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Clive Hollick, Baron Hollick

Clive Richard Hollick, Baron Hollick (born 20 May 1945) is a British businessman with media interests, and a supporter of the Labour Party.

Early life and career
Hollick was born in Southampton, the son of Olive Mary (née Scruton) and Leslie George Hollick. He was educated at Taunton's Grammar School, Southampton, and then read Politics, Psychology and Sociology at the University of Nottingham. He joined Hambros Bank as a graduate trainee in 1967 and rapidly gained a reputation as a financier and a dealmaker, in 1973 becoming the bank's youngest-ever director.

Vavasseur and MAI
The following year, Hollick became chief executive of JH Vavasseur Group, a failing money broker caught up in the 1973-4 secondary banking crisis. By 1978 the Vavasseur merchant bank was financially secure once again, and Hollick was building it into a successful media company, renaming the group Mills & Allen International (MAI) after taking over advertising billboard company Mills and Allen. The group continued to grow with diversification during the 1980s, expanding into market research and business information services, and buying the National Opinion Polls (NOP) group in 1989 from the Daily Mail & General Trust.

MAI moved into television in 1993, when its subsidiary Meridian Broadcasting won the ITV franchise for South and South East England. The following year it bought Anglia Television for £292m, and in 1995 a 14.8% share in Yorkshire-Tyne Tees, and was a major shareholder in the consortium that was granted the franchise for Channel 5.

United News and Media
In March 1996 the group merged with United Newspapers, publishers of the Daily Express, Daily Star, and a string of local newspapers, to form United News & Media, an international media group with revenues of £2.3 billion and 16,000 employees. Many thought Hollick would meet his match in Lord Stevens of Ludgate, proprietor of United; but it was Stevens who was sidelined as Hollick became chief executive, and within 18 months the Express had undergone a radical shift of political affiliation, dropping its long-standing support for the Conservative Party to become an enthusiastic proponent of Tony Blair's New Labour.

UNM was required to sell its stake in Yorkshire-Tyne Tees as part of the merger, giving Granada control, but the next year it was permitted to add a third ITV franchise to its holdings, HTV, the broadcaster for Wales and the West Country. As ITV continued to consolidate, Hollick proposed to take over Carlton in 2000, which would have made him the dominant player on the network. But his plans were blocked by the then Secretary of State at the DTI, Stephen Byers, who ruled that the merger would only be acceptable if Hollick gave up the prized Meridian franchise – making the deal pointless. Unable to proceed, Hollick sold the three ITV franchises to Granada in July 2000 for £1.75 billion. The UNM share price dived 13% on the news, but history has since revealed that Hollick sold out right at the top of the market. Ironically, the last restrictions on ITV company joint ownership were lifted by the Communications Act 2003, and in February 2004 Granada and Carlton merged to form a single entity ITV plc controlling all of the ITV franchises in England and Wales.

Other parts of UNM were also disposed of advantageously, including the demerging of MAI's original securities business in 1998 as Garban, which subsequently became ICAP; the sale in 1998 of United's Provincial Newspapers including the Yorkshire Post to Johnston Press; the controversial sale of Express Newspapers in 2000 to Richard Desmond, then the owner of a number of pornographic magazines; the sale of the NOP World market research business to GfK in 2005; and the sale of United's 35% stake in Channel 5 to RTL in 2005.

UNM, renamed United Business Media in 2000, is now strongly focussed on business-to-business publications, information services and exhibitions. Principal subsidiaries are PR Newswire, acquired by United in 1982, and CMP Media, acquired in 1999.

Current activities and other interests
Hollick retired as CEO of United Business Media in April 2005 at the age of 60, and promptly became a managing partner at private equity firm KKR, focussing on the media and financial services sectors. This led to speculation that KKR might launch a bid for ITV. In 2006 he was appointed to the supervisory board of media conglomerate VNU, after KKR and Blackstone Group won a difficult takeover battle. He is also vice-chairman of the supervisory board of SBS Broadcasting Group, taken over by KKR and Permira in August 2005, into which in 2007 was merged the German satellite broadcaster ProSiebenSat.1 Media. Hollick is also a director of Diageo (since 2001), and Honeywell International (since 2003).

Other directorships Hollick has held include Hambros Bank, 1973–96; Shepperton Studios (chairman), 1976–79; National Bus Company, 1984–91; Department of Applied Economics, Cambridge University, 1988–95; Logica, 1987–92; British Aerospace, 1992–97. From 2002 to 2008 he was Chairman of the South Bank Centre arts complex in London. He is currently a member of investment bank Jefferies Global Senior Advisory Board.

Hollick has been a longtime supporter and donor to the Labour Party, and was one of the founding backers of the New Labour think tank the Institute for Public Policy Research (IPPR). For a time after the 1997 election, he served as a special advisor to Margaret Beckett and Peter Mandelson at the Department of Trade and Industry. Hollick is a supporter of the 2020 Vision political campaign run by Charles Clarke and Alan Milburn, and currently co-ordinating funds for the campaign. He is a former Patron of Prisoners Abroad, a charity that supports the welfare of Britons imprisoned overseas and their families.

He was created a life peer on 20 June 1991, as Baron Hollick, of Notting Hill in the Royal Borough of Kensington & Chelsea. He is married to Susan Mary Woodford-Hollick and has three daughters.

Hollick has been a partner at the leading European technology and media investment bank GP Bullhound since 2010.

Horllick is a senior advisor at London based venture firm Hambro Perks.

title: Clive Hollick, Baron Hollick


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Radiation zone

A radiation zone, or radiative region is a layer of a star's interior where energy is primarily transported toward the exterior by means of radiative diffusion and thermal conduction, rather than by convection. Energy travels through the radiation zone in the form of electromagnetic radiation as photons.

Matter in a radiation zone is so dense that photons can travel only a short distance before they are absorbed or scattered by another particle, gradually shifting to longer wavelength as they do so. For this reason, it takes an average of 171,000 years for gamma rays from the core of the Sun to leave the radiation zone. Over this range, the temperature of the plasma drops from 15 million K near the core down to 1.5 million K at the base of the convection zone.

Temperature gradient
In a radiative zone, the temperature gradient—the change in temperature (T) as a function of radius (r)—is given by:

 * $$\frac{\text{d}T(r)}{\text{d}r}\ =\ -\frac{3 \kappa(r) \rho(r) L(r)}{(4 \pi r^2)(16 \sigma_B) T^3(r)}$$

where κ(r) is the opacity, ρ(r) is the matter density, L(r) is the luminosity, and σB is the Stefan–Boltzmann constant. Hence the opacity (κ) and radiation flux (L) within a given layer of a star are important factors in determining how effective radiative diffusion is at transporting energy. A high opacity or high luminosity can cause a high temperature gradient, which results from a slow flow of energy. Those layers where convection is more effective than radiative diffusion at transporting energy, thereby creating a lower temperature gradient, will become convection zones.

This relation can be derived by integrating Fick's first law over the surface of some radius r, giving the total outgoing energy flux which is equal to the luminosity by conservation of energy:
 * $$L = -4\pi\,r^2 D\frac{\partial u}{\partial r}$$

Where D is the photons diffusion coefficient, and u is the energy density.

The energy density is related to the temperature by Stefan–Boltzmann law by:
 * $$U = \frac{4}{c} \, \sigma_B \, T^4 $$

Finally, as in the elementary theory of diffusion coefficient in gases, the diffusion coefficient D approximately satisfies:
 * $$ D = \frac{1}{3}c\,\lambda $$

where λ is the photon mean free path, and is the reciprocal of the opacity κ.

Eddington stellar model
Eddington assumed the pressure P in a star is a combination of an ideal gas pressure and radiation pressure, and that there is a constant ratio, β, of the gas pressure to the total pressure. Therefore, by the ideal gas law:
 * $$\beta P = k_B\frac{\rho}{\mu}T$$

where kB is Boltzmann constant and μ the mass of a single atom (actually, an ion since matter is ionized; usually a hydrogen ion, i.e. a proton). While the radiation pressure satisfies:
 * $$1-\beta = \frac{P_\text{radiation}}{P} =\frac{u}{3P} =\frac{4\sigma_B}{3c} \frac{T^4}{P} $$

so that T4 is proportional to P throughout the star.

This gives the polytropic equation (with n=3):
 * $$P = \left(\frac{3c k_B^4}{4\sigma_B\mu^4}\frac{1-\beta}{\beta^4}\right)^{1/3}\rho^{4/3}$$

Using the hydrostatic equilibrium equation, the second equation becomes equivalent to:
 * $$-\frac{GM\rho}{r^2} = \frac{\text{d}P}{\text{d}r} = \frac{16\sigma_B}{3c(1-\beta)}T^3\frac{\text{d}T}{\text{d}r}$$

For energy transmission by radiation only, we may use the equation for the temperature gradient (presented in the previous subsection) for the right-hand side and get
 * $$GM = \frac{\kappa L}{4\pi c (1-\beta)}$$

Thus the Eddington model is a good approximation in the radiation zone as long as κL/M is approximately constant, which is often the case.

Stability against convection
The radiation zone is stable against formation of convection cells if the density gradient is high enough, so that an element moving upwards has its density lowered (due to adiabatic expansion) less than the drop in density of its surrounding, so that it will experience a net buoyancy force downwards.

The criterion for this is:
 * $$\frac{\text{d}\,\log\,\rho}{\text{d}\,\log\, P} > \frac{1}{\gamma_{ad}}$$

where P is the pressure, ρ the density and $$\gamma_{ad}$$ is the heat capacity ratio.

For a homogenic ideal gas, this is equivalent to:
 * $$\frac{\text{d}\,\log\,T}{\text{d}\,\log\, P} < 1-\frac{1}{\gamma_{ad}}$$

We can calculate the left-hand side by dividing the equation for the temperature gradient by the equation relating the pressure gradient to the gravity acceleration g:

 * $$\frac{\text{d}P(r)}{\text{d}r}\ =\ g\rho \ = \ \frac{G\,M(r)\,\rho(r)}{r^2}$$

M(r) being the mass within the sphere of radius r, and is approximately the whole star mass for large enough r.

This gives the following form of the Schwarzschild criterion for stability against convection:
 * $$\frac{3}{64\pi\sigma_B\,G} \frac{\kappa\,L}{M}\frac{P}{T^4} < 1-\frac{1}{\gamma_{ad}}$$

Note that for non-homogenic gas this criterion should be replaced by the Ledoux criterion, because the density gradient now also depends on concentration gradients.

For a polytrope solution with n=3 (as in the Eddington stellar model for radiation zone), P is proportional to T4 and the left-hand side is constant and equals 1/4, smaller than the ideal monatomic gas approximation for the right-hand side giving $$1-1/\gamma_{ad}=2/5$$. This explains the stability of the radiation zone against convection.

However, at a large enough radius, the opacity κ increases due to the decrease in temperature (by Kramers' opacity law), and possibly also due to a smaller degree of ionization in the lower shells of heavy elements ions. This leads to a violation of the stability criterion and to the creation of the convection zone; in the sun, opacity increases by more than a tenfold across the radiation zone, before the transition to the convection zone happens.

Additional situations in which this stability criterion is not met are:
 * Large values of $$L(r)/M(r)$$, which may happen towards the star core's center, where M(r) is small, if nuclear energy production is strongly peaked at the center, as in relatively massive stars. Thus such stars have a convective core.
 * A smaller value of $$\gamma_{ad}$$. For semi-ionized gas, where approximately half of the atoms are ionized, the effective value of $$\gamma_{ad}$$ drops to 6/5, giving $$1-1/\gamma_{ad}=1/6$$. Therefore, all stars have shallow convection zones near their surfaces, at low enough temperatures where ionization is only partial.

Main sequence stars
For main sequence stars—those stars that are generating energy through the thermonuclear fusion of hydrogen at the core, the presence and location of radiative regions depends on the star's mass. Main sequence stars below about 0.3 solar masses are entirely convective, meaning they do not have a radiative zone. From 0.3 to 1.2 solar masses, the region around the stellar core is a radiation zone, separated from the overlying convection zone by the tachocline. The radius of the radiative zone increases monotonically with mass, with stars around 1.2 solar masses being almost entirely radiative. Above 1.2 solar masses, the core region becomes a convection zone and the overlying region is a radiation zone, with the amount of mass within the convective zone increasing with the mass of the star.

The Sun
In the Sun, the region between the solar core at 0.2 of the Sun's radius and the outer convection zone at 0.71 of the Sun's radius is referred to as the radiation zone, although the core is also a radiative region. The convection zone and the radiation zone are divided by the tachocline, another part of the Sun.

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

title: Radiation zone


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Rum ball

Rum balls are a truffle-like confectionery cake of cookie butter flavoured with chocolate and rum. They are roughly the size of a golf ball and often coated in chocolate sprinkles, desiccated coconut, or cocoa. As their name implies, these treats contain rum. Because they are not baked, the alcohol flavour and kick are not neutralized during preparation. Rum balls are especially popular during the holiday season.

Rum balls are a popular Christmas treat in England, Australia, Canada, Germany, New Zealand, the United States, Austria, Slovenia, Hungary, Greece and the Czech Republic. In Denmark they are enjoyed year round and known as either romkugle, trøffel or sputnik, depending on the specific region. In Poland, also not necessarily associated with Christmas, the rum ball is known as bajadera (not to be confused with a Croatian confection of the same name).

There are many different ways to make rum balls, as recipes vary from region to region and family to family. All rum balls must include chocolate and rum, but the rest of the ingredients vary in kind, form, and amount.

To make rum balls, the cake (or biscuit) material is crushed and mixed with fat, cocoa and a moist binding ingredient, such as jam or condensed milk. Other optional ingredients can also be added, such as nuts. When the mixture holds together firmly, it is rolled into balls and then coated.

In Hungary they are made in a similar way, but usually rolled in sugar. Ground walnut and raisins are sometimes added to the rum ball ingredients. Some Hungarian rum balls are made with whole cherries placed inside the balls, and then rolled in coconut flakes (kókuszgolyó).

Rum balls closely resemble brigadeiros, a Brazilian sweet; however, brigadeiros are made from condensed milk.

The world's largest rum ball was created in Mejdal, Denmark on 11 June 2017, weighing 31 kg.

title: Rum ball


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Talk:Filtration

Filtration vs. Filtering
This page discusses only chemical filtration. What about using other filters (optical, signal, software, etc?) Is it OK to use "filtration" for them too, or should one use "filtering" instead? Can we say "filtering" for chemical filtration? Jorge Stolfi 00:46, 3 Dec 2004 (UTC)
 * Filtration is the term that scientists and engineers use, but a better disambiguation note would do not harm. However, we are not talking here about chemical filtration, but rather filtration as a physical operation in chemistry in chemical engineering and in industry in general. LouisBB 18:55, 2 December 2007 (UTC)

 * In my opinion, a disambiguation page would be useful, so that Wikipedia users could navigate more readily to the specific kind of filtration they want. This article could be renamed Filtration (solid-fluid) and linked to the disambiguation page.ChemE50 (talk) 18:04, 14 August 2009 (UTC)

 * There is already a good disambiguation page at Filter, that serves almost all of the requirements needed of a new filtration disambiguation page. Wouldn't it be easier to rewrite the first two lines of this article ("... for all other uses of the terms "filtration" and "filter", see Filter") and beef-up the existing disambiguation page? Wikiwayman (talk) 09:08, 17 August 2009 (UTC)

Filter efficiency and the word "further"
I removed the reference to "further" disadvantages, since no other disadvantages had been mentioned.

I also removed the comment about filter efficiency decreasing as solids are trapped. In fact that increases the filter's efficiency, defined as the percentage of solids removed, by decreasing the average size of a pore. The disadvantage is that as channels in the filter are plugged, the effective lumen is decreased and the resistance to flow goes up. CarlFink 11:45, 8 May 2007 (UTC)

Flow
The section on Flow is odd. It only refers to liquids, and says things that aren't true (or at least I don't know of a cite for liquids "mostly" flowing via gravity. And by its topic it should really be "propulsion" or something.  I was expecting a discussion of crossflow vs. direct flow filtration.

Speaking of which, why is the illustration at the top of the relatively obscure crossflow filtration? CarlFink 11:48, 8 May 2007 (UTC)

I quite agree. I've edited and re-titled the Flow section today so that it makes more sense. I'm also doing some work on the crossflow filtration page, so the article will make more sense in that context.

Anyone want to draw a diagram of direct flow filtration? Wikiwayman (talk) 09:30, 17 July 2009 (UTC)

 * I don't know of a cite for liquids "mostly" flowing via gravity. - Capillary action? It mightn't flow far, but technically it still flows. Ferrofluids can flow due to magnetism. So there are some very obscure exceptions to flowing by gravity. --Chriswaterguy talk 17:53, 16 December 2010 (UTC)

Filtration is a wide subject
More expertise is required on the subject. A new section is required for Filtration equipment or Filters, and a serious re-write to improve its quality standard. There is no need for the restriction to liquid filtration. LouisBB 18:55, 2 December 2007 (UTC)

Vandalism
Just looking at the history for this article, there has been a lot of garbage text thrown in; thankfully, several reverts have converted the article back into a more readable form. Does anyone have any insight why this article is such a target? Dagordon01 (talk) 01:37, 26 June 2008 (UTC)

A purely mechanical process?
The very opening of this article begins "Filtration is a mechanical or physical operation..." Is this genuinely true? This comes from a discussion on the Filter (aquarium) page where we are discussing biological filters. These use bacterial processes to remove ammonia from the water and are universally known as "filters" in this context. Most dictionaries I have consulted on this seem to talk vaguely above removing impurities with no indication of mechanisms involved. CrispMuncher (talk) 21:36, 14 December 2008 (UTC)

Filtration is a physical process, but commercially the term "filter" is used to describe devices that do more than just filter, as in the biofilter. I've added a bit to the introduction to make the distinction clear. Wikiwayman (talk) 08:21, 5 August 2009 (UTC)

Baffle box
Baffle box might be mentioned here 91.182.235.144 (talk) 15:58, 25 November 2010 (UTC)

Adsorption
The way I was taught the meaning of "filter," it works by adsorption. (This was during a Masters degree in water engineering - just to point out it wasn't an amateur thing.) However, here it says "Filtration differs from adsorption..."

Either there are different usages, or someone is wrong (my teacher or this article).

I suspect that sand filters in water treatment rely heavily on adsorption - the fact that removal of impurities continues deep into a slow sand filter seems to support this idea. --Chriswaterguy talk 17:57, 16 December 2010 (UTC)

 * Yes, I agree. Similarly in trickling filters in sewage treatment the principle treatment process is through adsorbtion and not absorption .  Velella  Velella Talk  20:00, 16 December 2010 (UTC)

huge concept, skimpy article
This is a huge concept, huge industry. Very broad in real world. But we have a really tiny article. :( TCO (Reviews needed) 05:55, 1 January 2012 (UTC)
 * Well, there are a lot of "skimpy articles" for "huge concepts," especially for technology. Few editors here (me included) are conversant in technology, most of us are students or some sort of academic. Many neglected articles end up as accretions of almost trivia motivated by earnest, well intentioned editors who are incapable of contributing what the articles need and what these editors wish they could write.  Rather than trying to write a properly fleshed out articles (in the quest for FA and similar goals), an alternative approach is to identify and address these "huge concepts" to ensure that (1) the big real world app is mentioned prominently (2) with a real reference to a review or a book per WP:SECONDARY.  If we satisfy #1 and #2 for most articles, we render a the most important service to the readership.--Smokefoot (talk) 14:58, 1 January 2012 (UTC)

Scope and lead sentence
Filtration is a physical, biological or chemical operation that separates solid matter and fluid from a mixture with a filter medium that has a complex structure through which only the fluid can pass. (lead sentence at 16:06, 12 May 2021 (UTC))

Separating solid matter from a fluid by passing it through a structure through which only the fluid can pass for reasons of particle size is a physical operation. Does it count as a biological operation when used by filter feeders, or does biological filtration imply other mechanisms besides purely mechanical porosity restrictions?

In industry filtration is a term also applied to adsorption, where gas and liquid impurities are removed from a fluid, but can and will pass through the filter if there is no more active surface available, or if insufficient time is spent within the filter medium to make contact with an available adsorption site.

Should this article cover these aspects or not, if not, the lead should explain why not, and the reader should be redirected to articles which do cover the other processes commonly termed filtration. · · · Peter Southwood (talk): 16:06, 12 May 2021 (UTC)

 * - Yes, IMHO it should, and I have added sub-sections with some text to encourage a rather more balanced article. The whole article before I added anything read like a poor undergrad assignment although I can't see any evidence of that in the history. It is in dire need of some good references. Please feel free to add, expand, reference or amend.  Velella  Velella Talk  18:56, 12 May 2021 (UTC)
 * , Thanks, I may do that if I feel the inspiration, which mainly means if I run into something from a reliable source that I think should be in this article, and remember to do it. Creating an infrastructure to support expansion will probably encourage it, so may do a bit of that too. Cheers, · · · Peter Southwood (talk): 07:39, 13 May 2021 (UTC)

title: Talk:Filtration


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Johnny Cecotto

Johnny Alberto Cecotto Persello (born 25 January 1956), better known as Johnny Cecotto, is a Venezuelan former professional Grand Prix motorcycle racer and auto racer. He rose to prominence as a teenage prodigy in 1975 when he became the youngest motorcycle road racing world champion at the age of 19. Despite the auspicious beginning to his motorcycle racing career, he suffered numerous injuries and mechanical problems which curtailed his success in motorcycle Grand Prix racing.

At the age of 24, Cecotto turned his attention to auto racing where he reached the pinnacle of the sport as a Formula One driver. He later became a successful Touring Car racer. He is the last of a select group of competitors who competed at the highest level in motorcycle and auto racing, which includes John Surtees and Mike Hailwood among others.

Early career
Cecotto was born in Caracas, Venezuela to Italian immigrant parents. His father was a motorcycle shop owner and former motorcycle racer who had won the Venezuelan national championship on a 500cc Norton. He followed his father's career path and began motorcycle racing at a young age, first competing on a Honda CB750 and a Kawasaki triple before gaining the support of the Venezuelan Yamaha importer.

Cecotto rode a Yamaha TZ350 to win the 1973 Venezuelan road racing national championship at the age of 17. After the death of Jarno Saarinen at the 1973 Nations Grand Prix, Cecotto adopted a new helmet color scheme with two pointed red stripes that was based on Saarinen's helmet colors, in honor of the fallen rider. He would keep the helmet design through the remainder of his career.

Cecotto successfully defended his title by reclaiming the Venezuelan national championship in 1974, and also won the 1974 South American motorcycle road racing championship, a one-race event held at the Interlagos Circuit near São Paulo, Brazil. In his first international racing outside of South America, he finished 35th overall at the Daytona 200 on a Yamaha 350cc, and suffered a mechanical failure after only 5 laps at the Imola 200.

Daytona success
Cecotto rose to international prominence at the 1975 Daytona 200 motorcycle race with one of the more inspired rides in the history of the event. At the time, the Daytona 200 was considered one of the most prestigious motorcycle races in the world, attracting world champions such as Giacomo Agostini and Barry Sheene. He arrived at Daytona as an unknown rookie aboard an unmodified Yamaha TZ750 sponsored by Venemotos, Yamaha's Venezuelan importer.

The unheralded teenager promptly raised his profile by qualifying on the front row shared with pole-sitter Kenny Roberts, Gene Romero, Teuvo Lansivuori and Steve Baker. As Cecotto took his place on the starting grid, race officials noticed a puddle of fluid developing beneath his motorcycle. With the start of the race just moments away, the officials made the decision to remove Cecotto and his motorcycle from the grid for safety reasons. As the race was started without Cecotto, officials discovered that the fluid was only water overflowing from the radiator and posed no safety hazard.

Officials allowed Cecotto re-enter the race however, by then he was in last place. With an impressive display of riding ability, Cecotto passed half the field of competitors on the first lap alone. Two laps later, he was up to 26th place. By the fifth lap he was in 18th place and by the end of the tenth lap he was in tenth place. On the 50th lap, he caught and passed Agostini for third place before his motorcycle began to overheat, forcing him to reduce his pace and settle for a third place behind the eventual winner Gene Romero and second place Steve Baker. On the event of the 50th anniversary of the Daytona 200 in 1991, the American Motorcyclist Association convened a panel of motorcycling press and former racers, who named Cecotto's accomplishment as the top performance in the first 50 years of the race.

World champion
One month after his Daytona performance, Cecotto traveled to Europe where he continued his meteoric rise with a victory at the prestigious Imola 200 F750-championship race after Agostini's engine seized while American champion Kenny Roberts withdrew due to a wrist injury.

Cecotto continued his impressive streak by scoring a double victory in the first world championship Grand Prix race of his career. At the season opening French Grand Prix held at the Paul Ricard Circuit, he set the fastest lap time en route to winning the 250cc race and, followed that performance by leading the 350cc race from start to finish to win by a 25-second margin over the seven-time 350cc world champion Agostini. He had originally planned to compete in two or three European events but, after his performance at the French Grand Prix, he gained full sponsorship for the remainder of the season aboard an ex-Agostini TZ350. He went on to win three more races and defeated Agostini, for the 350cc World Championship. At the age of nineteen, he was the youngest ever world champion until Loris Capirossi won the 1990 125cc world championship at the age of 17. He was competitive in the 250cc world championship with two victories however, a crash at the German Grand Prix and then engine problems for his motorcycle left him in fourth place in the final standings.

Later career
In 1976, Cecotto returned to the Daytona 200, now with full support from the Yamaha factory racing team. The race turned into a battle between Cecotto and his Yamaha teammate, Kenny Roberts. Their grueling pace proved too much for their tires and on the 33rd of the 52 laps Roberts slowed with a worn rear tire. Nine laps from the end, Roberts' tire blew apart, almost making him lose control before he limped back into the pits. Cecotto's pit crew attempted to wave him into the pits with three laps remaining to check on his tire but, he ignored their signal and continued on to win the race. Afterwards, his shredded tires showed how close he was to suffering the same fate as Roberts.

Cecotto moved up to the premier 500cc class riding a year-old Yamaha YZR500 for a Yamaha-supported satellite team operated under the Venemotos team banner. Suzuki's Barry Sheene was expected to be his main competitor for the 1976 world championship. He began the season with a promising second-place finish behind Sheene at the season-opening French Grand Prix however, Cecotto struggled to come to grips with the Yamaha, falling 13 times in subsequent races. He failed to score any further points after the French round and shortly after the Italian Grand Prix, he gave up on the 500cc class completely to concentrate on defending his 350cc title. He finished the 500cc season in a disappointing 20th place as Sheene won the 500cc world championship. He also lost his 350cc crown in a tight battle with Harley-Davidson mounted Walter Villa.

While Cecotto possessed a natural riding ability, some observers speculated that he had won too early in his career without fully understanding how he had accomplished it. Yamaha Team Manager and former world champion Rod Gould said, "I think Cecotto was going fast and didn't really know why. Now he doesn't know why he's going slower and crashing." Cecotto's results were also affected by the Venemotos team's disorganization and lack of preparation. According to his Yamaha factory mechanic Vince French, on several occasions, the team failed to file official race entry forms or failed to secure garage space thus delaying vital practice time. On other occasions, the team failed to provide equipment required by race organizers causing further delays.

At the beginning of the 1977 season, Cecotto was badly injured in a deadly four rider accident at the Austrian Grand Prix that claimed the life of Swiss rider Hans Stadelmann. He recovered from his injuries in time for the Swedish Grand Prix where he finished in second place, 2.9 seconds behind winner Barry Sheene. Cecotto then won two consecutive races with victories at the Finnish Grand Prix and the Czechoslovak Grand Prix where he also won the 350cc Grand Prix. Despite missing most of the season due to injuries, he still ranked fourth in the final championship standings.

Cecotto began the 1978 season by winning the Imola 200 for a second time but, he faced a new rival for the world championship with the arrival of Kenny Roberts. Although he scored four podium finishes including a narrow victory by 1/10ths of a second over Roberts at the 1978 Dutch TT, he failed to score consistent results and suffered four mechanical failures, as Roberts won the world championship ahead of Sheene and the third placed Cecotto. He was more successful in the 1978 Formula 750 world championship, where despite four victories by Roberts, Cecotto was able to score three victories along with three second-place finishes to secure the championship.

Cecotto suffered a badly broken kneecap at the 1979 Austrian Grand Prix at the Salzburgring and missed half the season due to his injuries. He rejoined the championship for the final four races but, with his injuries still causing him pain, he failed to score consistent results as, Roberts won his second consecutive 500cc world championship. Although he won 5 races in the 1979 Formula 750 world championship, his inconsistent results relegated him to third place in the final standings.

As a result of Roberts' success for the Yamaha team along with Cecotto's inconsistent performances, Yamaha withdrew their factory support for him after the 1979 season. He went into the 1980 season competing as a privateer aboard a Bimota chassis powered by a Yamaha engine in the 350cc class and a production Yamaha in the 500cc class. He began the year with a victory at the 1980 Imola 200, joining Kenny Roberts as three-time winners of the event. His world championship campaign started on a positive note when, he scored a victory at the season opening 350cc French Grand Prix along with a fourth-place finish in the 500cc race however, after his initial success his motorcycles suffered numerous mechanical failures and, he could do no better than a fourth-place finish in the 350cc championship along with a seventh place in the 500cc championship. After the 1980 season, he decided to quit motorcycle racing at the age of 24 to pursue an auto racing career. He retired with twelve 500cc pole positions in 28 starts, giving him one of the highest pole position per start ratios in motorcycle Grand Prix history.

Formula racing
Cecotto made his four-wheeled debut with Minardi in the Formula Two Championship. In the Formula Two season, driving for the March-BMW team, he won three races and finished the season tied for first place with his teammate Corrado Fabi, but was relegated to runner up by the tie breaker system. Nevertheless, his performance garnered enough attention that he was offered a seat in Formula One.

In Formula One, Cecotto participated in 23 races, debuting on March 13, 1983 for the Theodore Racing team. He had a promising start as he scored a sixth place in only his second race; however, the team suffered from lack of funding and he was forced to sit out the final two rounds. For the 1984 season, he joined the Toleman racing team with Ayrton Senna as his team mate. While qualifying for the British Grand Prix, he crashed heavily, breaking both of his legs which effectively ended his Formula One career. His sixth place at Long Beach stood as the best result for a Venezuelan driver until Pastor Maldonado's victory in the Spanish Grand Prix 29 years later.

Touring cars
After recovering from his injuries, Cecotto returned to competition in the flourishing Group A Touring Car category for the famed Schnitzer Motorsport BMW team, with his best finish being 2nd at the 1985 Spa 24 Hours with Dieter Quester and Markus Oestreich. He then traveled to Australia where he finished second in the 1985 James Hardie 1000 at the Mount Panorama Circuit in Bathurst, driving the BMW 635 CSi he drove at Spa, jointly winning the races "Rookie of the Year" award with his co-driver Roberto Ravaglia. During practice for the James Hardie, Cecotto professed surprise when told by former motorcycle racing rival Gregg Hansford, who was driving an Alfa Romeo GTV6 in the race, that they raced motorcycles at Mt Panorama as well as cars, claiming that he would think twice before racing a bike there (Hansford was at the time the 350cc motorcycle lap record holder for the 6.172 km (3.835 mi) circuit).

In 1986 he joined Belgian based factory backed RAS Sport Volvo team in the renamed (for 1986 only) FIA Touring Car Championship driving a turbocharged Volvo 240T. Usually co-driving with defending European Touring Car Champion Thomas Lindström, Cecotto finished 8th in the championship with two wins (Hockenheim and Zolder), two second and two third placings. He also drove a 240T to victory at the 1986 Guia Race held during the Macau Grand Prix, as well as winning the 1986 InterTEC 500 held at Fuji in Japan alongside Anders Olofsson. After Volvo pulled out at the end of the 1986 season, Cecotto re-joined BMW and competed in the 1987 World Touring Car Championship driving a BMW M3 for the Italian CiBiEmme team alongside joint 1985 ETCC champion Gianfranco Brancatelli. The pair won the third round of the championship, the 500 km de Bourgogne at Dijon-Prenois, before being the first WTCC registered car to finish the first Australian round, the 1987 James Hardie 1000. Although Cecotto and Brancatelli only finished in 7th place at Bathurst, as the first registered car to finish they were awarded first place points. In 1989 he captured the Italian Touring Car Championship. Cecotto finished in 8th place with Brancatelli in the 1987 World Touring Car Championship with 158 points.

From 1988 to 1992, Cecotto competed in the Deutsche Tourenwagen Meisterschaft (DTM, German Touring Car Championship). Driving a Schnitzer Motorsport BMW M3, he finished as runner up in the 1990 season. He also participated in endurance racing, winning the 1990 24 Hours of Spa and the 1992 24 Hours of Nürburgring. In 1994 and 1998 he won the German Super Tourenwagen Cup Championship for BMW. In 1995 he raced in the British Touring Car Championship (BTCC) for BMW. In 2001 and 2002, he switched to the Irmscher Opel Omega and won the German V8Star Series Championship two years running.

Later life
Cecotto currently devotes most of his time to supporting the professional auto racing career of his sons, Johnny Cecotto Jr. and Jonathan Cecotto.

Motorcycle Grand Prix results
Source:

(key) (Races in bold indicate pole position; races in italics indicate fastest lap)

Complete European Formula Two Championship results
Source:

(key) (Races in bold indicate pole position; races in italics indicate fastest lap)

Complete Formula One World Championship results
Source:

(key) (Races in bold indicate pole position)

Complete European Touring Car Championship results
Source:

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

Complete World Touring Car Championship results
Source:

(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap) † Despite finishing 7th outright at Bathurst, as the highest placed registered WTCC car Cecotto was awarded 1st place points for the round.

Complete Deutsche Tourenwagen Meisterschaft/Masters results
Source:

(key) (Races in bold indicate pole position; races in italics indicate fastest lap)

Complete German GT Cup results
Source:

(key) (Races in bold indicate pole position; races in italics indicate fastest lap)

Complete Super Tourenwagen Cup results
Source:

(key) (Races in bold indicate pole position; races in italics indicate fastest lap)

Complete British Touring Car Championship results
(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)

24 Hours of Le Mans results
Source:

title: Johnny Cecotto


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Julian Bailey (racing driver)

Julian Terence Bailey (born 9 October 1961) is a British former Formula One driver from England, who raced for the Tyrrell and Lotus teams.

Racing career
Although born in the United Kingdom, Bailey was raised in Menorca, Spain. He became an accomplished Formula Ford 1600 racer in Britain, winning the important Formula Ford Festival at Brands Hatch. In 1987 he got his chance to race in Formula 3000, in a GA Motorsport Lola, in which he won in only his third Formula 3000 race, becoming the first British driver to win a race in the formula. This attracted the attention of Ken Tyrrell, and Bailey was recruited to drive for the Formula One team the following year. The car was very uncompetitive and he did not score a single point, while his teammate Jonathan Palmer scored five. In 1989 he joined the Nissan sports car factory team, and tried to get back into Formula One in 1991 with Lotus. He finished sixth in the San Marino Grand Prix but didn't retain his drive after Monaco. During his Formula One career he was entered in 20 Grands Prix, qualifying for seven at a time when the grids were over-subscribed, and scored a total of one championship point.

In 1992 Bailey joined the Toyota BTCC team, and the following season, he finished fifth in the championship, although his season is best remembered for his collision with teammate Will Hoy at Silverstone, which flipped Hoy's car onto its roof leading BBC commentator Murray Walker to quip "The car upside down is a Toyota!" (a pun on the company's UK advertising slogan "The car in front is a Toyota"). In the following round at Knockhill, he took his one and only BTCC win. The next two seasons were less successful, although he outscored 1991 champion Hoy in both their seasons as teammates. Toyota withdrew from the BTCC as a works team at the end of 1995, but Bailey was still contracted to them. For 1996, Bailey competed in the South African Touring Car Championship (SATCC) for Minolta Toyota. He has raced primarily in sports cars since. For 1997, Bailey joined Lister, eventually winning the British GT Championship in 1999 and the FIA GT Championship in 2000 in a Lister Storm.

Personal life
Bailey's stepson, Jack Clarke, is also a racing driver with experience in Formula BMW and Formula Palmer Audi. In 2009 he graduated to the FIA Formula Two Championship, and in 2014 moved to the British Touring Car Championship.

Post-racing career
In 2008, he joined with ESPN STAR Sports as a guest commentator for a number of Formula One races.

Top Gear
On the show Top Gear, he was one of several drivers to appear as The Stig.

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

Complete Formula One results
(key)

Complete British Touring Car Championship results
(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)

Complete Bathurst 1000 results
* Super Touring race

Complete British GT Championship results
(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)

title: Julian Bailey (racing driver)


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Ken Wharton

Frederick Charles Kenneth Wharton (21 March 1916 – 12 January 1957) was a British racing driver from Smethwick, England. He competed in off-road trials, hillclimbs, and rallying, and also raced sports cars and single-seaters. He began racing in the new National 500cc Formula in his own special, and later acquired a Cooper. His World Championship Grand Prix debut was at the 1952 Swiss event, run to Formula 2 regulations, where he started from 13th position on the grid and finished 4th. He participated in a total of 15 World Championship Grands Prix, from which he scored three championship points.

On 17 August 1935, he was involved in a crash at Donington Park while driving an Austin in an 850 c.c. race. The incident, which saw him overturn at Red-gate corner occurred on lap one of five. Wharton escaped with abrasions to the arm.

In 1951 he "travelled abroad, with Peter Bell's 2-litre E.R.A., to finish 3rd overall in the Susa/Mont Cenis hill-climb and 4th overall in the Aosta/Grand Saint Bernard hill-climb. With a Cooper 500, he also competed in the German Freiburg hill-climb where he was runner-up in the 500 cc class to Stirling Moss." Wharton won the Freiburg event outright in the E.R.A. on 5 August, climbing the 7.4 miles of the Schauinsland Pass, in 8 minutes 5.33 seconds. On 19 August he was fastest at the Vue des Alpes hill-climb, with a time of 3 minutes 57.8 seconds. He won the British Hill Climb Championship every year from 1951 to 1954, and remains the only driver to have won four successive BHCC titles. Other successes with ERA R4D included winning the Brighton Speed Trials in 1954, 1955 and 1956.

Success in rallies included winning the Tulip Rally in 1949, 1950 and 1952, driving Fords. He also became the British Trials Champion.

On 4 July 1954, he and Peter Whitehead won the Reims 12-hour race in a Jaguar D-Type.

In 1957 Wharton was fatally injured when his Ferrari Monza crashed in a sports-car race at the Ardmore Circuit in Auckland, New Zealand. More than 1,100 people attended his funeral, including his mother, father, sister, aunt, uncle and cousins.

Complete World Championship results
(key)

title: Ken Wharton


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Lella Lombardi

Maria Grazia "Lella" Lombardi (26 March 1941 – 3 March 1992) was an Italian racing driver who participated in 17 Formula One World Championship Grands Prix. Lombardi is one of two female drivers to qualify for Formula One and is the only female driver who scored points in Formula One.

Lombardi grew up in Italy and developed an interest in racing by driving a delivery van for her family. Starting in karting and moving to Formula Monza and Formula Three, Lombardi advanced through racing until she reached Formula One. She is the only woman to win points in Formula One, winning half a point in the 1975 Spanish Grand Prix. Lombardi was also the first woman to qualify and compete in the Race of Champions at Brands Hatch and raced in sports cars. She won the 6 Hours of Pergusa and the 6 Hours of Vallelunga.

Lombardi's story has impacted generations of racers. Her experience has shaped the involvement of women in racing and how people perceive women in the racing industry.

Personal life
Lombardi was born in Frugarolo, a small town in Piedmont in Italy. Her father was a butcher, who gave Lella her first job as a delivery driver for the family's shop. At first, Lombardi’s father found her passion for racing hard to accept but embraced it once she finished runner-up in a 1968 race. Lella Lombardi was also one of the first female racers in a same-sex relationship. Lombardi died of breast cancer in Milan on 3 March 1992. She was 50 years old and was buried in Frugarolo. She was survived by her partner, Fiorenza. Lombardi is commemorated by a sculpture in her birthplace, Frugarolo.

Formula One
After a brief experience with karting as a child, Lombardi bought her first car in 1965, racing in Formula Monza. She moved on to Formula Three in 1968. In 1974, Lombardi was signed to drive the Shellsport-Luxembourg Lola in Formula 5000 and finished fourth. Initially, Lombardi tried to qualify for Formula One with a privately entered Brabham supported by the Italian Automobile Club but failed to qualify. That winter, she met an Italian nobleman, Count Vittorio Zanon, who sponsored her entrance into F1. In 1975, Lombardi was invited to join Vittorio Brambilla and Hans-Joachim Stuck on the March engineering team, racing the full season with Zanon's Lavazza Coffee Company’s sponsorship. At the opening race of the campaign in South Africa, Lombardi became the first woman, since Maria Teresa de Filippis in 1958, to successfully qualify for a Grand Prix. 1975 would prove to be an eventful season for the March Team, as Lombardi scored half a Championship point in the Spanish Grand Prix. This was because the race only lasted 23 laps until Lombardi was forced to retire with a fuel system problem, while the race suffered a major tragedy when the rear wing on Rolf Stommelen's Embassy Hill broke, sending him into the barrier. While trying to avoid Stommelen as he crossed the track, Carlos Pace crashed, and five spectators were killed by Stommelen's flying car. The race continued for another four laps, resulting in Lombardi’s sixth-place finish and, with the race being stopped before three-fourths of the scheduled race distance was reached, all points were halved. Lombardi also successfully performed at other races, including the German Grand Prix at the Nürburgring, where she finished seventh. At the United States Grand Prix at Watkins Glen, Lombardi had a one-off drive for Williams. However, she was prevented from starting due to an ignition problem.

In 1976, Lombardi was confirmed at March Engineering alongside Brambilla and Stuck. She finished 14th at the Brazilian Grand Prix that year, and subsequently, the team decided to replace her with Ronnie Peterson. Then, Lombardi briefly moved to RAM Racing, her best result being 12th at the Austrian Grand Prix.

Race of Champions
In 1974, Lombardi was the first female racing driver to qualify and compete at the Race of Champions in Brands Hatch. She raced a Lola-Chevrolet and finished 14th. In the 1975 event, she was once again able to qualify and compete with a March-Ford. She was retired after 20 laps.

Sports cars
Lombardi later raced in sports cars. In 1979, she won the 6 Hours of Pergusa and the 6 Hours of Vallelunga. She also competed four times at the 24 hours of Le Mans, where she finished 20th in 1976 in a Lancia Stratos Turbo.

Lombardi had also raced in the Firecracker 400 NASCAR race at the Daytona International Speedway in 1977. There were two other female drivers in the field: American Janet Guthrie and Belgian Christine Beckers. Lombardi finished 31st.

Lombardi retired from racing in 1988. In 1989, she founded her own racing team, Lombardi Autosport.

Legacy
Lella Lombardi’s racing career has influenced the perceptions of subsequent generations of women in racing. Lombardi is considered an F1 trailblazer, after which women increasingly joined Formula One in many capacities aside from driving. According to The Multimedia Encyclopedia of Women in Today's World, because of Lella Lombardi, there are more women involved in other aspects of Formula One, especially "traditionally female" jobs such as modeling. Lombardi is also used as one of the reference points for women in racing. Journalist Phil Pash reports that though Lombardi viewed racing as a masculine sport, she succeeded regardless because of her 'competitive spirit.' Among others who comment on the effects of Lombardi’s legacy is Matt Majendie, who writes about Jamie Chadwick. Chadwick argues that for women entering Formula One in 2022, financial support is a greater obstacle than gender. Majendie argues this by citing Lombardi’s example as a racer, who despite her gender, successfully entered Formula One. This need for financial support is combated by the rise of the W-series, which started in October 2018. The W-series is a women’s racing championship, which eliminates financial barriers, and gives equal opportunity to female racers. As an example of successful women produced by Formula One, Lombardi is credited with making Formula One accessible to women.

Complete European F5000 Championship results
(key) (Races in bold indicate pole position; races in italics indicate fastest lap.)

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

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

Complete Shellsport International Series results
(key) (Races in bold indicate pole position; races in italics indicate fastest lap)

Complete British Formula One Championship results
(key) (note: results shown in bold indicate pole position; results 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. )

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

title: Lella Lombardi


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Neville Lederle

Neville Lederle (25 September 1938 – 17 May 2019) was a racing driver from South Africa. He participated in two World Championship Formula One Grands Prix, scoring a single championship point.

Early life
Lederle was born in Theunissen, Orange Free State and schooled at St Andrews in Bloemfontein.

Formula One career
Starting out in Formula One with his Ford-engined Lotus 18 in 1961, he retired from the Rand Grand Prix and only managed 14th in the Cape Grand Prix in January 1962. Later that year, however, he acquired a Lotus 21 with a Climax engine and came fifth in the 1962 Rand Grand Prix and fourth in the Natal Grand Prix. This form led him to a sixth place in the World Championship South African Grand Prix and thus a World Championship point in his first event at that level.

In 1963 Lederle broke a leg in practice for the Rand 9 Hours sports car race and missed a large part of the 1964 season whilst recovering. He returned with his Lotus 21 for the end-of-season 1964 Rand Grand Prix where he finished 10th, but he narrowly failed to qualify for January's 1965 South African Grand Prix. After this disappointment, Lederle effectively retired from racing to concentrate on business interests, which included a Volkswagen dealership.

Death
Lederle died at his home in Knysna on 17 May 2019.

Complete Formula One World Championship results
(key)

Non-Championship
(key)

title: Neville Lederle


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Oscar Alfredo Gálvez

Oscar Alfredo Gálvez (17 August 1913 – 16 December 1989) was an Argentine racing driver, known best for participating – and for scoring two championship points – in the Formula One World Championship Grand Prix on 18 January 1953.

Life and career
Gálvez was born in Buenos Aires, Argentina on 17 August 1913.

A popular driver, Gálvez was a regular entrant and multiple-time champion in the Turismo Carretera series, like his brother, Juan.

Gálvez often raced in vehicles manufactured by Ford. One of the most famous instances occurred in 1960, when he won the Argentine Highway Grand Prix – an annual race which, that year, consisted of 2860 mi of Argentine highways for its course. Gálvez participated in the Argentine Highway Grand Prix several times.

Death and legacy
Gálvez on 16 December 1989 from pancreatic cancer, at the age of 76. The Buenos Aires circuit was renamed with his and his brother’s name.

Complete Formula One results
(key)

title: Oscar Alfredo Gálvez


text: User talk:66.31.93.198

title: User talk:66.31.93.198


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Philippe Étancelin

Philippe Jean Armand Étancelin (28 December 1896 – 13 October 1981) was a French racing driver, and a winner of the 1934 24 Hours of Le Mans. He competed primarily on the Grand Prix circuit, and was an early Formula One driver.

Biography
Born in Rouen, Seine-Inférieure, in Normandy, Étancelin worked as a merchant in the winter and raced cars during the summer.

Étancelin's wife, Suzanne, served as his crew chief. Their three children were placed in a school in Rouen while the couple traveled to races around the world. Suzanne communicated with Étancelin through French sign language as he raced around the speedway. Suzanne told a reporter Étancelin bought a racing car to celebrate the birth of their second child, Jeanne Alice. He did not intend to race the car but merely use it for pleasure driving around the countryside. The couple once drove it up to a speed of 125 mph. After two years of recreational motoring, Étancelin decided to enter a race.

Étancelin began racing a privateer Bugatti in 1926, entering local events and hillclimbs. His first victory was the Grand Prix de la Marne at Reims in 1927, the same year he recorded a third at the Coppa Florio in Saint-Brieuc. He repeated his victory at Reims in 1929, ahead of Zenelli and friend Marcel Lehoux, making a Bugatti sweep of the podium. Étancelin took a victory at the Grand Prix de la Baule and the Antibes Prix de Conseil General.

Nicknamed "Phi Phi", Étancelin also earned Bugatti a win at the 1930 Algerian Grand Prix, followed home by Lehoux. At the Formula Libre French Grand Prix, he defeated Henry Birkin's Bentley, and won the Grenoble Circuit de Dauphine, with a third at Lyons.

Étancelin began the 1931 season in a Bugatti, placing behind Czaykowski at the Casablanca Grand Prix at Anfa. He won the Circuit d'Esterel Plage at Saint-Raphaël. For major events, run to Formula Libre rules to a 10-hour duration, he shared with Lehoux. They dropped out of both the Italian and French Grands Prix. After Étancelin switched to Alfa later in the year, he came fourth in the Marne Grand Prix and won the four-hour Dieppe Grand Prix, ahead of Czaykowski's Bugatti and Earl Howe's Delage. He added wins at Grenoble and the Comminges Grand Prix at St. Gaudens.

While Étancelin was a top privateer, he was consistently beaten by works teams in 1932, earning only one win, the Picardy Grand Prix at Peronne.

In 1933, Étancelin's Alfa narrowly lost the 19th annual French Grand Prix (organized by the French Automobile Club at the Montlhery Autodrome near Paris ) following a "furious" contest with Giuseppe Campari's Maserati, losing the lead on the final lap of the 500 km event. Nevertheless, Étancelin won a second consecutive Picardy Grand Prix, over a "formidable" Raymond Sommer, and placed second to an equally formidable Tazio Nuvolari at the Nîmes Grand Prix, with win over Jean-Pierre Wimille at the Marne Grand Prix.

The new 750 kilogram formula brought the conquering Silver Arrows of Mercedes and Auto Union. Étancelin switched to a Maserati 8CM, earning second places at Casablanca, Montreux, and Nice, with a win at Dieppe. He shared an Alfa with Luigi Chinetti to win Le Mans.

Étancelin's 1935 season was no better, with only a third at Tunis. He gave Rudolf Caracciola's Mercedes a tough fight at Monaco in the little 3.7 litre Maserati, but suffered brake fade and came fourth. Driving a Maserati for the Subalpina team, he also had a spectacular accident at the Swiss Grand Prix in Bern, with his car upturned and in flames, but he did not suffer injuries.

Entering one of the new 4.4 liter Maseratis in 1936, he was outmatched by the German entrants, suffering retirements in nearly every contest. He won only the Pau Grand Prix, and that was "against modest opposition". He negotiated the 100 laps in 3 hours 21 minutes 22 seconds. In October, Étancelin qualified sixth for the Vanderbilt Cup, which was run over 300 mi near Westbury, New York, after a 20 mi qualifier at Roosevelt Raceway in Long Island. He finished the AAA-sanctioned race in ninth.

Étancelin stayed out of racing in 1937, returning in 1938 solely to share a new Talbot with Chinetti at LeMans, but did not score a win. For 1939, he put his Talbot third at Pau, following Hermann Lang and Manfred von Brauchitsch home. He also scored a fourth place at the French Grand Prix.

Étancelin would enter the first motor race held in France postwar, failing to finish at the Bois de Boulogne in an Alfa. He was not able to obtain one of the scarce new racers until 1948, when he purchased a 4½ litre Talbot, and put it second at the Albi Grand Prix, behind Luigi Villoresi in the Maserati.

His 1949 season saw second places at the Marseilles Grand Prix (to Fangio), the European Grand Prix at Monza (to Alberto Ascari), and Czechoslovakian Grand Prix at Brno (to Peter Whitehead in a Ferrari). In addition, he won the Paris Grand Prix at Montlhéry.

Étancelin participated in twelve World Championship Formula One Grands Prix, debuting on 13 May 1950. He scored a total of three championship points. His fifth place in the 1950 Italian Grand Prix made him the oldest driver ever to score championship points, a record set in the first World Championship season which still stands more than 70 years later.

In 1953, Étancelin ran third at the Rouen Grand Prix and at the 12 Hours of Casablanca, and decided to retire. The government of France awarded him the Legion of Honour in recognition of his contribution to the sport of automobile racing that spanned four decades.

Étancelin retained an interest in racing, making occasional appearances in historic racing through 1974.

He died at Neuilly-sur-Seine in 1981.

Notable career wins

 * Algerian Grand Prix 1930
 * Grand Prix de la Baule 1929
 * Grand Prix du Comminges 1929, 1931
 * Dauphiné Circuit 1930, 1931
 * French Grand Prix 1930
 * Grand Prix de Dieppe 1931
 * Grand Prix de la Marne 1929, 1933
 * Pau Grand Prix 1930, 1936
 * Grand Prix de Picardie 1932, 1933
 * Grand Prix de Reims 1927, 1929
 * Circuit d'Esterel Plage 1931
 * 24 hours of Le Mans 1934

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

Post-WWII Grandes Épreuves results
(key) (Races in bold indicate pole position; races in italics indicate fastest lap)

FIA World Drivers' Championship results
(key) Indicates shared drive with Eugène Chaboud

title: Philippe Étancelin


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title: User talk:65.95.236.70


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Kernville

Kernville may refer to:

 * Kernville, California
 * Kernville (former town), California
 * Kernville, Oregon
 * Kernville, Pennsylvania

title: Kernville


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Birabongse Bhanudej

Prince Birabongse Bhanudej Bhanubandh (พีรพงศ์ภาณุเดช; ; 15 July 1914 – 23 December 1985), better known as Prince Bira of Siam (now Thailand) or by his nom de course B. Bira, was a member of the Thai royal family, racing driver, sailor, and pilot.

Birabongse raced in Formula One and Grand Prix races for the Maserati, Gordini, and Connaught teams. He was the only Southeast Asian driver to compete in Formula One until Malaysia's Alex Yoong joined Minardi in 2001, and the only Thai driver to compete in Formula One until Alex Albon made his debut in 2019. Birabongse also competed in sailing events at four Summer Olympic Games, and flew from London to Bangkok in his own twin-engine Miles Gemini aircraft in 1952.

Early life
Prince Birabongse's parents were Prince Bhanurangsi Savangwongse and his second wife. Birabongse's paternal grandfather was King Mongkut, loosely portrayed in the Hollywood movies The King and I and Anna and the King. His mother died when Prince Birabongse was only four years old. Birabongse was sent to Europe in 1927 to complete his education in England at Eton College, where he joined one of his nephews, a grandchild of his father through his first marriage. While he was at Eton Bira's father died, leaving him an orphan. He was placed under the care of his cousin, Prince Chula Chakrabongse, who ultimately became Prince Bira's legal guardian. On leaving Eton at age 18, in early 1933, Prince Bira moved in with Prince Chula in London, while he decided on his future.

Prince Birabongse had been registered to attend Trinity College, Cambridge, but had not passed the Cambridge University entrance examination. Initially, Prince Chula hired a tutor for Prince Bira, to better prepare him for the exam, but Prince Bira changed his mind and expressed a desire to learn sculpture rather than attend university. Prince Chula approached leading sculptor Charles Wheeler, and Wheeler took Prince Bira on as a pupil within his studio. Although Prince Bira showed some talent as a sculptor, in Wheeler's opinion he needed to learn to draw, and so in the autumn of 1934 Prince Bira enrolled at the Byam Shaw School of Art. Prince Birabongse did not attend the Byam Shaw School for very long, but while there he became friendly with a fellow student, Ceril Heycock, and he began courting her in earnest only a few weeks later. However, both Prince Chula and her parents placed severe limitations on their relationship, and it was not until 1938 that they were able to marry.

Auto racing

Bira first raced with his cousin Prince Chula's team, White Mouse Racing, driving a Riley Imp at Brooklands in 1935. In this car Bira established the national motor racing colours of Siam: pale blue with yellow. He later lived near Geneva, Switzerland, and in the south of France.

Later in 1935, Prince Chula gave him one of the new ERA voiturette racing cars—R2B, which was nicknamed Romulus. Bira finished second in his first ever race in Romulus, despite needing to stop for repairs. The remaining races of the season saw Bira consistently placing among the more powerful Grand Prix vehicles, with another second place, and fifth at the Donington Grand Prix.

For 1936 the princes decided that the previous season's results merited a second ERA. They purchased chassis R5B (which Bira named Remus) to use in British events and retained Romulus for international races. Chula also purchased a Maserati 8CM to complete the White Mouse roster. Bira's expertise behind the wheel earned him the Coupe de Prince Rainier at Monte Carlo. Bira won a further four races in the ERAs that season, and took the Grand Prix Maserati to 5th at Donington and 3rd at Brooklands. This was the high point for Bira and the White Mouse team.

Following Dick Seaman's move to Mercedes for 1937, the Thais purchased his Grand Prix Delage and all of its spare parts, along with a second Delage. Despite several upgrades, and hiring experienced race engineer and future Jaguar team manager Lofty England, the cars underperformed, and on many occasions Bira raced in the older and by now substantially inferior ERAs. In addition, the money spent on the Delage upgrades had sapped the resources of the team and corners were being cut in the ERA's race preparations. Later in the year White Mouse did invest in a newer C-Type ERA, chassis R12C. R12C came to be known as Hanuman, and Bira attached a large, embossed, silver badge depicting the Hindu deity after whom he had named the car. Following a major accident in 1939 Hanuman was rebuilt back to B-Type specifications, and in light of this major overhaul Bira renamed the car Hanuman II.

While Bira maintained a respectable results tally in British events, the more costly international races were largely a disaster.

After the war, Bira returned to racing with several teams. In 1951 he raced in an old Maserati 4CLT fitted with a newer V12 Osca engine. No results were obtained this year as a result of the poor performance of the car combined with a severe accident. By 1954, with a newer car, a Maserati 250F, he won the Grand Prix des Frontières on the Chimay road circuit and then finished fourth in the 1954 French Grand Prix with his own Maserati. In January 1955, he won the New Zealand Grand Prix at Ardmore; he retired at the end of that season.

Sailing
Bira competed in sailing events at the 1956 Melbourne Olympics in the Star, 1960 Rome Olympics in the Star, 1964 Tokyo Olympics in the Dragon and the 1972 Munich Olympics in the Tempest. In the 1960 Games he competed against another former Formula One driver, Roberto Mieres, who finished seventeenth, ahead of the prince at nineteenth.

Death
Prince Bira died at Barons Court tube station in London on 23 December 1985. He collapsed and died having suffered a major heart attack, but as he carried no identification with him, his body could not initially be identified. A handwritten note was found in his pocket by the Metropolitan Police and was sent for analysis at the University of London, where it was shown as being written in Thai and addressed to Prince Bira. The Thai Embassy was notified, and realised his significance. A Thai funeral service was held at the Wat Buddhapadipa in Wimbledon, and he was later cremated according to Thai and Buddhist tradition and customs.

Other honors
Bira Circuit, based just outside Pattaya, Thailand, is named after Prince Bira.

In 2016, in an academic paper that reported a mathematical modeling study that assessed the relative influence of driver and machine, Prince Bira was ranked the forty-third best Formula One driver of all time.

Development of the Thai racing colours
Prince Bira was instrumental in developing and setting the national racing colours of Thailand. The base colour for the scheme, a mid to pale powder blue, was adopted by Bira in 1934, and was derived from the evening dress of a young woman that Bira met during his early years in London. Initially the cars were painted solely in blue, but gradually Bira added in some yellow to offset the base colour. He started painting the cars' chassis rails yellow in 1939.

Complete European Championship results
(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)
 * Notes
 * – As a co-driver Bira was ineligible for championship points

Post WWII Grandes Épreuves results
(key) (Races in bold indicate pole position; races in italics indicate fastest lap)

Complete Formula One World Championship results
(key)

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

title: Birabongse Bhanudej


text:
Saint Arnaud, New Zealand

Saint Arnaud (previously Rotoiti) is a small alpine village in the Tasman district of New Zealand's South Island, west of the mountains of the Saint Arnaud Range and 90 kilometres southwest of Nelson near the historic Tophouse Settlement. It is situated at the northern end of Lake Rotoiti.

Naming
The village was called Rotoiti until 1921, when it was renamed by the Department of Lands and Survey to avoid confusion with other communities of the same name. Archives show that between 1921 and 1951 both names were unofficially used by local residents and government agencies when referring to the village area.

Such references include a letter dated 1 June 1950 from the Chief Surveyor of the Nelson District Office of the Department of Lands and Survey to the New Zealand Geographic Board stating that "for many years confusion has occurred due to correspondence addressed to the residents and visitors at Lake Rotoiti in the Nelson Land District going to Lake Rotoiti, near Rotorua, in the Auckland Land District. Due to the same confusion of names, the Town of Rotoiti in the Nelson Land District was altered to Town of St. Arnaud by this Department." However, the name St. Arnaud did not receive legal approval until it was gazetted on 19 July 1951. Some locals were opposed to this change, as shown by a 4 December 1950 petition held by the New Zealand Geographic Board opposing the name change. Some local residents today still give their address as Lake Rotoiti, even with St. Arnaud as the official name.

A proposal with the New Zealand Geographic Board to either change the village's name back to its original name of Rotoiti or to use a dual name (a relatively common practice in New Zealand), failed in 2007. A survey had originally indicated that just over half of the area residents supported a return to the original name.

The town's name is something of a shibboleth: while the official pronunciation is the same as would be expected from a French-language name, locals often voice the name's end as.

Demographics
Saint Arnaud is described by Statistics New Zealand as a rural settlement. It covers 6.28 km2 and had an estimated population of as of  with a population density of  people per km2. It is part of the larger Murchison-Nelson Lakes statistical area.

Saint Arnaud had a population of 111 at the 2018 New Zealand census, an increase of 6 people (5.7%) since the 2013 census, and an increase of 33 people (42.3%) since the 2006 census. There were 54 households, comprising 60 males and 54 females, giving a sex ratio of 1.11 males per female. The median age was 54.5 years (compared with 37.4 years nationally), with 9 people (8.1%) aged under 15 years, 15 (13.5%) aged 15 to 29, 60 (54.1%) aged 30 to 64, and 27 (24.3%) aged 65 or older.

Ethnicities were 89.2% European/Pākehā, 5.4% Māori, 0.0% Pasifika, 2.7% Asian, and 8.1% other ethnicities. People may identify with more than one ethnicity.

Although some people chose not to answer the census's question about religious affiliation, 67.6% had no religion, 18.9% were Christian and 2.7% had other religions.

Of those at least 15 years old, 30 (29.4%) people had a bachelor's or higher degree, and 15 (14.7%) people had no formal qualifications. The median income was $35,000, compared with $31,800 nationally. 15 people (14.7%) earned over $70,000 compared to 17.2% nationally. The employment status of those at least 15 was that 51 (50.0%) people were employed full-time, 24 (23.5%) were part-time, and 0 (0.0%) were unemployed.

Government
Saint Arnaud falls under the Tasman District Council authority. The current mayor of Tasman is Tim King. Nationally, Saint Arnaud falls under the West Coast-Tasman electorate, which is currently held by Damien O'Connor of the Labour Party.

Amenities
Mostly catering for a small number of locals and tramping and skiing tourists, the centre of Saint Arnaud has a village store with postal services, a petrol station, a cafe-restaurant, camping facilities, motels, chalets and specialist accommodation for trampers at the Travers-Sabine Lodge youth hostel. A water taxi service operates from a jetty at the northern end of Lake Rotoiti, near to a DOC campsite at Kerr Bay. There is another campsite at West Bay. A daily shuttle bus service along State Highway 63 provides connections to Nelson, Murchison, Greymouth, Blenheim, Westport and Picton.

The Royal New Zealand Air Force's field training base is nearby at Dip Flat.

Nelson Lakes National Park
The western part of the township includes a local Department of Conservation (DOC) Visitor Centre, with interactive displays and comprehensive information about the wildlife and environmental management of the Nelson Lakes National Park. The centre has a team of professional staff who can offer detailed advice and guidance about all aspects of the area. A number of local footpaths, tracks and nature trails, suitable for all abilities, are maintained by the department.

Saint Arnaud is a starting point for the strenuous 80 km Travers - Sabine tramping circuit. This follows the valley of the Travers River, ascends over the sub-alpine Travers Saddle, the watershed, and then descends the Sabine River valley and gorge to Lake Rotoroa. From here walkers can complete the circuit back to Saint Arnaud by either crossing a low saddle to the valley of Lake Rotoiti, via the Speargrass Track, or by ascending a higher route via Mount Angelus. Alternatively, they can take a water taxi from the DOC Sabine Hut on Lake Rotoroa up to the northern end of the lake.

In winter, snow sports take place primarily at Rainbow Skifield on the eastern side of the Saint Arnaud Range. Other local recreational activities include fishing, hunting, kayaking, small boat sailing, and gliding.

Infrastructure
State Highway 63 passes through Saint Arnaud, linking the town to Blenheim and Marlborough in the east and Murchison and the West Coast in the west. Korere Tophouse Road leaves SH 63 four kilometres east of Saint Arnaud, and provides the most direct route to Richmond and Nelson.

Network Tasman owns and operates the electricity distribution network in Saint Arnaud. Electricity is fed from Transpower's national grid at its Kikiwa substation, 15 km north of the town.

The Tasman District Council operates reticulated stormwater and wastewater systems in Saint Arnaud, but not a reticulated fresh water supply. Individual properties are required to build and maintain their own fresh water supply.

Education
Lake Rotoiti School is the sole school in Saint Arnaud, serving students from years 1 to 8 (ages 5 to 12) with a roll of as of  The nearest schools offering secondary education are Tapawera Area School and Murchison Area School, 54 km and 59 km away by road respectively.

Climate
According to the Koppen Climate Classification it is a temperate climate (cfb). Despite its altitude of approximately 650m (2,130ft) it rarely has snowfall due to oceanic influences, being near the Cook Strait, compared to other towns in similar altitudes like Lake Tekapo, Arthurs Pass, Mount Cook Village and even Waiouru in the North Island.

The Skifield, located at a higher elevation:

title: Saint Arnaud, New Zealand


text:
Ralph Firman

Ralph David Firman Jr. (born 20 May 1975) is a British-born former racing driver who raced under Irish citizenship (his mother Angela is from Ireland) and an Irish-issued racing licence. Earlier in his career he raced under a British licence. His father, Ralph Firman Sr., co-founded the Van Diemen racecar constructor with Ross Ambrose, father of V8 Supercars champion Marcos, then more recently founded RFR. He is married to Aldís Kristín Árnadóttir, an Icelandic UK-educated lawyer. Ralph's sister, Natasha, is also a racing driver.

Formula Three

Educated at Gresham's School between 1988 and 1993, Firman went straight into motor racing on leaving school. Despite leading much of the 1995 British F3 championship, he lost the title at the final round to Oliver Gavin. However, he continued in the championship in 1996 and captured the title at his second attempt.

Macau Grand Prix controversy
Firman won the prestigious Macau Grand Prix in 1996 under controversial circumstances. At the end of round 1, Firman finished ahead of German Formula 3 champion Jarno Trulli. In round 2, he was overtaken by Trulli on the last lap. Firman was running with a broken front wing. Just as Jarno Trulli was on the way to victory, Firman crashed at the hairpin corner, blocked the track and caused a red flag. The race officials counted the results to the previous lap when Firman was ahead of Trulli, thus giving him the win.

Formula Nippon
Firman then moved to Japan, culminating in the 2002 Formula Nippon championship, before returning to Europe.

Formula One

Firman secured a seat in Formula One for the season at the Jordan team, alongside Giancarlo Fisichella. He participated in 14 Formula One Grands Prix, debuting at the 2003 Australian Grand Prix. He scored one championship point, in the 2003 Spanish Grand Prix. This point was the first for a Republic of Ireland driver since Derek Daly in 1982. He was injured in a huge crash during practice for the 2003 Hungarian Grand Prix which forced him to sit out that and the next race, in which he was replaced by Zsolt Baumgartner.

In November 2003, Firman drove a Jordan-Ford EJ13 at Macau's Guia Circuit as part of the Macau Grand Prix's 50th anniversary celebrations, the first time that a contemporary F1 machine had been seen in action around the tight and tricky Guia circuit. Firman clocked an impressive 1:59.4 seconds lap, 13 seconds quicker than F3 poleman Fabio Carbone managed on the same day.

Post-Formula One

Firman has also competed in the 24 Hours of Le Mans, and was an official test driver for the A1 Grand Prix series in August 2004.

In August 2005, it was announced that he would be the driver for A1 Team Ireland. He had previously been seen to be in competition for the Great Britain seat.

In 2007, Firman, along with Daisuke Ito, won the Japan Super GT GT500 class championship with the Aguri Suzuki co-owned ARTA team. Firman and Ito won the championship before the final race of the season, a first in the series' competitive history.

Retirement from racing
Firman retired from racing in 2013, and now runs a British engineering company.

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

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

Complete Formula One results
(key)

Complete A1 Grand Prix results
(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)

title: Ralph Firman


text: Talk:Nielsen Corporation

title: Talk:Nielsen Corporation


text:
Ricardo Rodríguez (racing driver)

Ricardo Valentín Rodríguez de la Vega (14 February 1942 – 1 November 1962) was a Mexican racing driver who competed in the 1961 and 1962 Formula One seasons. He was the first Mexican driver ever to take part in a Formula One Grand Prix, and at the age of 19 years and 208 days, when first racing for Ferrari at the 1961 Italian Grand Prix, he became the youngest Formula One driver to race for the legendary Italian team, a title he held until the 2024 Saudi Arabian Grand Prix, where his record was broken by Briton Oliver Bearman at 18 years and 305 days old. At this Italian Grand Prix, he also became the youngest driver to start a Formula One race until the 1980 Canadian Grand Prix, and the youngest driver to start from the first row until the 2016 Belgian Grand Prix, and at the 1962 Belgian Grand Prix he also became the youngest driver to score points in Formula One, a record he held until the 2000 Brazilian Grand Prix. His death at the age of 20 in 1962 made him the youngest Formula One driver to die.

His elder brother, Pedro, was also a noted racing driver who had much success in both sports car racing and Formula One, including a season with Ferrari in 1969, who was also fatally injured in a racing accident.

Personal life
Rodríguez was born in Mexico City and was a child cycling champion who switched to motorcycles in domestic competition from the age of 11. He was the third son from the marriage of Pedro Natalio Rodríguez and Concepción "Conchita" (née de la Vega), he had three brothers and one sister, Pedro, Federico, Conchita and Alejandro.

He was married to Sara (née Cardoso) in July 1961 but left no children. In the summer of 1962 his close friend, Jo Ramírez, would accompany Ricardo to his adventure in Europe.

Career
He won several national motorcycle titles, before taking up saloon car racing in his own Fiat Topolino. In 1957 he made his international debut at Riverside, beating all comers in the under 1.5 litre class in a Porsche RS. He then won his class in a Porsche Spyder in the Nassau Tourist Trophy. He often raced for the North American Racing Team (NART) with his brother Pedro, although he would also enter cars under his own team's name, Scuderia Rodríguez.

He was refused an entry at Le Mans in 1958 because he was too young (16 years and 106 days), but went back in 1959 to race an OSCA in the 750cc class. In the edition of 24 Hours of Le Mans in 1960 he partnered André Pilette to second place. At 18 years and 133 days of age, he is the youngest driver ever to stand on the podium at Le Mans.

Rodríguez was given a guest drive by Ferrari for the 1961 Italian Grand Prix, qualifying a surprise second and becoming the youngest driver in history to start from front row (19 years and 208 days), a record that would not be beaten until the 2016 Belgian Grand Prix by Max Verstappen. In the race he exchanged the lead with Phil Hill and Richie Ginther many times, until a fuel pump failure ended his race. 1962 saw a full works drive with Ferrari, who used him sparingly considering his age and rough edges. Whenever used, Rodríguez shone, taking second at the Pau Grand Prix, fourth at the Belgian Grand Prix and sixth at the German Grand Prix in a tough year in Formula One for Ferrari. He also won the 1962 Targa Florio edition with Olivier Gendebien and Willy Mairesse in a Ferrari 246 SP.

Rodríguez was considered a potential future champion already, but was left without a drive when Ferrari opted not to enter the non-Championship 1962 Mexican Grand Prix at the Magdalena Mixiuhca Circuit, Mexico City. He signed to drive Rob Walker's Lotus 24, but died during the first day of unofficial practice, when the Lotus' rear right suspension failed at the fearsome Peraltada turn, and it hit the barriers, killing him instantaneously. He was 20 years old and his death provoked national mourning in Mexico.

The Scuderia Rodríguez A.C. (a friends and family foundation) keeps his memory and that of his brother alive. It serves as register for Rodríguez memorabilia and cars, certifying them, and its Secretary General Carlos Jalife published their biography in 2006, and a second edition came in 2015. He did an English translation that was published in 2009 and won the Motor Press Guild Book of the Year.

Complete Formula One World Championship results
(key)

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

Ricardo Rodríguez in the 24 Hours of Le Mans

 * On 1958 24 Hours of Le Mans judged to be too young, 16-year-old Ricardo Rodríguez was not allowed to start by the organisers, Automobile Club de l'Ouest, so was replaced by José Behra, brother of Jean, to accompany his older brother, Pedro Rodríguez.

title: Ricardo Rodríguez (racing driver)


text:
Roberto Mieres

Roberto Casimiro Mieres (3 December 1924 – 26 January 2012) was a racing driver from Mar del Plata, Argentina. He participated in 17 Formula One World Championship Grands Prix, debuting on 7 June 1953. He scored a total of 13 championship points.

Formula One and sports car racer
Mieres competed in a number of different sports, including rowing, sailing, rugby, and tennis. He first took up motorsport in Argentina with an MG, which he later replaced with a Mercedes-Benz SSK and then a Bugatti formerly driven by Achille Varzi, using the latter to win the Argentine sports car championship. As a reward, he was invited to join his compatriots Juan Manuel Fangio and José Froilán González on a trip to Europe, during which he finished fourth in the 1950 Circuit des Nations in Geneva driving a Maserati 4CLT/48 Formula Two car. After returning to Argentina, he was recruited by the Gordini team to replace the injured Jean Behra, allowing him to make his début in the World Championship at the 1953 Dutch Grand Prix. He also competed in the French and Italian Grands Prix, taking a best finish of sixth at Monza.

Mieres scored his best result of 1953, however, in the non-championship Grand Prix de l'Albigeois held in Albi, France, finishing in fourth place. He also finished third in a sports car handicap race at Caen in July 1953, which was won by Jean Chancel. In January 1954 Mieres came in second at the Buenos Aires Grand Prix. Maurice Trintignant was victorious after Mike Hawthorn skidded close to the finish. The tail of Mieres' Maserati caught fire during the 1954 Belgian Grand Prix at Spa Francorchamps. After belatedly realising this, he slammed on the brakes and jumped to safety. Mieres then finished fifth in a Maserati at the 1954 British Grand Prix at Silverstone. In the 1957 City of Buenos Aires sports car race Mieres drove a 3.5 litre Jaguar to a fourth-place finish. His driving partner was Ninian Sanderson of Scotland. Mieres later teamed with Anton Van Dorey for a win in the 1959 USAC Road Racing Championship Daytona 1,000 km, the predecessor to the modern Rolex 24 at Daytona.

It is likely that an oil slick dropped by Mieres' Porsche caused a tragic accident at the 1958 Cuban Grand Prix, in which at least four people were killed and fifty more injured. Ferrari driver Armando Garcia Cifuentes skidded on a large oil slick which had been deposited on the track and crashed into a grandstand; one lap earlier, Mieres had pitted to replenish oil he had lost with a broken oil line.

Retirement
After his racing career wound down in the late 1950s, Mieres returned to his other interest of sailing, and represented Argentina in the 1960 Summer Olympics in Rome. He competed against fellow former racing driver, Prince Bira in the Star class, finishing 17th and beating his old rival in the process. Only five others have competed in both the Formula One World Championships and the Olympics. He died at the age of 87 in Uruguay.

Complete Formula One World Championship results
(key) (results in italics indicate fastest lap)

 * '' * Indicates shared drive with Jean Behra.

title: Roberto Mieres


text:
Ronnie Bucknum

Ronald James Bucknum (April 5, 1936 – April 23, 1992) was an American race car driver, born in Alhambra, California.

Bucknum participated in 11 Formula One World Championship Grands Prix, debuting on August 2, 1964. He scored a total of two championship points. At the 1964 German Grand Prix, he became the first person to drive a Honda-engined car in Formula One.

After Formula One, Bucknum drove in the USAC Championship Car series, racing in the 1967–1970 seasons with 23 starts, including the Indianapolis 500 in 1968–1970. He finished in the top ten 10 times, with his one victory coming at Michigan International Speedway in 1968.

He was the father of Jeff Bucknum, an Indy Racing League and American Le Mans Series driver. Ronnie Bucknum died in San Luis Obispo, California following complications from diabetes.

Complete Formula One World Championship results
(key)

title: Ronnie Bucknum


text:
Sergio Mantovani

Sergio Mantovani (May 22, 1929 - February 23, 2001) was a racing driver from Milan, Italy. He entered 8 Formula One World Championship Grands Prix, debuting on September 13, 1953. He started 7 of those races, all for Maserati. His best results were two fifth-place finishes, and he scored a total of 4 championship points. In non-Championship F1 events, he finished third in the Syracuse and Rome Grands Prix in 1954.

After he lost a leg in a crash during practice for the Valentino Grand Prix in 1955, Mantovani retired and became involved with the Italian Sporting Commission.

Complete Formula One World Championship results
(key)

 *  * Indicates shared drive with Luigi Musso
 *  † Indicates shared drive with Luigi Musso and Harry Schell in Musso's car. Mantovani shared his own car with Musso and Jean Behra before it developed fuel system problems and was retired from the race.

title: Sergio Mantovani


text:
Silvio Moser

Silvio Moser (24 April 1941 – 26 May 1974) was a racing driver from Switzerland.

Early life and career
Moser began his career in the early sixties, racing Alfa Romeos and moved to single seaters in 1964, with a good deal of success both in European Formula three and the Temporada Series.

Formula One
Having built a strong reputation in Formula Junior/Three, Formula Two and sports car racing Moser debuted in Formula One on 15 July 1967 at the British Grand Prix with a Vögele Team Cooper-ATS. Prior to this he had attempted to qualify for the German Grand Prix in 1966 with a Formula Two Brabham–Cosworth BT16, entered in his own name, but the engine failed in practice. He continued in 1968 with a Brabham-Repco BT20, in 1969 in a privately entered Brabham BT24 Cosworth, in 1970 with the Bellasi-Cosworth and again for one race in 1971. In total, he participated in 19 Formula One World Championship Grands Prix (12 starts), scoring a total of three championship points.

Post Formula One and death
After the failure of the Bellasi project Moser returned to Formula Two and drove a Brabham in 1971 and 1972, and a Surtees in 1973, with limited success, but managed second place at Monza in the Lottery GP.

Moser died from severe injuries without regaining consciousness, 31 days after being involved in an accident while driving his Lola T294-BMW in the 1,000 km sports car race at Monza.

Complete Formula One World Championship results
(key)

Complete Formula One Non-Championship results
(key)

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

title: Silvio Moser


text:
M876 motorway

The M876 motorway is a motorway in Scotland. The motorway runs from Denny to Airth in the Falkirk council area, forming an approach road to the Kincardine Bridge. It was opened in 1980.

The road is 8 mi long. It begins by turning off junction 8 (formerly junction 5 until 2011) of the M80 and bypasses Falkirk and Stenhousemuir. It is one of only three motorways in the UK which form a concurrency with another motorway, the M9 which it then leaves again and continues for 1 mi before becoming the A876.

The original Kincardine Bridge was supplemented in 2008 by a second bridge, (the Clackmannanshire Bridge) for traffic towards Alloa. As part of the works, the terminal roundabout Bowtrees Roundabout was replaced with a grade separated junction, and the A876 beyond the junction has been upgraded to dual carriageway standard.

Junctions
{| class="plainrowheaders wikitable" !scope=col|County !scope=col|Location !scope=col|mi !scope=col|km !scope=col|Junction !scope=col|Destinations !scope=col|Notes
 * rowspan="6"|Falkirk
 * rowspan="2"|Denny
 * 0
 * 0
 * bgcolor="ffdddd" |—
 * bgcolor="ffdddd" | - Glasgow, Cumbernauld
 * bgcolor="ffdddd" |Eastbound entrance and Westbound exit only
 * 2.0
 * 3.2
 * 1
 * - Denny, Falkirk
 * rowspan="2"|Falkirk
 * 3.6
 * 5.9
 * 2
 * - Stenhousemuir, Larbert; - Stirling
 * 5.3
 * 8.5
 * bgcolor="ddffdd" |—
 * bgcolor="ddffdd" | - Stirling
 * bgcolor="ddffdd" |Eastbound entrance and Westbound exit only, begins multiplex with M9
 * rowspan="2"|
 * 6.2
 * 10.0
 * bgcolor="ddffdd" |—
 * bgcolor="ddffdd" | - Grangemouth, Falkirk
 * bgcolor="ddffdd" |End of multiplex with M9
 * 7.6
 * 12.1
 * 3
 * - Airth, ; - Kincardine
 * End of motorway; continues as A876
 * bgcolor="ddffdd" | - Grangemouth, Falkirk
 * bgcolor="ddffdd" |End of multiplex with M9
 * 7.6
 * 12.1
 * 3
 * - Airth, ; - Kincardine
 * End of motorway; continues as A876
 * End of motorway; continues as A876

 * Coordinate list

title: M876 motorway