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Central Atlanta Progress

Central Atlanta Progress (CAP), founded in 1941, as the Central Area Improvement Association, is a private, not-for-profit corporation, chartered to plan and promote Atlanta's Central Area, that strives to create a robust economic climate for downtown Atlanta, Georgia, in the United States.

CAP was formed by a merger of the Central Atlanta Improvement Association with the Uptown Association on January 1, 1967.

Central Atlanta Progress (CAP) defines the central area as the central core of Atlanta bounded by the railroad cordon from West End on the south to Brookwood on the north and Boulevard on the east to Vine City on the west.

The membership of CAP consists of the chief executives of approximately major corporations and property owners in Central Atlanta, The Board of Directors includes business leaders from the Atlanta area. CAP is funded through the investment of businesses and institutions.

First Central Area Study
The first Central Area Study of the city of Atlanta was performed by Central Atlanta Progress. Completed in 1971, the first Central Area Study (CAS I) dealt with the areas of economic development, transport, housing, urban design, public safety, human services, and marketing. The study focused on transport conditions and related land use and urban design in the areas proximate to downtown and midtown in Atlanta. The idea that attracted press attention was the "four level Peachtree corridor" concept which would have buried the vehicular travel along Peachtree Street below the surface of the current road.

Study Recommendations
The Study states

"The Goal of this study is to recommend policies, plans, programs, and projects which will permit the study area - Central Atlanta - to reinforce its role as:
 * Capitol [sic] of Georgia, and center of the metropolitan region;
 * The cultural, educational, business, and transport center of the Southeast; -The focal point of a national and emerging international city; and
 * A model in the field of improved human relations.""

When the study was written, freeway (and tollway) mileage within the city was expected to be significantly more than it became. Among the abandoned highways were an I-85 separate from the Downtown Connector by the construction of a west-side freeway, construction of I-485 as an east-side parallel to the connector, extension of the Lakewood Freeway, and construction of the Stone Mountain Expressway and its symmetrical sister, the South Cobb Expressway to relieve I-75 northwest of the central business district. Fifty specific local surface street improvements were also recommended, at a cost of $69 million (of the total of $326 million in improvements recommended by the study.)

The writers of the first Central Area Study appreciated that it was unreasonable to expect that the streets and parking lots of the Central Business District (CBD) would be sufficient to accommodate every automobile whose occupants' desired to travel there. Therefore, the study strongly supported the construction of the MARTA heavy-rail system as one of the means to "intercept the automobile." As recommended by the first Central Area Study, the MARTA referendum was passed in November 1971.

Also part of this interception idea was a people-mover system designed to link some of the key interception points with downtown. This distribution system was imagined as an above ground, above vehicular right-of-ways, fixed guideway system.

CAS I saw the construction of MARTA rail as an extraordinary opportunity to accomplish several goals. The first of these was to impact land use around the rail stations in Fulton, DeKalb, and the City of Atlanta. "Land use plans, zoning and subdivision regulations should be altered to encourage high density residential and commercial development around the stations." The second opportunity brought about by the construction, and its inconvenience, was to simultaneously rebuild Peachtree Street as a four level transport corridor. This "Peachtree Promenade" would have converted the existing level of Peachtree Street to a pedestrian mall, with fountains and other urban design amenities. On the level immediately below the existing street, north-south vehicular traffic would run. Beneath this north-south spine would be two functions, east-west roadways on a separate grade from Peachtree, and the concourses for the MARTA stations. On the third below ground level would be MARTA rail lines. "The construction of the MARTA line along Peachtree will indeed be disruptive for a short time. However, the exploitation of the singular opportunity which this construction presents will result in a more efficient and attractive system of coping with the future. ... Failure to move boldly in this direction would be inexcusable." Only the MARTA line was built, and Peachtree remained a vehicular street with at grade intersections.

Other specific Urban Design projects recommended by CAS I included the creation of a multilevel Five Points Park and development of pedestrian malls on Broad Street and on Alabama Street. The study also performed an investigation into the area called "Railroad Gulch" which corresponds to the area just south of the Five Points area. For this area, the study recommended formulation of a three level movement system, involving pedestrian walkways and air-rights construction over the railroad lines and the MARTA station.

Forecasts
As with most planning studies, CASwas predicated on demographic forecasts, noted in the table. The forecasts anticipated too much growth in the central area as opposed to the rest of the Atlanta region. In particular, the amount of office space and the number of employees in downtown was overstated by a significant factor. The cities used as a model for the planners in the Central Area Study were older more urban cities rather than the newer suburban form of faster growing cities in the southern and western US.

Study Adoption
At the time of the first Central Area Study, the CAP Policy Committee consisted of: Sam Massell, Mayor of the City of Atlanta; Wyche Fowler, Alderman; Ira Jackson, Alderman; Wade Mitchell, Alderman; Mills Lane, Chairman of Citizens and Southern Bank; and John Portman, President of Central Atlanta Progress. The Study Director was Robert Leary, the advisor was Robert Bivens, and the secretary was Collier Gladdin, who was Planning Director of the City of Atlanta.

On March 25, 1972, the first Central Area Study was delivered to the Aldermen of the City of Atlanta. Collier Gladdin, moved to achieve quick adoption of this program, which proposed to spend $326.7 million over 23 years to improve access and circulation in the central area of Atlanta. Gladdin did not want this to become another dust-gathering report, he said "We're going to keep it alive." The study itself cost $200,000 and was funded by the United States Department of Transportation, the City of Atlanta, and Central Atlanta Progress, Inc., and was developed under the guidance of an urban planner, Robert M. Leary, hired as study director, with the assistance of an eight member team. On the 30th of March, Alderman Wyche Fowler, while discussing the plan, stated that no group will ever adopt the plan to rebuild downtown in toto, but that they may approve it as a guide to development.

The idea that had grabbed the attention was the concept of a Four Level Peachtree Street, which had walkways for pedestrians, a rapid transit corridor, and streets for vehicle traffic, as well as automobile interceptor lots on the edge of the study area. At this time, John Portman was the President of Central Atlanta Progress, and one of the leading participants in the study. In April 1972, he boasted that Atlanta was one of under a handful of American cities which had a chance to solve its problems. He said "The Central Study can be one of the greatest tools in our history, if we'll only work together to make it happen, and now is the time to start." In the article appearing that day, the Constitution, in its usual manner of accurate reporting, increased the cost of the study to $300,000. Spring of 1972 was also the time that new officers were elected to the Board of Directors of CAP. Portman rival Thomas Cousins, developer of the off-Peachtree Omni complex, was made 1st Vice President.

A public hearing in late April was held to discuss the proposed plan, at which there was much discord over the proposal, with demagoguery reaching such heights that one speaker called it "an expensive and totally inappropriate tombstone to a city that committed suicide." The opponents were led by Kathryn Thompson, chair of the Virginia-Highlands Action Committee, and consisted of many environmentalists. It is worth noting that the plan would have converted over 15 square miles of Central Atlanta into pedestrian malls and parks if it had been fully implemented. Citizen complainants maintained that the Study would not solve the "traffic mess", that there should be more mass transit, that it "Paves Atlanta" when it should "Save Atlanta", that there was no citizen involvement in the plan, only reaction, that the money should be used for neighborhood parks, and that the urban design restrictions were too lax. Those endorsing the Central Area Study were a diverse sample of the planning community including Larry Gellerstadt who was President of the Atlanta Chamber of Commerce, a Vice President of MARTA, a representative of the state DOT, and a city Traffic Engineer, Clyde Robbins, a Vice President of Georgia Tech, and Steve Fuller, the chair of Underground Atlanta in its previous incarnation.

Voting to delay the approval or disapproval of the plan for two weeks on the sixteenth of October, the council avoided making a potentially controversial decision. This move disagreed with project supporter and member of the study's policy committee, Alderman Wyche Fowler, so much that he said "I don't think political pussyfooting on the part of some aldermen is going to win the day." The aldermen he was referring to were Chuck Driebe and Buddy Fowlkes, who offered an amendment that would receive the study as a guide for development with "no designated priorities", and subject to modification after the release of the then upcoming Atlanta Regional Commission's Regional Transportation Plan. Alderman Wade Mitchell moved to change the words "receive the plan" to "approve the plan", at which point Driebe moved to table the bill. Fowler, clearly unhappy with Driebe over this and other issues, said "Driebe knows additional language is superfluous and meaningless. I hope that any members of the board who do not feel that this is a unique study by both the public and the private sector that provides us a chance to channel our growth in an orderly fashion will have the guts to say so." The issue underlying approval of the Central Area Study and causing all of the nastiness was the charter revision, over which Driebe and Fowler had disagreements. Another reason for the opposition was because of the suggestion of the construction of tollways through inner city areas. Aldermen Panke Bradley, Nick Lambros, and Chuck Driebe introduced legislation calling on the state of Georgia to stop tollway planning until the Atlanta Regional Commission prepared and the aldermanic council approved an alternative to the regional transport problem.

On the fourth of November, the Atlanta Constitution published an editorial; it said in part:

"we hope that the aldermen will adopt it as a guideline for the future. We would emphasize that action by the board would not commit the city or the aldermanic board to any specific project or priority of the Central Area Study. But it would commit the city to principles of sound planning for the future, whatever detailed decisions have to be made later. We think that is important."

The Aldermen finally approved the Central Area Study on November 7, 1972. Mayor Sam Massell proposed a compromise measure of which he said "Such approval does not carry with it or imply the prior approval of any specific program or project which is proposed or might be represented to implement said plan." and "Each individual improvement contained in this report must meet the test of careful study at the appropriate time to determine its applicability, financial feasibility, and impact prior to being submitted to the effected committee of the mayor and Board of Aldermen."

After this compromise was introduced, only Alderman Cecil Turner voted against the substitute resolution, because he wanted to substitute for accepting the study a statement which called the study "an acceptable statement of plans and goals for downtown Atlanta. Alderman Fowler called Turner's proposal "legal jabberwocky designed to delay, frustrate and hinder the planning process."

Second Central Area Study
Cochaired by Mayor Andrew Young, Jim Edwards, and Frank Carter, the second Central Area Study (CAS II) was begun in the fall of 1985 and completed in 1987. Like the first study, CAS II was a joint effort with the City of Atlanta and Fulton County. The policy board guiding the study was divided into seven task forces dealing with strategic planning, conventions and tourism, transport and infrastructure, recreation and the arts, public safety, retail and commercial, and housing. "The primary goal of CAS II is the creation of both the image and reality of Atlanta as a safe and clean city" and "The top priority of CAS II is to make the Central Area more livable and inviting to people."

The second Central Area Study promoted what it called "Pedestrian Peachtree", and said "We want buildings and public spaces designed so that they are hospitable to people. We want retail shops to face the sidewalks so that people are invited in, not shops buried deep within buildings that turn their backs on pedestrians and visitors." This last point is clearly aimed at John Portman's Peachtree Center complex which has very little street frontage of shops, but has an indoor mall. The idea of the Pedestrian Peachtree is a similar but scaled down version of what was proposed in the first Central Area Study.

CAS II proposed the creation of a Central Atlanta Retail Association. Three issues were to be the focus of this organization: maintenance of the environment, attracting shoppers, and recruiting and retaining desirable retail merchants. Along with a retail association, the study advocated better marketing of downtown, with the creation of a marketing association which would merchandise downtown attractions, create a central information center, and improve signage. Along with this, entertainment facilities are to be clustered in certain districts of the central area. The CARA was also charged with the maintenance of downtown. This means that it is to be responsible for coordinating the repair of sidewalks, waste disposal, and general cleanliness.

The task force on housing maintained that if Atlanta were to remain a 24 hour city, it would have to attract upper and middle income housing. A coordinating agency for housing development, Housing Urban Design Assistance Team (HUDAT), was proposed, although whether the agency was to be new or an already existing agency was undecided.

Making Atlanta a "clean and safe city" was one of the priorities of the study, and to meet this goal, it proposed that the central police zone be reconstituted to include Midtown as well as downtown. This proposal met with some controversy because it essentially proposed making a safe downtown more important than other areas, offending those in other areas.

Funding would be accomplished by the steering of public and private incentives to achieve certain goals. This would be used in particular for promotion of downtown housing and better urban design.

"The focus of CAS I, completed in 1971, was on improving transport and circulation in Central Atlanta." These recommendations, including, making Spring Street and West Peachtree one-way pairs, improving the interstate system, and the construction of a heavy-rail MARTA system, were generally implemented. CASII suggested further transport improvements, in particular benefitting pedestrian flow, including the creation of pedestrian malls and reducing vehicle-pedestrian conflictual interaction.

The fundamental difference between the two Central Atlanta Studies was not any particular recommendations. It is rather, that the first study focused on concrete achievable goals, the most important of which were achieved, while the second study much more heavily emphasized human resource type goals, whose success will be harder to measure and see. Improving safety, better marketing of downtown retail, and the creation of a "24 Hour City" are for the most part only able to be successful if they are perceived to be successful. From the point of view of downtown merchants, increased police will not have helped unless people feel safer, and spend more time downtown.

Atlanta Downtown Improvement District
The Atlanta Downtown Improvement District (ADID), founded in 1995 by CAP, is a public-private partnership that strives to create a livable environment for Downtown Atlanta. With a Board of Directors of nine private and public-sector leaders, ADID is funded through a community improvement district within which commercial property owners pay special assessments.

According to their mission statements, Central Atlanta Progress and the Atlanta Downtown Improvement District are committed to a downtown for the diverse Atlanta community, including property owners, employees, residents, students and visitors.

Archives of Central Atlanta Progress are available at the Atlanta History Center.

title: Central Atlanta Progress


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Professional golfer

A professional golfer is somebody who receives payments or financial rewards in the sport of golf that are directly related to their skill or reputation. A person who earns money by teaching or playing golf is traditionally considered a "golf pro", most of whom are teachers/coaches. The professional golfer status is reserved for people who play, rather than teach, golf for a career.

In golf, the distinction between amateurs and professionals is rigorously maintained. An amateur who breaches the rules of amateur status may lose said status. A golfer who has lost their amateur status may not play in amateur competitions until amateur status has been reinstated; a professional may not play in amateur tournaments unless the Committee is notified, acknowledges and confirms the participation. It is very difficult for a professional to regain their amateur status; simply agreeing not to take payment for a particular tournament is not enough. A player must apply to the governing body of the sport to have amateur status reinstated.

History
Historically, the distinction between amateur and professional golfers had much to do with social class. In 18th and 19th century Britain, golf was played by the rich, for pleasure. The early professionals were working-class men who made a living from the game in a variety of ways: caddying, greenkeeping, clubmaking, and playing challenge matches. When golf arrived in America at the end of the 19th century, it was an elite sport there, too. Early American golf clubs imported their professionals from Britain. It was not possible to make a living solely from playing tournament golf until some way into the 20th century (Walter Hagen is sometimes considered to have been the first man to have done so).

In the developed world, the class distinction is now almost entirely irrelevant. Golf is affordable at public courses to a large portion of the population, and most golf professionals are from middle-class backgrounds, which are often the same sort of backgrounds as the members of the clubs where they work or the people they teach the game, and are educated to university level. Leading tournament golfers are very wealthy; upper class in the modern U.S. usage of the term. However, in some developing countries, there is still a class distinction. Typically, golf is restricted to a much smaller and more elite section of society than is the case in countries like the United States and the United Kingdom. Professional golfers from these countries are quite often from poor backgrounds and start their careers as caddies, for example, Ángel Cabrera of Argentina, and Zhang Lian-wei, who is the first significant tournament professional from the People's Republic of China. In various countries, Professional Golfers' Associations (PGAs) serve either or both of these categories of professionals. There are separate LPGAs (Ladies Professional Golf Associations) for women.

Rules
Under the rules of golf and amateur status, the maximum value of a prize an amateur can accept is £700 or US$1000. Before the most recent increase in 2022, the maximum had been £500 or $750. The 2022 changes also significantly reduced the scope of competitions in which the prize limit applies. Before that time, the only competitions exempt from prize limits were hole in one contests. The 2022 changes took all competitions in which the player's score on a hole is not the primary goal, such as long drive and putting competitions, outside the amateurism rules. If an amateur accepts a prize of greater than this in a competition covered by the amateurism rules, they forfeit their amateur status, and are therefore by definition a professional golfer.

Professional golfers are divided into two main groups, with a limited amount of overlap between them:

 * The great majority of professional golfers make their living from teaching the game, running golf clubs and courses, and dealing in golf equipment. In golf, pro refers to individuals involved in the service of other golfers. The senior professional golfer at a golf club is usually referred to as the club professional, but at a large golf club or resort with several courses their job title is likely to be director of golf. If they have assistants who are registered professional golfers, they are known as assistant professionals. A golfer who concentrates wholly or nearly so on giving golf lessons is a teaching professional, golf instructor or golf coach. Most of these people will enter a few tournaments against their peers each year, and occasionally they may qualify to play in important tournaments with the other group of professional golfers mentioned below. Many club and teaching professionals working in the golf industry start as caddies, or a general interest in the game, finding employment at golf courses and eventually moving on to certifications in their chosen profession. These programs include independent institutions and universities, and those that eventually lead to a Class A golf professional certification.
 * Note that The R&A and the USGA define "instruction" strictly as teaching the physical aspects of golf. Instruction in the psychological aspects of the game is explicitly excluded from this definition.
 * The most recent 2022 changes to amateurism rules also explicitly state that amateurs may provide "one-way" instruction, either in writing or digitally, without losing amateur status. For this purpose, "one-way" is defined as instruction that is directed to a general audience without direct communication between the instructor and a specific individual or group. Before 2022, only written instruction was exempt from amateurism regulations.
 * A much smaller but higher profile group of professional golfers earn a living from playing in golf tournaments, or aspire to do so. Their income comes from prize money, and sometimes, even endorsements. These individuals are referred to as tournament pros, tour professionals, or pro golfers.

PGA of America
In the United States, the PGA of America has 31 distinct member classifications for professionals. Many of the classifications also have corresponding apprenticeship positions.

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

title: Professional golfer


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Richard Childress Racing

Richard Childress Racing (RCR) is an American professional stock car racing team that currently competes in the NASCAR Cup Series and the NASCAR Xfinity Series. The team is based in Welcome, North Carolina, and is owned and operated by Richard Childress. In the Cup Series, the team currently fields three Chevrolet Camaro ZL1 teams: the No. 3 full-time for Austin Dillon, the No. 8 full-time for Kyle Busch, and the No. 33 part-time for multiple drivers. In the Xfinity Series, the team currently fields three Chevrolet Camaro teams: the No. 2 full-time for Jesse Love, the No. 21 full-time for Austin Hill and the No. 33 part-time for Kyle Busch. RCR has had at least one car successfully qualify for every Cup race since 1972, the longest such active streak, and is known for the longstanding use of the number 3 on its primary race car.

In addition to its in-house Cup Series teams, RCR has several technical alliances and partnerships with other teams. In the Cup Series, it is allied with Kaulig Racing, while Big Machine Racing and Jordan Anderson Racing have a technical alliance with the team in the Xfinity Series. Beyond this, RCR also has collaborative agreements with Beard Motorsports, although these are not technical alliances.

RCR has won the NASCAR Cup Series championship six times, all with driver Dale Earnhardt, as well as the Daytona 500 three times; Earnhardt in 1998, Kevin Harvick in 2007, and Austin Dillon in 2018. The team has also fielded cars for notables such as Jeff Burton, Mike Skinner, Ricky Rudd, Neil Bonnett, Ryan Newman, and Clint Bowyer.

Car No. 2 history
RCR has fielded this entry in the Nationwide Series since the fall North Carolina Speedway race in 1999, moving the entire team from the Craftsman Truck Series. Kevin Harvick was the first driver of the No. 2 AC Delco-sponsored Chevy, winning three races and winning Rookie of the Year along with a third-place points finish, despite missing the spring race at North Carolina Speedway. He went on to win the championship in the Busch Series in 2001 while running full-time in Winston Cup as well.
 * Kevin Harvick (1999–2001)

In 2002, rookie driver Johnny Sauter won at Chicagoland and finished 14th in points. The next year, Ron Hornaday Jr. drove the car full-time, winning one race and posting a third-place finish in points. He followed up that performance with another win and a drop to fourth in points the following year. Hornaday was not re-signed for 2005.
 * Johnny Sauter (2002) and Ron Hornaday Jr. (2003–2004)

In 2005, Clint Bowyer took the wheel, in a program headed up by veteran crew chief Gil Martin, winning at Nashville Speedway and Memphis Motorsports Park to finish second in points. Bowyer was back in the No. 2 car in 2006 with crew chief Dan Deeringhoff, while Martin moved up to run the No. 07 Jack Daniels-sponsored Cup car for Bowyer's rookie season. Bowyer would finish 3rd in points with a win a Dover. 2006 was the final year for longtime sponsor AC Delco (sister company GM Goodwrench also withdrew from the Cup Series after 2006); for 2007, BB&T signed on as the sponsor, with Bowyer running 21 races in the No. 2. Kenny Wallace drove for the team in a one-race deal at Gateway International Raceway, with a sponsorship from sandwich chain Jimmy John's. In 2008, Bowyer returned full-time, scoring 18 Top 10s in the first 21 races including a win at Bristol. Bowyer would go on to win the 2008 Nationwide Series title.
 * Clint Bowyer (2005–2008)

In 2009, the No. 2 team ran a partial schedule with Sean Caisse and Austin Dillon sharing the ride. The team shut down after 2009.
 * Development drivers (2009)

 * Elliott Sadler (2012)

In late 2011, Kevin Harvick sold off his KHI organization, with the Nationwide Series team and equipment going to Childress' stable. KHI's 2 car, driver Elliott Sadler, and sponsor OneMain Financial moved over to RCR. Sadler continued on the success from KHI, finishing second in the 2012 drivers championship for the second year in a row to Ricky Stenhouse Jr. Even though Sadler scored four wins, it was announced in September that he turned down an extension offered by Childress to continue in the second tier series; he and sponsor OneMain Financial moved to Joe Gibbs Racing in 2013, which included a start in the Cup Series.

For 2013, former JGR driver Brian Scott took the wheel of the No. 2 under a multi-year contract (essentially swapping rides with Sadler). He brought sponsorship from the Idaho-based Shore Lodge and Whitetail Club, owned by his father. The No. 2 team also switched back to RCR-style angled number logos from KHI-style logos. Scott had markedly improved consistency from his crash-marred seasons with Gibbs, with three Top 5s and 13 Top 10s en route to a seventh-place points finish. Scott's best run by far was at Richmond in September, where he led won the pole and led 229 laps. before being passed on the restart by Brad Keselowski with 11 laps to go, finishing second. Scott's team protested the restart-in-question, and after the race stated "We deserved to win that race."
 * Brian Scott (2013–2015)

In the spring Richmond race, Scott and Nelson Piquet Jr. got into altercations on the cool-down lap and on pit road following several on-track incidents that carried over from prior races. During the physical altercation, which got both teams' crew members involved, Piquet was shown kicking Scott in the groin, which Scott called "just a chicken move." Scott finished 20th in the race.

Scott returned RCR in 2014, which included several starts in the No. 33 Cup car. Scott's performance continued to improve, winning another Richmond pole (in the Spring race), poles at both Chicagoland races, and was in contention to win several races. Scott ended the year with career bests in Top 5 finishes (six), Top 10s (23), and average start and finish (6.5 and 9.5 respectively). He would come away with a career-best fourth place in the championship standings, losing a numerical tiebreaker for third with former RCR driver Elliott Sadler.

For 2015, Scott returned to the No. 2 Camaro, with Mike Hillman Jr. replacing Phil Gould as crew chief. Scott left the team for Richard Petty Motorsports in Cup Series at the end of the season.

In 2016, the No. 2 began fielding variety of drivers driving including Austin Dillon and Paul Menard, with sponsorship from Rheem and Menards. Dillon and Menard would run 27 races combined, with the former winning at Auto Club and the fall Bristol race. Sam Hornish Jr., Ben Kennedy, Michael McDowell, and Regan Smith would also round out the No. 2 lineup. Hornish would win the spring Iowa race, while McDowell would take his first NASCAR victory at Road America. The 2 team would finish 6th in owners points.
 * Multiple drivers (2016–2017)

For 2017, Dillon and Menard continued to run the No. 2 Camaro. Neither Dillon nor Menard won a race that year, with the No. 2 car having a best finish of 2nd in the Lilly Diabetes 250 with Menard behind the wheel.

On October 5, 2017, it was announced that Matt Tifft will be the driver of the No. 2 car in 2018 and compete for the NASCAR Xfinity Series Championship.
 * Matt Tifft (2018)

Defending Xfinity Series champion, Tyler Reddick was signed to the team for 2019. He ended up winning his second championship and was the first championship that was won back-to-back while driving for different teams (2018 was in JR Motorsports).
 * Tyler Reddick (2019)

On December 10, 2020, it was announced that Myatt Snider will drive the No. 2 car full-time. Snider picked up his first career win in the Contender Boats 250.
 * Myatt Snider (2021)

On September 14, 2021, it was announced that Sheldon Creed will drive the No. 2 car full-time in 2022 replacing Snider. On April 12, 2022, crew chief Jeff Stankiewicz was suspended for four races after the car lost a ballast during the 2022 Call 811 Before You Dig 250 at Martinsville Speedway. At the September Darlington race, Creed scored a career-best second place after engaging in a three-car battle with race winner Noah Gragson and Kyle Larson on the closing laps.
 * Sheldon Creed (2022–2023)

Creed started the 2023 season with a 34th place DNF at Daytona. Despite not winning a race, he stayed consistent enough to make the playoffs. On September 12, crew chief Jeff Stankiewicz was suspended for the Bristol playoff race and fined US$10,000 after the car was found to have two loose lug nuts following the Kansas race. On October 11, Creed announced he will not return to RCR in 2024.

On October 25, 2023, it was revealed that Jesse Love would drive the No. 2 car full-time in 2024, replacing Creed. Love started the season with a 20th place finish at Daytona. On April 20, he scored his first career win at Talladega.
 * Jesse Love (2024)

Car No. 3 history

The No. 3 car was initially run in the then-Busch Series by Dale Earnhardt, Inc. beginning in 1989, winning two back-to-back championships with Dale Earnhardt Jr. in 1998 and 1999. The No. 3 made its debut as part of the RCR stable in 2002 at the EAS/GNC Live Well 300 at Daytona, driven twice that year by Earnhardt Jr. with sponsorships from the Nabisco brands Oreo and Nilla. Earnhardt won the Daytona race but finished 36th at the Carquest Auto Parts 300 at Charlotte after being involved in a crash. The No. 3 car returned for one race in 2010 at the Subway Jalapeño 250 at Daytona with a sponsorship from Wrangler, in a joint venture between RCR, JR Motorsports, and Dale Earnhardt, Inc. The car was once again driven by Earnhardt Jr. with a paint scheme resembling the one used by his late father when he first drove for RCR. Earnhardt would go on to win the race, his first victory in 87 Nationwide Series starts, and the first victory in a Nationwide Car of Tomorrow. Prior to the start, Earnhardt Jr. claimed that it would most likely be the last time he would drive the No. 3 car.
 * Dale Earnhardt Jr (2002, 2010)

In 2012, the team moved to full-time status with Childress's grandson Austin Dillon driving, led by crew chief Danny Stockman. The team had a sponsorship from AdvoCare for 20 races, and Bass Pro Shops and American Ethanol for the others. Dillon stayed in the championship hunt throughout the season, sweeping both Kentucky races and easily claiming Rookie of the Year. Dillon would finish third in points behind teammate Elliott Sadler and champion Ricky Stenhouse Jr. Dillon returned in 2013, with a sponsorship from AdvoCare covering the entire season. Despite not going to victory lane, the No. 3 team scored five consecutive poles midway through the season and seven total on the year. Dillon managed to stay consistent enough to beat Sam Hornish Jr. for the championship, becoming the first team to win a championship without a victory. Austin would move up to the Cup Series in 2014.
 * Austin Dillon (2012–2013)

For 2014, younger brother Ty Dillon took over the No. 3 for 2014 with sponsorships from Yuengling, Bass Pro Shops, and WESCO. Dillon earned a pole in the third race of the season at Las Vegas, and scored his first career victory at the famed Indianapolis Motor Speedway after leading 24 laps, one of only three rookies to win a race in 2014. Dillon earned three poles, seven Top 5 finishes, and 24 Top 10 en route to a fifth-place points finish, losing Rookie of the Year honors to champion Chase Elliott. He followed it up with a career-best 3rd place in points for 2015 and 5th place in 2016 despite not winning a race either year.
 * Ty Dillon (2014–2017)

 * Multiple drivers (2017–2018)

In 2017, Ty Dillon would run 27 of the 33 races alongside his rookie Cup Series campaign. Scott Lagasse Jr. and Brian Scott would round out the No. 3's schedule.

In 2018, Ty would share the No. 3 with his brother Austin along with Jeb Burton and Shane Lee. Brendan Gaughan also drove the No. 3 in 2018.

The No. 3 car returned for one race in 2022. The car was driven by Jeffrey Earnhardt. It was the first time that Earnhardt drove the No. 3, the number made famous by his grandfather Dale when he drove for RCR in the Cup Series, in NASCAR and the first time he drove for RCR in NASCAR. He finished the race in a career-best second place.
 * Part-time (2022–2023)

On January 25, 2023, RCR announced Ty Dillon will drive the No. 3 car part time in 2023 with sponsorship coming from Ferris.

Car No. 21 history
The No. 21 debuted in 2000, with Rockwell Automation as the sponsor and Childress' son-in-law Mike Dillon as the driver. Dillon posted two Top 10 finishes and finished 23rd in points that year.
 * Mike Dillon (2000)

Six races into 2001, Dillon was injured at Bristol Motor Speedway and it was announced at the time he would be out for the rest of the season. Since then, he has taken on other roles with the team. His replacement was Mike Skinner but after his injury, Jeff Purvis briefly took over, winning at Pikes Peak, before Skinner returned. After Skinner's release, Robby Gordon had the driving duties for the balance of the season.
 * Multiple drivers (2001)

The next year, Jeff Green and Jay Sauter drove the car. With Green winning twice at Bristol and Charlotte and Sauter having a best finish of 4th at Nashville
 * Jeff Green and Jay Sauter (2002)

In 2003, the team set out to win the Busch Series Owner's Championship with a sponsorship from The Hershey Company's PayDay brand. Cup Series driver Kevin Harvick was tabbed to drive 15 of the 34 races, with development driver Johnny Sauter filling out the rest of the schedule. Harvick ended up competing 19 races, with three wins and Top 10s in all but one race, and RCR became the first team to win an owner's points title with two different drivers. Harvick would serve as the team's anchor driver there afterwards, with Clint Bowyer doing the co-driving honors in 2004 and Brandon Miller in 2005 and sponsorships from Reese's Peanut Butter Cups. Jeff Burton drove the car at Bristol in 2005. In 2006, Harvick and Burton split the driving duties in the car with sponsorship from United States Coast Guard, as Harvick attempted to run the entire Busch Series schedule in three different cars. Burton won at Atlanta, and Harvick won three more races, pulling out to an over 700-point lead in the points standings with five races to go in the 2006 season. AutoZone replaced the sponsorship with Coast Guard in 2007, and Harvick drove along with development driver Timothy Peters, until Peters was replaced by multiple dirt late model series champion Tim McCreadie.
 * Kevin Harvick and others (2003–2007)

Beginning in 2008, Bobby Labonte was tapped to drive the 21 car for 15 races of the season. In May 2008, the team shut down due to financial problems but returned at the Emerson Radio 250 to debut Austin Dillon, son of former driver Mike Dillon and grandson to Richard Childress.
 * Multiple drivers (2008, 2010)

In 2010, RCR hired John Wes Townley as the driver of car No. 21, with family-owned Zaxby's as the sponsor. On April 9, Townley was pulled from the No. 21 car after a practice crash at Phoenix, which had proceeded an arrest for possession of alcohol as a minor. RCR said the move was for precautionary reasons, but Townley never returned to the team and would return to his former team RAB Racing. Clint Bowyer took over driving duties at Phoenix, and Scott Riggs drove at Nashville and Kentucky in June. Zaxby's, meanwhile, scaled back to sponsoring 21 of the season's 35 races. After the July Daytona race, Morgan Shepherd stepped behind the wheel for several weeks, taking a break for Bristol to handle his car for Faith Motorsports, which didn't make the field. RCR and Shepherd formed Shepherd Racing Ventures on August 31 to keep the No. 21 running the rest of the year. Bowyer drove with the Zaxby's sponsorship at Atlanta, Richmond, Charlotte, and Texas while Shepherd drove either without a sponsor or with limited sponsorship from Zaxby's and other companies for the other seven races. Following the season, Shepherd returned full-time to his Faith Motorsports operation with RCR transferring the No. 21 owners points to Shepherd, while RCR shut the 21 team down.

In 2011, RCR briefly restarted its Nationwide program, running a few races with development driver Tim George Jr. and sponsorship from Applebee's. In 2012, the No. 21 ran at Charlotte and Homestead with Joey Coulter. The car returned in 2013 with Dakoda Armstrong, Brendan Gaughan, and Kevin Harvick driving, taking a best finish of fifth at Indianapolis.
 * Part-time (2011–2013)

The No. 21 was revived for Daniel Hemric who drove full-time in 2017 and 2018. Despite being a consistent front runner, Hemric never won a race before moving up to the Cup series for the 2019 season.
 * Daniel Hemric (2017–2018)

RCR cut back to one full-time team with the No. 21 running a limited schedule with Kaz Grala and Joe Graf Jr.
 * Part-time (2019)

In 2020, the No. 21 was returned to full-time competition after inheriting the No. 2 owner points. This car was shared by Myatt Snider, Anthony Alfredo, Kaz Grala, and Earl Bamber.
 * Multiple drivers (2020)

On October 29, 2021, it was announced that RCR would field two full-time cars again in 2022, with their second car driven by Austin Hill. On January 21, 2022, RCR revealed on their website that Hill's car number would be the No. 21. Hill began the season with a win at Daytona. He also won at Atlanta on his way to the playoffs. Hill was eliminated following the Round of 8 after finishing ninth at Martinsville as a result of a collision with Snider. Following the race, Hill punched Snider in the face on pit road. At the end of the season, he finished sixth in the points standings and won the 2022 NASCAR Xfinity Series Rookie of the Year honors.
 * Austin Hill (2022–present)

Hill began the 2023 season by winning his second straight season opener at Daytona. He also scored wins at Las Vegas, Atlanta, and Pocono.

In 2024, Hill made history by winning his third straight season opener at Daytona. A week later, his team used fuel strategy to dominate Atlanta. At Charlotte, Hill intentionally wrecked Cole Custer with 17 laps to go; as a result, he was fined US$25,000 and docked 25 points.

Car No. 29 history
The 29 car first appeared in 2002, with Kevin Harvick (driver of the 29 Cup Series car) running four races with sponsorship from GM Goodwrench, Action Racing Collectibles, Sonic, and Sylvania. Jim Sauter also made his final career start at the Milwaukee Mile with Rockwell Automation and Nilfisk-Advance sponsorship, racing as a teammate to his sons Jay and Johnny and against his other son Tim. The car appeared again in 2003 at Homestead-Miami Speedway with Johnny Sauter driving and the PayDay sponsorship, as a thank you from Richard Childress for Sauter's help in winning the 2003 owners' championship for the 21 team. In 2004 several drivers including Bobby Labonte, Tony Stewart, Ricky Craven, Brandon Miller and Kevin Harvick ran in the 29.
 * Part-time (2002–2006)

The 29 car returned in 2005 at Bristol Motor Speedway as part of a promotion for Reese's Chocolate and Peanut Butter Lovers Cups. The promotion involved the 29 painted as the Chocolate Lovers car and the 21 painted as the Peanut Butter Lovers car. The plan was for Jeff Burton to drive the 29 while Kevin Harvick would drive the 21. Qualifying was rained out, so the entries were switched to assure that both cars would make the field (Harvick was a past champion and the No. 29 was not locked in). Burton drove the 21 while Harvick drove the 29. Harvick won the race in this car with Burton finishing second in the 21. Later in the season, Mayflower Transit came on to sponsor Burton after a seven-year relationship with him.

On March 17, 2006, Holiday Inn announced its sponsorship of the 29 for ten races with Burton returning as its driver. The new car made its 2006 debut at Richmond. Burton finished in the top ten seven out of the ten times the car raced in 2006, including a win at Dover in June. Burton started 36th after qualifying was rained out, and passed Kurt Busch with 18 laps to go.

In 2007, the No. 29 went full-time and, like the No. 21 several years before, Childress set out to win the owners' championship for a second time without a full-time driver. Burton and Scott Wimmer, who had just lost a Cup Series ride due to lack of sponsorship, shared the No. 29 with Holiday Inn sponsoring. Burton won five times including the finale at Homestead and Wimmer put together several strong finishes in his time in the car, and Childress had his second Busch Series owners' championship in which no full-time driver raced for the team.
 * Multiple Drivers (2007–2009)

Holiday Inn signed a multi-year extension near the end of 2007, with Scott Wimmer signing on for 23 races, and Burton filling out the rest. The new deal also brought on branding from Holiday Inn Express, which included commercials featuring Burton. Burton had two poles, but also had two DNFs and went winless in 13 starts. Wimmer, meanwhile had a pole at Bristol and 13 top 10s. This included a win at Nashville, where he went by teammate Clint Bowyer with 21 laps to go to take the victory. Wimmer left the team following the 2008 season.

The 2009 season saw a change in the driver lineup for the No. 29 team. Longtime driver Jeff Burton was joined by Cup teammate and 2008 Nationwide Series Champion Clint Bowyer, as well as up and comer Stephen Leicht. Bowyer's championship crew chief Dan Deeringhoff also moved from the No. 2 team over to the 29 for all three drivers. After seeing Burton's name on the window of the car during a photoshoot (Burton being the longest-tenured in the 29), the three drivers entered into a competition between each other: whoever could score the most wins in the 17 races between February and July would have their name placed on the car for the remainder of the season, including the other drivers' appearances. Burton was set to drive 7 events in the first half of the season, Bowyer in 6 events including the opener at Daytona International Speedway, and Leicht at four standalone events. The drivers did not have as much success as anticipated; Bowyer scored the team's only two wins (the 2nd races at both Daytona and Dover), Burton had 10 top 10s but only two top 5s, and Leicht had 6 top 10s in nine total starts with a best finish of 6th (twice). Burton also made his 300th career Nationwide Series start at Charlotte Motor Speedway in May. After 2009, RCR shut down the team after Holiday Inn pulled its sponsorship.

Car No. 33 history
In 2012, the No. 33 car was transferred to RCR to run for the owner's championship. 2011 champion Tony Stewart drove the No. 33 with sponsorship from Nabisco's Oreo and Ritz brands at the season opener in Daytona. Kevin Harvick ran 13 races with South Point, Pinnacle Foods, Hunt Brothers Pizza and AdvancePierre Foods sponsoring, Brendan Gaughan drove for 10 races with South Point sponsoring, Menard ran for 7 races, and Max Papis drove at Road America, both with sponsorship from Menards and Rheem. Harvick would be the only driver to win in the No. 33, winning at Richmond and Texas.
 * Multiple Drivers (2012–2015)

The No. 33 car returned in 2013 mainly driven by Harvick and Ty Dillon. Tony Stewart would take the No. 33 team to victory lane at the season opener at Daytona, which was marred by a last lap incident. The No. 33 team would take its second and last win of the season with Harvick at Atlanta. Dakoda Armstrong ran Fontana with sponsorship from WinField. Paul Menard, Max Papis, Truck series driver Matt Crafton, and Ryan Gifford all took turns driving the car with MENARDS sponsorship.

In 2014, Menard returned to the car for a few races, scoring a win at Michigan. Rookie Cale Conley drove several races with OKUMA and Iraq and Afghanistan Veterans of America sponsoring.

For 2015, Austin Dillon, Menard, and Brandon Jones shared the ride with sponsorship from Rheem and Menards. Menard scored a win in August at Road America in his native Wisconsin, taking the lead on pit strategy and holding off Ryan Blaney.

For 2016, Brandon Jones will run full-time, competing for Rookie of the Year. Menards and Nexteer Automotive will sponsor the effort. Mike Hillman Jr. was named the crew chief for the team. In his first season with the team he would finish 10th in points with 13 top tens, however he regressed in 2017 missing the chase and scoring only 3 top tens to finish 16th in points.
 * Brandon Jones (2016–2017)

On November 17, 2017, it was announced that RCR is downsizing to three teams in 2018, shutting down the 33 and 62 team after the 2017 season.

 * Part-time (2024)

On May 20, 2024, it was announced that RCR would enter the No. 33 for Kyle Busch at Charlotte.

Car No. 62 history
In 2014, Brendan Gaughan and crew chief Shane Wilson moved up from the Truck Series to the Nationwide Series, bringing family-owned South Point Hotel, Casino & Spa and longtime number 62 with him. The team used the owners' points of the No. 33 team from 2013; the No. 33 scaled back to part-time. Gaughan scored his first career Nationwide win at Road America in June, after struggling early and sliding off the track on several occasions, but gaining an advantage as downpours forced the competitors to switch to treaded rain tires. When pole-sitter Alex Tagliani ran out of fuel before a Green-White-Checkered finish, Gaughan assumed the lead and fended off Chase Elliott and a hard-charging Tagliani (on fresh slick tires). Brendan dedicated the win to his late grandfather Jackie Gaughan. Gaughan scored his second win of the season at Kentucky in September, passing teammate Ty Dillon on the final restart. Gaughan scored a total of seven top tens to finish eighth in points.
 * Brendan Gaughan (2014–2017)

Gaughan and South Point returned for 2015. At Richmond in May, two pit crew members from the 62 team were injured in a fire when fuel from a malfunctioning gas can ignited. The next week, Gaughan was involved in a crash at Talladega that sent the 62 car spinning down pit road, injuring two crew members from Biagi-DenBeste Racing. Gaughan's best finish of the season was a runner up at California.

Gaughan returned for 2016. Gaughan did not get back to victory lane in 2016 but scored 4 top 5s and 16 top tens throughout the season including a 2nd place at Road America(the site of his first win).

Brendan Gaughan and South Point returned for the 2017 season, but he failed to score a victory after running solidly all year. However, on November 17, 2017, it was announced that RCR is downsizing to three teams in 2018, shutting down the 33 and 62 teams after the 2017 season.

Truck No. 2 history

For 2012, RCR took over the No. 2 truck of KHI that won the Owners Championship in 2011. The truck was split by Tim George Jr. running 12 races with Applebee's sponsoring, with a best finish of 9th, Brendan Gaughan in 7 races with a best finish of 2nd, and Harvick at both Martinsville races and Dover, winning at the spring Martinsville race. George Jr. was set to run another partial season in 2013, but he decided to move to Wauters Motorsports instead.
 * Multiple Drivers (2012)

Austin Dillon ran the No. 2 truck at Eldora in 2014 with sponsorship from American Ethanol.
 * Part Time (2014)

Truck No. 3 history
In the infant years of the CWTS (then known as the SuperTruck Series), RCR fielded its own truck team, the No. 3 Goodwrench Chevy. 37-year-old driver Mike Skinner was signed to drive the truck for the 1995 season. Skinner won the series' inaugural race at Phoenix International Raceway, passing Winston Cup driver Terry Labonte on the final lap of the race. He went on to win eight races, and won the series first championship by a 126-point margin. Skinner won eight more races and finished third in points in 1996. Skinner scored a total of 16 wins and 15 poles over two seasons.
 * Mike Skinner (1995–1996)

After Skinner moved onto the Cup series, Jay Sauter hopped on board, winning four times and finishing in the top 10 in points all three years. He was the last driver to win for RCR in the NASCAR Truck Series, until July 11, 2010, when Childress's grandson, Austin Dillon, won the Lucas Oil 200 at Iowa Speedway. After 1999, Childress moved the program up to the NASCAR Busch Series.
 * Jay Sauter (1997–1999)

The truck team returned during the 2009 season as the No. 3 Chevrolet Silverado driven by Childress's grandson, Austin Dillon for the inaugural race at Iowa Speedway. Dillon would start 9th and finish 12th despite an early spin.
 * Austin Dillon (2009–2011)

In 2010, Dillon drove the No. 3 truck full-time sponsored by Bass Pro Shops. Austin won an impressive 5 poles, 2 wins (Iowa and Vegas), and had 15 top tens en route to a 5th-place finish in the championship and the 2010 ROTY award.

In 2011, Dillon drove the No. 3 truck to two wins at Nashville and Chicago, winning the championship over Johnny Sauter.

After winning the Truck Series championship, Austin moved up to the Nationwide Series, passing down the No. 3 truck to his brother Ty Dillon for 2012. Ty would take his first win at Atlanta and nearly won the championship at Homestead before crashing while battling Kyle Larson. Ty finished 4th in the standings.
 * Ty Dillon (2012–2013)

In the 2013 WinStar World Casino 350K, Dillon won the 100th victory in NASCAR for a No. 3.

Ty Dillon returned to the No. 3 truck with Bass Pro Shops for the dirt race at Eldora in 2014. After the Eldora race, Austin Dillon then won with the No. 3 at Pocono, with Yuengling as a sponsor.
 * Part-time (2014)

Truck No. 22 history
Childress' second truck entry debuted in 2009 with Tim George Jr. behind the wheel of the No. 22 truck part-time.
 * Tim George Jr. (2009–2010)

In 2011 with Joey Coulter was tabbed as the driver behind the wheel of the No. 22 truck. Coulter stayed consistent throughout the year, having the least DNF's among all other rookies. Coulter would eventually prevail over Nelson Piquet Jr. and Parker Kligerman to win Rookie of the Year. Coulter would get his first win in the Pocono Mountains 125 at Pocono Raceway, his first win in 36 attempts in the Camping World Truck Series.
 * Joey Coulter (2011–2012)

Truck No. 39 history
In 2013 RCR purchased the No. 39 owners points from RSS Racing to field the truck for Austin Dillon in the inaugural Mudsummer Classic at Eldora Speedway, with sponsorship from American Ethanol. Dillon led a race-high 63 laps, and won after a green-white-checker finish. The truck, the trophy and the famed piece of dirt track are on display at the NASCAR Hall of Fame. The No. 39 owners points were then sold back to RSS Racing.
 * Part Time (2013)

Truck No. 62 history
For 2013, Truck Series veteran Brendan Gaughan drove the truck, now numbered 62, for the full season. Gaughan would come close to finding victory lane on multiple occasions, scoring 10 top 5s and 13 top 10s to finish 7th in points. Gaughan and the No. 62 team moved up to the Nationwide series in 2014.
 * Brendan Gaughan (2013)

Driver development
RCR has featured a strong development program since the 1990s that has groomed several NASCAR regulars, most notably 2014 Cup Series Champion Kevin Harvick and Richard Childress' own grandsons Austin and Ty Dillon. Other notable former development drivers include Johnny Sauter, Mike Skinner, Clint Bowyer, Timothy Peters, John Wes Townley, Joey Coulter, and Ryan Gifford.

K&N Pro Series and ARCA Racing Series
RCR fielded a 31 car in the ARCA Racing Series in 2006, with Kevin Harvick Incorporated driver Burney Lamar running three races and RCR development driver Timothy Peters running one. The car returned in 2007 in six races, with Peters, Alex Yontz, and Tim McCreadie, scoring three top-ten finishes.

In 2008, Austin Dillon ran the full Camping World East Series schedule in the No. 3 Garage Equipment Supply Chevrolet. Initially driving for Andy Santerre Motorsports, Dillon moved under the RCR umbrella after four races. Dillon scored a win in his series debut at Greenville-Pickens Speedway (after Peyton Sellers winning car was disqualified) and finished second in points. Dillon also ran a single ARCA Racing Series event at Rockingham Speedway, finishing seventh in the No. 31 Chevrolet.

The 3 car ran five East Series races in 2009 sponsored by longtime RCR partner Mom N' Pops, with Austin Dillon running two races and brother Ty Dillon running three. Ryan Gifford ran four races in the East Series in the 29 Shell/Pennzoil Chevrolet with 3 top 10s, and made one start in the West Series. Austin also ran three ARCA races in the No. 31, with two second-place finishes. Kyle Grissom, son of Steve Grissom, drove the car at Rockingham to a 16th-place finish.

Ty Dillon ran eight of the ten K&N East Series races in 2010, scoring a win at Gresham Motorsports Park. Dillon also ran three ARCA races, scoring two victories in the No. 41 Chevrolet. The team also fielded the No. 31 Chevy full-time in ARCA for Tim George Jr., finishing 9th in points with five top 10 finishes. Dillon moved full-time in the ARCA Series in 2011 along with George Jr. Dillon won the ARCA championship with an impressive seven wins and seven poles. George improved to 7th in points and scored a weather-shortened win at Pocono.

Sponsorships
RCR has had numerous sponsor relationships over the years. From 1988 to 2007, Goodwrench GM Certified Service was a primary sponsor, finally ending its sponsorship in 2007. Starting in 2001, Cingular Wireless began a four-year sponsorship with RCR, which led to a sponsorship controversy after Cingular was merged with AT&T. Starting in 2001, The Hershey Company became an RCR sponsor with its candy brands such as Reese's Fast Break, Hershey's Kissables, Ice Breakers candy and Reese's Peanut Butter Cups Big Cup.

ECR Engines
ECR Engines, also known as ECR Technologies and formerly Earnhardt-Childress Racing Technologies, is the engine department for Richard Childress Racing, located on the RCR campus in Welcome, North Carolina. The company builds Chevrolet engines for RCR and several teams in the NASCAR Cup Series, Xfinity Series, Truck Series, and ARCA Racing Series. It also produced engines for all Cadillac DPi-V.Rs in the IMSA WeatherTech SportsCar Championship series from years 2017-2022. Current ECR clients include Beard Motorsports, Kaulig Racing, Trackhouse Racing, Our Motorsports, Jordan Anderson Racing and Big Machine Racing Team. Former clients included Furniture Row Racing, Wayne Taylor Racing, JTG Daugherty Racing, Tommy Baldwin Racing, Leavine Family Racing, StarCom Racing, Germain Racing, Richard Petty Motorsports, Legacy Motor Club, Action Express Racing, Chip Ganassi Racing,  JDC-Miller MotorSports and Juncos Racing.

The partnership was formed in May 2007 as a cooperation between Dale Earnhardt, Inc. and Richard Childress Racing to develop and build common engines for the Chevrolet NASCAR Cup Series and Xfinity Series teams campaigned by the two companies. The partnership was inherited in 2008 by Earnhardt Ganassi Racing, following the merger between DEI and Chip Ganassi Racing. At the time, the Nationwide Series (now Xfinity Series) and Truck Series engine departments were located at the DEI facility in Mooresville. The company is now known as ECR Engines, no longer connected with DEI or CGR. In 2016, the company became a wholly owned subsidiary of RCR.

ECR Engines has secured 8 straight IMSA WeatherTech SportsCar Engine Manufacturers Championships from 2012 - 2018 with 5 overall wins at the Rolex 24 At Daytona in years 2014, 2017–2020.

Technical alliances
RCR also holds technical alliances with several teams, including Kaulig Racing in the Cup Series, as well as Kaulig Racing, Our Motorsports, Jordan Anderson Racing, Alpha Prime Racing, and Big Machine Racing Team in the Xfinity Series. Under these relationships, RCR provides engines, equipment, and technical support. RCR's first alliance model was in the started in 1997 as RAD (Richard, Andy, and Dale) Racing engines, an aerodynamics program shared with DEI and Andy Petree Racing. The Alliance concluded midway into 2004, when Petree shut down his team.

RCR previously held a successful alliance with Furniture Row Racing,  JTG Daugherty Racing, Leavine Family Racing, GMS Racing, Germain Racing, Richard Petty Motorsports, and StarCom Racing.

In 2021, RCR and Hendrick Motorsports will formalize a joint venture focused on engine R&D and the establishment of a common Chevrolet engine specification. The effort will be led by Jeff Andrews of Hendrick Motorsports and Richie Gilmore of RCR and be referred to as HCD (Hendrick Childress Development).

2007
Following the 2007 Daytona 500, the paint scheme of Kevin Harvick's winning No. 29 car infuriated NASCAR fuel supplier Sunoco, particularly the large Shell Oil logos on the car and team uniforms. Harvick had also worn his Shell firesuit during the Busch Series race he won the day before. Sunoco believed its exclusive rights to provide fuel to the sport also gave them exclusive marketing rights to gasoline, with other companies' limited to marketing secondary products such as motor oil. The 29 team altered its paint scheme the following week with smaller Shell decals, and larger emphasis of co-sponsor Pennzoil. It is to note that Sunoco sponsored Billy Hagan's race team from 1989 to 1992 with Sterling Marlin and Terry Labonte while Unocal 76 was the fuel supplier. Shell/Pennzoil remains in the sport with Team Penske's No. 22.

Meanwhile, AT&T had repeatedly requested that NASCAR allow them to advertise the AT&T Mobility brand on the No. 31 car following their merger with Cingular Wireless, but NASCAR refused to allow it, citing the Sprint Nextel contract. Cingular and Alltel (the sponsor of Team Penske's No. 12) had been grandfathered in when Nextel entered the sport in 2004, with the drivers wearing white Nextel Cup Series logos on their fire suits, but the change in ownership of the former led Sprint to contest the sponsorship. After trying and failing to get NASCAR to approve the addition of the globe logo to the rear of the car, AT&T filed a lawsuit against NASCAR on March 16, 2007. On May 18, a federal judge ruled that AT&T should be allowed to replace the Cingular logos with AT&T logos, and said that AT&T was likely to win the lawsuit. The AT&T logo ran on the No. 31 at the NASCAR Nextel Cup All-Star Challenge on May 19 and every race afterwards until NASCAR ordered the sponsorship off before the 2007 Sharpie 500. RCR and Jeff Burton went a step further, with Burton showing up in a logo-less firesuit, and the black and orange car ran without Cingular or AT&T logos. A settlement before the Chevy Rock and Roll 400 was made where AT&T Mobility could sponsor the car until the end of 2008.

title: Richard Childress Racing


text:
Talk:Frank G. Jackson

Campaign literature?
This page reads like a campaign flyer, not an objective encyclopedia entry. It deserves immediate clean-up. -- 65.34.87.70 19:07, 29 August 2005 (UTC)

 * I pulled the campaign literature out of it and left the stub intact. Perhaps an impartial person with more information on Mr. Jackson could expand on it. -- Clevelandguy  05:45, 14 September 2005 (UTC)

 * Does anyone really know enough about Frank Jackson to write an article that DOESN'T sound like campaign literature? Frankly, I'm impressed that the article held more than the typical "Frank Jackson is a True Cleavelander" fare that we've been getting. -- 24.50.195.234  01:15, 20 December 2005 (UTC)

African American Italian?
Is that actually a distinction? It seems like a silly thing to say. john k (talk) 21:36, 6 February 2008 (UTC)

This is a trainwreck
Unreferenced, claism and counterclaims, this is a real mess. I'll nominate it for deletion next week if it is not fixed. Bearian (talk) 05:03, 3 December 2009 (UTC)

 * I don't see this in the current version? Where are claims and counterclaims? Hipocrite (talk) 16:17, 3 December 2009 (UTC)

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"Political party"?
Why is there a "political party" in the subject's description, when his office (Mayor) is a nonpartisan election AND his state does not register voters by party? 192.34.130.55 (talk) 15:30, 19 June 2024 (UTC)

 * Because sources that identify that Jackson is a Democrat include . Just because the mayoral election itself doesn't use party labels does not mean Jackson or other individuals are not affiliated with parties. Reywas92Talk 19:20, 19 June 2024 (UTC)

title: Talk:Frank G. Jackson


text:
Walter E. Washington Convention Center

The Walter E. Washington Convention Center is a 2.3 e6sqft convention center located in Washington, D.C., owned and operated by the city's convention arm, Events DC. Designed in a joint venture by the Atlanta-based architecture firm Tvsdesign, Washington, D.C.- based architects Devrouax & Purnell Architects Planners PC and Mariani and Associates, the convention center is located in a superblock bounded by Mount Vernon Square and 7th, 9th and N streets, N.W. It is served by the Mount Vernon Square station on the Yellow and Green lines of the Washington Metro. It was completed in 2003.

The center is noted for its extensive permanent collection of contemporary art, the largest of any convention center in the United States and one of the largest public art collections in Washington, D.C., outside of a museum, including works by Sam Gilliam, Sol LeWitt, Jaune Quick-to-See Smith, Sarah Sze, and Carrie Mae Weems.

Major events
Six of the nine official inaugural balls for the 2005 second inauguration of George W. Bush were held at the convention center.

In 2006, the Council of the District of Columbia approved legislation naming the then-Washington Convention Center in honor of the city's first home rule mayor, the late Walter E. Washington. In 2008, the WCSA Board of Directors agreed to expand the newly built convention center by 75000 sqft.

Six of the 10 official balls of the 2009 Presidential Inauguration of Barack Obama took place there, including the first-ever Neighborhood Ball.

The center was the principal site of the 2010 Nuclear Security Summit hosted by President Barack Obama.

On November 10, 2011, ground was broken on the 14-story Washington Marriott Marquis, a $520 million, four-star, 1,175-room "convention center headquarters hotel" with more than 100000 sqft of meeting room space. Also in 2011, the convention center hosted a major fight card with a welterweight championship match between Lamont Peterson and Amir Khan at the Walter E. Washington Convention Center.

In 2013, it was announced that the Walter E. Washington Convention Center would be the 5-year host of Otakon, the Japanese and East Asian culture convention that was held since 1999 in the Baltimore Convention Center in Baltimore, Maryland, starting with Otakon 2017 and going at least until Otakon 2021. It was considered to be a "great win" for Washington, D.C.'s convention business with an estimated $25 million annual revenue for D.C. and over 30,000 visitors expected during the time Otakon is in D.C. Otakon announced in 2016 that they would remain at the Walter E. Washington Convention Center through Otakon 2024.

The pop culture convention Awesome Con debuted at the center in 2013. After a successful debut (and some growing pains), the annual event has grown to become one of the largest fan conventions on the East Coast of the United States. The 2013 event drew about 7,000 attendees. The 2017 event hosted 70,000 attendees. Celebrity guests have included David Tennant, John Boyega, Stan Lee, Alex Kingston, William Shatner, George Takei and many others.

Since 2014 the National Book Festival has been held at the center.

The Frederick Classic on the Hill women's gymnastics tournament is held at the convention center.

In December 2022, President Biden hosted delegations from 49 African nations at the Convention Center for the United States–Africa Leaders Summit 2022.

From July 9 to 11, 2024, the center hosted the 2024 Washington summit of the North Atlantic Treaty Organization.

Following the NATO summit, U.S. President Joe Biden hosted a solo press conference to assure Democratic politicians, voters, and European allies that he had the energy and leadership to beat Donald Trump in the 2024 presidential election.

The old Washington Convention Center
The previous Washington Convention Center was located one block southwest at 909 H Street NW, occupying the city block bounded by New York Avenue, 9th Street, H Street and 11th Street. Construction on the center began in 1980, and it opened on December 10, 1982. At 800000 sqft, it was the fourth largest facility in the United States at the time. However, during the 1980s and 1990s, numerous larger and more modern facilities were constructed around the country, and by 1997 the Washington Convention Center was only the 30th largest facility.

After being replaced by the new Walter E. Washington Convention Center, the old convention center was imploded at approximately 7:30 a.m. on December 18, 2004.

title: Walter E. Washington Convention Center


text: User talk:207.232.224.236

title: User talk:207.232.224.236


text: Talk:Animal Crackers (1930 film)

title: Talk:Animal Crackers (1930 film)


text:
Talk:Blyth Valley

Untitled
Why is this article separate from Blyth Valley (UK Parliament constituency)? I'd suggest the contents of this article are merged into that one. --Halsteadk 19:08, 29 August 2005 (UTC)
 * See Talk:Blyth Valley (UK Parliament constituency) -- Halsteadk 14:11, 3 September 2005 (UTC)

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Talk:Blyth Valley (UK Parliament constituency)

Untitled
Why is this article separate from Blyth Valley? I'd suggest the contents of that article are merged into this one. --Halsteadk 19:08, 29 August 2005 (UTC)
 * Every constituency has it's own page, the constituency borders are set independently of the district and don't neccessarily correspond, the article should have all results back to 1950 and hopefully intime include commentary (see Newbury for an example), it would be a bad idea to merge them. -- Joolz 22:40, 29 August 2005 (UTC)
 * Fair comment, and one I've now seen in the case of Wansbeck district and constituency, which cover rather different areas to each other despite having the same name. -- Halsteadk 14:09, 3 September 2005 (UTC)

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 * Added archive https://web.archive.org/web/20150402095505/https://my.greenparty.org.uk/candidates?display_name=Blyth+Valley&display_name_1=&display_name_2=All&relationship_type=All to https://my.greenparty.org.uk/candidates?display_name=Blyth+Valley&display_name_1=&display_name_2=All&relationship_type=All

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text: Talk:Grande Bibliothèque du Québec

title: Talk:Grande Bibliothèque du Québec


text:
File talk:Videores.png

Se discussion about a new or similar image in User:Andreas -horn- Hornig/Think Tank. -- ABostrom 19:09, August 29, 2005 (UTC)

title: File talk:Videores.png


text:
Volkswagen Eos

The Volkswagen Eos is a compact two-door, four passenger convertible manufactured and marketed by Volkswagen from 2006 to 2016 — noted for its five-section hardtop retractable roof which itself featured an independently operable glass sunroof. VW marketed the body configuration as a CSC (coupe-sunroof-convertible).

Assembled at AutoEuropa in Portugal, the Eos succeeded the Golf Cabriolet. Eos production ended in May 2015, with a limited number of base trim models marketed as 2016 models in the United States.

The model name derived from Eos, the Greek goddess of the dawn.

History
Prior to production, the Eos was shown as the Concept C at the 2004 Geneva Motor Show — designed by a team headed by Peter Schreyer, Head of Volkswagen Design in Wolfsburg. Other sources attribute the design of the Eos specifically to Slovenian Robert Lešnik.

The production Eos, manufactured at the AutoEuropa plant in Portugal, was presented in September 2005, at the Frankfurt Motor Show, with the North American introduction at the Los Angeles Auto Show in January 2006.

Unlike the Cabrio, which was a convertible version of the Golf hatchback, the Eos was a standalone model with all new body panels, sharing its platform and components with the Volkswagen Golf (Mk5).

Roof design

The Eos uses a five piece folding roof with an integrated, independently operating glass sunroof — making the Eos the only retractable hardtop of this kind. The roof folds automatically into the trunk in twenty five seconds, reducing trunk space from 10.5 to 6.6 cuft.

The roof, designed and manufactured by OASys, a subsidiary of Webasto Germany, uses its own hydraulic control system and numerous rubber seals. Periodic maintenance is required so seals remain conditioned and functional.

Early Eos models had a leak-prone seal design, subsequently updated in the 2009/2010 timeframe. Proper body alignment is critical for proper top function.

Facelift
A facelifted Volkswagen Eos appeared in October 2010, and went on sale as a model of 2012 outside Europe. This facelift includes a revised front and rear fascias, headlights and tail lights, side mirrors, as well as new wheel designs.

Eos White Night
The White Night edition featured a black interior, white exterior paint, black painted roof, LED tail lights, and 18 inch Budapest wheels.

Other features include black mirror covers, radiator grille and trim strips, black Nappa leather seats, door and side trim and black steering wheel with contrasting seams, trim strips and radio trim in candy white, sill panel strips with white night letters. Other features include automatic climate control, sports chassis lowered 15 mm and heated front seats. The option was available with all non V6 models.

United States Final Edition
Sales of the Eos steadily declined, and by 2014 had become one of the VW last models using the Mark 5 platform.

During 2014, Volkswagen announced the Eos' discontinuation with close of model year 2015, marked by a Final Edition trim level.

The 2015-only Final Edition trim replaced the Sport trim marketed in the US and included Sport trim features along with a two tone beige/black leather upholstery, back up camera and park distance control — and three available paint colors: black, brown and white.

2016 United States
In August 2015, Volkswagen announced a limited run of Eos models of 2016 in Komfort trim only. In October 2015, at least one dealer was quoted as saying only 1,300 cars were made available for the United States in four colours: black, brown, red and white. Since 2014, the Komfort trim included a high level of standard features as well as in-dash navigation.

International markets
The Eos was released in Europe in the first quarter of 2006, and in North America in the third quarter of 2006. Right hand drive markets, such as Japan, began sales in October 2006, followed by New Zealand and Australia in January 2007. It was released in South Africa in the second quarter of 2007.

title: Volkswagen Eos


text:
Xiahou Shang

Xiahou Shang (died May or June 226), courtesy name Boren, was a Chinese military general and politician of the state of Cao Wei during the Three Kingdoms period of China. He was a distant younger relative of Xiahou Yuan and a close friend of Cao Pi, the first emperor of the Cao Wei state.

Early life
Xiahou Shang was a distant younger relative of Xiahou Yuan and Xiahou Dun, generals who served under Cao Cao, the warlord who rose to power in the late Eastern Han dynasty and laid the foundation for the Cao Wei state in the Three Kingdoms period. As a youth, he was already known for being well-versed in planning and strategy. Cao Pi, one of Cao Cao's sons, highly regarded Xiahou Shang and treated him as a close friend.

Service under Cao Cao
In the 200s, when Cao Cao was at war with his rival Yuan Shao for control over northern China, Xiahou Shang served as a major (司馬) in Cao Cao's army and led cavalry forces into battle against Yuan Shao and his heirs. In 211, after Cao Pi was appointed General of the Household for All Purposes (五官中郎將) in the Han imperial court, Xiahou Shang served as a wenxue (文學; an officer of writings) under him. In 213, after Emperor Xian, the figurehead emperor of the Han Empire, enfeoffed Cao Cao as the Duke of Wei (魏公), Xiahou Shang was reassigned to be a Gentleman of the Yellow Gate (黃門侍郎) in Cao Cao's dukedom. In 216, Emperor Xian elevated Cao Cao from the status of a duke to a vassal king under the title "King of Wei" (魏王).

When the Wuchendi (無臣氐) branch of the Wuhuan tribes started a rebellion in Dai Commandery (代郡; around present-day Yu County, Hebei) and Shanggu Commandery (上谷郡; around present-day Beijing) in May 218, Cao Cao ordered his son Cao Zhang to lead forces to quell the revolt. During this time, Xiahou Shang served as an army adviser (參軍) under Cao Zhang and assisted him in defeating the Wuchendi.

Service under Cao Pi
In March 220, after Cao Cao died in Luoyang, Xiahou Shang received orders to lead the convoy escorting Cao Cao's coffin back to Ye (鄴; in present-day Handan, Hebei), the capital of the vassal Kingdom of Wei, for a proper funeral and burial. Cao Pi, as Cao Cao's heir apparent, succeeded his father as the King of Wei and Imperial Chancellor of the Han Empire. He first appointed Xiahou Shang as a Regular Mounted Attendant and later promoted him to Commandant of the Central Army (中領軍). As a reward for Xiahou Shang's contributions, Cao Pi also enfeoffed him as the Marquis of Pingling Village (平陵亭侯).

In late 220, Cao Pi usurped the throne from Emperor Xian, ended the Eastern Han dynasty, and established the Cao Wei state with himself as the new emperor. After his coronation, he elevated Xiahou Shang from a village marquis to a district marquis under the title "Marquis of Pingling District" (平陵鄉侯). Xiahou Shang was also appointed as General Who Attacks the South (征南將軍) and Inspector (刺史) of Jing Province, and put in charge of supervising military affairs in the southern frontiers of Wei.

Battle of Shangyong
During this time, Xiahou Shang proposed to Cao Pi to launch an attack on Shangyong Commandery (上庸郡; around present-day Zhushan County, Hubei), which was a territory of Cao Pi's rival Liu Bei. Cao Pi approved and ordered him and Xu Huang to lead troops to attack Shangyong Commandery. Xiahou Shang achieved success in his mission and pacified a total of three commanderies and nine counties. Cao Pi promoted him to Senior General Who Attacks the South (征南大將軍) in recognition of his achievements.

Battle of Jiangling
Sun Quan, another rival of Cao Pi, initially pledged allegiance to the Cao Wei state after Cao Pi became emperor in late 220. Cao Pi was so pleased that he awarded Sun Quan the title of a vassal king, "King of Wu" (吳王), and recognised Sun Quan's claim to the territories in the Jiangdong region and southern Jing Province. Xiahou Shang knew that Sun Quan was only pretending to submit to Wei rule so he urged Cao Pi to maintain his guard against Sun Quan. As Xiahou Shang foresaw, Sun Quan broke ties with Cao Pi in 222 and declared himself the emperor of an independent Eastern Wu (or simply Wu) regime.

In 222, Cao Pi retaliated against Sun Quan by launching the first of a series of campaigns against Wu. He ordered Xiahou Shang, Cao Zhen and others to lead troops to attack Jiangling (江陵; present-day Jiangling County, Hubei), which was defended by the Wu general Zhu Ran, while he was stationed at Wan (宛; in present-day Nanyang, Henan) to provide backup. Sun Quan ordered his general Zhuge Jin to attack Xiahou Shang. Zhuge Jin deployed his naval forces across different locations in the river. That night, Xiahou Shang ordered some 10,000 troops to split up and board smaller boats to cross the river and launch a stealth attack on Zhuge Jin on both land and water. They scored a major victory over Zhuge Jin as they burnt down the Wu ships and destroyed some Wu camps on the opposite bank of the river. In 223, when an epidemic broke out while Wei forces were laying siege to Jiangling, Cao Pi ordered the Wei forces to pull back, thus bringing an end to the campaign. As a reward for Xiahou Shang's contributions during the campaign, Cao Pi awarded him an additional 600 taxable households in his marquisate, bringing the total number up to 1,900. He also gave Xiahou Shang a ceremonial axe and promoted him to Governor (牧) of Jing Province.

When Xiahou Shang assumed governorship of (northern) Jing Province, the lands were barren and infrastructure was in ruins after years of war. Most of the population have migrated to the lands south of the Han River which were Wu territory. Besides, there were various non-Han Chinese tribes living around Jing Province who occasionally started uprisings and caused trouble for the regional government. After conquering Shangyong Commandery (上庸郡; around present-day Zhushan County, Hubei) in 221, Xiahou Shang used it as a bridge to establish contact with the non-Han Chinese tribes living in the lands 700 li to the west and succeeded in pacifying them and gaining their support. Within five to six years, thousands of households pledged allegiance to Wei. In 224, Cao Pi changed Xiahou Shang's marquis title to "Marquis of Changling District" (昌陵鄉侯).

Family feud
Xiahou Shang married the younger sister of Cao Zhen, an adopted son of Cao Cao and a close childhood friend of Cao Pi. In his later years, Xiahou Shang took a concubine, whom he loved dearly. A family feud broke out when Xiahou Shang's concubine started fighting with Cao Zhen's sister to become Xiahou Shang's official spouse. When Cao Pi heard about it, he decided to intervene as a show of support for his fellow members of the Cao clan, so he had Xiahou Shang's concubine executed by strangulation.

Xiahou Shang was so upset by his concubine's death that he fell sick and his health started deteriorating. After burying his concubine, he stayed indoors all the time and refused to meet anyone. When Cao Pi heard about it, he remarked, "Maybe Du Xi had good reason(s) to look down on (Xiahou) Shang." Despite this incident, Cao Pi still highly favoured Xiahou Shang because he was a close childhood friend.

Death
In 225, when Xiahou Shang became critically ill, he had to be sent back to the Wei imperial capital, Luoyang, from his post in Jing Province. During this time, Cao Pi personally visited him, held his hand and sobbed with grief. Xiahou Shang died shortly after. Cao Pi honoured him with the posthumous title "Marquis Dao" (悼侯) and wrote an official eulogy for him: "(Xiahou) Shang had been a close companion to me since my childhood. He was loyal, sincere and faithful. Although we did not have the same parents, we were as close as brothers. He was like my stomach and heart, and like claws and teeth to me. He was intelligent, perceptive and exceptionally brilliant. It is a pity that his life ended so early. Alas, such is life! I hereby grant him the posthumous appointment of Senior General Who Attacks the South and award him the seal of the Marquis of Changling."

Family
Xiahou Shang married Cao Zhen's younger sister, whose personal name is unknown; she was referred to as the Lady of Deyang District (德陽鄉主). They had a son, Xiahou Xuan, and a daughter, Xiahou Hui. Xiahou Xuan inherited his father's peerage and marquisate as the Marquis of Changling (昌陵侯). Cao Pi removed 300 taxable households from the marquisate and awarded it to Xiahou Feng (夏侯奉), a nephew of Xiahou Shang who was enfeoffed as a Secondary Marquis (關內侯).

Xiahou Shang had another daughter who married He You (和逌), He Qia's son, and bore He Jiao (和嶠).

Xiahou Shang also had a younger cousin Xiahou Ru (夏侯儒), according to the Weilüe, who served as a military officer in Cao Wei under Zhang Ji (張既).

In Romance of the Three Kingdoms
Xiahou Shang is a minor character in the 14th-century historical novel Romance of the Three Kingdoms, which romanticises the historical figures and events before and during the Three Kingdoms period. He participates in the Battle of Mount Dingjun as a subordinate of Xiahou Yuan against Liu Bei's forces. During a skirmish, he is captured by the enemy and but is later released in exchange for the enemy officer Chen Shi, who was captured by Xiahou Yuan. During the exchange, Huang Zhong fires an arrow at him, which hits him in the back and seriously injures him.

title: Xiahou Shang


text: File:Mingus Ah Um - Charles Mingus.jpg

title: File:Mingus Ah Um - Charles Mingus.jpg