text:
Talk:Dennis Bergkamp

Untitled
In main menu its written that he scored only 94 goals for Arsenal why does he have a ARSENAL Centurion video for scoring 100 goals? —Preceding unsigned comment added by 89.212.113.16 (talk) 15:57, 29 April 2009 (UTC)

Fear of flying
About this, I believe I remember having heard that both his parents were killed in a plane crash. Can anyone confirm this? Seems like something that should go into the section on his aviophobia. Mortene 08:53, 20 September 2005 (UTC)
 * It's not true, as a quick Google will confirm. Qwghlm 11:32, 27 September 2005 (UTC)

His aviophobia I think stems from a bad flying experience (emergency landing or similar) suffered whilst playing abroad, I think on international duty. It should be noted that early in his career he was prepared to fly (just as well when playing for Inter, whose fans may well not have been quite so understanding as dutch and arsenal supporters).81.157.183.220 19:43, 18 December 2005 (UTC)

Mortene's story (happily) is not true. The truth as far as I know is: during the '94 World Cup the Holland team between matches made a stop at an airport somewhere in the south of the US, I think it was Texas. A Dutch sports journalist jokingly remarked to a member of the crew there was a bomb on board. You can guess the result: the police came and turned the whole plane inside out, the Dutch team had to wait outside in the burning sun whilst this was happening. That probably caused his aviophobia. --Maarten1963 00:07, 25 January 2006 (UTC)

Aviophobia is maybe a misnomer. Bergkamp does admit he doesn't like flying, and as such avoids it, but to say that he has a phobia (that he has serious panicky spell during flights) is not true. His adversion to flying is not excessive or unreasonable, it is perfectly natural (everyone feels dread to some degree) but he just doesn't enjoy the possibility of dying thousands of feet from the ground, even if that possibility is admittedly slim. Mandel 13:11, 5 May 2006 (UTC)

In light of his recent retirement, I've just changed the "aviophobia" section to the past tense. "An anxiety disorder characterized by extreme and irrational fear of situations" - I don't think that it really extends to that, does it? Perhaps the heading should be softened to "Fear of flying" rather than an outright "phobia". Cyril Washbrook 07:19, 9 June 2006 (UTC)

Just read this article, sheds some light on his fear and how to deal with it.

""Monday, February 06, 2006 hopes to cure fear by quitting his job The retirement plan is to fly into anonymityBy Matt Dickinson DENNIS BERGKAMP BELIEVES THAT retiring from football could cure his fear of flying. The Dutchman has not boarded a plane for more than a decade, missing dozens of important matches, but he hopes that he can conquer his pteromerhanophobia once he is freed from the pressure to board team flights. “Hopefully I can do it in a quiet way and that will take away some of the fear,” he said. “Being in the public eye is part of it. It will be interesting to see how it feels in a year or two’s time.” His phobia became so bad during his unhappy spell at Inter Milan that he was dreading the flight home during away matches in Europe. “Days before a flight I was thinking about it and getting really, really nervous physically,” he said. “Shaking and stuff. Then during the game I would be thinking already of flying home. So then it starts to affect your football and that is when I said, ‘No more.’ I had been doing it, but I was not happy at all. NI_MPU('middle'); “It came during my career, so I always thought I would address it after my career. Maybe this is the opportunity to address the problem without the pressure that you have to be at this game or that.” Success would allow Bergkamp to fulfil plans to travel to Africa, although his first post-retirement holiday is more likely to be in Cornwall. A father of four, he wants to spend some time exploring the country where he has set up home for almost 11 years. Bergkamp is eligible for a fast-track coaching course in the Netherlands, starting in September, but he has no plans to stay in football. “The only thing I like about football is playing the game,” he said. “I can’t imagine working all hours as a manager although you have to be careful because Marco van Basten said exactly the same. He disappeared for a few years but then came back to manage Holland. “A lot of people tell me with my vision, my way of playing, it would be a shame if that is lost even if I was just working with kids. That is the only thing that has crossed my mind but, next year, I want to get away from everything.” "" SED

I read a while back in a newspaper in Albania, where I'm from, that when Bergkamp was playing for the Ajax reserves, one time his team had to travel on a plane for an away game, but Bergkamp couldn't go because he was sick, had the flu I think. The plane crashed and everyone on the plane died. I've always thought this story was true until now. I'm not sure if this is the reason but this is what I've know for about 10 years now.

What I wrote above is partially true and I found this site where they explain why he is afraid to fly. "Bergkamp's fear of flying was also triggered in the US. A jornalist repored a false bomb threat on the plane which the Ducth team was on, and caused a panic. This incident reminded Bergkamp of an plane crash which killed many Surinamese-Dutch players when they flied to Surinam. After that Bergkamp decided not to fly again." http://www.bergkamp.faithweb.com/holland.html

I vividly remember during USA 94, due to the enormous size of the country(USA) teams had to travel long distances to play matches. The Team Coaches used to halt for breaks during the long rides. On one such occasion when the Dutch team were travelling, the journey was a bit too close for comfort. Bergkamp felt uneasy, got down from the bus & started taking walks to feel comfortable. For the rest of World Cup 94, the bus used to always stop & Bergkamp used to take walks! I know it seems absurd. Can anyone confirm this? —Preceding unsigned comment added by Filterkaapi (talk • contribs) 10:31, 26 November 2007 (UTC)

Testimonial
Although now retired from playing football, Bergkamp is having a testimonial game against Ajax which has provisionally been planned for July 22nd 2006. It will be the first game played at Arsenal's new Emirates Stadium. See http://www.arsenal.com/article.asp?thisNav=News&article=379251 Is this worth a mention in the article? 10 July 2006 (UTC)ÐÁŅ

 * I would say so, that's why it's there, just above the Netherlands section.   SLUMGUM    yap    stalk   03:47, 27 June 2006 (UTC)

I think there should be a mention on the actual testimonial session of the players involved. There ain't many players in the world that could have Johan Cruyff and Marco van Basten among many other stars playing in their testimonial. Everytime I put the list on, someone is there to remove it. 28 July 2006

Would like to move the part about Hoddle in the testimonial match to somewhere else. As it seems not quite related. --Vivianwkli 13:57, 2 December 2007 (UTC)

Support Striker?
Since the article already says that he primarily played hole, should his position be corrected to "Support striker" or "hole"? Something similar has been done on the Franz Beckenbauer article, naming him as a sweeper. Partipo 05:38, 13 July 2006 (UTC)partipo

 * Agreed. Go ahead. ChaChaFut 05:45, 13 July 2006 (UTC)

98 goal against argentina
The article states he did a nutmeg on Ayala but Ayala's foot was in the air and the ball only bounced under his foot (that's what I saw at least) that's not a nutmeg.ErnestC 14:58, 30 September 2007 (UTC)

Quotes on Marc Overmars
Would it be wise to remove the quote "Overmars was highly criticized during his years at Arsenal for "his seeming unwillingness to pass to anyone other than compatriot Dennis Bergkamp." [9]". As it seems not quite related somewhat.

Vivianwkli (talk) 06:40, 13 January 2008 (UTC)

Goal of the Month
If my memory serves me correctly, when Bergkamp won 1st, 2nd and 3rd for Match of the Day's Goal of the Month competition in August 1997, it was not for his hat trick against Leicester City (27/08/97). I believe he won 1st place for his final goal in that game, 2nd place for the opener and 3rd place for one of the two goals he scored against Southampton at the Dell (23/08/97). Perhaps, if someone could confirm this, the line "for a hat trick against Leicester City" could be deleted.--JayGee134 (talk) 12:52, 14 March 2008 (UTC)

I'm almost sure you are correct in this. Both goals he scored against Southampton were far superior to his slightly scrappy 2nd goal against Leicester. I've seen this error repeated all over the internet - it needs to be corrected. —Preceding unsigned comment added by 217.204.163.50 (talk) 08:29, 19 June 2008 (UTC)

 * You need to provide some sourcing for that though, not just a subjective opinion. Minkythecat (talk) 08:43, 19 June 2008 (UTC)

 * Here's a video of the goal of the month competition (not the results) that shows that the 3 hatrick goals were not actually in the competition... http://www.youtube.com/watch?v=5NlHVNsPHKE tanc (talk) 23:47, 9 February 2011 (UTC)

Most assits ever?
At the end of the arsenal section it says "Bergkamp scored 120 goals for Arsenal in 424 appearances, and set up a further 166 goals in his Arsenal career. This makes him the top assist maker in Premier League history". However the BBC link does not state that he is all-time premier league top assist maker. Ryan Giggs article on wiki makes the same claim for him, and upon further investigation it would seem that other sources put Bergkamp in second place, behind Giggs.

such as: http://www.premiersoccerstats.com/Records.cfm?DOrderby=OPAss&DYearby=All%20Seasons

A change in the text perhaps? —Preceding unsigned comment added by 87.118.49.48 (talk) 13:30, 5 May 2009 (UTC)

His Assists.
Someone should put up all his assists from every season if possible, because that is what his whole game was about, can't believe no one has done that already. —Preceding unsigned comment added by 62.255.193.90 (talk) 14:35, 3 July 2009 (UTC)

I will add it in, I have the stats and the sources. Renoog (talk) 06:35, 8 January 2010 (UTC)

Honours
Why did his considerably biggest successes as Netherlands' national team player - double Euro bronze medal (92&00) - remain immentioned, unlike fourth place at 1998 World Cup? —Preceding unsigned comment added by 82.143.166.36 (talk) 19:29, 2 November 2009 (UTC)

League appearances
I notice that in reverting the assists edit you also reverted the league appearances edit as well. In the BBC article that's linked to this wiki (Dennis Bergkamp's career in football) it clearly states that he made 315 league appearances, and from checking ESPN and various other websites it seems that the extra apperance has been added to the 04/05 campaign (this article stated that he made 30 appearances but in actual fact it was 20 starts + 9 subs, so 29 in total).

In addition, the total apps per season have been added up incorrectly (in some cases it's less than the sum of each part). This information is easily retrievable from the BBC, ESPN, premiersoccerstats etc. The official Arsenal website itself states that he made 423 appearances. With your permission I'd like to correct the totals. Thanks Renoog (talk) 18:51, 8 January 2010 (UTC)

YTMND fad
Should his popularity on YTMND.com be mentioned?

http://wiki.ytmnd.com/Dennis_Bergkamp

International goals inaccuracy
The (International goals) section mentions that Bergkamp scored in EURO 96 against Canada which is impossible as Canada is not a european country. In fact Bergkamp scored against Switzerland. And also it mentions that he scored in World Cup 98 also against Canada which never happenned as Canada never participated in that Mondial. He scored the mentioned goal against Yoguslavia (Serbia & Montenegro). Please correct it. 217.55.1.245 (talk) 19:53, 27 January 2012 (UTC)Dr.Ayman
 * ✅ Thank you for pointing that out. Lemonade51 (talk) 19:59, 27 January 2012 (UTC)

Wrong spelling of name.
I believe that Mr.Bergkamps christian name is spelt wih only 1 n. Denis Bergkamp.
 * Red information icon with gradient background.svg Not done: In the article Denis Law, "Dutch authorities refused to recognise the name unless it was spelt with two n's as they felt it was otherwise too similar to the female name Denise." -- Lemonade51 (talk) 18:45, 15 February 2012 (UTC)
 * What is the source on that? and thats a differen thing from this page . OSE...?Lihaas (talk) 00:41, 28 May 2012 (UTC)
 * It's quite clearly sourced in this article. "To comply with Dutch given name customs, an extra 'n' was inserted in Bergkamp's first name by his father after it was not accepted by the registrar" -- Lemonade51 (talk) 12:02, 28 May 2012 (UTC)
 * In this Dutch article the story with the registrar is refuted, and it presents the real story, which is that his older brothers wanted him to be named Dennis and not Denis. IGeography (talk) 01:11, 20 November 2022 (UTC)

Goal numbers for Arsenal
Hi everyone, I'd just like to draw your attention to this comment made by an IP at the Village Pump, which disputes the accuracy of the number of goals that we say Bergkamp scored for Arsenal. —  Mr. Stradivarius ♫ 08:43, 2 April 2012 (UTC)
 * Have answered, thank you. -- Lemonade51 (talk) 10:14, 2 April 2012 (UTC)

Height
There is a bit of inconsistency with his height over the years. Many of his personal sites and bios have said 1.83m, while everything else says 1.88m. He certainly looked more like 1.88m so I think wikipedia has the coreect one, but why did Arsenal and Bergkamp himself list two inches shorter. Maybe he just didn't really know or care?! — Preceding unsigned comment added by 71.111.4.25 (talk) 21:32, 21 November 2012 (UTC)

Arsenal to unveil Dennis Bergkamp statue
Given the officially confirmed reports regarding a statue being created and erected at the Emirates Stadium to commemorate the Dutch striker’s huge contribution to Arsenal shouldn't this article be edited, or a section created, to reflect this?

The most reputable and credible source for this news must be from the Arsenal website:

http://www.arsenal.com/news/news-archive/arsenal-to-unveil-dennis-bergkamp-statue

I am relatively new to the Wikipedia community and therefore do not wish to make any amendments to this article before seeking advice from the wider community. In addition I apologise if this topic has already been discussed although I have already checked and have yet to find a similar discussion within this talk page. Cmhardi1 (talk) 17:15, 10 March 2013 (UTC)

Assessment comment
Substituted at 13:13, 29 April 2016 (UTC)

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Goals in Coppa Italia with Inter in the 1993–94 season
Bergkamp didn't score 9 goals in the 1993–94 Coppa Italia while playing for Inter; according to this RSSSF source he only scored 2 goals, while according to this other RSSSF source, it was Sampdoria's Attilio Lombardo who was the top-scorer of the tournament with 5 goals that season. This source also confirms that he only scored 2 goals in 6 appearances in the tournament, not 9 goals in 13 appearances. I will correct this erroneous information which is currently in his statistics table. Best, Messirulez (talk) 14:47, 21 October 2017 (UTC)

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Arsenal Section
From the Arsenal section, Quote 'Wenger, who had moderate success coaching in France and Japan, recognised Bergkamp's talent and wanted to use him as a fulcrum of the team's forward play.' Not really Arsene Wenger won the French league in 1987 with Monaco. Also, his 2 years in Japan before joining Arsenal he did have significant success (Quote from wiki article on Arsene Wenger) 'Wenger's methods had the desired effect – Nagoya won 17 of their following 27 games to finish runners-up in 1995.[81] He shortly received the J. League Manager of the Year award for 1995, while Stojković claimed the player's honour.[82] In January 1996, Wenger guided the club to their first piece of silverware as Nagoya defeated Sanfrecce Hiroshima to win the Emperor's Cup.' Hence, I suggest rewording the sentence about Arsene Wenger to 'Wenger, who had been a successful manager in France and Japan, recognised Bergkamp's talent and wanted to use him as a fulcrum of the team's forward play' Suksane (talk) 08:07, 4 August 2021 (UTC) Suksane
 * Agreed. I have made the change. Thank you! Robby.is.on (talk) 08:32, 4 August 2021 (UTC)

While investigating the above issue, I checked the Guardian article (link) used for a couple of sentences. I got the impression that it didn't really support the claims made, specifically: , you added the Guardian article in December 2011 (link) and May 2012 (link). Could you shed some light? Robby.is.on (talk) 08:43, 4 August 2021 (UTC)
 * "The appointment of Arsène Wenger as Arsenal manager in September 1996 marked a turning point in Bergkamp's career." - Didn't find anything in the Guardian article supporting this.
 * "Wenger […] recognised Bergkamp's talent and wanted to use him as a fulcrum of the team's forward play." - Didn't find anything in the Guardian article supporting this.
 * "Both were advocates of a continental style of attacking football" - Guardian article has something similar: "Bergkamp linked up with Wenger, a manager who shares his creative ideal - elegance fused with efficiency.", but no mention of "continental".
 * "Wenger's decision to impose a strict fitness and health regimen pleased Bergkamp." Didn't find anything in the Guardian article supporting this.
 * What about this article from footbal.london https://www.football.london/arsenal-fc/dennis-bergkamp-opens-up-doubts-18344729 ? The author is David Byrom, a highly respected ex-player and football columnist. Quote from Bergkamp in the above article - "There were some doubts in my mind but they were soon taken away when Arsene came in because he was the one who had a philosophy that suited my philosophy, it was the same.
 * "His philosophy suited my game and therefore there were no doubts once he took over.
 * "There was a good understanding and from day one we knew what we expected from each other and that's why it worked."
 * Suksane (talk) 12:17, 4 August 2021 (UTC) Suksane
 * Nice find. Could you clarify how you think we could use the Byrom article and the Bergkamp quotes from it? Robby.is.on (talk) 14:28, 4 August 2021 (UTC)
 * What about re-wording these two sentences - 'Wenger, who had been a successful manager in France and Japan, recognised Bergkamp's talent and wanted to use him as a fulcrum of the team's forward play. Both were advocates of a continental style of attacking football, and Wenger's decision to impose a strict fitness and health regimen pleased Bergkamp. ' to something like - 'Wenger, who had been a successful manager in France and Japan had almost the same footballing philosophy as the talented Dutchman. Both had an excellent understanding and hence their partnership clicked from the very beginning.' We can cite the Byrom article as a reference

Suksane (talk) 20:21, 5 August 2021 (UTC)Suksane Suksane (talk) 16:11, 10 August 2021 (UTC) Hi @Robby.is.on what do you think?

Wrong spelling of name
The story about his father wanting to name him Denis after Scottish striker Denis Law, but having the name rejected by a registrar is completely false. This article (in Dutch) says the actual story is revealed in his biography Dennis Bergkamp written by Jaap Visser and David Winner. It was his older brothers who wanted him to be named Dennis instead of Denis. IGeography (talk) 01:20, 20 November 2022 (UTC)

Introduction
I think the introduction should say what age he made his professional debut. It could also say that over following years he established himself in the first team helping the club to win trophies. Firestar47 (talk) 17:42, 17 January 2024 (UTC)

title: Talk:Dennis Bergkamp


text:
Morris Albert

Maurício Alberto Kaisermann (born 7 September 1951), better known by his stage name Morris Albert, is a Brazilian singer and songwriter best known for his 1974 single "Feelings".

Biography
Albert was born into an Austrian immigrant family. At the beginning of his musical career, he was a member of several bands as a singer and guitarist After the success of the first single "Feel the Sunshine", he recorded his debut album in 1974 under the title Feelings, which reached No. 1 in his homeland and stayed on the charts for half a year. The single "Feelings" was a soft rock hit song and made Albert a one-hit wonder. The ballad reached the top ten U.S. Billboard charts in the summer of 1975, and sold more than 1 million copies, and was awarded a gold disc by the RIAA on 13 November 1975. "Feelings" made Albert sell more than 160 million records (including singles, albums and compilations) worldwide. Also in 1975 Albert successfully recorded the single “Leave me” in the United States. He won 43 gold and 17 platinum albums. In 1978 in the United States, he recorded another hit, "She's My Girl", among several other of his compositions.

Albert has four children, three daughters and a son, from three relationships. As of 2004, he was living in Italy.

"Feelings" controversy
"Feelings" was based on a melody composed by French songwriter Loulou Gasté. Albert originally claimed the melody as his own, but was later successfully sued by Gasté in 1988, for stealing intellectual property. Morris was defended by William Sheffield in Gasté's lawsuit. Gasté received approximately US$500,000 for the plagiarism lawsuit over his melody in the 1957 French movie soundtrack of Le feu aux poudres.

Albums

 * 1974 - After We've Left Each Other
 * 1975 - En Castellano!
 * 1976 - Morris Albert
 * 1977 - Love and Life
 * 1978 - Ubaldo Continiello, Morris Albert - Feeling Love (L'ultimo Sapore Dell'aria)
 * 1979 - Once Upon a Man
 * 1981 - Solitude
 * 1983 - Beginnings
 * 1984 - Feelings
 * 1984 - Very Alive - Again
 * 1987 - Back To Love
 * 1990 - Feelings
 * 1996 - Sentimientos
 * 1999 - Lover
 * 2003 - Moods
 * 2004 - Cuore
 * 2006 - Live & Forever
 * 2011 - Feelings Of Love

Sources:

Singles and EPs

 * 1972 - "Feel the Sunshine"/"Good Morning Mr. Sun"
 * 1973 - "The Throat"
 * 1973 - "Shalom My Israel"/"The Man from Nazareth"
 * 1974 - "Feelings" – US #6; US AC #2; UK #4, SA #5, AU #5, NZ #4,
 * 1974 - "Sentimientos"/"Gitana"
 * 1974 - "Woman"/"Where Is The Love Of The World"
 * 1975 - "Leave Me"
 * 1975 - "Sweet Loving Man"/"Christine" – U.S. No. 93, Easy Listening #15; Canada #83, AC #17
 * 1975 - "Dime"/"Cristina"
 * 1975 - "Signor Censore"/"Feelings"
 * 1976 - "She's My Girl"
 * 1976 - "Memories"
 * 1976 - "Seras (So Nice)"/"Por Ultima Vez (If Only She'd Say)"
 * 1976 - "Ella Es Mi Chica"/"Todos Aman A Alguien"
 * 1976 - "Woman"/"Where Is The Love Of The World"
 * 1976 - "Leave Me"/"Vieni"
 * 1977 - "So Nice"
 * 1977 - "Conversation"/"Mornings"
 * 1977 - "Someone, Somehow"
 * 1977 - "Midnight"/"Part Of Me"
 * 1977 - "Morris Albert"
 * 1978 - "Feeling Love"
 * 1979 - "Angel Lady"/"Once Upon A Man"
 * 1981 - "Manila Nights"
 * 1982 - "Do You Miss Me"
 * 1983 - "Feelings"
 * 1983 - "I Look At The Sun"
 * 1983 - "Feelings"/"Natural High"
 * 1983 - "Dahil Sa Iyo"/"Because Of You"
 * 2003 - "Empty View"
 * 2004 - "Cuore" (with Mietta)
 * Unknown - "Feelings"/"Forever"
 * Unknown - "If We Believe"
 * Unknown - Lisa Martine, Morris Albert, Linda Hargrove, Larry Fox – "Lisa Martine"

Compilations

 * 1979 - Feelings
 * 1991 - Seleção De Ouro
 * 1993 - L'Album D'Or
 * 1993 - Feelings
 * 1998 - Feelings
 * 2004 - Feelings

Sources:

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

title: Morris Albert


text:
User:David Pierce

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I have used the Babel template for myself because it exists. I rate myself level 1 with French and Ancient Greek because almost all I actually do with them is read or translate them (with reference books at hand). Occasionally I do compose sentences (spoken or written) in French. I teach and write mathematics in Turkish.

I added some userboxes because they were available, and because they relate to how one writes articles. I elaborate:

A genderless pronoun for a single third person is desirable, and a neologism like sie and hir in this role is not likely to catch on. I used singular they as a child, until I was told this was an error. I no longer think it was an error; it was a natural solution to a problem of expression. Out of habit, I will still use "he," or "she," if I know the sex of the person referred to; and "he or she," or "she or he," if a definite person of unknown sex is referred to. But a language need not provide information about sex in this way. For example, Turkish does not.
 * The subjunctive is useful, as for distinguishing between
 * "I insist that the prisoner is freed" (he or she is no longer in this prison) and
 * "I insist that the prisoner be freed" (he or she ought to be set free).
 * Prepositions are so called because they usually have "objects", which they precede. But there is no reason why the name should dictate the use.
 * There is a precedent for allowing a plural pronoun to become singular: namely, the dropping of the second-person singular pronoun "thou" in favor of the formerly plural "you".
 * I used to think the serial comma was redundant; now I think ambiguity is avoided best by its use.

Since it turned out to exist, I added a box for my college, for the same reason that I named the college above.

Editing resources
Some of the internal links I have consulted (and may consult again) in editing:
 * Citing of sources
 * Examples of this
 * Templates for this
 * Editing policy
 * Simplified ruleset
 * Resolving disputes
 * Template:Fact for

title: User:David Pierce


text:
Radio Amateurs Emergency Network

The Radio Amateurs' Emergency Network, also known as RAYNET, is a British national voluntary communications service provided by amateur radio operators. It was formed in 1953 and exists to supplement national communication channels in the event of an emergency. The capitalised word RAYNET is now a registered trademark of the RAYNET-UK organisation.

History
The idea of RAYNET came into being in the aftermath of the North Sea flood of 1953, a natural disaster that damaged the communication cables along the east coast of England on the night of 31 January 1953. With communication lines crippled, the police authorities, in desperation, sought help from the few amateur radio operators then licensed, and, although illegal at that time, the Home Office permitted the use of amateur radios to direct and co-ordinate the rescue teams. The following year, an infant network first known as RAEN was formed. The Home Office conceded the desirability of an organisation which, in times of emergency, could effect the passing of messages facilitating the rescue operations of the professional services, who themselves lacked the 'instant communications' of radio at the time. While RAEN began on a minor scale with only a few operators involved, the network has grown into a nationwide movement now known as "RAYNET".

title: Radio Amateurs Emergency Network


text:
Varsity Line

The Varsity Line was the main railway line that linked the English university cities of Oxford and Cambridge, operated by the London and North Western Railway.

In World War II, the line became a strategic route for freight avoiding London, and additional connections were made to nearby lines to improve it, but was not greatly used for its intended purpose. After the war, the line was again scheduled to be developed as a strategic route, but that scheme was never fully implemented either.

Passenger services were withdrawn from most of the line on 1 January 1968, and only the Bletchley–Bedford section remained open for passenger traffic.

In 1987, the section between Oxford and Bicester was reopened, followed in 2015 by a connection to the Chiltern Main Line at Bicester, enabling Chiltern Railways to operate an Oxford to London passenger service. There are funded plans for the entire line to be re-established by the mid 2020s, partly on a new route and under a new name –  East West Rail.

Early history
The Oxford to Cambridge line, when completed, ran broadly west to east. Although a continuous line from Oxford to Cambridge was proposed from time to time, it was actually built by local schemes.

From west to east, these were:
 * the Buckinghamshire Railway, from Oxford to Bletchley;
 * the Bedford Railway, from Bletchley to Bedford;
 * the Bedford and Cambridge Railway, between those points, which adopted the alignment of an earlier private scheme, the Sandy and Potton Railway.

In time, these sections were all incorporated into the London and North Western Railway.

In the early days there were five intersecting trunk lines running south to north:
 * The Great Western Railway at Oxford, with its northward allies;
 * the London and Birmingham Railway, forming part of the later West Coast Main Line;
 * the Midland Main Line, opened by the Midland Railway, crossing the route at Bedford;
 * the East Coast Main Line, opened by the Great Northern Railway, forming a connection at Sandy; and
 * the Eastern Counties Railway at Cambridge.

Two other trunk routes, the Great Western Railway's Bicester cut-off and the Great Central Railway main line, were built later.

Bedford Railway
The London and Birmingham Railway opened on 9 April 1838 as far north as Denbigh Hall, about a mile north of Bletchley (which was then a minor village). Initially, passengers alighted here to take a stagecoach on Watling Street to Rugby during construction work on the intervening section, which opened on 17 September 1838, and this temporary terminus was closed. Subsequently and for a time, Wolverton (a few miles further north and on the main road between Oxford and Cambridge via Buckingham and Bedford ) took over as an important stop on the line, as a point where engines were changed over and passengers rested.

In 1836, proposals were put forward to build a line from Cambridge to join the L&BR (still under construction) at Bletchley; the line would have passed through Bedford, but the scheme was not taken forward. The obvious enhancement to the prosperity of Aylesbury following that town's connection to the L&BR changed attitudes, and as time passed, Bedford business interests sought a connection to the main line railway. In 1844 George Stephenson visited Bedford to discuss the matter. At a meeting on 23 April 1844 he set out his proposed scheme, for a line to Bedford joining the L&BR main line at Bletchley. Some opinions had preferred Wolverton as the junction, since Bletchley was not then a settlement of any significance. A prospectus for the Bedford and London & Birmingham Railway was prepared; the capital was to be £125,000. On 16 July 1846 the London and Birmingham Railway amalgamated with others, and formed the London and North Western Railway. A proposed extension of the Bedford line on to Cambridge through Hitchin was submitted to Parliament in the 1846 session but failed standing orders. The line to Bedford opened on 17 November 1846, when a ceremonial opening took 600 persons from Bedford to Bletchley in a special train. The new line had a connection to the River Great Ouse at Bedford, trailing from the Bletchley direction. The Bedford station was not yet ready at the time of opening. The commercial benefit to Bedford, already well served by coastal water-borne commerce over the River Great Ouse, is indicated by the immediate fall of coal prices, from 1s 9d to 11d per cwt. There were four passenger trains each way, Sunday excepted, but this was soon enhanced to five each way, one of which was limited-stop, and two Sunday trains. Immediately on opening the Bedford Railway was absorbed into the London and North Western Railway. The terms were 4% per annum on the capital, plus half of any surplus. The LNWR had subscribed 1,522 of the 2,500 shares.

Buckinghamshire Railway
The Oxford and Bletchley Junction Railway and the Buckingham and Brackley Junction Railway had both been authorised in 1846, and before construction the two schemes were amalgamated to form the Buckinghamshire Railway, authorised by Act of Parliament on 22 July 1847. The new company would form a Y shape from Bletchley to both Oxford and Banbury. The 1847 powers also included an extension to Banbury, connecting to the Oxford and Rugby Railway there. and a southward extension from Verney Junction to join the Aylesbury branch. The scheme was encouraged by the London and North Western Railway, which wished to block northward encroachment from the Great Western Railway, whose area of influence at the time was further south.

The junction that became Verney Junction was known at first as Claydon Junction; the name Verney Junction was given to the station that was later established there. When the World War II link from the Great Central Railway main line was made, the junction there was called Claydon LNE Junction to emphasise the distinction.

Following authorisation of the Buckinghamshire company, the directors determined on 10 November 1847 to press ahead with the Banbury line in preference to the Oxford line. Work started on the last day of 1847. The line opened from Bletchley to Banbury on 1 May 1850 for passenger traffic, and goods trains started on 15 May 1850.

Opening of the Oxford line (from Claydon Junction, at first as a single track only) followed relatively swiftly: to Islip on 1 October 1850; on to Oxford Road on 2 December 1850. This station was at the crossing of the present-day A4165 road, and therefore near to the modern Oxford Parkway station. Horse omnibuses and carts connected the station with Oxford itself. The line was extended to the company's own station at Oxford on 20 May 1851. It was a single track west of Claydon Junction.

The 1853 passenger timetable shows 4 trains each way daily except Sundays, the first trains each way divided and joined Buckingham portions at Winslow. The journey time Oxford to Bletchley was 75 minutes and a typical journey Oxford to London took about 2 hours 45 minutes.

The company had its own station at Oxford. It was fortunate in finding a site: Rewley Abbey had long since fallen into ruins, and the site was made available. Approaching trains crossed a swing bridge over the Sheepwash Channel to reach it. The junction with Oxford and Rugby Railway at Banbury was not made by the company, and the southwards extension from Verney was abandoned for the time being.

The LNWR provided more than half the capital and worked the line from the beginning, and leased it for 999 years from 1 July 1851 guaranteeing a 4% dividend to the other shareholders. The LNWR absorbed the Buckinghamshire Railway company on 21 July 1879. Early in 1854 the line from Verney Junction to Oxford was doubled, completing double track along the full length of the line. Verney was a junction, but no station was built until 1868, prompted by the construction of the Aylesbury and Buckingham Railway.

Wolverhampton to London via Bletchley
The Oxford, Worcester and Wolverhampton Railway was authorised as a broad gauge line on 4 August 1845. Its line was to be 89 miles in length, connecting to the Great Western Railway at Wolvercot Junction, just north of Oxford. The cost of the line was heavy, and the estimates fell considerably short, so that the company was constantly short of funds during the construction period. For some time it concentrated its resources on the northern part of the authorised line.

Although the OW&WR had originally been expected to be an ally of the GWR, the friendly relations cooled, and the London and North Western Railway (as owner of the Oxford to Bletchley line) developed good relations with the OW&WR. The LNWR tried to negotiate a takeover of the OW&WR, but this was rejected in Parliament; and in 1852 a direct connection between the LNWR Bletchley line and the OW&WR was also thrown out. In 1853 however the proposed connection (later known as the Yarnton Spur) was approved, and on 4 June 1853 the OW&WR had opened its line as far as Wolvercot Junction, its southern extremity.

The Yarnton Spur was a short double-track line, 1 mi in length, from Oxford Road Junction to Yarnton, and it was opened on 1 April 1854. The LNWR at once started operating through passenger services between Euston and Wolverhampton, via Bletchley, Yarnton Spur and the OW&WR. The trains were worked by the LNWR as far as Hanborough, and also from Dudley to Wolverhampton LNWR station via the South Staffordshire curve at Tipton.

The Buckinghamshire Railway connection at Bletchley left in a southward direction, and a west to south chord was brought into use there in October 1854 to permit direct running between Euston and the Buckinghamshire line.

A west to south curve to the Yarnton Spur was opened, allowing direct access from the OW&WR line to the LNWR Oxford station; this was used chiefly for goods traffic, but in the autumn of 1857 local passenger trains used it during a period of exceptionally strained relations between the OW&WR and the GWR.

The service to London over the LNWR ceased by 1 September 1861; the west to south curve at Yarnton was reduced to a through siding only shortly afterwards, and the west to south curve at Bletchley was closed and lifted in 1864. Nevertheless, the goods and mineral traffic from the OW&WR line remained considerable; Lawrence, writing in 1910, said that, "In March last, no fewer than 7,500 coal trucks made use of the loop."

Verney Junction
There was a junction but no station at Verney Junction until 1868, when the Aylesbury and Buckingham Railway completed their line from Aylesbury to Verney. The Great Western Railway worked the A&BR trains until the company was absorbed by the Metropolitan Railway in 1891, becoming the northern terminus of the Metropolitan Railway. Two Pullman cars worked to Baker Street daily.

Joint station proposed for Bedford
The Oxford to Cambridge line crossed under the Midland main line, and there were two separate passenger stations. In November 1855 officers of the Midland Railway and the LNWR met to consider the construction of a joint station at Bedford. It would have been a little to the west of the contemporary LNWR station. The scheme was agreed to be desirable and feasible, but the Midland Railway board declined to approve it, and it foundered.

Sandy and Potton Railway
The Great Northern Railway had opened its line from London to Peterborough on 7 June 1850, ultimately giving access to York, and running through Sandy.

The Sandy and Potton Railway was planned by Captain Sir William Peel. He had settled in Potton, and conceived a railway running almost entirely over his own lands, connecting with the Great Northern Railway at Sandy. The length of the line was $3 1/2$ miles, and an opening ceremony was held in June 1857. The line opened to public goods traffic on 23 June 1857. A Board of Trade inspection took place on 5 November 1857, and this was successful, enabling opening of the line to passengers on 9 November 1857. Peel acquired a locomotive for the line from George England and Co. of Hatcham; it was named Shannon, after the frigate commanded by Peel. A locomotive was hired from the GNR on one or two occasions, and passenger rolling stock was supplied by the GNR. The line had cost £15,000 to build.

The GNR had allowed Captain Peel to terminate his line in their Sandy goods yard, on condition that he would remove his works if the GNR required the site.

Bedford and Cambridge Railway
In 1859 the Cambridge aspirations of several railway companies were competing for Parliamentary approval. A proposed Bedford, Potton and Cambridge Railway was thrown out, but the reverse showed that an alliance with the Great Northern Railway might prove fruitful.

In the 1860 session of Parliament, the Bedford and Cambridge Railway (as it now styled itself) got the Royal Assent on 6 August 1860. The Great Northern Railway hoped to build from Shepreth to this new line near Lords Bridge and gain access to Cambridge, by-passing the hostile, and even spiteful, Eastern Counties Railway.

The Bedford and Cambridge Railway was to take over the Sandy and Potton Railway and use its alignment. The route chosen entered the southern extremity of Cambridge alongside the Eastern Counties route from London, at Cambridge being permitted to use a platform at the ECR station. There was to be a separate LNWR goods station west of Hills Road.

In fact the construction significantly overran cost estimates, and the company had to confer with the LNWR (as prospective lessee) about how to raise the extra cash. The authorised capital had been £240,000, and this had never fully been subscribed, and after opening the estimated cost to complete had risen to £370,175. This at last proved to be accurate. There was acrimony between the companies, but the LNWR underwrote the extra capital, and after considerable further negotiation, the LNWR absorbed the Bedford and Cambridge Railway Company by a share conversion, equating to 4% on the £240,000 original capital.

It opened on 7 July 1862 for passengers, and for goods in October 1862. The Sandy and Potton Railway had been purchased for £20,000. On 1 July 1862 the Eastern Counties Railway was restructured into the Great Eastern Railway.

The May 1864 working timetable shows four passenger trains running throughout from Cambridge to Bletchley, and one early train from Bedford to Bletchley, and three goods trains. One Sunday passenger train is shown. Most of the passenger trains appear to continue to Oxford and London, probably by through coach attached to other trains.

Working arrangements were made with the LNWR, authorised by Act of 23 June 1864. The company was absorbed by the LNWR on 5 July 1865.

The line as constructed was single; double track was later constructed between Sandy and Gamlingay on 20 October 1870, and on to Cambridge on 10 July 1871.

The Midland Railway's London extension opened in 1857, at this stage to Hitchin. It crossed the LNWR line at Bedford by a (nearly) 90-degree flat crossing; although it was undesirable, it was considered an appropriate economy measure as compared with a bridge crossing.

Railmotors

In the early twentieth century, railways sought lower-cost methods of operating passenger trains. The LNWR experimented with a steam railmotor. This was a single passenger coach, designed at Wolverton, with a small integrated steam locomotive. A railmotor was brought to Oxford for trials with a service to Bicester. However, during a trial run on 5 October 1905 the vehicle developed a hot axlebox, and the opening was deferred to the 9th. The railmotor was found to be capable of a top speed of 45 mph, and was timed for 30 minutes for the 12 mi to Bicester.

The vehicle had seats for 48 passengers in two saloons, smoking and non-smoking. The transverse seating had reversible backs, to allow passengers to face the direction in which they were going. They were considered by users to be very comfortable. Woodwork was framed teak and the coach was lit electrically. Alighting and departing the vehicle at the ground level platforms of the halts was effected by a set of steps that swung out from the body of the vehicle. The steps were interlocked with the brakes. In 1905, there were six workings between Oxford and Bicester, with one additional on Thursday and Saturday, in each direction.

A number of small timber platform halts were built to facilitate the new service. The halts were unstaffed, and tickets were issued by a conductor on the train. The first was Summertown Halt, opened on 20 August 1906. By the following January the name had been changed to Port Meadow. The remainder of the halts were opened on 9 October 1905.

From 1 December 1905, a steam railmotor was operated between Bedford and Bletchley also, and several new halts were opened. Three vehicles were used, one being kept as a maintenance spare.

Due to World War I, the six halts were closed from 1 January 1917, and were reopened on 5 May 1919. The railmotors had limitations: they were underpowered, had insufficient accommodation, and suffered from reliability problems. In about 1921, they were replaced by autotrains, which used a conventional locomotive operating in combination with a coach that was adapted to allow the driver to control the train from the coach when it was being propelled. The autotrains, and the halts west of Bicester, were finally withdrawn on 25 October 1926, during the General Strike, but competition from road omnibuses had led to a significant decline in rail patronage.

The system continued further east but, in 1959, the autotrains were replaced by diesel multiple units, and the remaining stopping places were given raised platforms.

From Oxford to Islip, the railmotor halts were: Summertown Halt, soon renamed Port Meadow, Wolvercote, and Oxford Road, and between Islip and Bicester: Oddington, Charlton, and Wendlebury Halt, near Bicester. The eastern section halts were Bow Brickhill, Aspley Guise, Husborne Crawley, Wootton Pillinge, Wootton Broadmead, Kempston Hardwick, and Kempston & Elstow.

Grouping of the railways
At the beginning of 1923, the main line railways of Great Britain were "grouped" into one or other of four new, large companies, in compliance with the Railways Act 1921. The LNWR and the Midland Railway were constituents of the new London Midland and Scottish Railway. The Great Western Railway absorbed a number of other concerns and continued under the same name. The Great Northern Railway and the Great Eastern Railway were constituents of the new London and North Eastern Railway.

The whole of the Oxford to Cambridge line was thus part of the new LMS. In the 1930s, the major railways adopted a novel form of collaboration in the interest of reducing operating expenses. In 1934 the Stationmaster of the GWR's Oxford General station took over the management of the LMS's Rewley Road station. Cartage lorries in Oxford carried the initials of both companies.

The Micheline railcar
In 1931, the Michelin Tyre Company was trying to market an internal combustion (petrol) railcar, which it named the Micheline. It was a ten-wheel articulated vehicle, with pneumatic rubber tyres. It was tried on the line in 1932. Carrying only 24 passengers and with uncertain reliability, it had many of the disadvantages of the steam railmotors, and the trial did not lead to adoption of the system.

Diesel railcar
On 12 September 1938, a new diesel railcar design started work on the line. It was a three-car articulated unit, powered by six 125 hp diesel engines; the design was stylish and futuristic, and included central control of sliding passenger doors by the guard. The train was designed at Derby LMS.

Three journeys throughout the Oxford to Cambridge line were undertaken daily, with some short fill-in trips. The journey time Oxford to Cambridge, with three stops, (Bletchley, Bedford and Sandy) was 1 hour 45 minutes, comparing favourably with the 3 hour steam train journey. The runs were not advertised in the ordinary timetables, but only by handbills locally.

The outbreak of World War II prevented further development of this experimental system.

World War II
In September 1939, war on Germany was declared by the United Kingdom. Aerial bombardment of UK cities and industrial sites was expected, and it was considered essential to create a trunk route for goods traffic avoiding London, which was expected to be the principal target of bombing. The Cambridge to Oxford route was selected to be the core of this route, because of its intersections with several trunk routes. Where existing connections between railways on the route were inadequate, relatively simple enhancements would resolve the difficulty.

Wragg describes the situation: "The solution was to build what amounted to a railway by-pass of London. Of necessity this was some distance from the capital, both to avoid disruption from heavy air raids, and also to utilise existing lines as far as possible. The start of this massive loop was the old London and North Western line from Cambridge to Oxford…"

"There were good existing connections in and out of this line at Bedford and Bletchley, but at Sandy and at Oxford time-consuming shunting movements would be necessary, so here again new connections were hastily installed and opened during 1940. There was no link at all at Calvert so a completely new link was created."

In November 1940 Oxford North Junction was created, enabling through running from the Bletchley line towards Oxford GWR station. A south-to-east chord line was constructed at Claydon across an area called Shepherd's Furze, connecting the former Great Central Main Line with the line from Bletchley. This link proved a useful connection in addition to its emergency value, and it saw much traffic during the war.

At Bletchley, the old west-to-south curve, removed in 1864, was reinstated, opening on 31 August 1942. . The Bicester Military Railway was built; it served a very large depot for ordnance and equipment. The civilian railway authorities protested at the adverse impact the railway movements to and from the depot would have on the ordinary war effort of the LNWR line, and the Ministry of War Transport agreed to the building of a new 660 wagon capacity yard at Swanbourne, about $3 1/2$ miles west of Bletchley.

The Railway Executive also constructed a west-to-north connection at Sandy; it opened in 1942. However it did not prove to have a strategic value in peacetime and was removed after the war.

Crump explains the strategic significance: "The combined length of [the Sandy and Claydon curves] cannot have been much more than a mile, but in conjunction with a link joining the Great Western and Southern lines at Staines they provided a route for trains from the Great Northern to run via Sandy, Bletchley, Calvert, High Wycombe, Greenford and Staines on to the Southern. This route would have been of the utmost use if the London junctions had been destroyed. Actually it was only used on a few occasions, and the operating difficulties were considerable."

Bicester Military Railway
In the late 1930s, a site at Bicester was selected for a large Ordnance Depot to be road and rail served. Construction of the Depot began in July 1940. The railway part of the site would start from a junction with the Oxford to Bletchley line and encircle the two hills of Graven Hill and Arncott. By the end of 1941 the exchange sidings had been laid, and in 1942 the first troop train entered the depot from Bicester station. The site was heavily used during the war, particularly in the preparations for D-Day.

Since the war, the site has been retained as a base for the Royal Logistic Corps. At its peak there were about 40 single-track miles of layout within the depot.

The Oxford connection was useful in peacetime and was retained. The same is true of the Claydon curve, which provided a useful route for certain freight flows, and for empty passenger stock moves. The Bicester and Sandy connections proved less useful, and were removed.

Nationalisation
The main line railways of Great Britain were taken into state ownership at the beginning of 1948, pursuant to the Transport Act 1948. The entire line was in the London Midland Region of British Railways at first, but in 1951 the section from just east of Bicester to Oxford was transferred to the Western Region.

Transfer to the GWR station at Oxford
The operation of two passenger stations at Oxford was obviously wasteful and the wartime connection allowed trains from the Bletchley direction to run directly into the GWR's Oxford General station.

In October 1951, a complete transfer of passenger operation at Oxford into this (former GWR) station, now named simply Oxford railway station, took place. Most goods workings were transferred to the former GWR Hinksey yard, and Rewley Road station handled only coal and some general goods traffic.

1955 development plan: goods
In the first years of British Railways, the organisation was beset with falling demand as costs increased. In 1955 a report, The Modernisation and Re-equipment of British Railways, was published. £1.2 billion would be spent on the project. Subsidiary reports recommended the development of the Oxford to Cambridge line as part of an outer freight ring route from Cambridge to Ashford (Kent) via Oxford, Reading and Tonbridge, keeping freight flows away from London. The cost was to be £15 million. A large marshalling yard was to be built at Swanbourne, and the Bletchley Flyover (a viaduct over the West Coast Main Line beside Bletchley station).

Work on the Swanbourne yard and the Bletchley viaduct started in September 1958. The viaduct was ready in 1962 (it had cost £1.5 million) but work was halted on the marshalling yard.

Gerry Fiennes was Chief Operating Officer, British Railways, at the time and wrote that he was convinced marshalling yards should be built in the areas of production and consumption, and not, like Swanbourne, in greenfield sites:

"I did stop Swanbourne, Brookthorpe and Walcot [two other green field proposals]. The Bletchley flyover remains as a memorial to those who failed to see that railways must live by concentration and not dispersal. We had … driven … a pretty big nail into Swanbourne's coffin by refusing to put into it any East Coast traffic. From that moment the writing was on the wall. Swanbourne should have been stopped then."

Rationalisation and extensive section closures
If development of passenger business on the line had been envisaged in 1955, that too was suddenly reversed, and in 1959 closure of the entire route was considered. However the introduction of diesel multiple unit passenger trains in that year substantially reduced operating costs, and the closure idea was rescinded. In the Beeching Report of 1963, retention of the line was recommended, with only minor curtailment, but in December 1963 closure was once again put forward, as income was only a little over half of operating expenses. Closure was approved, and most local freight facilities were withdrawn on 18 April 1966.

Following public protest, passenger operation on the central section between Bedford and Bletchley was retained (and continues in use as the Marston Vale Line). Delay in arranging substitute bus services resulted in the passenger closure of the remainder being deferred to 1 January 1968. The line from Bedford (Goldington Power Station) to the junction at Cambridge was closed completely; the wartime marshalling yard at Swanbourne was closed in March 1967.

The Buckingham branch closed to passengers on 7 September 1964 and to goods on 5 December 1966.

In 1967, the line between Bicester and Oxford was closed to passengers and, in October 1973, reduced to single track. Following that time, for some years the chief use of the line was as a connection from Aylesbury via Claydon LNE Junction to Bletchley for stone trains, refuse trains from the Bristol area, and empty passenger stock movements. The freight-only section between Bicester and Bletchley was mothballed by Trainload Freight in 1993 following the closure of the ARC roadstone terminal at Wolverton. Until earlier that year, there had been up to three limestone workings from Whatley to Wolverton, plus the daily Avon-Calvert binliner but this had been re-routed via London and Aylesbury. The fertiliser flow from Ince and Elton to Akeman Street had ended due to changing modal distribution. The Oxford-Bicester section remained open for freight traffic to Bicester Central Ordnance Depot and the reinitated passenger service.

Revitalisation and renewal, East West Rail
After the partial closure, portions of the route continued as the Oxford–Bicester line and the Marston Vale line. Beginning in 2015, work to revitalise and renew the route began; it hoped that the two university cities will be connected by rail again as the East West Rail link before the end of the 2030s.

List of Varsity line station locations and dates

 * Oxford; opened 20 May 1851; later Oxford Rewley Road; closed 1 October 1951, when service diverted to former GWR station.
 * Oxford North Junction; convergence from GWR line; from 1940.
 * Wolvercote; opened 9 October 1905; close 1 January 1917; reopened 5 May 1919; closed 25 October 1926; in the earliest days the station was named Woolvercot; the nearby GWR station was named Wolvercot.
 * Yarnton Loop Junction; diverging junction; 1854 – 1863.
 * Oxford Road Junction; convergence of spur from Handborough; 1854 – 1965; renamed Banbury Road Junction about 1950 to avoid confusion with the junction at Reading.
 * Oxford Road; opened 2 December 1850 as temporary terminus; closed 20 May 1851, when the line was extended to Oxford; reopened 9 October 1905; closed 1 January 1917; reopened 5 May 1919; closed 25 October 1926.
 * Oxford Parkway; opened 25 October 2015
 * Islip; opened 1 October 1850; closed 1 January 1968; reopened 13 May 1989
 * Oddington; opened 1 October 1850; closed January 1851; reopened 9 October 1905; closed 1 January 1917; reopened 5 May 1919; closed 25 October 1926.
 * Charlton; opened 9 October 1905; closed 1 January 1917; reopened 5 May 1919; closed 25 October 1926.
 * Wendlebury; opened 9 October 1905; closed 1 January 1917; reopened 5 May 1919; closed 25 October 1926.
 * Bicester; opened 1 October 1850; renamed Bicester London Road 1954; closed 1 January 1968; reopened as Bicester Town 11 May 1987; renamed Bicester Village 12 March 2015.
 * Gavray Junction; divergence towards Princes Risborough.
 * Launton; opened 1 October 1850; closed 1 January 1968.
 * Marsh Gibbon and Poundon; opened 2 August 1880; closed 1 January 1968.
 * Claydon LNE Junction; trailing junction from Great Central main line; 1940 -.
 * Claydon: opened 1 May 1850; closed 1 January 1968.
 * Verney Junction; opened 23 September 1868; closed 1 January 1968. Originally Claydon Junction before station opened; converging junction from Buckingham 1856 – 1966; diverging junction to Aylesbury 1868 – 1947.
 * Winslow; opened 1 May 1850; closed 1 January 1968.
 * Swanbourne; opened October 1851; closed 1 January 1968.
 * Bletchley; London and Birmingham Railway station; still open; flyover 1962 -.
 * Fenny Stratford; opened 18 November 1846. still open
 * Bow Brickhill; opened 1 December 1905; closed 1 January 1917; reopened 5 May 1919; still open.
 * Woburn; opened 18 November 1846; renamed Woburn Sands 1860; still open.
 * Aspley Guise; opened 1 December 1905; closed 1 January 1917; reopened 5 May 1919; still open.
 * Husborne Crawley; opened 1 December 1905; closed 1 January 1917; reopened 5 May 1919; closed 5 May 1941.
 * Ridgmont; opened 18 November 1846; still open.
 * Lidlington; opened 18 November 1846; still open.
 * Marston; opened 18 November 1846; shortly renamed Ampthill; renamed Millbrook 1877; still open.
 * Wootton Pillinge; opened 1 December 1850; closed 1 January 1917; reopened 5 May 1919; renamed Stewartby 1935; still open.
 * Wootton Broadmead; opened 1 December 1850; closed 1 January 1917; reopened 5 May 1919; closed 5 May 1941.
 * Kempston Hardwick; opened 1 December 1905; closed 1 January 1917; reopened 5 May 1919; still open.
 * Kempston & Elstow; opened 1 December 1905; closed 1 January 1917; reopened 5 May 1919; closed 5 May 1941.
 * Bedford; opened 18 November 1846; relocated 1 August 1862; renamed Bedford St Johns 1924; relocated northwards on line towards Midland Road station 14 May 1984.
 * Goldington Siding; connection to Goldington Power Station; closed 1981.
 * Willington; opened 1 May 1903; closed 1 January 1968.
 * Blunham; opened 7 July 1862; closed 1 January 1968.
 * Girtford Halt; opened 1 January 1938; closed 17 November 1940.
 * Sandy West Junction; diverging junction to north curve 1940 - ?
 * Sandy; Sandy & Potton Railway station; opened 9 November 1857; closed December 1861; reopened by LNWR 7 July 1862 ;closed 1 January 1968.
 * Potton; Sandy & Potton Railway station; opened 9 November 1857; closed December 1861. LNWR station opened 7 July 1862; closed 1 January 1968.
 * Gamlingay; opened 7 July 1862; closed 1 January 1968.
 * Old North Road; opened 7 July 1862; closed 1 January 1968.
 * Lords Bridge; opened 7 July 1862; closed 1 January 1968.
 * Cambridge; Eastern Counties Railway station; still open.

title: Varsity Line


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Hafizud Deen Khan

Hafizud Dean Khan (1950–2022) was a Fijian politician and businessman who was the president of the Fiji Muslim League. He was also a former Senator and he served as the vice-president of the Senate of Fiji.

Political career
Khan was appointed to the Senate of Fiji on 13 July 2005 to fill a vacancy caused by the death of Dr Ahmed Ali. Khan became one of the 9 out of 32 Senators nominated by the Prime Minister. Khan was formally sworn in on 22 August 2005. In June 2006, he became vice-president of the Senate of Fiji and served in this capacity until the Senate was forcibly dissolved one day after the military coup of 5 December 2006. On 14 October 2005, Khan launched a national appeal for funds to assist with relief efforts in the wake of the devastating earthquake that struck Kashmir, on the Pakistan border on 8 October 2005.

He served as a Senator and Vice-President of the Senate in the Parliament of Fiji.

He received a "Lifetime Achievement Award" for service to the tourism industry in 2011 at the AON Fiji Tourism Excellence Awards.

He was a Life Member of Fiji Hotel and Tourism Association and was the Trustee of Fiji Commerce and Employers Federation.

In 1907, he was awarded the "officier De L' Ordre National Du Merite" by the President of the Republic of France, for his services to the Private Sector in the Region.

In 2017, he was presented with "Officer of the Order of Fiji "medal by His Excellency, The President of Fiji.

Business
He worked for 12 and half years as commercial and corporate banker, locally and Internationally with Citibank NA and Bank of British Columbia. He returned to Fiji in 1982 and set up his own business, as financial and business consultant. He diversified as a developer from late 1983 as Hexagon Group of Companies. He remained the Chairman of the Group. Over the years the Group has developed a number of residential, multi-unit accommodation complexes, motels and hotels. The Group was the original developer of Tokatoka Resort, and co-developer of Trendwest, which later became Worldmark by Wyndham. The Hexagon Group has previously owned /operated Melanesian Hotel, Seashell at Momi and Grand Eastern Hotel in Labasa.

Currently, The Hexagon Group owns /operates Suva Motor Inn, Hexagon International Hotel Villas and Spa and, Grand Wests Villas in Nadi. It has recently completed the 1st Stage of a multi-million dollar integrated tourism property "Yadua Bay Resort and Villas" on the Coral Coast. This new central resort (with a 4.5-star hotel and ancillary facilities and individual villas) has been in operation from June 2019. Once fully developed, Yadua Bay Resort and Villas will boast villas/townhouses on 89 individually owned lots, with varied mix of accommodation choices, having the flexibility to accommodate more than 250 units.

The Group is also completing by November 2019: "Vitivou Estates" at Davuilevu, Nausori, offering a commercial complex with multiple shops, service station, a modern function centre with seating capacity for up to 600 people, and 146 freehold residential lots. A number of other integrated commercial facilities are also planned for this strategically located site, on the new Kings four-lane highway, and minutes from Nausori town and airport.

He has served as director and adviser to various private companies and government/statutory bodies. He has served as Chief Administrator for Nausori Town Council, Board member of Fiji Development Bank, has served as Board member and Deputy Chairman of Fiji Electricity Authority. He has served as a Board Member, Vice Chairman and Chairman of Fiji Sugar Corporation. He also served, for several years, as President of Fiji Hotel Association and President of Fiji Employers' Federation. He has been on various committees, councils and advisory boards, at national level. He was one of the founding members of PIPSO (Pacific Islands Private Sector Organisation) and served as the Chairman for three and a half years.

He has served in various capacities with Fiji Muslim League, since 1985. He was speaker of FML for 8 years and has been its National President since 2001. In 2014 he was appointed External Member of General Committee of Islamic Development Bank in Jeddah, Saudi Arabia. He was one of the three Vice Presidents of RISEAP (Regional Islamic Dawah Council of Asia and Pacific).

On 3 July 2022, Fiji Muslim League had announced the death of its president, Haji Hafizud Dean Khan. He was buried at Enamanu Cemetery in Nadi.

title: Hafizud Deen Khan


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Charles Oberthür (entomologist)

Charles Oberthür (14 September 1845 – 1 June 1924) was a French amateur entomologist specializing in lepidoptera.

Biography
Charles Oberthür was born in Rennes, the son of the printer François-Charles Oberthür and Marie Hamelin, and brother of the entomologist René Oberthür. At the age of sixteen he entered the family printing house (which was responsible in particular for printing postal calendars and national lottery tickets) and quickly became a good lithographer. In 1870, he married Louise Le Ray. He is buried in the Cimetière du Nord in a chapel built by his brother-in-law Emmanuel Le Ray, a municipal architect.

Politics
Oberthür was for some time a member of the municipal council of Rennes. Between 1900 and 1906, he served as first deputy to the mayor, Eugène Pinault. In 1906, he ran as deputy for Ille-et-Vilaine against René Le Hérissé and Mr. Jaouen in the first constituency of the Arrondissement of Rennes. He scored well in the first round (8,151 votes out of 18,380) but was beaten in the second round on 20 May 1906 (2,172 votes out of 12,014).

Entomology
Oberthür developed a passion for insects very early on, in particular thanks to the influence of his father. He began his first collection of insects at nine years old, and went on to acquire the collections of Jean Baptiste Boisduval (1799–1879), Achille Guenée (1809–1880), Jean-Baptiste Eugène Bellier de la Chavignerie (1819–1888), Adolphe de Graslin (1802–1882), Constant Bar (1817–1884), Emmanuel Martin (1827– 1897), Antoine Barthélemy Jean Guillemot and Henry Walter Bates (1825–1892). This immense collection, at the end of his life, contained five million specimens in 15,000 glass topped boxes of 50 x 39 cm. In 1916, it was the second largest private collection in the world.

Upon Oberthür's death, his brother René received 55,000 skipper butterflies from the collection, which he later sold to the British Natural History Museum in 1931. The rest of the butterfly collection was sold in 1925. Specimens (mostly North American species) were acquired by William Barnes, and subsequently acquired by the National Museum of Natural History in 1930 upon Barnes' death. Swallowtail butterflies were acquired by David Longsdon, whose large swallowtail collection was bequeathed to the Manchester Museum in 1938 upon Longsdon's death. Other specimens were likely acquired by a number of other entomologists.

Taxonomy
Oberthür named forty-five new genera of insects, forty-two of them moths. A large number were species from North Africa and Asia. In 1913, he received the Cuvier prize from the Academy of Sciences.

Select publications

 * 1879 Catalogue raisonné des Papilionidae de la Collection de Ch. Oberthür Etudes d'Entomologie, 4: 20–117.
 * Études de lépidoptérologie comparée, impr. Oberthür, In-8° et in-4°, nombreuses planches
 * Étude sur une collection de lépidoptères formée sur la côte de Malabar et à Ceylan par M. Émile Deschamps, 1889–1890, Paris, Société zoologique de France, 1892, In-8°, 16 p.
 * Supplément du Bulletin de la Société scientifique et médicale de l'Ouest
 * Faune des Lepidopteres de la Barbarie. Etudes de Lepidopterologie comparee, part 10, p. 1-459. Rennes, 1914. text online  plates online.
 * Faune entomologique armoricaine. Lépidoptères (premier fascicule). Rhopalocères, avec Constant Houlbert, impr. Oberthur, 1912. In-8°, 260 p. réimprimé en 1922.
 * Considérations sur la faune lépidoptérologique d'Alsace et sur les travaux et les collections des entomologistes alsaciens depuis le XVIIIe siècle., impr. Oberthür, 1920, In-8°, 30 p.
 * Considérations sur la première question dont l'examen est proposé au congrès international de zoologie de Paris (5–10 août 1889) : "Des Règles à adopter pour la nomenclature des êtres organisés, de l'adoption d'une langue scientifique internationale", impr. Oberthür, 1889, Gr. in-8°, 7 p.

title: Charles Oberthür (entomologist)


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Nodaway Valley Community School District

Nodaway Valley Community School District is a school district headquartered in Greenfield, Iowa, in the southwest of the state.

It serves sections of Adair County, with small sections of Madison County. It serves Greenfield, Bridgewater, and Fontanelle.

The district covers 283 sqmi.

History
It was formed on July 1, 2000, by the consolidation of the districts of Greenfield and Bridgewater–Fontanelle. Residents of the districts approved a referendum held on September 14, 1999, to consolidate.

Schools

 * Nodaway Valley High School (Greenfield)
 * Nodaway Valley Middle School (Fontanelle)
 * The building opened in 2000.
 * Nodaway Valley Elementary School (Greenfield)
 * The current building opened in August 2017.


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User:Unpaiktable

O enas kai monadikos unpaiktable :P Prosoxh stis apomimiseis! :D

title: User:Unpaiktable


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User talk:Unpaiktable

This is the start of the discussion...

Unpaiktable
The article Unpaiktable seems to contain nonsense (and you seem to speak English). I've deleted it (again). —Quarl (talk) 2006-07-11 13:06Z

title: User talk:Unpaiktable


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Category:School districts in Iowa

This category is about public school districts in the state of Iowa. The Iowa Department of Education maintains a directory found here. You may also find a spreadsheet of public school districts in Iowa or public school buildings in Iowa. The Iowa Department of Education also maintains a list of non-public schools found here.

 * See also: List of school districts in Iowa

title: Category:School districts in Iowa


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Category:Australian prisoners and detainees

Past or present prisoners and detainees of Australian nationality. For prisoners and detainees held by Australia or by an Australian state, see Category:Prisoners and detainees of Australia.