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Rusty Crawford

Samuel Russell Crawford (November 7, 1885 – December 19, 1971) was a Canadian professional ice hockey forward who played for the Quebec Bulldogs of the National Hockey Association (NHA), Ottawa Senators and Toronto Arenas of the National Hockey League (NHL) and Saskatoon Crescents, Calgary Tigers and Vancouver Maroons of the Western Canada Hockey League (WCHL). He was a two-time Stanley Cup champion, winning the trophy with the Bulldogs in 1913 and the Arenas in 1918. Crawford was one of the sport's early stars and appeared in 258 games in the three major leagues, scoring 110 goals. He was inducted into the Hockey Hall of Fame in 1963.

Playing career
Crawford was born in Cardinal, Ontario, and played junior hockey in Vernon, near Ottawa, winning the Shaver Cup with the team in 1910. Following a stint playing amateur hockey in Verdun, Quebec, Crawford moved to Saskatchewan, settling in Prince Albert. He played with the Prince Albert Mintos of the Saskatchewan Professional Hockey League in 1910–11 where he scored 26 goals in 7 games. He joined the Saskatoon Hoo-Hoos from 1911–12. Both the Mintos and Hoo-Hoos issued challenges for the Stanley Cup in the year Crawford played with them, but his teams were eliminated from the competition by other teams before facing the holders of the trophy. Returning east, Crawford joined the defending Stanley Cup champion Quebec Bulldogs of the National Hockey Association (NHA) in 1912 and became a top scorer in the NHA during his time there. He won his first Stanley Cup in his first season, helping the Bulldogs defend their title against challenger from Sydney, Nova Scotia. Following the collapse of the NHA in 1917, the Bulldogs joined the newly formed National Hockey League, but chose not to operate in its first seasons. Crawford was claimed by the Ottawa Senators in a dispersal draft. He began the 1917–18 NHL season with Ottawa but was loaned to the Toronto Arenas late in the season as the Senators were required to keep their roster within required limits after they signed Frank Nighbor to a contract. Completing the season in Toronto, Crawford and the Arenas won the Stanley Cup, defeating the Pacific Coast Hockey Association's Vancouver Millionaires in a five-game series. The Arenas signed Crawford to a new contract before the 1918–19 season, a deal that was protested by Ottawa who claimed that they retained his rights since he was only given to Toronto on loan. NHL president Frank Calder was required to arbitrate a resolution, and ordered the Toronto club to surrender one player of Ottawa's choice in exchange for Crawford. Following the season, Crawford returned to Saskatoon to play senior-amateur hockey with the Saskatoon Crescents.

He remained with Saskatoon while they turned into a professional team with the formation of the Western Canada Hockey League (WCHL) in 1921. He was traded to the Calgary Tigers in 1922 for cash. By the time he joined the Tigers, he was already considered one of the game's all-time great players, and was regarded as one of the fastest skaters in Western Canada. He won the WCHL championship in 1923–24, scoring one of Calgary's goals in a 2–0 victory over the Regina Capitals to clinch the title. He appeared in the 1924 Stanley Cup Finals, where Calgary lost to the Montreal Canadiens.

After one more year in Calgary, Crawford was traded to the Vancouver Maroons in exchange for Fern Headley. After one year in Vancouver, he moved onto the Minneapolis Millers of the American Hockey Association for four seasons and was a member of their 1927–28 championship team. Crawford announced his retirement in 1930 at the age of 45. He coached one season of senior hockey with Prince Albert of the Saskatchewan Senior Hockey League in 1930–31 before leaving the sport for good. Crawford was inducted into the Hockey Hall of Fame in 1963.

Instances of rough play
Crawford was involved in several instances of rough play throughout his hockey career where he was reprimanded either by legal authorities or by league ruling. In 1910, while a member of Prince Albert Mintos, he assaulted Reginald Brehaut of the Saskatoon Strathconas in a game in Saskatoon on January 11. Crawford was later found guilty of assault on January 19 in a Saskatoon city police court and fined $5 and costs.

During the 1918–19 NHL season, in a game between the Ottawa Senators and the Toronto Arenas, Crawford, representing Toronto, assaulted Jack Darragh of the Ottawa club by striking him with his stick over the neck, and he was given a double major penalty (10 minutes) by referee Harvey Pulford. Previous to the attack on Darragh he had also slashed Frank Nighbor during the first period drawing a major penalty on the play. During the interval between the second and third period Sergeant Barlow of the Ottawa police department visited the Toronto dressing room and informed coach Dick Carroll of the Toronto Arenas that if he used Crawford in the upcoming period Crawford would be arrested for assaulting Darragh. Later on January 27 NHL president Frank Calder fined Crawford $25 for rough play based on referee Harvey Pulford's report.

During the 1923–24 WCHL season Crawford, playing for the Calgary Tigers, was suspended one game by the league for assaulting Gordon Keats of the Edmonton Eskimos.

Off the ice
Crawford ran into legal trouble in Vancouver in 1926 when he pleaded guilty to the theft of $550 at a party. He admitted taking the money but intended to keep it only for safekeeping. He was given a suspended sentence.

Following his retirement, Crawford farmed in the Spruce Home, Saskatchewan area. He sold his farm in 1960 and moved to Prince Albert, where he remained until he died in 1971.

title: Rusty Crawford


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Digital Data Communications Message Protocol

Digital Data Communications Message Protocol (DDCMP) is a byte-oriented communications protocol devised by Digital Equipment Corporation in 1974 to allow communication over point-to-point network links for the company's DECnet Phase I network protocol suite. The protocol uses full or half duplex synchronous and asynchronous links and allowed errors introduced in transmission to be detected and corrected. It was retained and extended for later versions of the DECnet protocol suite. DDCMP has been described as the "most popular and pervasive of the commercial byte-count data link protocols".

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


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Pluckley

Pluckley is a village and civil parish in the Ashford district of Kent, England. The civil parish includes the adjacent hamlet of Pluckley Thorne.

Geography
The landscape of the area itself is the edge of a well-drained plain, with the lowest slopes of the Kent Downs to the north-west. Pluckley is mostly agricultural in land use and centred 5 mi west of Ashford.

History
References to Pluckley can be found in the Domesday Book of 1086, at which time it was a more significant settlement than the now considerably larger town of Ashford.

The village's parish church, dedicated to St Nicholas, dates primarily to the 13th and 14th centuries. The Dering Chapel, separated from the rest of the church by two screens and found at the east end of the south aisle, was built in 1475. The nave contains brasses dedicated to members of the Dering family, all of which were made in the 1630s by Sir Edward Dering.

Places of interest
Surrenden Manor was the former residence of Sir Edward Dering, 1st Baronet (1598–1644), who is buried locally, and it was here that the Dering Manuscript, the earliest extant manuscript text of any Shakespearean play, was discovered. The manuscript provides a single-play version of both Henry IV, Part 1 and Henry IV, Part 2. The consensus of Shakespeare scholars is that the Dering MS represents a redaction prepared around 1613, perhaps for family or amateur theatrics.

Elvey Farm dates from 1496 and includes a collection of stables and outbuildings dating from the 16th to 18th centuries.

Transport
The village, approximately 5 miles (8 km) from the nearest junction of the M20 motorway, is served by Pluckley railway station, about 1.25 miles (2 km) to the south. It lies on the Greensand Way long-distance walking route and is close to the Stour Valley Walk.

Haunting
Pluckley had an entry in the 1989 Guinness Book of Records for being "the most haunted village in Britain", with 12 different ghosts reported; the category is no longer in use by Guinness, and a visiting Daily Telegraph journalist in 2008 cast doubt on the veracity of the claims.

Pluckley is the location of many supernatural television programmes, such as Strange but True?, Most Haunted and Ghostly Legends. Episode 22 of the popular "How Haunted?" podcast featured a ghost walk of the village. It still attracts amateur ghost hunters today. Among the most famous reported hauntings is that of the Red Lady or Lady Dering (who died in the 12th century), sighted in the churchyard of St Nicholas. Other reputed hauntings include a ghostly monk, a phantom highwayman and a gypsy woman, called Susan Richardson, who died in mysterious circumstances. Three of these are all within a few feet at the road junction ghost hunters have dubbed Fright Corner. Dering or "Screaming" wood is also said to be a strong focus of paranormal activity.

Appearances in the media
The ITV drama series, The Darling Buds of May, was filmed in the village (doubling for Sidcup) in the early 1990s.

The village's official status as the most haunted village in Britain has drawn many TV and radio series there.
 * An episode of the LWT television series Strange but True?, titled Pluckley – The most haunted village in England, was broadcast on 13 September 1996.
 * An episode of the Living TV television series Most Haunted: Midsummer Murders, which investigated the murder of highwayman Robert Du Bois in the Screaming Woods, was broadcast on 10 July 2007.
 * An episode of the Syfy television series Ghost Hunters International, titled Haunted Village, featuring The Black Horse Inn, Elvey Farm, and The Screaming Woods, was broadcast on 30 January 2008.
 * An episode of the Channel 4 television variety show Sunday Night Project, featuring Justin Lee Collins, Alan Carr and guest host Will Young investigating a mill and camping overnight in the Screaming Woods, was broadcast on 20 July 2008.
 * The KMFM radio Hallowe'en special Frightday Night, featuring The Black Horse Inn and The Screaming Woods, was broadcast on 31 October 2009.
 * An episode of the BBC Radio 4 radio series Open Country, which investigated the hauntings and their effects of village life, was broadcast on 4 November 2010.

Pluckley was also featured on an episode of BBC's Top Gear. Two of the presenters, James May and Richard Hammond, were filming a review of the Smart Forfour. The presenters spent 24 consecutive hours in the car, spending the night in the Screaming Woods.

Pluckley was the featured haunting in series 1, episode 9 of The ParaPod. This is the episode that first featured Barry’s Taxi, as Barry takes listeners on a spoken tour of the village and its supposedly haunted locations.

Pluckley was also featured on an episode of CITV's It's A Mystery. One of the presenters Tristan Bancks went to investigate a number of haunted areas within the village from the Screaming Woods, the Haunted Highway known as Fright Corner to the ghost of a gypsy woman selling watercress near Pinnock Bridge.

title: Pluckley


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Talk:Severn Valley Railway

Eardington Halt
Although closed I think it would be appropriate to include a mention of Eardington Halt. It enjoys the benefit of a group of volunteers that try to keep it tidy and is the stabling point for several wagons which the Permanent Way department use. In answer to the request by Beeurd on 7 September 2005, I have started adding articles about some of the stations north of the current terminus at Bridgnorth.--7severn7 12:40, 6 September 2006 (UTC)

Possibly not encyclopedic enough for the main article (unless it becomes much longer, anyway), but it may be worth mentioning Eardington Halt, which was between Bridgnorth and Hampton Loade, and was open for a few years in the 1980s. Loganberry | Talk 16:16, 4 Jun 2005 (UTC)
 * I was quite dissapointed not to see any information about the old Severn Valley branch as it was, which ran from Hartlbury Junction through Stourport and along the current preserved route from Bewdley and out past Bridgnorth. I don't know enough about the line to be able to complete an article myself, however.--Beeurd 13:13, 7 September 2005 (UTC)
 * That's something I'd like to see as well, though I also don't know enough about the line's past history to do so. (And I live in Bewdley!)

I've entered some stuff about various stations beyond Bridgnorth which you might like to read, edit or add to.--7severn7 13:33, 15 September 2006 (UTC)

Kidderminster Town
Would it be sensible to use the name "Kidderminster Town" rather than simply "Kidderminster" for the SVR station, given the existence of Kidderminster National Rail station just a short distance away? As I understand it the "Town" designation was traditionally used by the GWR to indicate the closer station to the town centre (which the SVR station is... just!), and the name is quite often used in the local press (I live in Bewdley), but on the other hand the SVR website refers to the station simply as "Kidderminster". I haven't changed the article itself, as I'm not sure about the official status or otherwise of the "Town" name. Loganberry (Talk) 00:56, 15 July 2005 (UTC)
 * Further to this - the GWR-style board outside the station listing SVR stops calls it "Kidderminster Town"... but then it leaves out Country Park Halt altogether! Loganberry (Talk) 23:09, 28 July 2005 (UTC)
 * Yes, the SVR station is known as Kidderminster Town. As for Country Park Halt - the station was added a few years ago and they probably never got round to changing the board.--Beeurd 13:04, 7 September 2005 (UTC)

http://www.kfriends.org.uk/ shows the new running in boards clearly stateing Kidderminster Town.

North of Bridgnorth
Quoting to the offical SVR webpage:

 * Incidentally, to complete the record, the railway land north of Bridgnorth has been sold, and there is now no possibility of Severn Valley trains reaching Ironbridge and Shrewsbury ever again.

So the list of stations north of Bridgnorth (Ironbridge etc.) that has now had to be removed twice is definitely wishful thinking, and shouldn't be added back again! --RFBailey 15:10, 22 October 2005 (UTC)

Yet there is much discussion on the SVR Online forum and amongst working volunteers regarding pressing for a formal feasibility study into a northern extension. Concern exists regards a currently small heritage line within Telford that may take a significant amount of the SVR's custom should it expand.

In view of the above wouldn't it be better to replace the sentence "Because of this, never again will trains haul past Ironbridge or to Shrewsbury" with the following "Because of this the likelihood of trains every again passing on to Ironbridge or to Shrewsbury is very remote".--7severn7 08:43, 1 August 2006 (UTC)

Bob Bailey, quite reasonably, pointed out text that could be misunderstood by the reader thus implying the Telford Steam Railway could take over part of the SVR. I have re-written the section to state the factual situation more clearly without bias.--7severn7 11:53, 10 October 2006 (UTC)

I've only just noticed the errors on the map of the northern section of the line. Ironbridge Power Station stands on the site of Buildwas Junction Station and the connection towards Craven Arms was towards the north.7severn7 12:02, 13 June 2007 (UTC)

 * This is no-longer a hot topic, and I suggest it takes up too much of the article. Globbet (talk) 21:04, 6 March 2009 (UTC)
 * Completely disagree, there is no point removing or cutting down a perfectly well written and encyclopaedic section just for the sake of it. Jenuk1985  |  Talk  21:10, 6 March 2009 (UTC)
 * Encyclopaedic how? The section contains only one reference, for a start, and some of it at least verges on WP:POV. SVR is a longish article and I don't think this issue justifies the 10% of it that it currently occupies. The prominence given suggests that this is a matter of serious current debate, which it isn't, however much hot air it may generate. Globbet (talk) 01:09, 9 March 2009 (UTC)

I would suggest you leave it in for the time being Bill as it might need to be re-inserted and editted. Drop me a line. 7severn7 (talk) 17:44, 29 April 2009 (UTC)

The Shropshire Star (8th May 2009)and Telford Journal (15th May 2009) report that EU funding is no longer available for land stabilisation works in the Ironbridge Gorge ( or anywhere else in the EU).

There is much interesting information in a document prepared by Telford and Wrekin Council.  This document states on page 8 that it is not possible to completely stop movement in the gorge as "the forces of nature are far too powerful". A Google search on Jackfield landslide will turn up all sorts of facts on the severity of the problem. All this strongly suggests that the railway could never be reinstated through the gorge. So why is there a persistent undertow of minority opinion that the railway should be extended Northwards? Is it not more sensible to call "time" on this ? Why carry on with meaningless discussion? Why waste four(or is it five?)years discussing it on the SVRA Forum? Why is there so much space devoted to it on these pages? Get real!!7sabrina7 (talk) 17:13, 19 May 2009 (UTC)

I have updated the section on extension northwards with a brief summary of the recent announcement by the Ironbridge Railway Trust. However I would personally suggest not adding further detailed information on their proposals at this stage, at least until it is clear whether the Restoring Your Railway Ideas Fund application is successful.--Robin84F (talk) 15:43, 22 March 2021 (UTC)

Station articles?
What do people think about doing an article on each station, as has been done for their National Rail equivalents? If even tiny unstaffed halts like Hartlebury can have them, then personally I don't see why not; most of them have plenty of history and interest behind them, after all. The reason this has crossed my mind is that someone else created one for Kidderminster Town, which I've done some minor expansion and correction of. Loganberry (Talk) 22:29, 30 May 2006 (UTC)

 * I would support such a move, although I have not checked what happens on other heritage lines. DonBarton 23:09, 30 May 2006 (UTC)

 * There are articles for each station on the North Yorkshire Moors Railway - and a look at Pickering railway station shows that there is also a suitable template available. So it looks like all systems go! Loganberry (Talk) 15:43, 1 June 2006 (UTC)

 * As an inclusionist, I have to agree. Let's rock and roll. HawkerTyphoon 23:15, 30 May 2006 (UTC)

 * I've just written quick stubs for all the currently open SVR stations. Lots of expansion possible, of course, but hopefully it's a start. Loganberry (Talk) 17:25, 1 June 2006 (UTC)

 * I've now swapped around the direction of travel on the infoboxes in those new articles, so that they match the Bridgnorth -> Kidderminster direction used in this article and its own list of stations. Loganberry (Talk) 22:47, 1 June 2006 (UTC)

It would make particular sense to include a write up on the various stations. Especially with the developments taking place at Kidderminster Town and Highley. —Preceding unsigned comment added by 7severn7 (talk • contribs)

 * And I see you have now done some of that; thanks! I think your contributions will need wikifying and a bit of cleaning up - for example, external links should be in references, not in the main body of the text - but there's definitely useful information there. Loganberry (Talk) 13:02, 3 August 2006 (UTC)

I'm more than happy for others to clean up my edits. I'll just continue to add stuff as and where I can.--7severn7 20:07, 5 August 2006 (UTC)

 * I have cleaned up and expanded all station artlcles, added pictures ect, hope its all correct - if not feel free to change it --Greenfinch100 14:03, 12 August 2006 (UTC)

Former stations
Does anybody know the names of ALL the stations which were originally between Bridgnorth and Shrewsbury? I only have knowlege of a few of them and would like to know where the rest of them were, what remains of them ect -- Cheers -- Greenfinch100 14:10, 25 August 2006 (UTC)

Over the last few weeks I've added all that I can think of to the north of Bridgnorth including Cound Halt. Please dive in and expand correct anything that I may have got wrong.--7severn7 18:56, 13 September 2006 (UTC)

Would it not be an idea to include on the line plan the stations along the original Severn Valley Line via Stourport? 7severn7 (talk) 19:18, 16 July 2010 (UTC)

Locomotives
4150 is a 2-6-2T. Please don't change it again mis-leading people. Follow the link.--7severn7 11:57, 6 November 2006 (UTC)

Obviously someone thought the Bulleid boiler at Bridgnorth was that from 34027 Taw Valley when in fact it is from Sidmouth 34010. 7severn7 (talk) 19:29, 28 September 2009 (UTC)

Why no 'Lady A' in the rolling-stock section? Globbet (talk) 00:15, 2 November 2009 (UTC)
 * ✅ Globbet (talk) 12:24, 7 November 2009 (UTC)

GWR 4-6-0 6960 Raveningham Hall
This engine is not on your list of Locos. Is it not part of the Server Valley Railway? —Preceding unsigned comment added by Nexus5 (talk • contribs) 13:19, 29 November 2009 (UTC)

--Nexus5 (talk) 13:19, 29 November 2009 (UTC)

New Maps
I finally managed to do new map for page, would anyone like one done for the line north of b'north as well? Greenfinch100 15:29, 5 June 2007 (UTC)

I definitely like the style of the maps. Its a pity about the errors I've pointed out elsewhere.7severn7 12:04, 13 June 2007 (UTC)

Moved from article
I moved the following text, about the potential northern extension, from the article:

 * The amount of funding required for this extension has never been sensibly quantified and has been the subject of much conjecture. Interested parties with a realistic overview of the project have even dismissed commissioning a feasibility study as a waste of money.7sabrina7 (talk) 22:09, 4 May 2009 (UTC)

Loganberry (Talk) 23:40, 4 May 2009 (UTC)

 * Loganberry; Whilst I do not disagree with your decision to move this to the talk page, may I invite you to review the Northwards extension section of this article and decide which of it is POV or wishful thinking, and which is hyperbole? There is very little fact!7sabrina7 (talk) 22:40, 5 May 2009

 * (UTC)7sabrina7 perhaps you could contact me. 7severn7 (talk) 18:22, 7 May 2009 (UTC)

 * Discussion page = Place for discussion.7sabrina7 (talk) 23:10, 11 May 2009 (UTC)

 * To answer 7sabrina7: the "Extensions to the railway" section is certainly in need of improvement. The main problem, as mentioned in the tag at the top of the section, is that there are nothing like enough citations. In fact, there appears to be one in the entire section, which is wildly inadequate. I'm not knowledgeable enough about these discussions to say what's POV, what's wishful thinking and what's hard fact. That, of course, is why citations are so badly needed! Loganberry (Talk) 16:59, 12 May 2009 (UTC)

 * All very interesting stuff.Cattery (talk) 08:48, 13 May 2009 (UTC)

Recent Edits (September 2009)
The placement of a bracket before or after a fullstop is often a subject of debate. My understanding is the present arrangement is that used most commonly left of the Atlantic whereas the previous grammar was that appropriate to the location of the articles subject. Always open to correction though. 7severn7 (talk) 07:35, 17 September 2009 (UTC)
 * On a quick flip through The King's English and Modern English Usage I could find no advice on the matter, but observed that where Fowler has a whole sentence inside brackets, he puts the stop inside too. This makes sense to me, but I know nothing. Globbet (talk) 22:49, 17 September 2009 (UTC)
 * See this too wp:MOS. Globbet (talk) 07:32, 18 September 2009 (UTC)

Signalling
I have amended the paragraph on acceptance lever working to read "The single line section between Bewdley South and Kidderminster is track circuited throughout and is signalled using acceptance lever". Since track circuiting is a must would it be better for it to read "The single line section between Bewdley South and Kidderminster is signalled using acceptance lever is therefore track circuited throughout.7severn7 (talk) 09:38, 6 January 2010 (UTC)"

Route
The schematic diagram helps but it needs a legend. I'd guess that extant structures are red while pink distinguishes structures which have been demolished or removed. For readers not familiar with the area, a scale map is needed. Regards, ... PeterEasthope (talk) 21:36, 12 February 2012 (UTC)

External links modified
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 * Added archive https://web.archive.org/20110927181016/http://www.chilternrailways.co.uk/news/news-archive/bridgnorth-15-august/ to http://www.chilternrailways.co.uk/news/news-archive/bridgnorth-15-august/
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External links modified
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Tunnels on preserved railways
This information is provided to support the statement that Bewdley Tunnel is the seventh longest tunnel on a UK Heritage Railway within Preservation. I have noted it here as I do not consider it warrants its own article.

The longest tunnels currently in use on preserved railway lines as listed on Wikipedia are as follows:
 * 1 Bluebell Railway: Sharpthorne Tunnel (731 yards)
 * 2 Gloucestershire Warwickshire Railway: Greet Tunnel (693 yards)
 * 3 Llangollen Railway: Berwyn Tunnel (689 yards)
 * 4 Nene Valley Railway: Wansford Tunnel (616 yards)
 * 5 Churnet Valley Railway: Cheddleton Tunnel (531 yards)
 * 6 Dartmouth Steam Railway: Greenway Tunnel (495 yards)
 * 7 Severn Valley Railway: Bewdley Tunnel (480 yards)

The statement is therefore correct unless anyone can name a longer tunnel in use but not listed here. For reference, the following tunnels shown on Heritage Railway maps are not currently in use:

 * Bridgnorth Tunnel (559 yards) on the former Severn Valley Railway between Bridgnorth and Ironbridge
 * Oakamoor tunnel (497 yards) on the Churnet Valley Railway's possible extension from Kingsley and Froghall towards Alton. Robin84F (talk) 21:35, 8 February 2017 (UTC)
 * Please read the policy on original research. Also, you need to satisfy the policy on verifiability. -- Red rose64 🌹 (talk) 00:37, 9 February 2017 (UTC)
 * Noted, thank you. The relative length of Bewdley Tunnel is a statement that adds very little to the article so if it cannot be verified by any other means, then I suggest it is removed. I will leave this note here anyway. Robin84F (talk) 16:01, 9 February 2017 (UTC)

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Copyedit of rolling stock section
I've recently copy-edited the rolling stock section and have placed two requests for clarification: Thanks. XAM2175 (T) 12:41, 6 January 2023 (UTC)
 * 1) a wheel drop recovered from Leicestershire – for the benefit of readers who might not know the jargon; what is a wheel drop and how can one be recovered from an entire county?
 * 2) This building, lying adjacent to the main ... line, is known as the North Star Carriage Works thus perpetuating a typical GWR name – does this mean that the name has been devised by the railway in what they feel is a GWR style? A citation will be required to support this conclusion if so.
 * I've edited the wheel drop to include a link and citation. Regarding the 'North Star Works', from personal knowledge the term is regularly used as a nickname by the C&W staff and it was even used as the title of an article on the works in SVR News in 1988. However all official SVR publications appear to use the formal title of "Carriage Repair Works", so I have removed the informal name as having no reliable citation. Obviously anyone can revert it if they have a source that I don't. Robin84F (talk) 16:37, 6 January 2023 (UTC)
 * Thanks very much. XAM2175  (T) 13:56, 7 January 2023 (UTC)

Preamble revisions January 2023
I have amended the preamble for the following: Robin84F (talk) 15:36, 9 January 2023 (UTC)
 * I have removed the 'sixth-longest heritage line in the United Kingdom' as being subject to the same type of citation issues as Bewdley Tunnel (see above).
 * The SVR doesn't 'follow the Severn Valley to Kidderminster'; it leaves it at Bewdley with Kidderminster being on the River Stour.
 * With the current coal crisis, use of vintage diesels is sadly rather more than 'occasional'.

Cost?
I'm puzzled by the cost indicated in the paragraph Heritage Railway:

"£74,000 (£1.04 million in 2021)" and "£75,000 (£282,000 in 2021)"

How can it be? Ev292 (talk) 10:36, 24 March 2024 (UTC)

 * It's been updated to £74,000 (£1.23 million in 2023) and £75,000 (£334,000 in 2023). The source quoted (which appears reliable) gives RPI in 2023 as 161.950 (base of 100 in 2010). The equivalent RPI figures are 9.718 in 1972 and 36.331 in 1982. Multiplying by the relevant increase gives the answers stated. The period between the two years saw rampant inflation (14% in 1980 for example), so 1982 pounds were worth far less that 1972 pounds. It looks strange, but it is right. Robin84F (talk) 09:27, 10 May 2024 (UTC)

Article map
The main subject of this article is the heritage railway of that name, although it also makes brief reference to the commercial history of the original Severn Valley Railway of 1862 (the Severn Valley Branch as it became under the GWR and BR). The heritage railway between Kidderminster and Bewdley runs via the GWR loop line of 1878 which was not part of the original Severn Valley Railway.

The map correctly shows the route of the heritage railway. However by including the detail north of Bridgnorth, the map is neither one thing nor the other. Nothing north of Bridgnorth station relates to the present day heritage railway; at the same time the map does not show the southern part of the original railway (I can see no justification for a map which includes Ironbridge and Shrewsbury while ignoring the equally historically important Stourport and Hartlebury). Rather than add further historical information for the southern section to the rail map, I would propose to edit it so that it shows only the route of the heritage railway between Kidderminster and Bridgnorth in accordance with the main subject of the article. If there is a need for a map of the original railway in the article, it could be a separate rail map of the 1862 branch and 1878 loop line, although I think it might be better presented as a line map like that in the article on the Tenbury and Bewdley Railway. I would like to know others' thoughts before making any changes. Robin84F (talk) 09:35, 10 May 2024 (UTC)

title: Talk:Severn Valley Railway


text:
Category:Administrative divisions of Sweden

Modern Sweden is divided into counties and municipalities. There are also three metropolitan areas of Sweden which exist in parallel to the main subdivisions and are used for planning and statistical purposes. The metropolitan areas of Sweden should not be confused with the urban areas in Sweden, based on the concept of tätort. See subdivisions of Sweden for further details.

Historically Sweden was divided into lands and provinces. The provinces were also subdivided. In some parts of the country the third tier subdivisions were called hundreds and in others they were called court districts.

There is also a Church of Sweden parish system.


text:
Talk:Dinar-Haut

I am curious; how is a currency used ceremonially? ---Mihoshi 16:18, 4 Jun 2005 (UTC)

Vote for Deletion
This article survived a Vote for Deletion. Its content was merged and redirected to the current target. The discussion can be found here. -Splash 21:26, 23 July 2005 (UTC)

title: Talk:Dinar-Haut


text:
Talk:Battersea Power Station

The area
Battersea Power Station has been confirmed as the name of the new area from the redevelopment of the old power station. Therefore, a new article is needed on the area. Simply south ...... time, deparment skies for just 9 years 20:06, 18 December 2015 (UTC)
 * If Battersea Power Station, London / Battersea Power Station (housing) etc has significant coverage in multiple, independent, reliable sources, feel free to start an article. If it has trivial coverage and / or coverage in a small number of sources, append it to this article. If it has no coverage in reliable sources (unlikely, I feel), no change. Ritchie333 (talk) (cont)  10:44, 7 January 2016 (UTC)

Fourth-largest brick building in Europe
The second paragraph of the article begins

 * The station is the fourth largest brick building in Europe

but the source cited is not at all reliable. It is a blog post at http://www.architectureanddesign.com.au/features/list/largest-brick-buildings-around-the-world-infograph, which does not discuss the topic at all. Instead, it announces an infographic published by another source, brickhunter.com, which appears to have been a commercial brick-procurement service, and which is now defunct. It provides an illegible, reduced-size version of the infographic. (A complete version is available from http://visual.ly/largest-brick-buildings-world .)

The original source was http://www.brickhunter.com/blog/largest-brick-buildings-in-the-world.html would surely not have been considered reliable even if it was still online. The infographic is described as follows:

 * Using a combination of Google Earth and an area calculator, Brick Hunter has painstakingly measured the ground size of the largest buildings around the world

which does not instil confidence: What if they measured wrong? What if they forgot about some brick buildings? http://www.catholic.org/travel/story.php?id=41790, a source at least as reliable as the one cited, claims that the largest brick building in the world is the Cathédrale Ste-Cécile in Albi; this structure is not in the infographic's top ten.

I suggest we remove this extremely questionable claim from the article. —Mark Dominus (talk) 15:02, 24 February 2016 (UTC)

 * I noticed this a few months back and tried to find a reliable source. What I found were several contradictory sources of questionable reliability. In addition to the problems you note, I don't think ground footprint is a reasonable measure of brick building size. They obviously used this measure just because it was convenient. I think we could safely say Battersea is "one of the largest" brick buildings in Europe. I could go along with either saying that or simply removing this claim. Kendall-K1 (talk) 15:27, 24 February 2016 (UTC)

 * Looking through Google Books this morning I found many claims that Battersea was variously the largest brick building in Britain, in Western Europe, in Europe, and in the world. I did not find any discussion of what this would mean exactly (By square footage? By number of bricks?)  nor anything I would consider really reliable, such as a specific comparison of Battersea with Malbork Castle, the Cathédrale Ste-Cécile, etc.  I am going to change the wording to “one of the largest brick buildings in the world”, which seems well-supported.  It is probably true, and even if not, it can be well-cited.  —Mark Dominus (talk) 14:38, 26 February 2016 (UTC)

I visited the power station as a young school boy from the near by Latchmere School in circa 1950 and after visiting the generator room with the its big green generators we were told that 73 million bricks was used to build Battersea Power Station. — Preceding unsigned comment added by 81.151.77.88 (talk) 17:34, 7 December 2021 (UTC)

Lead section
Is there a reason why this article's lead section now reads like a development company's new project pamphlet? This article, I note, passed as a good article ten years ago and sadly, it has been left to rot. I've not bothered with the rest of the article, but I would lay money on it that it is just as bad.  Cassianto Talk  18:17, 3 May 2019 (UTC)
 * Nothing heard, so I've been bold and rewritten it.  Cassianto Talk  13:23, 4 May 2019 (UTC)

Time for a split?
Bttersea Power Station has been a landmark of south west London. It was a power station up until 1983 when the last part of it was decommissioned. Whilst it has sat around derelict for decades, it wasn't until the early 21st century with the listed status and the development by a consortium of different companies that it has become its own neighbourhood as a mixed residential, commercial and entertainment complex. Now that the area has even gained its own tube station and the name not only refers to the power station but the surrounding buildings as well, it feels like this would be the right time to discuss some form of a split for the page. Difficultly north (talk) The artist formerly known as Simply south 15:13, 2 October 2021 (UTC)
 * Don’t think it is really necessary, the article appears fine as it is. Murgatroyd49 (talk) 16:57, 2 October 2021 (UTC)
 * Maybe in future - the article could do with having its recent history substantially expanded! Turini2 (talk) 10:25, 17 January 2022 (UTC)

Beatles' Help!
How come there is no mention of the Battersea Power Station appearing in the Beatles' film Help! with the caption "A Famous Power Station"? — Preceding unsigned comment added by 16:49, 14 May 2023 (talk • contribs) 2601:283:8301:820:5073:2e22:484e:809b (UTC)
 * That's easy. Nobody has added it with a supporting reference. Assuming the appearance is notable then feel free to find a reference and add it to the article. --10mmsocket (talk) 17:03, 14 May 2023 (UTC)

 * What about a website from The Guardian, a significant British newspaper? Does that count? Certainly the Beatles are more culturally significant than Pink Floyd. Here's the link to The Guardian story. It is about six images down on the website.
 * https://www.theguardian.com/cities/gallery/2016/jun/22/monty-python-children-of-men-battersea-power-station-films 2601:283:8301:820:E978:71F2:9D00:9FB6 (talk) 00:09, 17 May 2023 (UTC)
 * That's really good, yes. 10mmsocket (talk) 06:02, 17 May 2023 (UTC)

title: Talk:Battersea Power Station


text:
Melville, Johannesburg

Melville is a bohemian suburb of Johannesburg, Gauteng, South Africa. It is the location of many restaurants and taverns, which are mostly frequented by students from the nearby University of Johannesburg, located in Auckland Park, and the University of the Witwatersrand, located in Braamfontein. It is one of the city's most popular tourist destinations. The suburb is to the west of the Johannesburg CBD. It is located in Region B of the City of Johannesburg Metropolitan Municipality.

History
Prior to the discovery of gold on the Witwatersrand in 1886, the suburb lay on land of one of the original farms that make up Johannesburg, called Braamfontein. The suburb was proclaimed on 5 October 1896, and is named after the land surveyor, Edward Harker Vincent Melvill. In the public sale notice, the suburb was described as a "picturesque and healthy spot in the vicinity of Johannesburg with a magnificent view of the wooded country to the north with the blue Pretoria ranges stretching like lines of steel against the horizon".

Geography
Melville is also well known for the Melville Koppies (an archeological site, with rolling hills of grassland with views over the city), and is near the historic suburb of Sophiatown.

Culture and contemporary life

The area, along with Parkhurst, Greenside, Parkview, Norwood and Emmarentia, is one of the many areas of the Northern Suburbs still to have high streets with cafes, restaurants and shops lining the streets rather than in enclosed shopping centres. In Melville, the majority of these are located along 7th Street, although there are also several on other streets, such as 4th Avenue and Main Street (where there is also a supermarket). There are over 30 guest houses in the vicinity, and Melville is a popular stopover in Johannesburg for tourists. On 7th Street, in addition to restaurants, there are several bars and a tattoo studio; the street is a popular hang-out for the cosmopolitan crowd.

The popular soap opera, 7de Laan, used views of 7th Street, Melville in its opening visuals.

title: Melville, Johannesburg


text:
Talk:Western Reserve College

Since WRC was incorporated into Case Western Reserve University, this redirect is ambiguous and I'm changing it to a disambig page. - Mark McCartney (talk) 16:18, 2005 Jun 4 (UTC)

title: Talk:Western Reserve College


text:
Tasmanian Trades & Labor Council

The Tasmanian Trades & Labor Council, also known as Unions Tasmania, is a representative body of trade union organisations in the State of Tasmania, Australia. It is the peak union body in Tasmania, made up of affiliated unions who represent some 50,000 workers. It is the Tasmanian Branch of the Australian Council of Trade Unions (the ACTU).

As of 2017, the current Secretary of Unions Tasmania is Jessica Munday. Notable past Trades Hall Secretaries include:

 * Lynne Fitzgerald was the first woman elected Secretary of an Australian State Trades and Labor Council in 1995.
 * Jim Bacon was Secretary from 1989, before entering the Tasmanian House of Assembly in 1996 and becoming Premier of Tasmania for the period 1998 to 2004.
 * Paul Lennon was Secretary from 1984 before elected to the Tasmanian House of Assembly in 1990, and becoming Premier in 2004.
 * Robert Watling (aged 29) was Secretary from 1976 to 1980. Appointed as a Tasmanian Wages Boards Commissioner 1980–2003, then appointed as a Tasmanian Public Service Commissioner from 2004 to 2016.
 * Richard William Brian Harradine was Secretary from 1968 to 1975, then entering Federal Parliament where he became Australia's longest serving independent Senator (1975-2005).
 * John Henry O'Neil was Secretary from 1927 to 1958, then 1962 to 1967, and also secretary of the Eight Hours Day Committee in 1921 to 1967.

History
The Trades & Labor Council of Hobart was started in 1883. In 1917 it became known as the Hobart Trades Hall Council. In 1968, the separate Trades Halls of Hobart, Launceston and Devonport were amalgamated as the Tasmanian Trades & Labor Council.

title: Tasmanian Trades & Labor Council


text: User talk:84.13.216.245

title: User talk:84.13.216.245


text:
7th Street (Johannesburg)

7th Street is a street located in the Johannesburg suburb of Melville. It is lined with many restaurants and bars, which are mostly frequented by students from the nearby University of Johannesburg. It is featured in the South African soap opera 7de Laan.

title: 7th Street (Johannesburg)