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Jochen Mass

Jochen Richard Mass (born 30 September 1946) is a German former racing driver.

Life and career
Born in Dorfen, Bavaria 50 km (31 mi) from Munich, Mass participated in 114 Formula One World Championship Grands Prix, debuting on 14 July 1973 at the British Grand Prix. He won one GP race (1975 Spanish Grand Prix), secured no pole positions, achieved 8 podiums and scored a total of 71 championship points.

Mass is perhaps best known for his on-track incident with Gilles Villeneuve which led to the latter's death. On 8 May 1982, with only 10 minutes left until the end of the qualifying session for the 1982 Belgian Grand Prix at Zolder, Villeneuve collided with Mass while attempting to overtake him. As Villeneuve came up behind Mass exiting a super-fast left turn, Mass moved to the right hand side of the track to let Villeneuve through. Villeneuve had already committed to the right hand side and the two cars touched wheels, launching the Canadian skyward. Villeneuve's car hit the ground nose-first and was then torn apart in a series of violent cartwheels. His seat was dislodged and he was flung from his car, landing heavily among the catch fencing at the opposite side of the track. Mass stopped his car, jumped out and ran back to Villeneuve's wrecked car. Villeneuve was flown to hospital and taken off life-support later that evening.

After leaving the Formula One circuit, Mass enjoyed great success in sports car racing, gaining international prominence with his performance during the European Touring Car Championship in the early 1970s. In 1972, he teamed up with Hans-Joachim Stuck to drive a Ford Capri RS2600 to victory at the Spa 24 Hours endurance race in Belgium. He went on to win that year's World Sportscar Championship. He finished second to Clay Regazzoni and Arturo Merzario in a November 1972 9-hour race at the Kyalami Circuit, in Johannesburg, South Africa. Mass' co-driver in a Chevron B-21 was Gerry Birrell. Mass, driving a Surtees TS-15, tied with Jean Pierre Beltoise in qualifying for the Jim Clark Memorial Formula Two auto race in April 1973 held at Hockenheim, both drivers recording times of 2 minutes, 2.8 seconds, for an average of 124.3 miles per hour.

Mass placed second to Jean-Pierre Jarier in a Formula Two race at Nivelles, in June 1973. He had finished second in the first heat and third in the second. He completed his first Formula One race at the 1973 German Grand Prix at the Nürburgring. Mass came in seventh in a Surtees. He drove a McLaren-Ford to third place in the 1975 Brazilian Grand Prix at Interlagos.

Mass won the 1975 Spanish Grand Prix after leader, Rolf Stommelen's car hit a protective barrier, exploded into flames and catapulted into the crowd at the Montjuich circuit. Four spectators were killed and twelve were injured. Stommelen suffered multiple fractures and was in a critical condition after the accident. Mass was declared the winner in his Texaco McLaren-Ford, when the race was stopped immediately after the accident.

Merzario and Mass led an Alfa Romeo sweep of the first two positions in the 1975 Coppa Florio manufacturers championship automobile race at Pergusa. Mass was third in the 1975 French Grand Prix at Le Castellet. On lap 44 he broke the record set by Denny Hulme, clocking a time of 1:50.60 over the 3.61-mile circuit. Mass and Jacky Ickx teamed in a Porsche to claim victory in the Dijon Six-Hour Race. Mass won the eighth and final race of the 1976 World Sports Car Championship series. He completed the 4.2 kilometre, Salzburg course in 1 hour, 28 minutes, 25.24 seconds, with an average speed of 125 m.p.h. Mass and Ickx drove a Porsche 935 in the 1977 24 Hours of Daytona endurance race. Mass was clocked at 126.477 m.p.h. around the 3.84 mile Daytona road course. Mass won both 20-lap heats of the 1977 Jim Clark Memorial race in Hockenheim. He drove a March-BMW. Mass' Arrows turned over several times at the 1980 Austrian Grand Prix at Zeltweg. He bruised his neck and wrenched a vertebra but was able to leave the hospital.

Mass was convinced to stop racing Formula One cars after an accident with Mauro Baldi at the 1982 French Grand Prix at Paul Ricard. His March and the Arrows of Baldi touched at maximum speeds, both cars flying off the track and through a containment fence. Mass's car continued, hitting a tyre-lined guardrail. The March finally came to rest upside down and on fire, almost halfway into a spectator area. Amazingly he escaped with light burns only, and Baldi was uninjured.

Among his many victories, in 1985 he won the Circuito del Mugello 1,000 km race in Italy driving a Porsche 962C and in 1987 partnered with Bobby Rahal to claim victory at the 1987 12 Hours of Sebring race. Mass and Bobby Rahal combined to win the Champion Spark Plug Grand Prix at the Mid-Ohio Sports Car Course in Lexington, Ohio. Driving a Porsche 962, they inherited the lead 18 laps from the end. Mass won the most prestigious endurance race of all, the 24 Hours of Le Mans, in 1989 driving a Sauber Mercedes C9. It was the second triumph for Mercedes-Benz at Le Mans, their previous win having come in 1952.

Jochen Mass now drives the Mercedes-Benz museum's historic cars. In the 2004 Mille Miglia, he drove the original Mercedes-Benz 300 SLR that Stirling Moss had driven to victory in the 1955 race. To raise money for charity, the passenger seat next to him was auctioned off to the highest bidder.

From 1994 to 1998, he also announced the Formula One races for German broadcaster RTL.

Mass played himself in Ron Howard's 2013 film Rush.

Career summary
Graded drivers not eligible for European Formula Two Championship points

Complete European Formula Two Championship results
(key) (Races in bold indicate pole position; races in italics indicate fastest lap) Graded drivers not eligible for European Formula Two Championship points

Complete British Saloon Car Championship results
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(key) (races in italics indicate fastest lap) $‡$ Half points awarded as less than 75% of race distance was completed.

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title: Jochen Mass


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Stefan Johansson

Stefan Nils Edwin Johansson (born 8 September 1956) is a Swedish racing driver who drove in Formula One for both Ferrari and McLaren, among other teams. Since leaving Formula One he has won the 1997 24 Hours of Le Mans and raced in a number of categories, including CART, various kinds of Sports car racing and Grand Prix Masters.

Formula One career
Johansson's route to Formula One was via the British Formula 3 Championship, which he won in 1980 driving for future McLaren team boss Ron Dennis' Project Four team. In Formula One he participated in 103 grands prix, debuting on 13 January 1980 for the Shadow Racing Team at the 1980 Argentine Grand Prix when he was still a Formula Three regular. He failed to qualify for the race and the next race in Brazil and he was not seen in Formula One again until 1983, after spending 1982 in the European Formula Two Championship with Spirit Racing, where he finished eighth overall, his best finish being third at Mugello in Italy.

1983
Johansson's first Formula One race with Spirit was at the non-championship 1983 Race of Champions at Brands Hatch, where he failed to finish due to failure of the Honda engine on lap four. His qualifying time was almost 20 seconds off the pole time set by World Champion Keke Rosberg in his Williams-Cosworth, but his times in the race morning warm-up session were within a second of the Ferrari 126C2B of René Arnoux, who was fastest. He moved up to seventh place before pulling into the pits with another engine failure. Anecdotally, then-BBC commentator Murray Walker said on air that Spirit and Honda had completed thousands of miles of trouble-free testing until that point. Spirit continued to test and develop the 201C and Johansson re-entered Formula One at the 1983 British Grand Prix at Silverstone where he qualified the car in a credible 14th position. He raced in a further five Grands Prix in 1983, with a best finish of seventh in the Dutch Grand Prix at Zandvoort.

1984
Stefan Johansson was replaced at Spirit by Mauro Baldi for the season when the team lost its Honda engines to Williams and he didn't race until he joined Tyrrell in Round 10 of the championship, the British Grand Prix at Brands Hatch, as a replacement for the injured Martin Brundle. He then went on to drive for Toleman for the last few Grands Prix of the season in place of the injured Johnny Cecotto, finishing fourth in the Italian Grand Prix at Monza. While at Toleman, Johansson's regular teammate was future triple World Drivers' Champion Ayrton Senna.

1985–1986
Johansson signed a contract with Toleman for but it fell through when Toleman failed to secure a tyre agreement. Instead Johansson started again with Tyrrell as a replacement for the suspended Stefan Bellof before being called up to Ferrari when René Arnoux was mysteriously sacked after the first race of the season in Brazil. At his second race with Ferrari, namely their 'home' race, the San Marino Grand Prix, two laps from home he passed Senna's out-of-fuel Lotus to take the lead to the delight of the Tifosi, and would probably have won if his Ferrari 156/85 had not run out of fuel itself just half a lap later. His role at Ferrari for the 1985 season was primarily to support Michele Alboreto's championship challenge, though he did finish second to the Italian at Canada, and backed it up with second in the next race at Detroit.

In he often outpaced Alboreto, despite the Italian being the team's lead driver. The V6 turbo in the Ferrari F1/86 lacked nothing in power compared to the Honda, BMW, Renault and TAG-Porsche engines, but the car itself proved to be difficult, with both drivers complaining through the season about lack of downforce and the car's reluctance to drive well on all but the smoothest of circuits. Johansson finished fifth in the 1986 Drivers' Championship, his best-ever position, while Alboreto, who finished second in 1985, could only manage ninth place. There were many in Formula One, including highly respected then-BBC commentators Murray Walker and World Champion James Hunt, who believed that Ferrari were sacking the wrong driver, given that the Swede had generally outshone his more highly-paid teammate throughout the season.

1987
He was replaced at Ferrari by Austrian Gerhard Berger for and he moved to McLaren as number two driver behind double and reigning World Champion Alain Prost. McLaren weren't as competitive in 1987 as they had been in 1984–1986, with Prost only adding three wins to his tally (and beating the record of 27 Grand Prix wins held by Jackie Stewart with his 28th win in Portugal) and failing to successfully defend his Drivers' Championship. Further podium finishes did follow for the Swede and Johansson finished sixth in the Drivers' Championship. Stefan Johansson's position at McLaren was considered by many as just a stop gap signing by team boss Ron Dennis who had failed to lure Ayrton Senna from Lotus due to him being under contract until the end of 1987 and always intended signing the Brazilian for. Johansson famously finished the 1987 German Grand Prix on three wheels having had a puncture on the last lap. He also finished second behind Prost in Belgium and added further podium finishes in Brazil, Spain and Japan. Despite 11 podiums in three seasons, Johansson was still winless and was not wanted by a top team (he had hoped to join Williams in 1988 as a replacement for the departing 1987 World Champion Nelson Piquet but Williams signed Riccardo Patrese instead). He did return to McLaren in a test-driver capacity in 1990, testing the Honda V12 engine at Suzuka in Japan and helping with the development of a paddle shifter and a new gearbox.

1988–1991
He joined Ligier for 1988, ironically alongside the man he replaced at Ferrari, René Arnoux, but the team's first non-turbo powered car since, the Michel Beaujon-designed JS31 powered by a naturally aspirated Judd V8 engine, was totally uncompetitive, scoring no points and often failed to qualify, even against teams with much smaller budgets such as AGS and Rial (the French team's low point of the year was when both Johansson and Arnoux failed to qualify for the French Grand Prix at Paul Ricard in the first weekend of July). Unfortunately for Johansson, he failed to come to grips with the JS31, recording six non-qualifications during the season (compared to Arnoux who only failed to qualify twice). He did record the car's two best finishes of the year though, ninth placings in the opening race of the season in Brazil and the last race in Australia.

Better was to follow in as he was signed to lead the new Onyx team. The car was temperamental and didn't always qualify, but Johansson finished a surprise and popular third in Portugal for his last (and the team's only) podium finish. He fell out with new team owner Peter Monteverdi in early 1990 and was duly sacked, making further appearances for AGS and Footwork in.

Johansson's record of podium finishes without a win was equalled by Nick Heidfeld at the 2009 Malaysian Grand Prix, who then took the record outright at the 2011 Malaysian Grand Prix.

In his 11-year Grand Prix career, in which he drove for 10 different teams, Johansson achieved 12 podiums (including 4 second places) and scored a total of 88 championship points.

CART career
For 1992 he moved over to CART Championship Car, winning the Rookie of the Year title with two third places, ahead of Belgium's Éric Bachelart. His first pole came at Portland the next year, but as in Formula One he never won a race. From 1992 to 1996, he started 73 races and had his best season overall in 1994, finishing in 11th. During this time, he competed in the 1993–1995 Indianapolis 500. At the 1996 Molson Indy Toronto race, he was involved in an accident that claimed the life of fellow driver Jeff Krosnoff and track marshal Gary Avrin. After making wheel to wheel contact, Jeff's car hit the barriers and also a tree and lamp post that was too close to the track. Krosnoff died instantly of the injuries sustained from hitting the lamp post.

After Formula One: Sports Cars and team ownership
Before his Formula One career Johansson had participated in sports car races such as 24 Hours of Le Mans, and had won two World Sportscar Championship races in the 1980s (the Mugello round in 1983, driving a Joest Racing Porsche 956 with Bob Wollek, and the 1988 Spa Francorchamps race in a Sauber C9 with Mauro Baldi).

After retiring from CART at the end of the 1996 season he returned to this type of racing. During 1997 he recorded two major race wins, at the 12 Hours of Sebring driving a Ferrari 333 SP with Andy Evans, Fermín Vélez and Yannick Dalmas. Later in 1997 Johansson also won at Le Mans where he drove a TWR-Porsche WSC-95 for Joest Racing alongside his Ferrari F1 teammate of 1985 and 1986 Michele Alboreto, and young Dane Tom Kristensen. For Kristensen it was to be the first of a record (as of 2013) 9 wins in the famous French classic.

In 1997 Johansson founded a successful Indy Lights team running Fredrik Larsson and Jeff Ward; in 1998 its drivers were Guy Smith and Luiz Garcia Jr.; for 1999 the seats went to Scott Dixon and Ben Collins.

During 1998 and 1999 Johansson raced for various sports car teams (like the unreliable Audi R8C Coupé at Le Mans) but in 2000 he started Johansson-Matthews racing with an American businessman called Jim Matthews. They competed in the American Le Mans Series using a Reynard 2KQ prototype. Unfortunately this wasn't a successful vehicle in its original form (though it was later developed into various other successful cars including the Zytek that he later raced) and the partnership dissolved.

In 2001 Johansson campaigned an Audi R8 prototype with backing from Gulf Oil and the assistance of Mike Earle's Arena team. That year he raced in the European Le Mans Series, the American Le Mans Series and at Le Mans itself. His co-drivers were Guy Smith and Patrick Lemarie. At Le Mans Smith was replaced by Tom Coronel.

2002 saw Johansson back in an Audi R8 but this time one run by the Miami based Champion Racing team. His co-driver was ex Formula One driver Johnny Herbert and they competed in the American Le Mans Series.

For 2003, he returned to CART as a team owner, running American Spirit Team Johansson with Jimmy Vasser and Ryan Hunter-Reay as drivers. This was one of many new teams for the 2003 CART season; ironically, Bachelart's Mi-Jack Conquest Racing team was another. The team was under-funded, and although Hunter-Reay scored a fluke win in the wet conditions at Australia, it folded at the end of the season.

After only competing in a couple of celebrity races and occasional outings in the works Zytek in 2004 Johansson returned to full-time racing in 2005 driving the Chip Ganassi run New Century Mortgage sponsored Lexus Riley Daytona Prototype in the American Grand-Am Rolex Sports Car Series. With co-driver Cort Wagner he scored his best finish, a second place, at Mont Tremblant in Canada, they finished the year in fifth place in the championship.

In 2006 as well as the Grand Prix Masters series, Johansson has made occasional appearances in Grand-Am for the Cheever and CITGO teams, and has continued an association with the works Zytek team in the Le Mans Series.

2007 saw Johansson competing in a Highcroft Racing Courage-Acura in the LMP2 class of the American Le Mans Series, sharing with David Brabham. He was due to race a Zytek at Le Mans in 2007, but the team could not rebuild the car in time after a test-day accident, and Johansson made a last minute deal to drive a works Courage.

Johansson took part in the inaugural Speedcar Series in 2008, where luck once again deserted him as the victim of a lot of other drivers' accidents. For 2008 Johansson did not have a full-time sports car drive, but had some outings planned in the Highcroft Acura ARX-01 in the ALMS and a place with the Epsilon Euskadi team at Le Mans.

Outside the cockpit, Johansson has a number of business ventures (including managing several successful drivers such as Scott Dixon) and is a keen artist – he is particularly known for his watch designs. Also, Johansson does expert commentary on Viasat Motor during Formula One races on occasion.

In 2011 he raced a Pescarolo-Judd in the Petit Le Mans 10 Hours and a Ford GT3 in the Malaysian 12 Hours at Sepang.

In 2012 he returned to the 24 Hours of Le Mans, racing a Lola B12/80.

Driver management
He is the manager of several racing drivers, including New Zealander Scott Dixon, fellow Swede Felix Rosenqvist (winner of the 2015 European Formula 3 Championship), Canadian Zachary Claman DeMelo, Romain Grosjean and Ed Jones.

In popular culture
Johansson was the inspiration for the song "Speedway at Nazareth" by Mark Knopfler.

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

Complete Formula One World Championship results
(key) $†$ Did not finish, but was classified as he had completed more than 90% of the race distance.

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

American open-wheel results
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CART
(key) (Races in bold indicate pole position)

Complete Grand Prix Masters results
(key) Races in bold indicate pole position, races in italics indicate fastest lap.

Complete FIA World Endurance Championship results
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title: Stefan Johansson


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Stefano Modena

Stefano Modena (born 12 May 1963) is a former racing driver from Italy. He participated in 81 Formula One Grands Prix, debuting on 15 November 1987. He achieved 2 podiums, and scored a total of 17 championship points.

Career
Modena was born in Modena. A former 125cc Junior Karting Champion in Italy, he spent two seasons in the Italian Formula Ford national series before joining Euroracing in his domestic Formula 3 series in 1985, placing 15th in an Alfa Romeo engined Ralt. For 1986 he switched to Team Seresina's Reynard chassis and scored three wins to finish 4th overall, also placing 2nd at the Monaco support race and winning a round of the European series at Imola. In 1987 he joined Onyx for the Formula 3000 series, winning three rounds and being crowned as champion.

His raw speed saw many mark him as a future champion, resulting in Modena being offered a one-off drive for Brabham in the final race of the 1987 Formula One season. While he impressed by qualifying 15th at the 1987 Australian Grand Prix in Adelaide, his inexperience with the turbo charged BMW engine saw him stop three times to replace flat-spotted tyres before retiring with exhaustion before mid-distance. Modena was intent on becoming a full-time Grand Prix driver for 1988, testing for Benetton before the season. However, for a full-time drive he had to join the new EuroBrun team, who included many of the same Euroracing mechanics Modena had worked with in 1985. The EuroBrun ER188 with its 3.5 litre Ford Cosworth V8 engine was not competitive however, and Modena was consigned to run near the rear of the field for the year. He did however prove to be faster than his teammate, fellow F1 rookie and former Brun Motorsport sportscar driver, Argentina's Oscar Larrauri.

1989 saw Brabham reform after a sabbatical in 1988, now owned by Swiss businessman Joachim Luthi (who had bought the team from Walter Brun, the owner of EuroBrun), but featuring a lot of the same staff as in 1987. Modena was offered one of the seats, driving alongside Martin Brundle. Equipped with Pirelli qualifying tyres Modena frequently qualified well, starting inside the top 10 on eight occasions despite using the Judd V8 engine. However, the car wasn't reliable - though Modena's sole points finish would come with his 3rd place at the Monaco Grand Prix, his first of two F1 podiums. Before the 1990 season Luthi would be imprisoned for fraud and Brabham endured a difficult year with ownership problems. Modena raised the team's spirits by finishing 5th at the season-opening United States Grand Prix but after that results were rare.

He finally got his big break in 1991 when he was signed as replacement for Ferrari-bound Tyrrell team leader Jean Alesi. With a healthy group of sponsors, 1990 spec Honda engines, Pirelli tyres and a development of the successful 020 chassis much was expected of the combination, with some predicting race wins. While his season started off with 4th place at Phoenix many of the front runners had retired without Modena getting near them. The wet conditions at Imola saw similar attrition allowing Modena to reach 3rd place before transmission failure. The following race at Monaco saw an even better performance as he qualified on the front row alongside his friend and World Champion Ayrton Senna, harrying the McLaren driver until being held up in traffic and suffering a violent engine failure. A steadier run in Canada was rewarded with 2nd place after Nigel Mansell retired on the final lap. After that Modena's form dropped off badly as Pirelli struggled to develop a consistent race tyre while the heavy Honda engines made the 020 chassis (originally designed for the Cosworth DFR V8) difficult to balance. While Modena continued to qualify frequently in the top half of the grid he struggled in races, only scoring one more point for 6th place at the Japanese Grand Prix.

The season was considered a huge disappointment, and Modena left Tyrrell for Jordan the following season. The team had made a strong debut in 1991 and many considered Modena was lucky to land a drive with them. However, their car was hindered by the underpowered Yamaha V12 engine and Modena struggled all season. He failed to qualify for four races and became unpopular with his team for his lack of mechanical sympathy and moody behaviour compared to teammate Maurício Gugelmin. This was confirmed by Gary Anderson, who had designed the 1992 car. Anderson said of Modena that the failures to qualify took his motivation away from him, and, due to his temper, he accumulated disappointments without being able to get over them. Despite scoring the team's only point of the year at the final round in Australia he was unable to find a drive in Grand Prix racing for 1993.

Modena drove instead for Alfa Romeo in the Italian and German touring categories from 1993 to 1999, winning occasional races but never looking like a serious contender for the title. After a year with Opel in 2000, he retired from motorsport.

After retiring he participated to some twenty-four hours karting races and in 2003 he was hired by Bridgestone, to test first racing tires and then road tires. Over the years he has conducted hundreds of tests in every geographical and climatic condition, including France, Spain, Sweden, the United Kingdom, Germany, Poland, Belgium and Japan. Always for the Asian company he dedicated himself to the promotion, marketing and development of new road tires, travelling to Turkey, Indonesia, Thailand, New Zealand, the United States and Dubai.

Since the late nineties he has been living permanently in Rome with his wife and former actress Sveva Altieri, with whom he had two children: Ascanio, an archaeologist and journalist, and Vittoria, a jurisconsult.

Modena was known for being an eccentric character with bizarre habits verging on the obsessive, including not wanting to have his car parked on the left side of the team garage, and not allowing anyone to touch his race car once he was inside other than the team member who helped him with his safety belts. During his F1 career it was not unusual to see Modena get out of his car after being strapped and get back in before the warm-up lap if he had seen someone else touch the car. Modena was also known to race with his gloves inside out. However, as he has claimed, this wasn't due to superstition.

Complete International Formula 3000 results
(key) (Races in italics indicate fastest lap.)

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

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

title: Stefano Modena


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Piercarlo Ghinzani

Piercarlo Ghinzani (born 16 January 1952) is a former racing driver from Italy. He currently manages his own racing team, Team Ghinzani, which was created in 1992 and is currently involved in several Formula Three championships.

Early career
Ghinzani started his racing career in Formula Ford. He then graduated to Formula Three, racing with the Allegrini Team. In 1976 he switched to Team Euroracing, and won the European Championship in 1977, giving March, who was supplying the chassis, its first European Formula Three title. In 1979 he won the Italian Championship. He also had a one-off in Formula 2 in 1978, finishing fourth at Pergusa on a March-BMW.

Formula One

Ghinzani debuted in Formula One on 17 May at the 1981 Belgian Grand Prix at Zolder, when Enzo Osella asked him to replace the injuried Miguel Angel Guerra. In Ghinzani was invited to test for Tyrrell. Despite lapping faster than Michele Alboreto, Danny Sullivan, Chico Serra and Stefan Johansson, Ken Tyrrell deciced to retain Alboreto and Sullivan, and Ghinzani signed with Osella for his first full Formula One season. Despite achieving no points finishes, Ghinzani stayed with the team for. After qualifying 20th for the second race of the season at Kyalami in South Africa, he crashed in the morning warm-up at high speed through the Jukskei Sweep. His Osella hit the wall and with almost a full fuel load of 220 litres, went up in flames and he suffered burns to his hands and face that kept him out of the race. He recovered to score his first and only career points when he finished fifth at the 1984 Dallas Grand Prix in a race marked by high attrition, crumbling tarmac and oppressive heat.

After beginning with Osella, halfway through the season Ghinzani was hired by the Toleman team to partner fellow Italian Teo Fabi. Although the car at times displayed flashes of competitiveness (Fabi managed to qualify on pole in Germany), it was marred by unreliability problems, and both drivers were forced to retire for the rest of the season. In he returned to Osella, but his second stint with the team, which was running a turbocharged Alfa Romeo V8 engine, was unsuccessful.

For Ghinzani was contracted to the Ligier team, alongside former Grand Prix winner René Arnoux. The team planned to run the new turbocharged 4 cylinder Alfa Romeo engines, but those plans were scuppered by Arnoux's scathing pre-season comments that likened the engine to dog food, leading Alfa's parent company Fiat to pull the plug on the engine project. This forced the team to hastily adapt their cars to fit Megatron engines. (The Megatron was actually the BMW engine used by Brabham and previously by Arrows and Benetton before BMW retired from the sport). However, while both the Alfa and Megatron were 4-cylinder engines, their respective plumbing was completely different, forcing the team to miss the opening race of the season in Brazil while the rear suspension was re-designed to fit the new engine. Ghinzani occasionally ran in the points for Ligier, notably in Germany, before being forced to retire. During qualifying for the British Grand Prix, Ghinzani's Ligier ran out of fuel in front of the pits. His mechanics jumped the pit wall, refuelled him on the track and then push-started him, a clear violation of the rules leading to Ghinzani's exclusion from the remainder of the event. Before the incident, the Italian had set a time which would have put him 19th on the grid.

In Ghinzani drove for the German Zakspeed team, which ran its own 4 cylinder turbo engine, though generally without success. His best finish for the year was 14th in the German Grand Prix at a wet Hockenheim. Despite being one of the few teams to use turbo powered engines in 1988, Ghinzani and his teammate, young German Bernd Schneider, struggled to qualify for races and were often slower than the atmospheric cars.

Ghinzani's final Formula One season was, where he once again raced with Osella as teammate to young Italian driver Nicola Larini. Ghinzani announced his decision to retire from Grand Prix racing before official practice of the final race of the 1989 season in Australia. He had qualified 21st, but his race ended when his Osella was hit from behind by the Lotus of triple World Champion Nelson Piquet on lap 19.

Ghinzani holds the record for the most Formula One appearances without qualifying in the top ten.

Sports cars
In 1982 Ghinzani drove for the Lancia Sports car racing team, winning a Group C World Championship event with Michele Alboreto at Mugello in 1982. He competed at the 24 Hours of Le Mans four times between 1980 and 1983 but failed to finish on all occasions.

Team Ghinzani
In 1992 Ghinzani founded Team Ghinzani. The team Ghinzani have raced in Italian, German and Formula 3 Euro Series since 2000 and also entered Italian Formula 3000/Euro Formula 3000 between 1999 and 2002. Since 2005–06 season, the outfit has managed A1 Team Italy in collaboration with Arco Motorsport, in the A1 Grand Prix series.

Complete Formula One World Championship results
(key) † Did not finish, but was classified as he had completed more than 90% of the race distance.

title: Piercarlo Ghinzani


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Pedro Diniz

Pedro Paulo Falleiros dos Santos Diniz (born 22 May 1970) is a Brazilian businessman and former racing driver. Diniz began karting at the age of eighteen and achieved minor success, before progressing to car racing in the Brazilian Formula Ford Championship and the British Formula 3 Championship. He first drove in Formula One with Forti for the 1995 season. The following year he switched to Ligier and moved to Arrows for 1997. In 1998, he finished 14th in the Drivers' Championship, and subsequently moved to Sauber for 1999. He left Sauber after the 2000 season and bought a share in the Prost team, which folded a year later.

Since leaving motorsport, Diniz founded the Formula Renault 2.0 Brazil Championship which he ran from 2002 and 2006, later becoming a partner in Pão de Açúcar and operates an organic produce and dairy farm alongside his wife Tatiana Diniz. He is a board member of Food Tank, a non-profit organization that spotlights environmentally, socially, and economically sustainable ways of alleviating hunger, obesity, and poverty and works to create networks of people, organizations, and content to push for food system change.

Diniz was considered a pay driver during his career due to his family backing. He scored ten points during his six-year Formula One career in a period when only top-six finishes awarded points and other pay drivers did not score any points.

Early life and career
Diniz was born in São Paulo, Brazil, on 22 May 1970. His father was Abílio dos Santos Diniz, a businessman who used to own the Brazilian distribution chain Companhia Brasileira de Distribuição and the supermarket chain Pão de Açúcar. Diniz struggled to find a good education and went to several schools around the local area.

Diniz began karting at the age of eighteen, and his career was funded by his father who supported his son's hobby. He competed in several events around Brazil and his first racing success came when he won the Two Hours of São Paulo. Aged 19, Diniz moved up into car racing, competing in the Brazilian Formula Ford championship, where he finished ninth in the Drivers' Championship. In 1990, Diniz moved to the Reyanud Alfa team and finished ninth overall, with his best performances being a podium position at Interlagos.

For 1991, Diniz moved to the British Formula 3 with the West Surrey Racing team, finishing 11th overall. He moved to the Edenbridge Racing team in 1992, driving a Reynard Mugen and took two podiums en route to eighth place overall.

Forti (1995)
Diniz entered Formula One, the highest category of circuit racing defined by the Fédération Internationale de l'Automobile (FIA), motorsport's world governing body, with the Forti team, as team-mate to Roberto Moreno in 1995. In addition, this was the first of a three-year contract with Diniz and his backers. Despite his lack of success in F3000, he was guaranteed a seat as his family and sponsors were paying a significant amount of the team's budget. Furthermore, retired driver René Arnoux was employed as a consultant and driver coach for Diniz. The season started with Diniz scoring three consecutive finishes, albeit outside of the points scoring positions—but was not classified for the races in Argentina and San Marino. He did not finish the next race in Spain due to a gearbox problem and finished tenth in Monaco. Diniz retired from the next five races he entered, primarily from car issues and spun off into retirement at Magny-Cours. He subsequently finished every remaining race of the season, apart from the Grand Prix held at Suzuka where he spun off. He finished the season scoring no points and was unclassified in the Drivers' Championship. Diniz's good finishing record enabled him to establish himself as a steady, dependable driver. In December, Diniz signed for the Ligier team for 1996, despite team owner Tom Walkinshaw initially refusing to hold talks with the Brazilian driver. Ligier eventually signed Diniz after a shootout test session against other drivers in which Diniz was the fastest, also impressing the team with his approach and technical feedback. At the end of the season, Diniz and his sponsors were described as "throwing their money away" on the uncompetitive Forti. But the more significant impact of his first year in F1 was that the Brazilian had done nothing to assuage critics who had said he was a "pay driver". It took him several years to prove that he was not just in the sport because of his funding.

Ligier (1996)
Diniz started the season by finishing outside of the points in the opening two races—tenth in Australia and eighth in Brazil. At the Argentine Grand Prix, his car burst into flames after a pit-stop due to its fuel valve sticking open; British newspaper The Sun famously printed the photo alongside the headline "Diniz in the Oven". After failing to finish at Monaco, a race which his teammate Panis won, Diniz scored his first career point with a sixth-place finish at Catalunya. Six straight retirements followed before he scored another sixth-place finish at Monza. Following his poor season with Forti in 1995 little was expected of him for 1996, so there was mild surprise when he managed to out-qualify the better rated Panis at Hockenheim and establish himself as a driver capable of scoring points. He finished the season 15th in the Drivers' Championship with two points, six places and 11 points behind Panis.

After the season concluded, it was announced that Diniz would leave Ligier for the Arrows team for 1997, partnering reigning World Champion Damon Hill. An important factor was the amount of sponsorship Diniz brought to Arrows, estimated to be worth $13 million.

Arrows (1997–98)
For 1997, Diniz was confident heading into the season and his decision to join Arrows, saying: "The all-round strength of the package Tom [Walkinshaw] has put together for 1997 made the decision very easy for me". Diniz started his season with a finish in Australia (although he was given dispensation to start despite falling outside the 107% qualifying time) and later suffered from consecutive retirements in the next five races. He managed to finish eighth in Canada, before picking up further consecutive retirements in the next four races. Diniz managed to secure a seventh-place finish in Belgium, however he had been running in an excellent third place before a problem at his first pit stop dropped him out of contention. Diniz suffering a further retirement in Italy, however he managed to secure finishes in the next three consecutive races, which included a points scoring finish at the Luxembourg Grand Prix and retired from the final race of the season at the European Grand Prix. Diniz's reputation grew throughout the season from a mere pay driver to a genuine racing driver, he managed to out-qualify teammate Hill in Belgium and Japan, two of the most technically challenging tracks on the calendar, also having a number of strong race performances. In October, Arrows announced that Diniz had signed a one-year extension to his contract, remaining with the team for 1998. Diniz finished the season in sixteenth place in the Drivers' Championship, with two points, and finished four places behind team-mate Hill.
 * 1997

Diniz remained at Arrows for 1998, partnered by Mika Salo. Diniz endured a torrid start: his car suffered gearbox problems in the opening three rounds and endured engine failures in the races at San Marino and Spain. He scored his first point of the season with a sixth-place finish in Monaco and managed to finish the races in Canada and France. Diniz suffered three more consecutive retirements, and finished the races in Hungary and Belgium, in eleventh and fifth respectively. Diniz finished the season by retiring in the final three races. He finished 14th in the Drivers' Championship, and was tied on points with team-mate Salo.
 * 1998

At the end of the season, Diniz became embroiled in a contract dispute. On 12 October, Diniz chose to leave Arrows and signed a contract to join Sauber, having been previously linked to a seat at BAR. Arrows, however, insisted that they had the right to exercise their option to keep Diniz. Diniz argued that the Arrows option contained a clause allowing him to leave if Arrows did not deliver performances required by the driver. The dispute went to Formula One's Contract Recognition Board, who ruled in favour of Diniz on 22 February. Arrows later sued Diniz for £4 million, for breach of contract. The case was later heard by the Commercial High Court in London in February 2001 and ruled that Arrows owner Tom Walkinshaw pay Diniz £500,000 in compensation. Arrows later applied for an appeal against the decision, and the Court of Appeal ruled in Diniz's favour in February 2002.

Sauber (1999–2000)
For 1999, Diniz partnered experienced driver Jean Alesi at Sauber. He endured a torrid start: He was forced into retirement in the first five races held in the season; and in the sixth race of the season held in Canada, he managed to score his first point of the season with a sixth-place finish. Diniz suffered a retirement at the next round in France, before clinching consecutive sixth-place finishes in the next two races and later suffered further consecutive retirements in the following six races. In late August, it was announced that Diniz would remain at Sauber for 2000. At the European Grand Prix, Diniz was hit by Benetton driver Alexander Wurz who sent the Sauber driver into a barrel roll and suffered a bruised knee and shoulder, resulting from his car's roll hoop becoming damaged. The season was somewhat of a disappointment for both the team and the driver, however although Diniz only finished four races all season he scored points in three of them. Diniz finished the season fourteenth in the Drivers' Championship and scored three points.
 * 1999

For 2000, Diniz again competed with Sauber and was partnered with Mika Salo. Team principal Peter Sauber stated Diniz and Salo would have equal status and that the former would use his experience over the upcoming season.
 * 2000

Diniz started off the season by retiring with transmission problems in Australia. He, along with Salo, were forced to withdraw from the Brazilian Grand Prix due to potentially dangerous wing failures during the weekend. He managed to finish in the next two races—eighth in San Marino and eleventh at the British Grand Prix—which was followed by a retirement at the Spanish Grand Prix due to a spin on the first lap. He was involved in a collision with Giancarlo Fisichella's Benetton in Austria for which he received a stop-go penalty, and in Germany, Diniz collided with Prost driver Jean Alesi forcing both drivers to retire. Diniz finished the year scoring no points and was unclassified in the Drivers' Championship.

Diniz became unhappy at Sauber over a test session shoot out at Mugello against fellow countryman Enrique Bernoldi. He held talks with the Prost and Sauber teams during October, and could not find a race seat with either team. Diniz decided to withdraw from active motorsport and his family purchased a 40 percent stake of the Prost team for $10 million and took a management role within the team.

Post-Formula One
In late 2001, the Diniz family sought to purchase the remaining stake in the Prost team, but negotiations with team principal Alain Prost resulted in no agreement. Diniz formally left the team in November as his relationship with Prost had deteriorated.

Diniz announced the creation of a new racing series, the Formula Renault 2.0 Brazil Championship in November 2001. Diniz was a partner of the Wonder Inn, Fernando de Noronha between July 2003 and May 2009. He subsequently became a partner in his father's supermarket chain and operates an organic produce and dairy farm. He married Tatiana who works alongside Diniz and has two children.

Alongside his organic produce farm, Diniz founded Instituto Toca, a non-profit school and research initiative for sustainability. He is currently on the board of Peninsula Participações.

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

Complete Formula One results
(key) † Did not finish, but was classified as he had completed more than 90% of the race distance.

title: Pedro Diniz


text: Category:Dutch astronauts

title: Category:Dutch astronauts


text:
Patrick Depailler

Patrick André Eugène Joseph Depailler (9 August 1944 – 1 August 1980) was a racing driver from France. He participated in 95 World Championship Formula One Grands Prix, debuting on 2 July 1972. He also participated in several non-championship Formula One races.

Depailler was born in Clermont-Ferrand, Puy-de-Dôme. As a child, he was inspired by Jean Behra. In Formula One, he joined a Tyrrell team that was beginning a long, slow decline, eventually moving to the erratic Ligier team before finally ending up with the revived Alfa Romeo squad in 1980. Depailler was helping to advance this team up the grid when he was killed in a crash at Hockenheim on 1 August 1980, during a private testing session. He was 35 years old at the time.

He won two races, secured one pole position, achieved 19 podiums, and scored a total of 141 championship points. , Depailler jointly holds the record with four drivers (Lando Norris, Mika Häkkinen, Jean Alesi and Eddie Irvine) for scoring the most podiums before winning a Grand Prix (15).

Sports cars and Formula Two
Depailler finished 0.9 seconds behind Peter Gethin in the 1972 Formula Two Pau Grand Prix. He battled Gethin closely in a March 722 over the 70-lap course which curved through the French city. Both drivers lapped the field twice. Depailler came in 3rd in an April 1973 Formula Two race at the Nürburgring. He was driving a Ford Alpine. In May 1974 Depailler qualified his March in 1st position in qualifying for the Formula Two Pau Grand Prix. In June he crashed his March 742 through a guard rail during time trials for a Formula Two race in Salzburgring. Depailler was uninjured but qualifying was stopped so that workmen could replace a section of railing which was torn off in the accident. In April 1976 the Renault sports car team suspended Depailler for three races after he was involved in a crash which knocked out both his car and the Renault of teammate Jean-Pierre Jabouille. The incident occurred on the second turn, slightly more than a mile after the beginning of a 180 mi race at the Nürburgring. Depailler lost control and crashed, after which Jabouille also crashed while attempting to avoid his teammate. The drivers had been instructed not to contest the lead with each other. Depailler placed 2nd in the 1976 Swedish Formula One Grand Prix. He was 19 seconds behind winner Jody Scheckter. Depailler drove in the International Race of Champions event at Riverside International Raceway in September 1978. He was behind the wheel of the Paul Newman entered Spyder-Chevy in the October 1978 California Grand Prix.

Tyrrell (1972–1978)
Tyrrell had given Depailler drives at France and Watkins Glen in 1972. Using one of the older cars, Depailler had finished in seventh place in the latter race. So in December 1973 Depailler was chosen with Scheckter to drive for Tyrrell, to replace the deceased François Cevert and retired Jackie Stewart. Depailler captured the pole for the 1974 Swedish Grand Prix, his 9th race as a Formula One driver. He negotiated the 2.49 mi Anderstorp course in a time of 1 minute, 24.758 seconds, for an average speed of 105.8 miles per hour. Depailler would finish 2nd in the race behind teammate Jody Scheckter; this proved his only podium of the year.

In January 1975 Depailler was given 25–1 odds of becoming the 1975 Formula One World Champion. He finished 5th in the 1975 Argentine Grand Prix in Buenos Aires. He took 3rd at Kyalami in the 1975 South African Grand Prix. Depailler stayed behind 2nd-place finisher, Carlos Reutemann, throughout the 78 laps of the event. On the first day of qualifying for the 1975 United States Grand Prix, Depailler crashed his Tyrrell into a catch fence at Watkins Glen. He was not injured.

Depailler came in 2nd in the 1976 Brazilian Grand Prix at Interlagos. He ended up 2nd to Clay Regazzoni on the 2nd day of qualifying, with a speed of 87.31 mi/h. Depailler gained a 3rd-place finish but drew the ire of rival James Hunt, who went out on the 4th lap. Hunt claimed that Depailler forced him off the track and shook his fist at him after his exit from the race. Depailler, who wrestled with brake trouble, claimed that he did not see the English driver in his mirrors. Depailler placed his six-wheeled Tyrrell in 3rd position for the start of the 1976 Monaco Grand Prix. The Tyrrells of Scheckter and Depailler were the only cars able to stay on the same lap with Lauda's Ferrari, who won from pole position. Depailler was 2nd to Hunt in the 1976 French Grand Prix at Le Castellet. Hunt held off a determined Depailler at Mosport Park in the 1976 Canadian Grand Prix. Both drivers were ill at the conclusion of the event, with Depailler having inhaled fumes over the last third of the race. He lost consciousness after pulling his car off at the first corner following the finish. He regained consciousness momentarily. Depailler finished 2nd ahead of Hunt (who nevertheless secured the 1976 Drivers' Championship by finishing third) at the 1976 Japanese Grand Prix, despite encountering tyre problems as the Fuji Speedway track dried from heavy rains. He skidded off the Interlagos track at Sao Paulo during the 1977 Brazilian Grand Prix. He was hospitalized with a leg injury. Depailler qualified in the 6th row, 12th position, for the 1977 United States Grand Prix West. In December 1977 Depailler was promoted to the number one driver for Tyrrell, when Ronnie Peterson left to drive for Lotus. At the same time Tyrrell revealed that it was quitting its experiment with six-wheeled Formula One cars.

Depailler was 3rd in the 1978 Argentine Grand Prix in an Elf-Tyrrell. Peterson passed Depailler on the last turn of the last lap at Kyalami, to claim the 1978 South African Grand Prix. Depailler's car was running short of fuel, allowing Peterson to erase a 9-second gap to win. Depailler climbed from 12th starting place to end in 3rd position in the 1978 United States Grand Prix West. Depailler gained his first Formula One triumph by winning the 1978 Monaco Grand Prix. Piloting a Tyrrell-Ford 008, Depailler secured the 36th annual event. It was his first victory in 69 championship races, although he had been 2nd eight times.

Ligier (1979)
Depailler switched to the Ligier team for 1979. The team began to field cars with V-8 Ford Cosworth engines, rather than the French-built Matra V-12 engines of 1978. Depailler led the first 10 laps before his engine experienced problems in the 1979 Argentine Grand Prix. He was forced to make a pit stop but managed a 4th-place finish. Depailler came in 2nd to his victorious teammate, Jacques Laffite, in the 1979 Brazilian Grand Prix. Laffite was more than 5 seconds ahead at the end of the race. Depailler made contact with the fence at "Barbecue Bend" in the 1979 South African Grand Prix.

Ligier team manager, Gerard Ducarouge, said that the Ligier JS-11 had been in the planning stages for some time. The JS-9 had been tested as a "wing car" following the 1978 United States Grand Prix West, but the wind tunnel tests proved unsatisfactory. The JS-11 was built and tested in December 1978, with positive results. The V-8 engine was lighter and the Cosworth exhaust system was modified so that it sounded much the same as the old Matra engine's distinctive whine. The new body features of the JS-11 were revealed at the 1979 United States Grand Prix West.

Depailler posted a flag-to-flag win at Jarama in the 1979 Spanish Grand Prix. The win enabled him to tie Gilles Villeneuve in the standings for the Formula One world championship at the end of April, with 20 points each. Depailler posted a third position in qualifying for the 1979 Monaco Grand Prix on a staggered grid. Depailler was replaced in June 1979 by Ligier, after breaking both legs in a hang gliding incident on 3 June near his hometown of Clermont-Ferrand. His heel was also critically injured. The race team was receiving financial support from the French government, which specified that his replacement also be French; his replacement was the French-speaking Belgian veteran Jacky Ickx.

He had been healing well when he fell out of his hospital bed in early August, rebreaking one of the fractures. On 29 August, Depailler said that he was "resigned not to race again until next year", although he expected to leave his Paris hospital by the end of the week. He had undergone a number of operations on his legs, but had hopes to attend both autumn North American rounds, at Montreal and the Watkins Glen, as a spectator.

Alfa Romeo (1980)
In 1980, Depailler joined the newly formed Alfa Romeo team, that was on a comeback trail: Depailler had worked his way back from his hang-gliding accident the previous year, and had equipped his car with special brakes designed to toughen his leg muscles, he was still driving in pain by the time of his fatal accident and the car was fast (he qualified 3rd for the 1980 United States Grand Prix West) but not reliable enough to finish.

Death
Depailler suffered a fatal accident in testing at Hockenheim ten days prior to the 1980 German Grand Prix when a suspension failure pitched his Alfa Romeo into the Armco barrier at the high-speed Ostkurve, inflicting fatal head injuries when the vehicle overturned and vaulted the barrier. The car skidded along the top of the guard rail for several hundred feet prior to flipping onto its top.

Legacy
A radio-controlled car racing circuit is named in honour of Depailler at his home town. The Mini Circuit Patrick Depailler is one of the oldest tracks in France and was used to host an International Federation of Model Auto Racing (IFMAR) meeting in 1999.

As a result of his fatal accident, a new chicane was built into the Ostkurve at the Hockenheim circuit in order to slow the cars down - previously it had been a flat out curving right hander. The new Ostkurve Schikane was first used during the 1982 German Grand Prix.

Depailler was portrayed by Xavier Laurent in the 2013 film Rush, directed by Ron Howard.

Career summary
Graded drivers not eligible for European Formula Two Championship points

Complete European Formula Two Championship results
(key) (Races in bold indicate pole position; races in italics indicate fastest lap) Graded drivers not eligible for European Formula Two Championship points

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

title: Patrick Depailler


text:
Shorter Sukhāvatīvyūha Sūtra

The Shorter Sukhāvatīvyūha Sūtra (Buddhist Hybrid Sanskrit); ; Taisho no. 366; Vietnamese: Phật Thuyết Kinh A Di Đà) Also Known As Amitabha Sutra is one of the two Indian Mahayana sutras that describe Sukhavati, the pure land of Amitābha. This text is highly influential in East Asian Buddhism, including China, Korea, Japan, and Vietnam, and listed as #366 in the Taisho Tripitaka.

The original Buddhist Hybrid Sanskrit versions of the Shorter Sukhāvatīvyūha Sūtra and Longer Sukhāvatīvyūha Sūtra were translated into English by Luis Gomez in The Land of Bliss.

History
The Shorter Sukhāvatīvyūha Sūtra was translated from Buddhist Hybrid Sanskrit into Classical Chinese by Tripiṭaka master Kumārajīva in 402, but may have existed in India as early as the year 100 in Prakrit.

Content
The bulk of the Shorter Sukhāvatīvyūha Sūtra, considerably shorter than other Pure Land sutras, consists of a discourse which Gautama Buddha gave at Jetavana in Śrāvastī to his disciple Śāriputra. The talk concerned the wondrous adornments that await the righteous in the western pure land of Sukhāvatī as well as the beings that reside there, including the buddha Amitābha. The text also describes what one must do to be reborn there.

English translations

 * Gomez, Luis, trans. (1996), The Land of Bliss: The Paradise of the Buddha of Measureless Light: Buddhist Hybrid Sanskrit and Chinese Versions of the Sukhavativyuha Sutras, Honolulu: University of Hawaii Press

title: Shorter Sukhāvatīvyūha Sūtra


text:
Marc Surer

Marc Surer (born 18 September 1951) is a former racing driver from Switzerland currently working as TV commentator and racing school instructor. He participated in 88 Formula One World Championship Grands Prix, debuting on 9 September 1979. He scored a total of 17 championship points.

Racing career
Surer started his career in karting in 1972. Due to the racing ban established in Switzerland after the 1955 Le Mans disaster, he moved to Germany in 1974, where he finished second in the local Formula Vee Championship. In 1976, he switched to European Formula 3, where he was noticed by Jochen Neerpasch, who hired him as a member of the BMW Junior Team alongside Eddie Cheever and Manfred Winkelhock. In 1978, he finished second in the Formula 2 Championship, eventually winning the series the following year in a works March-BMW. Surer's debut in Formula 1 took place at the end of 1979 and was somewhat troubled. He broke his legs in qualifying at the South African Grand Prix in an ATS at Kyalami in 1980 and again racing there in 1981 for Ensign. He recovered to give Ensign their best result with a 4th-place finish at the 1981 Brazilian Grand Prix, also setting the fastest lap of the race. He later drove for Theodore before establishing himself at Arrows for a couple of seasons, until BMW's support earned him a seat at Brabham for 1985. Surer returned to Arrows in 1986 but eventually retired from Formula One halfway through the season due to serious accident at the 1986 ADAC Hessen-Rallye in his Ford RS200 severely injured him and killed his co-driver and friend Michel Wyder. BMW retained him as a driver, coach and later director of motorsport activities. In 1994 and 1995, Surer, alongside Johnny Cecotto and Jo Winkelhock, won the German Super Touring Car Championship.

In 1996, Surer began working as a television commentator at all Formula 1 events for Sky Sport (Germany) (formerly known as DF1 and Premiere) next to the lead commentator Jacques Schulz. After Schulz's withdrawal prior to the 2013 season, he has remained commentator alongside Sascha Roos.

Formula One all-time ranking
In 2016, in an academic paper that reported a mathematical modeling study that assessed the relative influence of driver and machine, Surer was ranked the 17th best Formula One driver of all time.

Personal life
Surer has been married twice to former Playboy models, first to Playmate Jolanda Egger, and then to Christina Surer between 1997 and 2000. On 3 December 2011 he married his longtime partner Silvia Renée Arias.

Career summary
† As Surer was a guest driver, he was ineligible for championship points.

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

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

title: Marc Surer


text:
Internal transcribed spacer

Internal transcribed spacer (ITS) is the spacer DNA situated between the small-subunit ribosomal RNA (rRNA) and large-subunit rRNA genes in the chromosome or the corresponding transcribed region in the polycistronic rRNA precursor transcript.

Across life domains
In bacteria and archaea, there is a single ITS, located between the 16S and 23S rRNA genes. Conversely, there are two ITSs in eukaryotes: ITS1 is located between 18S and 5.8S rRNA genes, while ITS2 is between 5.8S and 28S (in opisthokonts, or 25S in plants) rRNA genes. ITS1 corresponds to the ITS in bacteria and archaea, while ITS2 originated as an insertion that interrupted the ancestral 23S rRNA gene.

Organization

In bacteria and archaea, the ITS occurs in one to several copies, as do the flanking 16S and 23S genes. When there are multiple copies, these do not occur adjacent to one another. Rather, they occur in discrete locations in the circular chromosome. It is not uncommon in bacteria to carry tRNA genes in the ITS.

In eukaryotes, genes encoding ribosomal RNA and spacers occur in tandem repeats that are thousands of copies long, each separated by regions of non-transcribed DNA termed intergenic spacer (IGS) or non-transcribed spacer (NTS).

Each eukaryotic ribosomal cluster contains the 5' external transcribed spacer (5' ETS), the 18S rRNA gene, the ITS1, the 5.8S rRNA gene, the ITS2, the 26S or 28S rRNA gene, and finally the 3' ETS.

During rRNA maturation, ETS and ITS pieces are excised. As non-functional by-products of this maturation, they are rapidly degraded.

Use in phylogenetic inference
Sequence comparison of the eukaryotic ITS regions is widely used in taxonomy and molecular phylogeny because of several favorable properties:
 * It is routinely amplified thanks to its small size associated to the availability of highly conserved flanking sequences.
 * It is easy to detect even from small quantities of DNA due to the high copy number of the rRNA clusters.
 * It undergoes rapid concerted evolution via unequal crossing-over and gene conversion. This promotes intra-genomic homogeneity of the repeat units, although high-throughput sequencing showed the occurrence of frequent variations within plant species.
 * It has a high degree of variation even between closely related species. This can be explained by the relatively low evolutionary pressure acting on such non-coding spacer sequences.

For example, ITS markers have proven especially useful for elucidating phylogenetic relationships among the following taxa.

ITS2 is known to be more conserved than ITS1 is. All ITS2 sequences share a common core of secondary structure, while ITS1 structures are only conserved in much smaller taxonomic units. Regardless of the scope of conservation, structure-assisted comparison can provide higher resolution and robustness.

Mycological barcoding
The ITS region is the most widely sequenced DNA region in molecular ecology of fungi and has been recommended as the universal fungal barcode sequence. It has typically been most useful for molecular systematics at the species to genus level, and even within species (e.g., to identify geographic races). Because of its higher degree of variation than other genic regions of rDNA (for example, small- and large-subunit rRNA), variation among individual rDNA repeats can sometimes be observed within both the ITS and IGS regions. In addition to the universal ITS1+ITS4 primers used by many labs, several taxon-specific primers have been described that allow selective amplification of fungal sequences (e.g., see Gardes & Bruns 1993 paper describing amplification of basidiomycete ITS sequences from mycorrhiza samples). Despite shotgun sequencing methods becoming increasingly utilized in microbial sequencing, the low biomass of fungi in clinical samples make the ITS region amplification an area of ongoing research.

title: Internal transcribed spacer


text:
Jonathan Palmer

Jonathan Charles Palmer (born 7 November 1956) is a British businessman and former Formula One racing driver. Before opting for a career in motor racing, Palmer trained as a physician at London's Guy's Hospital. He also worked as a junior physician at Cuckfield and Brighton hospitals.

He is currently the majority shareholder and Chief Executive of MotorSport Vision (MSV), a company that runs six UK motorsport circuits, the PalmerSport corporate driving event at Bedford Autodrome and several racing championships including British Superbikes and GB3.

Prior to his business life, Palmer was active in Formula One between 1983 and 1989, and drove for Tyrrell, Williams, RAM, and Zakspeed. He won 14 Championship points from 83 starts. He also raced a Group C Porsche in sports car events between 1983 and 1990, winning the 1984 1000 km of Brands Hatch with co-driver Jan Lammers and taking second place at the 1985 24 Hours of Le Mans with co-drivers James Weaver and Richard Lloyd.

Palmer helped develop the McLaren F1 road car, and drove one to a new speed record for production cars.

Early career
Following his education at Brighton College, Palmer raced an Austin Healey Sprite and a Marcos in club events while he was a medical student at Guy's Hospital. He went on to work as a doctor at Cuckfield and Brighton hospitals, and opted for a professional driving career after he had participated in Formula Ford from 1978 to 1980. He won the British Formula 3 Championship in 1981, and landed a Williams Formula One test drive in 1982. The following year he won the European Formula Two Championship, and the British Racing Drivers' Club awarded him their Gold Star.

Formula One
Palmer joined Williams as a test driver for the 1982 and 1983 seasons whilst racing in F2, and made his Formula One debut at Brands Hatch on 25 September 1983, driving a Williams in the European Grand Prix. This drive was a 'thank you' from Frank Williams and Patrick Head. He finished 13th out of 26 starters. Moving to the Skoal Bandit RAM March team in 1984, his six finishes yielded one 8th place, three 9th, one 10th, and one 13th. He joined Zakspeed in 1985, starting in eight races and retiring from all except the 1985 Detroit Grand Prix, where he finished 11th. Sixteen starts with the same team in 1986 resulted in eight retirements and a best finish of 8th in Detroit.

In 1987, Palmer talked with McLaren boss Ron Dennis about becoming the team's No. 2 driver to double World Champion Alain Prost. Dennis ultimately signed Stefan Johansson, and Palmer joined Tyrrell a week before the season's opening race in Brazil. Although outpaced by its turbocharged competitors, Tyrrell's naturally-aspirated Cosworth-powered car proved reliable, and it was nimble on tighter circuits. Palmer won championship points in three races, and it was in the Australian Grand Prix that he achieved his career-best fourth-place finish. He also won the Jim Clark Cup, a championship for drivers of normally aspirated cars. He stayed with Tyrrell for the next two seasons, during which his best results were two 5th-place finishes and three 6th. At the end of 1989 he signed as McLaren's test driver.

Sportscars
Between 1983 and 1990 Palmer competed in the World Sportscar Championship at the wheel of a Group C Porsche. With co-driver Jan Lammers he won the 1984 1000 km of Brands Hatch. At Le Mans, his best result from five starts was second place in 1985, with co-drivers James Weaver and Richard Lloyd.

Post F1
In 1991 Palmer came seventh in the British Touring Car Championship, driving a Prodrive BMW. Also that year he became a pit lane reporter for the BBC F1 commentary team. Following James Hunt's death from a heart attack after the 1993 Canadian Grand Prix, Palmer joined the BBC commentary box alongside Murray Walker. At the end of 1996 the BBC lost the rights to broadcast F1, and in 1997 Palmer joined the CBC for its annual commentary on the Grand Prix of Canada.

Road car development
Palmer's work with McLaren included development of the McLaren F1 road car, and he drove one to a record-breaking 231 mph at the Nardo test track.

Business career
PalmerSport was founded in 1991 to run corporate hospitality motorsport events. This was initially run from the Bruntingthorpe airfield in Leicestershire before the lease was acquired to develop the site now known as Bedford Autodrome.

Palmer opened the venue in 1999 as four separate circuits with a total of six miles of track, to become the permanent home for PalmerSport. The venue is also used for trackdays.

Palmer launched the Formula Palmer Audi Championship in 1998 as a less costly alternative to Formula 3. Inaugural champion Justin Wilson went on to win the Formula 3000 championship. With Palmer managing his career, an innovative share issue in Wilson helped him secure a Formula One drive with Minardi.

In 2004, Palmer, John Britten, and Sir Peter Ogden acquired the Brands Hatch, Oulton Park, Snetterton and Cadwell Park circuits from Octagon, under the umbrella of MotorSport Vision (MSV). The company has turned around the fortunes of each circuit, and implemented a programme of improvements at each venue to develop better facilities for spectators and circuit users. Snetterton in particular has been revitalised under MSV ownership, with the circuit undergoing a near total redesign in 2011, with several new corners allowing for three different circuit configurations, and the addition of large spectator viewing areas.

The company, with Palmer as Chief Executive, organised the Formula Palmer Audi Championship, acquired the commercial rights for the British Superbike Championship, and secured the right to operate the FIA Formula Two Championship from 2009 to 2012. It now runs the GB3 and GB4 Championships, as well as several other club series and championships under the MSVR banner.

In 2009, MSV acquired the freehold of 800 acres of the Bedford Autodrome site and opened Bedford Aerodrome as a CAA licensed airfield in 2010.

MSV completed the freehold purchase of a substantial former military airbase near Laon in north-east France in 2015, which is planned to be developed into a major international motorsports complex.

In 2017 MSV acquired the Donington Park motor racing circuit, and implemented a multi-million pound program of improvements at the East Midlands track including a new bar, cafe and restaurant, a new circuit office, extensive resurfacing of paddock areas and internal roads and a new grandstand with views of the track.

On 30 September 2022 it was announced that MSV won the bid for purchasing Circuito de Navarra in northern Spain. MSV has since completed the first phase of its programme of improvements involving a complete overhaul of the race control complex. This included new screens and upgraded CCTV technology, along with a complete exterior redecoration of the race control tower and main pit buildings, including all the garage doors. This exterior aesthetic overhaul has extended beyond that area too, elevating the FIA Grade 1T and Grade 2 circuit’s presentation to match its status as one of Spain’s best motorsport venues.

Personal life
Palmer's two sons have both had successful motor racing careers. Jolyon Palmer, the 2014 GP2 Series champion, drove for RenaultSport F1 Team during the 2016 and 2017 seasons and is now a commentator and columnist for BBC Sport F1. Jonathan's younger son Will Palmer won the BRDC F4 Championship and the prestigious McLaren Autosport BRDC Award in 2015, and finished second in Renault Eurocup in 2017.

Palmer also has two daughters: Emily, an accountant, and Alice, a professional equestrian showjumper.

Palmer married Emma Collins in 2018, having separated from his first wife, Gill, in 2011.

Career summary
† 1st place in the Jim Clark Cup, for naturally aspirated cars.

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

Complete Formula One results
(key) (Races in italics indicate fastest lap) † 1st place in the Jim Clark Cup, for naturally aspirated cars.

Complete British Saloon / Touring Car Championship results
(key) (Races in bold indicate pole position – 1983 in class) (Races in italics indicate fastest lap – 1 point awarded 1983 all races, 1983 in class)

 * 1) – Race was stopped due to heavy rain. No points were awarded.

Complete European Touring Car Championship results
(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap) † Not eligible for points.

title: Jonathan Palmer


text:
Jean-Pierre Beltoise

Jean-Pierre Maurice Georges Beltoise (26 April 1937 – 5 January 2015) was a French Grand Prix motorcycle road racer and Formula One driver who raced for the Matra and BRM teams. He competed in 88 Grands Prix achieving a single victory, at the 1972 Monaco Grand Prix, and a total of eight podium finishes.

Early career
Beltoise won 11 French national motorcycle road racing titles in three years. He competed in international Grand Prix motorcycle racing from the 1962 to 1964 seasons in the 50, 125, 250 and 500 cc classes. His best finish was a sixth place in the 1964 50 cc World Championship.

In 1964 he was racing a 1.1-litre René Bonnet sports car. His career almost ended with a huge crash in the Reims 12-hour sports car endurance race, in which he suffered a broken arm, so severely damaged that its movement was permanently restricted. However he returned in 1965 and won the Reims Formula 3 race, after which he graduated to Formula 2 for the following season.

Formula One

In 1966, Beltoise drove in the German Grand Prix at the Nürburgring in a Formula Two (F2) one litre Matra MS5-Cosworth. He finished one lap down but won the F2 class. However, it was his only Grand Prix that season. In 1967 Beltoise competed in three Grands Prix with a Formula Two Matra MS7 1.6 litre Cosworth, and finished seventh at both Watkins Glen and Mexico City. He also won the 1967 Buenos Aires Grand Prix, which was not part of the World Championship calendar. In 1968 Beltoise began the season again with an F2 car but from the second race onward had Formula One machinery and finished second in the 1968 Dutch Grand Prix. In 1969 he was placed in Ken Tyrrell's Matra team, whilst the works V12 engine was developed driving alongside Jackie Stewart, and finished second in the French grand Prix. Beltoise returned to the works Matra team for both 1970 and 1971. In 1971, racing in the Matra sports car team, he was involved in the accident in which Ignazio Giunti died during the 1000 km Buenos Aires, and his international racing license was suspended, although he was allowed to compete while on appeal.

For 1972, he moved to the BRM team and won what turned out to be his only and BRM's final championship-qualifying Formula One victory at the 1972 Monaco Grand Prix in heavy rain. In that same year, Jean-Pierre won a non-championship race in the end of the F1 season, at Brands Hatch, thus marking the last two victories of BRM make in Formula One. He spent three seasons with BRM, and finally retired from Formula 1 at the end of the 1974 season.

Later career
He later did most of the testing for the Ligier F1 team, although a proposed Formula One drive for 1976 went instead to Jacques Laffite and he thereafter turned his attention to touring car racing in France, twice winning the French title for BMW before entering rallycross in an Alpine-Renault with which he won the French title. In 1981 he returned to touring cars and raced for Peugeot throughout the 1980s. He was also a regular ice racer. His two sons, Anthony and Julien, are both race drivers.

In fiction, Beltoise frequently appeared in the Michel Vaillant series of comic books, amongst others being part of the winning Vaillante Le Mans team.

Death
Beltoise died at his holiday home in Dakar, Senegal, on 5 January 2015, aged 77, following two strokes.

Motorcycle Grand Prix results
(key) (Races in italics indicate fastest lap)

Complete European Formula Two Championship results
(key) (Races in bold indicate pole position; races in italics indicate fastest lap) Graded drivers not eligible for European Formula Two Championship points

Complete Formula One World Championship results
(key) (races in italics indicate fastest lap)
 * Notes
 * – In the 1969 German Grand Prix, Beltoise was classified 12th on the circuit but was the 6th Formula One car behind six Formula 2 cars, thus scoring one World Championship point.

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

title: Jean-Pierre Beltoise


text:
Molly Weir

Mary Weir (17 March 1910 – 28 November 2004), known as Molly Weir, was a Scottish actress. She appeared as the character Hazel the McWitch in the BBC TV series Rentaghost.

She was the sister of naturalist and broadcaster Tom Weir.

Biography
Born in Glasgow and brought up in the Springburn area of the city, Weir began in amateur dramatics. In her early professional career, she was a well-known radio actress, featuring in many comedy shows, such as ITMA. Her greatest theatrical success came in The Happiest Days of Your Life.

She made her film debut in 1949, and had a regular role as the housekeeper, Aggie McDonald, in the radio and television sitcom Life With The Lyons. During the 1970s and early 1980s she became famous as a writer, with several volumes of best-selling memoirs, notably, Shoes Were For Sunday. She also appeared in a series of television advertisements for Flash the household cleaning agent. In 1969, she appeared in The Prime of Miss Jean Brodie starring Dame Maggie Smith. She and Helena Gloag played the Kerr sisters, the sewing mistresses of Marcia Blaine School for Girls. In 1970 Weir and Gloag reprised their collaboration in Scrooge, playing old sisters in debt to Ebenezer Scrooge, played by Albert Finney. In the 1970s she was one of the presenters of Teatime Tales, a television series broadcast by STV in which she recalled her childhood. The series also featured Lavinia Derwent and Cliff Hanley. In the 1980s, she lampooned this homely image in the comedy series Victoria Wood As Seen On TV and appeared in a pop video for The Bluebells 1983 hit "Young At Heart".

At the 1979 general election, Molly Weir was one of "a galaxy of stage and television stars" to appear at an election rally in support of the Conservative Party.

She is also the subject of the 1988 song "Molly's Lips" by The Vaselines, and later covered by Nirvana.

Following her death, Molly Weir's ashes were scattered on the banks of Loch Lomond, a favourite holiday location; and almost all her estate (of nearly £1.9 million), was bequeathed to charities.

Selected filmography

 * Comin' Thro the Rye (1947)
 * Floodtide (1949) - Mrs. McTavish
 * Madeleine (1950) - Bit Part (uncredited)
 * Something in the City (1950) - Nellie
 * Flesh and Blood (1951) - Margaret
 * Cheer the Brave (1951)
 * You're Only Young Twice (1952) - Nellie (voice, uncredited)
 * Forces' Sweetheart (1953) - Scots Maid
 * Small Town Story (1953) - Maid (uncredited)
 * The Diamond (1954) - Mrs. Sayer - Marline's Housekeeper (uncredited)
 * Life with the Lyons (1954) - Aggie
 * The Lyons in Paris (1955) - Aggie
 * John and Julie (1955) - Landlady
 * Value for Money (1955) - Mrs. Matthews (uncredited)
 * Let's Be Happy (1957) - Flower Girl
 * The Bridal Path (1959) - 2nd Waitress
 * Carry On Regardless (1961) - Bird Woman
 * What a Whopper (1961) - Teacher
 * The Prime of Miss Jean Brodie (1969) - Miss Allison Kerr
 * Scrooge (1970) - 1st Woman Debtor
 * Hands of the Ripper (1971) - Maid
 * Bless This House (1972) - Mary's Mother
 * Assassin (1973) - Drunk Woman
 * One of Our Dinosaurs Is Missing (1975) - Scots Nanny
 * Mr. Selkie (1979) - Grannie Ross
 * Captain Jack (1999) - Foula Operator

title: Molly Weir


text:
User:Improv/chuckf conversation 30nov2004

Below is a conversation on IRC on the wikipedia channel. Chuck F is Visitor-8315C

Please see how to read my IRC logs in order to understand who is talking where.

> Visitor: So chuck, why don't we take this to mediation or arbitration? Wouldn't it be simpler than these endless reverts? <Vague_Rant> Although evidence that it was Wik can't be released. <Comrade_Nick> :( <Comrade_Nick> rick is kinda mean <Vague_Rant> Chuck already is in ArbCom, isn't he? > Visitor: I heard though that you've been banned from editing libertarian-related articles, no? <Vague_Rant> Rick is gone. <silsor> rickk is prickly but effective <Vague_Rant> He's on a wikivacation. <Comrade_Nick> he'll be back sooner or later <Comrade_Nick> i suggest you do the same chuck  <Arminius> Rickk will most likely be back...unless he decides to get a life <Visitor-8315C> Actually thanks to me bringing an arbcom case against reithy and him trolling me, i'm banned from editing all +articles, which pretty much has shown me the use of talk as being ineffective now, becasue people don't have to have a reason <Arminius> yowza > Visitor: If you're banned from editing all articles, why are you still editing articles? <Visitor-8315C> because the articles are wrong <Arminius> is wal-mart paying you to do this? <Comrade_Nick> what's was wrong with the articles chuck? > Visitor: If you're not welcome to edit the articles, STOP EDITING THE ARTICLES. Geez <Arminius> or at least try to build up a false identity and edit that way <Arminius> ...actually no <Comrade_Nick> just take breather chuck <Visitor-8315C> Mainly the fact that these people refuse to accept the word modern mainstream as being anything but a weseal-word, +when it's quite impossible to argue against it <Comrade_Nick> (wik-vaction) <Comrade_Nick> vacation* <Comrade_Nick> brb * Submarine ignores Visitor-8315C *** Signoff: Vague_Rant (Read error: 104 (Connection reset by peer)) <Visitor-8315C> Submarine - thanks, But they were asking me what my problem was, I wasn't spouting off in the channel > Visitor: We have a disagreement over the facts, and most people think you're wrong. Instead of abiding the rules of the site, you +act rude, dodge bans, and stuck your stuff in anyhow /whois Visitor-8315C *** Visitor-8315C is ~dasd@r019195.203112.miinet.jp (cds) *** on channels: #wikipedia *** on irc via server irc.freenode.net (http://freenode.net/) *** Visitor-8315C has been idle 13 seconds, signed on at Tue Nov 30 03:39:22 2004 *** Visitor-8315C : End of /WHOIS list. <Arminius> re rant <Visitor-8315C> Submarine - And why do you have to mention the fact you do it? that's really rude, the only reason to mention the +fact is to be mean <Arminius> visitor:considering how easy it is to reverse people at wikipedia...you won't really ever "get your way" through +circumvnting bans <Visitor-8315C> Arminius - but when they are really minor things like the fact disambigs are normally at the top not the bottom and +nobody will listen to you thanks to the fact you have a temp injuction <Visitor-8315C> it's possible you might get your way eventually on that > Visitor: Don't edit means DON'T EDIT. > Visitor: Until the ban is over, your input is not welcome. <Arminius> visitor:is it worth risking a longer ban over sucha trivial issue? <Submarine> Improv, I think it's hopeless. <Submarine> Don't feed the troll. <silsor> doesn't sound like a troll to me > Submarine: It's important to try to keep dialogue open in some form while he's still editwarring <Arminius> submarine:don't inflame the situation > Submarine: If you prefer it happen elsewhere, I can understand though. <silsor> trolls get a kick out of your reaction, visitor is reacting <silsor> trolls enjoy creating controversy, visitor would rather have his own way in the controversy <silsor> there's a big difference > For what it's worth, I don't think Chuck is a troll, I just think he has a strong point of view and he is unwilling to follow +proper process in the dispute because any other views are an abomination <Visitor-8315C> why are you reverting wal-mart? check out the talk page, we've come to an agreement that examples of critcism belong +on another page > Visitor: You are banned from editing. Any of your edits are to be reverted on sight. <Visitor-8315C> oh, wow somebody updated the numbers <silsor> yes <Visitor-8315C> see, this is why I keep reverting improv - Because I can't discuss any changes with anybody, nobody will listen on +talk thanks to me having disagreements with reithy, who was obviously a troll > Visitor: Both you and Reithy are seen as trolls. <Vague_Rant> Some people need to restart their computers. * Vague_Rant needs to restart his computer. > Visitor: You will be unable to discuss your changes with anybody until your ban wears off, and so far, you're just making it more +and more likely to be a very long ban indeed. > Visitor: Take a break, wait for it to expire, and then talk before editing, regardless of your notion of right or wrong. > Visitor: You want to be listened to, you need to be civil. If you're not, you won't be listened to, and your points, no matter how +good they may be, will be ignored. <Arminius> improv is right, a little civility goes a long way > Visitor: Geez, cut it out. You're still doing it. <Arminius> wow if I can postpone this presentation a day and clean this up, it will be pretty good <Arminius> improv:you have warned him enough IMO > Arminius: I guess that's true. *** Signoff: _sj_z (Read error: 60 (Operation timed out)) <Arminius> I think theoretically you were supposed to do something after he/she admitted violating an injunction > Arminius: I'm not an admin :) <Arminius> oh <Arminius> is anyone else here an admin? > I am an old user, but never was nominated for Admin :) > Probably some idle people <gentgeen_> normally <silsor> yes, but I'm going to bed now <Arminius> I am sortof out of commission right now <Arminius> silsor quick block *** ambi (ambi@125.b.002.gee.iprimus.net.au) has joined channel #wikipedia <Arminius> oh wait <silsor> what why where when how who <Arminius> improv tell ambi the IP <silsor> how are you out of commission? > 200.226.137.10 and 200.226.137.11 *** ambi is ambi@125.b.002.gee.iprimus.net.au (ambivalenthysteria) *** on channels: #wikipedia *** on irc via server irc.freenode.net (http://freenode.net/) *** ambi has been idle 47 seconds, signed on at Tue Nov 30 05:00:24 2004 *** ambi : End of /WHOIS list. <ambi> whos IP? <OldakQuill> Does Rock formation refer to the actual creation of the rock - igneous etc. - or the structure that we see today +due to weathering > ambi: More open webproxies Chuck F found


text:
User:Wikibob/EQ2

Everquest 2 template ideas

title: User:Wikibob/EQ2


text:
Bowenia

The genus Bowenia includes two living and two fossil species of cycads in the family Stangeriaceae, sometimes placed in their own family Boweniaceae. They are entirely restricted to Australia.

Description
The chromosome count is 2n = 18.

Distribution
The two living species occur in Queensland. B. spectabilis grows in warm, wet, tropical rainforests, on protected slopes and near streams, primarily in the lowlands of the Wet Tropics Bioregion. However, it has a local form with serrate pinna margins that grows in rainforest, Acacia-dominated transition forest, and also Casuarina-dominated sclerophyll forest on the Atherton Tableland, where it is subject to periodic bushfire. B. serrulata grows in sclerophyll forest and transition forest close to the Tropic of Capricorn.

Fossils
The fossil species Bowenia eocenica is known from deposits in a coal mine in Victoria, Australia, and B. papillosa is known from deposits in New South Wales. Both fossils are of Eocene age, and consist of leaflet fragments.

title: Bowenia


text:
The Team (radio network)

The Team (corporately styled as The TEAM) was a Canadian sports radio network, which broadcast from 2001 to 2002. It was owned and operated by CHUM Limited, based on the existing format of their Ottawa station The Team 1200, and incorporated virtually all of the company's AM radio stations across Canada. It was dissolved as a national network in 2002 amid poor ratings, although a few of its former stations retained the sports format and Team branding as standalone entities.

History
The network was launched on May 7, 2001, but struggled to build an audience in many cities. In Toronto, for example, the network had to compete against Telemedia's The Fan 590, and found that much of its potential audience had already built a strong sense of loyalty to the more established station. The switch of 1050 CHUM, the network's flagship station, away from its popular former oldies format was also controversial.

The network aired both original programming — its marquee Canadian sportscaster was Jim Van Horne, while other programs were hosted by Paul Romanuk, Mike Richards and Gene Valaitis — and syndicated sports programming from the United States, such as The Jim Rome Show.

In August 2002, after just over a year on the air, CHUM pulled the plug and most of the network's stations reverted to their old pre-Team formats. However, the sports format and the Team branding were retained in Ottawa, where it had already been the station's established format before the network was launched, and in Montreal and Vancouver, where it was also successful in the ratings. Most of these stations, and one in Edmonton which had licensed the brand name but which at the time was owned by a different company, continued to use the Team branding as of early 2011, but were no longer considered a network.

All of the stations, save the former Calgary affiliate, are now owned by CHUM's successor Bell Media. In 2011, some of these stations were rebranded and integrated into a new TSN Radio network, starting with Toronto's radio station CHUM on April 13, 2011; the Winnipeg and Montreal stations were added shortly thereafter, with Ottawa and Edmonton stations added in 2013. The two Bell Media-owned sports radio stations in Vancouver, while sharing some programming with the TSN Radio stations, retained the Team branding until September 8, 2014, when they were both re-branded as TSN Radio.

Affiliates
CFAC in Calgary and CFRN in Edmonton were also affiliates of the Team, although the stations were not CHUM-owned — CFAC was owned by Rogers and CFRN by Standard Broadcasting. After the Team network folded, both stations retained the sports format, although CFAC adopted the name The Fan 960, as Rogers had by this time acquired Toronto's Fan 590. CFRN, now also owned by Bell Media Radio, continued to use the Team branding until joining TSN Radio in 2013; it was shut down in June 2023.

Later
Vancouver's CFTE, a sister station to CKST, also converted to the Team branding in 2009, airing a similar but distinct schedule of sports programming from its sister. Meanwhile, CHUM's Winnipeg AM station CFRW returned to an all-sports format on September 27, 2010, at the time, the station was known as "Sports Radio 1290" (without any Team branding). The station was subsequently relaunched as TSN Radio 1290 on October 5, 2011.

Following the 2007 acquisition of CHUM by CTVglobemedia, majority owner of TSN, there had been occasional reports about CTV potentially using the remaining Team stations and/or the 1050 frequency in Toronto to launch a new sports radio station in Toronto or full radio network using TSN content and personalities. Plans on launching a new TSN Radio brand began in January 2011 and Toronto's radio station CHUM (1050 AM) became the first station under the new TSN Radio network as TSN Radio 1050 on April 13, 2011. CTVglobemedia was purchased by Bell Canada Enterprises in early 2011 and became Bell Media; the company completed its purchase of Astral Media, owner of The Team's former Edmonton affiliate CFRN, in July 2013.

title: The Team (radio network)