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Ferrari P

The Ferrari P was a series of Italian sports prototype racing cars produced by Ferrari during the 1960s and early 1970s.

Although Enzo Ferrari resisted the move even with Cooper dominating F1, Ferrari began producing mid-engined racing cars in the early 1960s with the Dino-V6-engine Formula One Ferrari 246 P and the sport prototype SP-series.

The V12 sports car racers followed in 1963. Although these cars shared their numerical designations (based on engine displacement) with road models, they were almost entirely different. The first Ferrari mid-engine road car did not arrive until the 1967 Dino 206 GT, and it was 1971 before a Ferrari 12-cylinder engine was placed behind a road-going driver in the 365 GT4 BB.

250 P
Ferrari produced the 250 P in 1963 in response to the FIA introducing a prototype class for the upcoming season of the World Sportscar Championship. This was a new design, with a chassis unrelated to existing 250-series Grand Touring cars. Designed by Mauro Forghieri, the 250 P was an open cockpit mid-engined rear wheel drive design, utilizing a tubular space-frame chassis, double wishbone suspension, rack and pinion steering, four wheel disc brakes and a longitudinally-mounted V12 engine with a 5-speed gearbox and transaxle. The 250 Testa Rossa-type single-cam 3.0-litre engine was supplied by six Weber 38 DCN carburetors and produced 310 bhp at 7,500 rpm. This was the first time a V12 engine was mounted in the rear of a Ferrari sports racing car.

The 250 P achieved immediate success on the racetrack, winning the 1963 24 Hours of Le Mans, 12 Hours of Sebring, 1000 km Nürburgring, and Canadian Grand Prix. The cars were raced by Scuderia Ferrari in Europe and NART in the Americas. Notable drivers included John Surtees, Ludovico Scarfioitti, Willy Mairesse, Lorenzo Bandini and Pedro Rodriguez.

In total Ferrari produced four 250 P chassis (serial numbers 0810, 0812, 0814 and 0816) and one development mule based on a Ferrari 246 SP chassis (number 0796). All 250 P chassis were converted to 275 P or 330 P specification following the 1963 racing season.

275 P and 330 P

For the 1964 season, Ferrari developed the 275 P and 330 P. These were improved versions of the 250 P with larger displacement engines and slightly modified bodywork. The tubular space-frame chassis and most other components remained the same as in the 250 P. The 275 P used a bored-out 3.3L version of the 250 Testa Rossa-type engine originally utilized by the 250 P. The 330 P used a different design, a 4.0L Colombo-designed V12 based on engines used in the 400 Superamerica road cars. The 330 P developed more power than the 275 P (370 bhp vs 320 bhp) but weighed more (785 kg vs 755 kg). Some drivers preferred the extra power of the 330 P while others appreciated the more nimble feel of the 275 P and the two models were raced concurrently. Production of these types included three brand new chassis and conversions of all four 250 P chassis. It is not possible to clearly determine the number of chassis produced with each engine type as 275 and 330 engines were swapped as needed between cars. 275 P and 330 P cars were actively and successfully raced by Scuderia Ferrari, NART and Maranello Concessionaires during 1964 and 1965 seasons. The most notable result was a 1-2-3 sweep at the 1964 24 Hours of Le Mans. The Scuderia Ferrari-run 275 P driven by Guichet and Vaccarella took first, followed by a Maranello Concessionaires 330 P (Hill/Bonnier) in second and a Scuderia Ferrari 330 P (Bandini/Surtees) in third.

250 LM
At the November 1963 Paris Auto Show, Ferrari introduced the 250 LM (Le Mans). It was developed as a coupé version of the 250 P and was ostensibly a new production car intended to meet FIA homologation requirements for the Group 3 GT class. The intention was for the 250 LM to replace the 250 GTO as Ferrari's premier GT-class racer. However, in April 1964 the FIA refused to homologate the model, as Ferrari had built considerably fewer than the required 100 units. The 250 LM thus had to run in the prototype class until it was homologated as a Group 4 Sports Car for the 1966 season.

32 total 250 LM chassis were built from 1963 to 1965, with all but the first chassis (s/n 5149, the Paris Auto Show car with a 250 P engine) powered by 3.3-litre 320 bhp (238 kW) engines as used in the 275 P. According to Ferrari naming convention, the 3.3 litre cars should have been designated "275 LM", however Enzo Ferrari insisted that the name remain 250 LM in order to facilitate the homologation process. The 250 LM shared fully independent double wishbone suspension, rack and pinion steering, four wheel disc brakes and 5-speed transaxle with the 250 P, however the tubular space frame chassis was significantly strengthened with the roof structure, additional cross-bracing and heavier gauge tubing. The interior was trimmed out as a nod to the ostensible production status of the car, but ultimately it was little different from a prototype racer.

The 250 LM was successfully raced around the world by both factory-supported and privateer racers. Unlike the 250/275/330 P cars, new 250 LMs were sold to private customers and campaigned by privateer teams. From 1964 through 1967, 250 LMs were raced by Scuderia Ferrari, NART, Maranello Concessionaires, Ecurie Filipinetti, Ecurie Francorchamps and others, even when this model was no longer competitive with the latest factory prototypes. Notably, a 250 LM (chassis 5893) entered by the North American Racing Team won the 1965 24 Hours of Le Mans driven by Jochen Rindt and Masten Gregory. This would be Ferrari's last overall victory in the endurance classic until the Ferrari 499P won the 2023 race. This car is now owned by the Indianapolis Motor Speedway Museum and was displayed at the 2004 Pebble Beach Concours d'Elegance and the 2013 Amelia Island Concours d'Elegance.

The 250 LM is highly sought-after by serious auto collectors and individual cars are often featured at auctions, car shows and historic racing events. 250 LMs typically sell for more than US$10 million and auction records for this model have been repeatedly broken in the past 10 years.

275 P2 and 330 P2

Two entirely new cars, the 275 P2 and 330 P2, followed in 1965. Featuring lower and lighter chassis and more aerodynamic body, the cars were paired with revamped versions of the previous 275 and 330 V12, now equipped with four camshafts and producing 350 hp and 410 hp, respectively. The 330 P2 was first used by Luigi Chinetti's North American Racing Team (NART) in the Daytona race that year. In 1965 275 P2 0836 won the 1000 km of Monza, 275 P2 0828 won the Targa Florio, 330 P2 0828 won the Nurburgring 1000 km, and 365 P2 0836 or 0838 won the 12 hr. Reims. The P2 cars were replaced by the P3 for 1966.

275 P2
In many publications, the 275 P2 is equated with the Ferrari 330 P2, a circumstance that is avoided here with good reason. This separation is carried out in all result lists of international sports car races, since the two types of car differ significantly in terms of engine performance, triggered by the displacement size of the 12-cylinder engine.

The 275 P2 no longer had a classic space frame. As practiced from 1963 with the Ferrari Formula 1 monoposto racing car, a self-supporting body made of riveted aluminium sheets was manufactured by Carrozzeria Fantuzzi. The rear suspension was carried over from the Formula 1 Ferrari 158. Unlike the previous 275 model, the 275 P2 had wider rims and tubeless Dunlop racing tyres. Power was transmitted via a newly developed 5-speed gearbox.

The 275 P2 received a new V12 engine with four overhead camshafts. The engine had six twin Weber carburetors and two spark plugs per cylinder. While the displacement of the 330 P2 was 4 liters, this type had the 3.3-liter variant. The specified engine output was 350 hp @ 7200 rpm.

The 275 P2 made its track debut in April 1965 on the test day of the 24 Hours of Le Mans. The first race was two weeks later at the 1000 km race in Monza, which ended with a victory for the driver pairing Mike Parkes/Jean Guichet. The next victory followed two weeks later; Nino Vaccarella and Lorenzo Bandini won the Targa Florio.

At the 1000 km race at the Nürburgring, Parkes and Guichet were beaten only by teammates John Surtees and Ludovico Scarfiotti in the more powerful 330 P2. The last time a 275 P2 was used, was in August 1965, when Giampiero Biscaldi finished third in the Ollon-Villars Hillclimb.

330 P2
In many publications, the 330 P2 is equated with the Ferrari 275 P2, which is probably wrong. Because in all result lists of international sports car races, the types are separated because they differ significantly in terms of engine power and displacement of the 12-cylinder engines.

The 330 P2 no longer had a classic space frame. As practiced from 1963 with the Ferrari Formula 1 monoposto racing car, a self-supporting body made of riveted aluminium sheets was developed. It was made by Carrozzeria Fantuzzi. The rear suspension was carried over from the Ferrari 158 Formula One car. Unlike the previous 330 models, the 330 P2 had wider rims and tubeless Dunlop racing tires. The power was transmitted via a newly developed 5-speed gearbox.

The 330 P2 received a new V12 engine (bank angle 60°) with four overhead camshafts. The engine had six twin Weber carburetors and two spark plugs per cylinder. While the displacement of the 275 P2 was 3.3 liters, this type had the 4-liter variant or 3969 cm3 (bore 77 mm, stroke 71 mm). The engine output was 410 hp at 8200 rpm (according to other sources 420 hp at 8000 rpm). According to Ferrari, the car weighed around 820 kg dry and had a wheelbase of 2400 mm.

The 330 P2 made its racing debut in the 1965 World Sportscar Championship. At the first race of the year, the Daytona 2000 km race, chassis 0838 was entered for John Surtees and Pedro Rodríguez. Surtees set the best lap time in practice with a time of 2:00.600 minutes. The time corresponds to an average speed of 183.032 km/h. In the race, the car retired after 116 laps due to damage to the rear axle. The vehicle had been in the lead almost all the time until it retired. A 330 P2, this time chassis 0828, was also the fastest vehicle on the test day for the 24-hour race in Le Mans.

In the second race, the 1000 km race in Monza (25 April), Surtees and Ludovico Scarfiotti only had to admit defeat to teammates Mike Parkes and Jean Guichet in the 275 P2 sister model. At the race on the Nürburing, Surtees and Scarfiotti took revenge and celebrated the first and only race victory with the 330P2. They drove the 1003.640 km in 6:53:05.4 hours or at an average speed of 145.775 km/h. Parkes/Guichet in the 275P2 finished second, 44.8 seconds back.

However, its use in the Le Mans 24-hour race turned out to be a fiasco. Both vehicles failed. The Surtees/Scarfiotti car suffered clutch failure after 225 laps and the second 330 P2 with Jean Glichet at the wheel rolled to a stop on Sunday morning with gearbox failure. The last racing action for a 330 P2 was in September 1965 at a Can-Am race, the Player's Mont-Tremblant, in which David Piper finished second to John Surtees, who had entered a Lola T70 privately.

365 P2
For 1965 Ferrari also built a customer version of P2 cars; they were equipped with a SOHC 4.4 L engine and thus were named 365 P2. In 1966 Ferrari upgraded their 365 P2 cars with new bodywork by Piero Drogo.

330 P3
The 1966 330 P3 introduced fuel injection to the Ferrari stable. It used a P3 (Type 593) transmission whose gears were prone to failure.

There are no longer any Ferrari 330 P3s extant as the original 330 P3 0846 was converted to a P3/P4 and definitively written off and scrapped by Ferrari due to previous accident damage and fire damage it sustained at Le Mans 1967, and P3s 0844 and 0848 were converted to P3/412 Ps by Ferrari. At a later point P3/412 P 0844 was converted by Ferrari to a 330 Can-Am and in the 1990s returned to P3/412 P configuration in private ownership.

In order to be able to accept the challenge posed by the competition from the Ford GT40, the P2 was consistently further developed. Since increasing displacement was not part of Ferrari's philosophy - some Ford GT40s had 7-liter V8 engines - better performance could only be achieved through reduced weight and improved aerodynamics. Three new bodies were therefore created in the workshop of Piero Drogo, who also gave the customer 365P2 a new shape.

In 1966, Ferrari used Lucas injection for the first time in the 330 P3. Like the P2, the 330 P3 had dual ignition and four overhead camshafts. Ferrari specified 420 hp at 8000 rpm as performance. The vehicle had a ZF gearbox and a Borg&Beck clutch.

The 330 P3 made its racing debut at the 1966 Sebring 12 Hour, with Mike Parkes and Bob Bondurant behind the wheel. After finishing second in qualifying, the duo retired after 178 laps in second place with a gearbox failure. But the second mission brought the Scuderia a historic success. Mike Parkes, this time with partner John Surtees, won the Monza 1000 km race ahead of the two Ford GT40s driven by Masten Gregory / John Whitmore and Herbert Müller/Willy Mairesse. This achievement is significant in that Monza was driven for the last time on the original 10km track including the banked corners.

At the 1966 Targa Florio, Nino Vaccarella and Lorenzo Bandini failed because of Bandini's impetuous driving style, much to the chagrin of the Sicilian Vaccarella. In a superior position in the lead, Bandini lost control of the P3 in a narrow passage and damaged the front of the car so badly in the accident that it was unthinkable to continue. Victory at the 1000 km race at Spa-Francorchamps followed, driven out again by Mike Parkes and John Surtees.

In the 1966 1000 km race on the Nürburgring, the two Brits retired prematurely after taking pole position due to clutch damage. The Ferrari didn't stand a chance against the superiority of Ford in the Le Mans 24-hour race. Enzo Ferrari also made an exception to the usual vehicle policy at the Sarthe and ceded a P3 to Luigi Chinetti's North American Racing Team. There, chassis 0846 was converted into the only P3 Spyder, driven by Pedro Rodríguez and Richie Ginther. However, the car failed after just 151 laps with gearbox damage. The two factory cars didn't fare much better. Mike Parkes was involved in an accident in the number 20 car he shared with Ludovico Scarfiotti. The second works car, starting number 21 and driven by Jean Guichet and Lorenzo Bandini, had an engine failure.

In 1967 the 330 P3s were replaced by the 330 P4s and two copies were given to the Scuderia Filipinetti.

412 P
The Ferrari 412 P was a "customer version" of the famous 330 P3 race car, built for independent teams like NART (0844), Scuderia Filipinetti (0848), Francorchamps (0850), and Maranello Concessionaires (0854). These cars had carburetor engines instead of the factory Lucas fuel injection. Surviving 412 P cars are worth approximately $35–45 million USD according to Cavallino Magazines' current Buyers Guide.

There are only two cars that were originally built as 412 Ps: 0850 and 0854. P3 chassis. P3 Typo Motors except for carburetors in place of FI. P4 suspension 0844 and 0848 were originally P3 Factory Racecars but when Ferrari sold them to customers they removed the Lucas Mechanical Fuel Injection and replaced it with Weber carburetors which reduced their output, something Ferrari wanted to do so that they would win points but not beat the factory cars which were then P4 0846 (See Above), P4 0856, P4 0858, and P4 0860. The P3s and 412 P had the same 4-liter block which is different from the P4-4 liter block and all had P3 not P4 chassis. All of the P3 chassis were made in 1966 at the same time but because of labor strikes only three of the five P3 chassis were built up into cars in 66. The unbuilt-up P3 chassis were eventually built up into 412P 0850 and 0854 in 1967. P4 0846 was unique having, after modification by Ferrari for the 1967 race season, a P3 chassis with a P4 engine.

The 412 P and P4 models weren't eligible for the International Championship of Makes in 1968 as their engines were too large for the new 3 litre Group 6 Prototype category and too few examples had been built to allow homologation for the 5 litre Group 4 Sports Car category which required production of at least 50 units. Ferrari did not contest the championship for a year in protest.

Two 412 P Berlinettas were originally built. Two P3s were converted to 412Ps by Ferrari:
 * 0844 Originally a works Berlinetta was converted by Ferrari from a P3 to into a customer concessionaires P3/412 P, then by Ferrari and NART to an open Barchetta 330 Can-Am, and is currently in Germany fitted with a Berlinetta 412 P body.
 * 0848 Originally a works Berlinetta was converted by Ferrari from a P3 to a customer concessionaires P3/412 P and is currently in Switzerland.
 * 0850 Originally a customer concessionaire Berlinetta, was at one time, in private ownership, converted for road use as a spyder but was later refitted with a Berlinetta body and is currently owned by an American. Ferrari Classiche restoration was completed in 2017.
 * 0854 Originally a customer concessionaire Berlinetta, in private ownership was heavily burned out and "virtually destroyed" at a race in East London, S.A. 1969 when it had an open/Barchetta GRP body fitted to it by modifying and cutting the rear of chassis. The remains were rebuilt, again as an open Barchetta and then further rebuilt into a 412P Esque Spyder and used on the road. It has now been returned to Berlinetta configuration using the original front and rear clips and doors but the main center part of the body, roof, and sills have been remade in the US where it is owned.

330 P4
1967 was a banner year for the Enzo Ferrari motor company, as it saw the production of the mid-engined 330 P4, a V12-engined endurance car intended to replace the previous year's 330 P3. Only four Ferrari P4-engined cars were ever made: three new 330 P4s and one ex P3 chassis (0846). Their three-valve cylinder head was modeled after those of Italian Grand Prix-winning Formula One cars. To this was added the same fuel injection system from the P3 for an output of up to 450 hp-metric.

The P3 had won the 1000 km Monza in 1966, and the P4 won the same race in 1967. Two P4s, and one 412 P crossed the finish line together (in first 0846, second 0856, and third place 0844) in the 1967 24 Hours of Daytona, for a photo finish to counter Ford's photo of the Ford GT40 Mk.II crossing the finish line together in first, second, and third at the 1966 24 Hours of Le Mans.

Since then, the fate of these four cars has been the subject of much attention.

 * 0846. Built in 1966 as the first of 3 works 330 P3s and the only P3 Spyder. Retained by the works at the end of 1966 and used as the basis for the new P4 and partially converted to P4 specification for 1967. Ferrari states 0846 no longer exists. It was decided by the factory to scrap the chassis due to its previous accident history and fire damage sustained at Le Mans, 1967. The original chassis number has been written off Ferrari's books as an existing chassis, but the number is still in their ownership.
 * 0856 was originally built as a Berlinetta but converted by the factory into a Spyder for Brands Hatch, 1967 as it remains today. 0856 was sold to a new owner in 2020.
 * 0858 was originally a Berlinetta but converted by Ferrari into a Spyder for Brands Hatch, 1967 and later in the year converted into a 350 Can-Am by them. Now fitted with a P4 Berlinetta body and is in German ownership.
 * 0860 was also originally a Berlinetta and converted to a Spyder for Brands Hatch, 1967 and like 0858 converted by Ferrari to a 350 Can-Am but was fitted with a P4 Spyder body in the early 1970s by its then French owner in whose family it remains today.

312 P
After boycotting sports car racing in 1968 to protest the rule change, Ferrari built another 3000cc prototype in 1968, named the 312 P.

The 3.0 Ferrari 312P Barchetta and 3.0 Ferrari 312P Berlinetta were hardly more than 3-litre F1 Ferrari 312s with prototype bodies. At the 12 Hours of Sebring the spyder finished second to a JWA Gulf Ford GT40. At the BOAC 500 at Brands Hatch the same spyder was fourth behind three Porsche 908-01s. At 1000km Monza, Chris Amon took the pole with the 312P spyder, ahead of Jo Siffert's 908–01, but had to retire. At the 1000km Spa, a 312P was second, behind the Siffert-Redman 908-01LH. At Le Mans two 312P Berlinettas were entered. They were five and six on the grid, but did not finish. At the end of the season the 312Ps were sold to NART, the American Ferrari importer of Luigi Chinetti.

Three 312 Ps were built:

0868 Spyder configuration, dismantled after Monza accident

0870 Berlinetta configuration in Bardinon Collection

0872 Berlinetta configuration (and Spyder body available) in Switzerland

312 P (1971–1973)
In 1971, another rule change was announced for 1972, and Ferrari abandoned further development of the 512M in order to focus on a new 3 Litre prototype based on the 312B F1 car. The 312P would prove fast but fragile in its debut at the 1971 Sebring 12 hours. Further development over the 1971 season brought increased reliability. The press added a "B" to 312P. Ferrari official records: Ferrari 312 P.

The 312Ps with the flat-12 boxer engine were very successful, winning ten out of eleven races in the 1972 World Championship for Makes and delivering the title to Ferrari. Scuderia Ferrari didn't enter the 1972 24 Hours of Le Mans, as Enzo Ferrari thought that the F1-based engine could not last the full 24 hours. He would be proven wrong.

The team competed in the 1973 24 Hours of Le Mans and finished second behind Matra, which would also be the teams' final standing in the 1973 championship. At the end of the 1973 season, Ferrari was forced by chief investor FIAT to abandon sports car racing, instead focusing on F1.

499P (2023)
After 50 years, Ferrari returned to produce a prototype for 24 Hours of Le Mans racing. The Ferrari 499P belonging to the Le Mans Hypercar class, was unveiled to the public on the evening of 29 October 2022 at Finali Mondiali in Imola. On its first outing at the 2023 24 Hours of Le Mans, the 499P driven by Antonio Giovinazzi, Alessandro Pier Guidi and James Calado won the race. It was Ferrari's first overall victory at Le Mans since the 1965 24 Hours of Le Mans, ending the streak of five victories by Toyota Gazoo Racing. At the 2024 24 Hours of Le Mans, Ferrari achieved its eleventh victory, second consecutive at Le Mans since 1965 with the No. 50 499P driven by Antonio Fuoco, Miguel Molina and Nicklas Nielsen. While the Ferrari No. 51 499P driven by Alessandro Pier Guidi, James Calado, and Antonio Giovinazzi, winner of the last edition, came in third place.

title: Ferrari P


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Cort Adeler

Cort Sivertsen Adeler (16 December 1622 – 5 November 1675), known in Denmark as Coort Sifvertsen Adelaer, in the Netherlands as Koert Sievertsen Adelaer and in Italy as Curzio Suffrido Adelborst, was the name of honour given to Kurt Sivertsen, a Norwegian seaman, who rendered distinguished service to the Danish and Dutch navies, and also to the Republic of Venice against the Turks.

Early naval career
Cort Sivertsen was born in Brevik, Norway, the son of a shipper. At the age of fifteen he took service with the Dutch navy; in 1639 he fought under Lieutenant-Admiral Maarten Tromp at the Battle of the Downs. In 1642 he was first mate on the Grote St. Joris, a Dutch ship hired by the fleet of Venice as the San Giorgio Grande. Sivertsen called himself Adelborst in this period, a Dutch name meaning "cadet". In 1645 he became captain of the San Giorgio and entered full Venetian service. In 1650 the San Giorgio became a flagship and Sivertsen therefore flag captain. In an action against the Turkish fleet on 13 May 1654 near the Dardanelles he broke with his ship a line of Turkish galleys and sank fifteen of them; next day the Turkish garrison of Tenedos surrendered to him. For this he was knighted in the Order of Saint Mark; the Venetian senate rewarded him with an annuity of 1400 golden ducats. In 1660 he was made Vice-Admiral.

Merchant
Sivertsen had during this period maintained close connections with the Dutch Republic, his son Sivert was raised there. In this period he changed his name to Adelaer (adelaar), Dutch for "Eagle". His son Sivert Adelaer served as a cadet on the ship of the famous Dutch Vice-Admiral Michiel de Ruyter. Retiring from Venetian service he worked from 1661 till 1663 for an Amsterdam merchant house, having a supply contract with the Admiralty of Amsterdam, one of the five Dutch admiralties. In 1665, when the Second Anglo-Dutch War threatened, he was offered a position in the Dutch navy as a Vice-Admiral, but the refused. He started a salt company together with William Davidson of Curriehill and Jonas Trellond in Denmark. After the death of the Dutch supreme commander Lieutenant-Admiral Jacob van Wassenaer Obdam in the Battle of Lowestoft Adelaer was considered for this function but again indicated that he had no interest in it.

Dutch naval operations
In 1663 Adelaer had begun working as an agent for the Danish-Norwegian navy, that in this period had close ties with the Dutch navy. The leading Dutch military advisors in Denmark-Norway, including Frederick Stachouwer and Volckert Schram, were recalled to the Dutch Republic because of their expertise in amphibious landings, to be employed in a planned landing on the English coast which in 1667 materialised as the Raid on the Medway. Subsequently, Adelaer was asked to join the Danish-Norwegian navy as operational supreme commander, to supervise the modernisation of their fleet. In 1666 King Frederick III personally convinced Adelaer by offering him a considerable commission. While in the Dutch Navy any commoner could be appointed in the highest positions, in Denmark-Norway it was still mandatory to be of nobility to command, so Adelaer became a Danish-Norwegian Knight Coort Sifvertsen Adelaer in order to become Admiral-General.

During Adelaer's command the navy was expanded with thirty new ships-of-the-line. In the years 1669 and 1670 he headed a diplomatic mission to South-India to establish trade relations with Coromandel. Adeler acquired a substantial private capital and owned among others estates Dragsholm in Denmark and Gjemsø Kloster and Bratsberg near the city of Skien in Norway.

Later life
Adelaer was a personal friend of the new Dutch supreme commander Lieutenant-Admiral Michiel de Ruyter who also had been knighted in Denmark, for his victory over Sweden in 1659. A large part of their correspondence in Dutch has survived. In 1675 Denmark joined the Dutch in the Franco-Dutch War; Sweden then declared war. Adelaer commanded a single minor action against the Swedish fleet – the only time he would actually fight in Danish service – but during an epidemic that swept Scandinavia that Fall, Adelaer was afflicted and died after many weeks of suffering on 5 November 1675 at Copenhagen. He was replaced as supreme commander on 8 May 1676 by a Dutch Admiral, Cornelis Tromp.

Personal life
Adelaer was first married in 1656 in Hoorn (Netherlands) with Angelica Sophronia (died before 1661) and secondly in 1662 in Amsterdam with Anna Pelt (1640–1692). He was the father of Sivert Adeler (16??–1683) and Frederik Christian Adeler (1668–1726). Descendants of Cort Adeler became members of a Danish noble family when Admiral Cort Adeler was converted into position of nobility on 7 February 1666. Cort Adeler's older son, Sivert Cortsen Adeler was a Danish naval officer. His younger son, Frederik Christian von Adeler was a Danish Councilor and Prefect in Zealand Diocese and his grandson, Frederik Adeler (1700–1766) was a Dano-Norwegian government official and landowner, who served as a County Governor of several counties in Norway and Denmark. Members of the family have been associated with a number of Danish estates including Ulstrup Slot. The Cort Adeler House, Cort Adeler's former home in Copenhagen, located at Strandgade 22 in Christianshavn, and is a listed building.

Legacy
During the period of romantic nationalism in the 19th century, Adelaer gained the status of Norwegian naval hero, largely due his appearance in a novel by the romantic Danish writer Bernhard Severin Ingemann. Several Norwegian towns, among which the city of Oslo, have a street called Cort Adelers gate.

The street Cort Adelers Gade in Copenhagen's Gammelholm neighbourhood was named after Cort Adeler in the 1860s. Cort Adelers Gade in Aarhus was named after him in 1901.

Other sources

 * Holck, Preben Cort Adeler (Copenhagen: 1934)
 * Bruun, Christian Curt Sivertsen Adelaer  (Copenhagen: 1871)
 * Aas, L. Cort Adeler. Den norske sjøhelt (Oslo, 1943)

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

title: Cort Adeler


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Adelaar

Adelaar is a surname. Notable people with the surname include:

 * Christel Adelaar (1935–2013), Dutch actress
 * Frans Adelaar (born 1960), Dutch footballer and manager
 * K. Alexander Adelaar (born 1953), Dutch linguist
 * Willem Adelaar (born 1948), Dutch linguist

title: Adelaar


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Robert Levin

Robert Levin may refer to:

 * Robert Levin (musicologist) (born 1947), American pianist and composer
 * Robert Levin (Norwegian pianist) (1912–1996), Norwegian pianist and composer
 * Robert Levin (writer) (born 1939), American fiction writer
 * Rob Levin (1955–2006), also known as lilo, founder of freenode
 * Bobby Levin (born 1957), American bridge player

title: Robert Levin


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Yuriko Ishida

Yuriko Ishida (石田 ゆり子 (石田 百合子)) is a Japanese actress and essayist from Nagoya. She was the Japanese voice of the title character San from the 1997 animated film Princess Mononoke. She is the older sister of Hikari Ishida, also an actress.

Films

 * Gokudo no Onna-tachi: Saigo no Tatakai (1990) – Shiori Ueki
 * Boiling Point (1990) – Sayaka
 * Kanojo ga Kekkon Shinai Riyu (1990) – Reiko
 * Seishun Dendekedekedeke (1992)
 * Haruka, Nosutarujii (1993)
 * Pom Poko (1994) – Okiyo (voice)
 * Princess Mononoke (1997) – San (voice)
 * Himitsu (1999)
 * Yomigaeri (2002) – Reiko
 * Gege (2004) – Yōko Asamura
 * Year One in the North (2005) – Kayo Mamiya
 * Yokkakan no Kiseki (2005) – Mariko Iwamura
 * Fist of the North Star: The Legends of the True Savior (2007-2008)
 * About Her Brother (2010)
 * From up on Poppy Hill (2011)
 * The Mourner (2015) – Yukiyo Nagi
 * Erased (2016) – Sachiko Fujinuma
 * Cafe Funiculi Funicula (2018)
 * At the End of the Matinee (2019) – Yōko Komine
 * Hit Me Anyone One More Time (2019)
 * Silent Tokyo (2020) – Aiko Yamaguchi
 * Hope (2020) – Kiyomi Ishikawa
 * A Morning of Farewell (2021) – Tomoko Nakagawa
 * Haw (2022) – narrator
 * Tokyo MER: Mobile Emergency Room: The Movie (2023) – Azusa Akatsuka

Television

 * 101-kai me no puropozu (1991)
 * Kimi no Tame ni Dekiru Koto (1992)
 * Over Time (1999)
 * Oyaji (2000)
 * Eien no Ko (2000)
 * Strawberry on the Shortcake (2001)
 * Dekichatta Kekkon (2001)
 * Bara no Jujika (2002) (mini)
 * Dr. Coto's Clinic (2003)
 * Pride (2004)
 * Ganbatte Ikimasshoi (2005)
 * Barefoot Gen (2007)
 * Ishitachi no Renai Jijou (2015)
 * The Full-Time Wife Escapist (2016) - Tsuchiya Yuri
 * BG: Personal Bodyguard (2018) - Aiko Tachihara
 * Tokyo MER: Mobile Emergency Room (2021) – Azusa Akatsuka
 * The Days (2023)
 * The Tiger and Her Wings (2024) – Haru Inotsume

Dubbing

 * Dolittle, Polynesia (2020)

title: Yuriko Ishida


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Talk:Adelaide of Orleans

So I clicked on the link to Egeria, and it doesn't enlighten me as to what the word means in this context. RickK 08:44, Feb 27, 2005 (UTC)

title: Talk:Adelaide of Orleans


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Category:Fleetway and IPC Comics

This category features articles about Fleetway (also known as IPC since 1969) comics and supporting characters in Fleetway/IPC strips.

title: Category:Fleetway and IPC Comics


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James River and Kanawha Canal

The James River and Kanawha Canal was a partially built canal in Virginia intended to facilitate shipments of passengers and freight by water between the western counties of Virginia and the coast. Ultimately its towpath became the roadbed for a rail line following the same course.

Encouraged by George Washington, the canal project was begun in 1785 as the James River Company, and later restarted under the James River and Kanawha Canal Company. It was an expensive project which failed several times financially and was frequently damaged by floods. Though largely financed by the Commonwealth of Virginia through the Virginia Board of Public Works, it was only half completed by 1851, reaching Buchanan, in Botetourt County. When work to extend it further west stopped permanently, railroads were overtaking the canal as a far more productive mode of transportation.

After the American Civil War funds for resuming construction were unavailable from either the war-torn Commonwealth or private sources and the project did poorly against railroad competition, finally succumbing to damage done by massive flooding in 1877. In the end its right-of-way was bought and the canal was largely dismantled by the new Richmond and Alleghany Railroad, which laid tracks on the former towpath. The R&A became part of the Chesapeake and Ohio Railway in the 1890s, which developed much of the former canal route into an important line for West Virginia bituminous coal headed eastbound for the Peninsula Extension to reach the Hampton Roads coal piers at Newport News for worldwide export aboard large colliers.

Planning a route
The James River and Kanawha Canal was a project first proposed by George Washington when he was a young man surveying the mountains of western Virginia, which at the time consisted of what is today West Virginia, Kentucky, and to the north bank of the Ohio river. He was searching for a way to open a water route to the West. He believed that was the key to helping Virginia become an economic powerhouse in what would emerge as the United States quite a few years later.

In those times, waterways were the major highways of commerce. Early developments along the east coast of the colonies tended to end at the Fall Line (the head of navigation) of the rivers that emptied into its great bays (e.g., the Delaware and the Chesapeake). Such early communities in Virginia included what we now know as Alexandria on the Potomac River, Fredericksburg on the Rappahannock River, Richmond and Lynchburg on the James River and Petersburg on the Appomattox River.

It was known by then that the Ohio River flowed into the Mississippi River, which flowed into the Gulf of Mexico. It was also known that the Allegheny Mountains formed the Eastern Continental Divide, and that there was apparently no inland waterway to sail between the two large watersheds.

By 1772, Washington had identified the Potomac and James rivers as the most promising locations for canals to be built to join with the western rivers. His preference was the James, as the Potomac led to rivers in land disputed with Pennsylvania and would be equally helpful to Maryland. The James could be aligned with the Kanawha River (in what is now West Virginia), and would best serve only Virginia, which was his priority. In 1785, the James River Company was formed, with former Revolutionary War Commander in Chief George Washington as honorary president, to build locks around the falls at Richmond. By then, Washington was quite busy with the affairs of the new nation, in 1789 being elected its first president.

Construction
Promoted by such men as George Washington, Edmund Randolph, and John Marshall, the James River Company opened in 1790 as the first commercial canal in the United States. Stretching from Richmond, Virginia to Westham, Virginia and paralleling the James for 7 mi, it supplemented existing bateaux transportation on the James River. These flat-bottomed boats floated down the James to Richmond laden with tobacco hogsheads and returned with French and English imports, furniture, dishes, and clothing.

In addition to bateaux, many canal boats were packets, which drew more water than the smaller bateaux. Mules and horses pulled the packets along the towpaths. Locks were necessary at points where the river had rapids. The American Revolutionary War and the War of 1812 each slowed construction. Work was slow, expensive, and very labor-intensive through the rocky terrain of Virginia's Piedmont region, a transitional area between the sandy coastal plain and the mountains. The early congregation of St. Peters Church in Richmond consisted mostly of Irish immigrants who worked on the canal. After many of the original Irish laborers died of hypothermia, they were replaced by enslaved Africans hired from plantation owners who lived near the route of the canal did most of the labor. After work stalled for a number of years the canal company went broke and gave up.

In 1820, the Commonwealth of Virginia took control of the project and with state funds provided through the Virginia Board of Public Works resumed construction. Work stalled yet again, then resumed in 1835 under the new James River and Kanawha Company, with Judge Benjamin Wright as Chief Engineer. He was assisted by his son Simon Wright, Charles Ellet Jr., and Daniel Livermore. By 1840, the canal was completed to Lynchburg. Service was inaugurated by William Henry Harrison who was elected president that same year. In 1847, Walter W. Gwynn was hired as Chief Engineer, with Edward Lorraine as his assistant.

The canal eventually extended 196.5 mi west of Richmond to Buchanan by 1851. There, the plan was to link it to the James River and Kanawha Turnpike to provide passage through the most rugged portions of the mountains. The goal was to reach the Kanawha River at its head of navigation, about 30 mi east of today's Charleston, West Virginia. The portage necessary made competition with railroads along the same route a real threat. Construction of a planned railroad there was delayed by the American Civil War. However, both war damage and interruption in the flow of commerce along the canal did great harm to it.

Competition with railroads
Railroads began to emerge as a more efficient form of transportation in the 1830s, midway in the canal's construction. In spite of the appointment of former Confederate general Armistead Lindsay Long as Chief Engineer following his service in the Civil War (1861–1865), damage which the canal incurred during the conflict was never completely repaired.

By the time the Chesapeake and Ohio Railway was built through to the Ohio River in 1873, the canal's fate was clear. The James River and Kanawha Canal Company was authorized in 1876 to build the Buchanan and Clifton Forge Railway to connect the westernmost point of the canal with the C&O.

The Virginia General Assembly, in 1878, gave the James River and Kanawha Company the right to contract with the Buchanan and Clifton Forge Railroad for Convict Labor. However both the canal and the Buchanan and Clifton Forge Railway were sold to the Richmond and Allegheny Railroad company, which built tracks along the towpaths. That railroad was sold to the C&O, establishing Clifton Forge as the division point of the large east-to-west system that resulted when the pioneer railroads were combined under the Chesapeake and Ohio.

Today, CSX trains loaded with coal from the mountains follow the old canal route, much of it at a gentler "water level" grade, headed to port at Newport News at Hampton Roads. The Buckingham Branch Railroad, a short-line railroad, has a lease to operate the original C&O alignment over the former Virginia Central Railroad, including the Mountain Subdivision.

Richmond canal walk
In the second half of the 20th century, portions of the old canal, locks and turning basins became the source of renewed interest in Richmond, Lynchburg and at other points along the line. As part of Richmond's revival and redevelopment of its waterfront, a portion of the canal was restored.

The 138 acre James River and Kanawha Canal Historic District was listed on the National Register of Historic Places in 1971. The historic district included one contributing building, nine contributing sites, and 21 contributing structures. Today boat rides are featured along a Canal Walk which extends for 1.25 mi parallel to both the old Haxall Canal and James River and Kanawha canal. Several historical exhibits about the canals and the City of Richmond are dispersed along the way.

Visitors can also visit Three Mile Lock or Pumphouse Park located behind the Carillon in William Byrd Park. This park was a mark at 3 mi for the old canal system. It contains parts of the old 18th century locks, gatekeeper's house, and the City's 1901 historic water pumping station called the Byrd Park Pumphouse. The City is working on plans to return the pumphouse to some form of public use by restoring its old dance floor (original upper level was built for public events) and opening the oldest section for tours. The park is popular with fisherman and dog lovers, and is near the Ship Yard.

The western entrance of the Richmond portion of the Canal lies near the village of Sabot in Goochland County while the eastern lies in the city near the Richmond Deepwater Terminal. Sufficient waterflow appears to be provided by Bosher Dam, an 1835 structure located on the western side of the city.

Lock-Keeper's House
The Lock-Keeper's House is a historic home located near Cedar Point, Goochland County, Virginia. It was built about 1836 to serve Lock Number 7 and is the last remaining lock-keeper's house of the James River and Kanawha Canal system.

Varney's Falls Dam
Varney's Falls Dam is a historic lock and dam structure on south side of the James River near Gilmore Mills, Botetourt County, Virginia.

Restored lock
There is a restored lock in the village of Big Island off the James River where it is crossed by the Blue Ridge Parkway. A visitor center is located in Amherst County just north of the bridge crossing the river. The canal lock is in Big Island on the Bedford County side of the James and is accessed by a path and a walkway underneath the bridge.

Midland Trail
Much of the former James River and Kanawha Turnpike portage route through West Virginia is today the Midland Trail, a National Scenic Byway.

Washington and Lee University
Stock from the canal worth $20,000 was given to Liberty Hall Academy in Virginia's Shenandoah Valley by George Washington as an endowment. That gift prompted the renaming of the Academy to Washington College, which became today's Washington and Lee University in Lexington, Virginia.

title: James River and Kanawha Canal


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User talk:62.253.64.17

Proposed deletion of Lord Feverstone

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Nomination of Earlham Road for deletion
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title: User talk:62.253.64.17


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Limbu script

The Limbu script (also Sirijanga script) is used to write the Limbu language. It is a Brahmic type abugida.

History
According to traditional histories, the Limbu script was first invented in the late 9th century by Limbu King Sirijunga Hang and then fell out of use, only to be reintroduced in the 18th century by Limbu scholar Te-ongsi Sirijunga Xin Thebe as during that time the teaching of the Limbu script was outlawed in Limbuwan and Sikkim.

Accounts with Sirijunga
The Limbu language is one of the few Sino-Tibetan languages of the Central Himalayas to possess their own scripts. tells us that the Limbu or Sirijunga script was devised during the period of Buddhist expansion in Sikkim in the early 18th century when Limbuwan still constituted part of Sikkimese territory. The Limbu script was probably composed at roughly the same time as the Lepcha script which was created by the third King of Sikkim, Chakdor Namgyal (ca. 1700–1717). The Limbu script is ascribed to the Limbu hero, Te-ongsi Sirijunga Xin Thebe.

Structure
The Limbu script is an abugida, which means that a basic letter represents both a consonant and an inherent, or default, vowel. In Limbu, the inherent vowel is, as in Bengali–Assamese and Odia scripts. To start a syllable with a vowel, the appropriate vowel diacritic is added to the vowel-carrier . A vowel-carrier with no diacritic represents the sound.

Initial consonant clusters are written with small marks following the main consonant:

Final consonants after short vowels are written with another set of marks, except for some final consonants occurring only in loanwords. They follow the marks for consonant clusters, if any.

Long vowels without a following final consonant are written with a diacritic called kemphreng $⟨⟩$, for example, $⟨⟩$,.

There are two methods for writing long vowels with syllable-final consonants: The first method is widely used in Sikkim; the second method is advocated by certain writers in Nepal.
 * 1) With a kemphreng diacritic and the final consonant, such as $⟨⟩$,.
 * 2) By replacing the final consonant with the corresponding full consonant and adding an underscore-like diacritic mark $⟨⟩$.  This indicates that the consonant has no following vowel and that the preceding vowel is lengthened,  example, $⟨⟩$, . The same diacritic may be used to mark final consonants in loanwords that do not have final forms in Limbu, regardless of the length of the vowel.

Glottalization is marked by a sign called mukphreng $⟨⟩$, for example, $⟨⟩$,.

Sample text
ᤛᤧᤘᤠᤖᤥ᥄ ᤀᤠᤍᤠᤱᤒᤠ ᤜᤠᤍᤠᤱᤔᤠᤛᤣ ᤗᤠᤶᤎᤡᤱᤃᤥ ᤗᤠᤶᤎᤰ ᤕᤠᤰᤌᤢᤱᤐᤠᤴ ᤖᤧ ᤘᤡᤁᤡᤐᤡᤍᤡᤕᤠ ᤀᤥ ॥ ᤛᤧᤘᤠᤖᤥ᥄ ᤀᤠᤍᤠᤏᤠᤒᤠ ᤀᤠᤍᤠᤏᤠᤔ ᤀᤠᤛᤧ ᤗᤠᤶᤎ ᤀᤡᤏᤠᤃ ᤗᤠᤶᤎᤠᤁᤠ ᤕᤠᤰᤌᤢᤱ ᤐᤠᤏᤠ ᤖᤧ ᤘᤡᤁᤡᤐᤧᤍᤤ ᤀ।  ᤗᤡᤶᤒᤢ ᤓᤠᤙᤠᤁᤥ ᤘᤡᤁᤡᤐᤡ᤺ᤍᤡᤕᤠᤔᤠ ᤛᤫᤠᤃᤋ ᤇ।  ᤗᤡᤶᤒᤢ ᤓᤠᤛᤠᤁᤨ ᤘᤡᤁᤡᤐᤡᤍᤡᤕᤠ ᤀᤜᤡᤗᤧ ᤀᤡᤴᤁᤢᤒᤧᤛᤠᤏᤠ (ᤐᤠᤖᤣᤰᤙᤠᤏ ᤘᤡᤁᤡ) ᤀᤷᤌᤠᤳ ᤁᤨᤁᤨᤔᤠ ᤇᤠ। ᤕᤛᤗᤠᤀᤡ᤺ ᤀᤃᤠᤍᤡ ᤒᤎᤠᤀᤢᤏᤠᤁᤠ ᤗᤠᤃᤡ ᤁᤠᤶᤋᤡᤔᤠ ᥈ ᤛᤠᤕᤠ ᤗᤧᤰ ᤗᤡᤶᤒᤢ ᤓᤠᤙᤠᤔᤠ ᤜᤢᤏᤠ ᤈᤠᤖᤥᤖᤣ ᤇᤠ। ᤋᤩᤛᤁᤠᤖᤏ ᤗᤡᤶᤒᤢ ᤓᤠᤙᤠᤔᤠ ᤗᤧᤂᤠᤜᤠᤖᤢ ᤗᤧᤰᤏᤠ ᤛᤢᤖᤢᤃᤠᤷᤏᤠ ᤛᤠᤒᤤ ᤗᤡᤶᤒᤢᤓᤠᤙᤡ ᤔᤡᤳᤖᤜᤠᤖᤢᤔᤠ ᤜᤠᤷᤍᤡᤰ ᤀᤠᤏᤢᤖᤨᤎ ᤇᤠ।

Obsolete characters
Three additional letters were used in early versions of the modern script: >ᤉ /d͡ʑʱɔ/ >ᤊ /ɲɔ/ >ᤚ /ʂɔ/ Two ligatures were used for Nepali consonant conjuncts: >ᤝ jña (for Devanagari ज्ञ) >ᤞ tra (for Devanagari त्र)
 * <span style="font-family: 'Noto Sans Limbu', 'Namdhinggo SIL', 'Code2000', 'Sun-ExtA', 'MPH 2B Damase';
 * <span style="font-family: 'Noto Sans Limbu', 'Namdhinggo SIL', 'Code2000', 'Sun-ExtA', 'MPH 2B Damase';
 * ᤲ ) to mark nasalization. This was used interchangeably with ᤱ /ŋ/.

The sign ᥀ was used for the exclamatory particle ᤗᤥ (/lo/).

Punctuation
The main punctuation mark used in Limbu is the Devanagari double danda (॥ ). It has its own exclamation mark (᥄ ) and question mark (᥅ ).

Unicode
Limbu script was added to the Unicode Standard in April, 2003 with the release of version 4.0.

The Unicode block for Limbu is U+1900–U+194F:

title: Limbu script


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Category:Fleetway and IPC Comics titles

Comics published by the company variously known as Amalgamated Press (1890-1959), Fleetway Publications (1959-1963 and 1991-2000) and IPC Media (1963-1991).

This category features comic magazines that are or were at one time published by the company variously known as Amalgamated Press, Fleetway or IPC Media. Pages about supporting characters should go in Category:Fleetway and IPC Comics characters.

title: Category:Fleetway and IPC Comics titles


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Talk:Pierre Rainier Stefano

Does he not have a last name? RickK 08:50, Feb 27, 2005 (UTC)

His last name is Casiraghi. His father and siblings are already listed by their last name. I would happily rename the article. User:Dimadick

Yeah, that would probably be a good idea. RickK 22:24, Feb 27, 2005 (UTC)

title: Talk:Pierre Rainier Stefano


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List of colleges and universities in Chicago

The following is a list of colleges and universities in the Chicago metropolitan area.

Public institutions

 * City Colleges of Chicago
 * Harold Washington College
 * Kennedy–King College
 * Malcolm X College
 * Olive–Harvey College
 * Richard J. Daley College
 * Truman College
 * Wilbur Wright College
 * College of DuPage (Glen Ellyn, Illinois)
 * College of Lake County (Grayslake, Illinois)
 * Elgin Community College (Elgin, Illinois)
 * Harper College (Palatine, Illinois)
 * Joliet Junior College (Joliet, Illinois)
 * McHenry County College (Crystal Lake, Illinois)
 * Moraine Valley Community College (Palos Hills, Illinois)
 * Morton College (Cicero, Illinois)
 * Oakton College (Des Plaines and Skokie, Illinois)
 * Prairie State College (Chicago Heights, Illinois)
 * South Suburban College (South Holland, Illinois)
 * Triton College (River Grove, Illinois)
 * Waubonsee Community College (Sugar Grove, Illinois)

Private institutions

 * MacCormac College (Chicago, Illinois)

Colleges granting bachelor's degrees and above

 * American Academy of Art (Chicago)
 * Columbia College Chicago (Chicago)
 * Hebrew Theological College (Skokie, Illinois)
 * Lake Forest College (Lake Forest, Illinois)
 * Moody Bible Institute (Chicago)
 * North Central College (Naperville, Illinois)
 * St. Augustine College (Chicago)
 * School of the Art Institute of Chicago (Chicago)
 * Telshe Yeshiva (Chicago)
 * Trinity Christian College (Palos Heights, Illinois)
 * VanderCook College of Music (Chicago)
 * Wheaton College (Wheaton, Illinois)

Public institutions

 * Chicago State University (Chicago)
 * Governors State University (University Park, Illinois)
 * Northeastern Illinois University (Chicago)
 * Northern Illinois University (DeKalb, Illinois)
 * University of Illinois Chicago (Chicago)

Private institutions

 * Aurora University (Aurora, Illinois)
 * Benedictine University (Lisle, Illinois)
 * Concordia University Chicago (River Forest, Illinois)
 * DePaul University (Chicago)
 * Dominican University (River Forest, Illinois)
 * East–West University (Chicago)
 * Elmhurst University (Elmhurst, Illinois)
 * Illinois Institute of Technology (Chicago and Wheaton, Illinois)
 * Judson University (Elgin, Illinois)
 * Kendall College (Chicago)
 * Lewis University (Romeoville, Illinois)
 * Loyola University Chicago (Chicago)
 * Midwestern University (Downers Grove, Illinois)
 * National Louis University (Chicago)
 * National University of Health Sciences (Lombard, Illinois)
 * North Park University (Chicago)
 * Northwestern University (Evanston, Illinois and Chicago)
 * Roosevelt University (Chicago)
 * Saint Xavier University (Chicago)
 * Trinity International University (Deerfield, Illinois)
 * University of Chicago (Chicago)
 * University of St. Francis (Joliet, Illinois)
 * University of Saint Mary of the Lake (Mundelein, Illinois)

Business

 * Booth School of Business (Chicago)
 * Kellogg School of Management (Chicago, Evanston, Miami)
 * Kellstadt Graduate School of Business (Chicago)
 * Quinlan School of Business (Chicago)
 * Lake Forest Graduate School of Management (Lake Forest, Illinois)
 * Liautaud Graduate School of Business (Chicago, public)
 * Stuart School of Business (Chicago)

Law

 * Chicago-Kent College of Law (Chicago)
 * DePaul University College of Law (Chicago)
 * Loyola University Chicago School of Law (Chicago)
 * Northern Illinois University College of Law (DeKalb, public)
 * Northwestern Pritzker School of Law (Chicago)
 * UIC John Marshall Law School (Chicago, public)
 * University of Chicago Law School (Chicago)

Medical, dental and healthcare

 * Chicago College of Osteopathic Medicine (Chicago)
 * Feinberg School of Medicine (Chicago)
 * Illinois College of Optometry (Chicago)
 * Midwestern University (Downers Grove)
 * Pritzker School of Medicine (Chicago)
 * Rosalind Franklin University of Medicine and Science (North Chicago, Illinois)
 * Rush University (Chicago)
 * Stritch School of Medicine (Maywood)
 * UIC College of Pharmacy (Chicago, public)
 * University of Illinois at Chicago College of Dentistry (Chicago, public)
 * University of Illinois College of Medicine (Chicago, public)

Religious and theological

 * Bexley Seabury (Chicago)
 * Catholic Theological Union (Chicago)
 * Chicago Theological Seminary (Chicago)
 * Christian Life College (Mount Prospect, IL)
 * Garrett–Evangelical Theological Seminary (Evanston, Illinois)
 * Lutheran School of Theology at Chicago (Chicago)
 * McCormick Theological Seminary (Chicago)
 * Meadville Lombard Theological School (Chicago)
 * North Park Theological Seminary (Chicago)
 * Northern Seminary (Lisle, Illinois)
 * Spertus Institute for Jewish Learning and Leadership (Chicago)

Social science

 * Adler University (Chicago)
 * The Chicago School of Professional Psychology (Chicago)
 * Erikson Institute (Chicago)
 * Institute for Clinical Social Work (Chicago)

Technology and other areas

 * Knowledge Systems Institute (Skokie)
 * Toyota Technological Institute at Chicago (Chicago)

For-profit

 * American InterContinental University (Schaumburg)
 * Chamberlain University (Addison)
 * Coyne College (Chicago)
 * DeVry University (Chicago)
 * Fox College (Bedford Park and Tinley Park)
 * Illinois Media School (Chicago, Lombard)
 * Midwest College of Oriental Medicine (Chicago)
 * Northwestern College (Chicago, Bridgeview)
 * Pacific College of Oriental Medicine (Chicago)
 * Rasmussen University (Aurora, Mokena, Romeoville)
 * Taylor Business Institute (Chicago)
 * Universal Technical Institute (Lisle)
 * University of Phoenix (Schaumburg)

Defunct

 * American Conservatory of Music (1886–1991, Chicago)
 * Argosy University (2001–2019, Chicago, Schaumburg)
 * Barat College (1858–2005, Lake Forest, Illinois)
 * Bush Conservatory of Music (1901–1932, Chicago)
 * Central YMCA College (1922–1945, Chicago)
 * The Chicago Conservatory College (1857–1981, Chicago)
 * Chicago Technical College (1904–1977, Chicago)
 * Evanston College for Ladies (1871–1873, Evanston, Illinois), merged with Northwestern University in 1873
 * Everest College (Bedford Park, Burr Ridge, Melrose Park, Merrionette Park, North Aurora, Skokie)
 * Flashpoint Chicago (2007–2022, Chicago)
 * George Williams College (1890–2000), merged its Wisconsin campus into Aurora University
 * Harrington College of Design (1931–2015, Chicago)
 * Illinois Institute of Art – Chicago (1916–2018, Chicago)
 * Illinois Institute of Art – Schaumburg (1983–2018, Schaumburg)
 * Illinois Technical College (1950–1992, Chicago)
 * International Academy of Design & Technology – Schaumburg (1977–2015)
 * ITT Technical Institute (1969–2016, Arlington Heights, Oak Brook, Orland Park)
 * La Salle Extension University (1908–1982, Chicago)
 * Le Cordon Bleu College of Culinary Arts in Chicago (1983–2017, Chicago)
 * Lexington College (1977–2014, Chicago)
 * Mallinckrodt College (1916–1991, Wilmette), merged with Loyola University Chicago
 * Mundelein College (1930–1991, Chicago) merged with Loyola University of Chicago
 * Old University of Chicago (1856–1886, Chicago)
 * Robert Morris University Illinois (1913–2020, Chicago), merged into Roosevelt University in 2020
 * Sanford–Brown (1920–2017, Chicago)
 * Shimer College (1853–2017, Mount Carroll, Waukegan, Chicago), merged with North Central College in Naperville in 2017
 * Solex College (1995–2018, Chicago, Wheeling)
 * Westwood College (1953–2016, Calumet City, Chicago, Woodridge)


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Yoshino Kimura

Yoshino Kimura (木村 佳乃) is a Japanese actress and singer. She appeared on an episode of the Showtime series Masters of Horror. Kimura won the "Rookie of the Year" prize at the 21st Japan Academy Awards for her appearance in Shitsurakuen.

Career
Kimura appeared as Shizuka in the recent spaghetti-western Sukiyaki Western Django. As of 25 June 2007 she was slated to star in a new Japanese soap opera to be set in Australia. Kimura also voiced Master Tigress in the Japanese dub of Kung Fu Panda and Kung Fu Panda 2. She also appears in Blindness as the First Blind Man's Wife. On 24 October 2010 she married Noriyuki Higashiyama.

In 2007, Kimura took the title role in a TV Asahi tanpatsu (単発, TV movie), entitled Teresa Teng Monogatari (テレサ・テン物語), portraying the late Taiwanese superstar, who was (and continues to be) popular throughout Asia.

She played Kazusa Monzen and Aoi Monzen in the 2008 film Orochi: Blood.

She also did the voice of Claire Folley in the game Professor Layton and the Unwound Future.

Films

 * Lost Paradise (1997) – Chika
 * Isola (2000) – Yukari Kamo
 * Hashire! Ichirō (2001) – Terada
 * Atlantis: The Lost Empire (2001) – Princess Kida
 * Mobōhan (2002) – Shigeko Maehata
 * Her Island, My Island (2002) – Kuriko
 * Like Asura (2003) – Keiko Akagi
 * Ichigo no Kakera (2005)
 * Bluestockings (2005) – Kiyoko
 * The Samurai I Loved (2005) – Fuku
 * Nezu no Ban (2006) – Shigeko
 * Backdancers! (2006) – Reiko Mihama
 * Sakuran (2006) – Takao
 * Glory to the Filmmaker! (2007) – Akiko
 * Densen Uta (2007) – Ranko Kaburagi
 * Sukiyaki Western Django (2007) – Shizuka
 * Fine, Totally Fine (2008) – Akari Kinoshita
 * Aibō the Movie (2008) – Hinako Katayama
 * Jirochô Sangokushi (2008) – Osono
 * Orochi: Blood (2008) – Aoi Monzen, Kazusa Monzen
 * Blindness (2008) – First Blind Man's Wife
 * Rescue Wings (2008) – Mina Takasu
 * Daremo Mamotte Kurenai (2008) – Reiko Onoue
 * Killer Bride's Perfect Crime (2009) – Fukuko Kobayashi
 * Confessions (2010) – Yuko Shimomura
 * King Game (2010) – Yamazaki
 * Aibō Series X DAY (2013) – Hinako Katayama
 * Hot Road (2014) – Kazuki's mother
 * Hoshigaoka Wonderland – Sawako Kiyokawa
 * Desperate Sunflowers (2016) – Natsuko Kotani
 * Pretty Cure Dream Stars! (2017) - Shizuku (voice)
 * My Dad is a Heel Wrestler (2018) - Shiori
 * Hit Me Anyone One More Time (2019) - the president of the United States
 * Diner (2019)
 * The Legacy of Dr. Death: Black File (2020)
 * Kiba: The Fangs of Fiction (2021)
 * First Love (2021)
 * Masquerade Night (2021)
 * The Boy and the Heron (2023) - Natsuko (voice)

Television

 * Shota no Sushi (1996) – Saori Otori
 * Hojo Tokimune (2001) - Toko
 * Remote (2002) – Yuka Sasaki
 * Aibō (2004) – Hinako Katayama
 * Masters of Horror, "Dream Cruise" (2007) – Yuri Saito
 * Teresa Teng Monogatari(2007) - Teresa Teng
 * Tenchijin (2009) – Oryō
 * Nakanai to Kimeta Hi (2010) – Yukiko Sano
 * Asa ga Kita (2015) – Soe Kushida
 * Sanada Maru (2016) – Matsu
 * Hiyokko (2017) – Miyoko Yatabe
 * Home Sweet Tokyo (2017) – Itsuki Jenkins
 * Dokonimo nai Kuni (2018) – Mariko Maruyama
 * Reach Beyond the Blue Sky (2021) – Hiraoka Yasu
 * Minami-kun ga Koibito!? (2024) – Kaede

Dubbing

 * Atlantis: The Lost Empire (2001) – Princess Kida
 * Open Season (2006) – Beth
 * Kung Fu Panda (2008) – Master Tigress
 * Percy Jackson & the Olympians: The Lightning Thief (2010) – Medusa (voice-over for Uma Thurman)
 * Kung Fu Panda 2 (2011) – Master Tigress
 * Paddington (2014) – Millicent Clyde (voice-over for Nicole Kidman)
 * Jurassic World (2015) – Claire Dearing (voice-over for Bryce Dallas Howard)
 * Jurassic World: Fallen Kingdom (2018) – Claire Dearing (voice-over for Bryce Dallas Howard)
 * Godzilla: King of the Monsters (2019) – Dr. Emma Russell (voice-over for Vera Farmiga)
 * Jungle Cruise (2021) – Dr. Lily Houghton (voice-over for Emily Blunt)
 * Turning Red (2022) – Ming Lee
 * Jurassic World Dominion (2022) – Claire Dearing (voice-over for Bryce Dallas Howard)

Albums

 * 1999.03.03 "One and Only"
 * 2000.04.20 "Girl"
 * 2001.09.19 "Lady -The Best of Yoshino Kimura-"

Singles

 * 1998.06.17 "Iruka no Natsu"
 * 1998.09.18 "Love and Life"
 * 1999.01.20 "Hello myself"
 * 1999.12.01 "Amenohi wa Futari de"
 * 2000.03.17 "Koisuru Nichiyobi"
 * 2000.09.06 "Lullaby for Grandmother-M Version-"

title: Yoshino Kimura