text:
William George Aston

William George Aston (9 April 1841 – 22 November 1911) was an Anglo-Irish diplomat, author, and scholar of the languages and histories of Japan and Korea.

Early life
Aston was born near Derry, Ireland. He distinguished himself at Queen's College, Belfast (now Queen's University Belfast), which he attended 1859–1863. There he received a very thorough philological training in Latin, Greek, French, German and modern history. One of his professors was James McCosh.

Career
Aston was appointed in 1864 student interpreter to the British Legation in Japan. He mastered the theory of the Japanese verb, and in Edo began, with Ernest Mason Satow, those profound researches into the Japanese language which laid the foundations of the critical study of the Japanese language by western scholars. Aston passed the examination for entry to the Consular Service in 1884, and served in the British consular service in Tokyo, Kobe and Nagasaki.

From 1884 to 1885, Aston served as the United Kingdom's consul-general in Korea. He returned to consular duties in Tokyo as Secretary of British Legation in 1885. Aston retired from the foreign service on a pension in 1889 because of ill-health and settled in England. He was appointed CMG in the 1889 Birthday Honours.

Japan
Aston made a major contribution to the fledgling study of Japan's language and history in the 19th century. Along with Ernest Mason Satow and Basil Hall Chamberlain, he was one of three major British Japanologists active in Japan during the 19th century.

Aston was the first translator of the Nihongi into the English language (1896). Other publications were two Japanese grammars (1868 and 1872) and A History of Japanese Literature (1899). He lectured to the Asiatic Society of Japan several times, and many of his papers are published in their Transactions.

In 1912 Cambridge University Library acquired 10,000 rare Japanese volumes from the collections of Aston and Satow which formed the starting point of the Library's Japanese collection.

Okamoto Kidō recalls in chapter eleven on the development and adaption of drama of his book, 明治劇談ランプの下にて, Meiji Gekidan Ranpu no Shitanite (On the Theatre of the Meiji Period - Under the Lamp) (in English) meeting Aston at the British Legation... Inevitably, I made up my mind to read the scripts of a foreign country. Around that time I went to the British Embassy, which was then still known as the Legation, and imposed myself on the Secretary Mr. (William George) Aston in his room. I was at the time occasionally babysitting Mr. Aston’s children. He had considerable understanding of Japanese literature. However Mr. Aston had brought into the Legation with him the scripts of various foreign plays. He had brought the complete works of Shakespeare though I doubted even though they were there that I would read them. So Mr. Aston, knowing the scripts of the various plays gave me readings, after all it was just the summary that I simply wanted to hear and as a consequence, based on that, I didn’t really end up appreciating the technique of playwriting.

But that I didn’t appreciate the techniques of playwriting from just listening it was certainly kind of him and I certainly often went to his room to listen to and discuss drama. The following summer, July if I remember correctly, I went as usual to visit him when Mr. Aston, laughing, said 'similarly you don’t know about this person’s publications' and showed me five books containing six volumes in temporary bindings which had been published. They, the Kawatake Mokuami script series, had been published as articles by the Ginza’s Kabuki Shinpō (Kabuki News) Company. They covered 'Nakamitsu', 'Four Thousand Ryō' (Yonsenryō) (in Japanese) and ‘Kagatobi’. When I went I had no idea that they had been successively published and had been delivered from a Ginza bookstore. I leapt for joy and straight away started going to him and borrowing them so that I could indulge myself by reading them.

Korea
In 1884, Aston was the first European diplomatic representative to reside in Korea. Political instability caused him to leave in 1885. In 1885–1887, Aston continued Korean language studies in Tokyo with Kim Chae-guk. This Korean teacher composed a number of stories for Aston to use as practice. Aston donated these manuscript versions of Korean folk tales to the Asiatic Museum in St. Petersburg, Russia and they were published in 2004. This part of Aston's personal collection is now preserved in the Academy of Sciences in St Petersburg.

Later years
After retiring from the consular service, Aston published books on Japanese literature and Japanese religion as well as a number of articles on Korean subjects. He died 22 November 1911 at Beer, Devon. Along with the Japanese books already mentioned Aston's substantial collection of Chinese and Korean books was acquired by Cambridge University Library after his death.

Research notes
The only known likeness of Aston is in the National Portrait Gallery in London. A 1911 crayon drawing of Aston by Minnie Agnes Cohen only suggests what he might have looked like as a younger man. Very little is known about Aston's personal life because he left no letters or diaries.

Selected works
In a statistical overview derived from writings by and about William George Aston, OCLC/WorldCat encompasses roughly 90+ works in 200+ publications in 4 languages and 3,000+ library holdings.

 * 1869 — A Short Grammar of the Japanese Spoken Language
 * 1872 — A Grammar of the Japanese Written Language, with a short chrestomathy
 * 1877 — A Grammar of the Japanese Written Language
 * 1888 — A Grammar of the Japanese Spoken Language
 * 1889 — Early Japanese history
 * 1896 — Nihongi; Chronicles of Japan from the Earliest Times to A.D. 697
 * 1899 — A History of Japanese Literature (available at Wikisource)
 * 1899 — Toriwi--its derivation
 * 1902 — Littérature japonaise
 * 1905 — Shinto, the Way of the Gods.
 * 1907 — Shinto, the Ancient Religion of Japan

Articles

 * 1879 — "H.M.S. Phaeton at Nagasaki," Transactions of the Asiatic Society of Japan, Vol. 7, pp. 323–336.

title: William George Aston


text:
Jean-Pierre Jabouille

Jean-Pierre Alain Jabouille (1 October 1942 – 2 February 2023) was a French racing driver. He raced in 55 Formula One Grands Prix, collecting two wins during the first years of Renault's turbocharged programme in the late 1970s and early 1980s. Jabouille also raced the 24 Hours of Le Mans from the late 1960s to the early 1990s, driving for Alpine, Matra, Sauber, and Peugeot and collecting four 3rd overall finishes in 1973, 1974, 1992, and 1993. Jabouille was one of the last of a breed of Formula One drivers who were also engineers.

Career
Jabouille first made his mark in French Formula Three in 1967, and continued in 1968, maintaining the car himself on his way to the runner up spot behind François Cevert. For 1969 he was contracted as a development driver by Alpine, having several disjointed runs in Formula Two and sports cars. In 1973, he co-drove a Matra to 3rd at the Le Mans 24 Hours, and repeated this feat in 1974, when he also won the Formula neo race at Hockenheim, and finished as runner-up in the European 2-litre series for Alpine. He also made his first appearances in Formula One, failing to qualify an Iso–Marlboro at the French Grand Prix, and a Surtees at the Austrian Grand Prix.

1975 saw Jabouille sever his ties with Alpine, and gain Elf backing to make his own Formula Two chassis. He finished runner-up to Jacques Laffite, but finally made his full Grand Prix debut, finishing 12th in a works Tyrrell at the French Grand Prix. For 1976 he concentrated on Formula Two, finally winning the title.

Formula One
Jabouille was signed up by Formula One team Renault to develop their new 1.5l turbocharged engine for 1977. The RS01 car debuted at the 1977 British Grand Prix, but initially the turbo engine (a first for Formula One) was fragile and suffered from severe turbo lag, making it difficult to drive on tight circuits. However, Jabouille, who was an engineer by trade persevered and developed the RS01 throughout, recording several notable qualifying positions in 1978, and landed the marque's first points with 4th place at the United States Grand Prix East at Watkins Glen, a circuit particularly tough on fuel consumption- one of the Renault turbo's biggest weaknesses.

1979 saw Renault expand to run a second car for René Arnoux. Jabouille secured Renault's first Formula One pole at the South African Grand Prix, and then won their first victory, fittingly at the French Grand Prix, also from pole. This was the first victory for a turbocharged car in Formula One. He took two more poles, at the German and Italian Grands Prix, but poor reliability meant the win was his only score.

In 1980, Jabouille took two more poles and another win at the Austrian Grand Prix. A suspension failure in the Canadian Grand Prix caused a sizeable accident, which left him with a broken leg, just after he had signed with Ligier for 1981. His injuries saw him sit out the first two races of the 1981 season, but it soon became clear he was not fully fit, failing to qualify for two of his four attempts, at which point he decided to retire from Formula One. Subsequently he stayed with Ligier and became team manager in 1982. In 1984 he transferred to Ligier's joint entry with Curb Racing in the 1984 CART series, as team manager.

Sportscars
Jabouille returned to racing in the mid-1980s, driving in the French Supertouring Championship before joining Peugeot to help develop their sports car programme at the 24 Hours of Le Mans. This culminated in third places for the marque in both the 1992 and 1993 races. In 1994 he succeeded Jean Todt as director of Peugeot Sport, but unsuccessful seasons for Peugeot as engine suppliers in Formula One with McLaren and Jordan saw him sacked in 1995. Following that, he ran his own sports car team in the ISRS.

Death
Jabouille died on 2 February 2023 at the age of 80.

Complete European Formula Two Championship results
(key) (Races in bold indicate pole position; races in italics indicate fastest lap)

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

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

title: Jean-Pierre Jabouille


text: User talk:217.206.230.9

title: User talk:217.206.230.9


text:
JJ Lehto

Jyrki Juhani Järvilehto (born 31 January 1966), better known as "JJ Lehto", is a Finnish racing driver. He won the 24 Hours of Le Mans twice, in 1995 and 2005. He is also a former Formula One driver.

He was a protégé of Finnish 1982 Formula One World Champion Keke Rosberg, who first suggested that Jyrki Järvilehto should abbreviate his name to the more manageable JJ Lehto.

Early career
Like many racing drivers Lehto began in karts at age 8, winning numerous events, before graduating to Formula Ford at the early age of 15. A switch to single seaters saw him dominate the Scandinavian Formula Ford. He then won the British and European Formula 2000 championship in 1987 and went on to win the coveted British Formula 3 title in 1988, driving for Pacific Racing. In 1989 Lehto drove in Formula 3000, again for Pacific Racing. The season was not successful and he failed to score any podium finishes. He did not participate in the last race which was held in Dijon-Prenois.

Formula One career
In 1989 Lehto tested for Ferrari before making his Formula One debut for the Onyx team as a late-season replacement for Bertrand Gachot. Though he failed to prequalify for his first race at Estoril he impressed with his speed in the tough sessions and made his first start in the following meeting. In the wet season finale at Adelaide he ran as high as 5th before retiring with waterlogged electrics. Over the summer Onyx were sold to Swiss racer turned businessman Peter Monteverdi. Lehto, marked by many as a star of the future, was paired with Gregor Foitek but financial difficulties hampered his season, leading to the team's withdrawal after the Hungarian Grand Prix (one of five events the Finn failed to qualify for – though he had been hindered by the team's poor preparation, including a driveshaft being fitted the wrong way around for several meetings, and favouritism towards Foitek, whose father was involved with the buyout).

For 1991 he was signed by the ambitious Scuderia Italia team, financed by Beppe Lucchini with a Dallara chassis, Judd V10 engines and Emanuele Pirro in the second car. Due to poor results in 1990 the cars had to prequalify but soon established themselves as decent midfield runners. In the wet San Marino Grand Prix Lehto impressed by lasting in a race of attrition to finish 3rd, scoring his first F1 points. He impressed elsewhere but did not score again through poor reliability and bad luck (only finishing on four other occasions). He stayed with the team in 1992, now paired with Pierluigi Martini and using Ferrari V12 engines but the new Dallara B192 chassis had severe handling problems. Lehto's best result was 7th at Spa, his worst a failure to qualify at the Hungaroring. He landed the second seat (alongside Austrian Karl Wendlinger) at the new, much-anticipated Sauber team for 1993, running Ilmor engines. The season started very well as Lehto survived a late downpour at Kyalami to score 5th place on the team's debut, then finished 4th at Imola despite a late engine failure. However, after a collision with Wendlinger at Monaco his relationship with both his teammate and Sauber became frosty and his season tailed off with no more points scored.

For 1994 he saw off competition from Michele Alboreto and Luca Badoer to land the second seat at Benetton alongside Michael Schumacher. However, he injured his neck testing the new B194 in pre-season with test driver Jos Verstappen taking his place for the first two rounds of the championship. Lehto returned to the cockpit for the ill-fated San Marino Grand Prix despite some question marks over his fitness. He qualified 5th but stalled on the grid, his car being struck from behind by Pedro Lamy's Lotus. Despite running 3rd in Spain before an engine failure and scoring a point in Canada (after the disqualification of Christian Fittipaldi) it was clear his injuries had not healed fully and he was replaced once again by Verstappen for the French Grand Prix. He returned to the cockpit for the Italian and Portuguese rounds in place of the suspended Schumacher but did not impress and was released entirely soon afterwards when the team signed Johnny Herbert. This freed him up to drive in the last two rounds for Sauber – Wendlinger's injuries from an accident in practice before the 1994 Monaco GP had failed to heal and his previous replacement Andrea de Cesaris was unreachable.

Post-Formula One career
After his Formula One career stalled, and advised by his manager Keke Rosberg, Lehto joined the German Touring Car Championship, DTM, in 1995 and 1996. Even though rated highly, victories eluded him, but this loss was probably made up by his successes in GT and sports car racing.

He was a late addition to the 1995 edition of the 24 Hours of Le Mans in a McLaren F1 GTR, but he won the race outright, at his third attempt, sharing the car with Yannick Dalmas and Masanori Sekiya. Lehto was an integral part of the win, gaining the lead for the team by driving a few stints during the rainy night. While others were driving cautiously, Lehto was seen to be sliding the car, lapping at times 30sec faster than everyone else. He had three more guest appearances in the same car the next year, winning another race, before he got picked up by BMW to join the factory squad in the inaugural FIA GT season, partnering Steve Soper. Even though success came initially easily, including a win in front of his home crowd at the Thunder In Helsinki event, the might of Mercedes-Benz caught up with the McLarens and left Lehto conceding the title to former DTM rival Bernd Schneider.

After an unsuccessful 1998 campaign as a Mercedes-Benz factory driver in the American-based single-seater CART series with Team Hogan, Lehto stayed Stateside but returned to the BMW camp, which entered their V12 LMR sportscar racer in the American Le Mans Series, ALMS. Even though he ended up winning four races, Lehto lost the title on the account of a formality (he was not awarded the points gained for winning the 12 Hours of Sebring because he did not have an American racing license at that time). 2000 proved less successful as the near-unbeatable Audi R8 entered the scene.

BMW and Lehto stayed in the ALMS series, but stepped down to the GT-class with the controversial M3 GTR. The team was virtually unbeatable but Lehto lost out in the championship to the driver he shared the car with, Jörg Müller, as the latter had more fastest laps and laps in the lead to his name.

He found the M3 already not fast enough to his liking, so it was not surprising when Lehto turned down BMW's offer to join them in the European Touring Car Championship (ETCC) the following year, having to race a near standard 320i tin-top racer. 2002 started with unemployment, but he was picked up by Cadillac as an addition to their Northstar LMP sportscar programme at Le Mans and in the ALMS series. Although the car was not on the pace of the Audi R8s or Panoz LMPs, the car's fortunes did seem to turn for the better when it started to notch up regular podium finishes in the second half of the year. Cadillac's mother company General Motors pulled the plug on the project, leaving Lehto again without a job if it had not been for Champion Racing, who offered him a drive in their Audi R8.

Lehto won four times in 2003 (including the prestigious Petit Le Mans event at Road Atlanta), but it was not until the factory Audi squad left the ALMS series that he was finally able to reap full rewards in 2004 and score his first championship success since his 1988 title in the British Formula Three, picking up six victories on the way.

A disappointing second half of the 2005 season prevented him from scoring double championship success, but nonetheless he managed to end his last year in full-time racing on an impressive note when winning both the 12 Hours of Sebring and the 24 Hours of Le Mans again.

In 2006 it was announced the Solaroli team would purchase two Porsche RS Spyders to be entered in the ALMS series. One car would be driven by Lehto, partnered by Johnny Herbert. However, even though getting confirmation about the deal going through in early 2007, nothing ever materialised.

Lehto did show up at the 2007 edition of the 24 Hours of Daytona to team up with Colin Braun and Max Papis in the Krohn Racing Pontiac-Riley. His first participation in the event was not a success though as the car suffered from a misfire, and after having spent a long time in the pits, finished 17th.

In 2008 he made an unexpected return to the race tracks when he showed up at the Malaysian Grand Prix to drive in the Speedcar support race, taking over the No. 90 car previously vacated by Narain Karthikeyan.

In 2001 Lehto joined Finnish television as an expert race commentator and remained a mainstay at MTV3's Finnish Formula One race broadcasts (and also for the pay-channel MTV3 MAX) until 2010, alongside Oskari Saari.

Boating accident
On 17 June 2010, Lehto was involved in a boating accident in Ekenäs. The accident happened when the boat carrying Lehto and his friend, whose identity was not released, hit the base of a bridge in a canal. Lehto was injured and the other man was killed in the accident. Lehto had been drinking throughout the day and was heavily intoxicated at the time of the accident.

In January 2011, Ilta-Sanomat reported that the police investigations had concluded that no one besides Lehto could have been driving the boat at the time of the accident. Lehto faced charges of negligent homicide, reckless driving and driving under the influence. Regardless of the pending trial, Lehto made a return to sportscasting on the Finnish sports-channel UrhoTV, commentating on a DTM event. On 14 December 2011, the District Court found Lehto guilty of drunk sailing and negligent homicide, and sentenced him to two years and four months in prison. Lehto however appealed the decision, and on 30 November 2012, the Court of Appeal cleared him of all charges relating to the accident, finding the evidence regarding who had been driving the boat inconclusive.

Complete British Formula 3 results
(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)

Complete International Formula 3000 results
(key)

Complete Formula One results
(key)

American open-wheel racing results
(key)

title: JJ Lehto


text:
Sandhurst, Kent

Sandhurst is a village in the borough of Tunbridge Wells in Kent, England, close to the border with East Sussex. It is situated on the A268 road near the villages of Hawkhurst and Northiam.

The Black Death in 1348-49 is believed to be the cause of why the church in Sandhurst is so far from the main village, although it could also be explained by an increase in trade heading from Hawkhurst to Rye, where the majority of the village now rests.

Facilities

 * Sandhurst Primary School is in the centre of the village and was founded in 1909.
 * 'Johnson's of Sandhurst', formerly 'Mace' after a supplier change, is the main shop, selling a variety of food and other items as well as housing the post office. There are also a beauty salon, a tea room, a garage and a hardware store.
 * St. Nicholas' Church is located in Sandhurst Cross, about a mile south from the main village. There is also a Baptist church, located on the A268, Rye Road.
 * Sandhurst windmill (Ringle Crouch Green) has been rebuilt from the base, which was all that remained. It now serves as a house, but supplies electricity.
 * There is a social club on the back road in the village, open to members and guests, providing live entertainment as well as facilities for darts, pool, and television.
 * The New Swan is the only public house in the village, offering food and drinks as well as regular live entertainment and karaoke nights.
 * There are two tea rooms in the village.

Roads
The main road through the village is the A268, Rye Road. Bodiam Road leads to Bodiam in the south; Sponden Lane at the western end of the village goes to Benenden, to the north of the village. Sandhurst is served by the Arriva Southern Counties number 5 bus to Maidstone, but not on Sundays.

Twinning
Sandhurst is twinned with the village of Heuringhem in northern France. There is an active Sandhurst Twinning Association.

Landmarks
Significant landmarks in the village include the clock tower, which was built in 1889 in memory of Arthur Oakes and is a grade II listed building, and Sandhurst War Memorial, which was designed by Sir Edwin Lutyens and unveiled in 1923 and sits in an elaborate setting; it is also grade II listed.

title: Sandhurst, Kent


text:
Talk:Gävle Municipality

I'd say, concerning the Gävle Christmas Goat, the population is 50/50 or maybe even 60/40 for the, should we say, consecration of this effigy.

External links modified
Hello fellow Wikipedians,

I have just modified 3 external links on Gävle Municipality. Please take a moment to review my edit. If you have any questions, or need the bot to ignore the links, or the page altogether, please visit this simple FaQ for additional information. I made the following changes:
 * Added archive https://archive.is/20070728003017/http://epi.gavle.se/gk/t_sida.aspx?id=23075 to http://epi.gavle.se/gk/t_sida.aspx?id=23075
 * Added archive https://web.archive.org/web/20051120150742/http://epi.gavle.se/gk/t_sida.asp?id=7050 to http://epi.gavle.se/gk/t_sida.asp?id=7050
 * Added archive https://web.archive.org/web/20041115020400/http://www.sna.se/webatlas/muni/ to http://www.sna.se/webatlas/muni/

When you have finished reviewing my changes, you may follow the instructions on the template below to fix any issues with the URLs.

Cheers.— InternetArchiveBot  (Report bug) 21:32, 26 October 2017 (UTC)

title: Talk:Gävle Municipality


text:
Galium odoratum

Galium odoratum, the sweet woodruff or sweetscented bedstraw, is a flowering perennial plant in the family Rubiaceae, native to much of Europe from Spain and Ireland to Russia, as well as Western Siberia, Turkey, Iran, the Caucasus, China and Japan. It is also sparingly naturalised in scattered locations in the United States and Canada. It is widely cultivated for its flowers and its sweet-smelling foliage.

A herbaceous plant, it grows to 30 - 50 cm long, often lying flat on the ground or supported by other plants.

It owes its sweet smell to the odoriferous agent coumarin, and is sometimes used as a flavouring agent due to its chemical content.

Description
The leaves are simple, lanceolate, glabrous, 2 - 5 cm long, and borne in whorls of 6–9. The small (4–7 mm diameter) flowers are produced in cymes, each white with four petals joined together at the base. The fruits are 2–4 mm diameter, produced singly, and each is covered in tiny hooked bristles which help disperse them by sticking temporarily to clothing and animal fur.

This plant prefers partial to full shade in moist, rich soils. In dry summers it needs frequent watering. Propagation is by crown division, separation of the rooted stems, or digging up of the barely submerged perimeter stolons. It is ideal as a groundcover or border accent in woody, acidic gardens where other shade plants fail to thrive. Deer and chickens avoid eating it (Northeast US).

Uses and health concern
As the epithet odoratum suggests, the plant is strongly scented, the sweet scent being derived from coumarin. This scent increases on wilting and then persists on drying, and the dried plant is used in potpourri and as a moth deterrent. It was, and partially is, used to flavour May wine (called Maibowle or Maitrank in German), sweet juice punch, syrup for beer (Berliner Weisse), brandy, jelly, jam, a soft drink (Tarhun, which is Georgian), ice cream, and herbal tea. Also very popular are sweet woodruff flavoured jellies, with and without alcohol. In Germany, it was and to some extent still is also used to flavour sherbet powder, which features prominently in Günter Grass' novel The Tin Drum.

However, industrial usage of the plant for sweets was prohibited in Germany in 1974, due to coumarin, the flavorant found in woodruff, being toxic to rats and mice in studies. It has however not been found to be harmful to humans, even in large doses, in which it follows a different metabolic pathway. The flavour is still popular for sweets in Germany, but is achieved artificially with 6-methyl coumarin. Products targeted towards adults, such as alcoholic drinks, are still permitted to include coumarin, in limited quantities.

title: Galium odoratum


text:
General union

A general union is a trade union (called labor union in American English) which represents workers from all industries and companies, rather than just one organisation or a particular sector, as in a craft union or industrial union. A general union differs from a union federation or trades council in that its members are individuals, not unions. The creation of general unions, from the early nineteenth century in the United Kingdom and somewhat later elsewhere, occurred around the same time as efforts began to unionise workers in new industries, in particular those where employment could be irregular.

Proponents of general unions claim that their broader range of members allows more opportunities for solidarity action and better coordination in general strikes and the like. Detractors claim that the broader remit means they tend to be more bureaucratic and respond less effectively to events in a single industry.

In the United Kingdom, general unions include the GMB and the Transport and General Workers' Union. In Australia a good example of a general union is the Australian Workers' Union.

title: General union


text:
Lorenzo Bandini

Lorenzo Bandini (21 December 1935 – 10 May 1967) was an Italian motor racing driver who raced in Formula One for the Scuderia Centro Sud and Ferrari teams. He had one win in 42 Formula One races, and died from an accident at the 1967 Monaco Grand Prix when his open-wheel Ferrari 312 overturned and caught fire.

Career
Bandini was born in Barce in Cyrenaica, Libya, then an Italian colony. The family returned to Italy in 1939 and moved near Florence. His father died when he was 15. Bandini left home and found a job as an apprentice mechanic in the Freddi workshop in Milan.

He made his way into auto racing from competing on motorcycles. He started racing cars in 1957 in a borrowed Fiat 1100. Goliardo Freddi, acknowledging Bandini's talent, decided to support him. Bandini would later marry Freddi's daughter, Margherita, in 1963, and remained involved with the family's garage in Milan.

He achieved a first class victory at the Mille Miglia, in a Lancia Appia Zagato, in 1958, and a class win the same year in the 500cc Berkeley in the 12-hour race at Monza. He then purchased a Volpini Formula Junior car and placed third in his first race in Sicily. In 1959 and 1960 he drove a Formula Junior Stanguellini. In 1960 he placed fourth in the Formula Junior World Championship.

In 1961 Bandini and fellow Italian driver Giancarlo Baghetti were both in contention for a Formula One seat at Scuderia Ferrari. Ferrari opted for Baghetti, and Bandini went to drive for Guglielmo "Mimmo" Dei's Scuderia Centro Sud. At a non-championship race, he finished third at Pau. Bandini drove his first world championship race at Spa later in 1961. He retired with engine failure. During the winter of 1961-1962 he drove in the Tasman races in Australia and New Zealand.

In 1962 Bandini was hired by Ferrari for the 1962 and 1963 seasons, and moved to Maranello, near the team's headquarters. His debut in a works Ferrari at the Monaco Grand Prix, finishing third.

For 1963 Bandini was retained by Ferrari for sports car races only. Along with Ludovico Scarfiotti, he won the Le Mans 24 Hours race and placed second in the Targa Florio that year, occasionally racing in Formula One for Scuderia Centro Sud. His string of good results, including a fifth place at the British Grand Prix, convinced Ferrari to retain him as a Formula One driver as well for the rest of the season.

In 1964 Bandini had his best Formula One season. He won the first Austrian Grand Prix at the Zeltweg circuit and scored two more podiums in Germany and Italy. At the Mexican Grand Prix, Bandini was running second when he decided to let his teammate John Surtees pass, enabling him to score enough points to win the World Championship.

In 1965 Bandini won the Targa Florio.

In 1966 Surtees left Ferrari in mid-season. Bandini was promoted to team leader. He was unlucky not to win the French and U.S. Grands Prix that year which he dominated before mechanical problems struck while holding a huge lead. Bandini's best finish was a second place at the Monaco Grand Prix in a 2.4 liter V-6 Ferrari behind Jackie Stewart's BRM. Later in the season Bandini helped director John Frankenheimer with his movie Grand Prix. Bandini recommended the location at the harbour chicane for a crash scene in the movie filmed at the Monte Carlo circuit. In "The Making of Grand Prix", actress Eva Marie Saint noted bitterly that this spot would be the site of Bandini's fatal accident in the race one year later.

In 1967 Bandini won the 24 Hours of Daytona and the 1000 km of Monza, both teamed with Chris Amon.

Accident and death
On 7 May 1967 Bandini was racing at the Monaco Grand Prix for Scuderia Ferrari, running second to Denny Hulme. On the entry to the harbour chicane on the 82nd lap he lost control of his open-wheel 312, its left rear wheel hit the guard rail, and sent it into an erratic skid. Impacting a light pole, the car overturned, collided with protective straw bales which lined the harbour, and trapped Bandini beneath it.

Either sparks ignited fuel from a ruptured tank, or gas leaked from it onto a hot brake line or exhaust pipe during the effort by marshals to right the overturned car, and it burst into flames. Bandini was pulled out, unconscious; a second fire occurred afterwards, when the fuel tank itself burst into flames.

Bandini, who had only ever had a minor accident in his racing career, during a 1957 Formula Junior race, was gravely injured. Sustaining third degree burns covering more than 70% of his body, a chest wound, and ten chest fractures, he succumbed three days later at the Princess Grace Polyclinic Hospital in Monte Carlo.

Though concerns were raised about the promptness of his rescue, investigators from the Principality of Monaco ruled on 10 May that the security operation had "functioned properly." Straw bales were immediately banned from all Formula One races, and replaced by an extended guard-rail in Monaco the following year.

Bandini's funeral was held in Reggiolo on 13 May. 100,000 people attended. He was later buried in the Lambrate cemetery, in Milan.

In popular culture
Bandini is portrayed by Francesco Bauco in Ford v Ferrari, a 2019 film about the rivalry between Ford and Ferrari at the 1966 24 Hours of Le Mans auto race.

Complete Formula One results
(key) (Races in bold indicate pole position; races in italics indicate fastest lap)

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

title: Lorenzo Bandini


text:
Louis Rosier

Louis Claude Rosier (5 November 1905 in Chapdes-Beaufort – 29 October 1956 in Neuilly-sur-Seine ) was a racing driver from France.

Career highlights
He participated in 38 Formula One World Championship Grands Prix, debuting on 13 May 1950. He achieved 2 podiums, and scored a total of 18 championship points. He won the Dutch Grand Prix twice in consecutive years between 1950 and 1951, the Circuit d'Albi, Grand-Prix de l'Albigeois and the 24 Hours of Le Mans with his son Jean-Louis Rosier. Rosier owned the Renault dealership of Clermont-Ferrand.

In 2016, in an academic paper that reported a mathematical modeling study that assessed the relative influence of driver and machine, Rosier was ranked the 19th best Formula One driver of all time.

Formula One and sports car competition
Rosier finished 4th at Silverstone in a Talbot, in October 1948. The event was the RAC International Grand Prix, the first grand prix to be held in England since 1927. He drove a 4.5-liter, unsupercharged Talbot-Lago to 3rd place at the 1949 British Grand Prix at Silverstone. He was a lap behind the winner with a speed of 76.21 mi/h. Rosier won an International Grand Prix at Spa-Francorchamps in June 1949. He piloted a Talbot in the 500 km, 32-lap event, achieving a time of 3 hours, 15 minutes, and 17 seconds. He assumed the lead after 23 laps, coming across the finish line ahead of Luigi Villoresi. Rosier won the 1950 24 Hours of Le Mans in a blue Talbot. He teamed up with his son Jean-Louis Rosier who only drove two laps during the race, which means Louis won the race practically by himself. He finished one lap ahead of Pierre Meyrat who drove a car of the same marque. The Rosiers covered 256 laps, 2163 mi, in 23:54:2.2. Rosier captured the Grand Prix d'Albi in Albi, France in May 1953. He drove a Ferrari, covering the 18 laps of the finals, 160 km, in 56:36:8. He averaged 160 km/h. Rosier placed second in a Ferrari at a Grand Prix in Aix-Les-Bains, in July 1953. His time was 2:24:48.1. In April 1956 Rosier finished 4th in a Maserati, in a 201-mile race at Aintree. Stirling Moss drove a blue Maserati to victory in the 67-lap event for Formula One cars, with an average speed of 84.24 mi/h. Rosier finished 5th at the 1956 German Grand Prix behind the wheel of a Maserati.

Écurie Rosier
Louis Rosier was the owner and manager of a racing team, the "Ecurie Rosier". Originally set up to run Rosier's Talbot-Lago T26 (for either Rosier or a guest driver), and later evolved to an actual team running 250Fs and finally Ferrari 500s simultaneously for Rosier and another driver. Throughout the 1950s, Écurie Rosier provided drives in Formula One for Henri Louveau, Georges Grignard, Louis Chiron, Maurice Trintignant, André Simon and Robert Manzon.

Circuit Louis Rosier
Louis Rosier was one of the key sponsors of the Charade race track. After World War II, Jean Auchatraire (president of the racing section of the local Automobile Club) and Louis Rosier promoted the idea of a race track around Clermont-Ferrand.

A set of preliminary designs were drawn up for a circuit of a length between 4 and 6 km, meeting the latest safety regulations with large parking capacity at a location just outside the city limits on a hilly landscape.

The Le Mans disaster (death toll: 84 lives) on 11 June 1955 brought the project to a halt. All race events were postponed. No further events were allowed to take place on temporary urban tracks. Racing events were only to be allowed on dedicated race-tracks, providing that they met a new set of rules. In Clermont-Ferrand, as was the case for many other new race tracks, new safety devices were being imagined and discussed, reviewed and assessed. But the concept of a "mountain race track" moved forward. It would be the only one of its kind in France.

Auchatraire, Rosier and Raymond Roche (the manager of Reims-Gueux race track) worked together to get the project accepted by the political community before searching for funding. But Rosier was killed at Montlhéry on 26 October 1956 and would not witness his project come to fruition. The racetrack was opened on 27 July 1958, with the name of its famous founder "Circuit de Charade Louis Rosier". Soon after, several champions participated in racing events on the track, each of them, including Stirling Moss, making very positive statements about the track and its surrounding.

Car manufacturer
Rosier's Renault dealership in Clermont-Ferrand was one of the largest Renault dealerships in France. Rosier's dealership also sold other industrial and farming equipment. The building housing this important business has been destroyed.

In 1951, Louis Rosier designed a prototype based on the 4CV Renault.

In 1953, using the concept of a barchetta that he raced at Le Mans, Rosier, together with Italian coachbuilder Rocco Motto, designed a cabriolet, still using 4CV Renault sub assemblies. This model was built in a quantity of about 200 units by Brissonneau. It was even introduced at a car show in New York.

Some time later he designed a roadster using Renault Frégate elements with an aluminum body developed by Rocco Motto, on a multi-tubular frame. The engine was seriously revised, the body was lightened, the results was an interesting 950 kg for 80 hp.

Death
On 7 October 1956 Louis Rosier was competing in the Coupe du Salon sports car race at Montlhéry in a Ferrari 750 Monza. During the race he crashed, sustaining head injuries. Three weeks later, on 29 October 1956, Rosier succumbed to the injuries received in the crash.

Post WWII Grandes Épreuves results
(key)

Complete Formula One World Championship results
(key) (Races in bold indicate pole position; Races in italics indicate fastest lap)
 * Notes
 * – Shared drive with Charles Pozzi

Complete Formula One non-championship results
(key) (Races in bold indicate pole position; Races in italics indicate fastest lap)

title: Louis Rosier


text:
British Rail Class 402

The Southern Railway (SR) gave the designation 2-HAL to the electric multiple-unit passenger trains built during the late 1930s to work long-distance semi-fast services on the newly electrified lines from London Victoria to Maidstone and Gillingham (Kent). This type of unit survived long enough in British Rail ownership to be allocated TOPS Class 402.

Construction
A development of the earlier 2-BIL units, the 2-HAL units (2-car Half Lavatory stock) were so-called because only one car in each unit had a lavatory. They were built in three batches:

The handful of post-war units were of completely different appearance, of all-steel construction, and looked very like the standard 4-SUB units being built at the same time, with flat ends, whereas the main 2-HAL units had the domed end appearance of the first 10 prototype "Queen Mary" 4-SUB units.

In the early 1960s the Eastern Division was fully changed over to EP-braked electric stock, and the 2-HAL units operating from Victoria to Maidstone/Gillingham etc. were removed to the Central and Western Divisions, being replaced by the large new build of 2-HAP units. The units then remained in service on these divisions until replaced at the end of their life by new 4-VEP units.

Formations
The original formations of these units are set out in the table below:

De-icing units
In 1967, three units were converted for de-icing the 3rd rail and were renumbered 001 - 003. These units operated from depots at Eastleigh and Bournemouth.

Stores units
In 1970, two units were converted for use transporting stores between depots. Renumbered 022 and 023 these units linked Eastleigh Works and other depots on the Southern Region and followed a set route on a weekly schedule. Unit 022 was allocated to Slade Green and served Stewarts Lane, Hither Green, Ashford, Ramsgate and Slade Green while Unit 023 was allocated to Brighton and served Wimbledon, Selhurst, New Cross Gate, Brighton and Fratton.

2-PAN
In 1971, six units were converted for use conveying parcels and newspaper traffic. They were renumbered 061-066 and designated 2-PAN (2-car Parcels and Newspapers stock), reusing the PAN code originally allocated to 6-PAN (Pantry) stock. Their life was not extended by long; within two years, all had been withdrawn.

Withdrawal
After withdrawal in 1971, various 2-HAL units in company with 2-BIL units were noted at Stratford in east London destined for scrapping by Kings of Norwich, or being hauled west for scrapping in the Newport area.

title: British Rail Class 402


text:
Straubing

Straubing (Central Bavarian: Strauwing) is an independent city in Lower Bavaria, southern Germany. It is seat of the district of Straubing-Bogen. Annually in August the Gäubodenvolksfest, the second largest fair in Bavaria, is held.

The city is located on the Danube forming the centre of the Gäuboden.

History
The area of Straubing has been continuously settled since the Neolithic. The conquest by the Romans in 16–14 BC had a dramatic impact on the whole region. Even today many traces of the 400-year Roman occupation can be found: for example, the famous 'Römerschatz' (Roman treasure) which was excavated in 1950 and which is shown in the Gäubodenmuseum. Sorviodurum, as the Romans called it, was an important military support base.

After the fall of the Roman Empire Straubing became a centre of settlement of the Bavarii, mostly around St. Peter's Church (built in the 9th century) between Allachbach and Danube. According to the customs of the Bavarii the settlement was named after their leader Strupinga, which later evolved into the name Straubing.

In 1218 a new part of the city (called 'new town') was founded by Duke Ludwig I Wittelsbach of Bavaria. Straubing became the capital of the Duchy of Bavaria-Straubing under Duke Wilhelm I when Bavaria was divided among the sons of Louis IV, Holy Roman Emperor in 1349. In 1429 Straubing passed to Ernest, Duke of Bavaria-Munich, who ordered the murder of Agnes Bernauer in Straubing. The grave of Agnes Bernauer cannot be found. But in the graveyard of St. Peter's Church is a chapel built by Duke Ernest.

In 1633, during the Thirty Years' War, the Swedish army successfully besieged the city. Nowadays, this new town is the centre of Straubing with many shops, offices, restaurants and a pedestrian area. Most buildings there still have medieval style. The nightlife of Straubing, with many pubs and discothèques, is concentrated in this area.

The most important buildings are the Gothic cathedral-like Basilica of St. Jacob, the Romanesque St. Peter's Church, the Carmelite monastery with its Baroque church and library, St. Vitus's, where you can find a life-size personification of "state and church" joined in holy matrimony.

Between 1933 and 1945 most of the members of the then small Jewish community of Straubing were murdered or forced to emigrate. In 2006, Straubing had a lively Jewish community with around 950 members.

During a rally in June 1940, when Straubing and Bogen held its Kriegskreistag, some 20,000 people gathered at the Großdeutschlandplatz. Among the speakers were Gauleiter Wächtler and Gauamtsleiter Erbersdobler. In July 1940, the Donau-Zeitung reported that the Straubing Kreisleiter, Anton Putz, had flown toward France and not returned.

In 1944 and 1945, Straubing suffered from several American air raids. The local military hospital was destroyed to the extent of 80 percent with a loss of 45 patients.

In November 2016 a fire destroyed a greater part of the medieval city hall.

Straubing has many industrial areas and a port at the river Danube with access to the Rhine-Main-Danube Canal, a connection from the North Sea to the Black Sea. It is the centre of the Bavarian high tech offensive in biotechnology.

Main sights
As one of five ducal residences of medieval Bavaria (besides Landshut, Munich, Ingolstadt and Burghausen) the old town of Straubing especially features many Gothic buildings.
 * The Romanesque Church of St. Peter (12th century)
 * The Gothic City Tower (begun in 1316)
 * The Gothic city hall (large parts have been destroyed by a fire on November 25, 2016)
 * The medieval ducal castle or Herzogsschloss. Duke Albert I began the construction in 1356.
 * The Gothic Basilica of St. Jacob (present-day church begun in 1393), a Gothic hall church and the largest main church of Straubing. The church was built according to plans of the architect Hans von Burghausen.
 * The Church of St. Vitus – home of the oldest still existing confraternity in Germany, the St. Salvator-Confraternity
 * The Carmelite monastery and Church of the Holy Spirit (since 1368, by Hans von Burghausen; the only monastery which survived the dissolution of 1802) The monks especially support Palestinian Christians.
 * Church of St. Ursula by the Asam brothers
 * The Baroque Trinity Column at the Theresien Square
 * The Water Tower
 * Sossau pilgrimage church
 * Straubing Zoo (the only zoo in East Bavaria)

Festivals and cultural events

 * Straubinger Frühlingsfest, a spring festival (annual)
 * Gäubodenvolksfest and Ostbayernschau
 * Museum containing Roman artifacts
 * Agnes-Bernauer-Festspiele, a historical play to remind of the murdered Agnes Bernauer
 * Straubing Zoo
 * A jazz festival – bluetone (former name Jazz an der Donau) – one of the greatest jazz-festivals in Europe
 * Bürgerfest (burgher festival) is held every two years in the historical centre of Straubing

Sports

 * Ice hockey: Straubing Tigers – DEL (Highest German League)
 * American football: Straubing Spiders – founded in 1985
 * Harness racing: Trabrennbahn Straubing (Highest German Level)
 * Volleyball: German Women's Volleyball League (Highest German League)

Education
The Technical University of Munich has one of its campuses in Straubing. It is specialised on renewables. A Fraunhofer Institute for boundary and biodiversity engineering is also located in Straubing.

Straubing has four gymnasiums (grammar schools):
 * Anton-Bruckner-Gymnasium
 * Gymnasium der Ursulinen
 * Johannes-Turmair-Gymnasium
 * Ludwigsgymnasium

Twin towns – sister cities
Straubing is twinned with:
 * 🇫🇷 Romans-sur-Isère, France
 * 🇮🇪 Tuam, Ireland
 * 🇦🇹 Wels, Austria

Notable people

 * Agnes Bernauer (c. 1410 – 1435), mistress of Albert III, Duke of Bavaria
 * Thomas Naogeorgus (1508–1563), dramatist and humanist
 * Ulrich Schmidl (1510–1579), mercenary, explorer, chronicler and councilor
 * Jakob Sandtner (16th century), master turner
 * Emanuel Schikaneder (1751–1812), impresario, dramatist, actor and composer
 * Joseph von Fraunhofer (1787–1826), optician and physicist
 * Carl Spitzweg (1808–1885), romanticist painter, worked here
 * Arthur Achleitner (1858–1927), writer
 * Otto Ritter von Dandl (1868–1942), politician
 * Hans Adlhoch (1883–1945), member of the Reichstag
 * Rex Gildo (1936–1999), pop singer
 * Michael Karoli (1948–2001), guitarist
 * Margot Mahler (1945–1997), actress
 * Claus Richter (born 1948), journalist
 * Gerda Hasselfeldt (born 1950), politician (CSU), Vice-President of the Bundestag, former federal minister
 * Ewa Klamt (born 1950), CDU politician
 * Siegfried Mauser (born 1954), pianist and musicologist
 * Thomas Stellmach (born 1965), director and Oscar winner
 * Gerold Huber (born 1969), pianist
 * Christian Gerhaher (born 1969), baritone
 * Michael Stumpf (born 1970), systems biologist
 * Markus Weinzierl (born 1974), football player and coach
 * Elli Erl (born 1979), singer-songwriter

title: Straubing


text:
Luca Badoer

Luca Badoer (born 25 January 1971) is an Italian former racing driver. Badoer has raced for the Scuderia Italia, Minardi, Forti and most recently, Ferrari teams. In addition to his racing duties, Badoer was one of the active test and reserve drivers for Ferrari from 1998 to 2010 and in 2009 stood in for Ferrari's regular race driver Felipe Massa at the European Grand Prix and the Belgian Grand Prix after the Brazilian was injured during qualifying for the Hungarian Grand Prix and his original replacement, Michael Schumacher, pulled out due to injury.

, Badoer holds the record for the most Grand Prix starts (50) and the most race laps completed (2364) without scoring a point, although all of his races before his 2009 comeback came during a period when only the top six finishers scored points. Under the 2010 scoring system, he would have scored 26 points over his career. He nearly achieved a points finish in the 1999 European Grand Prix when a strong drive saw him reach fourth place, but the gearbox on his Minardi failed with 13 laps remaining.

Early career
Badoer was born in Montebelluna, Veneto, Italy. He raced karts in his youth starting in 1985 and scored two wins. In 1986, Badoer drove in the 100cc category to become the karting champion of Venice and became national champion the following year. He won the Italian championship in the 100cc international class in 1988.

Formula Three and Formula 3000
In 1989, Badoer moved to single-seater racing, joining the Trivellato team in the Italian Formula Three Championship driving a Dallara/Alfa Romeo. In 1990 he moved to the MRD Team. Driving a Ralt RT33 Alfa Romeo, he defeated Alex Zanardi and Roberto Colciago to win the final race of the 1990 season and finished 10th in the championship. In 1991 he moved to the Supercars team driving a Dallara 391 Alfa Romeo to win four races in succession, but was disqualified after a technicality concerning his tyres. Badoer finished 4th overall in the championship taking 33 points. In 1992 Badoer graduated to the Formula 3000 Championship, where he was selected to drive for Crypton Engineering. Badoer won four races, including a dominating display at Pergusa where he finished 21 seconds ahead of Emanuele Naspetti. While beating a field that included Rubens Barrichello and David Coulthard, Badoer became one of only four drivers to win the Formula 3000 title at the first attempt (the others being Stefano Modena in 1987, Christian Fittipaldi in 1991 and Jörg Müller in 1996). winning four races en route to the title.

1993
Badoer had an offer of a long-term contract with Tyrrell to join the team, starting in the 1993 season. Badoer rejected this offer and signed with BMS Scuderia Italia instead.

Badoer's debut in Formula One in was mired by BMS Scuderia Italia's uncompetitive Lola chassis, which, despite Ferrari engines, was the slowest car in the championship in terms of qualifying pace. In South Africa, Badoer retired after 20 laps due to gearbox failure. In Brazil, Badoer qualified 21st and finished 12th after an incident forced him to pit for a new nose cone. At Donington, he fell victim to a new rule limiting qualifying to the fastest 24 cars (his time was only good enough for 26th). The round at Imola saw Badoer race as high as sixth, but finish seventh. This remained Badoer's best result in Formula One. In Spain, he was unable to finish and at Monaco, Badoer finished the last of the runners. He managed to finish 15th in Canada. At Magny-Cours, Silverstone, Hockenheim and Budapest, Badoer failed to finish, twice to suspension failure. Going into Spa, the Lola team was gaining reliability and Badoer finished 13th. At his home race at Monza he was ahead of Christian Fittipaldi and battled for several laps before the Brazilian hit Badoer's car and eventually finished 10th. At Estoril, Badoer finished 14th after starting last. After the race, Lola did not travel to the races in Japan and Australia after the team announced they were to merge with Minardi in 1994.

Benetton offered both Alboreto and Badoer tests in their cars to see who would partner Michael Schumacher for 1994 but eventually chose JJ Lehto and Alboreto went to Minardi to line up alongside Pierluigi Martini while Badoer became Minardi's test driver.

1995
Badoer took over Alboreto's seat after the latter retired. In the underfunded team using a Ford V8 after a deal with Mugen-Honda fell through, he started with a gearbox failure in Brazil with a good qualifying in Argentina. During the race, Badoer collided with the back of Mika Salo's Tyrrell and hit Rubens Barichello's Jordan later on bringing out the red flag. Badoer did not make the restart, having no spare chassis. His best results were eighth places in Canada and Hungary and ninth in Japan.

1996
In he switched to Forti Corse to be teammates with Andrea Montermini after Pedro Diniz left to join Ligier. During the season, he was only able to qualify for six of the ten races the team entered. In the 1996 Argentine Grand Prix Badoer was involved in a heavy collision with Diniz, whose Ligier struck him from behind and flipped his Forti upside down. He emerged from the collision unhurt but Argentine safety marshals were heavily criticised for failing to assist Badoer in a timely manner because they feared a fire would break out. At Imola, Badoer had a newer car and outqualified Montermini by more than a second. He finished 10th and the last of the runners. In Monaco, Badoer remained at the back and collided with Jacques Villeneuve at Mirabeau forcing both drivers to retire. He did not qualify in Spain but started 20th in Canada. In France, Badoer started ahead of Eddie Irvine after the Ferrari was relegated to the back. Forti Corse folded after that year's British Grand Prix.

FIA GT Championship
In 1997 Badoer moved to the new FIA GT Championship, driving a Lotus Elise GT1 for GBF Engineering with co-driver Mimmo Schiattarella. Following retirements at Hockenheim and Silverstone, Badoer and Schiattarella finished 20th in Helsinki. The pair retired again at the Nurburgring and Zeltweg and finished 12th at Donington completing 151 laps. A race at Mugello saw Badoer retire with loose bodywork. While driving for GBF, Badoer was hired as Scuderia Ferrari's test driver, a role he maintained until 2010.

Minardi (1999)
Badoer returned to Formula One racing in, again with the Minardi team. At Melbourne, Badoer raced as high as fifth at some point until gearbox problems forced him to retire with 15 laps to go. Prior to Brazil, he suffered a testing accident which left him with a broken hand. Stéphane Sarrazin took his seat for the race. He returned for Imola with his hand still causing problems but managed to finish eighth. He suffered from gearbox problems and a spin in Monaco and Spain. In July, Ferrari's number one driver Michael Schumacher broke his leg in an accident at the British Grand Prix at Silverstone. As Ferrari's test driver, Badoer expected to be promoted to the race seat in Schumacher's absence, but the team opted for Mika Salo instead, prompting criticism from former Ferrari driver Jean Alesi, who had himself turned the position down. His best chance to score points came at the chaotic 1999 European Grand Prix, only for gearbox failure to take him out 13 laps from the end when he was running in fourth position; teammate Marc Gené was promoted to sixth as a result (he would finish there to score the point widely believed to be the deciding factor in the 1999 Drivers' Championship, holding off Ferrari's Eddie Irvine after McLaren's Mika Häkkinen had passed him following a car failure that took Jacques Villeneuve out from fifth position). Badoer was so upset he broke down in tears after climbing out of the car.

Badoer overall started 48 races for backmarkers Scuderia Italia, Minardi and Forti Corse between 1993 and 1999.

2000s: Ferrari test driver
Unable to find a satisfactory race seat in Formula One after 1999, Badoer focused on his job as the permanent test driver for Ferrari, covering thousands of kilometres at the Mugello and Fiorano test circuits each year. He is credited with making a vital contribution to Ferrari's first Formula One Drivers' Championship win for 21 years in 2000.

At the opening ceremony of the 2006 Winter Olympics in Turin, Badoer demonstrated one of the team's 2005 cars in the centre of the stadium. After the pit crew assembled the car, Badoer revved the engine, and performed several doughnuts, creating a large cloud of tyre smoke and leaving circular black marks on the white platform.

Ferrari (2009)
On 11 August 2009, it was confirmed that Badoer would return to Formula One racing after almost 10 years, to replace the injured Felipe Massa at the 2009 European Grand Prix in Valencia. Massa was injured during the qualifying session for the 2009 Hungarian Grand Prix when a piece of suspension fell from the rear of Rubens Barrichello's Brawn GP car and struck Massa's helmet, fracturing his skull, knocking him unconscious and causing him to crash into a tyre wall. Michael Schumacher was set to replace Massa, but a neck injury Schumacher sustained in a German superbike test earlier in the year forced him to pull out. The BBC reported that Badoer was given the job as a "thank you for his commitment to the team". Badoer's ten years-wait is a little shorter than the ten years and three months between Jan Lammers's appearances at the 1982 Dutch Grand Prix and the 1992 Japanese Grand Prix.

In the first practice session for the 2009 European Grand Prix at the Valencia Street Circuit, where he had never driven before, Badoer came last and was three seconds off the pace of fastest man Rubens Barrichello and 2.5 seconds down on team mate Kimi Räikkönen. He was 1.3 seconds down on Räikkönen in second practice, and 1.9 seconds off in final practice. He qualified 20th and last for the race, with a time almost 1.5 seconds slower than Scuderia Toro Rosso driver Jaime Alguersuari, who was 19th. He was also caught speeding in the pit-lane four times during Friday practice. These offences earned him a reprimand and three separate fines totalling €5,400. Badoer explained: "I am used to a 100kph limit in testing and so when I pressed the speed limiter button at the usual point in the pitlane, it did not give the car enough time to slow to the right speed."

A number of drivers defended Badoer's performance. Lewis Hamilton said: "I think he's done a good job. He's not put it in the wall. He's kept it on the track. It's an incredibly tall order to jump into the footsteps of Felipe Massa. He hasn't even raced for ten years, so I think anyone who has taken that long out of the car is going to struggle, but instead I think he has done a good job just to keep it on the track and bit-by-bit he will catch up". Heikki Kovalainen stated, "I don't know what else you could have expected. Sometimes the tyres warm up, or they overheat or they don't warm up, and it's much more complicated than a few years ago where they brought out tyres that worked straightaway in different conditions. I think that knocks the driver's confidence very easily – if the tyres are not working 100 percent you can't push if you don't feel you have the grip".

BBC commentator and former F1 driver Martin Brundle argued in The Sunday Times that the inclusion of Badoer and Romain Grosjean in the race was dangerous, since new rules that ban further testing until 1 January 2010 mean that they have been unable to gain the experience necessary to race. Badoer had never driven the Ferrari F60 before, having last tested the Ferrari F2008 at the Autódromo Internacional do Algarve in Portimão, Portugal in December 2008. Elsewhere, Brundle stated: "It is surprising to some that Ferrari has not elected to use fellow tester Marc Gené who once stood in pretty successfully at Williams. The problem is that, with the testing ban for 2009, none of the test drivers are really up to speed. I personally would have tried a sharp and fit up-and-coming star of which there are many around". During his race commentary, Brundle suggested that Ferrari should use Massa's absence to give a potential future star a drive.

In racing at Valencia, Badoer became the first Italian to drive for Ferrari in 15 years. Badoer made up six places at the start of the race and ran 14th on the first lap before he was hit from behind by Grosjean and spun. He eventually finished in 17th place out of 18 finishers, posting a fastest lap which was faster than both Toro Rossos. Ferrari team principal Stefano Domenicali indicated after the race that Badoer would keep the seat for the Belgian Grand Prix.

At the Belgian Grand Prix, Badoer again qualified last after a spin on his last lap of the first qualifying session. At the start of the race, Badoer avoided the accidents on the first lap and finished in 14th place, last of those drivers to finish the full race distance, despite setting the fastest sector one time of the race. Badoer was replaced by Force India driver Giancarlo Fisichella starting at the Italian Grand Prix, although over the five remaining races of the season he also failed to score any points. Badoer blamed the negative media coverage of his driving for Ferrari's decision to replace him.

Retirement
At the end of 2010, Badoer retired from Ferrari as test driver and was replaced by Jules Bianchi. He ended his 12-year role at Ferrari with a demonstration of the Ferrari F60, the car Badoer raced in 2009 on a Ferrari-themed day at the Bologna Motor Show on 8 December 2010. He also took part in a forum for Gazzetta dello Sport, where he stated his only regret was that he "was only able to do two races [for the Scuderia]". In January 2011, Badoer drove the Ferrari F60 with a special livery on the ice of the Madonna di Campiglio for his final act with the team.

Personal life
Badoer is married and has two children - Rocco and Brando. In 2017 Brando debuted in the WSK karting series, and in December 2023 Brando finished 6th in the Italian F4 Championship driving for Van Amersfoort Racing.

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

Complete Formula One results
(key)

Complete FIA GT Championship results
(key)

title: Luca Badoer


text:
Talk:Grutter v. Bollinger

Untitled
The title of this case is Grutter v. Bollinger, but the citation is not yet complete. Is it appropriate to place the citation as it is compiled so far, that is 539 U.S. ___ (2003) or to leave it out of the article until after the citation is complete?

it is now complete. it's citation is 539 U.S. 306 (2003)

3/15/06 In "Please note that the '25 years from now' phrase was echoed by Justice Thomas in a concurring opinion, joined by Justice Scalia," changed "concurring" to "dissenting". MKFreeberg 16:34, 15 March 2006 (UTC)

I removed this:

 * Justice Thomas, in addition to arguing against the constitutional nature of the racial admission policy, also argued the issue based on the history of blacks in America, and on the fact that the law school's policy benefits black women but does not appear to assist black men to be admitted.

Besides being poorly written, I don't think this person got the point of Thomas's footnote; it was a sarcastic note that not all forms of underrepresentation had been dealt with (specifically, that of black males), not an actual plea that even more racial preferences would have solved the problem. This was a random footnote, anyway; if we're going to include more information, there's better stuff to add. SnowFire 20:50, 11 July 2006 (UTC)

Possible COPYVIO concern
A review of Grutter v. Bollinger shows there are common verbatim passages in the article with a Xanga blog by jrgini37 apparently posted August 2005. This issue of whether the material in WP was taken from the Xanga piece was raised on the WP Help Desk. However, it appears the material in the WP article significantly pre-dates the ones in Xanga (as early as June 2003). I looked at original court documents and could find no obvious reasons for identical language, but further research shows the highest correlation is with what purports to be a law school student's paper apparently published in 2004 by www.4lawschool.com. (I keyed in on the phrase, "perhaps twenty-five years hence, racial affirmative action would no longer be necessary in order to promote . . .".) Since I don't have a means for verifying the actual publishing date of the 4lawshool.com paper (which is copyrighted, by the way), or whether its author (Bram) is an incarnation of either jrgini37 or the contributor to this WP Grutter v. Bollinger article, I can't determine who is copying whom.

Consequently, I tagged this article for possible copyvio and listed it on Copyright problems/2007 July 4/Articles. Comments from anyone who can shed more light on this are welcome. Jim Dunning | talk  14:57, 4 July 2007 (UTC)

 * Note that in Grutter v. Bollinger, the "twenty-five years hence" sentence has been present since June 24, 2003. See this diff. That's one day after the Supreme Court's judgment in this case. I find it somewhat unlikely that our contributor copied from that 4lawschool paper... rather the inverse. At the worst, both copied from a third source, but I haven't found any. Lupo 14:59, 4 July 2007 (UTC)

Jim Dunning | talk  15:14, 4 July 2007 (UTC)
 * Excellent point; I didn't notice those dates. I don't think the initial WP contributor did any copying, since the complete section of the article that shows up in Xanga and 4lawschool isn't fully developed until a week later on June 30, 2003 by an anon IP. Then the complete section is available to anyone after that date.

Propose deleting the "Social Implications" section
The "Social Implications" section contains factual inaccuracies, lacks citations, and adds little value to the rest of the page.

The following statements are inaccurate:

'''"Prior to this case, the 'compelling interest' required to justify affirmative action has been correcting the effects of historic discrimination. Put another way, affirmative action was intended to 'benefit' black people or other groups facing historic discrimination.

'''By contrast, in the majority decision, Justice Sandra Day O'Connor held that the compelling interest at hand lay in "obtaining the educational benefits that flow from a diverse student body."

Prior to Grutter, the controlling supreme court case on the use of race as a factor in college admissions was Bakke, which, contrary to the above statement, does not permit affirmative action to "correct the effects of historic discrimination". The court in Bakke struck down the UC Davis affirmative action policy at issue in that case. The majority of the justices (Powell, from the majority, and the four in the minority) expressed the view that a diverse student body was a compelling state interest, and this principle was upheld (not changed) by the Grutter court.

Because of these factual inaccuracies and because this section lacks citations and adds little value to the rest of the page, I propose deleting this section. If anyone would like to advocate for keeping this section and can provide citations for the claims made above, I would be happy to reconsider.

Nizamarain 19:22, 7 November 2017 (UTC) — Preceding unsigned comment added by Nizamarain (talk • contribs)

Followup note: based on the lack of feedback to this proposal, I will go ahead and delete this section on the grounds that it is lacking citations, contains factual inaccuracies, and adds little encyclopedic value to the rest of the page. Nizamarain 17:08, 11 December 2017 (UTC) — Preceding unsigned comment added by Nizamarain (talk • contribs)

Some Proposed Changes
Hello, I am employed by Boston University's Fineman & Pappas Law Libraries. After reviewing this Wikipedia page, I believe that information from one of our faculty's scholarship might provide a valuable addition to this page. I would appreciate it if this requested edit could be reviewed.

Add citation to first paragraph 'Supreme Court's Decision' section:

Add two sentences to fourth paragraph 'Supreme Court's Decision' section:

"In the majority were Justices O'Connor, Stevens, Souter, Ginsburg, and Breyer. Chief Justice Rehnquist and Justices Scalia, Kennedy, and Thomas dissented. Much of the dissent concerned a disbelief in the validity of the law school's claim that the system was necessary to create a "critical mass" of minority students and provide a diverse educational environment." In the dissent, Chief Justice Rehnquist used admissions data to argue that unconstitutional discrimination occurred, despite the precedent set in McCleskey v. Kemp that dismiss statistical racial disparities as doctrinally irrelevant in equal protection claims.

Cf2022 (talk) 08:00, 11 January 2021 (UTC)Cf2022

 * ✅ Ferkijel (talk) 12:07, 31 March 2021 (UTC)

Did Students for Fair Admissions v UNC overturn Gruter or not?
I think a detailed conversation needs to be had about this. In many ways, Roberts' opinion, and the opinion's of Gorsuch and Kavanaugh did NOT say that Gruter was an incorrect decision, in fact Kavanaugh said that Gruter did in fact engage in narrowly tailored actions to serve a compelling government interest, but that it had a time limit, and today was the end of the time limit.

I believe Gruter was not really overturned today. Would love thoughts. Trajan1 (talk) 15:47, 29 June 2023 (UTC)

 * I think you're right about Kavanaugh. Thomas and Sotomayor believe that it it did. Part of the mess is that Grutter itself sort of came with an expiration date. This is from page 33 of Robert's opinion:

  ''Third, respondents suggest that race-based preferences ''must be allowed to continue for at least five more years, based on the Court’s statement in Grutter that it “expect[ed] that 25 years from now, the use of racial preferences will no longer be necessary.” 539 U. S., at 343. The 25-year mark articulated in Grutter, however, reflected only that Court’s view that race-based preferences would, by 2028, be unnecessary to ensure a requisite level of racial diversity on college campuses. Ibid. That expectation was oversold. Neither Harvard nor UNC believes that race based admissions will in fact be unnecessary in five years, and both universities thus expect to continue using race as a criterion well beyond the time limit that Grutter suggested. See Tr. of Oral Arg. in No. 20–1199, at 84–85; Tr. of Oral Arg. in No. 21–707, at 85–86. Indeed, the high school applicants that Harvard and UNC will evaluate this fall using their race-based admissions systems are expected to graduate in 2028—25 years after Grutter was decided.'' ''
 * But the bottom line is the same. It's no longer constitutional to take race into account on by relying on Grutter. Whether that's a break with Grutter, an overruling of it, an amplification of it, an updating of it, or something else is something which only Chief Justice Roberts knows. Costatitanica (talk) 02:00, 30 June 2023 (UTC)
 * I would wait for legal scholars to come out to determine how best to describe Grutter, though saying "effectively overtuned Grutter" would be reasons at this time based on news sources. M asem (t) 02:09, 30 June 2023 (UTC)

I think we need to make the page significantly less definitive than it reads right now, as Roberts opinion appears to be reinforcing Grutter but finding that Harvard did not properly follow Grutter's tests; until it's clear how that plays out, we should not be so presumptuous JakeH07 (talk) 03:40, 1 July 2023 (UTC)

title: Talk:Grutter v. Bollinger


text:
Luigi Musso

Luigi Musso (28 July 1924 – 6 July 1958) was an Italian racing driver. In 1955 he joined the Ferrari team, entering into a fierce rivalry with Mike Hawthorn and Peter Collins, which boosted the performance of the team, but also encouraged greater risk-taking. According to Musso's fiancée, he was deep in debt by the time of the lucrative 1958 French Grand Prix, where he was fatally injured, somersaulting into a ditch while chasing Hawthorn.

Racing career
Musso was born in Rome and began his racing career driving sports cars before making his début on the Formula One circuit on 17 January 1954, driving a Maserati. In 1954 he won the Coppa Acerbo, a non-championship Formula One race. At Zandvoort, in the 1955 Dutch Grand Prix, Musso placed third in a Maserati. At the end of the 1955 Formula 1 season he switched to Ferrari. He shared victory in the 1956 Argentine Grand Prix with Juan Manuel Fangio, however his season was cut short after a crash in a sports car race at Nürburgring.

Musso triumphed in a Ferrari 290 MM in the City of Buenos Aires sports car race on 20 January 1957. He was the third driver of the car. Stirling Moss finished second in a 'light powered' Maserati 300S. Moss made a last-ditch effort for his team at the end but came up short. A second Ferrari 290 MM, driven by Eugenio Castellotti, came in third. The Ferrari team gained eight points toward the 1957 World Sports Car Championship in the event. The same year he won the Grand Prix de la Marne. Although the Marne was also not part of the Drivers' Championship, Musso nevertheless finished third in the overall standings for the season. With Olivier Gendebien he won the 1958 Targa Florio driving a Ferrari Testa Rossa. Later in the year he shared a 4-litre modified Formula One Ferrari 412 MI with Phil Hill and Mike Hawthorn in the 2nd Race of Two Worlds on the Monza banked oval. They finished 3rd overall in a car that gave way to the purpose-built American oval-track racing cars.

Death
Musso was fatally injured during the 1958 French Grand Prix at Reims when his Ferrari hurtled off the course on the 10th lap of the 50 lap race. Running wide at the tricky Gueux Curve while chasing the leader, fellow Ferrari driver Mike Hawthorn, Musso's Ferrari struck a ditch and somersaulted. Musso was airlifted to hospital with critical head injuries and died later that day. Hawthorn went on to win the race.

Rivalry with Hawthorn and Collins
Many years after Musso's death, Fiamma Breschi, Musso's girlfriend at the time of his death, revealed the nature of Musso's rivalry with fellow team Ferrari drivers Mike Hawthorn and Collins in a television documentary, The Secret Life of Enzo Ferrari. Breschi recalled that the antagonism between Musso and the two English drivers, Mike Hawthorn and Peter Collins, encouraged all three to take more risks. She said: "The Englishmen (Hawthorn and Collins) had an agreement. Whichever of them won, they would share the winnings equally. It was the two of them against Luigi, who was not part of the agreement. Strength comes in numbers, and they were united against him. This antagonism was actually favourable rather than damaging to Ferrari. The faster the drivers went, the more likely it was that a Ferrari would win." Breschi related that at the time of his death, Musso was in debt, and thus winning the French Grand Prix (traditionally the largest monetary prize of the season) was all-important to him.

Within a year, Collins and Hawthorn were also dead, and Breschi could not suppress a feeling of release. She said: "I had hated them both, first because I was aware of certain facts that were not right, and also because when I came out of the hospital and went back to the hotel, I found them in the square outside the hotel, laughing and playing a game of football with an empty beer-can. So when they died, too, it was liberating for me. Otherwise I would have had unpleasant feelings towards them for ever. This way I could find a sense of peace."

Racing achievements
During his F1 career, Luigi Musso won one World Championship Grand Prix, achieved 7 podiums, and scored a total of 44 championship points.

Complete World Drivers' Championship results
(key) (Races in italics indicate fastest lap)

 * * Shared drive with Sergio Mantovani.
 * † Shared drive with Sergio Mantovani and Harry Schell.
 * ‡ Shared drive with Juan Manuel Fangio.

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

title: Luigi Musso


text:
Category:Strategic management

Articles relating to strategic management, the formulation and implementation of the major goals and initiatives taken by an organization's top managers on behalf of owners, based on consideration of resources and an assessment of the internal and external environments in which the organization operates.

title: Category:Strategic management


text:
Luigi Villoresi

Luigi Villoresi (16 May 1909 – 24 August 1997) was an Italian racing driver. He competed in Formula One at the time of its inception.

Biography
Born in Milan, Lombardy, and nicknamed "Gigi", Villoresi was the older brother of race car driver Emilio Villoresi, and co-piloted with him in several races at the beginning of their careers. From a prosperous family, Villoresi could afford to buy a car and began competing in local rallies at the age of twenty-two with a Lancia Lambda and a few years later acquired a Fiat Balilla with which he and his brother Emilio competed in the Mille Miglia. In 1935, he raced in the Coppa Ciano, finishing third and went on to capture the Italian driving championship in the 1100cc sports car class. The following year he and his brother purchased a Maserati which they drove individually in different races. Emilio was so successful that he was signed to drive an Alfa Romeo for Scuderia Ferrari in the 1937 season.

In 1938, Luigi Villoresi became part of the Maserati team, driving the 8CTF model that Maserati had designed to compete with the dominant German Silver Arrows. In 1939, Maserati introduced the Maserati 4CL which Villoresi drove to victory at the 1939 South African Grand Prix. Unfortunately, his brother Emilio died later that year while testing an Alfa Romeo 158/159 Alfetta factory racer at the Autodromo Nazionale Monza. A little over two weeks after his brother's death, he drove his Maserati to victory at the 1939 Adriatic Grand Prix. His racing career was interrupted by the onset of World War II. At war's end, he went to America to compete in the 1946 Indianapolis 500, and afterwards he then returned to race for Maserati until 1949 when he signed again with Ferrari debuting in Formula One on 21 May 1950.

1949
Villoresi finished second in the 1949 Buenos Aires Grand Prix-President Juan Peron Grand Prix. Alberto Ascari was the winner with a time of 1 hour, 30 minutes, 23.9 seconds, for an average speed of 70.6 mph. Villoresi won the first Grand Prix de Bruxelles, beating Alexander Orley of the United States. The winning time was 85 mi/h over 188 mi distance. Orley was six seconds behind. Louis Rosier was victorious in a blue Talbot, in a 500 km Grand Prix at Spa-Francorchamps, in June 1949. He took the lead following 23 laps and came across the finish line in front of Villoresi. Villoresi was third in a 60 mi international race at Silverstone in September 1949. Italian drivers made a clean sweep of the first three positions with Ascari first and Giuseppe Farina second as 100,000 fans looked on. English driver St. John Horsfall died when his car crashed at a turn.

1950–1951
Villoresi skidded on oil, penetrated a barrier, and killed three spectators at the Grand Prix des Nations race in Geneva (Switzerland). Nino Farina impacted Villoresi's car at high speed but was uninjured. Villoresi broke his left leg and suffered head injuries which were treated at a hospital. The Grand Prix of 272 kilometres was won by Juan Manuel Fangio. The 1951 British Grand Prix was taken by José Froilán González of Argentina. Villoresi finished third, two laps behind the winner, with an average speed of 95.39 mph. Villoresi completed 88 laps, 2 behind Gonzalez.

1952
In July 1952 Villoresi won the French Grand Prix at Les Sables d'Olonne, driving a Ferrari. He captured the three-hour, 208 mi race, with an average speed of 69.3 mph. Ferrari achieved a 1,2,3 sweep at the Grand Prix d'France in La Baule, in August 1952. Alberto Ascari was first, followed by Villoresi and Rosier. Ascari had already clinched the Formula One World Championship before this event. Villoresi drove a Ferrari to win the 1952 Grand Prix of Modena in 1:5:21 over a distance of 100 laps, 230.6 km. His average speed was 124.236 km/h.

1953–1954
Villoresi displayed his agility as a driver in the 1953 Italian Grand Prix at Monza. Giuseppe Farina made contact with the Maserati driven by Onofre Marimón as he was approaching the finish line. Villoresi made a brilliant manoeuvre while racing at 100 mi/h The crowd came to its feet to witness his quick thinking in pulling his car off the track at great speed. Villoresi then finished third after winner Fangio and Farina, who was two seconds behind at the end. The race marked the first time a Ferrari did not win an event in races counting toward the Formula One World Championship. Fangio drove a Maserati to an average speed of 110 mi/h over the 313 mi grand prix.

Already 41 years old, Villoresi served as an elder statesman for the Formula One team, notably as Alberto Ascari's mentor who became his closest friend. In 1954, he and Ascari joined the new Lancia racing team but Ascari's death in the spring of the following year profoundly affected Villoresi and his career went into steep decline.

Villoresi was critically injured while testing a Lancia Aurelia near Rimini, Italy in April 1954. He was riding with his mechanic when he skidded while attempting to avoid a Fiat driving in the opposite direction. Both Villoresi and his mechanic were pinned beneath the Lancia. A group of farmers came to their aid, using oxen to lift the car. Both men remained conscious. Villoresi sustained a number of deep head wounds, facial lacerations, and bruises all over his body. He was listed in serious, but not critical condition.

1955–1958
Villoresi was third after Ascari and Luigi Musso in the May 1955 Naples Grand Prix, a 153.5 mi event. Villoresi was in a Lancia.

He wrecked his car in the 1956 Grand Prix of Rome, a 2-Litre sports car event. The race was won by Jean Behra in a Maserati.

Villoresi was one of nine drivers, from a starting field of 303, in a January 1958 Monte Carlo auto rally, who completed the first leg of the rigorous touring car event, without incurring a penalty. The 1900 mi endurance event featured cars from eight different European starting locales. Of the starters, 72 entrants crossed the finish line but 13 were disqualified because of lateness. The 59 who remained from the opening round faced a 655 mi, 22-hour portion, extending from Monte Carlo through the maritime Alps. Villoresi drove a Lancia.

Villoresi retired from Grand Prix racing in 1957 after 31 Formula One championship starts without a victory but made it to the podium eight times while scoring a total of 49 championship points. Villoresi continued rally racing and won the Acropolis Rally in Greece in 1958 before retiring to a home in Modena.

Villoresi died in 1997 at the age of 88.

Notable victories

 * Alsace Grand Prix 1947
 * British Grand Prix 1948
 * Coppa Acerbo 1938
 * Coppa Edda Ciano 1938
 * Dutch Grand Prix 1949
 * Grand Prix d'Albigeois 1938, 1948
 * Grand Prix de Bruxelles 1949
 * Grand Prix du Comminges 1948
 * Grand Prix de Marseilles 1950, 1951
 * Gran Premio de Modena 1952
 * Grand Prix de Nice 1946, 1947
 * Grand Prix de Nîmes 1947
 * Pau Grand Prix 1951
 * Grand Prix of Naples 1948
 * Gran Premio del Valentino 1952
 * Interlagos Grand Prix 1949
 * Lausanne Grand Prix 1947
 * Mille Miglia 1951
 * Penya Rhin Grand Prix 1948
 * Buenos Aires Grand Prix-General Juan Perón Grand Prix 1947, 1948
 * Buenos Aires Grand Prix-Eva Duarte Perón Grand Prix 1947, 1948
 * Rio de Janeiro Grand Prix 1949
 * Giro de Sicilia 1953
 * Syracuse Grand Prix 1951
 * South African Grand Prix 1939
 * Targa Florio 1939, 1940
 * Masaryk Circuit Grand Prix 1937
 * Tripoli Grand Prix 1937
 * Zandvoort Grand Prix 1949

FIA World Drivers' Championship results
(key) (Races in italics indicate fastest lap)

 *  * Indicates shared drive with Alberto Ascari
 *  † Indicates shared drive with Joakim Bonnier

Non-championship Formula One results
(key)

 *  * Indicates shared drive with Alberto Ascari
 *  † Indicates shared drive with Giuseppe Farina

title: Luigi Villoresi


text:
Salehurst

Salehurst is a village in the Rother district of East Sussex, England, within the civil parish of Salehurst and Robertsbridge. It lies immediately to the north-east of the larger village of Robertsbridge, on a minor road; it is approximately 13 mi north of Hastings, just east of the A21 road.

In historical terms, Salehurst is much older than its neighbour; before the bridge over the River Rother was built, it already existed, and it is named in the Domesday Book of 1086. At the time, the river crossing was by ford or ferry, but in the 12th century, a newly established order of Cistercian monks constructed the bridge, and the two settlements of Robertsbridge and Northbridge Street came into being; eventually, since the main road now bypassed the village, they became much more important than Salehurst.

Salehurst lies approximately three miles from Bodiam, Sussex, the site of Bodiam Castle. One owner of Bodiam Castle was the Levett family, who lived at Salehurst during their 'occupation' of the castle. In 1588, John Levett of Salehurst contributed to the Armada loan, and in 1607, his sons John and Thomas of Salehurst were regranted by the College of Arms their right to the Levett coat of arms issued to their Sussex ancestors.

John Colepeper, 1st Baron Colepeper (c. 1600–1660), was an English peer, military officer, and politician who, as Chancellor of the Exchequer (1642–43) and Master of the Rolls (1643), was an influential counsellor of King Charles I during the English Civil War. His family came from Wigsell in the parish of Salehurst.

St Mary the Virgin
The parish church is dedicated to St. Mary the Virgin. It is reputed to be the largest rural parish church in East Sussex. Alfred Milner, 1st Viscount Milner, (1854–1925) is buried in the churchyard. Rev. John Lord (1614–81) was rector from 1640 until his death; in 1937, his descendants donated to the church a portrait of him which had been owned by the family for generations.

title: Salehurst


text:
Luis Pérez-Sala

Luis Pérez-Sala Valls-Taberner (born 15 May 1959) is a Spanish retired racing driver who competed in Formula One, Formula 3, Formula 3000 and Touring Cars. He was also the team principal of HRT Formula 1 Team during the 2012 F1 season.

Pérez-Sala started his racing career in karting before graduating to racing production-based cars in the early 1980s, initially competing in Renault 5s before competing internationally in the Alfa Romeo Alfasud Sprint Cup in 1983. He competed in the 1984 FIA European Formula 3 Championship in a Ralt-Alfa Romeo, steadily improving across the season and taking a second place at Knutstorp and a fifth at Jarama to place tenth in the season standings. In 1985 he switched to the Italian Formula 3 Championship, finishing seventh overall and scoring a win. The following year he moved to Formula 3000 with great success, winning races at Birmingham and Enna in 1986 and finishing fourth in that year's championship. He remained in F3000 for the following year, joining the factory Lola team, taking wins at Donington Park and the Le Mans Bugatti Circuit and finishing as runner-up to Stefano Modena in the championship. He became famous for his arguments with Alfonso de Vinuesa, caused by political views: the pair were involved in a spectacular crash in the F3000 race at Spa-Francorchamps in 1987.

The Minardi Formula One team signed Pérez-Sala for the season, alongside compatriot Adrián Campos - the first time two Spanish drivers had raced together as team-mates in F1. He made his debut for them on 3 April 1988, at the season's opening race in Brazil, where he qualified 20th but failed to finish the race when his rear wing collapsed. Over the next five rounds, he continually outpaced Campos, who was replaced by Pierluigi Martini (Pérez-Sala's F3000 team-mate in 1986) from round six of the Championship in Detroit.

Martini and Pérez-Sala were teammates in both 1988 and, with Martini outqualifying, outracing and outscoring Pérez-Sala. Pérez-Sala's only point came from a sixth place in the 1989 British Grand Prix. This was the first F1 points score by a Spanish driver in thirty years, and the first race in Minardi's history in which both of the team's cars finished in the points. Along with the two points Martini scored for finishing fifth in the same race, the pair scored enough points to keep Minardi out of pre-qualifying for the rest of the season. At the end of the 1989 season, after failing to qualify for the season ending Australian Grand Prix (while Martini qualified a brilliant 3rd behind only the McLaren-Honda cars of Ayrton Senna and Alain Prost), he left Formula One having started 26 of the 32 Grands Prix that he entered. After his retirement from Formula One, Pérez-Sala became a regular in the Spanish Touring Car Championship, winning the series in 1991 and 1993, before moving into sportscar and endurance racing. He and team-mate Manel Cerqueda won the GTB class title in the Spanish GT Championship in 2003 and 2004, and finished second overall in the championship in 2008 - his last season in competition before retiring.

Since 1990, Pérez-Sala has worked as a commentator and analyst for a number of media outlets, including RTVE, El País and TV3. In addition he is an instructor for racing drivers, and is involved in the Joves Pilots del Circuit de Catalunya programme, an initiative backed by the Generalitat de Catalunya, the Circuit de Barcelona-Catalunya and the motorsport authorities in Catalonia whose graduates include Jaime Alguersuari, Miguel Molina, Dani Clos, Albert Costa and Miki Monrás.

In July 2011, he was recruited as a consultant for the Hispania F1 team, which was founded by former Minardi teammate Campos. On 15 December 2011, it was announced that he would become team principal of HRT, replacing Colin Kolles.

His nephew, Daniel Juncadella, is also a racing driver, best known for winning the 2011 Macau Grand Prix Formula Three race, and has also competed in the Formula 3 Euro Series.

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

Complete Formula One results
(key)

Complete Spanish Touring Car Championship results
(key) (Races in bold indicate pole position; races in italics indicate fastest lap.)

title: Luis Pérez-Sala


text:
Category:Tram transport in the United Kingdom

Transport by tram, street-running light-rail or similar systems in the United Kingdom.