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Reg Parnell

Reginald Parnell (2 July 1911 – 7 January 1964) was a racing driver and team manager from Derby, England. He participated in seven Formula One World Championship Grands Prix, achieving one podium, and scoring a total of nine championship points.

Parnell, as both a driver and a team manager, had a considerable influence on post-war British motorsport until his premature death in 1964. Parnell raced at Brooklands and was banned following an accident with Kay Petre which ended her racing career. Before the war he bought up racing cars. Once the hostilities had ceased he sold them to form the basis of post-war racing entries. He later raced a whole host of cars before turning to management and taking Aston Martin into Formula 1. Parnell went on to run the Yeoman Credit Racing team with the help of his son Tim who later raced in Formula 1 himself.

Early career
Parnell came from a family which ran a garage business in Derby. In 1933, he was a spectator when Donington Park held its first motor race, and he decided to try the sport. By 1935, he bought an old 2-litre Bugatti single-seater for just £25. It broke its rear axle in the paddock at its first meeting, but buying spare parts for the Bugatti was too expensive, so it was replaced with a MG Magnette K3. Parnell had secured wins at both Brooklands and Donington Park, but in 1937 he lost his licence following a practice accident for the 500 Mile race, at Brooklands. He misjudged an overtaking move on Kay Petre, when he lost control of the MG, crashing into her Austin 7 from behind, causing it to roll. She crashed badly and was seriously injured. She never raced competitively again. Although she put the incident down to "bad luck", the RAC revoked Parnell's racing license for two years. This meant that he was unable to race. The ban meant in effect that, during 1938, Parnell found himself unable to race his cars, he soon discovered that lending the cars to other drivers was an excellent way of being involved in racing. His later abilities as a team manager were probably developed during this period. With his licence restored in 1939, Parnell was back with 4.9-litre Bugatti-engined single-seater, known as the BHW. He was particularly successful with this BHW at Donington Park. Meanwhile, he started to construct his own car for voiturette (the pre-war version of Formula Two), known as the Challenger, however with the outbreak of World War II, the best years of his career were wasted.

During the war years, Parnell finished the Challenger and built up a comprehensive collection of racing machinery, which included Alfa Romeo, ERA, Riley, Delage, MG and Maserati models. He also sold race cars, with many famous and less famous racing machines passing through his hands, whilst making a name for himself in the business. This did not prevent Parnell from driving as soon as the war ended.

Post WWII
He returned to racing as soon as he could in 1946 in a variety of machinery, most notably a Maserati 4CLT, then an ERA A-type alongside several Delages and Rileys. As for the Challenger, it was sold. This proved to be a poor year for mechanical reliability, although in his Maserati 4CLM, he did finish second behind Prince Bira in the Ulster Trophy, around the streets of Dundrod. There was only one motor racing event held on English soil in 1946, and this took place at Gransden Lodge, with Parnell winning the main race of the event, the Gransden Lodge Trophy.

In 1947, Parnell was Britain's most successful racing driver, for which he won the BRDC's Gold Star. He began the year by winning two ice races in Sweden, with his ERA A-type, the earlier of these being the first Formula 1 race. He then returned to Britain, to win the Jersey Road Race in the Maserati 4CLT. He would have also won in Ulster, had his recently acquired ERA E-type not broken a de Dion tube. The following year, Parnell would again win the Gold Star. He took his new Maserati 4CLT/48 to Zandvoort and finished third in the circuit's inaugural meeting. He won the Goodwood Trophy at the first-ever meeting at Sussex circuit, was second in the Penya Rhin Grand Prix and fifth in the Gran Premio d'Italia. Parnell maintained this success into 1949 with the Maserati, gaining many successes at Goodwood, earning him the nickname, "Emperor of Goodwood", and raced at almost every major circuit across Europe. He also competed in the early-season races in South America.

It was in Sweden that Parnell showed true British ingenuity. He was there for the 1947 Swedish Winter Grand Prix at Rommehed, the first race run for cars complying with the newly-introduced Formula 1. He duly won, thus becoming the first winner of a Formula 1 race. He led an ERA clean sweep of the podium, as the only three cars to finish. Their chief rivals – the French – were stranded miles away from the circuit, on a ship stuck fast in the ice. The organiser decided to rerun the event as the Stockholm Grand Prix, on Lake Vallentuna. Meanwhile, between the two races Parnell had the idea of fitting twin rear wheels to his ERA to improve its road-holding on the ice. When he arrived at the race, the lead French driver, Raymond Sommer immediately objected but Parnell had checked the rules beforehand and found that there was nothing to preclude twin rear wheels. Despite temperatures of −15°F, Parnell's extra wheels really made the difference, as he skated to victory.

Formula One
The following season, he received a tremendous accolade, he was asked to drive the fourth works Alfa Romeo, in the inaugural World Championship Formula One race at Silverstone, finishing in an excellent third place and a place on the podium, behind and on the same lap as his teammates Giuseppe Farina and Luigi Fagioli. He would be the only British driver even to be selected to race with the all-conquering factory.

Whilst racing his Maserati, under the Scuderia Ambrosiana banner, he then became involved with BRM, initially as a test driver of the original V16 and later as the team's lead driver of the BRM Type 15, although BRM did not make many appearances. He remained under contract to BRM for 1951, but raced his Maserati because BRM could never get him a car, first with a win in the Chichester Cup at Goodwood, then having to retire in the Gran Premio di San Remo. When the BRM did work, it was at Goodwood that the car had its first victories when Parnell won the Woodcote Cup, then the Goodwood Trophy later the same day.

After the trip in Italy, Tony Vandervell approached him which saw Parnell driving Vandervell's Thinwall Special (a highly modified Formula One Ferrari 375) in numerous F1 races. He left a star-studded field standing in conditions so bad that the BRDC International Trophy final raced through hail, lightning and heavy rain. With poor visibility and the track under as much as six inches of water, the race had to be stopped after six laps due to Silverstone being flooded and too dangerous to continue. When the race was abandoned, Parnell was in the lead; no official winner was declared, so although he defeated the Alfa Romeo team, it was not until two months later in the 1951 British Grand Prix that the Alfas suffered their first real defeat. After the race Reg said, "It's a pity it was stopped as I would have liked the race to have continued. I was a minute ahead of the Italians and I am sure they would not have made this up. It was like aquaplaning in an ice-cold tub, but in the cockpit it was very hot and steamy so that at 80mph I only had a dim outline of the comers and only the outlines of spray telling me that another car was in front."

Vandervell immediately entered Parnell for the Festival of Britain Trophy at Goodwood, just a few weeks later. Parnell won the first heat, breaking the outright lap record on his first lap, from a standing start, from Farina and his 4CLT. He would go on and win the final, after a tremendous battle with Farina.

Parnell was back in the 4CLT at Dundrod for the Ulster Trophy. Following his defeat at Goodwood, Farina arrived with a works Alfa Romeo 158. At the start, the Italian had the better start and took the lead with Parnell running second. This was a tactical move, as the Farina knew that he would have to stop for fuel, whereas Parnell could run the race without stopping. As Farina exited the pits, Parnell shot past into the lead, but just one lap later, the Farina ate up Parnell's 3-second lead, passed him and won the race with Parnell taking second.

At the Grand Prix de l'A.C.F., BRM announced they would race at Reims-Gueux with Parnell, so Vandervell offered the Thinwall Special to Brian Shawe-Taylor. However, as the BRM failed to show up, and Shawe-Taylor was clearly at the same level as Parnell, Vandervell offered the Thinwall to Parnell, who finished fourth. After finishing second at Goodwood, he ended his season by taking the Scottish Grand Prix, at Winfield.

June 1952, over 25,000 spectators squeezed into Boreham to see Parnell take his only Formula Two victory aboard a Cooper –Bristol T20.

Sportscars
Following his success into the 1950 RAC British Grand Prix, Parnell was signed by Aston Martin, taking a DB2 to sixth place in to 24 Heures du Mans, partnered by Charles Brackenbury (second in class). He followed this up with a class win (fourth overall) in the RAC Tourist Trophy, held around the narrow lanes of Dundrod.

In 1952, Parnell enjoyed more class success with the DB2, taking wins at Silverstone and Boreham; at Goodwood, he unhesitatingly assumed duties as team manager for Aston Martin, following a pit fire seriously injured John Wyer. This was a foretaste of things to come. The success continued into 1953. At that year's Mille Miglia despite driving on the ignition switch after a broken throttle had to be wired up fully open, he and navigator, Louis Klemantaski finished in fifth place in their DB3. This was the highest ever finish by a British car at the great Italian classic. This result followed his second place in the 12 Hours of Sebring. He was also second at the RAC Tourist Trophy, and victorious in the Goodwood Nine Hours.

Later years
In 1954, in addition to his commitments for Aston Martin, Parnell continued to drive his own Ferrari 625 in numerous Formula One events, winning at Goodwood, Snetterton and Crystal Palace. The following season, he secured more victories for Aston Martin, before an unsuccessful sortie to New Zealand with an experimental single-seater Aston Martin. During 1956 Whit Monday at Crystal Palace, Parnell crashed Rob Walker's Connaught B-type, suffering a broken collar-bone and a badly cut knee. He recovered from this and returned to New Zealand, with the Scudeia Ambrosiana entered Ferrari 555/860, winning both the New Zealand Grand Prix and the Dunedin Trophy, early 1957.

He was successful in other formulae but at the end of 1957 he decided to retire at the age of just 45. His last international race was the New Zealand Championship Road Race, at Ryal Bush where he finished second in a Ferrari 555/860.

Team management
He became the team manager of Aston Martin, a move which led him to oversee a famous 1–2 in 1959 24 Hours of Le Mans, when Roy Salvadori and Carroll Shelby led home Maurice Trintignant and Paul Frère. The company then decided to enter Formula One and Parnell led the team but at the end of 1960 the programme was abandoned.

In 1961 the Samengo-Turner brothers (Paul, William & Fabian) asked Parnell to take over the management of the Yeoman Credit Racing Team sponsorship deal from Ken Gregory of the British Racing Partnership. During the 1961 Formula One season, he ran two Cooper T53 Low-Line–Climax cars for John Surtees and Roy Salvadori, who between them collected a handful of championship points. For the 1962 season the team was renamed Bowmaker-Yeoman Racing, and in place of the Coopers, ran Lola Mk4 chassis, again powered by Climax engines. Surtees and Salvadori remained with the team, but Salvadori had a nightmare season, failing to finish a single race. Surtees fared much better, however, scoring 19 points and finishing in fourth place in the Drivers' Championship. During the season he also gave Parnell his first podium finishes as manager – with second places in both the British and German events – and took pole position at the season-opening Dutch Grand Prix.

After the Bowmakers withdrew from F1 at the end of 1962, Parnell set up a team in his own name. Reg Parnell Racing was still in the early stages of development in its premises in Hounslow, running a car of the young driver, Chris Amon.

Dr. Bartrip wrote that Parnell "could prepare a car meticulously and was as astute judge of a driver, identifying the potential of such talented prospects as John Surtees, Chris Amon, and Mike Hailwood".

Death
For the 1964 season, Parnell had commissioned a design for a new car, when he died from peritonitis at age 52 from complications after an appendix operation. Parnell's son Tim, also a racing driver, took over the team management and developed a strong working relationship with BRM during the late 1960s.

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Reine Wisell

Reine Tore Leif Wisell (30 September 1941 – 20 March 2022) was a Swedish racing driver. He participated in 23 Formula One World Championship Grands Prix, debuting on 4 October 1970. He achieved one podium, and scored a total of 13 championship points.

Career
Wisell won the Swedish Formula Three Championship in 1967.

In 1970 he entered Formula One with Team Lotus as a late-season replacement for John Miles, who had departed after team leader Jochen Rindt had been killed at Monza on 5 September. Wisell’s debut was in October at the 1970 United States Grand Prix at Watkins Glen. The race was the best result of his Formula One career with a third-place finish, trailing only his teammate and future champion Emerson Fittipaldi and Pedro Rodríguez and finishing ahead of title contender Jacky Ickx. Subsequent races for Team Lotus were less successful and he was dropped by the team at the end of the 1971 season. He continued to compete in Formula One with BRM and March. He also participated in several non-Championship Formula One races. Wisell retired in 1974 after his home Grand Prix.

Death
Wisell died suddenly on 20 March 2022, aged 80, in his Thailand home.

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A Short Account of the Destruction of the Indies

A Short Account of the Destruction of the Indies (Brevísima relación de la destrucción de las Indias) is an account written by the Spanish Dominican friar Bartolomé de las Casas in 1542 (published in 1552) about the mistreatment of and atrocities committed against the indigenous peoples of the Americas in colonial times and sent to then Prince Philip II of Spain.

Background
Bartolomé de las Casas explains in the prologue that his fifty years of experience in Spanish colonies in the Indies granted him both moral legitimacy and accountability for writing this account. In 1516, Las Casas was granted the title of Protector of the Indians by Cardinal Cisneros after he submitted a report on their population decline due to harsh labor and mistreatment by colonial officials. During the time when Las Casas served as the Protector of the Indians, several clerics from the Order of Saint Jerome attempted to reform systems which used the native populace as laborers. However, Las Casas found their attempts insufficient to protect the welfare of the Indians, and returned to Spain to appeal to the Spanish monarch in 1517.

From 1517 to 1540, Las Casas traveled back and forth between Spain and Spanish colonies in Latin America numerous times, struggling to find a common ground between Spanish authorities and his own attempts to improve the conditions of Indian subjects in Spanish dominions. One of purposes of his travels was to continue to protest Spanish colonial mistreatment of Indians.

In 1542, after Las Casas first wrote the chronicle later known as A Short Account of the Destruction of the Indies, during the hearings ordered by Charles V of Spain to resolve issues of forceful conversion and colonial exploitation of Indians, Las Casas presented the account before the members of the Council of the Indies as proof of atrocities committed upon Indians by colonial authorities.

Contents
It was written for Prince Philip II of Spain. Las Casas appeals to the Prince's pathos throughout his account. One of the stated purposes for writing the account is his fear of Spain coming under divine punishment, and his concern for the souls of the Native peoples. The account is one of the first attempts by a Spanish writer of the colonial era to depict examples of unfair treatment that indigenous people endured in the early stages of the Spanish conquest of the Greater Antilles, particularly the island of Hispaniola. De las Casas noticed that no matter where he visited, the Spanish were committing the same crimes. On the island of Hispaniola, the Spanish were herding people into a straw building and setting fire to it, burning the occupants alive. In addition, "they sent the Males to the Mines to dig and bring away the Gold, which is an intolerable labor; but the Women they made use of to Manure and Till the ground, which is a toil most irksome even to Men of the strongest and most robust constitutions, allowing them no other food but Herbage, and such kind of unsubstantial nutriment, so that the Nursing Women's Milk was exsiccated and so dryed up, that the young Infants lately brought forth, all perished." On Puerto Rico and Jamaica, he saw the Spanish, "with the same purpose and design they proposed to themselves in the Isle of Hispaniola, perpetrating innumerable Robberies and Villanies as before," and that "These two Isles containing six hundred thousand at least, though at this day there are scarce two hundred men to be found in either of them." De las Casas also notes that what the Spanish were doing drove many natives to commit suicide. On Cuba, "By the ferocity of one Spanish Tyrant (whom I knew) above Two Hundred Indians hang'd themselves of their own accord; and a multitude of People perished by this kind of Death" and "Six Thousand Children and upward were murder'd, because they had lost their Parents who labour'd in the Mines."

Legacy
A Short Account of the Destruction of the Indies marks a significant moment in the way 21st century colonial Latin American historians would address world history. By comparing what historians know today about colonial Latin America, with the descriptions and recommendations given by De Las Casas in A Short Account, they are able to understand more about Europeans biases, prejudices, and outlook on the colonization of the Americas. De Las Casas' A Short Account, was a revised history of the conquest, in the way that he includes facts that would aid him in his argument. Political scientist Diego von Vacano argued De Las Casas' A Short Account, revealed the ways 16th century scholars used rhetoric to lobby for changes during the Spanish colonization of the Americas. In his earlier writings De Las Casas advocated the defense of indigenous peoples by recommending the use of African slaves as an alternative to indigenous people, but later repudiated the suggestion and condemned both the enslavement of indigenous people and Africans.

De Las Casas used the term "New World" to look at the Americas and Western hemisphere and did not use the term or idea of the "ancient world" as a way to describe Spain, Europe and the Eastern hemisphere. This linguistic shift marked a transition in historical text and thought by moving away from the medieval view of geography and world history to a more modern view. De Las Casas addressed the new population in the Americas and introduced it in a political way in addressing the Spanish King. De Las Casas introduced and presented the people of the Americas in the context of the Spanish empire.

De Las Casas is also noted as one of the first writers and thinkers to racialize the indigenous people of the Americas. In his attempt to defend the indigenous people, he argues that they are part of the human race by describing their bodies, skin color, language and culture. In A Short Account, De Las Casas racialized the indigenous people and created a new understanding for them in the context and hierarchy of European ideas of race. His account was responsible for the passage of the new Spanish colonial laws known as the New Laws of 1542, which abolished native slavery for the first time in European colonial history and led to the Valladolid debate. This text was used as a way to convince the King of Spain of the cruelties caused by the Spanish Conquistadors. As such, he did not focus on or mention the effects of disease as a cause of suffering for the native people. Instead, De Las Casas focused on the suffering caused by the Spanish conquistadors so that the King would address the conquistadors' behavior.

The account was republished in 1620, by Jan Evertszoon Cloppenburch, alongside the book Origin and progress of the disturbances in the Netherlands by Dutch historian Johannes Gysius. The book was frequently reprinted, alone or in combination with other works, in the Netherlands and in other countries struggling against the power of Spain in Europe and the Americas. The title in English, German, Dutch, and most languages, was manipulated to farther insist on the detrimental consequences of the Spanish conquest. The images described by Las Casas were later depicted by Theodor de Bry in copper plate engravings that contributed to the Spanish Black Legend.

Rhetorical strategy
A Short Account of the Destruction of the Indies has been acclaimed by scholars for its rhetorical effect. De Las Casas juxtaposes the inhumane mistreatment of the Spanish conquistadors with the inherent goodness of the indigenous people in an exaggerated manner in his strategy of persuasion. De Las Casas revised and re-edited this book in order to make his best argument in favor of the indigenous people.


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Richard Attwood

Richard James David "Dickie" Attwood (born 4 April 1940) is a British motor racing driver from England. During his career he raced for the BRM, Lotus and Cooper Formula One teams. He competed in 17 World Championship Grands Prix, achieved one podium and scored a total of 11 championship points. He was also a successful sports car racing driver and won the 1970 24 Hours of Le Mans race, driving a Porsche 917, the first of Porsche's record 19 victories at the famous race.

Early career
Richard Attwood got into the motor industry as an apprentice at sports car manufacturer Jaguar. He started racing in 1960 at the wheel of a Triumph TR3. For 1961 he joined the Midlands Racing Partnership to drive for them in club-level Formula Junior events, and continued in this role until the end of 1962. In 1963 the team expanded into the international arena, and Attwood immediately grabbed motorsport headlines when he won the Monaco Grand Prix Formula Junior support race, in a Lola Mk5a. This and other performances during the year earned him the inaugural Grovewood Award, voted for by a Guild of Motoring Writers panel.

On the back of this success, in 1964 MRP decided to step up to the Formula Two class. Attwood won in Vienna and took second places in the Pau Grand Prix, Eifelrennen, and Albi Grand Prix. This was at a time when top-line Grand Prix drivers were an integral part of the Formula Two series; indeed, at Pau he was only beaten by reigning Formula One World Champion Jim Clark driving a full-works Lotus.

Formula One and other single-seat series
Attwood's performances in Formula Two prompted Alfred Owen, the proprietor of BRM, to offer him an opportunity in his works Formula One team. His first outing for the team was in the non-Championship News of the World Trophy race, at Goodwood, in which he took the BRM P57 to fourth place, the first non-Lotus finisher and the only car to end on the same lap as Colin Chapman's fleet winners. Attwood's second Formula One outing was in the 1964 British Grand Prix, driving BRM's experimental four wheel drive P67 model. Having been the project's test driver Attwood did manage to qualify the overweight car, albeit in last place on the grid. However, as the car was principally intended as a rolling test bed, BRM decided to withdraw the P67 prior to the race itself.

Tim Parnell signed Attwood to his privateer Reg Parnell Racing team for, driving a formerly class-leading Lotus 25. Unfortunately for Attwood, by 1965 the chassis was past its best, and fitted with the BRM motor it was distinctly uncompetitive. Although generally reliable, Attwood only managed to pick up a pair of sixth-place points finishes towards the end of the season.

In 1966 Attwood competed in Australia and New Zealand as a part of BRM's Tasman Series squad. His Tasman performances were very promising, including a win at Levin, but despite this – perhaps due to his underwhelming 1965 Formula One performances and growing success in sports cars – Attwood sat out the majority of the and  Formula One seasons. His only appearance came as a substitute for works-Cooper driver Pedro Rodríguez at the 1967 Canadian Grand Prix, bringing the Cooper-Maserati home in 10th place. During 1966 he maintained his run of form in Formula Two, taking victory in the Rome Grand Prix and a second place at Pau in 1966, but concentrated firmly on sports cars in 1967.

After Mike Spence's death during practice for the 1968 Indianapolis 500 race Attwood rejoined the BRM works team, now run by Parnell, as his replacement. Attwood's first race on his return was perhaps his most spectacular, taking fastest lap in the 1968 Monaco Grand Prix, on his way to a strong second-place finish behind Graham Hill's works Lotus. However, results declined through the remainder of the season, and four races from the end Attwood was himself replaced by Bobby Unser.

Always something of a Monaco specialist, it was in the principality that Richard Attwood made his final Formula One start. Colin Chapman brought in the Briton as substitute for the injured Jochen Rindt, driving the Lotus 49B. He finished in a respectable fourth-place. Although this was his last Formula One drive, he did appear at the 1969 German Grand Prix in a Formula Two Brabham for Frank Williams, where he finished sixth overall, and second in the Formula Two class.

Sports car racing
In 1964, as Attwood was taking his first steps in Formula One, he was also approached by the Ford GT prototype project team, later to evolve into the Ford GT40, and became one of the first drivers to take the iconic car onto a race track. He shared a GT40 with Jo Schlesser in the 1964 24 Hours of Le Mans, but was forced to retire due to the car catching fire. His first major international sports car victory came at the 1964 Rand 9 Hours race in South Africa, driving David Piper's Ferrari P2.

It was with David Piper that Attwood developed perhaps his longest lasting professional relationship. He drove Piper's green Ferraris – including the 250LM and 330P3/4 – on many occasions over the following five years, collecting a few point finishes in World Sportscar Championship events, and paired up with Piper for the Maranello Concessionaires team. Highlights during this time included a third place in the Spa 1000 km and second in the 500km Zeltweg in 1967. Attwood did not restrict himself to Ferrari and Ford though, putting in drives in machinery as diverse as the Porsche 906 and Alfa Romeo T33. He was also one of the few drivers to race the infamous Ford P68, GT successor to the GT40, failing to finish due to mechanical maladies during the 1968 1000km Nürburgring.

Having driven privateer Porsches, for the 1969 World Sportscar Championship season Attwood was signed to the Porsche works team. Commonly paired with fellow Brit Vic Elford, the season's highlights were a pair of second places, driving the Porsche 908, in the BOAC 500 (the drivers' home race at Brands Hatch) and the Watkins Glen 6h race. Later in the season Attwood was again involved in the development of an iconic sports racing car: the Porsche 917. The Elford/Attwood pairing took their 917 up to 327 laps in the 1969 24 Hours of Le Mans, but the car suffered a gearbox failure with only two hours to go, after leading for a substantial portion of the race.

Attwood subsequently went on to win the Le Mans 24 Hours in 1970 with a Porsche 917K, along with Hans Herrmann. Hermann and Attwood also took second place in the 1970 Nürburgring race, this time back in a 908. Driving with Herbie Müller once more in a Porsche 917 he finished second in the 1971 24 Hours of Le Mans, this time for the John Wyer privateer team. At the end of the season, after also winning the 1000km Zeltweg race along with his teammate Pedro Rodríguez, Attwood retired from motorsport.

Attwood came out of retirement briefly in 1984, as a part of the moribund Aston Martin Nimrod Le Mans project. Following his car's failure to finish in the 1984 24 Hours of Le Mans race after a hideously violent accident while John Sheldon was driving, Attwood retired from front line racing for good. With the growth in popularity of historic motorsport, he frequently appeared in events and Porsche shows with his own Porsche 917, which Steve McQueen used in his film Le Mans. The car was painted to represent his 1970 Le Mans-winner, and Attwood referred to it as "my pension", as the value of the car had risen rapidly over the decades since he bought it in the 1970s. In 2000 Atwood cashed-in his pension, when he sold the car in an auction for £1 million. Today he is still very active in historic motorsport, often making memorable appearances at the Goodwood Festival of Speed, among many yearly excursions.

Personal life
Attwood once owned a 1989 Peugeot 405 estate which he bought new and successfully drove 415,000 miles, with the original engine and clutch. This was the subject of an article in Evo. On June 13, 2017 it was put up for sale by a subsequent owner, but as of June 18 the ad, with almost 2000 views, had no offers.

Complete Formula One World Championship results
(key) (Races in italics indicate fastest lap) * Formula 2 entry, second in class, not eligible for World Championship points

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Ron Flockhart (racing driver)

William Ronald Flockhart (16 June 1923 – 12 April 1962) was a British racing driver. He participated in 14 World Championship Formula One Grands Prix, achieving one podium finish and won the 24 Hours of Le Mans sportscar race twice.

Racing career
Flockhart started competing in 1951 in a JP Formula 3 car. He purchased the famous ERA R4D from Raymond Mays and in 1953 had a very successful season, beating one of the works BRMs at Goodwood. He achieved podium finishes at Goodwood, Charterhall, Snetterton and Crystal Palace, as well as several hill climb successes.

Flockhart's best World Championship result was third place at the 1956 Italian Grand Prix in a Connaught Type B. In 1959, driving a BRM P25, he won the Lady Wigram Trophy, and qualified on pole, set fastest lap and won the non-championship Silver City Trophy.

In 1956, driving for the Scottish team Ecurie Ecosse, he won the 1956 24 Hours of Le Mans, sharing an ex-works Jaguar D-type with Ninian Sanderson. The following year he won again for the same team, this time sharing with Ivor Bueb, setting a distance record of 2732.8 mi.

Record flight attempts and death
In the early 1960s, the United Dominions Trust made plans to break the record for the time taken to fly from Sydney to London in order to gain publicity for its UDT Laystall racing team. A Commonwealth Aircraft Corporation-built Mustang World War Two fighter was purchased in Australia and Flockhart was engaged to make the attempt. Flockhart departed Sydney in the Mustang, registered G-ARKD, on 28 February 1961 and after several delays due to bad weather finally ended the attempt at Athens due to engine problems. Flockhart subsequently entered the London-Cardiff Air Race to be held in June that year but withdrew because G-ARKD was still in Athens. G-ARKD was abandoned and another CAC Mustang, registered VH-UWB, was bought in Australia for Flockhart to make a second attempt at the Sydney-London record. On 12 April 1962, while on a test flight in preparation for the record attempt, Flockhart crashed VH-UWB in poor weather near Kallista, Victoria, and was killed.

Complete Formula One World Championship results
(key) (Races in bold indicate pole position; races in italics indicate fastest lap) * Shared drive with Prince Bira

title: Ron Flockhart (racing driver)


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Stuart Lewis-Evans

Stuart Nigel Lewis-Evans (20 April 1930 – 25 October 1958) was a British racing driver from England. He participated in 14 Formula One World Championship Grands Prix, debuting on 19 May 1957. He achieved two podiums, and scored a total of 16 championship points. He also achieved two pole positions.

Early life
Stuart Lewis-Evans was born in Luton, Bedfordshire, but largely grew up in Kent, where his father, Lewis "Pop" Lewis-Evans, owned and ran a garage business. Pop Lewis-Evans had previously been a mechanic for the well-known racing driver Earl Howe, but had not previously raced himself. On leaving school, Lewis-Evans was apprenticed for three years to Vauxhall Motors, back in Bedfordshire, before he was called up for National Service. During this time he served as a motorcycle despatch rider for the Royal Corps of Signals.

Career
Lewis-Evans began racing in 1951 with a Cooper 500 Formula 3 car, encouraged by and sometimes racing against his father. He achieved many wins and podia and continued to race in 500s until 1956, with the engines prepared by Francis Beart during the later years, including a 1-2 victory at Nurburgring in May 1954 with Stirling Moss in Coopers, with Moss, first, in a Beart Cooper and Lewis-Evans, second, in a Cooper with a Beart-prepared engine.

In 1957, he won the 1957 Glover Trophy, run to Formula One rules at Goodwood. In his first championship Formula One race, the 1957 Monaco Grand Prix, Lewis-Evans finished fourth in an inferior Connaught Type B, beaten only by multiple winners Fangio and Brooks, and Masten Gregory in one of the dominant Maserati 250F cars. This performance brought him to the attention of Tony Vandervell, owner of the rising Vanwall team, and by the next Grand Prix Lewis-Evans was driving the third Vanwall. The 1957 Vanwall was fast when its engine held together, but not always reliable. Lewis-Evans achieved his best finish for Vanwall when he was 2nd at the year's non-championship Moroccan Grand Prix. He took pole position at the final World Championship event, the Italian Grand Prix, but had to retire with engine problems.

The 1958 Formula One season would prove to be a much better year, at least initially, for the entire Vanwall team. Principal drivers Stirling Moss and Tony Brooks took three victories each, and Lewis-Evans added to the team's points haul with podium finishes in the Belgian and Portuguese events. He also took pole position at the Dutch Grand Prix, but failed to finish in the race. This was not his only retirement of the year – indeed his only other finish, although points-scoring, was a fourth place at the British Grand Prix.

Lewis-Evans crashed heavily at the dusty Ain-Diab Circuit during the season-ending Moroccan Grand Prix. His Vanwall's engine seized and sent him lurching into barriers at high speed, and his car burst into flames. He was airlifted back to the UK, but died in hospital of his burns six days after the accident. His death cast a pall over Vanwall's victory in the 1958 International Cup for F1 Manufacturers, an achievement to which Lewis-Evans had contributed significantly. Vandervell never fully recovered from Lewis-Evans's death and withdrew from motorsport at the end of 1958.

Complete Formula One World Championship results
(key; Grands Prix in bold indicate pole position)

Non-Championship Formula One results
(key)

title: Stuart Lewis-Evans


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Troy Ruttman

Troy Lynn Ruttman (March 11, 1930 – May 19, 1997) was an American racing driver. He is best known for winning the 1952 Indianapolis 500 - at the age of 22 years and 80 days, Ruttman remains the youngest ever winner of the event. Competing since the age of 15, he had a remarkably successful early career, winning several regional and AAA-sanctioned championships.

Early career
In 1945, at age 15, Ruttman entered his family's car into a roadster race held in San Bernardino, California, winning the event. He won 19 of the 21 events staged there that season. By 1947 he was the California Roadster Association (CRA) roadster champion. He also won his first five midget car races that season. In 1948 he repeated as the CRA roadster champion, United Racing Association Blue Circuit (Offy) championship, and 23 midget car events.

Sprint car career
In May 1949, Ruttman left California for the AAA Sprint and Championship car circuits of the Midwest. He won three AAA Sprint Car championships over the next three and a half seasons. He competed in 51 midget races, winning 16 and placing in the top three 28 times.

Championship car career

Ruttman drove in the AAA and USAC Championship Car series, racing in the 1949–1952, 1954, 1956–1957 and 1960–1964 seasons with 58 starts, including the Indianapolis 500 races during 1949–1952, 1954, 1956–1957, and 1960–1964. His best championship finish was as runner-up to Chuck Stevenson for the 1952 National Championship.

His victory in the 1952 Indianapolis 500 made him the youngest winner of the event.

An injury during a sprint car crash in August 1952 sidelined Ruttman for one and a half racing seasons. Ruttman returned in 1954 on a greatly reduced schedule, never attaining the same level of success. He had not been diligent during his recovery, gaining weight, and spending time partying - a competitor remarked that Ruttman was a case of "too much, too young."

Stock car career
Ruttman won the 1956 USAC Short Track Stock Car division title. Ruttman also competed in seven races in the NASCAR Grand National Series from 1962 to 1964, finishing in the top ten five times. His best finish was third in the 1963 race at Riverside International Raceway, running behind Dan Gurney and A. J. Foyt.

World Drivers' Championship career
The AAA/USAC-sanctioned Indianapolis 500 was included in the FIA World Drivers' Championship from 1950 through 1960. Drivers competing at Indianapolis during those years were credited with World Drivers' Championship points and participation in addition to those which they received towards the AAA/USAC National Championship.

Ruttman participated in seven World Drivers' Championship races at Indianapolis. He was also the first of a small number of USAC/Indianapolis drivers to start an FIA-sanctioned World Drivers' Championship event during the 1950-1960 period - competing for Scuderia Centro Sud in the 1958 French Grand Prix. During his World Drivers' Championship career, Ruttman won once, and he accumulated 9.5 World Drivers' Championship points.

Ruttman's victory in the 1952 Indianapolis 500 earned him the distinction of being the youngest driver to win a round of the World Drivers' Championship, an honor he held until Fernando Alonso won the 2003 Hungarian Grand Prix.

Retirement and death
After concluding his racing career at the age of 34, Ruttman relocated to Plymouth, Michigan, operating a motorcycle and snowmobile dealership.

Ruttman died as a result of lung cancer on May 19, 1997, at Lake Havasu City, Arizona, just a month before the long planned "Troy Ruttman Day" in his hometown of Mooreland, Oklahoma.

Awards and honors
Ruttman has been inducted into the following halls of fame:
 * Michigan Motor Sports Hall of Fame (1982)
 * Auto Racing Hall of Fame (1992)
 * National Sprint Car Hall of Fame (1993)
 * West Coast Stock Car/Motorsports Hall of Fame (2002)
 * National Midget Auto Racing Hall of Fame (2003)
 * Motorsports Hall of Fame of America (2005)
 * United States Auto Club (USAC) Hall of Fame (2018)

FIA World Drivers' Championship results
(key)

 * † = Shared drive

title: Troy Ruttman


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Administrative subdivisions of the Papal States from 1816 to 1870

The delegations as they existed in 1859

Between the Congress of Vienna (1815) and the capture of Rome (1870), the Papal State was subdivided geographically into 17 apostolic delegations (delegazioni apostoliche) for administrative purposes. These were instituted by Pope Pius VII in a motu proprio of 6 July 1816: "Quando per ammirabile disposizione".

A delegation was known as a legation (legazione) when governed by a cardinal. The four northernmost delegations—Bologna, Ferrara, Forlì and Ravenna, which comprised the region known as the Romagne (plural of Romagna)—were regularly governed by cardinals. Thus, the term "Legations" or Papal Legations (Legazioni pontificie), when used on its own, often refers to the Romagne. In an administrative reform of 1850, Pius IX grouped the delegations into five larger legations. The four original legations were joined into the legation of the Romagne. In 1859, the Kingdom of Sardinia invaded the Papal State and set up a military government, the United Provinces of Central Italy, that included the Romagne. Following a plebiscite, the Romagne were formally annexed to Sardinia in 1860.

Motu proprio of 1816
Between 1798 and 1800, and again between 1809 and 1814, the Papal State was occupied by French troops and the pope was in exile. After the restoration of the Papal State by the Congress of Vienna, Pius VII set about reforming its administration, assisted by Cardinal Secretary of State Ercole Consalvi. The result was the motu prioprio of 6 July 1816 "on the organization of public administration".

The existing 12 provinces were abandoned in favour of 17 delegations, although Rome and its hinterland formed a separate comarca. The new administration was modelled on that introduced by the French.

The new delegations were grouped into three classes. At the head of each delegation was a delegate (delegato) who was appointed by the pope through an act of the secretary of state and who was invariably a prelate. Only in case the prelate was a cardinal did he assume the title of legate (legato), and cardinals could only be appointed to the delegations of the first class. Each delegate or legate was assisted by two assessors appointed by the pope, one for civil law matters and one for penal law matters, and by a locally selected Governmental Congregation (Congregazione governativa ), the composition of which varied according to the class of the delegation:
 * In those of the first class, there were four members: two selected from the capital city and two from the hinterland.
 * In those of the second class, there were three members: two from the capital and one from the hinterland.
 * In those of the third class, there were two members: one from the capital and one from the hinterland.

In each delegation, the administration of justice was devolved on a court of first instance (tribunale di prima istanza) for civil matters and a criminal court (tribunale criminale) for crimes. Some of the delegations were subdivided into districts, each headed by a governor. The arrangement created by the motu proprio of 1816 looked like this:

Provinces of 1820
In 1820, the delegations and the comarca of Rome were grouped into 11 provinces (province). The delegations of Camerino, Benevento, Bologna and Ferrara were their own provinces under those names. Rieti was its own province, called Sabina, and Urbino e Pesaro was synonymous with the province called Urbino. Rome was joined with Frosinone to form the province of Marittima e Campagna. Viterbo and Civitavecchia were joined to form the province of Patrimonio; Perugia and Spoleto the province of Umbria; Ancona, Ascoli, Fermo and Macerata the province of the Marche; and Forlì and Ravenna the province of Romagna.

Leo XII (1825) and Gregory XVI (1831–32)
Leo XII, successor of Pius VII, issued a motu proprio on 5 October 1825, which reduced the number of delegations from 17 to 13 by combining Fermo and Ascoli, Macerata and Camerino, Spoleto and Rieti and Viterbo and Civitavecchia.

In an edict issued on 5 July 1831, Leo XII's successor, Gregory XVI, reversed his reform and also created a new delegation based on Orvieto out of the territory of the delegation of Viterbo. He raised the number of delegations to 19 the following year with his motu proprio "Luminose prove" of 1 February 1832. The new delegation, based on Velletri and carved out of that of Frosinone, was granted to the Dean of the College of Cardinals and thus constituted a new legation. Although boundaries would change, subsequent reforms would retain a legate at Velletri.

New legations of Pius IX
In 1848, Pius IX, facing revolution in Rome, promulgated a new constitution for the Papal State. It was not enough to quell the revolution and he fled to take refuge in the Kingdom of Naples. In 1849, a Roman Republic was declared. It was crushed by a French army, and Pius returned to Rome on 12 April 1850.

On 22 November 1850, Pius IX issued an edict grouping the 19 delegations into four new legations and a district (circondario, circle or circumscription) around Rome. Each of the new higher-level legations was entrusted to a cardinal.

1816–47
Pius VII completely reformed the municipal administration. All municipal laws from before or during the Revolution were repealed and municipal government was made uniform across the Papal State.

Local governments were divided into those of the first class ("di primo ordine"), which were the larger cities, and those of the second ("di secondo"), which were all other comuni (municipalities). Each municipality was governed by a mayor called a governor (governatore) appointed by the pope through the secretary of state. Governors of the first class were appointed by papal brief, while those of the second class merely by letters patent. Governors were not necessarily ecclesiastics, and they had to be neither native to nor resident in their municipalities. They were under the authority of the apostolic delegates. The governors held judicial authority in cases involving less than 100 scudi, in property disputes and in some other cases. They were charged with policing fairs and festivals.

Pius VII introduced into each comune a council (consiglio) with deliberative functions and a magistracy (magistratura) with executive functions. The functions of the magistracy had previously belonged to the higher authorities. The original members of the councils were selected by the delegates, but subsequently new councilors were co-opted. The magistracy was composed of elders (anziani) drawn from the council under the leadership of a gonfaloniere (literally, standard-bearer), who was not required to be a councilor. The gonfalonieri were chosen by the secretary of state, while the elders were chosen by the delegate from a list of names submitted by the council.

The small rural villages of the comuni each had their own syndic (sindaco) or procurator (procuratore) subject to the communal gonfaloniere.

1847–70
On 1 October 1847, Pius IX issued the motu proprio "Sull'organizzazione del Consiglio e Senato di Roma e le sue attribuzioni", which extended to Rome the laws applicable in the other municipalities. Rome thus received a council of 100 men: 96 laymen chosen through the census to represent various professions and 4 clergy chosen by the Cardinal Vicar. The Senator was made gonfaloniere (mayor) and presided over an executive body (the magistracy) composed of eight conservators (conservatori).

The Roman revolution of 1848 interrupted the reforming process that had begun with Rome the previous year, but in an edict of 24 November 1850, in implementation of Pius IX's motu prioprio of 12 September 1849, Cardinal Giacomo Antonelli defined the new competences of the council and magistracy. The councils would now:
 * nominate their own employees and those on their payroll
 * run the school system
 * maintain the roads and other communal infrastructure (bridges, aqueducts, fountains, etc.)
 * operate the public utilities
 * approve the annual tabella (budget)

The magistracy would now:
 * execute the decisions of the council
 * sign contracts on behalf of the council
 * prepare the annual budget and accounting statements

The municipalities were divided into five classes based on population, which determined how many councilors they would get:
 * > 20,000 inhabitants → first class → 36 councilors
 * > 10,000 inhabitants → second class → 30 councilors
 * > 5,000 inhabitants → third class → 24 councilors
 * > 1,000 inhabitants → fourth class → 16 councilors
 * < 1,000 inhabitants → fifth class → 10 councilors

The councilors were to be selected by the delegate and approved by the Cardinal Prefect of the Sacra Consulta. Rome's council was reduced from 100 to 48.


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Umberto Maglioli

Umberto Maglioli (5 June 1928 – 7 February 1999) was a racing driver from Italy. He participated in 10 Formula One World Championship Grands Prix, debuting on 13 September 1953. He achieved 2 podiums, and scored a total of 3 $1/3$ championship points. He participated in the Targa Florio race nineteen times, winning it three times, and the Mille Miglia ten times, with the best result being a second place in the Lancia Aurelia B20 GT in 1951.

Born in Bioglio, Vercelli, he was introduced to racing by Giovanni Bracco and accompanied him on several Mille Miglias and Targa Florios. In 1953 he won the Targa (single-handed) for the first time, in a Lancia D20, and also the Pescara 12hr race, driving a Ferrari 375 MM with Mike Hawthorn. Maglioli also won the last Carrera Panamericana in 1954, driving the Ferrari 375 Plus. The same year he also won the 1000 km Buenos Aires (with Giuseppe Farina) and the 1000Km Supercortemaggiore at Monza, again with Hawthorn.

He joined Porsche in 1956 and won the Targa Florio, again single-handed. In 1957 under established rules which allowed F2 cars to enter Grand Prix, Porsche entered two 550RSs for the German Grand Prix, one driven by Maglioli and the other by Edgar Barth. Maglioli though failed to finish. Later that year he crashed his Porsche during the Gaisburg hillclimb in Austria. He recuperated in a hospital in Salzburg with leg injuries so severe that doctors initially feared he may not walk again.

In 1964 he won the Sebring 12hrs for Ferrari and in 1968 scored his third Targa victory (this time with Vic Elford) in a works Porsche 907. Maglioli retired from racing in 1970. He died in Monza in 1999.

Complete Formula One World Championship results
(key)

 *  * Indicates Shared Drive with José Froilán González
 *  † Indicates Shared Drive with Giuseppe Farina and Maurice Trintignant
 *  ‡ Indicates Shared Drive with Jean Behra

Non-Championship results
(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)

title: Umberto Maglioli


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Willy Mairesse

Willy Mairesse (1 October 1928 – 2 September 1969) was a Formula One and sports-car driver from Belgium. He participated in 13 World Championship Grands Prix, debuting on 19 June 1960. He achieved one podium and scored a total of seven championship points. He committed suicide in a hotel room in Ostend after a crash at the 1968 24 Hours of Le Mans forced an end to his career.

Peter Revson once described the intensity of Mairesse before a race at Spa, Belgium. Revson looked into his car and saw Mairesse's "furrowed" face, beetled brows, and eyes which were almost tilted and their colour changed. "It was almost like looking at the devil."

Sports car driver
Mairesse won first place in the marathon rally Liege-Rome-Liege in 1956. Mairesse secured third place in the Grand Prix of Monza in June 1959. Driving a Ferrari, he placed behind Alfonso Thiele and Carlo Mario Abate, both also in Ferraris. Mairesse and Mike Parkes of England finished second to Phil Hill and Olivier Gendebien at the 1961 24 Hours of Le Mans. Driving a Ferrari 250 TR/61, Mairesse and Parkes also eclipsed the previous Le Mans record, covering 2,758.66 miles. In the 1963 12 Hours of Sebring Mairesse and Nino Vacarella placed second after Ludovico Scarfiotti and John Surtees. Both teams drove Ferraris. Surtees and Mairesse won the 1000 km of the Nurburgring driving a Ferrari 250P. Thereafter, Surtees and Mairesse led for the 15 hours of the first 18 hours of the 1963 24 Hours of Le Mans before the car caught fire while Mairesse was driving. Mairesse escaped injury. Scarfiotti and Lorenzo Bandini won on the French circuit where Christian Heins had a fatal accident. Mairesse and Surtees retired after a motor fire. A young German Red Cross worker was killed in August 1963 when the wheel of a Ferrari driven by Mairesse came off as his car overturned. Guenther Schneider, 19, was hit by a flying wheel during the running of the German Grand Prix at the Nürburgring and died. Mairesse was triumphant in the 1964 Grand Prix of Angola, run at Luanda. His average speed was 80.78 miles per hour. Mairesse piloted a Ferrari 250 LM to first place in the 500 km sportscar race of Spa in May 1965. He completed the race in 2 hours, 29 minutes, and 45.7 seconds. He achieved an average speed of 126.29. Mairesse and Jean Beurlys of France finished third at the 1965 24 Hours of Le Mans in a Ferrari 275 GTB winning the GT category in its debut at Le Mans, while Masten Gregory and Jochen Rindt won the race. In April 1966 Surtees and Parkes won the 1,000 kilometer Monza Auto Race. Mairesse and Herbert Mueller of Switzerland came in third in a Ford sports car, two laps behind. In May Mairesse and Mueller drove to victory in the Targa Florio, driving a Porsche Carrera 6. Rain caused considerable attrition as only thirteen of seventy starters finished the race. Mairesse and Beurlys again drove a Ferrari to third place in the 1967 24 Hours of Le Mans. This event was won by the American team of Dan Gurney and A. J. Foyt.

Formula One
Mairesse was third in the Grand Prix of Europe, 1960 Italian Grand Prix. This was the penultimate race of the 1960 Formula One World Championship. Run at the Autodromo Nazionale Monza, Phil Hill was victorious, with Richie Ginther second, and Mairesse third, a lap down. Mairesse qualified fifth for the 1962 Belgian Grand Prix at Spa. The pole was won by Graham Hill in a BRM. During the event Mairesse and the Lotus of Trevor Taylor dueled for more than an hour, passing and repassing a number of times each lap. Mairesse was cheered heartily by an enthusiastic partisan crowd. The two cars came together at more than 100 miles per hour in the long, sweeping, left-hand Blanchimont turn. Mairesse's car went off to the left, careening into a hillside behind a ditch, and caught fire after flipping over. He was thrown out of his Ferrari and his shoes and the legs of his trousers were torn off. He was conscious, despite numerous scrapes, cuts, and burns. Mairesse was loaded into an ambulance and transported to a hospital, where he was reported to be in good spirits and without any serious injuries. Taylor and Mairesse made contact earlier in the season at the Grand Prix of Brussels. In a race in which only twelve of twenty-one starters finished, Mairesse came in fourth in the 1962 Italian Grand Prix. He was only a car length ahead of Giancarlo Baghetti.

Out of Formula One in 1963, Phil Hill predicted a rough future for the Ferrari team. He said there was too much competition between Mairesse and Surtees. Specifically, he commented "they will harry each other so much that they will force each other to make mistakes". Mairesse's car crashed during the 1963 German Grand Prix. The Ferrari turned over multiple times after swerving off the track. He was rushed to the hospital with a broken arm. His teammate, Surtees, won the race, with Jim Clark second in a Lotus.

Complete Formula One World Championship results
(key) (Races in bold indicate pole position)

Non-Championship Formula One results
(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)

title: Willy Mairesse


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Jean-Christophe Boullion

Jean-Christophe Joël Louis "Jules" Boullion (born 27 December 1969) is a French racing driver who raced in Formula One for the Sauber team.

Career
Born in Saint-Brieuc, near Côtes d'Armor, Boullion started karting in 1982 and moved to cars in 1988 after attending a racing school outside Paris. He started racing in Formula Ford 1600 in 1989. The following year he won the French title and moved to Formula 3. In 1993 he entered Formula 3000 and won the FIA International Championship in 1994. Although he was signed to test for Williams, he was loaned to Sauber to replace Karl Wendlinger for much of the 1995 season, scoring points twice but rarely matching his team-mate Heinz-Harald Frentzen. The following year he returned to his testing role at Williams, and he later tested for Jordan and Tyrrell.

In 1997 he raced briefly in the Renault Spider Eurocup, and he campaigned a Renault Laguna touring car for the Williams team in the British Touring Car Championship (BTCC) in 1999, acquiring the nickname 'JCB' from commentator Charlie Cox.

From 2000 onward, Boullion would turn his focus to prototype racing. Having raced at Le Mans with Racing Organisation Course in 2000, the Frenchman moved to the Pescarolo Sport outfit the following year, taking a first success with a win at Magny-Cours in the FIA Sportscar Championship. He remained in the series for the 2002 season, winning the opening and final race respectively alongside Sébastien Bourdais, though Boullion missed out on the title to Racing for Holland after missing the round at Brno. After returning for two races in 2003 to take a victory at Estoril, Boullion did not race at all in 2004 as a result of the FIA Sportscar Championship's demise. In 2005, he returned to race in the newer Le Mans Endurance Series, partnering Emmanuel Collard at Pescarolo. The duo ended up as title winners with two victories to their names, beating Zytek Motorsport by just two points. In the same year, Boullion and Collard, along with endurance-race teammate Érik Comas finished second overall at the Le Mans 24 Hours. The 2006 season proved to be a particular highlight for Boullion despite not racing at Le Mans, as he would win all five races in the Le Mans Series together with Collard on their way to a successful title defence.

From the 2007 season, things would become more difficult for Boullion and Pescarolo, as they would now have to compete as a privateer against their factory outfit in Team Peugeot. Though the title battle lasted until the final round owing to Peugeot's non-participation at Silverstone, the factory team came out victorious, with Boullion having to settle for the runner-up spot with four podiums from six events. At Le Mans, the Frenchman scored his second and final podium at the Sarthe, coming third behind the Audi and Peugeot works entries. The former would pose a further threat in the Le Mans Series in 2008, as Audi entered two cars into the championship, with Boullion still driving for the Pescarolo privateer. Having scored one podium at the end of the year, the French driver ended up sixth in the points battle.

In 2009, Boullion was joined by Christophe Tinseau, with whom he would take two second places at the start of the campaign before winning at the Algarve. However, a retirement at the Nürburgring would cost the pair dearly, as it handed the title advantage to Aston Martin Racing, who would take the championship at the final round, leaving Boullion and his teammate in second.

After a stint with Rebellion Racing, he returned to Pescarolo Team for 2012, driving in the FIA World Endurance Championship.

Complete International Formula 3000 results
(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)

Complete Formula One results
(key)

† Driver did not finish the race, but was still classified as they completed 90% of the race distance.

Complete British Touring Car Championship results
(key) (Races in bold indicate pole position – 1 point awarded all races) (Races in italics indicate fastest lap) ( * signifies that driver lead feature race for at least one lap – 1 point awarded)

Complete European Le Mans Series results
(key) (Races in bold indicate pole position; races in italics indicate fastest lap)

title: Jean-Christophe Boullion


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Horace Gould

Horace Gould (born Horace Harry Twigg 20 September 1921 – 4 November 1968) was a British racing driver from Bristol.

Career
Known for his portly frame and larger-than-life character, Gould began racing sports cars in 1952 at the wheel of a Cooper-MG. He moved into Formula One in 1954, competing as a privateer and using the team name Gould's Garage (Bristol).

"In a period when fat Italians regularly occupied the cockpits of Formula 1 cars, to Horace Gould it seemed quite reasonable that a fat Bristolian should do the same."

He participated in 17 Formula One World Championship Grands Prix, debuting on 17 July 1954, plus numerous non-Championship races. He scored a total of two championship points, thanks to driving his Maserati 250F to fifth place in the 1956 British Grand Prix, enough to earn him joint 19th place in that season's World Championship. He won minor non-championship Formula One races at Castle Combe in 1954 and Aintree in 1956, and also won two points in the 1957 World Sportscar Championship, finishing in fifth place in that season's 1000km of Nürburgring, sharing a Maserati 300S with teammates Stirling Moss, Juan Manuel Fangio and Chico Godia.

Although most of Gould's career was spent in England, he also had spells living and racing in New Zealand and Modena, Italy, home of the Maserati factory.

The similarity of Gould's build and driving style to those of José Froilán González led to him being dubbed "the Gonzalez of the West Country".

Gould died suddenly, in Southmead, Bristol, of a cerebral haemorrhage, at the age of 47. His sons Martin, Stephen and Richard still live in Bristol. Martin went into motor racing and raced in Formula 3, and two of his grandchildren Daniel Gould and James Gould also had careers at a young age in motorsport.

Complete Formula One World Championship Results
(key)

title: Horace Gould


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F-19 Stealth Fighter

F-19 Stealth Fighter is a combat flight simulator developed and released in 1988 (PC DOS) and 1990 (Amiga and Atari ST) by MicroProse, featuring a fictional United States military aircraft. It is the 16-bit remake of the 8-bit game Project Stealth Fighter, which was released for the Commodore 64 in 1987. It was also ported to the NEC PC-9801 in Japan only, and the DOS version was re-released on Steam distribution platform in 2015.

F-19 Stealth Fighter was developed before the public unveiling in 1988 of the F-117 Nighthawk attack aircraft – which the video game sought to represent – and carried over the focus on the fictional F-19 from Project Stealth Fighter, based on the 1986 F-19 model kit released by Testors. Although an aircraft selection screen offering the real F-117 was added, MicroProse's rendering of the optional "real" jet was based on the deliberately vague 1988 press photo of the aircraft and had distinctly wrong, stubby and wide proportions.

Critically acclaimed, the game was followed in 1991 by Night Hawk: F-117A Stealth Fighter 2.0, which finally removed the old, fictitious aircraft design and instead offered only a new, much more accurate model of the real F-117.

Gameplay
In the game, the player takes on the role of a pilot flying missions of varying difficulty over four geographic locations: Gaddafi's Libya, the Persian Gulf, the North Cape, and Central Europe. The game can be played under conditions of conventional warfare, limited warfare, or cold war (in the latter, even being detected by the enemy can lead to a major diplomatic incident).

The player can choose appropriate ordnance from a wide range of realistic armaments, and the game features convincing behavior from AI-controlled units such as enemy aircraft, SAM sites and radar stations. These behave in accordance with the situation – patrolling at first, but launching into a highly aggressive search if the player is detected. Other features of the game are a realistic system of radar detection, where the player's varying radar signature is visually compared with the energy of incoming radar pulses at different ranges and powers, and a variety of endings appropriate to the outcome of each mission. These include the player being rescued by a V-22 Osprey, a Pravda newspaper headline proclaiming the capture of the pilot, or an outraged ally or neutral nation protesting the destruction of their aircraft.

The pilot roster in the pre-game menu keeps track of the missions, rank, score and medals awarded to each player. Pilot fatalities are permanent, which contributes to the extended campaign feeling of the game.

Copy protection
At the beginning of the game, the player has to pass "Aircraft Identification Exam" - a picture of a plane is shown and the player must select the correct plane from a list. If the player selects the wrong plane, they will be restricted to flying training missions with preset equipment.

Development
After the completion of Project Stealth Fighter for the Commodore 64 by designers Jim Synoski and Arnold Hendrick, Sid Meier and Andy Hollis were brought in to work on the PC conversion. Hendrick wrote of the new game: "The only thing borrowed from the C64 would be the game scenario concepts, military equipment research data, and perhaps some flight dynamics algorithms". Despite its planned 30 September 1988 release being delayed to mid-November F-19 Stealth Fighter was very popular, selling out in just two months.

MicroProse released the game on the same day that the United States military first admitted the existence of its F-117A Nighthawk stealth fighter. Before the game's release, many had speculated on a missing aircraft in the United States Air Force's numbering system, the F-19. The game was based on an educated guess about what the secret stealth fighter would be like. Subsequent revisions of the game incorporated the actual F-117 as well as the F-19.

The original boxed version of the game came with a range of accessories, such as a thick manual full of information on the late 1980s flying machines of the U.S. and the USSR, various keyboard overlays, a comprehensive manual covering stealth and fighter tactics, and roughly-sketched maps of each warzone.

Reception
Computer Gaming World in 1989 gave F-19 Stealth Fighter a very favorable review and acclaimed the game's level of realism, stating that "to master this program you are going to have to do your homework. The documentation includes tutorials on aerodynamics and flight principles, radar, stealth technology, air-to-ground tactics, and air-to-air tactics". A 1992 survey in the magazine of wargames with modern settings gave the game three stars out of five, and a 1994 survey gave it two-plus stars. Compute! favorably reviewed the IBM PC version's graphics and realism.

Computer Gaming World recognized F-19 as the "Simulation Game of the Year", calling it a perfect marriage of modern technology and game. Software Publishers Association gave the game its Excellence in Software Award for "Best Simulation". The Smithsonian National Air and Space Museum selected F-19 Stealth Fighter for a 1989 exhibition on "Flight Enters the Computer Age". In 1990 the game received the sixth-highest number of votes in a survey of Computer Gaming World readers' "All-Time Favorites". The game's ports won the Golden Joystick Awards '91 in the category "Best Simulation - 16 Bit". F-19 was ranked as the 29th best Amiga game by Amiga Power in 1991, and as the 52nd best game of all time by Computer Gaming World in 1996.

F-19 Stealth Fighter was awarded the Origins Award for "Best Military or Strategy Computer Game of 1988" and "Best Screen Graphics in a Home Computer Game of 1988".

Reviews

 * Jeux & Stratégie #56

title: F-19 Stealth Fighter


text:
Jack Fairman

John Eric George "Jack" Fairman (15 March 1913 – 7 February 2002) was a British racing driver from England. He participated in 13 Formula One Grands Prix, making his debut on 18 July 1953. He scored a total of five championship points, all of which came in the 1956 season.

Career summary
Fairman was born in Horley, and was only an occasional racing driver, his main source of income coming from running the family precision tool manufacturing company. He got his first taste of motorsport before World War II, driving an Alvis 12/50 in trials and hill climb events from 1934. He quickly moved on to races at the Brooklands circuit, but the war intervened and he spent the duration on active service in the Tank Corps.

Postwar, Fairman's reliable and dogged driving attributes saw him achieve many successes in sports car racing, particularly in endurance events. He drove for a number of top-rank teams during this time, including Bristol, Jaguar, Ecurie Ecosse, and Aston Martin. It was with Aston that Fairman won his most significant events, partnering Stirling Moss in the 1959 Nürburgring 1000 km, and Tourist Trophy at Goodwood. He also made a brief Formula One debut at the 1953 British Grand Prix, driving and retiring an HWM 53.

His engineering experience and dependable driving made him an obvious choice for constructors to contact when they needed a test driver. His most significant contribution in this role was during the development of Connaught's Formula Two and later Formula One cars. Between sports car commitments and his own factory, Fairman managed to fit in occasional Formula One starts, usually at the British or Italian Grands Prix. He took a Connaught Type B to two points finishes during the 1956 Formula One season, his only points in a very long Formula One career, finishing tenth in the World Championship that year.

Following Bernie Ecclestone's purchase of the remains of Connaught in 1958, Fairman continued with his sporadic Formula One career in a wide variety of machines. His only notable entry in the years that followed was when he became simultaneously the last man ever to start a Grand Prix with a front engined car and the first to drive a four-wheel drive car, at the 1961 British Grand Prix. The car in question was the experimental Ferguson P99, designed by Ferguson Research Ltd. and run by the Rob Walker Racing Team. Unfortunately for Fairman, his RWR teammate Stirling Moss suffered brake failure in his Lotus 18 and took over the 4WD machine in Fairman's stead. Moss was then later disqualified for receiving a push start, which also ended Fairman's race. Fairman's last Formula One race was in the 1963 non-Championship Imola Grand Prix event, driving a Porsche for Ecurie Maarsbergen.

Fairman died, aged 88, in Rugby, Warwickshire. The pub chain Wetherspoons has opened a pub named The Jack Fairman in his birthplace of Horley. Opened on 12 February 2007, it occupies the buildings in Victoria Road which originally housed Fairman's garage and has pictures of him around the walls and details can be located on their website. Prior to the pub opening, it was the local Kwik Fit for many years.

Complete Formula One World Championship results
(key)

title: Jack Fairman


text:
Cannone da 75/27 modello 11

The Cannone da 75/27 modello 11 was a French-designed field gun produced in Italy prior to World War I. It was introduced in 1912, designed by Joseph-Albert Deport. It was taken into service by Italy for use with its Alpine and cavalry troops going into World War I, and was built there in large numbers. The gun was designed with two notable features. It was the first artillery piece to introduce the split trail, as well as the last to utilize its novel dual-recoil system. The former became a very popular feature on artillery pieces through to the modern day. The later, while functional, did not get repeated. The dual-recoil system consisted of a small tubular recoil under the barrel which in turn traveled in a traditional rectangular cradle. This lessened heat transfer from the gun barrel to the recoil mechanism effectively, but was not necessary for the added complexity.

Some guns had two crew seats on the front of the gun shield.

The gun was used by the Italian army throughout World War I and remained on strength well into World War II. Many pieces even saw service with German forces fighting in Northern Italy from 1943 until the end of the war, as the 7.5 cm Feldkanone 244(i).

One cannon was also sold to Finland in 1929 where it was designated as "75 K 11".

title: Cannone da 75/27 modello 11


text:
Jan Magnussen

Jan Ellegaard Magnussen  (born 4 July 1973) is a Danish professional racing driver and was a factory driver for General Motors until the end of the 2020 season. He has competed in Championship Auto Racing Teams (CART), NASCAR, the FIA Formula One World Championship and the 24 Hours of Le Mans.

Lower series racing
Born in Roskilde, Magnussen won the 1992 Formula Ford Festival at Brands Hatch, then dominated the 1994 British Formula 3 championship with Paul Stewart Racing, winning 14 of the 18 events and breaking Ayrton Senna's F3 record. Magnussen scored his first British F3 win that April at Donington Park, also taking pole for the race. He also won at Brands Hatch, twice at Silverstone, and at Thruxton. He won six of the first eight races. He then won again at Donington Park, and both season-ending rounds at Silverstone.

Major series racing
He made his Formula One debut at the 1995 Pacific Grand Prix in Aida, sitting in for Mika Häkkinen, who was unwell; becoming the first Danish to race in the category since Tom Belsø in 1974. In 1996 Magnussen drove in the CART series and International Touring Car Championship.

For 1997–1998 he had a seat in Formula One with the newly founded Stewart Grand Prix team, owned in part by his old F3 boss Paul Stewart. Team founder Jackie Stewart once described him as "the most talented young driver to emerge since Ayrton Senna", but his performance was underwhelming. He scored his only championship point in his last race in F1, the 1998 Canadian Grand Prix; for the rest of the season he was replaced by Jos Verstappen. Magnussen started 24 GPs, one less than he entered, because his car was damaged in an accident during the start of the 1997 Brazilian Grand Prix causing him to retire before the restart.

In 1999 he participated in seven CART races. In 1999 and 2000 he raced in the American Le Mans Series with Panoz. 2001 he drove a Peugeot in Danish Touring Car series (DTC) and raced in eight ALMS races. 2002 he also raced for Peugeot in DTC and in ten ALMS races. Jan Magnussen won the 2008 GT1 and 2013 GT drivers' championships, both with Corvette Racing.

Magnussen has participated in various classes in the 24 hours of Le Mans every year since 1999. His best results so far are the victories in the GTS class in 2004 and GT1 class in 2005, 2006, and 2009, each time in a Chevrolet Corvette with Oliver Gavin and Olivier Beretta as teammates in 2005 and 2006, and Johnny O'Connell and Antonio García in 2009.

Also, Magnussen has participated in the 12 Hours of Sebring every year since 1999, winning the GT1 class in 2006, 2008, and 2009.

In 2005, Magnussen drove a Toyota Corolla in the Danish Touring Car Championship.

Present day
Magnussen was still an active driver, competing in the Danish Touring Car Championship (DTC) until 2010 and in a Chevrolet Corvette C7.R in the WeatherTech SportsCar Championship with Antonio Garcia as teammate until 2019 – and in the 24 hours of Le Mans. In the Danish Touring Car series he drove a Chevrolet Lacetti for Perfection Racing. He won the DTC in 2003 and 2008.

On 11 June 2010, it was announced that Magnussen would make his NASCAR Sprint Cup Series debut driving the No. 09 HendrickCars.com Chevrolet for Phoenix Racing at Infineon Raceway. After starting 32nd on the grid, he finished in 12th position.

On 14 June 2010 it was announced that Magnussen and Perfection Racing would not be participating in the DTC, leaving Magnussen and the team to focus on the Scandinavian Touring Car Cup's remaining two rounds. Magnussen drove the No. 57 Stevenson Motorsports Chevrolet Camaro with Robin Liddell and Andrew Davis in the 2010 GRAND-AM Rolex Sports Car Series season opener, the Rolex 24 at Daytona. Following the Rolex 24, he moved to the team's No. 97 car and competed in the majority of the races with Gunter Schaldach. Magnussen finished 24th in GT points and his best finish was second (Miller) with four top-10s.

On 7 November 2019, Magnussen was confirmed to drive in the inaugural TCR Denmark Touring Car Series for LM Racing in a VW Golf GTI TCR.

On 22 July 2023 he won Aurum 1006 km endurance race in Lithuania, driving a Mercedes-Benz AMG GT3 Evo.

Family
Magnussen's oldest son Kevin is also a racing driver currently competing in Formula One for Haas, having also competed in the sport for McLaren and Renault. Kevin mentioned that his father was his first hero when he was a child.

His nephew Dennis Lind, is also a racing driver.

British Formula Three
(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)

Formula One
(key) $†$ Driver did not finish the Grand Prix, but was classified as he had completed over 90% of the race distance.

Deutsche Tourenwagen Meisterschaft
(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)

International Touring Car Championship
(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap) † – Did not finish the race, but was classified as he completed over 90% of the race distance.

American open-wheel racing results
(key) (Races in bold indicate pole position, races in italics indicate fastest race lap)

24 Hours of Daytona
(key)

Supercars Championship
† Withdrew due to licence problems

European Touring Car Championship
(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)

Complete IMSA SportsCar Championship results
(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap) † Magnussen did not complete sufficient laps in order to score full points.
 * Season still in progress.

Complete TCR Denmark Touring Car Series results
(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)

Complete FIA World Endurance Championship results
(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)

NASCAR
(key) ( Bold – Pole position awarded by qualifying time. Italics – Pole position earned by points standings or practice time. * – Most laps led. )

title: Jan Magnussen


text:
Hermano da Silva Ramos

Hermano João "Nano" da Silva Ramos (born 7 December 1925) is a French-Brazilian former racing driver. He had a French mother and a Brazilian father.

Career
Da Silva Ramos was born in Paris, France. He first ventured into motor racing, driving an MG TC, in March 1947, when at the age of 21, he competed in the Interlagos Grand Prix in Brazil. During 1953 he began racing an Aston Martin DB2/4 in sports car races in France. In 1954 at Montlhéry, he crossed the line in second place in the Paris Cup but was winner of the Coupe de Montlhery. In the same year, he also participated in the Le Mans 24 hour race, with Jean-Paul Colas as his co-driver, being forced to retire after 14 hours following a rear axle failure. Also in 1954, he ran out of fuel whilst leading the Tour de France Auto and retired with a damaged engine in the Rally of Morocco. Later in the year in the Salon Cup, in which he also had to retire, he drove a Gordini Type 18. In 1955 he (with co-driver Lucas) were disqualified for speeding in the Monte Carlo Rally, eventually classified 46th and 4th in class, won the Coupe de Montlhery again, won the Rally Sable-Solesmes and was 5th in the GT class of the Mille Miglia with co-driver Vidille. Da Silva Ramos participated in seven Formula One World Championship Grands Prix, debuting on 19 June 1955 and scoring a total of two championship points.

On the death of Kenneth McAlpine on 8 April 2023, da Silva Ramos became the oldest living former driver to have driven in a Formula One Grand Prix. The oldest living former driver to have driven in a round of the Formula One World Championship is Paul Goldsmith (born 2 October 1925), who competed in the 1958, 1959 and 1960 Indianapolis 500 races, which were rounds of the Formula One World Championship, but were not Formula One Grands Prix. Along with Argentine racing driver Carlo Tomasi, da Silva Ramos is one of the last living participants of 1955 24 Hours of Le Mans.

Complete Formula One World Championship results
(key)

title: Hermano da Silva Ramos


text:
User talk:Johnyu

Welcome to Wikipedia. Thank you for making editing tests in the Wikipedia sandbox, and not on other pages. However, when you use the sandbox, please do not remove the sandbox header. It identifies the page as the sandbox and provides directions to its users. Thank you. 66.245.31.111 00:42, 3 Dec 2004 (UTC)

title: User talk:Johnyu


text: User talk:82.39.77.11

title: User talk:82.39.77.11


text:
User:Davidcannon/Biography/monobook.css

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Wikipedia:Requests for comment/Jwrosenzweig

In order to remain listed at Requests for comment, at least two people need to show that they tried to resolve a dispute with this user and have failed. This must involve the same dispute, not different disputes. The persons complaining must provide evidence of their efforts, and each of them must certify it by signing this page with ~. If this does not happen within 48 hours of the creation of this dispute page (which was: 00:44, 2004 Dec 3), the page will be deleted. The current date and time is:, 29 July 2024 (UTC).

Note to admins - There has been a request (on the talk page to preserve this RfC even after the deadline so it may be used as evidence against the submitter. Should the 48 hour deadline be reached without a second certifier, please protect this page, rather than delete it.

 * (Jwrosenzweig | talk | contributions)

Statement of the dispute
''This is a summary written by users who dispute this user's conduct. Users signing other sections should not edit here.''

Description
Jwrosenzweig indulged and continued an Ad Hominem attack on me, irrelevant to the discussion of the topic, in an RfC
 * about someone else
 * about a different issue

Jwrosenzweig is a member of the Arbitration committee, and as such is one of those people whose behaviour must be able to be trusted as fair and NPOV. Personal attacks and Ad Hominem are in violation of this principle.

When asked for the comment to be removed or struck through, it was refused.

It is not acceptable for a member of the Arbitration committee to behave in this manner.

Evidence of disputed behavior
(provide diffs and links)

 * indulgance of and continuation of the Ad Hominem -
 * further continuance of the ad hominem -

Applicable policies
{list the policies that apply to the disputed conduct}
 * Civility Policy
 * No personal attacks policy

Evidence of trying and failing to resolve the dispute
(provide diffs and links)
 * my request to not commit ad hominem attacks, especially with regards to his position as an abritration committee member
 * further continuance of the ad hominem -
 * my explanation of why it is an ad hominem and warning for him to retract it/strike through it (in accordance with No personal attacks)
 * his refusal to stick to the discussion on the talk page and continuance of the ad hominem instead
 * my second request for him to retract it
 * his refusal, and statement of his unwillingness to remove the offensive ad hominem

Users certifying the basis for this dispute
(sign with ~ )
 * CheeseDreams 20:41, 3 Dec 2004 (UTC)

Other users who endorse this summary
(sign with ~ )

Response
This is a summary written by the user whose conduct is disputed, or by other users who think that the dispute is unjustified and that the above summary is biased or incomplete.

I really have very little to say. In the page CheeseDreams refers to above, there was a dispute between CheeseDreams and another user (Rhobite, as I recall) regarding whether or not the three revert rule had been broken at a particular article. My comments were limited to clarifying what the three revert rule actually states. It appears to me that CheeseDreams considers Rhobite's comments to be an ad hominem attack, in that they were an allegation of wrongdoing on CheeseDreams's part in an RFC against Slrubenstein; it further appears to me that CheeseDreams regards my remarks about the three revert rule as ad hominem purely because they were initiated by Rhobite's remarks. I regard this assertion as ludicrous -- I made no allegations of any kind about anyone's argument, and simply offered, in my own words, the force of the three revert rule. I have done nothing wrong, and I have to regard CheeseDreams's assertions here as either an attempt to cast aspersion on me (and a poor one, at that: I have made mistakes at Wikipedia, that I fully acknowledge, so the thought of being brought here when I have done nothing wrong seems especially odd) or a more general attempt to increase dissent and argument at Wikipedia (which has been my general experience in interacting with CheeseDreams, though I certainly hope it will not continue to be in the future). Jwrosenzweig 03:00, 3 Dec 2004 (UTC)

P.S. I will add, as the point has been raised by CheeseDreams, that I did consider raising the point on CDs talk page rather than on the RFC page. I chose not to, however, as CD had stated her version of the policy as though it were factual -- if I responded on CDs talk page rather than on the RFC, I felt the misunderstanding might spread to users who read that page. I don't know if this needed explaining, but I thought I would note why I chose not to use the talk page -- had CD asked if the rule applied to sides rather than individuals (rather than asserted her understanding), I feel confident I would have left the note on her talk page. Jwrosenzweig 20:14, 3 Dec 2004 (UTC)

Users who endorse this summary (sign with ~ ):
 * 1) Jwrosenzweig 03:00, 3 Dec 2004 (UTC) (assuming I need sign here as well as above)
 * 2) I have gotten the strong impression that cheese is trolling, rather than trying to push a POV (which many have assumed). His antagonism towards Jwrosenzweig seems an especially obvious example of this, and is of course utterly without merit. [[User:Sam Spade|Sam Spade Arb Com election]] 11:09, 3 Dec 2004 (UTC)
 * 3) I find very hard to imagine James making ad hominem attacks, and going through the link provided indeed i found none. Its interesting to note that the complaining user does not point one particular edit or difference to illustrate the so-called attack. muriel@pt 12:00, 3 Dec 2004 (UTC)
 * 4) Theresa Knott  (The snott rake) 12:53, 3 Dec 2004 (UTC)
 * 5) These are the only four edits Jwrosenzweig has made to CheeseDreams' talk page.    . This page is also relevant: . I can't see how any of them can properly be described as an ad hominem attack (for which I think the UK equivalent is "playing the man, not the ball"). Nor do I see those links as being evidence of anything other than Jwrosenzweig acting entirely properly.jguk 13:39, 3 Dec 2004 (UTC)
 * 6) Slrubenstein 18:29, 3 Dec 2004 (UTC)  On the basis of the "evidence of disputed behavior" alone, I think Jwrosenzweig should be given a barnstar for good citizenship.
 * 7) Cool Hand  Luke  19:53, 3 Dec 2004 (UTC)
 * 8) JWR did nothing wrong. -- Netoholic @ 19:59, 2004 Dec 3 (UTC)
 * 9) Not only has Jwrosenzweig done nothing wrong, he has conducted himself with exemplary skill, diplomacy, tact and restraint, and he ought to be commended. Antandrus 21:26, 3 Dec 2004 (UTC)
 * 10) Decumanus 21:27, 2004 Dec 3 (UTC)
 * 11) JDG 04:36, 4 Dec 2004 (UTC) Another tedious diversion of people's time and energy by CheeseDreams.
 * 12) Very Verily  08:37, 4 Dec 2004 (UTC) Clearcut.
 * 13) G Rutter 09:39, 4 Dec 2004 (UTC) Jwrosenzweig has acted entirely properly and with civility- in spite of CDs rudeness.
 * 14) Proteus (Talk) 09:47, 4 Dec 2004 (UTC)
 * 15) Mackensen (talk) 20:51, 4 Dec 2004 (UTC)
 * 16) —No-One Jones (m) 20:57, 4 Dec 2004 (UTC) (Piling on. . .) I find CheeseDreams' hostility bizarre. I can understand how she would fight with some of our more eristic users, but JWR has never been anything but polite and diplomatic.
 * I'm probably not allowed to comment here, but I wish to point out that it isn't hostility as such - it is a specific issue of persuit of an ad hominem against me and the refusal to retract it, action which violates the principle that the arbitration committee must be above suspicion, and must set standards rather. CheeseDreams 22:52, 4 Dec 2004 (UTC)

Outside view
This is a summary written by users not directly involved with the dispute but who would like to add an outside view of the dispute.

{Add summary here, but you must use the endorsement section below to sign. Users who edit or endorse this summary should not edit the other summaries}

Users who endorse this summary (sign with ~ ):

Discussion
All signed comments and talk not related to a vote or endorsement, should be directed to this page's discussion page.


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Northamptonshire Ironstone Railway Trust

The Northamptonshire Ironstone Railway Trust operates a 1+1/2 mi long heritage railway line at Hunsbury Hill, south-west of Northampton. The line is mainly dedicated to freight working, featuring many sharp curves and steep gradients which were typical of the industrial railway, but rides are available in a variety of vehicles including a converted brake van.

Restoration
In the last few years the site has undergone restoration with 1/4 mi of line being regraded and relaid in 113 lb/yd rail and concrete sleepers, along with the restoration of 2 locomotives and brake van to enable passenger carrying as well as other restoration projects being undertaken. Operationally the railway has received full operating clearance from the HMRI to allow running on the relaid section of the 1st quarter of the mile of the route.

Steam

 * "Belvedere" Sentinel geared vertical boilered tank engine No. 9365. Built in 1946. On static display.
 * "Musketeer" Sentinel geared vertical boilered tank engine No. 6369. Built in 1946. On Static Display.
 * Peckett and Sons No. 2130. Built in 1951. Operational, returned to steam in 2016 at the Battlefield Line Railway and moved to NIRT in 2020.

Diesel

 * Planet . No. 3967 - Operational.
 * No. 2087 Hunslet Engine Company Built 1940. Undergoing restoration.
 * Hudswell Clarke No. D697 Built 1950. Undergoing restoration.
 * Ruston & Hornsby 88DS No. 242858. Built in 1946 - Awaiting restoration.
 * Fowler 0-4-0DH No. 4220001 "Charles Wake" built in 1959 – Operational.
 * Fowler 0-4-0DE No. 4200016 "Flying Falcon". Built in 1962 - Undergoing overhaul Fowler diesel 4220001 "Charles Wake" front view.jpg
 * Fowler 0-4-0DH No. 4220022. Built in 1947 - Undergoing restoration.
 * BR Class 02 - Diesel Hydraulic No. D2867. Built 1960-61, arrived June 2023, overhauled and repainted during the summer 2023, operational.

Former Locomotives

 * "Waleswood" Hudswell Clarke No. 750. Built in 1906. The locomotive was completely overhauled at the railway until 2019, when it left the railway on 1 September for the Chasewater Railway.
 * Ruston & Hornsby 88DS No. 394014. Built in 1956 - Departed January 2023.

Rolling stock

 * B950061	20-ton LMS (BR-built) brake van – operational. Built in 1950 to an LMS design.
 * B490310	12-ton LNER (BR-built) open wagon. Built in 1952.
 * M407942	12-ton LMS open wagon. Built in 1937.
 * 321734	 Ex Ruston "88" underframe - named 'Mabel'
 * No. 330	Nordberg trackmachine
 * Joseph Booth steam crane
 * S56134 SR pillbox brake van
 * BR86803 BR GUV Mk1 converted to crane runner wagon

Electric

 * BR Class 411 4CEP TSO nos. 70284, 70296 and 70510
 * BR Class 415 4EPB unit 5176 last surviving unrefurbished unit - reformed as 3EPB, Built in 1954.BR Class 415 4EPB unit 5176 pic1.jpg
 * BR Class 422 4BIG TRSB 69304 unit 2260
 * BR Class 4DD DMBC no. 13004 (formerly of unit 4002 later renumbered 4902 owing to the number 4002 being reallocated to the second British Rail Class 445) BR Green. Built in 1949. Departed May 2023


text:
John Miles

John Miles may refer to:

Politicians

 * John Miles (Australian politician) (1930–2010), Australian politician and member of the Victorian Legislative Council
 * John E. Miles (1884–1971), U.S. Representative from New Mexico
 * John George Miles (1838–1884), New Zealand politician
 * John Miles (MP for Bristol) (1817–1878), British member of parliament for Bristol
 * Jack Miles (political activist) (1888–1969), Scottish-born Australian communist leader
 * John Miles (fl. 1404), British member of parliament for Great Grimsby

Sports

 * John Miles (footballer) (born 1981), English footballer
 * John Miles (racing driver) (1943–2018), British former Formula One driver
 * John Miles (baseball) (1922–2013), baseball player
 * Johnny Miles (1905–2003), Canadian marathon runner
 * Johnny Miles (footballer) (born 1945), Australian rules footballer

Others

 * John Miles, developer of the Miles Sound System
 * John Miles (businessman) (1816–1886), English bookseller and major North London landowner
 * John Miles (actor) (1923–2006), American actor
 * John Miles (musician) (1949–2021), English vocalist, guitarist and keyboard player
 * John DeBras Miles (1832–1925), Indian agent for the Cheyenne and Arapaho Indian Reservation
 * John 'Smoaker' Miles (1728–1797), Brighton bather to the Prince Regent
 * John W. Miles (1920–2008), professor in theoretical fluid mechanics
 * John Myles (minister) (c. 1621–1683), also known as "Miles", the founder of the earliest recorded Baptist Church in Wales
 * Jack Miles (born 1942), American author
 * John Campbell Miles (1883–1965), Australian prospector and pastoral worker
 * John Miles (microbiologist) (1913–2004), New Zealand microbiologist and epidemiologist

title: John Miles