipment from that of the knight), to petty renders (for example the rendering of a quantity of basic food such as a goose) scarcely distinguishable from those of the rent-paying tenant or socager.

The legal historians Frederick Pollock and Frederic William Maitland (1895) described it as being a free "servantship" in the sense that the serjeant, whatever his task, was essentially a menial servant. However the feudal historian John Horace Round objected that their definition does not cover military serjeanties and glosses over the honorific value of at least some of the services.

The historian Mary Bateson stated as follows concerning serjeanties: (They) were neither always military nor always agricultural, but might approach very closely the service of knights or the service of farmers ... The serjeanty of holding the king's head when he made a rough passage across the Channel, of pulling a rope when his vessel landed, of counting his chessmen on Christmas Day, of bringing fuel to his castle, of doing his carpentry, of finding his pot-herbs, of forging his irons for his ploughs, of tending his garden, of nursing the hounds gored and injured in the hunt, of serving as veterinary to his sick falcons, such and many others might be the ceremonial or menial services due from a given serjeanty. The varieties of serjeanty were later increased by lawyers, who for the sake of convenience categorised under this head such duties as escort service to the Abbess of Barking, or of military service on the Welsh border by the men of Archenfield.

Domesday Book
Serjeants (servientes) already appear as a distinct class in the Domesday Book of 1086, though not in all cases differentiated from the barons, who held by knight-service. A few mediaeval tenures by serjeanty can be definitely traced as far back as Domesday in the case of three Hampshire serjeanties: those of acting as king's marshal, of finding an archer for his service, and of keeping the gaol in Winchester Castle. It is probable, however, that many supposed tenures by serjeanty were not really such, although so described in returns, in inquisitions post mortem, and other records. The simplest legal test of the tenure was that serjeants, though liable to the feudal exactions of wardship, etc., were not liable to scutage; they made in place of this exaction special composition with the Crown.

Some of the Domesday Book tenants may have been serjeants before the Norman Conquest, in the time of King Edward the Confessor. For instance, a certain Siward Accipitrarius (from Latin accipiter, "hawk" ), presumably hawker to Edward the Confessor, held from the king an estate worth £7 in Somerset and did so in an area appropriate to his occupation, close to a water habitat. J. H. Round ascribed the development of serjeanties in England to Norman influence, though he did not dismiss earlier roots. The Anglo-Saxon historian James Campbell has suggested that serjeanties such as the messenger services recorded in the 13th century may represent "semi-fossilised remnants of important parts of the Anglo-Saxon governmental system".

Grand serjeanty versus petty serjeanty
The germ of the later distinction between "grand" (French: grand, "large") and "petty" (French petit, "small") serjeanty is found in the Magna Carta of 1215, the king there renouncing the right of prerogative wardship in the case of those who held of him by the render of small articles. The legal doctrine which developed that serjeanties were inalienable (i.e. non-transferable) and impartible, led during the reign of King Henry III (1216–1272) to the arrentation of those serjeanties the lands of which had been partly alienated, which were thereby converted into socage tenures (i.e. paying money rents), or in some cases, tenures by knight-service. Gradually the gulf widened, and "petty" serjeanties, consisting of renders, together with serjeanties held of mesne lords, sank into socage, while "grand" serjeanties, the holders of which performed their service in person, became alone. In Littleton's Tenures (15th century), this distinction appears as well defined, but the development was one of legal theory.

Disintegration
By the reign of King Edward I (1272–1307), tenure by serjeanty was well on the retreat, as Kimball (1936) observes:

"Once it began to give way, serjeanty disintegrated more quickly and easily than the other tenures as the feudal conception of society lost its hold...Its miscellaneous services had...many fates. A large number soon became obsolete; others were commuted to money payments or changed to knight's service; a few that were honourable or ornamental were retained in their original form as part of the coronation ceremony. Some being still useful were performed by deputy, or absorbed into the regular administrative system."

When the military tenure of knight-service was abolished at the Restoration of the Monarchy by King Charles II (1660–1685), that of grand serjeanty was retained, doubtless on account of its honorary character, it being then limited in practice to the performance of certain duties at coronations, the discharge of which as a right has always been coveted, and the earliest record of which is that of the coronation of Queen Eleanor of Provence in 1236. The most conspicuous are those of King's Champion, appurtenant to the manor of Scrivelsby, long held by the Dymoke family, and of supporting the king's right arm, appurtenant to the manor of Worksop.

Modern remnants
Although today any surviving remnants of grand sergeanty are regarded as roles of high honour, it should be remembered that originally grand sergeanty was a duty, not a right. Clearly even by the medieval era much grand sergeanty had become in practice merely a token of high honour given by a monarch, where the duty was patently absurd and entirely non-onerous, except for the requirement of the physical presence of the tenant concerned. The duty of supporting the king's right arm was still performed at the coronation of King Edward VII in 1902. Although the first holder of such heritable grand sergeanties was clearly a man well liked and respected by the appointing monarch, and suitable to the role, the character of the tenant's heir in the duty, often involving close personal proximity, might be less pleasing to future monarchs. Today, those with duties pertaining to the coronation are required to make their case to perform them at the Court of Claims.

The meaning of serjeant as a household officer is still preserved in the monarch's serjeants-at-arms, serjeant-surgeons and serjeant-trumpeter. The horse and foot serjeants (servientes) of the king's army in the 12th century, who ranked after the knights and were more lightly armed, were unconnected with land tenure.

Examples of grand serjeanty

 * Manor of Farnham, duty to provide white kid gloves and support king's right arm, while the Royal Sceptre was in his hand during Coronation, from the late 11th century until 1327.
 * Manor of Worksop, ibid., from 1327.
 * Manor of Scrivelsby, The King's Champion
 * Manor of Kingston Russell duty to count the King's chessmen and storing them away after a game
 * Manor of Kenninghall, the Chief Butler of England
 * Manor of Bardolf-in-Addington, duty to serve a mess of Dillegrout at coronations, 1066 until 1821
 * Manor of Nether Bilsington, duty to present three Maple cups
 * Manor of Eston-le-Mount, Chief Larderer and caterer
 * Manor of Wymondley, duty to bear a silver-gilt cup
 * Manor of Lyston, duty to bear a charger of wafers
 * Manor of Pelham, Chief Sewer (server)
 * Manor of Heydon, duty to bear a towel for washing the monarch's hands
 * Manor of Bedford, Almoner
 * Manor of Ashele, naperer
 * Manor of Sculton, larderer
 * The manor of Kinver and Stourton was held by the service of keeping the Royal Forest of Kinver

Hereditary offices in gross
Serjeanty is to be distinguished from offices held hereditarily "in gross". These are not serjeanties, as they were not incidents of the tenure of a manor or other land. They are heritable in the same way as baronies by writ, so that they can pass to a daughter where there is no male heir, and be split between daughters as co-heiresses if there are several.

Examples include:
 * the Lord Great Chamberlain;
 * the duty to carry the spurs at a coronation, vested in descendants of the Earl of Pembroke. In 2023, the spurs were carried by Delaval Astley, 23rd Baron Hastings and Simon Abney-Hastings, 15th Earl of Loudoun, who shares with other descendants of 20th Baroness Grey de Ruthyn including the Earl of Romney, the Viscount St Davids and the Baron Churston.
 * the Grand Carver of England.

title: Serjeanty


text:
Talk:Crown Heights, Brooklyn

Article mostly about a brief period
This page mostly concerns itself with a brief period in the history of Crown Heights.
 * That is of course no reason to remove it. Dysprosia 04:23, 12 Jun 2005 (UTC)
 * How about reformatting this page to discuss the neighborhood and briefly mentioning the riots while providing a link to Crown Heights Riot? Atheistrabbi 7 July 2005 14:00 (UTC)

History
I redid this section because the it was terrible, most of it wasn't even have complete sentences or nothing. Now, the original had no sources, and while I think I have some knowledge of the area's history, I've picked it up randomly and informally, have never read anything about it to use as a source, and have never been there, spoken with someone at all authoritative on the subject, or done anything else to support my belief that I have this knowledge. So, the current history section is a combination of two sets of assertions on the subject which, if I'm very lucky, may very well be accurate. If someone would know even remotely what they're talking about here, please look it over.

Certified: the above written by S. Martin at 07:40, 11 August 2007 (UTC)

West Indian
The term West Indian is not regarded highly by many of Caribbean descent, so why use it? 17:40, 13 February 2006 (UTC)
 * It isn't? Jayjg (talk) 17:18, 3 March 2006 (UTC)

I grew up in Crown Heights, that is what the parade is called.

Borders of Crown Heights
-- the generally accepted Western border of Crown Heights North of Eastern Parkway has moved with time, first towards the West (as far as Vanderbilt, or all the way to Flatbush) and more recently back towards the East (some claim as far as Bedford, others say Classon, others say Washington). It really depends on whom you ask or what decade you're talking about, as there's no official or natural boundary. -- 01Apr07. I'm not so sure that Bedford is the western border. I'd consider Washington, or even Flatbush Avenue, which both use the 11225 zip code (within the other borders).

Sometimesdee 16:16, 15 July 2006 (UTC)

Crown Heights is much furtehr east than that. It doesn't really start until Bedford Avenue. Washington Avenue is still wholy within Prospect Heights.

The Encyclopedia of the City of New York (Columbia University Press) lists Washington Avenue as the border between Crown Heights and Prospect Heights. This is the definitive guide to NYC. All boundaries to the east of Washington are made up by real estate brokers trying to pass off Crown Heights apartments as being located in Prospect Heights.

Speaking of renaming... can we just call [Crown Heights] + [Prospect Heights] = "Museum Heights" and be done with it? ;)

 * Maybe becasue the residents would wonder why their area had suddenly been renamed?? I can't see what the problem with Crown Heights is, it has a nice ring to it. CyntWorkStuff 18:17, 17 October 2007 (UTC)

The northern border is listed as Park Place, which may have been true decades ago, but seems awfully south of the accepted northern border of Atlantic Ave. Thoughts? Justplainzach (talk) 22:04, 15 November 2008 (UTC)

this article seems out of date
The majority of the article seems to have been written well over a decade ago when the disturbance dubbed the "Crown Heights Riots" had only recently occurred. While no doubt a event of historical significance, it happened a while ago and only in a small area of Crown Heights.

The current history, demographics, etc., etc. really needs to be updated. CyntWorkStuff 18:17, 17 October 2007 (UTC)

 * I agree. Since there is a separate article about the Crown Heights Riot, I don't think so many of the facts should be repeated here, especially since it doesn't touch on underlying reasons of racial competition and tension.--Parkwells (talk) 20:59, 26 November 2007 (UTC)

the correct way to list "Notable natives"
Meaning no disrespect at all to the Rebbe (Menachem Mendel Schneerson), but as far as I have seen these "Notable natives" lists just have the person's name and you are expected to click the link to get further info such as dates of birth, death, why "notable" etc. Could someone find the "wiki rules" for this type of thing? CyntWorkStuff 17:36, 18 October 2007 (UTC)

Area
It is two miles "long" and two miles "deep". Why not just say 2 miles width and length... how can you measure depth on a town... —Preceding unsigned comment added by 151.202.90.180 (talk) 00:53, 18 May 2008 (UTC)
 * by not being shomer shabbos. :p 68.32.48.59 (talk) 03:54, 31 May 2008 (UTC)
 * ok, so Sabbath-breaking has nothing to do with it, whatever. Big Deal. As for crown heights, it's probably three or four stories deep. 68.32.48.59 (talk) 03:55, 31 May 2008 (UTC)

 * 3 or 4 stories deep... how do you measure depth of a town. its eg: manhattan is long and thin.... crown heits is deep? Do you get my point. —Preceding unsigned comment added by 70.23.225.189 (talk) 23:32, 4 June 2008 (UTC)

Current renaissance
The second sentence in the Current renaissance section, "Rising real estate values and gentrification have also recently become part of this mix," cites an article from 1985. I don't contest the validity of the sentence, but the article is definitely out of date. 69.114.175.5 (talk) 01:19, 9 November 2008 (UTC)

Quotes without sources
This entire message contradicts itself and lacks sufficient if any evidence. First it says Jewish immigrants, as well as newcomers from Jamaica and African-American's from the south impacted the neighborhood in the 1930's. Therefore, African-American's and some Caribbean people would have been living in the neighborhood already. Most African-American's who had come to Crown Heights and Brooklyn period done so before WWII. Most West Indians done so after. This article also gives a negative vibe on Caribbean immigrants. West Indians actually have come to the U.S. relatively economically and educationally sound, being involved in technology, health care and a variety of fields. To imply that they were populating a place that was run down, and that they'd push out who was there, isn't adequately described and is very open ended. What evidence is that people from this exact neighborhood went to suburbs anyway? And what suburbs? Nothing is specified. I'll be taking out the follower unsourced quotes:

First, I'll change Population changes began in the 1930s with Jewish immigrants as well as newcomers from Jamaica, African Americans and from the south.

Before I even talk about the criteria, the grammatical structure of the sense is off. What recording is there that Jewish immigrants came in the 1930's? I haven't read this anywhere. There's nothing to source that. In fact, the 1924 Johnson-Reed act directly contradicts it and has even been regarded by many as directly anti-semitic. European immigrants was significantly reduced after 1924, for the few following decades. [There's nothing that describes it's quantitative or numerical contributions or significance. ] I'll change it to this Also, African-American migration, as well as Caribbean migration, began in the 1920's, not the 1930's.

''Population changes began in the 1920s with newcomers from Jamaica and African-American's from the south.

Many second and third generation people of Jewish descent had settled in the area.

Second and third generation Americans of Jewish descent had settled in the area? Where did they come from? Where is this being sourced from?

With increasing immigration from rural areas of the Caribbean, Crown Heights became an area of population with low skills for the urban environment.

What source is there to support that people were coming from rural areas of the Caribbean? How would have they been able to afford to move to New York? The way this statement sounds is that people from rural areas are supposed to be unskilled. It doesn't describe those rural areas as poor or developing. Tom71.245.112.131 (talk) —Preceding undated comment added 06:39, 2 June 2009 (UTC).

No source on quote
''Afterwards, African American and Caribbean residents took out their anger on Jewish residents. Stones and other objects were thrown, fires were set and shops were looted. On the same day, black teenagers attacked Yankel Rosenbaum, a Jewish student from Australia. .''

This comment lacks source. It's very generalized. It implies the all African-American or Caribbean residents attacked Jewish residents. Most people who resort to looting or rioting type behavior are poor. There are significant income and educational gaps between the African-American and West Indian populations of Crown Heights. The West Indian immigrants are more stable, educated and often are even regarded to not get along well with African-Americans. Where did anything say stones and objects were thrown? And what Jewish residents were attacked? I'm taking this quote out due to a lack of sourcing. TomNyj0127 (talk)

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Undue statistics
can I assume that if I look in the edit history I will find out that the material you insist on restoring was originally added by you like on all the other pages? Again, WP:DUEWEIGHT. Horse Eye's Back (talk) 23:31, 17 March 2021 (UTC)
 * I do, and I honestly don't care that you look at the history. You're disruptively editing these statistics out while the discussion is still ongoing. Epicgenius (talk) 23:32, 17 March 2021 (UTC)
 * I’m not asking if you care or not, I’m asking if you’re the original author of the text you’re restoring without satisfying the due weight concerns I raised. Horse Eye's Back (talk) 23:36, 17 March 2021 (UTC)
 * If the content was reliably sourced, and there is no consensus for removing it, then it should stay in the article; this does not change based on whether it was added by Epicgenius, Jimmy Wales, William Shatner or the Unabomber. Is there any actual reason to remove it? jp×g 01:16, 18 March 2021 (UTC)

title: Talk:Crown Heights, Brooklyn


text:
British Rail Class 43 (HST)

The British Rail Class 43 (HST) is the TOPS classification used for the InterCity 125 High Speed Train (formerly Classes 253 and 254) diesel-electric power cars, built by British Rail Engineering Limited from 1975 to 1982, and in service in the UK since 1976.

The class is officially the fastest diesel locomotive in the world, with an absolute maximum speed of 148.5 mi/h, and a regular service speed of 125 mi/h. The record run was led by 43102 (43302) and trailed by 43159.

History and background
In the early 1970s, the British Railways Board made the decision to replace its main-line express diesel traction. Financial limitations were tight, so mass electrification was not possible. As a result, a new generation of high-speed diesel trains had to be developed.

Experience with the high-speed Class 55 Deltic locomotives had shown that a low axle weight was essential to avoid damage to the track at sustained high speed, and that high-speed engines were the only way to provide a good enough power-to-weight ratio for diesels. To power the HST at up to 125 mi/h, each power car had a new diesel engine, the 12-cylinder Paxman Valenta, running at 1,500rpm and developing 2250 bhp. The 70-tonne weight of the power car gave it a 17.5-tonne axle loading.

Prototype
The prototype set was developed at the Railway Technical Centre, Derby, the power cars having been constructed by British Rail Engineering Limited's (BREL) Crewe Works and the British Rail Mark 3 passenger cars by BREL's Derby Litchurch Lane Works. The engine used in the prototype power cars was the Paxman 'Valenta' 12RP200L, which developed 2250 hp. The electrical equipment was supplied by Brush. The power cars had a main driver's position at one aerodynamically shaped end with the other flat and gangwayed end having only an auxiliary driving position for shunting purposes.

The two prototype power cars emerged from the works in June and August 1972 and were initially numbered 41001 and 41002, but after a short period the entire set, including the passenger coaches, became reclassified as a diesel-electric multiple unit: British Rail Class 252. The power cars were given the coaching stock numbers 43000 and 43001. After proving trials on the Eastern Region the prototype High Speed Diesel Train (HSDT) was transferred to the Western Region, where it was deployed on Paddington – Bristol – Weston-super-Mare services.

Production series
The design was successful and led to production orders being placed for similar trains for the Western, Eastern, Scottish and London Midland regions. The production power cars featured a redesigned front end without conventional buffers, although a rigid drawbar can be used to connect an HST to an ordinary locomotive. Following the introduction of production HST sets, the prototype unit was withdrawn, the power cars passing to the Research Division at Derby. Of the ten prototype coaches, two were adapted for use in the Royal Train, five were modified for use with the production HSTs, and three were transferred to Departmental stock.

The 197 power cars produced are numbered 43002-43198. 43001 was applied to the second of the two prototype power cars, while the first of the pair (now preserved at the NRM; formerly operational on the GCR) became 43000, which is unusual because BR TOPS classification numbered its locomotives from 001 upwards (this was because it was not, at the time, classified as a locomotive).

Buffered units
In 1987, as electrification of the East Coast Main Line was under way, British Rail realised that the new Mark 4 carriages for the Class 89 and Class 91 locomotives were not going to be finished in time for the introduction of electric services on the East Coast Main Line so, in late 1987, a total of eight Eastern Region power car conversions were carried out at the Derby Engineering Development Unit, whilst the other six were converted by the diesel repair shop at Stratford to have the lower valancing removed and buffers fitted.

After being fitted with buffers, these power cars began work as surrogate DVTs to work with the Class 91s and 89. The locomotives, working with conventional Mark 3 stock, worked on the line between 1987 and 1991, when the last Class 91 locomotives entered service. As well as buffers being fitted to these power cars, special remote control equipment was also added to the locomotives so they could be controlled by the locomotive at the front. Once these locomotives left DVT duties, the remote equipment was removed.

After privatisation, these power cars joined the Virgin Trains fleet working both Virgin CrossCountry and Virgin Trains West Coast routes, where they displaced loco-hauled stock. All the units were repainted from their original InterCity colours to the Virgin red livery. Later, Virgin Trains withdrew the HSTs when new Class 220 and 221 units were delivered, and nearly all of these power cars went into storage at Long Marston.

After years of storage, several of the power cars were bought by Midland Mainline to be part of Project Rio, special services running from London St Pancras to Manchester while major engineering works were undertaken on the West Coast Main Line. These units were kept in the de-branded Virgin Trains livery throughout their time with Midland Mainline and put back in storage once Project Rio had finished in 2006.

Two units joined Network Rail's New Measurement Train in 2003 and have continued to work with this service ever since. Both of these units have now had MTU engines fitted.

One unit was leased to GNER as a one-off power car, working as a spare unit that could be easily called for if an HST failed. For most of its time with GNER, it was based at Craigentinny yard in Edinburgh and was painted into GNER colours. This locomotive's lease ended in 2006 and it was returned to storage at Long Marston.

In 2007, Grand Central took an interest in the stored power cars and amalgamated them into its fleet of three HST sets. In total, six were bought by the company and ran high-speed services between Sunderland and London Kings Cross. Two were the final operational Paxman Valenta power cars, being re-engined in 2010 with the MTU treatment. While at the works being re-engined, Grand Central added the orange stripe that appears on its Class 180 units, re-painted the front ends (making them look more like the non-buffered HSTs), and re-numbered the power cars into the four-hundreds. They were withdrawn from Grand Central service in 2017 after more Class 180s were acquired.

Engines
British Rail experimented with Mirrlees Blackstone MB190 engines in four Western region examples (43167–43170) between 1987 and 1996, but this experiment was unsuccessful and the standard Paxman Valenta engines re-installed.

Paxman began development of the Valenta's successor, the Paxman VP185, in 1987. The suggestion that British Rail participate in a trial of the new VP185 engine in the IC125 was first mooted in January 1991, and a formal agreement for the trial was signed in May 1993.

A qualifying requirement for the trial was that the engine should undergo a British Rail Type Test which was carried out between December 1993 and February 1994. The test involved completion of 3,000 cycles, each of 10 minutes duration, with four minutes at the maximum power of 2611 kW and six minutes at idle, simulating the typical 'on-off' nature of IC125 duty. The test was much more severe than operational duty, where the train operates at a maximum of 1678 kW. The successful results of the test cleared the way for installation of a VP185 in Power Car 43170 at Plymouth Laira Depot for in-service trials in the summer of 1994. Power car 43170 entered service on 22 September 1994. 43170 was given the nameplate "Edward Paxman".

During the late 1990s twenty-five HST power cars were re-engined with Paxman VP185 engines in order to improve fuel consumption and reduce emissions.

The last VP185 engine to be manufactured at Paxman's Colchester Works was despatched from the factory on 15 September 2003 as part of a programme to convert 14 Midland Mainline power cars to VP185 engines to supplement the four already converted during 1994/95, and this led to 43043/045/048-050/052/055/060/061/072/073/076/082 joining 43047/059/074/075 with this engine type.

Today there are no production power cars fitted with a Paxman Valenta engine, although the 125 Group have reinstalled a Paxman Valenta in the surviving prototype power car, 41001 (formerly 43000). The 125 group are also in the process of reinstalling a Valenta into 43044 for preservation.

Diesel-battery hybrid trial
In 2007, Brush Traction and Hitachi equipped Paxman Valenta powered 43089 and a semi-permanently coupled Mark 3 coach with a diesel-battery hybrid power system for experimental trials. The power car was named "Hayabusa" (Hayabusa, はやぶさ, Japanese for Peregrine falcon, project name 'V-Train 2'). It returned to normal service with East Midlands Trains.

Life extension
The HST fleet, having been in operation since the late 1970s, has been largely replaced by the Intercity Express Programme.
 * During 2005, two Class 43 power cars (43004 and 43009) operated by First Great Western were fitted with new MTU V16 4000 engines before being tested in passenger operation on the Great Western Line. In December 2005, First announced that all its power cars would receive the MTU engine. The MTU engine offers improvements over the existing Paxman 12RP200 'Valenta' engines, with reduced noise, smoke and exhaust emissions, improved reliability and fuel efficiency.
 * East Coast also re-engined its fleet with MTU engines, a process begun under its predecessor GNER. East Coast's fleet of re-engined power cars have been renumbered into the 432xx and 433xx series by adding 200 to the existing power car number.
 * East Midlands Trains stated that it would install Paxman VP185 engines in all its power cars before the end of its franchise. It has since completed this operation, though the re-engined power cars retain their original numbers
 * Grand Central had fitted their HST fleet with MTU engines, with the first pair entering service on 21 September 2010; they have also been repainted with an orange stripe to match Grand Central's Class 180s. 43123 was the final Valenta power car; it now carries a plaque reading "Valenta 1972-2010". The final passenger service of a Valenta engined power car was on 19 December 2010. On 22 December 2010 the Valenta was used in four farewell tours between York and Sunderland using 43123. All power cars have been re-engined by Brush Traction, Loughborough, and have been renumbered in the 43/4 range.
 * CrossCountry's first CrossCountry-liveried HST power car, 43301 (formerly 43101) was released from its overhaul at Brush Traction, Loughborough on 16 July 2008. CrossCountry also renumbered all its HST units by adding 200 to the old number.
 * In 2003, Network Rail's launched its New Measurement Train, a specially converted InterCity 125 set. Its yellow livery has earned it the nickname "The Flying Banana".

Operations

When Crewe Works built them, the InterCity 125 units were considered to be diesel multiple units, and were allocated Classes 253 and 254 for Western and Eastern Region services respectively. The locomotives were introduced in the Midland region later.

Until the HST's introduction, the maximum speed of British trains was limited to 100 mph (160 km/h). The increased speed and rapid acceleration and deceleration of the HST made it ideal for passenger use, and it slashed journey times around the country. The prototype InterCity 125 (power cars 43000 and 43001) set the world record for diesel traction at 143 mph (230 km/h) on 12 June 1973. An HST also holds the world speed record for a diesel train carrying passengers. On 27 September 1985, a special press run for the launch of a new Tees-Tyne Pullman service from Newcastle to London King's Cross, formed of a shortened 2+5 set, briefly touched 144 mi/h north of York.

During 1987, eight HST power cars were converted for use as driving van trailers (DVTs) with Class 91 locomotives during trials on the East Coast Main Line. The power cars were fitted with buffers and time-division multiplex equipment that allowed them to directly control a Class 91, and were moved over to the ECML where they were used on workings with Class 89 and then Class 91 locomotives from London to Leeds. After the Mk 4 stock had been delivered, the HST power cars had the TDM equipment removed, and then reverted to their normal duties. The power cars used for this project can be easily identified as they are still fitted with buffers. They were then transferred to Virgin Cross Country, and put in storage when Virgin replaced its HST fleet with Bombardier Voyagers (though Arriva, upon later taking over the franchise, acquired ten power cars, four of which were buffered). Grand Central bought six of these for services from Sunderland to London, the remaining two having been integrated into Network Rail's New Measurement Train.

After the privatisation of British Rail the HST sets continued to be used. 193 of the 197 locomotives built remained in service, five power cars, 43173, 43011, 43019, 43140 and 43030, having been written off by fatal rail accidents in 1997, 1999, 2004 and 2020 respectively.

In 2018-19, Great Western Railway and London North Eastern Railway replaced their HST-worked services with ones operated by Class 800/801/802s. LNER retained none of its HSTs; GWR retained 24 power cars to form 11 four-carriage formations known as "Castle Class" sets for use on local services between Cardiff and Penzance, which had not been worked by HSTs before.

Twenty-seven sets each with four or five carriages moved from Great Western Railway to Abellio ScotRail and were refurbished with controlled emission tanks and plug automatic doors. These operate on services between either Edinburgh or Glasgow and either Aberdeen or Inverness. The first two were delivered to Craigentinny TMD for crew training in September 2017. The first entered service in October 2018.

Future
GB Railfreight have expressed interest in the possibility of converting displaced HST sets for use carrying parcels and other mail.

In 2021, RailAdventure acquired the six 43/4 power cars, plus an additional two for spares, for use on stock movements as part of its entrance into the UK market through the acquisition of Hanson and Hall Rail Services. Two were moved to Germany for display at a trade show in September 2021. They returned in November 2021.

On 25 November 2022, GWR announced it would be retiring their 'Castle' fleet. The withdrawals are expected to take place over a two-year period.

In early August 2023, three power cars and 11 Mark 3 coaches were exported to Mexico for use on the Tren Interoceánico. They arrived in early September 2023.

Fortieth anniversary
On 2 May 2016 an open day was held at Bristol St Philip's Marsh depot with a line up of Class 43s from each operator (except CrossCountry) to celebrate the HST's fortieth anniversary. Several locomotives and passenger trains also appeared, such as 150 247 and 166 214 both in their new GWR liveries, 158 798 in its Springboard Opportunity Group livery and the prototype Class 41 HST. At the event, power car 43002 (Numbered 253 001 as a Diesel Multiple Unit) was unveiled in original Intercity 125 livery, and named Sir Kenneth Grange after the Class 43's bodyshell designer. On 2 October 2016, power car 43185 was unveiled in InterCity Swallow livery. Both were operated by Great Western Railway (First Great Western) and 43002 is now preserved, Residing at the National Railway Museum at York.

Accidents
There have also been four serious incidents involving Class 43s; these accidents resulted in five power cars being written off.

 * Southall rail crash: on 19 September 1997, 43173 leading a Swansea to London Paddington service which failed to stop at a red signal, which resulted in a high-speed collision with a freight train.
 * Ladbroke Grove rail crash: on 5 October 1999, a British Rail Class 165 unit 165 115, passed a signal set at danger while leaving London Paddington on a Thames Trains service. This resulted in a serious collision with 43011, forming a London-bound HST service.
 * Ufton Nervet rail crash: on 6 November 2004, 43019 leading a London to Plymouth service, collided with a car on the Ufton Nervet level crossing. The impact with the car resulted in a serious derailment which killed six people aboard the train, including the driver.
 * Stonehaven derailment: on 12 August 2020 an Abellio ScotRail service that struck a landslide near Stonehaven on the Dundee-Aberdeen line, derailing the train and killing three. Both powercars, 43140 and 43030, were written off.

There have been minor incidents involving Class 43s, among which have been:
 * On 28 August 1979, power car 43110 derailed south of Northallerton. The cause was attributed to low gearbox oil lubricant which caused the pinion to fail and lock the leading wheels on the train in place. With the rear power car pushing the train, this caused the locked wheels to skid, wearing a groove which developed false flanges on their outsides, one of which struck the points south of the station, which buckled the rail.
 * On 16 March 1986, power car 43118 received collision damage after running through a buffer stop and derailing, while leaving Neville Hill TMD.
 * On 3 April 2016, power car 43160 was involved in what was described as a 'low impact' collision at Plymouth railway station. A local commuter service collided with a Plymouth to London Paddington train at low speed and the power car received damage to its nose and valancing.
 * On 20 August 2017, 43188 partly derailed on departure at Paddington while forming the rear power car of the 11:57 Great Western Railway service to Penzance. This was due to a track fault.
 * On 31 December 2017, 43195 hit a tree near Hemerdon, Plymouth.
 * On 17 April 2018, 43138 suffered damage due to an engine fire whilst at Penzance station.
 * On 6 April 2019, 43045 caught fire at Leicester whilst working 14:45 Nottingham-London St Pancras.
 * On 13 June 2019, 43054 collided with aggregate that had been washed-out from a cutting slope near Corby, Northamptonshire.
 * On 13 November 2019, 43300 collided with an LNER Class 800 Azuma at Neville Hill TMD, Leeds.
 * On 10 April 2021, 43012 was derailed near Dalwhinnie. The line between Aviemore and Pitlochry was closed.
 * On 27 December 2023, 43129 crashed into a fallen tree near Arbroath Station. The front cab was severely damaged.

Replacement
The HST fleet is now in its sixth decade, and replacements are underway. This project, the Intercity Express Programme, is being spearheaded by the Department for Transport. A consortium headed by Hitachi has designed and built the new units, initially named "Super Express Train". Various formations are being built; both electric and bi-mode (electro-diesel) versions in five- or nine-coach lengths. The first batches have replaced HSTs on the Great Western Main Line and the East Coast Main Line.

On the Greater Western franchise, the last of the full-length HSTs was withdrawn in June 2019. Between 12 and 20 HST sets were originally to be retained and refurbished to carry on providing services between London, Devon and Cornwall, where no electrification was planned, and where the Class 800's diesel engines would not be capable of negotiating the steep gradients along the South Devon Banks, through to the mid-2020s. A report published in 2011 concluded that the Mark 3 coaches could remain in service as late as 2035, subject to some minor rewiring and enhancements required under disability legislation. However, it was announced in March 2015 that the HST would instead be replaced with the Class 802, a more powerful derivative of the bi-mode Class 800s.

Initially, high-speed Bombardier Voyager and Alstom Class 180 Adelante replaced numerous HST units, but all locomotives and sets were brought back into service as a result of increasing demand. Some Great Western sets were cascaded to Abellio ScotRail to replace the Class 170 units, while others were retained by GWR to operate local services. GWR will retire these units in favour of Class 802s by December 2023.

Grand Central Railway leased five more Class 180 units cascaded from GWR to replace its HST trains and increase its overall fleet size. This in turn allowed the HSTs to be cascaded to East Midlands Trains. The East Midlands Trains sets were passed to the new East Midlands Railway franchise, which announced it would replace them with a combination of Class 180 and Class 222 units, enabled owing to the electrification of the MML as far north as Corby, to be replaced ultimately by Class 810 bi-mode units.

Upon being retired, locomotive 43002 was preserved by the National Railway Museum in York. It was joined by 43102 (43302)

Preservation
Thirteen Class 43 power cars have currently been saved for preservation.

The National Railway Museum in York has preserved 43002, the first production power car. The Railway Heritage Designation Advisory Board nominated 43102 (43302) for preservation as holder of the record for being the fastest diesel locomotive on the planet. The power car was donated to the NRM upon its withdrawal from service in May 2021, and it is currently located at the NRM's museum at Shildon.

Angel Trains donated 43018 to Crewe Heritage Centre following its use as a spares donor for Abellio ScotRail. Porterbrook also donated 43081, the 8,000th locomotive built at Crewe, to the museum in 2021. Porterbrook donated 43048 and 43089 to the 125 Group. Both moved to the group when their lease ended with East Midlands Railway. The group later purchased 43044 from Porterbrook in 2021, with 43159 being donated in June that year.

43045 has been preserved at the Long Marston Rail Innovation Centre following its period in service with Colas Rail and its time in storage.

The University of Birmingham leased 43056 for use as a research & development vehicle. In November 2021, the power car was donated to the Welsh Railways Trust based at the Gwili Railway. 125 Heritage Ltd, based at the Colne Valley Railway, has saved three power cars, 43071, 43073, and 43082.

In addition to these twelve, Locomotive Services Limited have saved seven power cars, 43046, 43047, 43049, 43055, 43058, 43059 and 43083 along with three sets of Mark 3 coaches for use on excursion trains. 43046 and 43055 have been refurbished and reliveried, along with a set of coaches, as a recreation of the Midland Pullman train.

Model railways
In 1977 Hornby Railways launched its first version of the BR Class 43 (HST) in OO gauge.

Lima have released an HST model in OO gauge.

Dapol have released an HST model in N gauge.

title: British Rail Class 43 (HST)


text:
Wikipedia:Articles for deletion/MusicMann 279

 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. Mackensen (talk) 22:29, 22 Jun 2005 (UTC)

MusicMann 279
This project has no evidence of existence other than two web-sites and a host of speculative posts on radio-related forums. Non-notable. The Best Cocktails In Manchester 13:56, 11 Jun 2005 (UTC)
 * Comment. Note that VfDing this article was this user's first and so far only edit, so if we're to disregard Chubby Chicken's vote to keep (see below) we should probably not count the nominator as a valid vote to delete. — Trilobite (Talk) 03:04, 12 Jun 2005 (UTC)

 * Delete "The company involved in setting up the station estimated a June 2005 launch, but this has not taken place"  Though it could be expanded and rewritten into an interesting article, come back when it has actually lannched and gained notability! Sonic Mew 14:03, Jun 11, 2005 (UTC)
 * keep notable Chubby Chicken 15:44, 11 Jun 2005 (UTC)
 * Comment. Above recently created account, Chubby Chicken, is voting "keep, notable" for numerous clearly non-notable (indeed bordering on speedy) articles. Please keep that grain of information in mind when counting votes. -- BD2412 talk 20:20, 2005 Jun 11 (UTC)
 * Delete It's proposed. Wikipedia is not a crystal ball. --Xcali 17:22, 11 Jun 2005 (UTC)
 * Keep. Actually I was thinking about expanding this recently, so perhaps it's lucky I didn't if it's going to be deleted. This is definitely more notable than the average proposed radio station, mainly because it's on longwave. There are now only two stations broadcasting on longwave in the UK and Ireland, both run as long-range repeater services by the two countries' state broadcasters, and the only longwave-only commercial station went out of business a few years ago. The possibility of starting another one has been talked about for years now. Great controversy surrounds it because running a longwave transmitter is thought to be unprofitable and fruitless these days, and these people are trying to use some new untested kind. This station has been trying to get started for quite some time and is discussed and argued about endlessly. This is much more notable than some proposed local mediumwave or FM station, for example. There are very few longwave stations in the world (see the article), so we should allow for the possibility that a new one might be notable before it's even started broadcasting. We should also remember that this station has a potential audience of the order of 100 million (I haven't seen the figures). If it really does never get off the ground I would probably vote to delete myself, but at the moment there appears to be a fairly reasonable chance that it will. — Trilobite (Talk) 17:51, 11 Jun 2005 (UTC)
 * Comment - I'm familiar with this project too, and while I believe that it's notable within the radio industry, there are a lot of radio projects out there that never get off the ground. Does Eric Wiltsher's little Slovakian project 1 merit its own page in Wikipedia, for example? At present, I don't feel that this project has any more notability than your average RSL or pirate resurrection pipe dream. Abstain for now. Smileyrepublic 16:50, 12 Jun 2005 (UTC)
 * I didn't know anything about that Slovakian one, but looking at the website it appears to be on the air and broadcasting, in which case it certainly is notable and deserves an article. I think this project is quite a lot more notable than an RSL because RSLs are confined to a small area and are ephemeral in nature. This being a project to launch a new national station, in fact not a national station but one broadcasting to several countries, on longwave as well, it seems rather more notable than a planned local station. — Trilobite (Talk) 19:07, 12 Jun 2005 (UTC)
 * Delete no notability yet - Wikipedia is not a crystal ball. JamesBurns 05:00, 12 Jun 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:
British Rail Class 43 (Warship Class)

The British Rail Class 43 diesel-hydraulic locomotives were built by the North British Locomotive Company (NBL) from 1960 to 1962. They were numbered D833–D865.

Classification
The D800 series diesel-hydraulic 'Warship Class', of B-B wheel arrangement, was constructed by two different builders. Those locomotives built by British Railways at Swindon Works were originally numbered D800-D832 and D866-D870. They were allocated Class 42 under the 1968 classification system, while those built by the North British Locomotive Company (NBL) were originally numbered D833-D865 and allocated Class 43. Because of their early withdrawal dates, neither the Swindon- nor the NBL-built locomotives carried TOPS numbers. More detail on factors common to both types can be found in the article on the Swindon-built British Rail Class 42.

Mechanical details
The NBL-built D800s differed mechanically from the Swindon-built batch: the Swindon locomotives used Maybach engines connected to Mekydro hydraulic transmissions whereas the NBL-built examples used MAN engines and Voith transmissions. NBL had entered into an arrangement with the German company MAN AG in the early 1950s to market MAN's engine designs in the UK: NBL was anxious to enter the diesel locomotive market, especially once it became apparent that British Railways would be seeking large quantities of such locomotives when the "Modernisation Plan" was announced. MAN were equally keen to obtain a slice of the UK market for themselves. The first results of this collaboration were the D600-D604 locomotives which failed to take advantage of the weight-saving potential of light alloy stressed-skin construction allied to hydraulic transmissions.

No further examples of this design were ordered but NBL then received an order for 33 locomotives to a more advanced design, the D800 design drawn up by Swindon Works in turn derived from the original German Krauss-Maffei V200 design. The prime mechanical components of these were two MAN L12V18/21B diesel engines, each rated at 1100 hp at 1530 rpm and coupled to a Voith LT306r hydraulic transmission; each engine/transmission combination drove one bogie. Unlike the Mekydro four-speed transmissions in the Swindon-built locomotives, the Voith was only a three-speed design but was chosen because it kept compatibility with D600-4 and because NBL already had a licence to manufacture it. Whereas the Swindon-built locomotives had all their engines and transmissions supplied by the German manufacturers (albeit with ten engines and three transmissions supplied as kits of parts for the British licensee to re-assemble) the engines and transmissions required for D833-65 were all built by NBL.

Operation
In operational service, the NBL locomotives were less reliable than their Swindon-built cousins. Mild steel was used for the exhaust manifolds and these components were prone to fracture. Not only did this result in a loss of exhaust pressure to drive the turbochargers but also the driving cabs rapidly filled with exhaust fumes. The MAN-built engines used in the German DB class V 200 design had nickel-resist steel manifolds and were far less troublesome. The engine design also suffered from being quite highly rated for a design with no active piston cooling and piston ring life expectancy was decreased as a result. One MAN L12V18/21B was sent to the British Internal Combustion Engine Research Association for various tests and potential modifications to improve the deficiencies but nothing ever came of this. Further problems arose because of the conversion from metric to imperial feet and inches when the MAN drawings were received by NBL. It is almost certain that rounding errors in these conversions resulted in poor tolerances and lowered reliability in practice. Despite all this, figures for 1965 show the North British Warships covered a far greater annual mileage than contemporary Type 4's such as the Westerns, Peaks and Brush Type 4.

Despite being their last year in service, Class 43 locomotives were still hauling long-distance passenger trains over the summer of 1971 on services between Paddington and locations in Devon.

Accidents and incidents

 * On 25 August 1962, locomotive No. D833 Panther was hauling a passenger train that came to a halt at Torquay, Devon due to defects on the locomotive. Another passenger train, hauled by GWR 4900 Class 4-6-0 No. 4932 Hatherton Hall, overran signals and was in a rear-end collision. Twenty-three people were injured.
 * On 11 January 1967, locomotive No. D864 Zambesi at St Annes Bristol was running light, (by itself), on the up line when it came into contact with the destroyed rear coach of an accident on the down line where the diverted 12:00 Paddington to Swansea had just collided with the rear of the 11:45 Paddington to Bristol. Only very minor damage was sustained by No. D864, which came into glancing contact with the splayed out body panels of the last coach of the Bristol train.
 * On 27 September 1967, locomotive No. D853 Thruster was hauling the 09:45 Paddington to Weston super Mare, which travelled too fast on the relief line through Foxhall Junction, Didcot, and derailed causing one death and 23 injuries. The derailment was caused by the train being driven at excessive speed through the crossover.

Withdrawal
The NBL-built D800s were withdrawn before their Class 42 sisters, themselves doomed to a short life because of the decision to standardise on diesel-electric transmission for mainline locomotives. None have survived into preservation. Many of the names were later allocated to Class 50 locomotives, which were also named after British warships. They were allocated to Bristol Bath Road, Laira Plymouth, Newton Abbot and Old Oak Common.

Class details
Built by NBL, date of order 3 July 1958, maker's order no. L100, Swindon lot no. 443

title: British Rail Class 43 (Warship Class)


text:
Talk:Coastal erosion

Start
This is the start of an article on Coastal Erosion Prevention and I would like to talk to others who have a similar interest, and may just have new knowledge in this field. — Preceding unsigned comment added by Crowsgorve (talk • contribs) 05:05, June 12, 2005

Quality
Original article was really bad, containing many inaccuracies, poorly researched and explained examples, etc.. Tides are definitely NOT the main cause of coastal erosion. — Preceding unsigned comment added by Dborignal (talk • contribs) 14:14, December 19, 2005
 * Definately needs some work- perhaps include some of the causes and cross-reference to costal defenses and methods of avoiding sinking into the sea, like Managed Retreat... — Preceding unsigned comment added by 80.229.218.5 (talk • contribs) 17:43, February 6, 2006
 * Ummm...This article is pretty good somone did a really good job! — Preceding unsigned comment added by  69.143.208.177 (talk • contribs) 09:48, May 7, 2007
 * this is not a good page because it has not enough detail — Preceding unsigned comment added by  86.154.147.16 (talk • contribs) 14:39, December 1, 2008

 * It does not tell you about caves stacks arches stumps an many more things  — Preceding unsigned comment added by 87.101.240.6 (talk • contribs) 03:11, April 5, 2011
 * I agree,and I researched and came up with another better website (whose name shall remain undisclosed)and found out everything I needed to know. I will not be returning to wikepedia. — Preceding unsigned comment added by 86.45.25.47 (talk • contribs) 13:21, January 16, 2012

 * I dont think its good enough — Preceding unsigned comment added by 86.45.25.47 (talk • contribs) 13:17, January 16, 2012

Global POV
"Beaches are the largest on September 21st, the equinox" In the north... — Preceding unsigned comment added by 60.228.11.136 (talk • contribs) 00:18, June 11, 2007

Fixed layout of this page
I have attempted to fix the layout of this page. Not a single user to date has bothered to sign their posts – Please sign your posts by adding " ~ " at the end of your comment before saving the page. Thanks, Groll τech  ( talk ) 22:14, 5 June 2012 (UTC)

River-Stream Sediment Question
Can anyone contribute something about the river and stream sediment factor. In California, I've heard for years that flood control and dam projects keep sediment from flowing into bays and oceans thus robbing beaches of a good source of sand. This seems to be evidenced by the fact that many dams are finally back filling with tons of silt and are no longer effective. I'm not an expert in this area so I defer to soil scientists, hydrologists and other hard science people. Me just humble shrink and surfer boy. Kit Hill kithill@aol.com.

Semi-protected edit request on 14 March 2016
In the section Examples "An example of a cliffed coast is in north-south Wales where over years of the sea beating at the cliffs the houses on top have begun collapsing into the sea. With some of them you can even see inside as the entire backs of some of the houses have come off and have been launched over the clifftop that has been torn through by the ferocious sea." north-south wales is incorrect and the grammar used is terrible. It would be better put as 'A place where erosion of a cliffed coast has occurred is at Wamberal in the Central Coast region of New South Wales where houses built on top of the cliffs began to collapse into the sea. This is due to waves causing erosion of the primarily sedimentary material on which the buildings foundations sit. '

Crabs69 (talk) 10:30, 14 March 2016 (UTC)
 * Yes check.svg Done  B E C K Y S A Y L E S  06:55, 15 March 2016 (UTC)

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hydraulic action?
So hydraulic action is "waves compressing air in cracks in a rock shoreline"? Would that not be pneumatic action by definition? Or hydro-pneumatic at best. That seems at odds with every other usage of the word hydraulic that I've ever seen. What would be much more in keeping with every other definition of the word would be waves acting on water which has seeped into cracks in the rocks, since hydraulic hammer effect is a well known phenomenon, and water, being incompressible, is a far, far more effective transmitter of impact force than air, which simply acts as a cushion or spring, without transmitting a shockwave to anything like the same degree.

64.223.124.231 (talk) 23:19, 17 September 2021 (UTC)

rvf — Preceding unsigned comment added by 76.219.236.254 (talk) 00:56, 25 February 2022 (UTC)

Tracking section
The tracking section is quite short. In my view, the section would benefit from additional explanation how these measurements could be used. We have published a study on this in Coastal Engineering (one of the leading scientific journals in this field). I think, we could contribute some interesting aspects to this paragraph (how to use these tracked profiles and how to use this information for future coastal management). Let me know what you think about these suggestions! Philot789 (talk) 13:46, 17 October 2022 (UTC)

 * I agree that the tracking section was really short compared to the other sections of the article. They only gave a few methods to track coastal erosion in three sentences, when each method could have been expanded on a little more. I think that your idea to include a few paragraphs on future coastal management would also make this article a stronger reference to be used in other work and projects. Lenaerickson (talk) 03:56, 11 September 2023 (UTC)
 * Cool, thank you for your feedback! I will think about some extensions in the next days and propose them Philot789 (talk) 13:11, 12 September 2023 (UTC)
 * Lenaerickson (talk) 03:57, 11 September 2023 (UTC)

title: Talk:Coastal erosion