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User talk:Jgriffey

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User talk:Tifkap

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title: User talk:Tifkap


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Shehu Musa Yar'Adua

Shehu Musa Yar'Adua (5 March 1943 – 8 December 1997) was a Nigerian general and politician who was the de facto vice president of Nigeria as Chief of Staff, Supreme Headquarters when Nigeria was under military rule from 1976 to 1979. He was a prominent politician during the later transition from military to civilian rule in the late 1980s and into the 1990s.

Early life
Yar'Adua was born in Katsina into a titled family. His father, Musa Yar'Adua, was a teacher who later became the Minister for Lagos Affairs from 1957 to 1966 during Nigeria's First Republic and held the chieftaincy title of Tafidan Katsina before he was appointed to the title of Mutawallin Katsina (keeper of the treasury). Yar'Adua's grandfather, Malam Umaru, was also the Mutawalli, and his younger brother Umaru Yar'Adua, who later became the president of Nigeria from 2007 to 2010, held the title as well. His paternal grandmother, Malama Binta, a Fulani from the Sullubawa clan, was a princess of the Katsina Emirate and a sister of Emir Muhammadu Dikko.

Yar'Adua attended Katsina Middle School and then Katsina Provincial School (now Government College, Katsina) for his secondary education; at the provincial school, where he was classmates with former Nigerian president Muhammadu Buhari. At the urging of his father and his father's friend, defence minister Muhammadu Ribadu, Yar'Adua took the entrance exam of the Nigerian Military Training College. He passed and was enlisted into the Nigerian Army in 1962 as part of the course 5 intake of the Nigerian military training school. Yar'Adua was selected for further training at the Royal Military Academy Sandhurst. He was turbaned as the Tafidan Katsina by the Emir of Katsina Muhammadu Kabir Usman.

Military career
In 1964, after he returned from Sandhurst, Yar'Adua was posted to the first infantry battalion of the Nigerian Army in Enugu under the command of Col. Adekunle Fajuyi as second lieutenant. From 1964 to the end of the Nigerian Civil War, he held various positions including platoon commander in 1964, and from 1965 to 1966 adjutant of the First Infantry Battalion in Enugu. He was a battalion commander in 1967, and in 1968 became a Brigade Commander. During the civil war, Yar'Adua commanded the 6th infantry brigade under the leadership of Murtala Muhammed, commander of the second division. In October 1967, Yar'Adua was given the responsibility for the capture of Onitsha after two (2) unsuccessful attempts by the Nigerian troops.

In 1975, he was an active participant in the military coup d'état that deposed General Yakubu Gowon as Nigeria's Head of State. After the success of the coup, he served as Transport Minister in General Murtala Muhammed's regime. As Transport Minister his major task was to decongest the Lagos port. Prior to the coup, officials of the previous regime had ordered 16 million tonnes of cement to build military barracks around the country. However, the berthing facilities of the port were inadequate. The financial implications became more striking because the Nigerian government was liable to pay demurrage fees by the shippers. The Muhammed regime decided to transfer some of the cargoes to neighboring ports and introduce cement management firms to clear and sell the cement and build the new Tin Can Island Port.

Chief of Staff, Supreme Headquarters
Following the 1976 Nigerian coup d'état attempt, which resulted in the assassination of Murtala Muhammed, Yar'Adua became the Chief of Staff, Supreme Headquarters. The new regime was a triumvirate of power consisting of General Olusegun Obasanjo as Head of State, Shehu Yar'Adua as Chief of Staff SMHQ, and General Theophilus Danjuma as Chief of Army Staff. As head of the SMHQ, Yar'Adua was the de facto second-in-command. Yar'Adua who was from the northern aristocracy was relied on heavily by the triumvirate to consolidate power in the north.

His office was assigned the task of managing operations of Operation Feed the Nation, a self-reliant agricultural policy of the new Obasanjo regime. Operation Feed the Nation, known as OFN, was an initiative to boost local production of agricultural produce, especially staple crops such as rice and wheat, so as to improve self-sufficiency of food crops and reduce growing food deficits. Mechanisms used to promote the objective included the distribution of heavily subsidized fertilizers and seeds to farmers, loans to small scale farmers to enable them to purchase equipment, and an educational outreach programme manned by Corpers to teach peasant farmers how to use modern agricultural equipment.

However, by 1979 the policy had not achieved its primary goal of self-reliance and self-sufficiency. Yar'Adua also guided the Supreme Military Council's initiatives on local government reforms which led to the conduct of local government elections in 1976. The local government reforms excluded traditional rulers from certain governance issues and limited their control over property rights. The reforms also granted recognition to local government as a third tier arm of government.

In 1979, the regime transferred power to the civilian elected government of Shehu Shagari ushering in the Second Nigerian Republic which lasted from 1979 to 1983. The triumvirate later retired from the military.

Political career
General Ibrahim Babangida started his political transition program in 1987 with the establishment of a Political Bureau, and a Constituent Assembly was later inaugurated to deliberate on a proposed draft constitution. Though Yar'Adua was not a member of the assembly and a law had proscribed certain old breed politicians from political activities, his associates represented his political leanings at the forum and was active in the formation of political associations during the transitional period.

Yar'Adua and his group formed the People's Front of Nigeria; Members included Babagana Kingibe, Atiku Abubakar, Bola Tinubu, Magaji Abdullahi, Ango Abdullahi, Ahmadu Rufa'i, Yahaya Kwande, Abdullahi Aliyu Sumaila, Wada Abubakar, Babalola Borishade, Timothy Oguntuase Akinbode, Sabo Bakin Zuwo, Sunday Afolabi, Rabiu Musa Kwankwaso, Tony Anenih, Chuba Okadigbo and Abubakar Koko.

The People's Front later merged with other groups to form the Social Democratic Party (SDP). The People's Front and PSP, became the two dominant factions within SDP. However, Yar'Adua's group was very organized and able to win the majority of the elective posts within SDP. During the Governorship and House of Assembly elections, SDP had a slight numerical edge over the opposition National Republican Convention (NRC).

In January 1992, Yar'Adua spent a short stint in detention, jailed for contravening a law banning certain persons from active politics. However, the law was repealed and Yar'Adua subsequently announced his presidential election. His campaign political structure covered the country; he had a national campaign directorate, and each state had its own campaign coordinator and ward mobilizers. Members of his campaign group included former PDP chairman Anthony Anenih, former Vice President Atiku Abubakar, former minister Dapo Sarumi, Bola Tinubu, Abdullahi Aliyu Sumaila and Sunday Afolabi. Yar'Adua was leading the SDP presidential field before results were annulled. A new election was later conducted on 12 June 1993 which was won by M.K.O. Abiola. After the 12 June elections were annulled, the Yar'Adua faction negotiated an arrangement for the inauguration of an interim government. In November 1993, the interim government of Ernest Shonekan was booted out and Sani Abacha became the new military Head of State, disbanding the political parties.

In 1994, Yar'Adua won a seat representing Katsina to a new National Constitutional Conference. He was an outspoken delegate and in early 1994 organized a political conference at the Nigerian Union of Journalist office in Lagos that earned the attention of the military leadership who detained him for four days.

Arrest and death
In March 1995, General Yar'Adua alongside Olusegun Obasanjo, Lawan Gwadabe and others were arrested on allegations of plotting a coup to overthrow the General Sani Abacha regime. He was sentenced to death by a military tribunal in 1995, after calling on the Nigerian military government of General Sani Abacha and his Provisional Ruling Council to re-establish civilian rule. The sentence was commuted to life in prison but he died in captivity on 8 December 1997.

Personal life
In 1965, Shehu Yar'adua married Hajia Binta and they have five children, including Murtala Yar'Adua, former Nigerian deputy minister for defence.

Wealth
After retiring from the military, Yar'Adua established a holding company called Hamada Holdings with several business interests in shipping, banking, publishing allowing him to amass a vast private fortune.

title: Shehu Musa Yar'Adua


text:
1951 New Zealand waterfront dispute

The 1951 New Zealand waterfront dispute was the largest and most widespread industrial dispute in New Zealand history. During the time, up to twenty thousand workers went on strike in support of waterfront workers protesting against financial hardships and poor working conditions. Thousands more refused to handle "scab" goods. The dispute was sometimes referred to as the waterfront lockout or waterfront strike. It lasted 151 days, from 13 February to 15 July 1951. During the lockout, the Watersiders' Union was deregistered and its funds and records were seized, and 26 local watersiders' unions were set up in its place.

In reviewing the biography of Jock Barnes, then-president of the Waterside Workers' Union, reviewer Tony Simpson described the lockout as "a key element in the mythologies of the industrial left in this country".

Background
The distance of New Zealand and Australia from their traditional markets, meant that ports played a pivotal role in the economies of the countries. The waterfront inevitably became a point of conflict between workers and their unions on one side, and the employers and the state on the other.

During the Second World War due to labour shortages, watersiders and other workers worked long hours, often as much as 15-hour days. However, in working American ships, the waterside workers had also been exposed to new work methods and technologies that were commonplace on American wharves. British shipowners were reluctant to invest in these new methods and expected watersiders to go back to the traditional methods in use before the war. But the union resolved that work practices needed to change.

Following the war, on the wharves working hours continued to be high, with shipowners expecting up to 59 hours a week be worked. In the immediate post-war period, one of main the goals of the Waterside Workers' Union was to have a guaranteed weekly wage and a 40-hour, five day, work week between the hours of 8am and 5pm, without night or weekend overtime. Dissatisfaction with the Waterfront Industry Commission's refusal to accept the watersiders' proposal led to ongoing waterfront disputes over several years. The Waterside Workers' Union struggle led to criticism from the Federation of Labour (FOL) that the union's actions might not be in the best interests of its members and posed a risk to the whole labour movement.

At the November 1949 general elections, a conservative National party government came to power. While the new government's opposition to militant unionism probably made an industrial confrontation inevitable, the outgoing Labour government's earlier decision to hold a referendum on compulsory military service in August 1949 had been seen by many trade unionists, who opposed conscription, as a betrayal of their socialist beliefs.

In April 1950 the Waterside Workers' Union led a walk out of the FOL and set up their own Trade Union Congress, unwittingly isolating themselves from the general union movement. Shortly afterwards severe stoppages on the wharves occurred, infuriating most of the general population. In early September, Wellington watersiders refused to work a cargo of lamp-black, this dispute eventually lead to watersiders at all ports stopping work. On 19 September, the government warned it would declare a state of emergency the following day, if watersiders did not return to work the next morning. Late that evening, Labour Party leader Peter Fraser intervened and a deputation of union leaders met with Prime Minister Holland. Although a state of emergency existed between 20 September and 4 October, while negotiations took place, this meeting had opened the way to a settlement.

On 31 January 1951 the Arbitration Court issued a general wage order to increase wages by 15% for workers covered by the industrial arbitration system. The order took effect on 15 February 1951 but was backdated to awards as they stood at 7 May 1950 and also cancelled a 5% interim wage order the court had previously issued in June 1950, that had taken effect from 8 May 1950. Awards for freezing workers and two other unions that had recently received "substantial increases" were excluded. In reaching its decision the Arbitration Court said it had to consider equity for workers, the stability of the New Zealand economy, terms of trade with Britain, as well as inflationary pressure. The compromise decision was recognised as inadequate by the unions' representative, while the employers' representative dissented, considering it inflationary.

This increase did not apply to waterside workers, whose employment was controlled by the Waterfront Industry Commission. The shipping companies that employed the watersiders instead offered 9%, the difference between the 6% wage increase that had previously been awarded to the watersiders after the interim wage order and the general wage order. The watersiders then refused to work overtime in protest, and the employers placed the men on a two-day penalty. The men said it was a lock-out, the employers said it was a strike. When the Waterside Workers' Union refused to accept arbitration the government could make a stand on the principle of defending industrial law and order.

Overtime ban
On 8 February 1951, in protest to the employers wage offer, the Wellington and New Plymouth branches the Waterside Workers Union unilaterally decided to imposed overtime bans at their ports and asked other branches to do the same. The union executive met on 13 February to consider the responses from branches about the wage increase, and at 2 PM sent telegrams to all branches advising to impose an overtime ban from 5 PM. Upon being advised of this, the employers advised that if the overtime ban continued the next day then the workers would be stood down for two days as a penalty, and could only be eligible for work again on Saturday morning. While workers at Auckland and Wellington were not asked to work overtime on 14 February, due to Harbour Board employees at those ports holding meetings, workers at other ports were penalised for refusing overtime. On 15 February, workers at Auckland and Wellington ports also refused overtime and were penalised. The union claimed that the employers actions were a lockout because while union members were willing to work 40 hours a week, the employers were only allowing them to work 16 hours a week. The Minister of Labour Bill Sullivan then invited representatives of both the union and employers to meet with him and the then Acting-Prime Minister Keith Holyoake on the morning of the 16th in an attempt to resolve the dispute.

The lockout
The lockout was a major political issue of the time. The National government, led by Sidney Holland and the Minister of Labour Bill Sullivan, introduced heavy handed emergency regulations, and brought in the navy and army to work the wharves and also deregistered the Waterside Workers' Union under the Industrial Conciliation and Arbitration Act. Under the emergency regulations Holland's government censored the press, made striking illegal and even made it illegal to give money or food to either strikers or their families. The proclamations have been described as "the most illiberal legislation ever enacted in New Zealand".

In a surprise move, the FOL, which was supported by the majority of unions, backed the government. FOL President Fintan Patrick Walsh was of the opinion that the manner of the strike threatened the existing arbitration system necessitating their defeat. The watersiders held out for 22 weeks, supported by many other unions and sympathy strikers, but ultimately conceded defeat. The miners and seamen who held sympathy strikes were likewise beaten.

As a result, the Waterside Workers' Union was split up into twenty-six separate "port unions" to deliberately diminish its influence. Many watersiders and other unionists involved were blacklisted (e.g. Jock Barnes and Toby Hill) and prevented from working on the wharves for years afterwards.

Outcomes

Holland condemned the action as "industrial anarchy", and explicitly sought a mandate to deal with the lockout by calling a snap election. The opposition Labour Party, now led by Walter Nash, attempted to take a moderate position in the dispute, with Nash saying that "we are not for the waterside workers, and we are not against them". Labour's neutral position merely ended up displeasing both sides, however, and Nash was widely accused of indecision and lack of courage. The government was re-elected with an increased majority in the ensuing 1951 election. Holland was seen as opportunistically using the strike to distract voters from the other issue of rapidly rising inflation which could have made the scheduled election in 1952 harder for him to win.

Militant unionism in New Zealand was crushed and the union movement remained fractured for years between the FOL and the defeated militants. The Labour Party was likewise split between the ardent anti-Communists, led by Bob Semple and Angus McLagan, and the moderates, such as Walter Nash and Arnold Nordmeyer. There was a concurrent tension between the FOL and the Labour Party for many years following the strike.

Much later it emerged that the families of both Keith Locke and Mark Blumsky were under surveillance by the Police Special Branch (now the New Zealand Security Intelligence Service).

Loyalty cards
After the dispute was over, the deregistered Waterside Workers' Union issued loyalty cards to those who had remained loyal to the union during the dispute. Many retained their cards, and at an anniversary dinner in 1976 admission was by "card only".

Official history
In the wake of the dispute, Dick Scott, editor of the union's magazine "Transport Worker", wrote an "official history" of the strike on behalf of the deregistered union. The New Zealand Federation of Labour annual conference in 1954 condemned the book for its derogatory statements and factual omissions. Scott's credentials to attend the conference as a union delegate were also challenged, and he was called upon to withdraw and apologise, which he refused to do, and was censured as a result. The book was reprinted in 1978.

title: 1951 New Zealand waterfront dispute


text: User:Kurt Shaped Box

title: User:Kurt Shaped Box


text:
Llew Edwards (politician)

Sir Llewellyn Roy Edwards (2 August 1935 – 26 May 2021), known as Llew Edwards, was an Australian politician. He was the Liberal Party leader for Queensland. He was Chair and CEO of Brisbane's World Expo '88.

Early life and education
Llew Edwards started his working life as an electrician in his family's electrical business. He graduated from the University of Queensland with a medical degree (MB BS) in 1965.

Political career
Edwards entered the Queensland Legislative Assembly as the Liberal member for Ipswich in 1972. He was the Minister for Health between 1974–1978 and then held the position of Liberal Party leader, Deputy Premier and Treasurer until 1983 when he retired from the Queensland Parliament to take on the role of chairman and chief executive of World Expo '88, held in Brisbane in 1988.

Later activities
Edwards was Chair and CEO of the 1988 World Exposition, Brisbane's World Expo '88.

In 1993, he was elected the twelfth Chancellor of the University of Queensland, holding the office until 9 February 2009. He received an Honorary Doctor of Laws degree from the university in 1988.

In 1984, he was made a Knight Bachelor and, in 1989, a Companion of the Order of Australia.

Edwards has sat on the boards of a number of publicly listed companies. He was a director of James Hardie Industries for a decade, and was appointed chairman of the Medical Research and Compensation Foundation, set up by James Hardie to provide financial compensation for victims of asbestos-related diseases caused by the company's products. He criticised the company for providing insufficient funds for the foundation, stating that it had underestimated the amount of liability for claims.

In 2009, the Sir Llew Edwards Building at the University of Queensland's St Lucia campus is named after him.

In 2010, Edwards was named by premier Anna Bligh as one of six "Queensland Greats". The citation stated that he was "an outstanding Queenslander who has made exceptional contributions to many fields".

On 28 April 2013, a plaque commemorating the 25th anniversary of World Expo 88 and Llew Edward's leadership of the event was unveiled at the South Bank Parklands (the site of Expo 88) by Brisbane Lord Mayor Graham Quirk and Queensland Premier Campbell Newman.

Later life
Edwards died on 26 May 2021 in Brisbane. He was 85 years old and had been suffering from dementia. A state funeral was held at 2pm on Thursday 3 June 2021 at the St John's Cathedral in Brisbane with the Australian flag being flown at half-mast throughout Queensland.

title: Llew Edwards (politician)


text:
User talk:Edwin s

Welcome!

Hello,, and welcome to Wikipedia! Thank you for your contributions. I hope you like the place and decide to stay. Here are a few good links for newcomers: I hope you enjoy editing here and being a Wikipedian! Please sign your name on talk pages using four tildes (~~); this will automatically produce your name and the date. If you need help, check out Where to ask a question, ask me on my talk page, or place  on your talk page and someone will show up shortly to answer your questions. Again, welcome! --Viriditas 10:16, 10 Dec 2004 (UTC)
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Llewellyn Edwards
Please review the links above, including Manual of Style and the part regarding sections. The second word in the section title, i.e. "External links" is not capitalized. --Viriditas 10:44, 10 Dec 2004 (UTC)

Walk on the Wild Side (Lou Reed song)
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BMW New Class

The BMW New Class (Neue Klasse) was a line of sedans and coupes produced by German automaker BMW between 1962 and 1972. These models ensured BMW's solvency after the company's financial crisis of the 1950s and established the identity of BMW automobiles as sports sedans.

The first New Class vehicle was the 1500, a 4-door compact executive car with the new M10 (at the time called M115) OHC 4-cylinder engine. In 1965, the 2000 C and 2000 CS luxury coupés were added to the range.

Replacement of the New Class models began with the 6-cylinder E9 2800 CS in 1969 replacing the 2000 C and 2000 CS coupés. In 1972 the 4-door sedans were replaced by the larger E12 5 Series.

The New Class coupes introduced the Hofmeister kink, which has been used on most BMW cars since. Another legacy of the New Class is the iconic 02 Series, which are a shortened version of the New Class sedans.

Background
During the 1950s, the BMW line-up consisted of luxury cars with displacements of two litres or greater, economy cars powered by motorcycle engines, and motorcycles. With their luxury cars becoming increasingly outdated and unprofitable and their motorcycles and economy cars becoming less attractive to an increasingly affluent society, BMW needed a car in the 1.5 to 2 litre class to become competitive. Prototypes powered by a 1.6 L engine based on one bank of the BMW OHV V8 engine were built and evaluated without a convincing result.

In 1960, Herbert and Harald Quandt invested heavily in BMW, and gained a controlling interest in the company. That year, the "Neue Klasse" project was begun. Led overall by Fritz Fiedler, the project had Eberhard Wolff in charge of chassis design, Wilhelm Hofmeister in charge of styling and body engineering, and Alex von Falkenhausen in charge of engine design. The team was to produce a new car with a new engine, which BMW had not done since the 303 in 1933.

The prototype was introduced in September 1961 at the Frankfurt Motor Show as the BMW 1500 four-door saloon, alongside the BMW 3200 CS, the last BMW with the OHV V8.

The term New Class referred to the 1.5–2–liter class of automobiles from which BMW had been absent since World War II.

The car benefitted from meeting demand for the Borgward Isabella as Borgward had gone bust the year before.

Chassis and body
The three-box four-door saloon was in many ways conventional, using a unitary structure and MacPherson strut front suspension which were becoming mainstream by the time of the 1500s introduction. Less conventional was the independent rear suspension, which featured coil springs and semi-trailing wishbones pivoted from a stout cross beam that also supported the differential housing. While BMW was using MacPherson struts for their first time on the New Class, they had used unit body construction on the 700 and semi-trailing arm rear suspension on the 600 and the 700. All New Class cars had front disc brakes.

Engines
The M10 overhead camshaft engine used in the New Class was required to displace 1.5 L initially, with the possibility to be expanded to 1.8 L. Von Falkenhausen had earlier designed an engine prototype for possible use in the BMW 700 and used this as a starting point for the M10. The engine was canted over at 30 degrees to the right of vertical in order to allow for the low bonnet line, which also contributed to the styling of the car.

Financial results
In the years preceding the New Class's 1962 release, BMW had recorded many operating losses. In 1962, the company broke even, with a turnover of 294 million marks. In 1963, sales increased by 47% to 433 million marks, and BMW was able to pay dividends to its shareholders for the first time in 20 years.

1500
Introduced in September 1961 at the Frankfurt Motor Show, the BMW 1500 entered regular production in October 1962 and was manufactured until December 1964.

The M10 4-cylinder engine used oversquare dimensions of 82 mm bore and 71 mm stroke produced 60 kW in the BMW 1500.

Contemporary reports praised the all-round visibility and the commanding driving position while recording that it was necessary to lean forward a little to engage first and third gears due to the long travel distance of the gear lever. The large 40 cm tall luggage compartment was also commended.

The 1500 could accelerate to 100 km/h in approximately 15 seconds. The performance was at the time considered lively in light of the engine size, and although the engine needed to be worked hard in order to achieve rapid progress, it ran smoothly even at speeds above 6,000 rpm. The firm suspension and correspondingly harsh ride surprised those conditioned by the BMW 501 to anticipate a more comfort-oriented suspension setup.

Notable problems that developed with the 1500 included separation of the semi-trailing arm mounts from the body, rear axle failure, and gearbox problems. These were resolved in later versions of the New Class sedan.

The 1500 was replaced in 1964 by the 1600, but it was still made available in markets where capacities greater than 1500 cc incurred higher tax rates.

1800
Introduced in September 1963, the BMW 1800 was the second member of the New Class family. This model had an M10 engine with an 84 mm bore and 80 mm stroke, giving a displacement of 1,773 cc. It produced 67 kW at 5,250 rpm and 130 Nm at 3,000 rpm.

The 1800 TI (Turismo Internazionale) model featured components developed for the 1800 by the tuning company Alpina. The upgrades included dual Solex PHH two-barrel side-draft carburetors and higher-compression pistons for 82 kW at 5,800 rpm and 136 Nm at 4,000 rpm; an anti-roll bar was also added to the front suspension.

A homologation special, the 1800 TI/SA, was introduced in 1964. (The SA stood for Sonderausführung, or "special version".) The TI/SA's engine had dual Weber DCOE-45 two-barrel carburetors and a 10.5:1 compression ratio. This engine produced 97 kW at 6,100 rpm and 144 Nm at 5,250 rpm. The TI/SA also had a Getrag five-speed gearbox, a stronger front anti-roll bar as well as a new anti-roll bar at the rear, and larger-diameter brake discs than the TI. 200 examples of the TI/SA were built and were only sold to licensed racing and sports drivers.

For the 1966 model year, a three-speed automatic transmission option was introduced. In the 1969 model year, the 1800 was generally updated along with the 2000. The 1800's former 1773 cc engine was replaced by an engine with the 89 mm bore of the 2000's 2.0 L engine and the original 71 mm stroke of the 1500's and 1600's engines, which resulted in a displacement of 1766 cc and a stroke/bore ratio of 0.798:1 (compared with the previous 1800 engine's ratio of 0.952:1). . Other updates included a dual-circuit brake system for greater braking reliability, an improved cabin heating/ventilation system, a modernized dashboard design, and styling changes to the front grilles. In its last year of production (1971), the 1800 got the same rectangular headlights and wide taillights as the 2000.

1600
The 1600 New Class sedan, introduced as the replacement to the 1500 in 1964, used the 84 mm bore of the 1800 with the 1500s 71 mm stroke, resulting in a displacement of 1,573 cc,  a power output of  62 kW at 5,500 rpm and 113 Nm at 3,000 rpm. The 1600 New Class sedan was produced until early 1966.

(Around the time BMW discontinued the 1600 New Class sedan, it introduced a shorter two-door model under the same "1600" name; this model, also known as the 1600-2, was the first in what would later be called the 02 Series.)

2000
The engines from the 2000 C and 2000 CS coupes were used in the 4-door sedan body for the 2000 and 2000 TI models. The 2000 sedan, released in 1965, used the 75 kW engine from the 2000 C, and like the 2000 C, it had an option for a three-speed automatic transmission. The 2000 TI sedan, released in 1966, used the 90 kW engine from the 2000 CS with twin Solex PHH two-barrel side-draft carburetors  and a higher compression ratio. In addition to its more powerful engine, the 2000 TI also had front and rear anti-roll bars and somewhat wider wheel rims and tires than the 2000.

Intended as an upscale version of the 1800, the 2000 featured unique rectangular headlights, distinctive wide taillights, and more exterior trim. (U.S. government regulations of the period put severe restrictions on headlight shape, so 2000 sedans for the U.S. market replaced the rectangular headlights with two pairs of individual round headlights, similar to the arrangement used a few years later in the BMW 2500 sedan.) The 2000 TI retained the round headlights and vertically-arranged taillights of the 1800 and other earlier New Class sedans, and it was otherwise less well-equipped than its 2000 sibling. Introduced soon after the 2000 and 2000 TI, the more luxurious 2000 tilux combined the 2000 TI's sportier engine and chassis with the 2000's exterior styling and higher-grade interior and accessories, including a wood dashboard and optional leather seats.

In a 1967 test, Road & Track felt that the 2000 sedan was "the best performing 2-liter sedan in today's market and the best handling and best riding as well."

For the 1969 model year, the 2000 got the same general updates mentioned above for the 1800: dual-circuit brakes for reliable braking even in the event of partial failure, better heating and ventilation for the interior, an updated dashboard layout, and a restyled front grille.

In 1969, BMW introduced the final model in the New Class sedan series, the 2000 tii ('touring international, injected'). This was BMW's first fuel-injected model, featuring Kugelfischer mechanical fuel injection. The 2000 tii produced 97 kW at 5,800 rpm and 178 Nm at 4,500 rpm. Apart from its improved, fuel-injected engine, the 2000 tii had features similar to the 2000 tilux; a total of 1,952 examples of it were built.

Production volumes
Note that not all models are included.

New Class Coupés
The BMW New Class coupé range, which comprised the BMW 2000 C and BMW 2000 CS, was a coupé body style built by Karmann for BMW from the summer of 1965  to 1969. In 1965, BMW ended production of their Bertone-bodied 3200 CS coupé, the last of their line of V8 powered luxury cars from the 1950s. BMW decided to continue with a coachbuilt coupé. Based on the New Class platform, the 2000 C and 2000 CS introduced the 2.0 L version of the M10 4-cylinder engine and replaced the 3200 CS as BMW's flagship model in 1965. . The New Class coupes were replaced by the E9 coupés, which were based on a stretched 2000 CS chassis and use a 6-cylinder engine.

Technical
The New Class coupé was developed from the New Class sedans to showcase the 2.0 L version of the M10 engine used in the sedans. The new displacement of 1990 cc was achieved with the 80 mm stroke of the 1.8 L version combined with an 89 mm bore. The coupé was built for BMW by Karmann in Rheine and available as the 2000 C, with a single-carburettor engine delivering 100 hp at 5500 rpm, or as the 2000 CS with a higher-compression engine equipped with dual twin-barrel carburettors and delivering 120 hp at 5500 rpm. The 2000 CS had a four-speed manual transmission, while the 2000 C (first introduced in 1965 as the 2000 C Automatic) originally came with a three-speed automatic transmission. Starting in 1967 the 2000 C was also offered with the four-speed manual.

Styling
The New Class coupé was introduced just after the 3200 CS coupé was discontinued. The styling was based on the New Class sedan, with an all-new front end. The headlights were behind a glass fairing, and the grill consisted solely of a chromed BMW "double-kidney" at the centre of the front. Apart from chrome accents around the headlights and along the top of the front end, the rest of the front was painted metal, with a row of vertical slots behind the bumper on each side to admit air for cooling and engine induction. Reactions to the front end styling have been mixed; Norbye describes it as "a blunt, unattractive front end", Severson agrees, calling the front clip "odd-looking" and stating that the details of the front end "do no favors for the looks", while Noakes disagrees, referring to its "imposing front end" being "tidier than the Bertone body's fussy nose" in comparison to the 3200 CS.

Production
Of the 13,691 New Class coupés built between 1965 and the end of production in mid-1969, 9,999 were twin carburettor 2000 CS coupés, 3,249 were single carburettor 2000 C coupés with automatic transmission, and 443 were 2000 C coupés with manual transmission.

Replacement

In 1968, the New Class coupés were replaced by the six-cylinder New Six CS (E9) models, which have a longer wheelbase and longer front clip to accommodate the M30 engine. The front end styling was also modified to resemble that of the New Six (E3) sedans.

At the Paris Motor Show in 1968, BMW displayed a concept vehicle called the 2000ti Coupe, a coupe designed by Pietro Frua of the Glas car company (which BMW had taken over two years earlier). The 2000ti did not reach production.

02 Series
The "02 Series" range of two-door sedans, coupes and convertibles began production in 1966, and was based on a shortened version of the New Class Sedan platform.

Motorsport

 * A BMW 1800 TI/SA won the 1965 Spa 24 Hours touring car race.
 * A BMW 2000 TI won the 1966 Spa 24 Hours touring car race.
 * Hubert Hahne won the 1966 European Touring Car Challenge (Division 3) driving a BMW 2000 TI.

title: BMW New Class


text:
Talk:Piedmont Sanatorium

Untitled
Does anyone know what that site was being used for between 1965-1985? Nathanlarson32767 10:18, 10 Dec 2004 (UTC)

This is not the first sanitarium of it's kind. There is record of one pre-1900 in Southern Pines, N.C.: the Pickford Sanitarium For Consumptive Negroes (see: http://docsouth.unc.edu/nc/pickford/summary.html)

title: Talk:Piedmont Sanatorium


text:
Georges Bégué

Georges Pierre André Bégué  (22 November 1911 – 18 December 1993), code named Bombproof, was a French engineer and agent of the United Kingdom's clandestine organization, the Special Operations Executive (SOE). The purpose of SOE in France, occupied by Nazi Germany in World War II, was to conduct espionage, sabotage, and reconnaissance. SOE agents allied themselves with French Resistance groups and supplied them with weapons and equipment parachuted in from England.

Bégué was the first of 470 SOE F (France) Section agents infiltrated into France. He was a wireless operator. He proposed the use of BBC to transmit coded messages to resistance groups in Europe, a practice which became ubiquitous. He also arranged for the first of many thousands of airdrops of supplies and arms to resistance groups in France. He was captured by the French police in October 1941. He escaped from prison in 1942 and returned to the United Kingdom.

Early life
Georges Bégué was born 22 November 1911 in Périgueux, France. His father was a railway engineer and the family moved to Egypt when Bégué was a child. Bégué also trained as an engineer at University of Hull where he learned English and met his wife. He went through his military service as a signaller.

World War II
At the outbreak of World War II, Bégué was recalled to the French army. Because of his knowledge of English he was assigned to liaison with the British troops. He eventually escaped to Britain during the Dunkirk evacuation. After the surrender of France, he joined the Royal Signals as a sergeant, meeting Thomas Cadett, the Paris correspondent of the BBC, who was working in SOE's F section who recruited him.

The first SOE agent
In 1940 SOE Bégué joined the new F (French) section. He was given the alias George Noble and trained as a wireless operator. After training, he parachuted "blind" (nobody met him on arrival) into Indre Department on the night of 5/6 May 1941 with a heavy wireless transmitter in a suitcase. He was the first SOE agent in France. He was lucky to have arrived at all, as the night before his flight the house he was staying in had been destroyed by a bomb while he was out. He contacted socialist Max Hymans near Châteauroux and persuaded him that he was a legitimate English agent. Hymans introduced him to other socialists in the area. On 9 May, he sent his first wireless message back to SOE headquarters in London. On 10/11 May, he was joined by SOE agent Pierre de Vomécourt and on 12/13 May by Roger Cottin, both also parachuted blind.

The Germans quickly detected Bégué's wireless transmissions and jammed them and began to hunt for him around Châteauroux. Nevertheless, he was able to arrange the first airdrop of supplies into France by SOE on 13 June 1941. Two containers were dropped at Bas Soleil, the estate of Pierre de Vomécourt's brother, Philippe, near Limoges. The containers were dropped by an Armstrong Whitworth Whitley bomber and contained sub-machine guns, explosives, and other material. They were the first of nearly 60,000 containers of supplies and arms air-dropped to SOE operatives and resistance groups during World War II.

Bégué and Pierre de Vomécourt created the first of about 90 SOE networks (also called circuits and reseau) in France. Their network was called Autogiro. Georges Bégué is sometimes called "Georges One" as he was the first SOE wireless operator in France. Subsequent wireless operators were called "Georges Two, Georges Three, etc. The SOE's slang term for a wireless operator was a "pianist."

Engaging the BBC
Bégué had an exhausting schedule, often transmitting and receiving messages to and from SOE three times a day. In addition he often had to serve as a courier traveling by train to deliver or receive messages to other SOE agents. As the Germans and French police were attempting to locate him and his wireless through direction-finding equipment, Bégué proposed sending seemingly obscure personal messages to agents in the field in order to reduce risky radio traffic. In accordance with his proposal, the BBC's Radio Londres broadcasts began with "Please listen to some personal messages," followed by spoken messages, often amusing, and without context. Representative messages include "Jean has a long mustache" and "There is a fire at the insurance agency," each one having some meaning to a certain resistance group. They were used primarily to provide messages to the resistance, but also to thank SOE agents and sometimes to mislead the enemy. Because these messages were in code, not cipher, the German occupiers could not hope to decipher them unless they had infiltrated a resistance group, so they focused their efforts on jamming the messages instead. The transmission of coded messages by Radio Londres became ubiquitous in World War II.

Arrest
The SOE parachuted in a number of additional agents in September 1941. One agent, Gerry Morel, went his own way to recruit resistance members. The Milice, the Vichy France police, arrested him at Limoges on 3 October 1941. His arrest led to more arrests and eventually to Bégué, who was arrested 24 October in a Marseilles safe house. He was sent to join a dozen SOE agents in the Beleyme prison in Périgueux. They were later transferred to a prison camp in Mauzac-et-Grand-Castang, Dordogne in March 1942, thanks to intervention of the American Consul-General Hugh Fullerton. Bégué smuggled out a message to London, bribed a guard, and created a duplicate key and the group escaped 16 July 1942. SOE agent Michael Trotobas was one of the escapees as was Jean-Pierre Bloch, whose wife, Gabrielle Sadourny, assisted in the escape.

Bégué and the other escapees hid in a forest while the French police searched for them and then continued to Lyon in separate groups. Bégué arrived on 23 July. SOE agent, American Virginia Hall, was in Lyon and in contact with the Vic escape network and eventually the escapees were led over the Pyrenees to neutral Spain where Bégué was interned at Figueres and sent to Miranda de Ebro prison camp but was later released to continue to England. He arrived in London in October 1942.

The SOE in London had changed leadership in his absence and Bégué had little confidence in the new SOE leader, Maurice Buckmaster. He was named signals officer, but believed his talents were under-utilized.

After the war
After the war Bégué emigrated to the United States. He worked in a number of lower-level jobs until he could officially become an electronics engineer. He also became an American citizen. He died 18 December 1993 in Falls Church, Virginia. He was 82 years old. Begues was survived by his wife Rosemary and two daughters, Brigitte and Suzanne.

title: Georges Bégué


text:
Porthclais

Porthclais (also known as Porth Clais) is a small sheltered inlet harbour near St Davids, Pembrokeshire, Wales, in the community of St Davids and the Cathedral Close.

History
Porthclais harbour was built in the 12th century, importing coal and timber. The entire harbour is within the St David's Peninsula Site of Special Scientific Interest. Porthclais is still used as a small port by local fishermen and recreational sailors. The largely intact old harbour wall may have been built by the Romans, and the harbour was mentioned in the mediaeval Mabinogion. The earliest recorded date of trade through the port is 1385.

The harbour dries out at low tide and is a good launching spot for small boats, dive craft and kayaks who are setting out to explore St Bride's Bay. Porthclais harbour has some of the best preserved remains of stone Lime kilns in Pembrokeshire.

Harbour authority
Porthclais Harbour Authority Limited provides harbour services; the harbour can accommodate around 50 small boats and is very busy at peak times.

Facilities
There is a car park on the site of what used to be the now defunct St. Davids gasworks, which in turn was built on the site of a spring where it is said St. David himself was baptised.

title: Porthclais


text:
User:Notjim

Conor Houghton

title: User:Notjim


text: User talk:203.122.33.194

title: User talk:203.122.33.194


text:
Kilinux

Kilinux (klnX), the Open Swahili Localization Project, is a project by the Swedish International Development Agency (SIDA), the University of Dar es Salaam (UDSM), and IT+46 for localizing major applications to the Swahili language.

It is based in Tanzania and run on Linux, and aims to create an operating system in Swahili, which is spoken by an estimated 100 million people. The project was started as a joint effort between the University of Dar es Salaam and Swedish company IT +46.

Background
Swahili is a Bantu language spoken by about 100 million people in Kenya, Tanzania, Uganda, Malawi, Mozambique and other areas in or near the African Great Lakes region. Most users are using Microsoft Windows and Microsoft Office, but since that is not available in Swahili, they have to use English or French. Kilinux tried to reduce the threshold by localizing Open Office. In June 2004 Microsoft announced a Swahili version of Windows.

History
The Kilinux project began in 2003 with the development of a glossary and a spell checker for OpenOffice.org.

The Kilinux Project received an award in May 2006 as the best ICT project in the category education of the 2006 Stockholm challenge.

Swahili IT Glossary
In October 2004 Kilinux released a Swahili IT Glossary under the Creative Commons ShareAlike license containing over 1500 "computer related terms in English and their Swahili equivalents", because the Swahili language did not contain any computer terminology.

Jambo OpenOffice
The first major release by the project — Jambo OpenOffice (Hello OpenOffice ) — was a localised version of OpenOffice.org, an open source office suite, and was aimed primarily at schools and colleges.

Jambo Firefox
On 15 June 2006 the project announced they had localised the web browser Mozilla Firefox.

title: Kilinux


text:
1976 United States Grand Prix West

The 1976 United States Grand Prix West was a Formula One motor race held on March 28, 1976, in Long Beach, California. The race was the third round of the 1976 Formula One season and the first new race to be added to the calendar since the Brazilian and Swedish Grand Prix were added in 1973. It was the second Formula One race held in California, the first being the 1960 United States Grand Prix at Riverside, only 50 miles away. The race was held over 80 laps of the 3.251-kilometre street circuit for a total race distance of 260 kilometres.

The race was won by Swiss driver Clay Regazzoni in a Ferrari 312T by 42 seconds over team mate and championship points leader, Austrian driver Niki Lauda. French driver Patrick Depailler finished third driving a Tyrrell 007.

Summary
Italy was the first country to host two Championship Formula One races in the same year in 1957. The United States would become the second as the first USGP West at Long Beach, California, appeared on the 1976 F1 calendar, along with the long-standing autumn race at Watkins Glen, New York. The new race's organizers, headed by British businessman and Long Beach resident Chris Pook, could not have done a better job in their attempt to create an 'American Monaco.' An unending list of former Champions was present for the weekend's vintage race, including Denny Hulme, Jack Brabham, and Juan Manuel Fangio himself. Dan Gurney and American Champion Phil Hill were also in attendance after helping to conceive and promote the event.

When the cars took to the track, the drivers differed in their opinions of the concrete-lined street circuit which featured two hairpins and a long, curving waterfront "straight." Ferrari's reigning World Champion Niki Lauda said the course was much bumpier than Monaco and harder on the car, but easier on the driver. Emerson Fittipaldi said he liked it very much, but Frenchmen Jacques Laffite and Patrick Depailler would not agree. In qualifying, Lauda led first, then James Hunt's McLaren, and finally Clay Regazzoni in the second Ferrari. After spending much of the session with ignition trouble, Depailler made a last-minute bid and slotted his Tyrrell onto the front row in second, less than two-tenths off the Ferrari's pace. The Formula One Constructors' Association had decided to limit the field to twenty starters for safety reasons, because of the narrow concrete canyons necessitated by the street layout, and seven cars failed to qualify.

At the start, Regazzoni rocketed away and settled into the lead, ahead of Hunt, Depailler, and teammate Lauda. Exiting the first turn, Vittorio Brambilla squeezed Carlos Reutemann into the wall, putting both cars out. Then, on the curving back "straight" by the harbor, Gunnar Nilsson's Lotus broke its rear suspension and jerked hard into the wall at 160 miles per hour. He emerged with only a stiff neck.

''On lap four, Hunt was bearing down on Depailler for second place. He tried to slip inside the Tyrrell entering the right-hand hairpin just before the back straight, but Depailler closed the door, forcing Hunt to go around on the left. As they exited the corner side-by-side, Depailler moved across and pushed the McLaren into the barrier. Hunt yanked himself from his car, certain that it was undrivable, and shook his fist at Depailler each time the Frenchman came around. After the race, the McLaren mechanics came to retrieve the car and were able to drive it back to the pits!''

On the same lap, John Watson bumped Laffite's Ligier from behind, breaking the nose on his Penske. Laffite was spun around by the contact and dropped from eighth to fourteenth place. Meanwhile, Lauda made his way by Depailler on lap five and took second place, seven seconds behind Regazzoni, who was beginning to seem untouchable. Mario Andretti had moved from fifteenth on the grid to ninth in the Parnelli VPJ 4B-Ford, including the fastest lap to that point, but was finished when he lost the water in his engine (although he didn't actually stop until lap 15 when the engine had completely cooked).

''This would be the last race for the American Vel's-Parnelli car. Over three seasons, it competed in 16 races, with Mario the car's only driver. Upon retiring from the race in Long Beach, Andretti was approached by a television reporter in the pits, asking, "How about this being your last race in Formula One?" Andretti replied, "What are you talking about?" The reporter said, "That's what Vel (Miletich) told me." Andretti said, "It may have been his last Grand Prix, but it won't be mine."''

''Andretti terminated his relationship with Miletich and Parnelli Jones that day, but the next morning, by accident, joined Lotus team manager Colin Chapman for breakfast in a Long Beach coffee shop, where the two forged an agreement. By the next season, with Andretti driving Chapman's revolutionary Lotus 78, the two were winning races together and, of course, in 1978, captured the World Championship.''

At about the same time as Andretti's retirement from the race, Depailler spun and dropped from third to seventh, and after 20 laps, Regazzoni led by 13 seconds over Lauda, Jody Scheckter and Tom Pryce in the Shadow. Depailler, furious over his mistake, was storming back up the line as he got by Jean-Pierre Jarier and Ronnie Peterson within six laps. When Pryce broke a driveshaft on lap 33 and Scheckter had a front wishbone snap on lap 34, Depailler was back in third place, behind the two Ferraris.

After his incident with Watson, Laffite had driven brilliantly in just the third race for the new Matra-powered Ligier. He passed Jochen Mass on lap 45, and Jarier on lap 46 to take over fourth place. With 20 laps to go, Lauda was having trouble selecting gears and decided to try to nurse the car home rather than make a run at Regazzoni. Jarier had dropped to sixth behind Mass, also with gearbox trouble. Then, on the next to last lap, with only first and fifth gears left, he was also overtaken by Fittipaldi, who scored the first Championship point for his own Copersucar team.

Regazzoni took an easy win, the fourth of his career, completing the grand chelem of pole position, fastest lap, victory, and leading every lap. Lauda successfully brought his ailing car home second, 42 seconds back, and Depailler completed a fine recovery from his spin by taking third. The first USGP West was a success. Indeed, former team manager Rob Walker said, "I think the creation of the Long Beach GP was the greatest achievement in motor racing this decade".

Qualifying
* Drivers in red failed to qualify

Championship standings after the race

 * Drivers' Championship standings

 * Constructors' Championship standings

 * Note: Only the top five positions are included for both sets of standings.

title: 1976 United States Grand Prix West


text:
Alofi

Alofi is the capital of the island nation of Niue. With a population of 610 in 2022, Alofi has the distinction of being the second-smallest capital city of a sovereign state by population (after Ngerulmud, capital of Palau). It consists of two villages: Alofi North and Alofi South. They collectively serve as the capital, but of the two, Alofi South hosts more government buildings, as many were moved to the southern part after Cyclone Heta.

History
In January 2004, Niue was hit by the fierce tropical storm Cyclone Heta, which killed two people and did extensive damage to the entire island. Many of Alofi's buildings were destroyed, including the hospital. Government buildings were shifted to a less exposed site 3 km (≈ 2 mi) inland from the west coast, named Fonuakula, after the storm. This site is within the village boundaries of Alofi South.

Overview
It is located at the centre of Alofi Bay on the west coast of the island, close to the only break in the coral reef that surrounds Niue. The bay stretches for 30% of the island's length (about seven kilometres) from Halagigie Point in the south to Makapu Point in the north.

The council's territory borders with Avatele, Hakupu, Lakepa, Liku, Makefu, Mutalau, Tamakautoga and Tuapa.

Climate
Alofi features a tropical rainforest climate under the Köppen climate classification, with no discernible dry season. The city has a noticeably drier stretch from June through September. However, all of these months average more than 60 mm of rain, the limit for a dry season month. Average temperatures vary slightly throughout the course of the year in Alofi hovering at around 27 C, during the warmest month (February) and at around 23 C during the coolest months (July and August).

Transport
The town is serviced by Niue International Airport, and there are numerous roads, both paved and dirt, that crisscross the town.

The island's main seaport is Sir Roberts Wharf. It is located at -19.05278°N, -169.92083°W, close to the centre of Alofi, within 200 metres of the capital's post office and just to the north of the Chamber of Commerce building. It is a small wharf, capable – due to the island's topography — of only handling smaller flat-bottomed boats. Larger cargo vessels and fishing boats moor near the reef, and barges are used to offload cargo. Major strengthening, extension work, and renovations to the wharf were commissioned in 2020, after cyclone damage earlier in the year.

Personalities

 * Dalton Tagelagi (b. 1968), politician
 * Sam Pata Emani Tagelagi (1935–2011), politician

title: Alofi


text:
Camp Trans

Camp Trans was the name of an annual demonstration and event held outside the Michigan Womyn's Music Festival (MWMF or Michfest) in Oceana County, Michigan. This demonstration was held by transgender women and their allies to protest against the Festival's policy of excluding trans women from attending, until the Music Festival's end in 2015.

History
Camp Trans was sparked by a 1991 incident, in which Nancy Burkholder was ejected from the festival, after refusing to answer when a woman asked her whether or not she was transgender. The MWMF maintained a womyn-born womyn policy since its inception, as evidenced by posters from the first festival in 1975. Each year afterwards a group of women, both transgender and cisgender, protested the exclusion of trans women from the event. Initially, these protests were small and sometimes carried on inside of the camp.

A more organized group of transgender women and their allies began camping and holding demonstrations outside the gate. After a five-year hiatus, Camp Trans returned in 1999, led by transgender activists Riki Ann Wilchins and Leslie Feinberg, as well as many members of the Boston and Chicago Lesbian Avengers. The events of this year drew attention and controversy, culminating in tensions as a small group of transgender activists were admitted into the festival to exchange dialogue with organizers and to negotiate a short-lived compromise allowing only transgender women who had sex reassignment surgery on the festival land.

In the early 1980s and in 1999, a transgender musician who had transitioned 10 years earlier did perform in MWMF. During the 1999's Camp Trans event, a number of transgender women purchased tickets and were admitted to the MWMF. A similar claim of victory was published by Camp Trans that year.

Events of 2006
By 2005, activists at Camp Trans and MWMF had become frustrated with the boycott effort and felt that a combined effort of external and internal activism on the grounds of MWMF might be more effective in securing inclusion.

In 2006, a transgender woman organizer of Camp Trans named Lorrraine Donaldson was sold a ticket to the 31st annual Michigan Womyn's Music Festival. On Tuesday, August 8, 2006, Donaldson approached the workers at the front gate of the festival and asked if she could purchase a ticket. She was instructed to read an outdated handout that was printed by the festival office in 2000 following the controversial events surrounding the Michigan 8 protest. This paper indicated that the festival was still enforcing a policy of exclusion for transsexual women. When Donaldson pointed out that the document was outdated and asked for a current version from the workers, they told her that none was available. Donaldson requested that the workers seek up-to-date policy information in writing from the office and informed them that she would return the next morning. That same day, the newly organized Yellow Armbands pro-inclusion support group held their first meeting at the Watermelon Tree in the common dining area of the festival.

On the morning of Wednesday, August 9, Donaldson again approached the box office workers near the front gate and asked to purchase a ticket. She was met at the gate by three members of the Yellow Armbands and one organizer of Camp Trans, all of whom witnessed Donaldson disclosing her trans status to the box office manager, before being sold a ticket and given an orange wristband that designated her as a "festie". Donaldson attended the festival for the remainder of the week and participated at a trans inclusion workshop that was presented by trans woman Emilia Lombardi, who was also an organizer with Camp Trans and who was sold a ticket to the festival on Friday, August 11, as well. The workshop was listed as part of the official festival program and both Donaldson and Lombardi were open about being trans women at the workshop that was attended by over 50 people. Donaldson and Lombardi also continued to join the Yellow Armbands mealtime gatherings, where they were met with support from festies and workers. The conclusion of the 2006 festivals in Hart, Michigan was marked with noted optimism and collaborative spirit between Camp Trans constituents and their pro-inclusion supporters at MWMF, as was noted immediately by members of the community and media. A camper also captured the good news as it was presented onstage by a Camp Trans committee member and later posted it on YouTube.

2006 press release controversy and resulting organizational changes
Following the 2006 festival, a small group of Camp Trans organizers issued a press release that stated that the MWMF had "ended its policy of exclusion." A disagreement ensued within the Camp Trans and Yellow Armbands organizations over whether or not this press release was ethical due to issues of transparency and consent.

Camp Trans argued that the press release was a deliberate and necessary tactic designed to bait Vogel into responding with a transphobic press release which would make the parameters of the "wbw-policy" officially known. Supporters of this tactic felt that because Vogel hadn't given the Camp Trans organization permission to republish the letter, nor was the policy (or what Vogel referred to as an "intention") available in writing on the MichFest website or elsewhere, that this was the only way that Camp Trans could ostensibly prove that the policy actually existed. Others felt that the motivation behind the press release was nebulous and not supportive or inclusive of Donaldson or others who were involved in the positive developments that occurred in the summer of 2006. They also believed that the press release caused unnecessary conflict between inclusion activists and the festival office and they preferred to focus on the larger community who were clearly supportive of trans women attending in 2006. Regardless, Vogel did in fact issue a response where she stated again that the festival is intended for women-born-women, and that they hope and expect trans women to respect that intention. Following the press release fallout, Donaldson resigned from Camp Trans and joined the Yellow Armbands as an organizer.

In 2007, the Yellow Armbands blog was frozen by an organizer who resigned from the activism due to lingering issues regarding lack of transparency in the inclusion movement. Other activists also resigned over concerns that Camp Trans was privileging the voices of trans men over trans women in their organization. The remaining inclusion activists at Yellow Armbands created a new online community and blog and renamed their organization Fest For All Womyn.

Donaldson returned to MWMF in 2007 with the newly renamed Fest For All Womyn/Yellow Armbands and camped in The Twilight Zone area of the festival along with other trans women and female inclusion supporters.

2007 was also a landmark year for Camp Trans, because for the first time in their 16-year history, they held elections for their organizational positions. Camp Trans organizers celebrated this as a positive step in the right direction when the majority of elected positions were filled by trans women.

2010 festivals
There were tensions during the 2010 festivals. A piece published in both Anarchist News and the queer zine Pink and Black described a confrontation with a tow truck driver. The driver allegedly threatened to kill Camp Trans members with a tow cable after he was asked to turn off his engine during a Camp Trans speech.

Pink and Black wrote that there was vandalism during the festival, saying that, in one incident, someone painted the words "Real Womyn Have Cocks" in a MichFest kitchen. The zine also said a flyer was distributed that read: "Second-Wave 'Feminists', / A hot load from my monstrous tranny-cock embodies womanhood more than the pieces of menstral (sic) art your transphobic cunts could ever hope to create. / Love, Womyn-born-Monsters".

Since 2010
There have been groups created "on the land" like Trans Women Belong Here, for support, care, and acquiring a "safe space" within MichFest. MichFest itself, however, ceased as an ongoing concern after its 40th season in 2015.

UK Festival
In 2022 a trans art and community camping festival of the same name was held in Leighton Buzzard. The event was a success and is planned to take place again, on a larger scale, in the summer of 2023.

title: Camp Trans


text:
1977 United States Grand Prix West

The 1977 United States Grand Prix West (officially the Long Beach Grand Prix ) was a Formula One motor race held on April 3, 1977 in Long Beach, California. It was the fourth race of the 1977 World Championship of F1 Drivers and the 1977 International Cup for F1 Constructors.

The 80-lap race was won by Mario Andretti, driving a Lotus-Ford. Andretti held off Niki Lauda in the Ferrari to become the only American to win a Formula One race on home soil, while also giving the ground-effect Lotus 78 its first win. Jody Scheckter finished third in the Wolf-Ford.

Summary
The Formula One circus arrived at Long Beach in mourning following the deaths of Tom Pryce at the South African Grand Prix and Carlos Pace in a light aircraft crash near São Paulo. The Shadow team signed Alan Jones as Pryce's replacement, while Pace's place at Brabham was taken by Hans-Joachim Stuck. Stuck had been expected to drive for the new ATS team with its old Penske car but changed his mind, meaning that ATS had to sign Jean-Pierre Jarier instead.

The first practice session saw Jody Scheckter fastest in the Wolf with a time of 1:22.79, just ahead of Andretti in the Lotus 78. In the second session, Andretti went faster with a 1:22.06, but Ferrari's Niki Lauda took the pole position in final qualifying on Saturday with a 1:21.63. Scheckter was third, joined on the second row by the second Ferrari of Carlos Reutemann.

On Sunday, it was 68 degrees °F (20 °C) and very pleasant as the cars formed on the starting grid. At the green light, Scheckter shot past both Lauda and Andretti, and led into the first turn. Reutemann pulled next to Andretti on the inside approach to the turn, but braked too late and slid straight on. Andretti avoided a T-bone by braking in time to duck behind him into the corner.

''James Hunt was allegedly pushed from behind, though no one knows for sure, and when he hit John Watson's right rear wheel with his left front, he was launched six feet in the air, showing Watson the entire underside of his McLaren. On landing, he slid past Reutemann and down the escape road. Hunt was able to make it back to the pits, and though his suspension was bent, he carried on, and ended up missing a point for sixth by just two seconds.''

Meanwhile, the trio of Scheckter, Andretti and Lauda continued the battle they had been waging all weekend, with Scheckter leading by 1.7 seconds after three laps. On lap 4, Lauda was pressuring Andretti and tried to pass in the hairpin at the end of the curving back straight. He locked the Ferrari's brakes, but kept his foot down hard to avoid hitting Andretti's Lotus. The resulting flat spots on Lauda's tires caused a serious vibration throughout the race, and probably took away his chance of winning.

Scheckter maintained a consistent cushion over the battle for second; after 25 laps, Andretti was 2.5 seconds behind and Lauda was 4 seconds back. Even as they periodically worked their way through traffic, the three leaders never lost contact for more than half a lap. The Long Beach circuit was not particularly suited for cars that generate much downforce, and the new Lotus, with its higher aerodynamic drag, could not match the straight line speed of Scheckter's Wolf; Andretti continually closed in through the corners, but could not find a way past.

"I was preparing for a real banzai under braking," Andretti later said. "I needed to go from fifth to first gear in order to do it, and the way the gearboxes were in those days, I had maybe one or two tries to do that. My objective was to do it if I was in a position at the end of the race. Then I saw a twitch and, obviously, he had a tire that was slightly deflating."

''On lap 58, Scheckter's lap time suddenly increased by two seconds, and as he passed the pits, he pointed emphatically to the crew at his right front tire, which had developed a slow leak. The tire began locking up time and again under braking, but Scheckter decided he was going to stay out and go as far as he could. For 18 laps, he tenaciously fought a losing battle as he held off each of Andretti's desperate attempts to pass as his deflating tire got softer and softer.''

"It was not at the point that the tire was really going down, because it was the left side, not the right side, and it was not to the point that he really backed off any sooner because his braking point and turning point for the corner was the same."

On lap 77, Andretti outbraked the Wolf and pulled inside him entering the hairpin. "It's not that he went wide," he said afterwards, "I just got him clear at the braking point, and then after I went by him, I distanced myself." The frenzied crowd of 70,000 finally burst into rapturous applause as Andretti accelerated into the lead. Scheckter's despair was complete when Lauda also went by on the next lap. The crowd cheered Andretti home, deflecting considerable pressure from Lauda right to the flag, as he won by less than a second.

''"It is one of the nicest moments of my career, even more satisfying than winning Indianapolis and really gratifying to have so many people pulling for me," Andretti said. "The car remained perfectly balanced throughout the race and the brakes were superb."''

''"It was not that I was given a break," Mario still insists. "I outbraked him clean. To me, it was just as satisfying a win. Jody tried to say that the only reason I passed him was because the tire was going down; but if that was the case, he would have had a lot of smoke and a lot of locking up, and there was none of that. So, it was a good, satisfying win."''

Scheckter held on for third place, and the scoring was completed by Patrick Depailler's Tyrrell, over a minute behind; Emerson Fittipaldi in the Copersucar; and Jarier in the ATS Penske-Ford.

Championship standings after the race

 * Drivers' Championship standings

 * Constructors' Championship standings

 * Note: Only the top five positions are included for both sets of standings.

title: 1977 United States Grand Prix West


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1978 United States Grand Prix West

The 1978 United States Grand Prix West (officially the Long Beach Grand Prix ) was a Formula One motor race held on April 2, 1978, at Long Beach, California.

Summary
Carlos Reutemann took over at the halfway mark from Ferrari teammate Gilles Villeneuve, when the Canadian crashed out of the lead, and won by eleven seconds. It was the second American victory for the Argentine, who also won for Brabham at Watkins Glen in 1974. American Mario Andretti finished second to maintain a share of the Championship lead with Reutemann.

At the start of the weekend, though only 22 cars would make the grid, there were 30 entries, requiring a one-hour pre-qualifying session on Friday morning for the eight non-FICA members. From these eight, the fastest four would join the rest of the field in qualifying for one of the 22 starting spots.

Niki Lauda, who had placed his Ferrari on pole for the previous year's race, again set the early pace, this time in a Brabham. Late in the Friday morning session, however, Reutemann suddenly jumped to the top of the sheets with a 1:20.99 and eventually posted the day's best of 1:20.636. As usual at Long Beach, a number of drivers suffered from broken gearboxes, and on Saturday, though the weather was better, no one was able to better Reutemann's time. The first three rows of the final grid were occupied by just three teams, as Villeneuve completed the all-Ferrari front row, Brabham teammates Lauda and John Watson were third and fifth, and the Lotus pair of Andretti and Ronnie Peterson were fourth and sixth.

A beautiful California day and 75,000 paying fans showed up for the race on Sunday. The start had been moved from in front of the pits on Ocean Boulevard to the curving "straight" on Shoreline Drive in order to avoid another first corner tangle. The strategy seemed to work, as everyone got through cleanly, though John Watson's late braking maneuver down the inside caused him to exit wide from the hairpin and force polesitter Reutemann wide with him, so Villeneuve tucked into the lead as they exited.

After one lap, the order was Villeneuve, Watson, Lauda, Reutemann, Andretti, Alan Jones, James Hunt and Peterson. In the lead of a Grand Prix for the first time, Villeneuve was driving superbly, as he began to extend his lead. On lap six, Hunt struck the wall at the apex of the last turn before the pit straight and knocked his right front wheel off. Three laps later, Watson retired from second with a blown engine. Andretti was dropping back in fourth, having chosen the wrong Goodyears and a poor top gear, and Jones was closing on him quickly. On lap 19, the Williams went through and took off after Reutemann.

With Villeneuve's lead at two seconds, Reutemann was pushing Lauda hard for second place. Suddenly, on lap 28, the Brabham went straight on at Turn One, looking as if his brakes had failed. Lauda stopped safely, however, stepped out and removed his helmet. An electrical failure had cut the motor. Meanwhile, Jones had caught up to Reutemann, and the top three were separated by just 2.5 seconds.

On lap 39, just before the halfway point, Villeneuve came up to lap Clay Regazzoni, who was in a battle with Jean-Pierre Jabouille's Renault. Rather than wait until the straight, the Canadian tried to get by in the twisty section leading up to Ocean Boulevard. There simply wasn't room, however, and, when Regazzoni braked earlier than Villeneuve expected, the Ferrari's right front wheel hit the left rear of the Shadow and was launched over the white car into the wall. Fortunately, no one was hurt.

This left Reutemann in the lead, ahead of Jones, then a long gap back to Andretti. Lap after lap, Jones hounded Reutemann, but the Ferrari was too fast down the straight for him to get by. On about lap 47, with Jones still on the Ferrari's tail, the front wings of the Williams strangely flopped down, the result of a fabrication failure. Jones continued to battle, but began losing around a second a lap. Adding to the Aussie's misery, his fuel pressure began fluctuating. His head jerked back and forth as the engine sputtered and, sometimes, cut out entirely. As one car after another passed, the struggling Williams fell all the way to eighth place. Recording the fastest lap of the race on lap 27 and repassing Emerson Fittipaldi on the last lap for seventh place were his only consolations after a spectacular drive.

Reutemann cruised to the finish, maintaining a twelve to fifteen second gap over Andretti, who had a similar cushion over Patrick Depailler in third.

Pre-qualifying
* Positions in red indicate entries that failed to pre-qualify.

Qualifying
* Positions in red indicate entries that failed to qualify.

Championship standings after the race

 * Drivers' Championship standings

 * Constructors' Championship standings

 * Note: Only the top five positions are included for both sets of standings.

title: 1978 United States Grand Prix West


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Category:Trivia

 * For the Wikipedia guideline, see WP:TRIVIA.

title: Category:Trivia


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Fet-Mats

Fet-Mats or Fat Mats (born Mats Israelsson; died 1677) was a natural mummy found in Sweden in 1719.

In 1719, miners in the Falun copper mine found an intact dead body in a water-filled, long-unused tunnel. When the body was put on display, it was identified by his former fiancée, Margaret Olsdotter, as Fet-Mats Israelsson, who had disappeared 42 years earlier.

Discovery
On 2 December 1719, miners discovered a dead man in the water-filled shaft known as Mårdskinnsfallet, in a part of the mine that had not been used for a long time. Both legs of the dead man were amputated and missing, but neither clothes, hands nor face showed signs of decay, which made it appear as if he had recently died; the find became a mystery because no person was reported as missing. When the body was raised to ground level, it began to dry and became "hard as wood" according to a contemporary description. According to others, the body had rather turned into stone, giving rise to the epithet "the petrified miner".

After the body was put on display in Stora Kopparberget, Margaret Olsdotter identified it as belonging to Fet-Mats Israelsson, her fiancé who disappeared in March 1677. Local oral historians say a second woman also claimed to be his fiancée, but this could have been motivated by the benefits paid to miner's widows.

When the naturalist Carl Linnaeus visited, he noticed that Fet-Mats was not petrified but just covered with vitriol, a substance now commonly known as the pesticide copper sulfate.

Linnaeus stated that as soon as the vitriol evaporated, the body would begin to decay. That proved to be correct.

However, Fet-Mats Israelsson's body remained on display for thirty years, until he was buried in Stora Kopparberg Church on 21 December 1749. During renovation of the floor in the early 1860s, the remains of Fet-Mats were found again and exhibited in a display case, until he was finally buried in 1930 in the church's graveyard.

Fet-Mats in culture
Fet-Mats became an inspiration for the German romanticists. The philosopher and naturalist Gotthilf Heinrich von Schubert wrote about him in Ansichten von der Nachtseite der Naturwissenschaft, Achim von Arnim wrote a ballad about Fet-Mats, Johann Peter Hebel wrote a short story about him called Unverhofftes Wiedersehen (Unexpected Reunion). Friedrich Rückert also wrote about Fet-Mats. Most notably E.T.A. Hoffmann wrote the short story Die Bergwerke zu Falun published in his collection Die Serapionsbrüder in 1819. In 1842 Richard Wagner wrote a libretto based on Hoffmann's short story called Die Bergwerke zu Falun, but it was refused and instead he wrote Tannhäuser. In 1901 Hugo von Hofmannsthal's Das Bergwerk zu Falun had a premiere in Vienna.

title: Fet-Mats


text: Category:Universities

title: Category:Universities


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Hanae Mori

Hanae Mori (森 英恵) was a Japanese fashion designer. She was one of only two Japanese women to have presented her collections on the runways of Paris and New York, and the first Asian woman to be admitted as an official haute couture design house by the Fédération française de la couture in France. Her fashion house, opened in Japan in 1951, grew to become a $500 million international business by the 1990s.

Career
Mori was born on 8 January 1926 in Muikaichi, Shimane. After graduating from Tokyo Women's Christian University, she married and attended dress-making school. She opened her first atelier, Hiyoshiya, in 1951, and over the next several years designed costumes for hundreds of movies. In 1965, she presented her first New York City collection, "East Meets West." Twelve years later, she opened an haute couture showroom in Paris, leading to her 1977 appointment as a member of the Chambre syndicale de la couture parisienne.

Mori designed three consecutive uniforms for the flight attendants of Japan Air Lines (JAL). The first uniform was worn from 1967 to 1970; the second, which created a sensation by featuring a miniskirt, worn from 1970 to 1977; and the third worn from 1977 to 1988. From 1989 to 1996, Mori employed Dominique Sirop as a designer. He became a grand couturier in 1997. In 1992, Mori designed the official uniform for the Japanese Delegation to the Barcelona Olympics and, in 1994, the official uniform for the Japanese Delegation to the Lillehammer Olympics. Also in 1993, Masako, Crown Princess of Japan wore a sleeveless white gown designed by Mori for her wedding ceremony. Mori had the patronage of Masako, Crown Princess of Japan, Hillary Clinton, Nancy Reagan, Renata Tebaldi, and Monegasque Princess and actress Grace Kelly.

Amidst company financial struggles, Mori sold the ready-to-wear and licensed apparel operations in January 2002 to an investment group formed by Japanese trading company Mitsui & Co. and the Rothschild group in Britain. Opting for fast-track corporate rehabilitation, the company then applied to the Tokyo District Court for protection from its creditors on 30 May 2002, as it had ¥10.1 billion (US$81 million) in liabilities.

Mori announced her retirement in June 2004, stating that she would be closing her fashion house after the Haute Couture Show for Fall 2004 in Paris. She held her last fashion show in July of that year.

Awards
In 1988, she received a Purple Ribbon Medal of Honor from the Government of Japan. In 1989 Mori was awarded the French Legion of Honor by President François Mitterrand of France. In 1996, Mori was awarded the Order of Culture by the Emperor of Japan.

Personal life and death
In 1946, Mori met Ken Mori (1912–1996), a textile businessman who she later married. Ken died on 16 October 1996 of a heart attack. Mori had two sons with Ken named Akira and Kei. Both children help run Mori's business.

Mori died at her home in Tokyo on 11 August 2022, at the age of 96. No cause of death has been revealed.

title: Hanae Mori


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George Polley

George Gibson Polley (1898–1927) was an American pioneer of (the then-unnamed act of) buildering, or climbing the walls of tall buildings, earning him the nickname "the human fly".

According to himself, he began his climbing career at the age of 12 in 1910 when an owner of a clothing store promised him a suit if he would climb to the roof of the building. He succeeded.

Over his career Polley climbed over 2000 buildings. In 1920 he climbed the Woolworth building but was arrested, just when he reached the 30th floor and had 27 floors to go, for climbing without official permission. He also climbed 500 ft up the Custom House Tower in Boston. He would often spice up his performance by pretending to slip and fall from a windowsill to another. George G. Polley was also a talented magician and performed in vaudeville with his wife the amazing Helen Stillman. He was a good friend of Harry Houdini and learned some of his tricks from him.

He had three sons: George, Gibson and Stillman.

George Polley died at the age of 29 due to a brain tumor.

title: George Polley


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1979 United States Grand Prix West

The 1979 United States Grand Prix West, formally titled the Lubri Lon Long Beach Grand Prix, was a Formula One motor race held on April 8, 1979, at Long Beach, California. Canadian Gilles Villeneuve captured pole, fastest lap and the win for Scuderia Ferrari, followed by his teammate Jody Scheckter, as the Prancing Horses took a big step toward reclaiming the Constructors' and Drivers' Championships from Team Lotus. Villeneuve's win came by almost half a minute over Scheckter, and Alan Jones joined them on the podium for Williams. It was the third win of Villeneuve's career, his second in succession, and the third United States Grand Prix win in a row for Ferrari.

Summary
Qualifying was a battle between Ferrari, Lotus and Ligier, and, as is usually the case at Long Beach, the circuit was littered with broken cars by the end of each session. Carlos Reutemann, in the second Lotus, held the pole until the very end of the final session, when Villeneuve bumped him.

''With only Ferrari and Renault on Michelin tires, Villeneuve was able to use seven sets of qualifiers in the final session, while the Goodyear runners had only two sets per car. On his final charge, Villeneuve switched off his rev limiter at the end of the straight, raising the revs by 200 to 12,600 and giving him enough extra speed to pip Reutemann by six hundredths of a second. Scheckter was third, ahead of the two Ligiers of Patrick Depailler and Jacques Laffite, then Mario Andretti in sixth.''

On Saturday morning, Jean-Pierre Jabouille had a driveshaft on his Renault break on the curving back "straight," flinging him into the wall at 180 mph. A badly sprained arm would keep him out of the race. Then, in the Sunday morning warmup, a stronger version of the driveshaft, produced by the team in the garage, broke on teammate René Arnoux's car. Rather than taking a chance on duplicating Jabouille's incident, the team withdrew their remaining car from the race, allowing Derek Daly's Ensign onto the starting grid.

100,000 fans gathered on Sunday, which turned sunny and warm just in time for the race. As with the previous year, the start would be on the Shoreline Drive straight, rather than in front of the pits, giving the drivers more of a run down to the first corner. On the warmup lap preceding the drive around to the grid, Reutemann's engine cut out, and he had to be helped back to the pits. The problem was quickly solved, and, while the organizers ruled that he must start from the back of the grid, Reutemann ignored the officials and went back out.

The cars made their way around for the start on Shoreline Drive, and, as they approached the grid markings, pole-sitter Villeneuve drove right past his starting position! This confused the entire field, who were taking their cue from Villeneuve. Some actually thought the race had started, and everyone ended up back at the pits! On the way to the grid, Laffite's Ligier had suddenly slid across the track when the back end seized. He was allowed to switch to his spare car and, when they finally got under way, he started the race from the pits with Reutemann. After only eight laps, Laffite retired with overheated brakes, and Reutemann broke a driveshaft after just 21, so two of the top five qualifiers were out early, and the door was wide open for the Ferraris.

At the end of one full lap, Villeneuve led Depailler, Scheckter, Jean-Pierre Jarier, Andretti, Riccardo Patrese, Jones and Nelson Piquet. Villeneuve got to the first corner ahead of Scheckter and quickly began to draw away. Scheckter lost a position to Depailler on the first half lap, but began pushing hard to take back second place. When Depailler missed a gear, Scheckter nearly hit him in the back, and Jarier slipped his Tyrrell past both of them. On the next lap, Scheckter also got around Depailler, whose troubles with fourth gear would last the entire race.

Villeneuve continued to run untroubled in the lead, expanding his margin whenever he chose and setting the race's fastest lap before half-distance. The battle for second, however, was fierce as Jarier, Scheckter, Depailler, Andretti and Jones formed a massive train. Jarier was fighting a wheel vibration and holding everyone up, but no one could pass him on the straight.

''On lap 28, Scheckter got by the struggling Tyrrell, but it was not until laps 45 and 46, respectively, that Depailler and Jones could follow. By that time, Scheckter had a cushion of nearly twenty seconds back to Depailler in third. With the Ligier still struggling, Jones moved into third place on lap 63. This left Andretti behind Depailler and the two traded positions several times, the Lotus able to go through in the curvy sections, while the Ligier continually repassed on the straight. Finally, as Depailler attempted to lap Jarier, now in sixth spot, he bent his front wing against Jarier's wheel, and Andretti was able to take hold of fourth place for good.''

Depailler's persistence was rewarded with a hard-earned fifth place, and Jarier inherited sixth when Héctor Rebaque, having come from twenty-third to the points, collided with Daly while trying to lap him in the esses.

It was the second win of the season for Villeneuve and put him on top of the Driver's standings.

Championship standings after the race

 * Drivers' Championship standings

 * Constructors' Championship standings

 * Note: Only the top five positions are included for both sets of standings.

title: 1979 United States Grand Prix West


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1980 United States Grand Prix West

The 1980 United States Grand Prix West (officially the Toyota Grand Prix of Long Beach ) was a Formula One motor race held on March 30, 1980, at Long Beach, California. It was the fourth round of the 1980 Formula One season. The race was the fifth United States Grand Prix West and the sixth street race to be held at Long Beach. The race was held over 80 laps of the 3.251-kilometre circuit for a total race distance of 260 kilometres.

The race was won by Brazilian driver Nelson Piquet driving a Brabham BT49. It was Piquet's debut World Championship victory in just his fourth points finish and announced his emergence as a championship contender. Piquet won by 49 seconds over Italian driver Riccardo Patrese driving an Arrows A3. It was the best result for both Arrows and Patrese in two years after Patrese finished second at the 1978 Swedish Grand Prix. Third was Brazilian driver, twice-World Champion Emerson Fittipaldi driving a Fittipaldi F7. It was Fittipaldi's best result since finishing second at the 1978 Brazilian Grand Prix.

Summary
Nelson Piquet took pole, fastest lap and his first career race win to dominate the weekend in his gleaming blue and white Brabham. The Brazilian's qualifying time was a full second ahead of the rest of the field, and he led all 80 laps of the race to win by 49 seconds and grab a share of the lead in the Drivers' Championship. The race would be the last in Formula One for Swiss driver Clay Regazzoni, who suffered spinal damage when he lost the brakes in his Ensign and struck a parked car followed by a concrete barrier at 150 mi/h.

In Friday qualifying, Frenchman Didier Pironi recorded the fastest time, but getting a good lap on Saturday was a matter of using the soft qualifying tires at the right time and slotting in a good time before the track became too oily. Piquet was easily the fastest man on the circuit, using Goodyear tires, but Championship leader René Arnoux grabbed second place in his Renault with an early run on soft Michelins. The big surprise, however, was Jan Lammers, who put his ATS in fourth position while subbing for the injured Marc Surer. James Hunt nearly made a comeback with McLaren, asking for $1 million for the race. This opportunity came about when French rookie driver Alain Prost broke his wrist during practice for the South African Grand Prix, and was not fully fit to drive at Long Beach. The team's main sponsor, Marlboro, offered half the figure but negotiations ended after Hunt broke his leg while skiing. Stephen South substituted but South failed to qualify. Pironi slipped to ninth by the end of the session, while the Ferraris of Gilles Villeneuve and Jody Scheckter, so dominant here the year before, struggled to 10th and 16th, and Emerson Fittipaldi just managed to scramble onto the grid in the 24th and final spot. Americans Mario Andretti (Lotus) and Eddie Cheever (Osella), in his first full F1 season, were 15th and 19th.

The only mis-step of Piquet's weekend came in the Sunday morning warmup when he and Derek Daly collided entering the corner after the pits. The Brabham was vaulted into the air and landed heavily on all four tires, while Daly's Tyrrell went down the escape road. After careful examination, the Brabham crew decided that the car was fine and ready to race.

Entering the first corner Ricardo Zunino, Andretti, Jochen Mass and Jean-Pierre Jarier all made contact under braking. Zunino's Brabham and Andretti's Lotus were unable to continue. After one lap, Piquet led Patrick Depailler, who had gotten by René Arnoux in the hairpin. They were followed by Alan Jones, Bruno Giacomelli, Riccardo Patrese, Carlos Reutemann, Villeneuve and Daly.

On lap 4, Giacomelli lost control of his Alfa Romeo under braking for the hairpin at the beginning of Shoreline Drive, and slid sideways across the racing line. Reutemann, following directly behind, was the first to be collected. Jody Scheckter, Elio de Angelis, Cheever and Jarier also became involved. According to Reutemann, while Giacomelli's Alfa was facing the inside wall, he let a few cars pass, and then put his car in reverse, and backed onto the racing line, and Reutemann had to come to a dead stop to avoid hitting the Italian's Alfa, and then Giacomelli, realizing he had made a mistake, went back to where he was. By the time Giacomelli had realized what had happened, the 5 other aforementioned cars including Reutemann had created an accordion effect; although Reutemann and Scheckter, who had both stalled had not hit anything, de Angelis (who was injured), Cheever and Jarier had crashed, the latter most seriously; a wheel ripped off Jarier's Tyrrell and he went into the run-off area. The marshals decided to move forward Giacomelli and Cheever were able to continue for the time being, though both retired later in the race, and Reutemann had retired soon afterwards with gearbox problems. Fittipaldi just managed to squeeze through the carnage, and the marshals somehow got the track cleared before the leaders came around, avoiding a red flag to stop the race.

While Piquet continued to run unchallenged in front, Depailler was struggling with fading brakes on his Alfa Romeo. On lap 18, Jones caught and passed him on the outside of the hairpin to take second place. Meanwhile, Giacomelli was working his way back up through the field ahead of an extended battle between Regazzoni, Fittipaldi and John Watson. Gilles Villeneuve had managed to get the ill handling Ferrari into a good fourth place but his transmission failed on lap 46 and he was out of the race.

After pitting for tires on lap 47, Giacomelli rejoined in 12th place, just ahead of Jones, but about to be lapped by the Williams for the second time, and he continued his reckless on-track conduct. As Jones moved inside to pass the Italian entering the hairpin at the end of the straight, Giacomelli turned in and Jones struck the Alfa Romeo's rear wheel, bending the steering arm on the Williams and putting Jones out of the race. This left Piquet with a lead of more than a minute over Patrese and Arnoux, and he began to ease off, allowing some cars to unlap themselves.

Lap 50 saw a horrific accident which would ultimately end the career of Clay Regazzoni, the brakes on his Ensign N180 car failed on the long start finish straight, unable to reduce speed, he hit the stationary Brabham of Ricardo Zunino which had been left at the run off of the hairpin since lap 1, and then head on into a concrete wall. The accident left him paralyzed from the waist down. Regazzoni later sued the race organisers, but lost the case.

On lap 63, Arnoux had his right rear tire go completely flat, and by the time he was able to make it back to the pits for a replacement, he had dropped all the way to ninth place. Watson now began to challenge Fittipaldi for third, and even get around him briefly, but gearbox troubles allowed the Brazilian to retake the position and then pull away. Watson, in fact, came under fire from Scheckter's Ferrari. Braking into the hairpin, Scheckter tried to go around the outside, as Watson defended the inside line. He slid wide on the dirt and marbles, however, and thereafter, decided to settle for 5th place and his final points in Formula One.

For Piquet, it was the first of 23 career wins and pulled him even with Arnoux in the Drivers' Championship. For Fittipaldi, who finished third behind a steady Patrese in the Arrows, it was his first podium in more than two years, and the last of his F1 career (both as a driver and as a constructor). The torch was passed from one Brazilian multiple World Champion to another.

Championship standings after the race

 * Drivers' Championship standings

 * Constructors' Championship standings

 * Note: Only the top five positions are included for both sets of standings.

title: 1980 United States Grand Prix West