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Introduction
The 24th International 500-Mile Sweepstakes Race was held at the Indianapolis Motor Speedway on Saturday, May 30, 1936. The race was part of the 1936 AAA Championship Car season. The race is remembered for three noteworthy Indy traditions getting their start.
Louis Meyer became the first three-time winner of the Indianapolis 500. He notably celebrated in victory lane with a bottle of buttermilk, which later started the famous tradition of serving milk in victory lane at Indianapolis.
Lawson Harris served as Meyer's riding mechanic. Harris, who also rode with Meyer in 1933, became the first two-time Indianapolis 500 winning riding mechanic.
The Borg-Warner Trophy debuted for the winner in 1936. Also, pace car driver Tommy Milton suggested that the race winner should be awarded the official pace car as part of his complement of prizes. Louis Meyer was given the keys to the Packard after the race, and it has been a tradition ever since (with only a handful of exceptions).
Time trials
Ten-lap (25 mile) qualifying runs were utilized. Rex Mays won the pole position for the second consecutive year.
Qualifying Results
Date
Driver
Lap 1(mph)
Lap 2(mph)
Lap 3(mph)
Lap 4(mph)
Lap 5(mph)
Lap 6(mph)
Lap 7(mph)
Lap 8(mph)
Lap 9(mph)
Lap 10(mph)
Average Speed(mph)
Sat 5/16/1936
Rex Mays
119.745
119.348
118.743
119.968
121.065
119.984
120.289
119.697
119.253
118.985
119.644
Results
Finish
Start
No
Name
Entrant
Chassis
Engine
Qual
Rank
Laps
Led
Status
1
28
8
Louis Meyer
Louis Meyer
Stevens
Miller
114.171
18
200
96
Running
2
11
22
Ted Horn
Harry Hartz
Wetteroth
Miller
116.564
8
200
16
Running
3
4
10
Doc MacKenzie
Kelly Petillo
Wetteroth
Offenhauser
116.961
5
200
0
Running
4
30
36
Mauri Rose
Four Wheel Drive Auto Company
Miller
Miller
113.890
21
200
0
Running
5
3
18
Chet Miller
Boyle Motor Products
Summers
Miller
117.675
3
200
0
Running
6
25
41
Ray Pixley
Clarence Felker
Miller
Miller
116.703
7
200
0
Running
7
9
3
Wilbur Shaw
W. Wilbur Shaw
Shaw
Offenhauser
117.503
4
200
51
Running
8
14
17
George Barringer
Phil Shafer
Rigling
Offenhauser
112.700
27
200
0
Running
9
32
53
Zeke Meyer
Boyle Motor Products
Cooper
Studebaker
111.476
30
200
0
Running
10
5
38
George Connor
Joe Marks
Adams
Miller
116.269
9
200
0
Running
11
12
35
Freddy Winnai
Midwest Racing Team
Stevens
Offenhauser
116.221
10
199
0
Flagged
12
24
9
Ralph Hepburn
Ralph Hepburn
Miller
Offenhauser
112.673
28
196
0
Flagged
13
27
28
Harry McQuinn
Alden Sampson II
Stevens
Miller
114.118
19
196
0
Out of gas
14
10
7
Shorty Cantlon
William S. White
Weil
Miller
116.912
6
194
0
Out of gas
15
1
33
Rex Mays
Paul Weirick
Adams
Sparks
119.644
1
192
12
Out of gas
16
23
54
Doc Williams
Race Car Corporation
Cooper
Miller
112.837
26
192
0
Out of gas
17
29
32
Lou Moore
Lou Moore
Miller
Offenhauser
113.996
20
185
0
Out of gas
18
33
19
Emil Andres
J. Stewart Carew
Whippet
Cragar
111.455
31
184
0
Flagged
19
15
4
Floyd Roberts
Joe Lencki
Stevens
Offenhauser
112.403
29
183
0
Out of gas
20
20
14
Frank Brisko
Elgin Piston Ring Company
Miller
Brisko
114.213
17
180
0
Out of gas
21
17
12
Al Miller
Boyle Motor Products
Smith
Miller
116.138
11
119
0
Crash FS
22
7
42
Cliff Bergere
Bowes Seal Fast Corporation
Stevens
Miller
113.377
22
116
0
Engine support
23
26
15
Deacon Litz
A. B. Litz
Miller
Miller
115.997
13
108
0
Crankshaft
24
2
21
Babe Stapp
Gil Pirrung
Shaw
Offenhauser
118.945
2
89
25
Crankshaft
25
19
5
Billy Winn
James W. Winn
Miller
Miller
114.648
16
78
0
Crankshaft
26
22
52
Frank McGurk
Charles Worley
Adams
Cragar
113.102
24
51
0
Crankshaft
27
8
27
Louis Tomei
Babe Stapp
Wetteroth
Miller
111.078
33
44
0
Engine support
28
6
44
Herb Ardinger
Bowes Seal Fast Corporation
Stevens
Miller
115.082
15
38
0
Transmission
29
18
6
Chet Gardner
Chester L. Gardner
Duesenberg
Offenhauser
116.000
12
38
0
Clutch
30
16
43
Jimmy Snyder
Murrell Belanger
Stevens
Miller
111.291
32
21
0
Oil leak
31
21
47
Johnny Seymour
William L. Cantlon
Stevens
Miller
113.169
23
13
0
Clutch
32
31
46
Fred Frame
Moore & Fengler
Miller
Miller
112.877
25
4
0
Piston
33
13
2
Bill Cummings
Boyle Motor Products
Miller
Offenhauser
115.939
14
0
0
Clutch
Alternates
First alternate: Al Putman
Failed to Qualify
George Bailey (#51)
Henry Banks
Rick Decker (#44)
Dave Evans (#25)
Dusty Fahrnow (#55)
Tony Gulotta (#31, #56)
Harry Hunt
Luther Johnson (#49) - Withdrew
Roy Painter
Kelly Petillo (#10)
Phil Shafer (#26)
Overton Snell
Russ Snowberger (#23)
Lucky Teter - Did not appear
Joel Thorne - Did not appear
George Wingerter (#57)
Race summary
To slow the cars, a fuel limit of 37.5 gallons of gasoline was implemented for the race distance. Engine tuners struggled to make their engines more efficient.
At the start, polesitter Rex Mays led but soon dropped out with a faulty throttle. Wilbur Shaw then took the lead, but lost time with a 17-minute pit stop to re-fasten loose rivets on his engine hood.
Louis Meyer steadily moved up through the field and took the lead by halfway. He pitted for fuel at 350 miles, allowing Ted Horn to take the point. But Meyer caught him, pulled away and became the first 3-time "500" winner. He wasn't sure his fuel would last until the end. He said, "That last lap, I held my breath."
For 1936, riding mechanics were required.
After numerous fatalities in the 1935 race, additional safety measures were introduced for 1936. All new drivers were required to pass a rookie test prior to qualifying. In addition, the inside wall was removed in several locations, the outside walls were angled inward to keep cars from going over them, and several portions of the track were paved over in asphalt. In a sharp contrast to previous years, the 1936 race saw zero fatalities amongst the competitors and/or spectators. It marked the only year from the span of 1929-1940 (the Depression Era) in which no fatalities occurred at the Speedway.
Bill Cummings car failed to pull away from the grid due to clutch and transmission failure. He became the first driver in Indy history to line up for the grid, but fail to pull away and start the race. |
Introduction
Michael Howard King is an American commentator, columnist and Murrow Award-winning & Emmy Award-winning television producer.
Early life and education
Born and raised in Gary, Indiana, King graduated from Roosevelt High School in Gary in 1980. King attended Howard University and Purdue University and was a student journalist for the Purdue Exponent. His uncle Emery King was a reporter for NBC News.
Career
While still a high school student, King began his first media job in August 1979 as a weekend DJ for Gary radio station WLTH. King worked at various other radio stations in Northern Indiana and the Washington metropolitan area in the 1980s.
King moved to the Atlanta metropolitan area in 1994, becoming station manager for WIGO (later WALR), a talk radio station targeting black Atlanta listeners. At WIGO, King launched new programming in January 1995 such as Georgia Live, a daily interview show distributed to seven other stations in Georgia and South Carolina.
Joining black conservative organization Project 21 in 1996, King wrote commentaries for Project 21 from 1998 to 2005. In one 1999 commentary for Project 21, King opposed lowering academic standards for NCAA student-athletes on the grounds that "the primary purpose for college was to get an education, not to act as a farm system for the NBA."
Joining CNN Interactive in 1997, King was part of the web development team that launched CNNSI.com, the website for CNN Sports Illustrated, later that year.
In September 2005, King became a producer and reporter with WXIA-TV Atlanta.
In 2021, King moved from WXIA to Atlanta television station WUPA as a digital media strategist.
Awards and recognition
At WXIA, King was part of WXIA's news production team that won the 2011 Southeast Emmy Award for News Programming Excellence (Category 1A) and the 11Alive.com website team that won a 2015 regional RTDNA Edward R. Murrow Award for Best Website.
In 2016, King won the Edward R. Murrow Award for Investigative Reporting among large market TV stations. This award was for an in-depth report on WXIA about the American Legislative Exchange Council, "Smart ALEC: The Backroom Where Laws Are Born".
Personal life
King lives in Mableton, Georgia. |
Introduction
The 23rd International 500-Mile Sweepstakes Race was held at the Indianapolis Motor Speedway on Thursday, May 30, 1935. Despite attempts to improve participant safety by requiring crash helmets and installing green and yellow lights around the track, the event that year would prove to be one of the worst in terms of fatalities.
Kelly Petillo won the race, accompanied by riding mechanic Jimmy Dunham. Pete DePaolo, the 1925 winner, was the team principal, becoming the first individual to win the race separately as a driver and an owner.
The race was part of the 1935 AAA Championship Car season.
Pre-race and qualifying
Ten-lap (25 mile) qualifying runs were utilized.
On May 21, nine days before the race, three prospective participants lost their lives. Rookie Johnny Hannon, on just his first lap at racing speed, had his car go over the outside retaining wall and was killed from a fractured skull. Later that day, driver Hartwell "Stubby" Stubblefield also had his car go over the outside wall, and both he and his riding mechanic Leo Whitaker died from injuries they received being thrown from the vehicle. Kelly Petillo, the eventual winner, had his own difficulties getting into the field. His initial qualifying run (a record-breaking 121.687 mph) was voided when his car was ruled to have exceeded the fuel limit. Returning to the track, he had an engine blow, before finally having a qualifying run of 115.095 that placed him 22nd in the field.
Qualifying Results
Date
Driver
Lap 1(mph)
Lap 2(mph)
Lap 3(mph)
Lap 4(mph)
Lap 5(mph)
Lap 6(mph)
Lap 7(mph)
Lap 8(mph)
Lap 9(mph)
Lap 10(mph)
Average Speed(mph)
Sat 5/18/1935
Rex Mays
121.310
121.425
121.819
120.773
121.212
121.359
120.208
119.936
119.506
119.856
120.736
Race
Driver Clay Weatherly would beg Leon Duray, the owner of Hannon's crashed car, to allow him to drive it in the race. The car would prove no luckier for Weatherly, who would be killed when the car crashed through the inner guard rail coming out of turn four on lap nine. Rex Mays would lead most of the first before being forced out with mechanical failure. Petillo had climbed to second, and after Mays' departure led most of the remainder other than briefly following a pit stop. Petillo easily broke the record for the fastest average speed (106.240 mph) despite being slowed somewhat by rain near the end of the race. Petillo received approximately $33,000 in winnings for the race.
Aftermath
The driver deaths in 1935 caused the Speedway to develop a program to test rookie drivers which was instituted in 1936. Adjustments were also made to the configuration of the turns. Petillo would race in five more 500s, never again finishing higher than 18th. Six of the thirty-three drivers who started the race would end up having their lives ended in accidents at the Indy Speedway.
Results
Finish
Start
No
Name
Entrant
Chassis
Engine
Qual
Rank
Laps
Led
Status
1
22
5
Kelly Petillo
Kelly Petillo
Wetteroth
Offenhauser
115.095
15
200
102
Running
2
20
14
Wilbur Shaw
Gil Pirrung
Shaw
Offenhauser
116.854
7
200
5
Running
3
5
1
Bill Cummings
H. C. Henning
Miller
Miller
116.901
6
200
0
Running
4
3
22
Floyd Roberts
Earl Haskell
Miller
Miller
118.671
3
200
0
Running
5
7
21
Ralph Hepburn
Ralph Hepburn
Miller
Miller
115.156
13
200
0
Running
6
19
9
Shorty Cantlon
William J. Cantlon
Stevens
Miller
118.205
4
200
0
Running
7
9
18
Chet Gardner
Alden Sampson II
Stevens
Miller
114.556
17
200
0
Running
8
13
16
Deacon Litz
A. B. Litz
Miller
Miller
114.488
18
200
0
Running
9
15
8
Doc MacKenzie
Gil Pirrung
Rigling
Miller
114.294
20
200
0
Running
10
17
34
Chet Miller
Fred Frame
Summers
Miller
113.552
24
200
0
Running
11
8
19
Fred Frame
Harry Hartz
Wetteroth
Miller
114.701
16
200
0
Running
12
4
36
Louis Meyer
Louis Meyer
Stevens
Miller
117.938
5
200
0
Running
13
16
15
Cliff Bergere
Phil Shafer
Rigling
Buick
114.162
23
196
0
Out of gas
14
31
62
Harris Insinger
Mikan & Carson
Mikan-Carson
Studebaker
111.729
30
185
0
Flagged
15
21
4
Al Miller
H. C. Henning
Rigling
Miller
115.303
12
178
0
Magneto
16
26
43
Ted Horn
Harry A. Miller
Miller-Ford
Ford
113.213
27
145
0
Steering
17
1
33
Rex Mays
Paul Weirick
Adams
Miller
120.736
1
123
89
Spring shackle
18
23
7
Lou Moore
Lou Moore
Miller
Miller
114.180
22
116
0
Rod
19
14
37
George Connor
Joe Marks
Stevens
Miller
114.321
19
112
0
Transmission
20
10
2
Mauri Rose
Four Wheel Drive Auto Company
Miller
Miller
116.470
9
103
0
Studs
21
6
44
Tony Gulotta
Leon Duray
Stevens
Miller
115.459
11
102
0
Magneto
22
30
39
Jimmy Snyder
Joel Thorne
Snowberger
Studebaker
112.249
29
97
0
Spring
23
24
41
Frank Brisko
Kenneth Schroeder
Rigling
Studebaker
113.307
26
79
0
Universal joint
24
27
42
Johnny Seymour
Harry A. Miller
Miller-Ford
Ford
112.696
28
71
0
Grease leak
25
12
17
Babe Stapp
Joe Marks
Adams
Miller
116.736
8
70
4
Radiator
26
29
35
George Bailey
Harry A. Miller
Miller-Ford
Ford
113.432
25
65
0
Steering
27
11
3
Russ Snowberger
H. C. Henning
Miller
Miller
114.209
21
59
0
Exhaust pipe
28
32
26
Louis Tomei
Joe Lencki
Miller
Lencki
110.794
32
47
0
Valve
29
33
46
Bob Sall
Harry A. Miller
Miller-Ford
Ford
110.519
33
47
0
Steering
30
2
6
Al Gordon
William S. White
Weil
Miller
119.481
2
17
0
Crash T4
31
28
27
Freddy Winnai
Harry Hartz
Duesenberg
Miller
115.138
14
16
0
Rod
32
25
45
Clay Weatherly ✝
Leon Duray
Stevens
Miller
115.902
10
9
0
Fatal accident at T4
33
18
66
Harry McQuinn
Michael DeBaets
Rigling
Miller
111.111
31
4
0
Rod
Alternates
First alternate: Dave Evans
Failed to Qualify
Emil Andres
Herb Ardinger (#24)
George Barringer (#23)
L. L. Corum (#49)
Wesley Crawford (#48)
Dusty Fahrnow (#53)
Johnny Hannon - Fatal accident
Gene Haustein (#28)
Harry Hunt
Herschell McKee
Zeke Meyer (#31)
Duke Nalon - Withdrew
Floyd O'Neal
Roy Painter
Johnny Rae
Johnny Sawyer (#63)
Phil Shafer (#31)
Overton Snell
Stubby Stubblefield (#29) - Fatal accident
Doc Williams
Robert Wilson
Billy Winn (#10)
Race details
For 1935, riding mechanics were required. |
Introduction
Day Break is a television program for which one 13-episode season was produced. The series starred Taye Diggs as Detective Brett Hopper, who is framed for the murder of Assistant District Attorney Alberto Garza. Due to a time loop, Hopper lives the same day over and over. The series revolves around his attempt to solve the mystery of the murder, and find out who is behind the conspiracy to frame him.
The series aired on the ABC network, and premiered on November 15, 2006. It was cancelled on December 15 after only six episodes had aired. The remaining episodes were subsequently made available online at ABC.com. Viewers for the show averaged 6.5 million.
On March 16, 2008, the TV One cable network began airing the six previously broadcast episodes. On April 20, the network began Sunday evening broadcasts of the remaining seven episodes, which had never been seen on television.
Synopsis
Los Angeles Detective Brett Hopper is inexplicably repeating the same day, on which he is framed for the murder of the Assistant District Attorney, Alberto Garza. Hopper attempts to clear his name and uncover the truth, in the process discovering a conspiracy with ties to those close to him. He also struggles to understand what is happening to him, and learns that at least one other person may be repeating the same day. With every reset of the loop, Hopper wakes at his girlfriend Rita's home as the clock turns from 6:17 to 6:18 a.m. He retains his memories, as well as his physical body and any injuries. Anyone outside of the loop has no awareness or memory of the repeating day, nor do they retain injuries from previous iterations. However, after Hopper experiences profound changes in his relationships with his partner Andrea and with Rita, respectively, their behaviors are altered going forward in the loop.
Cast and characters
Main characters
Brett Hopper, played by Taye Diggs, the main character of the show. He is a detective who is framed for the murder of Assistant District Attorney Alberto Garza.
Rita Shelten, played by Moon Bloodgood, Brett's girlfriend. She is a nurse and is targeted by those who are framing Brett.
Jennifer Mathis, played by Meta Golding, Brett's sister. She is a school teacher.
Andrea Battle, played by Victoria Pratt, Brett's current partner. She is also a detective and is being investigated by Internal Affairs because of some shady dealings with her informer "Slim". She is romantically involved with Eddie Reyes, a former cop with a drug addiction.
Damien Ortiz, played by Ramón Rodríguez, Brett's informant. He is a gang member who decided to turn against his gang. His safe house was ambushed the night before the repeating day, but he escaped.
Chad Shelten, played by Adam Baldwin, Brett's former partner. He is now a detective in Internal Affairs. He is also Rita's ex-husband.
Supporting characters
Actor
Character
Role
Mitch Pileggi
Armen D. Spivak
Detective, robbery/homicide
Ian Anthony Dale
Christopher Choi
Detective, robbery/homicide
Joe Nieves
Fencik
"Shadow Agent"
Michael McGrady
Buchalter
"Shadow Agent"
Jim Beaver
Nick Vukovic
Retired cop, former partner of Brett's father
Don Franklin
Randall Mathis
School principal, Jennifer's husband
Michael B. Silver
Nathan Baxter
U.S. Attorney
Bahar Soomekh
Margot Clarke
Coffee shop/bus Woman/Judge Nitzberg's secretary
Jonathan Banks
Conrad Detweiler
"Shadow Man"
Nestor Carbonell
Eddie Reyes
Andrea's lover, former cop
John Getz
Tobias Booth
City Councilman
Raymond Cruz
Luis Torres
Booth's righthand man, former criminal
Eric Steinberg
Danny Yan/"Slim"
Drug dealer
John Rubinstein
Barry Colburn
Defense attorney
Clayton Rohner
Jared Pryor
Man who appears to be experiencing the time loop
Marlene Forte (as Marlene Forté)
Mrs. Garza
Alberto Garza's widow
Episodes
= World premiere on ABC.com = Television premiere on TV One
Viewers for the series on television averaged 6.5 million.
Broadcast and cancelation
About the cancelation, Taye Diggs: "We didn’t get enough viewers. The network gave us a shot, and that’s what happened. I had a really great time on the show. It was one of the best scripts out there. It was the timing. Who knows why people tune in to what they do, but apparently they were not watching us."
Moon Bloodgood gave a similar statement about the cancellation: “I thought Day Break and Journeyman were great shows. Sometimes people want to say, “Oh, they’re too intelligent.” I give audiences way more credit. I don’t think it was that we weren’t good. I think it’s timing. I think sometimes things just don’t catch fire. Maybe it wasn’t good? But I know that I thought it was good and I, to this day, think they were good. I wouldn’t have done them if I didn’t think they were good.“
Adam Baldwin was also proud of the show: “I'll tell you, Day Break holds up if you watch it. If it was on a Netflix-type format where you could just sit down and watch it chronologically, it would really hold up. I think it had a big challenge being on commercial television and having the breaks in between. It's not a linear show. Like Memento: you wouldn't want to watch that if you had to have wait a week to see the second half or whatever. But I really enjoyed that.“
Online distribution
ABC had previously said that there were problems that kept the rest of the episodes from being shown online, calling them "unforeseen music clearance issues." On January 14, 2007, the network announced that the remaining episodes would be made available by the end of February. The first six episodes which had aired on television were posted on January 29, 2007, along with the first four unaired episodes.
The thirteenth and final episode, which was originally scheduled to be available on February 19, was delayed multiple times. After a nearly three-week wait, the finale premiered late on March 2. It was reported that the reasons for this delay concerned copyrighting issues with some of the original soundtrack from the final cut of the episode.
DVD releases
On March 25, 2008, Day Break: The Complete Series was released on DVD in Region 1 by BCI Eclipse as a 4-disc set.
Mill Creek Entertainment subsequently re-released Day Break on September 29, 2009 as a 2-disc set. |
Introduction
The 22nd International 500-Mile Sweepstakes Race was held at the Indianapolis Motor Speedway on May 30, 1934. The winner was the number seven car driven by Bill Cummings, an Indianapolis native, at an average speed of 104.863 miles per hour. Cummings led for 57 laps total, including the last 26. Of the 33 cars that began the race, only 12 were running at the finish, although there were no crashes resulting in serious injuries. One serious incident involved George Bailey, whose car went over the outside wall, but resulted in only a broken wrist to the driver. The finish was the closest in the history of the race to that point, with second-place finisher Mauri Rose within 100 yards of Cummings at the finish (officially 27.25 seconds behind). Rose would also file a protest that Cummings had illegally gained ground during a "slow-down" period following a crash.
Cummings was accompanied by riding mechanic Earl Unversaw. The race was part of the 1934 AAA Championship Car season.
Time trials
Ten-lap (25 mile) qualifying runs were utilized. Kelly Petillo earned the pole position with a speed of over 119 mph.
During a qualification attempt, driver Peter Kreis lost control in turn 1, climbed over the wall, and struck a tree outside of the track. He and his riding mechanic were fatally injured.
Race summary and results
At the start, polesitter Petillo took the lead for the first 4 laps. But the pace was 8 mph off the record of the previous year, owing to new fuel regulations that limited cars to 45 gallons for the entire race. By half-distance, Mauri Rose was leading, but close behind him was Cummings. "Wild Bill" first assumed the lead at 325 miles as Rose pitted for fuel, then lost it as he too made a stop. Cummings then closed on Rose and passed him with 70 miles to go. Both drivers, confident that they had enough fuel, then upped their pace to reach 140 mph on the straights. Cummings and Rose were never more than 30 seconds apart in the last part of the race. Cummings took the checkered with a new record average speed, despite the new fuel limitations. Rose was 2nd, 27 seconds behind.
Finish
Start
No
Name
Entrant
Chassis
Engine
Qual
Rank
Laps
Led
Status
1
10
7
Bill Cummings
H. C. Henning
Miller
Miller
116.116
6
200
57
Running
2
4
9
Mauri Rose
Leon Duray
Stevens
Miller
116.044
7
200
68
Running
3
20
2
Lou Moore
California Racers, Inc.
Miller
Miller
113.442
16
200
0
Running
4
19
12
Deacon Litz
A. B. Litz
Miller
Miller
113.731
14
200
0
Running
5
24
16
Joe Russo
Joe E. Russo
Duesenberg
Duesenberg
113.115
18
200
0
Running
6
8
36
Al Miller
Phil Shafer
Rigling
Buick
113.307
17
200
0
Running
7
18
22
Cliff Bergere
William S. White
Weil
Miller
115.243
8
200
0
Running
8
9
10
Russ Snowberger
Russell Snowberger
Snowberger
Studebaker
111.428
23
200
0
Running
9
3
32
Frank Brisko
F.W.D. Auto Company
Miller
Miller
116.894
4
200
69
Running
10
14
24
Herb Ardinger
Angelo Lucenti
Graham
Graham
111.722
22
200
0
Running
11
1
17
Kelly Petillo
Joe Marks
Adams
Miller
119.329
1
200
6
Running
12
29
5
Stubby Stubblefield
Cummins Engine Company
Duesenberg
Cummins
105.921
32
200
0
Running
13
28
49
Charles Crawford
Detroit Gasket & Manufacturing
Ford
Ford V8
108.784
30
110
0
In pits
14
11
31
Ralph Hepburn
Ralph Hepburn
Miller
Miller
114.321
10
164
0
Connecting rod
15
12
18
George Barringer
H. C. Henning
Miller
Miller
113.859
11
161
0
Bent front axle
16
6
26
Phil Shafer
Phil Shafer
Rigling
Buick
113.816
12
130
0
Camshaft drive
17
7
8
Tony Gulotta
Floyd Smith
Cooper
Studebaker
113.733
13
94
0
Rod
18
13
1
Louis Meyer
Louis Meyer
Stevens
Miller
112.332
20
92
0
Oil tank
19
22
6
Dave Evans
Cummins Engine Company
Duesenberg
Cummins
102.414
33
81
0
Transmission
20
15
15
Shorty Cantlon
William J. Cantlon
Stevens
Miller
117.875
2
76
0
Crankshaft
21
5
4
Chet Gardner
Alden Sampson II
Stevens
Miller
114.786
9
72
0
Rod
22
17
51
Al Gordon
Paul Weirick
Adams
Miller
116.273
5
66
0
Crash T1
23
23
35
Rex Mays
Fred Frame
Duesenberg
Miller
113.639
15
53
0
Front axle
24
25
42
Dusty Fahrnow
Irving Goldberg
Cooper
Cooper
113.070
19
28
0
Rod
25
21
41
Johnny Sawyer
Lencki & Unger
Miller
Lencki
109.808
27
27
0
Rod
26
33
33
Johnny Seymour
Fred Frame
Adams
Miller
108.591
31
22
0
Pinion gear
27
27
45
Rick Decker
Rickliffe Decker
Miller
Miller
110.895
26
17
0
Clutch
28
2
3
Wilbur Shaw
Joe Marks
Stevens
Miller
117.647
3
15
0
Lost oil
29
26
73
Doc MacKenzie
Mikan & Carson
Mikan-Carson
Studebaker
111.933
21
15
0
Crash NC
30
31
29
Gene Haustein
Lawrence J. Martz
Hudson
Hudson
109.426
28
13
0
Crash T4
31
30
63
Harry McQuinn
Michel DeBaets
Rigling
Miller
111.067
24
13
0
Rod
32
16
58
George Bailey
Roy Scott
Snowberger
Studebaker
111.063
25
12
0
Crash T3
33
32
46
Chet Miller
Bohn Aluminum and Brass Corporation
Ford
Ford V8
109.252
29
11
0
Crash T1
Alternates
First alternate: Willard Prentiss
Failed to Qualify
Bill Chittum
Maynard Clark
George Connor
Wesley Crawford (#44)
Danny Day
Pete DePaolo (#27) - Withdrew
Leon Duray (#54)
Fred Frame (#34)
Sam Hoffman
Ted Horn
Harry Hunt
Peter Kreis (#14) - Fatal accident
Harry Lewis
Tee Linn
Milt Marion
Vern Ornduff
Jack Petticord (#52)
Harold Shaw - Driver refused
Orville Smith - Driver rejected
Babe Stapp (#44, #54)
Al Theisen
Charles Tramison
Bob Wallace
Doc Williams - Driver rejected
Race details
For 1934, riding mechanics were required.
After several consecutive 500s with multiple fatalities, new rules limited all cars to 45 gallons of fuel for the entire race. This was meant to limit speeds in the race as drivers would have to drive more conservatively or use up all their fuel before the finish. Despite predictions, new average speed records were set. |
Introduction
The 21st International 500-Mile Sweepstakes Race was held at the Indianapolis Motor Speedway on Tuesday, May 30, 1933. Louis Meyer defeated Wilbur Shaw by a time of 401.89 seconds (6.69 minutes). The average speed of the race was while Bill Cummings achieved the pole position with a speed of . The race was part of the 1933 AAA Championship Car season.
Meyer was accompanied by riding mechanic Lawson Harris.
The 1933 month of May at Indianapolis was the deadliest running of the 500. Five participants were fatally injured. During practice, Bill Denver and his riding mechanic Bob Hurst were killed in a crash. On race day, Mark Billman was killed in a crash on lap 79 while Lester Spangler and his riding mechanic G.L. "Monk" Jordan were killed in a crash on lap 132. It was the fifth straight year at least one competitor died in a crash during the month.
Time trials
Ten-lap (25 mile) qualifying runs were utilized. 42 cars averaged faster than the designated 100mph mark, making for the largest starting field in the race's history.
Race summary and results
Bill Cummings led early on from the pole, turning laps of 113 mph. He faded from the front and dropped out with mechanical problems. Louis Meyer came from 7th starting position to first lead at 325 miles. By 400 miles, he had a commanding lead and was signaled "E-Z" by his pit crew to slow from his 110 mph pace. He cruised to the checkered with a lead of over 5 laps over Wilbur Shaw, with a new record average speed.
Finish
Start
No
Name
Entrant
Chassis
Engine
Qual
Rank
Laps
Led
Status
1
6
36
Louis Meyer
Louis Meyer
Miller
Miller
116.977
7
200
71
Running
2
23
17
Wilbur Shaw
Leon Duray
Stevens
Miller
115.497
12
200
0
Running
3
4
37
Lou Moore
Maley & Scully
Duesenberg
Miller
117.843
4
200
0
Running
4
15
21
Chet Gardner
Alden Sampson II
Stevens
Miller
112.319
22
200
0
Running
5
10
8
Stubby Stubblefield
Phil Shafer
Rigling
Buick
114.784
13
200
0
Running
6
36
38
Dave Evans
Arthur E. Rose
Rigling
Studebaker
109.448
36
200
0
Running
7
12
34
Tony Gulotta
The Studebaker Corporation
Rigling
Studebaker
113.578
15
200
0
Running
8
17
4
Russ Snowberger
Russell Snowberger
Snowberger
Studebaker
110.769
27
200
0
Running
9
16
9
Zeke Meyer
The Studebaker Corporation
Rigling
Studebaker
111.099
25
200
0
Running
10
20
46
Luther Johnson
The Studebaker Corporation
Rigling
Studebaker
110.097
31
200
0
Running
11
9
6
Cliff Bergere
The Studebaker Corporation
Rigling
Studebaker
115.643
11
200
0
Running
12
18
47
L. L. Corum
The Studebaker Corporation
Rigling
Studebaker
110.465
29
200
0
Running
13
40
49
Willard Prentiss
J. W. Kleinschmidt
Rigling
Duesenberg
107.776
41
200
0
Running
14
27
14
Raúl Riganti
Raúl Riganti
Chrysler
Chrysler
108.081
39
200
0
Running
15
28
29
Gene Haustein
Lawrence J. Martz
Hudson
Hudson
107.603
42
197
0
Flagged
16
14
26
Deacon Litz
A. B. Litz
Miller
Miller
113.138
17
197
0
Flagged
17
31
18
Joe Russo
F. P. Duesenberg
Duesenberg
Duesenberg
112.531
20
192
0
Flagged
18
39
51
Doc MacKenzie
Ray T. Brady
Duesenberg
Studebaker
108.073
40
192
0
Rear axle
19
25
27
Kelly Petillo
William M. Yahr
Smith
Miller
113.037
18
168
0
Spun & stalled
20
32
28
Chet Miller
R. G. "Buddy" Marr
Hudson
Hudson
112.025
23
163
0
Rod
21
24
19
Al Miller
R. G. "Buddy" Marr
Hudson
Hudson
109.799
35
161
0
Rod
22
19
68
Bennett Hill
S. C. Goldberg
Cooper
Cooper
110.264
30
158
0
Rod
23
29
45
Babe Stapp
M. J. Boyle
Miller
Miller
116.626
9
156
60
Out of gas
24
26
32
Wesley Crawford
Frank Brisko
Stevens
Miller
109.862
33
147
0
Crash T1
25
1
5
Bill Cummings
M. J. Boyle
Miller
Miller
118.521
1
136
32
Radiator
26
7
15
Lester Spangler ✝
Harry Hartz
Miller
Miller
116.903
8
132
0
Died in crash at T1
27
35
65
Freddy Winnai
James Kemp
Duesenberg
Duesenberg
111.018
26
125
0
Engine trouble
28
30
57
Malcolm Fox
William Richards
Studebaker
Studebaker
112.922
19
121
0
Crash T1
29
3
12
Fred Frame
Harry Hartz
Wetteroth
Miller
117.864
3
85
37
Valve
30
22
64
Mark Billman ✝
James Kemp
Duesenberg
Duesenberg
112.410
21
79
0
Died in crash at T2
31
34
53
Johnny Sawyer
Lencki & Unger
Miller
Miller
110.590
28
77
0
Clutch
32
11
2
Peter Kreis
Fred Frame
Summers
Miller
114.370
14
63
0
Universal joint
33
5
16
Ernie Triplett
William S. White
Weil
Miller
117.685
5
61
0
Piston
34
13
25
Shorty Cantlon
William Cantlon
Stevens
Miller
113.384
16
50
0
Rod
35
42
3
Mauri Rose
Joe Marks
Stevens
Miller
117.649
6
48
0
Timing gears
36
2
58
Frank Brisko
F.W.D. Auto Company
Miller
Miller
118.388
2
47
0
Oil too hot
37
8
10
Ira Hall
Denny Duesenberg
Stevens
Duesenberg
115.739
10
37
0
Piston
38
41
23
Ralph Hepburn
S. C. Goldberg
Cooper
Cooper
110.001
32
33
0
Rod bearing
39
37
59
Ray Campbell
Tulio Gulotta
Hudson
Hudson
108.650
37
24
0
Oil leak
40
33
24
Paul Bost
Fred Frame
Duesenberg
Miller
111.330
24
13
0
Oil line
41
38
61
Rick Decker
Bessie Decker
Miller
Miller
108.280
38
13
0
Manifold
42
21
22
Louis Schneider
W. R. Blackburn
Stevens
Miller
109.850
34
1
0
Stalled
Alternates
First alternate: Sam Palmer
Howdy Wilcox II had qualified for the race, but officials disqualified him from the field when they learned that he had diabetes. On race day, he was replaced in the car by Mauri Rose.
Failed to Qualify
Al Aspen (#42)
George Barringer (#54)
Paul Butler (#56)
Ray Carter
Terry Curley
Frank Davidson
Danny Day
Leon DeHart
Bill Denver (#42) - Fatal accident
Harry Falt
Speed Gardner (#31)
George Howie (#48) - Withdrew
L. A. Lariviere
Harry Lewis
Virgil Livengood
Jack Mertz
Roy Painter
Phil Shafer (#7)
Overton Snell
Bill Sockwell
Howdy Wilcox II (#3) - Replaced by Mauri Rose
Doc Williams
Race details
For 1933, riding mechanics were required.
Despite the deadly month, three rules were installed to make the racing safer. Cars were allowed a maximum of 6 quarts of oil, and could not add oil during the race (a rule still in place today). These changes meant to send "leakers" to the garage and not make the track slippery. Also, fuel tanks were a maximum of 15 gallons, instead of 40 gallons or more. Cars would have to pit more often for fuel and crews could inspect tire wear and other problems.
"Will Overhead"
In 1933, one of the more famous bits of Indy 500 nostalgia occurred. Telegraph was still being used to transmit race information to newspapers and other outlets across the United States. George Zanaon, a typesetter for The World-Independent newspaper in the town of Walsenburg, Colorado was preparing a story for that day's Indianapolis 500. Since Memorial Day was a holiday, his young editor John B. Kirkpatrick was alone monitoring the Associated Press wire for race updates. The race took several hours to complete, and the AP wire was shut down prior to the finish. Kirkpatrick had nearly the entire story ready for print, minus the winner of the race. A helpful AP editor in Denver advised him that he would send the name of the winner via Western Union telegraph.
The telegraph Kirkpatrick received, in typical newspaper shorthand lingo was: "WILL OVERHEAD WINNER OF INDIANAPOLIS 500," meaning that he would send the information by telegraph when the information was available. The young editor misunderstood the jargon in the message, and interpreted it as saying a driver named Will Overhead was the winner. The headline read "Will Overhead won the Indianapolis Memorial Day race today. At the two hundred fifty mile post Babe Stapp was leading the string of racing cars, but gave way to Overhead on the last half of the 500 mile grind." The true winner was Louis Meyer. The gaffe put the town of Walsenburg, and The World-Independent newspaper (now known as the Huerfano World Journal), on the map in racing circles. |
Introduction
The 20th International 500-Mile Sweepstakes Race was held at the Indianapolis Motor Speedway on Monday, May 30, 1932. Attrition was the story of the race, with 26 of the 40 cars dropping out due to crashes or mechanical failure. A record eight different drivers led laps during the race, with no driver seemingly able to hold the lead without experiencing some sort of trouble. For the third year in a row, Billy Arnold looked as if he would be the dominant car, but he sailed over the turn three wall on lap 59. Rookie Bob Carey also hit the wall while leading. Fred Frame took the lead for good on lap 152, and won from the 27th starting position - the furthest back of any winner except for Ray Harroun in 1911 and later, Louis Meyer in 1936. Frame was accompanied by riding mechanic Jerry Houck.
In the third year of the "stock-based" formula (also known as the "Junk" formula), speeds were beginning to increase once again, but not quite to levels seen in the late-1920s. Lou Moore qualified for the pole position with an average speed of 117.363 mph, the fastest time trial run in three years. Likewise on race day, Frame's winning average speed of 104.144 mph broke Peter DePaolo's record set back in 1925.
The race was part of the 1932 AAA Championship Car season. The month was marred by two fatalities during practice. Riding mechanic Harry Cox was killed in a crash on May 25, and driver M. C. Jones died from injuries suffered in a crash on May 27.
Race schedule
Race schedule – May 1932
Sun
Mon
Tue
Wed
Thu
Fri
Sat
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21Time Trials
22Time Trials
23Time Trials
24Time Trials
25Time Trials
26Time Trials
27Time Trials
28Time Trials
29
30Indy 500
31
Color
Notes
Green
Track Available for Practice
Dark Blue
Time trials
Silver
Race day
Blank
No track activity
Practice – April
The deadline for entries to be received was midnight on Monday May 2. Teams and drivers began arriving at the Speedway in early April, setting up shop in Gasoline Alley. In addition, Tom Beall's popular diner was already open in the garage area. Tony Gulotta was on the track in the Hunt Special on April 6, as was Lou Moore in the Boyle Valve Special. Making news in mid-April was Argentine driver Juan Gaudino, who arrived on April 13 to enter the race for the first time. Gaudino had intended to enter in 1931, but withdrew after a crash in South America just before he was to make the trip.
On Monday April 18, Joe Russo was practicing on the track when he lost control at the north end and crashed into the retaining wall. He suffered minor injuries to his head and face, and needed three stitches to his lip. The frame of the car was bent, but the car was expected to be repaired.
Billy Devore, Terry Curley, S.T. "Pink" Donaldson, and Bert Lustig, all arrived from the west coast on April 21, each looking for rides. Some of the biggest news came on April 27. Babe Stapp was seriously injured in a crash at Legion Ascot Speedway, and would be forced to sit out the month of May.
By the end of April, at least nine cars were already at the Speedway being prepped. Drivers were even spending some free time at the Speedway Golf Course.
Practice – Week 1
The deadline for entries to be received was midnight on Monday May 2. Though initially down from the previous year (72 entries), at least 40 cars had submitted entries by May 1, and more were expected when postmarked entries were all processed.
Sunday May 1: Tony Gulotta and Luther Johnson teamed up to test one of the Studebaker entries for 660 miles at an average speed of 102.6 mph.
Monday May 2: More entries continued to come in, swelling the entry list to 68 cars. Of interest was the Bowes Seal Fast team announcing a three-car effort with drivers Bill Cummings, Louis Schneider, and Deacon Litz
Tuesday May 3: Last-minute entries brought the total to 71-72 cars, matching the number from 1931.
Wednesday May 4: Juan Gaudino was sent to the hospital with burns on his face and hands after an acetylene torch he was working with exploded in the garage area. He was expected to be back in the car within a couple days. Russ Snowberger was out on the track, and suffered a flat tire.
Friday May 6: Though track activity had been fairly light most of the week, by Friday, over one-third of the 71 expected entries had arrived at the Speedway.
Saturday May 7: Some of the drivers left Indianapolis for the day to compete in other events. Billy Arnold, Deacon Litz, and Ira Hall competed in a special race meet in Chicago. Bill Cummings, Billy Winn, Paul Bost, and others raced at Langhorne.
Practice – Week 2
*Monday May 9: The five Studebaker Specials entries were out on the track on Monday. The drivers were Tony Gulotta, Luther Johnson, Peter Kreis, Cliff Bergere, and Bob McDonogh. Off the track, 1930 winner Billy Arnold was married in Chicago. He was expected to arrive at the track for practice later in the week.
Tuesday May 10: Much of Tuesday was spent taking photographs with the cars and drivers.
Wednesday May 11: At approximately 3 p.m., Ira Hall went into turn one at about 106 mph when he lost control. The car started sliding to the inside fence, he corrected, and the car slid up to the outside barrier. It slid along the outside wall for about 100 feet, then spun to the middle of the track. The car's frame was broken in the front. Neither Hall nor his riding mechanic G.A. Casey were injured. Leon Duray arrived at the Speedway for the first time Wednesday evening.
Thursday May 12: Russ Snowberger was out on the track Thursday in the Hupp Comet. He had two laps of 114 mph. L. L. Corum, whose car was now disassembled, was not expected to be out on the track again for another week. Harry Miller's 16-cylinder machine (driven in 1931 by Shorty Cantlon) was expected to arrive on Friday and be on the track with Bryan Saulpaugh behind the wheel.
Friday May 13: T.E. "Pop" Meyers announced that he declined Louis Schneider's request to use car #13, citing a AAA Contest Board rule. Few cars made laps Friday, owing not little to the superstitious nature of Friday the 13th. Chet Miller took a few laps, but lightly brushed the wall in the south short chute. Peter Kreis did a ten-lap radiator test in his Studebaker, then was reportedly upset when informed he was driving on Friday the 13th. Also on the track were Frank Brisko and Roy Painter, but only for one or two slow laps apiece.
Practice – Week 3
*Sunday May 15: Joe Huff was out on the track in the S.O. Goldberg entry. Billy Arnold arrived at the Speedway Sunday, and expected to drive his first laps on Tuesday. Fred Frame was in Reading for the weekend, and won two races. Leon Duray's 16-cylinder car was seen in the garage area, and was expected to practice on Tuesday. After overheating problems plagued the car in 1931, the team reported that significant improvements had been made for 1932.
Monday May 16: Wilbur Shaw was reported to be en route to the Speedway from California.
Tuesday May 17: Louis Schneider was out on the track in the #1 Bowes Seal Fast Special. Juan Gaudino, who lost time due to changing engines, was now reportedly out on the track regularly. Off the track, Gar Wood was named the official starter for race day.
Wednesday May 18: Several cars took to the track on Wednesday, as elimination trials were drawing closer. Frank Brisko made several medium paced laps, Louis Meyer was on the track in his 16-cylinder machine, and Joe Huff had been on the track as well (105 mph). Al Miller ran a lap of 111 mph, and Bryan Saulpaugh drove one of Harry Miller's 16-cylinder machines. Just before sunset, Roy Painter suffered a flat tire going into turn three. He avoided another car, and swerved into the outside wall. The car suffered a bent rear spring and axle. Painter and his riding mechanic Thane Houser were not injured, and the car was expected to be repaired by the end of the week.
Thursday May 19: Lou Moore led the speed chart with a practice lap of 117 mph. Also out on the track were Louis Meyer (112 mph), Luther Johnson, Fred Frame, Marion Trexler, Billy Winn, Bob Carey, and Gene Haustein. Just before sundown, Russ Snowberger suffered a flat tire as he was driving through turn 3. He skidded but kept the car off the wall.
Friday May 20: Newcomer Mauri Rose, driving the Jones-Miller, skidded at the exit of turn 4, and hit the outside wall. The car slid along the outside hub rail, crossed the track, then came to rest along the inside barrier. Rose was not injured, but the car suffered damage to the frame. Ira Hall, who hit the wall earlier in the month, was back out on the track Friday. Howdy Wilcox II completed a lap of 113.5 mph.
Time trials
Qualifications was scheduled for seven days, starting on Saturday May 21, and continuing through Friday May 27. Four-lap (10 mile) qualifying runs were used. Each entry was allowed three attempts to qualify. The minimum speed for qualifying was set at 100 mph. Each day of time trials would end at sundown.
Saturday May 21
The first day of time trials was scheduled for Saturday May 21 from 10:00 a.m. to 6:59 p.m. (sundown). All cars were required to be in line no later than 5 p.m. in order to make a qualifying attempt. Over 12,000 spectators arrived under hot and sunny weather conditions. During a run in the morning, Bryan Saulpaugh driving one of Harry Miller's 16-cylinder machines, had just completed a lap of 116 mph when a tire blew going into turn 1. Traveling more than 120 mph, he entered the turn too fast and the tread sheared off the tire. The car broke into a spin, but Saulpaugh was able to keep the car off the wall. Also having trouble in the morning was Zeke Meyer, who hit the wall in turn four after something broke in the steering mechanism.
Frank Brisko (111.149 mph) was the first driver to complete a qualifying run. Luther Johnson blew a tire and pulled into the pits during his first attempt. The early qualifiers were led by Billy Arnold, who put in a four-lap average of 116.290 mph. Bryan Saulpaugh, who had avoided serious mishap during a practice run, rebounded to post a four-lap average of 114.369 mph, good enough for the front row.
Late in the day, Lou Moore took the track, and grabbed the pole position with a four-lap average of 117.363 mph. His fourth lap (118.577 mph) was a single-lap track record for a non-supercharged engine. Last year's polesitter Russ Snowberger qualified fourth.
The day ended with the field filled to 21 cars.
Name
Lap 1(mph)
Lap 2(mph)
Lap 3(mph)
Lap 4(mph)
Average Speed(mph)
1
8
Lou Moore
116.595
117.249
117.066
118.577
117.363
2
5
Billy Arnold
115.920
116.279
116.279
116.686
116.290
3
27
Bryan Saulpaugh
114.373
114.518
114.460
114.126
114.369
4
4
Russ Snowberger
113.967
114.141
114.708
114.489
114.326
5
35
Ira Hall
113.967
113.737
114.358
114.767
114.206
6
6
Howdy Wilcox II
113.794
114.358
113.350
112.388
113.468
7
16
Louis Meyer
112.599
112.122
112.136
113.037
112.471
8
17
Paul Bost
112.402
112.416
111.566
111.166
111.885
9
2
Billy Winn
111.704
111.607
112.346
111.552
111.801
10
22
Cliff Bergere
111.001
111.773
111.690
111.552
111.503
11
46
Luther Johnson
110.633
111.607
111.345
111.290
111.218
12
10
Bill Cummings
111.070
111.043
111.303
111.400
111.204
13
32
Frank Brisko
110.343
111.152
111.455
111.649
111.149
14
61
Bob Carey
110.538
111.359
111.483
110.906
111.070
15
55
Joe Huff
110.254
1110.132
1110.647
110.579
110.402
16
48
Wesley Crawford
109.237
111.400
111.469
109.516
110.396
17
18
Peter Kreis
109.877
110.146
110.728
110.335
110.270
18
29
Al Miller
109.930
109.944
110.443
110.200
110.129
19
24
Deacon Litz
111.070
110.308
108.108
108.748
109.546
20
25
Tony Gulotta
109.078
108.630
108.946
108.932
108.896
21
41
Joe Russo
108.499
108.395
108.893
109.383
108.791
Source: The Indianapolis News
Sunday May 22
The second day of time trials was held Sunday May 22. Only two cars qualified, Wilbur Shaw and Al Aspen. Shaw's four-lap average speed (114.326 mph) time was identical to Russ Snowberger's from a day earlier.
Name
Lap 1(mph)
Lap 2(mph)
Lap 3(mph)
Lap 4(mph)
Average Speed(mph)
22
3
Wilbur Shaw
113.737
114.548
114.987
114.040
114.326
23
21
Al Aspen
108.199
107.953
107.373
108.512
108.008
Source: The Indianapolis News
Monday May 23
The third day of time trials was held Monday May 23. Hartwell "Stubby" Stubblefield wowed the crowd with a first lap of 117.310 mph, nearly as fast as the pole position. He upped his speed to 117.540 mph, and appeared to be on his way to becoming the fastest qualifier. On his fourth and final lap, however, he sensed he had a tire going down. Going into turn 3, he backed off and attempted to coast around to the pits, intending to abort the run. He shut the engine off on the mainstretch, but inadvertently coasted across the finish line. Officials ruled that he had completed the run, and the time would stand. His fourth lap of 101.488 pulled his four-lap average down to 112.988 mph. Instead of being the fastest qualifier, he had to settle for the slower speed, but nevertheless, was safely qualified.
Bob McDonogh made a conservative run of 113.279 mph, to be the fastest car of the afternoon, and the first four-wheel drive car in Indy history. Phil Shafer was the only other qualifier, putting in a speed of 110.708 mph without wearing a helmet.
By the end of the third day, only 26 (of 40) grid position had been filled. With many strong contenders still in the garage area, officials reiterated that qualifications would continue through Saturday as needed, to ensure all cars had the opportunity to qualify.
Name
Lap 1(mph)
Lap 2(mph)
Lap 3(mph)
Lap 4(mph)
Average Speed(mph)
24
58
Bob McDonogh
112.938
112.388
113.179
114.635
113.279
25
15
Stubby Stubblefield
117.310
117.570
117.005
101.488
112.899
26
33
Phil Shafer
110.769
110.240
110.674
110.152
110.708
Source: The Indianapolis News
Tuesday May 24
The fourth day of time trials was held Tuesday May 24. Qualifications continued to move at a slow pace, as only two cars completed runs Tuesday. Late in the day, Gus Schrader was the first driver out, in the four-wheel drive Miller Special. The car had only been on the track three days, and the 112.003 mph average, though safe to make the field, was said to be modest to its capabilities. Fred Frame was the only other driver on the track, also driving a newly arrived machine. Frame's car had arrived only three days earlier, and had been on the track only once, but not at speed.
Name
Lap 1(mph)
Lap 2(mph)
Lap 3(mph)
Lap 4(mph)
Average Speed(mph)
27
34
Fred Frame
113.479
113.364
113.982
114.606
113.856
28
45
Gus Schrader
112.740
112.528
111.193
111.566
112.003
Source: The Indianapolis News
Wednesday May 25
The fifth day of time trials was held Wednesday May 25. To the increasing chagrin of officials, only one car completed a qualifying attempt, further dragging out the already slow qualifying process. Chet Miller secured the 29th spot in the field, leaving eleven spots open. The day was marred by the death of Harry Cox, the riding mechanic for Bennie Benefiel. The car hit the inside wall, lost a wheel, then skidded into the outside wall. The car went over the outside retaining wall in turn 1, and dropped twenty feet to the ground. It hit two trees, then came to rest against another tree. Benefiel and Cox were thrown from the car. Benefiel was conscious but seriously injured. Cox suffered a broken neck and other injuries, and died at the scene.
Louis Schneider had his car out on the track for practice, but came in complaining of steering problems. Roy Painter announced his car was withdrawn due to an illegal tread width.
Name
Lap 1(mph)
Lap 2(mph)
Lap 3(mph)
Lap 4(mph)
Average Speed(mph)
29
9
Chet Miller
111.912
111.207
110.105
111.001
111.053
Source: The Indianapolis News
Thursday May 26
The sixth day of time trials was held Thursday May 26. For the second day in a row, only one car completed a run. Louis Schneider, driving the same Bowes Seal Fast entry he won with in 1931, took the 30th starting position.
Name
Lap 1(mph)
Lap 2(mph)
Lap 3(mph)
Lap 4(mph)
Average Speed(mph)
30
1
Louis Schneider
110.457
110.728
110.619
110.919
110.681
Source: The Indianapolis News
Friday May 27
The seventh day of time trials was held on Friday May 27. The day was marred by the second fatality in three days. M. C. Jones and his riding mechanic Harold Gray were on a practice run early in the day when car went out of control in turn one. The car went over the wall in turn one, and landed upright on a grassy plot outside of the track. Both Jones and Gray were thrown from the car. Gray survived, suffering a broken arm and internal injuries. Jones died about six hours later at City Hospital. In a separate incident, Ira Hall crashed his already-qualified car in turn 3. The car was badly damaged, but Hall was not injured. Also having trouble was Paul Rice, whose car broke a front axle. He narrowly missed hitting the outside wall at the exit of turn four.
Seven cars completed qualifying runs, but George Howie would eventually be "crowded out" (bumped) from the field on Saturday. Gene Haustein made an unsuccessful attempt.
Name
Lap 1(mph)
Lap 2(mph)
Lap 3(mph)
Lap 4(mph)
Average Speed(mph)
31
7
Ernie Triplett
114.935
32
57
Malcolm Fox
111.149
33
49
Johnny Kreiger
109.276
34
72
Ray Campbell
108.969
35
65
Freddy Winnai
108.755
36
14
Juan Gaudino
107.466
47
George Howie
103.490
23
Gene Haustein
Incomplete
Source: The Indianapolis News
Saturday May 28
The final day of time trials was held on Saturday May 28. Due to the number of spots remaining, and the number of entries still to qualify, the hours for qualifying were extended to 10:00 a.m. to 4:00 p.m. for Saturday. The field was filled to 40 cars, and two drivers (George Howie and James Patterson) were "crowded out." Kelly Petillo made the field just before the close of qualifying.
After qualifying concluded, the track was closed to clean up oil spills and prepare the surface for the race. A brief session was allowed late Sunday afternoon for the traditional "carburetion tests."
Name
Lap 1(mph)
Lap 2(mph)
Lap 3(mph)
Lap 4(mph)
Average Speed(mph)
37
26
Al Gordon
111.649
111.207
111.649
110.660
111.290
38
37
Zeke Meyer
110.745
39
42
Doc MacKenzie
107.630
107.940
108.431
108.630
108.154
40
36
Kelly Petillo
104.645
75
James Patterson
101.246
Source: The Indianapolis News, The Sandusky Register
Starting grid
Row
Inside
Middle
Outside
1
Lou Moore
Billy Arnold
Bryan Saulpaugh
2
Russ Snowberger
Ira Hall
Howdy Wilcox II
3
Lou Meyer
Paul Bost
Billy Winn
4
Cliff Bergere
Luther Johnson
Bill Cummings
5
Frank Brisko
Bob Carey
Joe Huff
6
Wesley Crawford
Peter Kreis
Al Miller
7
Deacon Litz
Tony Gulotta
Joe Russo
8
Wilbur Shaw
Al Aspen
Bob McDonogh
9
Stubby Stubblefield
Phil Shafer
Fred Frame
10
Gus Schrader
Chet Miller
Louis Schneider
11
Ernie Triplett
Malcolm Fox
Johnny Kreiger
12
Ray Campbell
Freddy Winnai
Juan Gaudino
13
Al Gordon
Zeke Meyer
Doc MacKenzie
14
Kelly Petillo
Alternates
First alternate: George Howie
Second alternate: James Patterson
Failed to qualify
Gene Haustein – Incomplete run
Milton Jones – Practice crash (fatal)
Paul Rice – Broken axle in practice
Roy Painter – Withdrew
Bennie Benefiel – Practice crash
Mauri Rose – Practice crash
Dusty Fahrnow
Fred Winnai
A. C. Aiken
Arvol Brunmeier
Buddy Calloway
Danny Day
Fred Clemons
L. L. Corum
Leon DeHart
Leon Duray
Sam Grecco
William Gardner
Harry Hunt
George Kalen
Edward Leipert
Barney McKenna
Fred Merzney
Jack Mertz
Milt Marion
Al Theisen
Marion Trexler
George Wingerter
Larry Wall
Sam Ross
Race Summary
Stubby Stubblefield and mechanic Oito Wolfer.
Start
The race began at 10:00 a.m. with Edsel Ford driving the Lincoln Model KB pace car and Theodore E. "Pop" Meyers riding along, marshaling the start. Honorary starter Gar Wood joined Seth Kline to wave the green flag. At the start, Lou Moore took the lead into turn one from the pole position. Billy Arnold was second, Billy Winn third, and Ernie Triplett fourth. Arnold took the lead on the second lap, and began setting the pace. Arnold's average speed after 10 laps was 110.250 mph, breaking the previous record set in 1928.
On lap 3, Al Gordon crashed over the outside wall in turn 4. Stubby Stubblefield sideswiped Gordon, but was able to continue Gordon and his riding mechanic were uninjured. Also crashing out on lap 7 was Gus Schrader.
First half
Attrition started to mount early with several cars dropping out in the first 100 miles. Several other cars were into the pits with early tire wear, and Joe Huff needed a three-minute pit stop to repair a leaking radiator cap.
At the 50-mile mark, Billy Arnold led Lou Moore by 49 seconds. By the 100-mark, the lead had stretched to a minute and 18 seconds, and Bob Carey had moved up to second. By lap 50, Arnold had lapped the entire field except for Carey, and was running a record pace.
On lap 59, Billy Arnold's day came to end in a bad crash in turn 3. Arnold and riding mechanic Spider Matlock crashed over the wall while leading. Arnold suffered a broken shoulder and Matlock a broken pelvis – injuries similar (but opposite) to those suffered by them in a crash a year earlier. Arnold would retire from racing after the crash. The incident put Bob Carey in the lead from lap 59–94. After the race, Arnold found out that his grandmother had died the day before the race.
Carey led Lou Moore as the race passed the 200-mile distance. The race was still running at a record-shattering pace. Moore dropped out with bad timing gears, and Ernie Triplett moved up to second. On lap 94, Carey hit the outside wall in turn 4 while leading, spun around three times, and drove the car back to the pits with a damaged left front wheel. He lost ten minutes in the pits, and that handed the lead to Ernie Triplett.
Also in the pits was 8th place Fred Frame, who had water boiling from the radiator. Frame was about four laps down, and was in the pits for about one minute.
Second half
At the halfway point, Ernie Triplett led Howdy Wilcox II, Louis Schneider and Cliff Bergere. Triplett's time in front was short-lived. Ira Hall took the lead on lap 110, and Triplett dropped out after 125 laps with a failed clutch. Schneider dropped out at the same time with a broken frame.
With contenders dropping out in quick succession, Fred Frame came to the lead on lap 126. Frame led Wilbur Shaw, the only other car on the lead lap. Howdy Wilcox II and Cliff Bergere were running 3rd-4th one lap down.
As the race reached the 400-mile mark, Frame continued to lead. Wilbur Shaw lost over nine minutes after stalling his car in the pits then eventually dropped out with a broken axle. Frame was now all alone out front, and controlled the race to the finish. In the final 20 laps, Frame held an over 40-second lead over Howdy Wilcox II, with Cliff Bergere in third.
Finish
Late in the race, three incidents brought attention. On lap 182, Ira Hall blew a tire, spun and brushed the wall in the south end of the track. He was able to continue, but left his riding mechanic behind when he limped back to the pits. He re-joined the race, and was issued a one-lap penalty for driving off without the riding mechanic. He completed the 500 miles in 7th place. Luther Johnson lost a wheel on the mainstretch, and Tony Gulotta blew a tire in turn one. Gulotta's tire flung off the wheel, and nearly went over the fence into the stands. On the 178th lap, Peter Kreis skidded and crashed on the mainstretch.
Fred Frame led 58 of the final 75 laps and won the race by 44 seconds over Howdy Wilcox II. After strong showings in previous years, Frame, accompanied by riding mechanic Jerry Houck won with an average speed of , a time that broke the seven-year-old record set by Peter DePaolo (1925). Frame charged from 27th starting position, aided by high attrition and a steady pace. It was the furthest back at that time that any driver had won the race except for Ray Harroun in 1911. Louis Meyer would equal Ray Harroun's furthest back to win (28th) in 1936. Frame's drive was not without incident, as he required six pit stops, each time taking on water to battle an overheating engine.
Source: The Indianapolis News
Box score
Finish
Start
No
Name
Entrant
Chassis
Engine
Qual
Rank
Laps
Status
1
27
34
Fred Frame
Harry Hartz
Wetteroth
Miller
113.856
8
200
Running
2
6
6
Howdy Wilcox II
William Cantlon
Stevens
Miller
113.468
9
200
Running
3
10
22
Cliff Bergere
The Studebaker Corporation
Rigling
Studebaker
111.503
16
200
Running
4
14
61
Bob Carey
Louis Meyer
Stevens
Miller
111.070
22
200
Running
5
4
4
Russ Snowberger
Russell Snowberger
Snowberger
Hupmobile
114.326
6
200
Running
6
38
37
Zeke Meyer
The Studebaker Corporation
Rigling
Studebaker
110.745
24
200
Running
7
5
35
Ira Hall(Relieved by Eddie Meyer Laps 115–124)
G. B. Hall
Stevens
Duesenberg
114.206
7
200
Running
8
35
65
Freddy Winnai
Henry Maley
Duesenberg
Duesenberg
108.755
36
200
Running
9
9
2
Billy Winn(Relieved by James Patterson Laps 98–200)
Fred Frame
Duesenberg
Duesenberg
111.801
15
200
Running
10
15
55
Joe Huff(Relieved by Dusty Farnow Laps 99–155)
S. C. Goldberg
Duesenberg
Duesenberg
110.402
27
200
Running
11
26
33
Phil Shafer
Phil Shafer
Rigling
Buick
110.708
25
197
Flagged
12
40
36
Kelly Petillo
Milton Jones
Whippet
Miller
104.645
40
189
Flagged
13
20
25
Tony Gulotta
The Studebaker Corporation
Rigling
Studebaker
108.896
34
184
Flagged
14
25
15
Stubby Stubblefield
Sparks & Weirick
Adams
Miller
112.899
11
178
Flagged
15
17
18
Peter Kreis
The Studebaker Corporation
Rigling
Studebaker
110.270
29
178
Crash T1
16
11
46
Luther Johnson
The Studebaker Corporation
Rigling
Studebaker
111.218
18
164
Lost wheel FS
17
22
3
Wilbur Shaw
Ralph Hepburn
Miller
Miller
114.326
5
157
Rear axle
18
19
24
Deacon Litz
John Rutner
Duesenberg
Duesenberg
109.546
31
152
Rod
19
12
10
Bill Cummings(Relieved by Frank Brisko Laps 106–128)
B. L. Schneider
Stevens
Miller
111.204
19
151
Crankshaft
20
32
57
Malcolm Fox
William H. Richards
Studebaker
Studebaker
111.149
20
132
Spring
21
29
9
Chet Miller(Relieved by Al Miller Laps 101–125)
R. G. "Buddy" Marr
Hudson
Hudson
111.053
23
125
Engine
22
31
7
Ernie Triplett
William S. White
Miller
Miller
114.935
3
125
Clutch
23
30
1
Louis Schneider
B. L. Schneider
Stevens
Miller
110.681
26
125
Frame
24
21
41
Joe Russo
George A. Henry
Rigling
Duesenberg
108.791
35
107
Rod
25
1
8
Lou Moore
M. J. Boyle
Miller
Miller
117.363
1
79
Timing gear
26
36
14
Juan Gaudino
Juan Gaudino
Chrysler
Chrysler
107.466
39
71
Clutch
27
18
29
Al Miller
R. G. "Buddy" Marr
Hudson
Hudson
110.129
30
66
Engine
28
39
42
Doc MacKenzie
Ray T. Brady
Studebaker
Studebaker
108.154
37
65
Engine
29
13
32
Frank Brisko
F. Brisko & D. Atkinson
Stevens
Miller
111.149
21
61
Clutch
30
34
72
Ray Campbell
E. D. Stairs, Jr.
Graham
Graham
108.969
33
60
Crankshaft
31
2
5
Billy Arnold
Harry Hartz
Summers
Miller
116.290
2
59
Crash T3
32
3
27
Bryan Saulpaugh
William S. White
Miller
Miller
114.369
4
55
Oil line
33
7
16
Louis Meyer
Alden Sampson II
Stevens
Miller
112.471
12
50
Crankshaft
34
23
21
Al Aspen
G. Nardi & Ray Brady
Duesenberg
Studebaker
108.008
38
31
Rod
35
33
49
Johnny Kreiger
Fred P. Duesenberg
Duesenberg
Duesenberg
109.276
32
30
Rod
36
16
48
Wesley Crawford
M. J. Boyle
Miller
Duesenberg
110.396
28
28
Crankshaft
37
8
17
Paul Bost
Paul B. Bost
Cooper
Miller
111.885
14
18
Crankshaft
38
24
58
Bob McDonogh
Four Wheel Drive Auto Company
Miller
Miller
113.276
10
17
Oil line
39
28
45
Gus Schrader
William Burden
Miller
Miller
112.003
13
7
Crash T4
40
37
26
Al Gordon
G. D. Harrison
Miller
Miller
111.290
17
3
Crash T4
Statistics
Lap Leaders
Laps
Leader
1
Lou Moore
2–58
Billy Arnold
59–94
Bob Carey
95–108
Ernie Triplett
109
Howdy Wilcox II
110–115
Ira Hall
116–125
Wilbur Shaw
126–134
Fred Frame
135–151
Wilbur Shaw
152–200
Fred Frame
Total laps led
Laps
Leader
Fred Frame
58
Billy Arnold
57
Bob Carey
36
Wilbur Shaw
27
Ernie Triplett
14
Ira Hall
6
Lou Moore
1
Howdy Wilcox II
1
For 1932, riding mechanics were required. |
Introduction
The German Ice Hockey Hall of Fame, also called Eishockeymuseum in German, was founded in 1988 and is located in Augsburg. The hall honors individuals who have contributed to ice hockey in Germany, and displays memorabilia depicting contributions of players, coaches, referees and other important figures in the sport.
Notable inductees
There are 247 inductees into the hall of fame as of 2018. Notable inductees include:
Paul Ambros
Franz Baader
Ignaz Berndaner
Joachim von Bethmann-Hollweg
René Bielke
Helmut de Raaf
Hans Dobida
Jan-Åke Edvinsson
Sven Felski
Karl Friesen
Lorenz Funk
Erich Goldmann
Jozef Golonka
Bruno Guttowski
Dieter Hegen
Heinz Henschel
Uli Hiemer
Udo Kiessling
Josef Kompalla
Ēriks Koņeckis
Erich Kühnhackl
Peter Lee
Wolf-Dieter Montag
Klaus Merk
Roman Neumayer
Hartmut Nickel
Rainer Philipp
Roy Roedger
Erich Römer
Michael Rumrich
Marquardt Slevogt
Ján Starší
Rudolf Thanner
Xaver Unsinn
Stefan Ustorf
Ferenc Vozar
Heinz Weifenbach
Hans Zach |
Introduction
Seo Taiji Company is a South Korean entertainment company headquartered in Seoul, South Korea. The company was founded in 2001 by South Korean musician Seo Taiji. The company evolved into a major producer of Korean popular music, and also functions as a management agency for several Korean pop stars.
History
The company was founded on March 24, 2001. In December 2001, Seo Taiji Company revealed the "Seotaiji font" for its Christmas events. From January 22 to 30, the company hosted the first public hiring of its employees. In 2002, the company signed a joint business affiliation agreement regarding the collaboration on company affairs and promotion of Taiji's 7th and 8th album. In October 7 of 2002, company affiliated with the Korean portal site Daum. In 2002 its sub label Goesoo Indigene was founded which aimed to find underground talents. Nell was the first to debut in the sublabel.
Artists
*Diablo
Nell
Pia |
Introduction
The 19th International 500-Mile Sweepstakes Race was held at the Indianapolis Motor Speedway on Saturday, May 30, 1931. Race winner Louis Schneider, who led the final 34 laps, was accompanied by riding mechanic Jigger Johnson.
The start of the race was delayed two hours due to rain. Defending race winner Billy Arnold charged from 18th starting position to lead the race by lap 7. Arnold, who had dominated the 1930 race (led 198 laps), proceeded to lead the next 155 laps, and built up a five-lap lead over second place. His rear axle broke on lap 162. He spun in turn four, was hit by another car, driven by Luther Johnson, and went over the outside wall. One of his errant wheels bounced across Georgetown Road, and struck and killed an 11-year-old boy, Wilbur C. Brink. Arnold suffered a broken pelvis, and his riding mechanic, Spider Matlock, broke his shoulder.
The race was part of the 1931 AAA Championship Car season.
Race schedule
Race schedule — May 1931
Sun
Mon
Tue
Wed
Thu
Fri
Sat
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23Time Trials
24Time Trials
25Time Trials
26Time Trials
27Time Trials
28
29
30Indy 500
31
Color
Notes
Green
Track Available for Practice
Dark Blue
Time trials
Silver
Race day
Blank
No track activity
Practice – Week 1
The deadline for entries to be received was midnight on Friday May 1. A record 72 cars were entered, for 40 starting positions. The track was made available for practice at the beginning of the month, and most entries were expected to arrive mid-month.
Tuesday May 5: A total of seven complete cars had arrived to the garage area. Tony Gulotta was one of few cars to take to the track during the first few days, turning in laps around 100 mph.
Thursday May 7: breakups in the track surface were being repaired. Floyd "Sparky" Sparks practiced during the repair work, turning laps around 75-80 mph.
By the end of the first full week of practice, track activity had been sparse. Several of the top teams were expected to arrive within the next week. In addition, rain and cold weather kept drivers off the track over the weekend and into Monday.
Practice – Week 2
*Tuesday May 12: Joe Russo, Jerry Houck, and L. L. Corum, were among at least four cars that took practice laps. Houck lost a wheel on the backstretch, but suffered no other damage to the car.
Wednesday May 13: Track activity picked up in earnest on Wednesday, owing much to the fair weather. Leon Duray took to the track for the first time in his supercharged two-cycle, 16-cylinder, Stutz Bearcat, after much anticipation. But Duray suffered a stuck piston, sometime after running a lap of 112 mph. Other drivers taking laps included Tony Gulotta (103 mph) and Phil Pardee (90 mph). Billy Arnold and Harry Hartz took turns in Arnold's car, with laps reported in the 109-110 mph range. Joe Russo, repeating a stunt he performed a year earlier, took a lap around the Speedway blindfolded.
Thursday May 14: Billy Arnold turned the fastest practice lap of the month at 110 mph. Owner Harry Hartz also took some test laps in Arnold's car. Russ Snowberger was the second-fastest of the day, clocking in at 106 mph. Other drivers on the track included, Ernie Triplett (103 mph), Buddy Marr (100 mph), L. L. Corum (93 mph), Joe Caccia (96 mph), Tony Gulotta, Howard Seecomb, and Phil Pardee. Louis Schneider took some initial laps with his riding mechanic Jigger Johnson, but an oil leak persisted. Johnson tried to plug the hole with his fingers, so the pair could complete at least a handful of laps, to no avail.
Friday May 15: Stubby Stubblefield (109 mph) led the practice speeds on a fairly light day of track activity. Ernie Triplett (109 mph), Chet Miller (100 mph), L. L. Corum (94 mph), and Jerry Houck (over 90 mph), were among others that took to the track. Some participants left the grounds to attend the Kentucky Derby.
Saturday May 16: Louis Meyer ran his first laps of the month in the 16-cylinder Sampson Special. Meyer completed a lap of 113.63 mph. Milton Jones fishtailed his car exiting turn three, and made contact with the inside wall. The cars was expected to be repaired.
Practice – Week 3
*Sunday May 17: Cliff Durant took laps in Leon Duray's supercharged 16-cylinder car, hitting top speeds of 125 mph on the straights. The car, which had been suffering from overheating problems for the past few days, blew the top off the radiator. The team went to work to install a new radiator and water pump in time for qualifying. Louis Schneider and Tony Gulotta were both over 103 mph, while Joe Russo, and Chet Miller both hit laps of 100 mph. L. L. Corum (96 mph) was steadily increasing his speed as the days passed.
Monday May 18: Cliff Durant was forced to fly to Michigan to tend to urgent business, leaving Leon Duray as the driver remaining behind to qualify their supercharged 16-cylinder machine. The team was still waiting for a replacement radiator from Detroit. Durant was expected to return and drive relief in the race if needed. Cliff Bergere was named to the Elco Royale entry, having tested it at around 102-104 mph. Babe Stapp also arrived at the track.
Tuesday May 19: By Tuesday, at least 30 cars had arrived at the track. Arriving at the track were car builder Harry Miller and car owner William S. White. Their two cars, a 301-cubic inch, 16-cylinder machine to be driven by Shorty Cantlon, and a four-cylinder for Bert Karnatz, were en route from Los Angeles, expected for delivery on Wednesday. Miller and White kept the details of the much-anticipated 16-cylinder machine guarded. Of the cars on the track, Lou Moore in the twin 4-cylinder Coleman Special, raised eyebrows with a 104 mph lap.
Wednesday May 20: Track activity was bustling by Wednesday, with many cars, mechanics, and representatives in the garage area. Russ Snowberger got some attention after he turned a lap of 113 mph in his nearly-stock motor Studebaker. Also fast for the day was Ernie Triplett (111 mph). The Bill White/Harry Miller 16-cylinder car was delivered to the track at noontime, and driver Shorty Cantlon immediately took to the track for some shakedown laps.
Thursday May 21: One day after arriving at the track, Shorty Cantlon's Bill White/Harry Miller 16-cylinder machine broke a connecting rod and blew a hole in the crankcase. The catastrophic engine failure was traced to an error during assembly. Cantlon was out of contention for the pole position, and now had to wait for replacement parts and an engine rebuild. Also on the sidelines was Leon Duray, still waiting for delivery of a replacement radiator for the Durant 16-cylinder machine. At about 5 p.m., the steering failed on Frank Brisko's car, causing him to lose control in turn 4 and hit the inside wall. The car then rebounded and hit the outside wall, coming to rest in the middle of the track. The car suffered heavy damage to the front end and front axle. Brisko and his riding mechanic Fred Winnai were not seriously injured, and planned to make repairs.
Friday May 22: The much-anticipated and much-talked about Cummins Diesel Special, entered by Clessie Cummins, arrived at the Speedway on Friday. Dave Evans took the diesel to the track and ran off laps of about 96-97 mph. Earlier in the month, officials had announced a special exemption rule for diesel-powered entries, to encourage their participation. Any diesel that completed the four-lap qualifying attempt in excess of 80 mph average, would qualify for the field, regardless of overall speed rank. The other gasoline-powered engines had a minimum speed of 90 mph in time trials.
Time trials
1931 Cummins Diesel
Four-lap (10 mile) qualifying runs were utilized, with 90 mph set as the required minimum speed. Diesel entries were allowed a special rules exception, given them a guaranteed starting position provided they complete their run at a speed of greater than 80 mph. Riding mechanics were required to accompany the drivers on all cars during qualifying.
Saturday May 23
The first day of time trials was held Saturday May 23, with the track available for qualifying from 10:00 a.m. to 7:01 p.m. (sundown). The minimum qualifying speed for gasoline powered engines was set at 90 mph. Dave Evans was the first car out to qualify, in the Cummins Diesel Special. Evans completed his run at 96.871 mph, well above the 80 mph minimum speed required for diesel-powered entries.
Russ Snowberger won the pole position with a four-lap average speed of 112.796 mph. A total of 19 cars took to the track, but only 17 cars officially qualified. Rounding out the front row was Bill Cummings and first year driver Paul Bost. Snowberger winning the pole was a surprise, not only because his nearly-stock motor Studebaker outperformed Cummings and others, but three of the favorites for the pole did not even get to put in a time. Cummings first attempt early in the day started out with a lap of 115.001 mph, but he suffered a failed clutch. Cumming's second attempt run managed only a 112.563 mph, just 0.66 seconds shy of bumping Snowberger from the pole.
Shorty Cantlon was kept off the track for the whole weekend, still awaiting an engine rebuild. He was expected to qualify on Tuesday. Louis Meyer, another favorite, took to the track to make an attempt in the 16-cylinder Sampson Special. He came down the mainstretch, but lost control in turn one, brushing the inside and outside wall. He drove back to the pits with a bent frame, and would be forced to make repairs.
Defending pole position and race winner Billy Arnold was having trouble finding speed over the past couple of days, but scrambled to make an attempt late in the day on Saturday. He wheeled to the line at 7:08 p.m., past the deadline for the track to close. Officials decided to allow the run, and his four-lap average of 113.848 mph tentatively took the pole position. After the run, some drivers protested, and during a post-qualifying inspection, it was found that Arnold's brake cables were not connected. During the rush to get the car on the track, the crew had neglected to connect the brake cables, and technical committee chairman Louis H. Schwitzer disallowed the run.
Name
Lap 1(mph)
Lap 2(mph)
Lap 3(mph)
Lap 4(mph)
Average Speed(mph)
1
4
Russ Snowberger
112.542
112.542
113.023
113.080
112.796
2
3
Bill Cummings
111.579
112.824
112.938
112.923
112.563
3
31
Paul Bost
111.510
112.164
112.374
112.458
112.125
4
5
Deacon Litz
110.947
111.386
111.635
112.164
111.531
5
25
Ernie Triplett
112.191
110.592
111.193
110.294
111.034
6
39
Babe Stapp
110.429
110.105
110.375
109.596
110.125
7
17
Speed Gardner
109.556
109.569
110.335
109.676
109.820
8
34
Fred Frame
110.524
108.696
109.329
108.565
109.273
9
36
Stubby Stubblefield
108.985
108.486
108.630
109.091
108.797
10
19
Ralph Hepburn
107.656
107.810
108.643
107.630
107.933
11
32
Phil Pardee
107.591
107.746
108.134
107.617
107.772
12
57
Luther Johnson
106.257
108.056
107.940
108.382
107.652
13
23
Louis Schneider
107.901
107.527
106.952
106.471
107.210
14
28
Cliff Bergere
106.207
106.749
107.130
107.041
106.781
15
27
Chet Miller
106.193
106.458
105.845
106.245
106.185
16
41
Joe Russo
105.461
105.758
105.312
102.810
104.822
17
8
Dave Evans
96.577
96.267
97.213
97.464
96.871
7
Lou Meyer
Hit wall
Incomplete
DQ
1
Billy Arnold
113.536
114.242
113.910
113.708
113.848
Disqualified
Source: The Indianapolis News
Sunday May 24
The second day of time trials was held on Sunday May 24. The track was for available for qualifying from 1 p.m. to 7:01 p.m. (sundown). Only two cars completed qualifying runs. One day after having his run disallowed, Billy Arnold put his car in the field at 116.080 mph. he became the fastest qualifier in the field.
During a practice run, the car of Floyd "Sparky" Sparks caught on fire down the backstretch, ignited from an oil or gasoline leak. Attempting to close off the fuel line, he hit the retaining wall in turn three. The car was badly burned. Sparks would not be able to qualify.
Tony Gulotta was the only other driver to complete a qualifying attempt. Gulotta left the Bowes Seal Fast team and instead moved over to the Hunt Special entered by Ab Jenkins. Freddy Winnai took his old seat. Gulotta would have been fast enough for the second row, but as a second day qualifier, he would line up 19th on the grid. Lou Moore tried to qualify Pete DePaolo's Boyle Valve Special, but a broken clutch prevented the attempt. At the end of the day, the field was filled to 19 cars, with 21 spots remaining.
Name
Lap 1(mph)
Lap 2(mph)
Lap 3(mph)
Lap 4(mph)
Average Speed(mph)
18
1
Billy Arnold
116.009
116.294
116.505
115.518
116.080
19
37
Tony Gulotta
110.497
111.885
112.122
112.416
111.725
Source: The Indianapolis News
Monday May 25
The third day of qualifying was held Monday May 25, with the track available from 2 p.m. to 7:02 p.m. (sundown). The day was marred by the fatal accident of Joe Caccia and his riding mechanic Clarence Grover. Caccia was on the track in the morning for a practice run, when the car skidded out of control entering turn 2. The car slid about 150 feet, and then slid into the outside barrier. The car ripped a hole through the outside retaining wall, hurtled 100 feet down the embankment, and crashed into a tree. Both drivers were likely thrown from the car, landed next to it, and the car had burst into flames. Both drivers were killed instantly, and were enveloped by the flames.
Five cars completed qualification runs, filling the field to 24 cars. Jimmy Gleason (111.400 mph) was the fastest car of the day. Frank Farmer, formerly of the M.A. Yagle entry, took over the Jones-Miller Special, and was the second-fastest car of the day.
Still yet to qualify was Shorty Cantlon, who practiced unofficially over 118 mph, but suffered a broken universal joint during the day.
Name
Lap 1(mph)
Lap 2(mph)
Lap 3(mph)
Lap 4(mph)
Average Speed(mph)
20
33
Jimmy Gleason
111.386
111.372
111.180
111.663
111.400
21
67
Francis Quinn
110.633
110.375
112.122
112.177
111.321
22
35
Frank Farmer
106.952
108.382
108.604
109.290
108.303
23
12
Phil Shafer
105.325
105.461
104.676
104.956
105.103
24
48
John Boling
102.214
103.842
102.215
103.187
102.860
Source: The Indianapolis News
Tuesday May 26
The fourth day of qualifying was held Tuesday May 26, with the track available from 2 p.m. to 7:02 p.m. (sundown). Nine cars completed runs, led by Lou Meyer in the Samson Special. Meyer was qualified comfortably, though probably below his potential speed, said to be playing it safe after his crash on Saturday. After considerable delay, Shorty Cantlon put his 16-cylinder machine in the field, as did Leon Duray. Duray had been suffering from overheating issues all week, and observers noted he qualified with water boiling from the radiator, indicating the problems were still not solved.
Name
Lap 1(mph)
Lap 2(mph)
Lap 3(mph)
Lap 4(mph)
Average Speed(mph)
25
7
Lou Meyer
113.953
113.236
113.536
113.364
113.522
26
2
Shorty Cantlon
111.331
110.281
109.743
110.146
110.372
27
16
Frank Brisko
106.107
106.032
106.345
106.660
106.286
28
24
Freddy Winnai
104.408
105.870
106.245
107.066
105.899
29
54
Leon Duray
103.365
103.579
102.987
102.611
103.134
30
44
George Howie
102.857
103.199
103.128
102.354
102.844
31
72
Al Aspen
102.203
102.951
102.308
102.576
102.509
32
58
George Wingerter
99.580
100.200
100.503
100.279
100.139
33
49
Harry Butcher
99.130
99.913
99.393
99.536
99.343
45
Marion Trexler
94
94
Incomplete
9
Gordon Condon
Incomplete
Source: The Indianapolis News
Wednesday May 27
The final day of qualifying was held Wednesday May 26, with the track available from 2 p.m. to 7:04 p.m. (sundown). The day opening with seven spots remaining in the grid. Out of a total of 72 entries, upwards of twenty cars were considered available for time trials.
During a busy day of track activity, a total of eight cars qualified for the starting field, filling the grid to 40 cars. At least twelve other cars attempted to qualify, but were too slow or failed to complete their run. The fastest car of the day was Gene Haustein (107.823 mph), followed by Myron Stevens.
Car owner Fred Clemmons managed to get both of his Hoosier Pete entries qualified, despite the cars only arriving at the track for the first time Wednesday morning. Billy Winn and Herman Schurch both took to the track for shake down laps at slow speed, and practiced for only about 45 minutes. The cars were brought to the garage for adjustments to the springs and shock absorbers, and later in the afternoon were safely qualified to the grid with only about 20 laps of practice each.
Wilbur Shaw and Ralph DePalma were both at the track Wednesday, looking to qualify. Officials deemed that DePalma had not arrived in enough time to qualify, and the car he was to drive had not shown sufficient speed. Shaw took to the track for a qualifying attempt late in the day, but he pulled off with a broken crankshaft before starting the run.
With less than fifteen minutes remaining in the day, Joe Huff was the final qualifier. Huff would have "crowded out" Harry Butcher, the slowest qualifier. After qualifying was over, however, Peter Kreis in the Coleman Special withdrew due to handling problems. As a result, Harry Butcher in the Butcher Brothers Special was restored to the starting field.
The track was to be available on Thursday for final "carburation tests." No track activity was scheduled for Friday.
Name
Lap 1(mph)
Lap 2(mph)
Lap 3(mph)
Lap 4(mph)
Average Speed(mph)
Notes
34
26
Gene Haustein
107.823
107.953
108.551
109.263
108.395
35
21
Myron Stevens
108.084
107.258
107.501
107.092
107.463
36
55
Billy Winn
103.878
105.522
105.345
106.408
105.405
37
59
Sam Ross
106.070
104.846
104.603
103.093
104.642
Bumped Decker
38
14
Lou Moore
100.435
101.420
105.845
107.540
103.725
39
10
Herman Schurch
103.914
104.034
102.041
101.443
102.845
Bumped Chamberlain
40
69
Joe Huff
101.660
102.145
102.857
102.592
102.386
Failed to qualify
WD
Peter Kreis
102.599
102.110
103.022
103.722
102.386
Withdrew
68
Ted Chamberlain
99.075
99.294
99.591
98.771
99.182
Bumped by Schurch
Rick Decker
96.717
99.097
97.224
97.234
98.061
Bumped by Ross
29
L. L. Corum
97.826
98.200
97.255
96.298
97.389
Too slow
46
Bill Denver
96.164
96.630
96.144
95.673
96.085
Bumped by Decker
45
C. C. Reeder
95.592
96.010
95.694
95.278
95.643
53
Joe Thomas
89.295
92.034
92.270
92.081
91.403
66
Benny Brandfon
89.047
89.091
88.114
88.002
88.561
Below 90 mph minimum speed
15
Bert Karnatz
102.203
100.773
100.919
Incomplete
Burned bearing
63
Malcolm Fox
102.203
102.529
Incomplete
Broken connecting rod
56
Jimmy Patterson
93.091
93.950
Incomplete
Engine failure
6
Wilbur Shaw
Incomplete
Pulled off track
Source: The Indianapolis News
Starting grid
Row
Inside
Middle
Outside
1
Russ Snowberger
Bill Cummings
Paul Bost
2
Deacon Litz
Ernie Triplett
Babe Stapp
3
Speed Gardner
Fred Frame
Stubby Stubblefield
4
Ralph Hepburn
Phil Pardee
Luther Johnson
5
Louis Schneider
Cliff Bergere
Chet Miller
6
Joe Russo
Dave Evans
Billy Arnold
7
Tony Gulotta
Jimmy Gleason
Francis Quinn
8
Frank Farmer
Phil Shafer
John Boling
9
Lou Meyer
Shorty Cantlon
Frank Brisko
10
Freddy Winnai
Leon Duray
George Howie
11
Al Aspen
George Wingerter
Harry Butcher
12
Gene Haustein
Myron Stevens
Billy Winn
13
Sam Ross
Lou Moore
Herman Schurch
14
Joe Huff
Alternates
First alternate: Ted Chamberlain
Failed to qualify
Peter Kreis (withdrew)
Rick Decker (bumped)
Bill Denver (bumped)
Lora L. Corum (too slow; drove relief during the race)
C.C. Reeder (too slow)
Joe Thomas (too slow)
Ben Brandfon (too slow)
Bert Karnatz (incomplete attempt)
Malcolm Fox (incomplete attempt)
James Patterson (incomplete attempt)
Marion Trexler (incomplete attempt)
Gordon Condon (incomplete attempt)
Wilbur Shaw (incomplete attempt; drove relief during race)
Joe Caccia (fatal practice crash)
Wesley Crawford
Harry Miller
Bryan Saulpaugh
Eddie Burbach
Ralph DePalma (insufficient speed)
Dusty Fahrnow
Norske Larson
Charles Moran
Milt Marion
Rollin May
Zeke Meyer
Wally Zale
Roy Painter
Carl Smith
Floyd "Sparky" Sparks (car fire)
Johnny Seymour
Ab Jenkins (illness)
Jerry Houck
Milton Jones
Peter DePaolo
Race recap
Start
Overnight and morning rain delayed the start from 10:00 a.m. to 12 p.m. The Indianapolis Drum and Bugle Corps. paraded and entertained the early arriving fans, including Governor Harry G. Leslie and his entourage of seven other state governors. At noon, pace car driver Willard "Big Boy" Rader guided the field in the Cadillac 370 V-12 pace car for one unscored pace lap. Speedway general manager Theodore E. Meyers rode as a passenger. Rader and Meyers pulled over on the mainstretch, and the green flag was displayed for the flying start. The race began with Paul Bost grabbing the lead from the outside of the front row. Bost led the first two laps. Bill Cummings took the lead for laps 3–6.
Defending winner Billy Arnold, who started 18th (and was the fastest qualifier), went on a tear through the field at the start. He passed 17 cars, and took the lead on lap 7. He picked up where he left off a year earlier, and started pulling out to about a 15-second lead.
After suffering constant overheating problems during practice and time trials, Leon Duray pitted his car after only six laps. The overheating problems persisted and he finished 37th.
First half
On lap 33, rain returned to the area, and brought out the yellow flag. The race was slowed and run under the yellow flag for about the next 28 laps. Drivers were required to slow down to about an 80 mph pace, and passing was not allowed unless except those cars that entered the pit area.
The drizzling stopped, and the green flag came back out on the 61st lap. Only a few laps later, the yellow flag came out again when Wilbur Shaw (driving relief for Phil Pardee) wrecked spectacularly in turn three. The car leaped over the outside wall, and down the embankment. Shaw was uninjured, and walked back to the pits, ready to relieve another driver. While the crash was being cleaned up, more rain began to fall, and the yellow remained out for several minutes more.
By lap 70, the rain had stopped and the green flag was back out with Billy Arnold still leading. Ralph Hepburn was running second, Tony Gulotta third, Russ Snowberger fourth, and Fred Frame fifth. Bill Cummings dropped out after completing 70 laps due to an oil leak. On lap 94, Cummins took over the car of Deacon Litz. Also dropping out early with an oil leak was Louis Meyer (28 laps). He got back in the race on lap 73, taking over as relief for Myron Stevens.
Billy Arnold continued to lead at the halfway point.
Second half
Louis Schneider made his first and only pit stop on lap 106, taking on gasoline and oil, as well as changing the right rear tire. After surviving a spectacular crash in the first half, Wilbur Shaw was back in the race on lap 118, this time driving a stint of relief for Jimmy Gleason.
After leading 155 laps, Billy Arnold crashed on lap 162. In turn four, Arnold spun, and lost a wheel. He was hit by the car of Luther Johnson. Arnold's car burst into flames, and hit the concrete wall. It slid for about 200 feet, and Arnold and his riding mechanic Spider Matlock were thrown from the machine. A wheel from Arnold's wrecked car bounced over the wall and across the street, striking and killing an 11-year-old boy playing in his yard. Johnson's car flipped over, but he was not seriously injured.
Louis Schneider took the lead after Arnold's crash. Five laps later Tony Gulotta crashed in nearly the same spot as Arnold. Gulotta's car slid into the inside wall, then bounced up to the outside guardrail, ripping a portion of the barrier out, Neither Gulotta nor his riding mechanic were seriously injured.
With 30 laps to go, Schneider and second place Bill Cummings were nose-to-tail, battling for the lead. Cummings had taken over the car of Deacon Litz. Cummings hit the wall in the south short chute on lap 177, leaving Schneider all alone out in front. Schneider led the final 39 laps en route to victory, and won by 43.19 seconds over second place Fred Frame. At the time, it was the second-closest margin of victory in Indianapolis 500 history.
Polesitter Russ Snowberger was one of three drivers in the top five to complete the race without relief help. The car of Myron Stevens, with Louis Meyer driving relief for most of the race, charged from 35th starting position to 4th place, a remarkable gain of 31 positions at the finish.
Box score
Finish
Start
No
Name
Entrant
Chassis
Engine
Qual
Rank
Laps
Led
Status
1
13
23
Louis Schneider
B. L. Schneider
Stevens
Miller
107.210
22
200
39
Running
2
8
34
Fred Frame
Harry Hartz
Duesenberg
Duesenberg
109.273
14
200
0
Running
3
10
19
Ralph Hepburn(Relieved by Peter Kreis Laps 90–143)
Ralph Hepburn
Miller
Miller
107.933
18
200
0
Running
4
35
21
Myron Stevens
Louis Meyer
Stevens
Miller
107.463
21
200
0
Running
5
1
4
Russ Snowberger
Russell Snowberger
Snowberger
Studebaker
112.796
3
200
0
Running
6
20
33
Jimmy Gleason(Relieved by Wilbur Shaw Laps 118–169)
Denny Dusenberg
Duesenberg
Duesenberg
111.400
8
200
0
Running
7
5
25
Ernie Triplett
James H. Booth
Duesenberg
Duesenberg
111.034
10
200
0
Running
8
9
36
Stubby Stubblefield
Milton Jones
Willys-Knight
Miller
108.797
15
200
0
Running
9
14
28
Cliff Bergere
Elco Grease & Oil Company
Reo
Reo
106.781
23
200
0
Running
10
15
27
Chet Miller(Relieved by Bryan Saulpaugh Laps 104–152)
R. G. "Buddy" Marr
Hudson
Hudson
106.185
25
200
0
Running
11
30
44
George Howie (Relieved by Herman Schurch Laps 113–200)
George N. Howie
Dodge
Chrysler
102.844
35
200
0
Running
12
23
12
Phil Shafer
Phil Shafer
Rigling
Buick
105.103
28
200
0
Running
13
17
8
Dave Evans
Cummins Engine Company
Duesenberg
Cummins
96.871
40
200
0
Running
14
31
72
Al Aspen
William Alberti
Duesenberg
Duesenberg
102.509
36
200
0
Running
15
37
59
Sam Ross
William M. Yahr
Rigling
Miller
104.642
30
200
0
Running
16
40
69
Joe Huff(Relieved by Speed Gardner Laps 117–148)
S. C. Goldberg
Cooper
Miller
102.386
37
180
0
Flagged
17
4
5
Deacon Litz(Relieved by Bill Cummings Laps 94–177)
Henry Maley
Duesenberg
Duesenberg
111.531
7
177
0
Crash T1
18
19
37
Tony Gulotta
D. A. "Ab" Jenkins
Rigling
Studebaker
111.725
6
167
0
Crash T4
19
18
1
Billy Arnold
Harry Hartz
Summers
Miller
116.080
1
162
155
Crash T4
20
12
57
Luther Johnson
William H. Richards
Studebaker
Studebaker
107.652
20
156
0
Crash T4
21
36
55
Billy Winn
F. E. Clemons
Rigling
Clemons
105.405
27
138
0
Flagged
22
27
16
Frank Brisko
Frank Brisko
Stevens
Miller
106.286
24
138
0
Steering arm
23
34
26
Gene Haustein
Fronty-Ford Sales of Michigan
Ford T
Fronty-Ford
108.395
16
117
0
Lost wheel
24
16
41
Joe Russo
George A. Henry
Rigling
Duesenberg
104.822
29
109
0
Oil leak
25
7
17
Speed Gardner(Relieved by Wesley Crawford Laps 58–107)
C. E. Ricketts
Miller
Miller
109.820
13
107
0
Frame
26
38
14
Lou Moore
M. J. Boyle
Miller
Miller
103.725
31
103
0
Differential
27
26
2
Shorty Cantlon
William S. White
Miller
Miller
110.372
11
88
0
Rod
28
2
3
Bill Cummings
Empire State Gas Motors
Cooper
Miller
112.563
4
70
4
Oil line
29
28
24
Freddy Winnai
B. L. Schneider
Stevens
Miller
105.899
26
60
0
Crash NC
30
11
32
Phil Pardee
Phil Pardee
Duesenberg
Duesenberg
107.772
19
60
0
Crash T3
31
3
31
Paul Bost
Empire State Gas Motors
Cooper
Miller
112.125
5
35
2
Crankshaft
32
22
35
Frank Farmer
Milton Jones
Willys-Knight
Miller
108.303
17
32
0
Rod bearing
33
32
58
George Wingerter
George Wingerter
Duesenberg
Duesenberg
100.139
38
29
0
Fuel tank
34
25
7
Lou Meyer
Alden Sampson II
Stevens
Miller
113.953
2
28
0
Oil leak
35
6
39
Babe Stapp
Rigling & Henning
Rigling
Duesenberg
110.125
12
9
0
Oil leak/clutch
36
24
48
John Boling
Grahpo Metal Packing Company
M&B
M&B
102.860
33
7
0
Rod
37
29
54
Leon Duray
Leon Duray
Stevens:Whippet
Duray
103.134
32
6
0
Overheating
38
33
49
Harry Butcher
Harry H. Butcher
Buick
Buick
99.343
39
6
0
Crash T4
39
39
10
Herman Schurch
F. E. Clemons
Rigling
Clemons
102.845
34
5
0
Transmission
40
21
67
Francis Quinn
James H. Wade
Miller
Ford A
111.321
9
3
0
Rear axle
Race details
*For 1931, riding mechanics were required.
Dave Evans drove the Cummins Diesel Special entered by Clessie Cummins. During time trials, a special exception rule was made for diesel-powered engines which stated that if a diesel entry completed the four-lap qualifying run in excess of 80 mph average, it would qualify for the field, regardless of overall speed rank. Evans qualified at over 96 mph, but ranked 43rd overall. Evans was given the 40th and last starting position. On race day he finished 13th, performing the remarkable feat of completed the entire 500 miles without a pit stop. At some point during the race, Evans and his riding mechanic Thane Houser noticed that the water temperature was running high. Houser signaled back to the pit area, but Jimmy Doolittle who was working as the pit communicator, could not understand the message. Doolittle had misplaced a piece of paper which contained the key to the hand signals. Evans continued, having received no instruction from the pit area. After the race, Doolittle found the paper stuffed in his belt of his coat. |
Introduction
Michael Allan Cook FBA (born in 1940) is a British historian and scholar of Islamic history. Cook is the general editor of The New Cambridge History of Islam.
Biography
Michael Cook developed an early interest in Turkey and Ottoman history and studied history and oriental studies at King's College, Cambridge 1959-1963 and did postgraduate studies at the School of Oriental and African Studies (SOAS) of the University of London 1963–1966. He was lecturer in Economic History with reference to the Middle East at SOAS 1966-1984 and reader in the History of the Near and Middle East 1984–1986. In 1986, he was appointed Cleveland E. Dodge Professor of Near Eastern Studies at Princeton University. Since 2007, he has been Class of 1943 University Professor of Near Eastern Studies. He was a Guggenheim Fellow in Spring 1990.
Research
In Hagarism: The Making of the Islamic World, Cook and his associate Patricia Crone provided a new analysis of early Islamic history by studying the only surviving contemporary accounts of the rise of Islam. They fundamentally questioned the historicity of the Islamic traditions about the beginnings of Islam. Thus they tried to produce the picture of Islam's beginnings only from non-Arabic sources. By studying the only surviving contemporary accounts of the rise of Islam, which were written in Armenian, Greek, Aramaic and Syriac by witnesses, they reconstructed a significantly different story of Islam's beginnings, compared with the story known from the Islamic traditions. Cook and Crone claimed to be able to explain exactly how Islam came into being by the fusion of various near eastern civilizations under Arabic leadership. Later, Michael Cook refrained from this attempt of a detailed reconstruction of Islam's beginnings, and concentrated on Islamic ethics and law. Patricia Crone later suggested that the book was “a graduate essay" and "a hypothesis," not "a conclusive finding.”
In his work Commanding Right and Forbidding Wrong in Islamic Thought, Michael Cook, in the chapter on the doctrine of al-Amr bi'l-Maʿrūf wa'l-Nahy ʿan il-Munkar among the Ibāḍīs, makes a comparison between western and eastern Ibāḍism and with the doctrines of the other Islamic sects and schools. The eastern and western Ibāḍīs represent two distinct historical communities with largely separate literary heritages, at least until, roughly, the beginning of the twentieth century. There are occasional links between them: one shared literary borrowing (Māwardī, Ghazālī), the unusual doctrine that the verbal obligation does not lapse when the offender will not listen, the equally unusual interest in women as performers of the duty. Differences are likely to reflect the very different political histories of the two wings of the sect. In Oman, the resilience of the Imamate down the centuries finds obvious and direct expression in the frequency with which the Omani sources link forbidding wrong with this institution. In the West, where the vacuum left by the disappearance of the Imamate was filled in part by clerical organisation and authority, the scholars seem to have become less cautious about the role of the individual performer. Comparing the Ibāḍī doctrine of forbidding wrong with the doctrines of other Islamic sects and schools, the significant point is that, left aside the close association of forbidding wrong with righteous rebellion and state-formation which the Ibāḍīs share with the Zaydīs, Ibāḍī views do not in any systematic way diverge from those of the Islamic mainstream.
Cook is also known for synthetic works for a general audience, including The Koran: A Very Short Introduction and A Brief History of the Human Race. Cook served as general editor of The New Cambridge History of Islam, which covers fourteen centuries of Muslim history. This six-volume project was selected as winner of the 2011 Waldo G. Leland Prize for the “most outstanding reference tool in the field of history” published between 1 May 2006, and 30 April 2011.
Criticism
R. B. Serjeant described Hagarism as "bitterly anti-Islamic" and "anti-Arabian" in 1978. Cook's most recent work, Ancient Religions, Modern Politics, has been criticized by Duke Religion scholar, Bruce Lawrence, as an "anti-Islam manifesto."
Cook addresses his approach to navigating the politics of scholarship on Islam in a video for the Nicholas D. Chabraja Center for Historical Studies. In his words, he claims that "I personally see my academic role not as being anybody's advocate for or against. I hold onto a kind of ideal of objectivity, which I am sure I don't fully realize...I didn't like the philo-Islamic pull and I don't like the anti-Islamic pull. They are kind of a distraction from scholarship."
Recognition
Cook receiving the Farabi International Award in 2008
In 2001 he was chosen to be a member of the American Philosophical Society.
In 2001 he received the Albert Hourani Book Award
In 2002 he received the prestigious $1.5 million Distinguished Achievement Award from the Mellon Foundation for significant contribution to humanities research.
In 2004 he was chosen to be a member of the American Academy of Arts and Sciences.
In 2006 he won Howard T. Behrman Award for Distinguished Achievement in the Humanities at Princeton.
In 2008 he won Farabi Award in the Humanities and Islamic Studies.
In 2013 he and Patricia Crone were awarded an honorary doctorate at Leiden University.
In 2014 he won the Holberg Prize
In 2019 he won the Balzan Prize
Works
Hagarism: The Making of the Islamic World, 1977, with Patricia Crone.
Early Muslim Dogma: A Source-Critical Study, 1981.
Muhammad, 1983.
The Koran: A Very Short Introduction, 2000.
Commanding Right and Forbidding Wrong in Islamic Thought, 2001 (Winner of the Albert Hourani Book Award).
Forbidding Wrong in Islam: An Introduction, 2003.
A Brief History of the Human Race, New York 2003.
Studies in the Origins of Early Islamic Culture and Tradition, 2004.
(ed.): The New Cambridge History of Islam, Cambridge: Cambridge University Press 2010. (six vols, 4,929pp)
Ancient Religions, Modern Politics: The Islamic Case in Comparative Perspective, 2014
Works related to Ibadism
Cook, Michael: (1981) Early muslim dogma. A source critical study. Cambridge: Cambridge University Press, 1981. .
Cook, Michael: (2000) Commanding right and forbidding wrong in Islamic thought. Cambridge: Cambridge University Press, 2000. . |
Introduction
The 18th International 500-Mile Sweepstakes Race was held at the Indianapolis Motor Speedway on Friday, May 30, 1930. The race was part of the 1930 AAA Championship Car season.
Pole position winner Billy Arnold took the lead on lap 3, and led the entire rest of the race. He led a total of 198 laps (all consecutive), which stands as an all-time Indianapolis 500 race record. Arnold was accompanied by riding mechanic Spider Matlock.
Arnold was the first driver to complete the entire 500 miles in under five hours (over 100 mph average speed) without relief help. Pete DePaolo finished the 1925 race in under five hours, but used a relief driver for 21 laps. Arnold would eventually be named the first member of the prestigious 100 mph Club.
The race was marred by the death of Paul Marshall. He was acting as riding mechanic for his brother Cy when their car hit and flipped over the wall. His brother survived with serious injuries.
Rules changes and the "Junk" formula
The 1930 race ushered in a series of substantially new engine rules and specifications. The allotted displacement was increased from 91 cu. in. (1.5 L) to 366 cu. in. (6.0 L). Superchargers were banned with the exception of two-cycle engines, and riding mechanics were made mandatory once again. In addition, the traditional mandate of a maximum 33-car field was lifted. This rules package would be in place through 1937.
Contrary to popular belief, the rule changes were not made in response to the stock market crash of 1929. The rules package is sometimes referred to disparagingly as the "Junk Formula" or the "Junkyard," and a common misconception is that it was implemented in order to dumb down the cars and maintain full fields during the Great Depression.
Speedway president Eddie Rickenbacker had decided to make the changes in order to lure back the passenger car manufacturers, and make the cars on the track more resemble those sold to the motoring public. Rickenbacker's desire was to move away from the supercharged, specialized racing machines that had taken over the Speedway through the 1920s. It was his vision at the time to bring the Speedway back to its origins and roots as a "proving ground" for the passenger car industry. Upon announcing the rule changes, he was quoted as saying, "Even a Model T can win." The rule changes were in fact being laid out as early as 1928, and were approved by the AAA Contest Board in early January 1929.
Race schedule
Race schedule – May 1930
Sun
Mon
Tue
Wed
Thu
Fri
Sat
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24Time Trials
25Time Trials
26Time Trials
27Time Trials
28Time Trials
29
30Indy 500
31
Color
Notes
Green
Track Available for Practice
Dark Blue
Time trials
Silver
Race day
Blank
No track activity
Practice
The deadline for entries to be submitted was midnight on May 1. The track was made available for practice a couple days later, with the first car taking to the track on or around Tuesday May 6. Most cars did not arrive at the Speedway until the second full week, with activity picking up mid-month.
By Monday May 19, a total of ten cars had taken to the track, with Louis Schneider (105 mph) posting the fastest lap thus far. On Tuesday May 20, the focus of attention was on the 201-c.i.d, 16-cylinder, Sampson Special of Louis Meyer. The car was now completed and wheeled out of its garage at the Steinhart Brake Services building. It was cranked up for the first time, and ready to deliver to the Speedway. Back at the track, Shorty Cantlon turned a lap of 109 mph.
On Wednesday May 21, Louis Meyer took to the track for the first time, blistering the bricks with a lap of 110.56 mph in the 16-cylinder machine. Meyer immediately established himself as a favorite for the front row. Meanwhile, Harry Hartz, who had not yet taken any laps in his front wheel drive Miller Special, was still expected to qualify come Saturday.
On Thursday May 22, Ralph Hepburn (112.20 mph) and Billy Arnold (111.83 mph) took laps in Harry Hartz's Miller Special. They were the two fastest laps thus far for the month. Speculation was growing that Hartz was preparing to hand the car over to either Hepburn or Arnold, but no official arrangement had been announced. As late as Friday night, Hartz was still insisting to the press that he was intending to race the car himself.
Time trials
Qualifications was scheduled for five days, spanning from Saturday May 24 through Wednesday May 28. Four-lap qualifying runs were utilized, and cars were allowed up to three attempts. The minimum speed required was 85 mph. Time trials would end each day at sundown.
Saturday May 24
The first day of time trials was held Saturday May 24, scheduled for 11 a.m. to 7:01 p.m. L. L. Corum was the first car to qualify. Car owner Harry Hartz took the #4 Miller Special out for a shake-down qualifying attempt. After one official lap of 110.429 mph, he parked the car and handed it over to Billy Arnold. Arnold proceeded to win the pole position with a four-lap run of 113.268 mph.
One day after smacking the wall, Ernie Triplett qualified sixth. After practicing on Friday at over 111 mph, and being a favorite for the pole position, Louis Meyer fell short of expectations. Meyer qualified second, owing to an ill-conceived gear ratio change the team decided to make on Saturday morning.
No major incidents were reported.
Name
Lap 1(mph)
Lap 2(mph)
Lap 3(mph)
Lap 4(mph)
Average Speed(mph)
1
4
Billy Arnold
113.208
113.364
113.279
113.222
113.268
2
1
Louis Meyer
111.552
111.843
111.552
110.227
111.290
3
16
Shorty Cantlon
110.281
110.146
110.200
108.630
109.810
4
23
Louis Schneider
104.883
106.282
106.534
106.749
106.107
5
18
Chet Gardner
106.597
105.485
105.746
105.423
105.811
6
17
Ernie Triplett
105.646
105.646
105.907
105.275
105.618
7
22
Russ Snowberger
104.191
104.275
104.749
105.018
104.577
8
15
Phil Shafer
101.237
102.576
102.904
102.412
102.279
9
25
Leslie Allen
101.569
102.064
101.925
102.122
101.919
10
36
Cy Marshall
100.334
100.976
100.874
101.203
100.846
11
33
Frank Farmer
100.111
100.402
100.581
101.374
100.615
12
14
Lou Moore
100.301
99.911
98.879
99.867
99.867
13
35
J. C. McDonald
98.912
98.803
99.032
99.064
98.953
14
29
Joe Caccia
96.567
97.603
97.954
98.318
97.606
15
41
Chet Miller
96.639
97.014
97.762
98.039
97.360
16
38
Claude Burton
93.760
96.277
94.957
95.390
95.087
17
2
L. L. Corum
94.468
94.379
93.730
93.946
94.130
18
39
Johnny Seymour
92.898
93.303
93.565
93.740
93.376
19
32
Charles Moran
88.757
89.982
89.144
91.084
89.733
4
Harry Hartz
110.429
Incomplete
Source: The Indianapolis News
Sunday May 25
Only two cars completed qualifying runs on Sunday May 25. Peter DePaolo was forced to change engines after crankshaft damage suffered on Saturday. Tony Gulotta put in the 12th-fastest speed thus far in the field, but as a second day qualifier, lined up in 20th starting position.
Rookie owner/driver Julius C. Slade quit his run after only two laps, then eventually would hand the car over to Roland Free. Rick Decker also pulled in after only two laps.
Name
Lap 1(mph)
Lap 2(mph)
Lap 3(mph)
Lap 4(mph)
Average Speed(mph)
20
9
Tony Gulotta
100.022
100.626
99.823
99.668
100.033
21
5
Peter DePaolo
99.712
99.491
100.615
100.011
99.956
31
Rick Decker
96.051
94.548
Incomplete
28
Julius C. Slade
84.778
85.553
Incomplete
Source: The Indianapolis News
Monday May 26
Three cars completed qualifying runs on Monday May 26, filling the field to 24 cars. Bill Cummings led the speed chart for the day, with a run of 106.173 mph, the fourth-fastest car in the field. Cummings car arrived late in the day, and he completed his run after 6 p.m., shortly before the track closed for the day. Cummings day was not without incident, as he nearly involved in an accident along with Peter DePaolo as they drove the car to the Speedway grounds.
Four other drivers took to the track, but failed to complete their runs. Bill Denver quit after two laps. Rick Decker, making his second attempt, blew an engine after completing only one lap. Likewise, Julius C. Slade, also making his second attempt in two days, threw a rod on his final lap. Babe Stapp took to the track just before sundown, but pulled off the track apparently before starting the attempt.
Name
Lap 1(mph)
Lap 2(mph)
Lap 3(mph)
Lap 4(mph)
Average Speed(mph)
22
6
Bill Cummings
105.820
106.496
105.610
105.770
106.173
23
10
Mel Kenealy
102.916
103.448
103.448
103.496
103.327
24
7
Jimmy Gleason
93.613
93.691
93.848
93.682
93.709
Bill Denver
91.501
91.380
Incomplete
31
Rick Decker
92.507
engine
Incomplete
28
Julius C. Slade
87.951
88.037
88.054
engine
Incomplete
8
Babe Stapp
Incomplete
Source: The Indianapolis News
Tuesday May 27
Six cars made qualifying attempts on Tuesday May 27, with all six running to completion. Wilbur Shaw led the speed chart for the day, with a four-lap average of 106.132 mph. There were no major incidents reported.
A day after practicing over 100 mph, Joe Huff did not disappoint, putting in the second-fastest speed of the afternoon. Rick Decker, who threw a rod and blew the engine in his #31 Decker Special on Monday, spent the day working a new engine. Decker made a deal with Fred Clemmons, owner of the #48 Hoosier Pete entry. Clemmons was unable to secure a chassis for his 4-cylinder Hoosier Pete engine, so he allowed Decker to install it in his car. The team expected to be out on the track for Wednesday.
Juan Gaudino (#52) and Fred Fansin (#53) officially scratched their entries, after they failed to arrive. At the end of the day, the field was filled to 30 cars. About twelve hopefuls remained, looking to qualify on Wednesday.
Name
Lap 1(mph)
Lap 2(mph)
Lap 3(mph)
Lap 4(mph)
Average Speed(mph)
25
3
Wilbur Shaw
103.986
107.565
107.862
105.214
106.132
26
34
Joe Huff
100.852
101.203
100.212
102.471
101.178
27
19
Speed Gardner
94.547
96.288
96.123
95.299
95.585
28
26
Baconin Borzacchini
96.494
96.411
94.747
93.274
95.213
29
45
Marion Trexler
92.431
92.764
93.139
93.584
92.978
30
42
Letterio Cucinotta
90.827
91.445
92.156
91.921
91.584
Source: The Indianapolis News
Wednesday May 28
The final day of qualifications was held on Wednesday May 28, with time trials officially ending at sundown (7:04 p.m.) A total of eight cars managed to qualify for the race bringing the field to 38 cars. With an entry list featuring as many as 46-47 possible qualifiers, a total of four failed to qualify, and three cars never arrived. No cars were bumped or "crowded out."
Deacon Litz was the fastest qualifier for the day, with a run of 105.755 mph. After two failed attempts, Rick Decker finally made the field, after he finished installation of the Hoosier Pete engine. Fred Roberts and Rollin May failed to complete their attempts. Roberts threw a rod, and May was too slow to meet the 80 mph minimum speed. Doc MacKenzie never made it out to the track, and Sam Greco threw a rod with only thirty minutes left in the day.
Name
Lap 1(mph)
Lap 2(mph)
Lap 3(mph)
Lap 4(mph)
Average Speed(mph)
31
12
Deacon Litz
104.676
106.070
106.132
106.157
105.755
32
8
Babe Stapp
104.834
105.895
104.118
104.969
104.950
33
24
Dave Evans
97.171
97.434
98.993
96.681
97.342
34
21
Zeke Meyer
94.997
95.470
94.777
96.195
95.357
35
48
Rick Decker
92.147
92.053
92.147
92.831
92.293
36
Bill Denver
90.680
91.185
90.126
90.616
90.650
37
28
Roland Free
89.419
89.552
89.686
89.901
89.639
38
46
Harry Butcher
86.605
86.948
87.133
87.328
87.003
37
Fred Roberts
80.928
Incomplete
51
Rollin May
77.640
Incomplete
Source: The Indianapolis News
Starting grid
Row
Inside
Middle
Outside
1
Billy Arnold
Louis Meyer
Shorty Cantlon
2
Louis Schneider
Chet Gardner
Ernie Triplett
3
Russ Snowberger
Phil Shafer
Leslie Allen
4
Cy Marshall
Frank Farmer
Lou Moore
5
J. C. McDonald
Joe Caccia
Chet Miller
6
Claude Burton
L. L. Corum
Johnny Seymour
7
Charles Moran
Tony Gulotta
Peter DePaolo
8
Bill Cummings
Mel Kenealy
Jimmy Gleason
9
Wilbur Shaw
Joe Huff
Speed Gardner
10
Baconin Borzacchini
Marion Trexler
Letterio Cucinotta
11
Deacon Litz
Babe Stapp
Dave Evans
12
Zeke Meyer
Bill Denver
Rick Decker
13
Roland Free
Harry Butcher
Alternates
First alternate: none
Failed to qualify
Rollin May (#51) – Incomplete qualifying attempt (Too slow)
James Klemos/Fred Roberts (#37) – Incomplete qualifying attempt (Engine failure)
Sam Greco (#49) – Incomplete qualifying attempt (Engine failure)
Rick Decker (#31) – Engine failure
Doc MacKenzie (#43) – Did not attempt to qualify
Fred Fansin (#53) – Withdrawn/Car did not arrive
Juan Gaudino (#52) – Withdrawn/Car did not arrive
Duesenberg (#47) – Withdrawn/Car did not arrive
Sources:
Race recap
First half
Louis Meyer in his 16-cylinder Miller grabbed the lead at the start, out-dueling polesitter Billy Arnold on the first lap. Meyer led laps 1 and 2, then Arnold took the lead on lap 3. Arnold would not relinquish the lead the rest of the afternoon.
On the grid, Rick Decker's engine failed to crank, and he did not start the race. When the crew finally got his car running, it lasted only 8 laps. Chet Gardner was out on the first lap after he spun and brushed the wall on the north end, damaging his left front wheel. Gardner became the first driver in Indy history to drop out of the race without completing a single lap.
A huge crash broke out on the leader's 23rd lap. Fred Roberts (driving relief for Pete DePaolo) lost control and crashed in turn three. He collected the car of Deacon Litz, who suffered a broken arm. Litz's riding mechanic Lloyd Barnes suffered a cut to the head. The cars of Johnny Seymour, Babe Stapp, Lou Moore, and Marion Trexler also got caught up in the incident. Stapp's car rode up the wall, but he was not seriously injured. Jimmy Gleason's car suffered damage driving through the debris, and he drove back to the pits. He dropped out with what was discovered to be broken timing gears.
After leading early, Louis Meyer was forced to make a pit stop on lap 22 to repair a broken throttle connection. He lost over four minutes in the pits, and dropped as far down as 13th place. He returned to the track, and started charging back up the standings.
On the leader's 31st lap, Cy Marshall wrecked in turn three. The driver was pinned under the wreckage, but survived. His brother, riding mechanic Paul Marshall, was thrown from the car, and died of a fractured skull.
Second half
Billy Arnold won over second place Shorty Cantlon by a margin of over seven minutes (about 4 laps). Arnold was not challenged by any of the other competitors in the second half. During a pit stop on lap 111, Arnold did not request relief help, and managed to drive the entire 500 miles without relief.
Arnold led a total of 198 laps (laps 3–200) to set an all-time Indianapolis 500 record for most total laps led (198), and most consecutive laps led (198).
Second place Shorty Cantlon was relieved by Herman Schurch for laps 97 through 151.
Louis Meyer worked his way back into the top five by lap 140, but was unable to close the gap on Arnold. Meyer held fourth place over the final 50 laps, and finished sixteen minutes behind.
Box score
Finish
Start
No
Name
Entrant
Chassis
Engine
Qual
Rank
Laps
Status
1
1
4
Billy Arnold
Harry Hartz
Summers
Miller
113.268
1
200
4:58:39.72
2
3
16
Shorty Cantlon
William S. White
Stevens
Miller
109.810
3
200
3
4
23
Louis Schneider
Louis F. Schneider
Stevens
Miller
106.107
6
200
4
2
1
Louis Meyer
Alden Sampson II
Stevens
Miller
111.290
2
200
5
22
6
Bill Cummings
Peter DePaolo
Stevens
Duesenberg
106.173
4
200
6
33
24
Dave Evans
David E. Evans
Stevens
Miller
97.342
24
200
7
8
15
Phil Shafer
Phil Shafer
Coleman
Miller
102.279
13
200
8
7
22
Russ Snowberger
Russell Snowberger
Snowberger
Studebaker
104.577
11
200
9
9
25
Leslie Allen (Relieved by Stubby Stubblefield Laps 116-200)
Leslie Allen
Miller
Miller
101.919
14
200
10
17
2
L. L. Corum
Milton Jones
Stutz
Stutz
94.130
29
200
11
16
38
Claude Burton
Ira Vail
Oakland
Oakland
95.087
28
196
Flagged
12
30
42
Letterio Cucinotta
Letterio Piccolo Cucinotta
Maserati
Maserati
91.584
34
185
Flagged
13
15
41
Chet Miller
Thomas J. Mulligan
Ford T
Fronty-Ford
97.360
23
161
Flagged
14
38
46
Harry Butcher
Harry M. Butcher
Buick
Buick
87.003
38
127
Flagged
15
23
10
Mel Kenealy
J. Talbot, Jr.
Whippet
Miller
103.327
12
114
Valve
16
34
21
Zeke Meyer
Zeke Meyer
Miller
Miller
95.357
26
115
Rod
17
6
17
Ernie Triplett
Allen Guiberson
Whippet
Miller
105.618
9
125
Piston
18
13
35
J. C. McDonald
William H. Richards
Studebaker
Studebaker
98.953
21
112
Fuel tank leak
19
37
28
Roland Free
Julius C. Slade
Chrysler
Chrysler
89.639
37
69
Clutch
20
20
9
Tony Gulotta
J. Talbot, Jr.
Whippet
Miller
100.033
18
79
Valve
21
11
33
Frank Farmer
M. A. Yagle
Miller
Miller
100.615
17
69
Crash
22
35
44
Bill Denver
Gabriel Nardi
Duesenberg
Duesenberg
90.650
35
41
Rod
23
26
34
Joe Huff (Relieved by William Gardner Laps 28-48)
Herman N. Gauss
Cooper
Miller
101.178
15
48
Valve
24
25
3
Wilbur Shaw
Empire State Motors
Smith
Miller
106.135
5
54
Wrist pin
25
14
29
Joe Caccia
William Alberti
Duesenberg
Duesenberg
97.606
22
43
Crash
26
10
36
Cy Marshall
George A. Henry
Duesenberg
Duesenberg
100.846
16
29
Crash T3
27
19
32
Charles Moran
Du Pont Motors, Inc.
Du Pont
Du Pont
89.733
36
22
Crash T3
28
24
7
Jimmy Gleason
Thomas J. Mulligan
Miller
Miller
93.709
30
22
Timing gears
29
12
14
Lou Moore
Coleman Motors Corporation
Coleman
Miller
99.867
20
23
Crash T3
30
31
12
Deacon Litz
Henry W. Maley
Duesenberg
Duesenberg
105.755
8
22
Crash T3
31
32
8
Babe Stapp
A. S. Duesenberg
Duesenberg
Duesenberg
104.950
10
18
Crash T3
32
18
39
Johnny Seymour
Herman N. Gauss
Cooper
Miller
93.376
31
21
Crash T3
33
21
5
Peter DePaolo
Peter DePaolo
Stevens
Duesenberg
99.956
19
20
Crash T3
34
29
45
Marion Trexler
M. M. Lain, Jr.
Auburn
Lycoming
92.978
32
19
Crash T3
35
27
19
Speed Gardner
W. H. Gardner
Miller
Miller
95.585
25
14
Main bearing
36
28
26
Baconin Borzacchini
Alfieri Maserati
Maserati
Maserati
95.213
27
7
Magneto
37
36
48
Rick Decker
Clemons Motors, Inc.
Mercedes
Clemons
92.293
33
8
Oil tank
38
5
18
Chet Gardner
James H. Booth
Duesenberg
Duesenberg
105.811
7
1
Spun T1
Note: Cars not finishing were awarded positions in the order in which they left the track, regardless of lap count
Statistics
Lap Leaders
Laps
Leader
1–2
Louis Meyer
3–200
Billy Arnold
Total laps led
Laps
Leader
Billy Arnold
198
Louis Meyer
2
Race details
*For 1930, riding mechanics were required. It was the first time since 1922 that riding mechanics were mandatory.
This was the first Indy 500 to utilize the green flag to signify the start of the race. Previous years had used the red flag, before the development of standard uniform traffic guidelines and protocol as defined by the MUTCD and AASHTO.
This was the first 500 after the stock market crash of 1929, and the first to be held under the Great Depression.
Chet Miller
One of the most famous nostalgic stories of Indianapolis 500 lore occurred with driver Chet Miller during the 1930 race. Just short of the mid-way point, Miller was in for a pit stop in his Fronty-Ford. The car, which was made up mostly of Model T parts, was discovered to have a broken right front spring. Race officials would not let Miller return to the track until repairs were made, so the crew began a search for suitable replacement parts.
Within a short time, the crew spotted an unattended Model T, that ostensibly belonged to a spectator, parked nearby in the infield. With the owner nowhere in sight, the crew proceeded to remove the spring they needed, and subsequently installed it on Miller's race car sitting in the pit area. After a stop of over 41 minutes, Miller was back out on the track with the borrowed spring, and drove to a 13th-place finish.
Following the race, with the vehicle's owner still not located, the crew went back to the infield and re-installed the spring on the unknown spectator's Model T. It is believed that the owner of the car was never aware of the entire situation. |
Introduction
The 17th International 500-Mile Sweepstakes was held at the Indianapolis Motor Speedway on Thursday, May 30, 1929. Ray Keech, who finished fourth a year earlier, took the lead for the final time on lap 158 and won his first Indianapolis 500. Keech won for car owner Maude A. Yagle, the first and to-date, only female winning owner in Indy history. Only two weeks after winning the race, Ray Keech was fatally injured in a crash at Altoona Speedway on June 15, 1929. The race was part of the 1929 AAA Championship Car season.
The 1929 edition was the last contested with the supercharged 91 cu. in. (1.5 L) displacement engine formula. The supercharged front-wheel drive Miller 8s dominated qualifying, sweeping the front row. A total of twelve front-wheel drive machines made the field, but Keech's rear-wheel-drive Simplex Piston Ring Special took the victory. All three cars of the front row, as well as the first two cars of the second row, dropped out before the halfway point. Pole-sitter Cliff Woodbury crashed on lap 4, and became the first pole position winner in Indy history to finish last (33rd). Defending race winner Louis Meyer was leading in the second half, but lost nearly seven minutes when his car stalled in the pits due to low oil pressure on lap 157. He finished second just over six minutes behind Keech, with the lengthy pit stop the deciding margin.
The hard luck story of the race belonged to Lou Moore. After finishing second in 1928, Moore was on his way to back-to-back runner-up finishes. With two laps to go, however, his engine threw a rod. Due to the rules at the time, since Moore was not running at the finish, he was scored behind all finishers. He fell all the way back to 13th position, behind four cars that actually had fewer laps than he had.
It was the final race of the Roaring Twenties and the final race before the Stock Market Crash and Great Depression. The facility was expanded in 1929 to include a golf course. Dubbed the "Speedway Golf Course," it featured nine holes outside the track, and nine holes inside the track, and was designed by Bill Diddel. Also during the month, scenes for the movie Speedway were being filmed.
Engine specifications and rule changes
The 1929 race would be the final year contested with the supercharged 91 cu. in. (1.5 L) displacement engine formula. Speedway president Eddie Rickenbacker had decided to substantially change the engine specifications for 1930 and beyond in an effort to lure back the passenger car manufacturers, and make the cars on the track resemble more those sold to the motoring public. Rickenbacker's desire was to move away from the supercharged, specialized racing machines that had taken over the Speedway through the 1920s.
Contrary to popular belief, the proposed rules changes were not made in response to the stock market crash of 1929 (which had not occurred yet) and the subsequent Great Depression. The rule changes for 1930 were in fact being laid out as early as 1928, and were already approved by the AAA Contest Board in early January 1929. In addition, the 1929 race would be the final for the foreseeable future to be without riding mechanics. From 1930 and beyond, the rules were once again going to mandate two-man cars.
With the 91 c.i.d engines on their way out, interest was focused on whether the roughly 200 horsepower machines could set a track record for 500 miles in their swan song. Qualifying speeds were expected to be fast.
For 1929, riding mechanics were optional, however, no teams utilized them.
Jimmy Gleason's car carried #53, the first number over 50 in the history of the race.
Race schedule
Participants began arriving at the Speedway in mid-April, but very few, if any, cars took laps prior to May 1. The track was officially made available for practice beginning on Wednesday May 1. Time trials was scheduled for four days - Saturday May 25 through Tuesday May 28. Qualifying on Saturday would be held from 1 p.m to 5 p.m., and qualifying on Sunday would be held from 11 a.m. to 5 p.m. Time trials for Monday and Tuesday was tentatively scheduled on an as-needed basis, although on Monday, rain would ultimately wash out the day.
Race schedule — May 1929
Sun
Mon
Tue
Wed
Thu
Fri
Sat
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25Time Trials
26Time Trials
27Time Trials
28Time Trials
29Carb Day
30Indy 500
31
Color
Notes
Green
Track Available for Practice
Dark Blue
Time trials
Silver
Race day
Red
Rained out
Blank
No track activity
Includes days where track activitywas significantly limited due to rain
Preparations – April
An expanded garage area greeted competitors arriving at the Speedway for 1929. During the offseason, Speedway superintendent Laurence Welch oversaw the construction of a second row of garages along the Gasoline Alley corridor.
Veteran Indianapolis drivers Earl Devore and Norman Batten were lost at sea in November 1928 in the sinking of the SS Vestris. Batten's widow Marion Batton entered the 1929 race as a car owner.
Saturday April 6: It was announced that Harry Hartz would attempt to return to racing at the 500, after suffering injuries in a crash at Salem in October 1927. Louis Chiron was named to the Louis Chevrolet entry. Chiron was expected to arrive in Indianapolis early the following week.
Wednesday April 10: Car owner Maude "M. A." Yagle entered Ray Keech in the Simplex Special. The car was expected to arrive in a few days.
Friday April 12: European champion Louis Chiron arrived at the Speedway along with two Delage race cars.
Tuesday April 16: It was announced that Italian driver Gianfranco Comotti would be entered in the 500, driving one of the Talbot entries.
Saturday April 20: Observers noted that several teams had arrived at the Speedway to begin preparations – more teams than usual at this early stage. Predictions for record speeds were being made, with Dave Evans predicting 102 mph, and mechanic Cotton Henning predicting between 103–105 mph.
Monday April 22: Johnny Seymour of the Earl Cooper team was among those in the garage area preparing cars. Cooper had reportedly been at the Speedway working on race cars all winter, and even running practice laps in the dead of winter in very cold conditions.
Friday April 26: 1922 race winning riding mechanic Ernie Olson had arrived at the Speedway, working as chief mechanic for Cliff Woodbury at the Boyle Valve team.
Saturday April 27: To date thirteen entries had been announced for the race, according to Speedway manager T.E. "Pop" Meyers. It was expected that up to 40 entries would be received before the postmarked deadline of May 1. The three-car Packard Cable team owned by Leon Duray announced its second driver. Duray himself had been named to the first car, while Tony Gulotta was named to the second entry. Gulotta was preparing to drive a rear-wheel drive car, while Duray and the unnamed third entry will pilot front-wheel drive machines.
Practice – May (week 1)
*Wednesday May 1: The deadline for entries to be received was midnight on May 1. In addition, any entries postmarked before midnight on May 1 would be accepted. As of April 30, there had been 29 entries received, and Speedway management expected between 6–8 additional entries to arrive before the deadline. Defending race winner Louis Meyer was on the entry list, but three time runner-up Harry Hartz was not. After speculation weeks earlier about returning to racing, Hartz was set to participate only as a team owner. The track was said to be "buzzing" with activity, with preparations getting underway about ten days earlier than years past.
Thursday May 2: A bevy of late entries poured in before the Wednesday night deadline, as well as by mail on Thursday. As of May 2, the entry list has swelled to 43 cars, the largest since before WWI. Rumors were circulating that Ralph DePalma may drive one of the Duesenberg entries. it was estimated that about half of the car entered were already at the track, or at least in the vicinity. All cars were expected to arrive by May 10.
Friday May 3: Last-minute entries continued to trickle in, with driver Sam Greco named to the Miller Special owned by Ralph Maramud. The entry list reached 46 cars going for the traditional 33 starting positions.
Saturday May 4: By the end of the first week, Phil "Red" Shafer, Johnny Seymour, and C. H. Cunard, had all been on the track. Increased track activity was expected soon.
Practice – May (week 2)
*Sunday May 5: Billy Arnold ran the fastest practice lap thus far for the year. Arnold's hand-timed lap of 1:17 was equal to an average speed of 116.88 mph. Off the track, Pete DePaolo announced he was coming out of retirement to drive the Boyle Valve entry.
Monday May 6: Leon Duray was at the track ready to start practice as part of the three-car Packard Cable Special team.
Tuesday May 7: Speedway officials announced the pace car for the race would be the Studebaker President Roadster, driven by George Hunt, an engineer for Studebaker. On the track, Phil Shafer ran a few laps, topping out at 100 mph, and Myron Stevens was also out taking laps. Jules Moriceau arrived at the track, as did a recovering Harry Hartz and Ralph DePalma. Moriceau was preparing to drive the Thompson Valve Special, while DePalma was entertaining two or three ride offers. Hartz, still recovering from injuries suffered at Salem in 1927, was walking with a cane, and still not ready to race again. Others already in town included Russ Snowberger, who was expected to drive one of Johnny Seymour's Cooper Specials, Johnny Knerr, and Louis Chevrolet.
Wednesday May 8: Former winners of the "500" that were expected to compete in the 1929 race included defending champion Louis Meyer, Pete DePaolo, and perhaps Ralph DePalma. George Souders was still recovering from injuries, L. L. Corum was working for Stutz, Tommy Milton was attending not as a driver. All other former winners were either deceased or retired from driving. Louis Schneider, Wilbur Shaw, and Dutch Bauman were barred from competing in the 1929 race by the AAA Contest Board as discipline due to participation in "outlaw" dirt races in 1928.
Thursday May 9: Leon Duray ran a lap of 1:15 (120 mph), the fastest lap thus far for the month. Duray was driving the Packard Cable Special entered for his teammate Ralph Hepburn. Hepburn was expected to arrive at the track on Friday.
Friday May 10: Harry Hartz took Cliff Durant's Detroit Special for three laps. Hartz best lap was 1:28 (102 mph). Hartz, walking with a cane, climbed in the car Friday evening to shake it down, preparing to possibly drive relief on race day. Also out on the track Friday was Louis Chiron in the Delage entry. Chrion completed 10–12 laps, with a best lap of 1:23 (108.43 mph).
Saturday May 11: At the end of the second week, overall track activity had not been busy. With just over two weeks left, activity was expected to pick up significantly at the beginning of the next week. Elimination trials for the 33-car field were going to be set with a 90 mph minimum speed, and there were going to be about 12 non-qualifiers.
Practice – May (week 3)
*Sunday May 12: Rain kept the cars off the track for most of the day. About the only track action was Bill Albertson, who ran a few laps in the late afternoon, and Zeke Meyer, who drove a few shakedown laps. Some drivers (Ray Keech, Louis Meyer, and others) left the grounds to race at Cleveland, but they were also rained out.
Monday May 13: Rain continued into Monday, and washed out track activity for the entire day.
Tuesday May 14: Leon Duray took to the track for a few laps in the Packard Cable Special around 7:30 p.m. Louis Meyer and Alden Sampson both took laps in the #1 and #44 entries. Also out on the track Tuesday was Bill Spence and Bill Lindau. Hollywood director Harry Beaumont arrived in town, preparing to films scenes for the upcoming silent film Speedway.
Wednesday May 15: With sunny conditions, the track was busy with activity on Wednesday. Leon Duray had the fastest lap at 115-116 mph. Also taking laps were Louis Meyer, Alden Sampson, Zeke Meyer, Louis Chiron, Jules Moriceau, and Lou Moore.
Thursday May 16: By the midway point of the month, of the 46 official entries, 17 cars are confirmed to have taken practice laps. About 20-21 additional cars have been spotted in the garage area, but have not taken any laps yet. Approximately 7 more cars have still not arrived at all. With 90 mph set as the minimum speed in the elimination trials, predictions were that it would probably take 100 mph to actually make the field.
Friday May 17: Pete DePaolo arrived at the track to take his first practice laps. DePaolo completed about ten laps ranging from 103-110 mph. Phil Shafer ran many laps, topping out around 108 mph. Bill Lindau ran in excess of 100 mph.
Saturday 18: Heavy rain moved through the area.
Practice – May (week 4)
*Sunday May 19: The Speedway was closed to the public on Sunday, due to heavy rain that fell on Saturday. The infield was soaked and impassible to spectators. After the puddles of water dried, however, some drivers were able to take laps on the track. A handful of curious spectators viewed from outside the gates. Ralph DePalma signed with the Alden Sampson team (car #44), and took a few laps late Sunday afternoon. Deacon Litz also took laps. After having been rained out the previous weekend, several drivers returned to Cleveland to attempt to make up the race help there. However, it was rained out again and postponed until June. On lighter note, Tom Beall's popular diner inside the garage area ran out of food, and scenes were shot in the garage area for Speedway.
Monday May 20: The Thompson Valve Special (Jules Moriceau) was taking laps when it apparently suffered mechanical failure – possibly to the universal joint. While track excitement has been "at a low ebb," activity was expected to pick up significantly in preparations for qualifying, set to begin Saturday. More scenes were being shot for Speedway, involving Deacon Litz's car in the garage area.
Tuesday May 21: With only four days until elimination trials begin, the favorites for the front row were Leon Duray, Cliff Woodbury, and Pete DePaolo. The car of Deacon Litz, which has been borrowed for movie shooting, had been able to see little track time. Relief driver Jack Buxton took it for some practice laps, but a gust of wind blew the engine cover off and it flew over his head. Thane Houser, Ralph DePalma, and one other driver practiced into the evening, until being flagged off due to darkness. It was announced that Peter Kreis was out of a ride in one of the Cooper Specials. Several other rides were being secured by various drivers.
Wednesday May 22: Ray Keech made his first appearance on the track, turning a lap of about 114 mph. Babe Stapp was also out for a few laps. A day after losing his ride in the Cooper Special, Peter Kreis was named to drive the Detroit Special. Cliff Durant was originally slated to drive the Detroit Special, but decided to step aside. At the Alden Sampson team, Louis Meyer and Ralph DePalma were ready for qualifying, with only some minor carburetion testing slated for Thursday afternoon.
Thursday May 23: The first incident of the month occurred Thursday afternoon. The car of Fred Winnai broke a steering arm at the exit of turn one. The car slid sideways, but Winnai was able to bring the car to a stop without any contact to the wall. Around the paddock, Leon Duray and Cliff Woodbury were becoming the favorites for the pole position. Upwards of 30 cars reported being ready to qualify on Saturday.
Friday May 24: At 4 p.m., the first major crash of the month involved Carl Marchese. Coming out of turn two, the car hit a bump and spun down the backstretch, hitting the retaining wall. The car suffered damage to the frame and axles, which would require a couple days to repair. With one day before time trials was to begin, predictions were being made that at least 100–105 mph would be necessary to make the field.
Time trials
Time trials was scheduled for four days – Saturday May 25 through Tuesday May 28. A qualifying run consisted of four laps. Cars were allowed to take as many warm up laps as needed, and when the driver was ready to begin, he would hold his hand up as he came down the frontstretch. The minimum speed to make the field was set at 90 mph.
Car that qualified on the first day lined up in the grid first, with the fastest qualifier on the first day winning the pole position. Cars qualifying on the second, third, and fourth day, regardless of speed, would line up behind the first day qualifiers. No plans were being made to allow any "last-minute" qualifiers on Wednesday, or on race morning. However, in case of weather, the officials would further assess the situation at the close of qualifying Tuesday evening.
Saturday May 25
The first day of time trials was held Saturday May 24, scheduled for 1 p.m. to 5 p.m. All cars in the qualifying line at 5 o'clock were allowed to make their attempt, with qualifying continuing until the track closed at sundown. On the morning of time trials, the biggest news out of the paddock was that Ralph DePalma would not attempt to qualify. After signing with the Alden Sampson team a week earlier, DePalma was prohibited from driving by his current employer. Sampson immediately replaced DePalma with Dave Evans, and Evans was expected to take to the track on Sunday.
Qualifying on Saturday saw an upset on the front row. Leon Duray was the favorite for the pole position going into the session. One year prior, Duray set the one-lap (124.018 mph) and four-lap (122.391 mph) track records. Likewise, he also held the U.S. closed-track record (148.1 mph), so he was considered the fastest driver in the field.
Late in the afternoon, Cliff Woodbury took to the track, and tentatively put his car on the top spot. His four-lap average of 120.599 mph, however, was not near a track record. After Woodbury's run, Leon Duray took his Packard Cable Special to the bricks. He took one warm-up lap, returned to the pits for adjustments, then took two more warm-up laps. The next time around he started his run. His first lap was turned at only 120.289 mph, slower than Woodbury's average. Duray was unable to muster any more speed, and settled for second at an average of 119.087 mph.
Also a surprise was Ralph Hepburn who qualified third. Hepburn took the outside of the front row with a run of 116.543 mph. Peter DePaolo's run was mostly a disappointment, as he managed only 5th starting position. Chet Gardner's engine threw a rod and damaged the crankcase. Carl Marchese hit the wall, and would require repairs. Both Gardner and Marchese were expected to attempt to qualify sometime on Monday or Tuesday.
The day ended with fifteen cars qualified. The two slowest cars belonged to foreign drivers Louis Chiron (107.351 mph) and Jules Moriceau (105.609 mph). There was some doubt whether their speeds would hold up to make the starting field. Early predictions had been made that it would take as much as 110 mph to avoid being "crowded out." However, with 18 spots left open and most of the top cars already qualified, the prediction was that any speed over 103 mph was relatively safe.
Name
Lap 1(mph)
Lap 2(mph)
Lap 3(mph)
Lap 4(mph)
Average Speed(mph)
1
8
Cliff Woodbury
120.805
121.408
120.805
119.395
120.599
2
21
Leon Duray
120.289
119.952
119.554
116.626
119.087
3
18
Ralph Hepburn
116.445
116.611
117.188
115.935
116.543
4
32
Babe Stapp
115.488
115.741
115.144
116.099
115.618
5
37
Peter DePaolo
114.475
115.771
115.444
114.694
115.093
6
2
Ray Keech
117.709
114.548
116.641
110.960
114.906
7
9
Billy Arnold
114.723
115.178
114.344
114.767
114.752
8
1
Lou Meyer
114.577
114.957
114.591
114.694
114.704
9
26
Deacon Litz
112.994
114.884
115.414
114.340
114.526
10
12
Russ Snowberger
114.068
113.536
113.479
113.407
113.622
11
23
Tony Gulotta
111.524
111.359
112.754
112.966
112.146
12
10
Bill Spence
111.954
111.621
111.649
111.372
111.649
13
3
Lou Moore
109.836
110.756
110.783
111.345
110.677
14
6
Louis Chiron
107.168
107.335
107.630
107.271
107.351
15
35
Jules Moriceau
105.423
105.473
105.758
105.783
105.609
Source: The Indianapolis News
Sunday May 26
The second day of time trials was held on Sunday May 26 from 11 a.m. to 5 p.m. Any cars still in line at 5 o'clock would be able to make an attempt, with the track closing at sundown. Four additional drivers completed runs, filling the field to 19 cars. A total of 14 spots were still open. Of the 19 cars qualified, a total of 17 broke the 110 mph barrier, and all-time record for time trials at Indianapolis at the time.
Johnny Seymour (114.307 mph) was the fastest driver of the day, posting the 10th-fastest speed overall. However, as a second day qualifier, he would line up 16th on the starting grid.
Name
Lap 1(mph)
Lap 2(mph)
Lap 3(mph)
Lap 4(mph)
Average Speed(mph)
16
38
Johnny Seymour
114.591
114.446
114.315
113.881
114.307
17
4
Peter Kreis
112.150
112.346
113.208
112.416
112.528
18
17
Phil Shafer
111.566
112.136
111.495
111.359
111.628
19
5
Bob McDonogh
110.633
112.094
111.718
112.024
111.614
Source: The Indianapolis News
Monday May 27
Rain washed out qualifying on Monday May 27. Seven cars announced their intentions to get in the qualifying line, but the only track activity was practice runs. Late in the afternoon, Myron Stevens hit a bump in turn one, which veered the car to the inside wall. The car bounced off the retaining wall and back onto the track surface. Stevens was thrown from the machine as it flipped end-over-end. Stevens was checked out at the hospital and suffered only superficial injuries.
Tuesday May 28
The fourth and final day of time trials was held on Tuesday May 28. The day started with fourteen spots open on the grid. Officials announced that if the field filled to 33 cars by the end of the day, there would be no further qualifying. A total of sixteen cars took to the track, and the starting grid was set.
Rain hampered most of the day. Two cars completed runs around noon, then rain resumed. At 4 p.m., the rain stopped, and the 24 cars in the qualifying line would be sent in until darkness. Ernie Triplett (114.789 mph) was the fastest driver of the day. Two drivers failed to qualify. Bill Lindau was "crowded out" (bumped) by Cliff Bergere, and rookie Frank Swigart (99.585 mph) was too slow. Two additional drivers, Zeke Meyer and Sam Grecco, tried to qualify in total darkness, but were too slow and officials flagged them off the track.
Name
Lap 1(mph)
Lap 2(mph)
Lap 3(mph)
Lap 4(mph)
Average Speed(mph)
Notes
20
47
Ernie Triplett
115.340
115.031
114.271
114.518
114.789
21
42
Freddy Winnai
113.622
114.416
113.679
113.852
113.892
23
34
Fred Frame
111.885
111.956
111.359
111.132
111.328
22
44
Phil Pardee
110.906
111.718
111.056
111.166
111.211
Car withdrawn May 29
24
53
Jimmy Gleason
110.552
109.720
110.321
110.783
110.345
25
49
Wesley Crawford
108.538
106.509
109.356
110.092
108.607
26
43
Carl Marchese
108.238
108.108
108.761
108.656
108.440
27
36
Frank Farmer
107.720
107.656
108.669
107.849
107.972
28
31
Herman Schurch
106.749
107.501
108.134
107.411
107.477
29
48
Speed Gardner
105.945
107.733
105.659
104.651
105.985
30
28
Frank Brisko
105.202
106.270
105.945
106.020
105.857
31
29
Rick Decker
105.275
105.436
105.300
105.126
105.285
32
27
Albert Karnatz
106.597
106.232
104.493
101.810
104.749
33
25
Cliff Bergere
106.358
102.845
102.939
102.693
103.687
DNQ
46
Bill Lindau
102.509
Bumped by Bergere
DNQ
Frank Swigart
99.585
Too Slow
DNQ
45
Sam Grecco
N/A
Flagged due to darkness
DNQ
16
Zeke Meyer
N/A
Flagged due to darkness
Source: The Indianapolis News
Starting grid
The track was closed Wednesday morning (May 29) for track cleaning. The final "Carburation Day" practice session was held Thursday afternoon. Phil Pardee crashed in turn three, and was sent to the hospital with slight injuries. Pardee's car was too damaged to race and was withdrawn. Officials elevated Bill Lindau, the first alternate, to 33rd starting position.
Row
Inside
Middle
Outside
1
Cliff Woodbury
Leon Duray
Ralph Hepburn
2
Babe Stapp
Peter DePaolo
Ray Keech
3
Billy Arnold
Lou Meyer
Deacon Litz
4
Russ Snowberger
Tony Gulotta
Bill Spence
5
Lou Moore
Louis Chiron
Jules Moriceau
6
Johnny Seymour
Peter Kreis
Phil Shafer
7
Bob McDonogh
Ernie Triplett
Freddy Winnai
8
Fred Frame
Jimmy Gleason
Wesley Crawford
9
Carl Marchese
Frank Farmer
Herman Schurch
10
Speed Gardner
Frank Brisko
Rick Decker
11
Albert Karnatz
Cliff Bergere
Bill Lindau
Cars withdrawn
Phil Pardee – Car withdrawn May 29 due to practice crash
Alternates
First alternate: Bill Lindau – Elevated to the starting field May 29
Second alternate: Frank Sweigert – Elevated to first alternate May 29
Failed to qualify
Sam Grecco (#45) – Incomplete qualifying run due to darkness
Zeke Meyer (#16) – Incomplete qualifying run due to darkness
Myron Stevens (#33) – Practice crash
Chet Gardner (#19) – Connecting rod
Thane Houser (#41) – Broken supercharger drive
Ralph DePalma (#44) – Withdrew
Gianfranco Comotti (#57) – Withdrew
Joe Baker (#51) – Car not ready
Ralph S. Miller (#55) – Car not ready
Henry Turgeon (#56) – Car not ready
Bob Robinson (#24) – Car not ready
Steve Smith (#52) – Car not ready
Cliff Durant (#4)
John Vance (#51)
C. H. Cunard (#47)
Dave Evans
Ira Hall
Jim Hill
Bill Albertson
Ray Smith
Sources:
Race summary
The race began at 10 a.m. with George Hunt driving the Studebaker President Roadster pace car. Theodore "Pop" Meyers rode as a passenger in the pace car. Among the notable guests and celebrities in attendance were Governor Harry G. Leslie, Glenn Curtiss, Horace E. Dodge, Harvey S. Firestone, William S. Knudsen, and Ray Harroun. In addition, former Speedway president Carl G. Fisher was on hand. William Haines, Anita Page, Ernest Torrence, and Karl Dane were on hand, as filming continued on the film Speedway.
During the pace lap, Ralph Hepburn's car stalled. His crew was able to push-start the car, and he caught up to re-join the field. The pace lap was run at about 60-70 mph, and the field was released for the start.
Start
Leon Duray took the lead from the middle of the front row. On lap 4, pole-sitter Cliff Woodbury suffered a failure in the right rear wheel. In turn three, the car skidded, then spun in turn four, backing the car into the outside wall, punching a section of the wall down. Woodbury became the first driver in Indy history to start on the pole position and finish last (33rd). Woodbury was credited with only 3 laps completed, but was uninjured, and immediately returned to the pits to drive relief for other cars.
Leon Duray led the first seven laps, with Ray Keech second. The pace was about 109 mph. On lap 8, Deacon Litz was running third behind Duray and Keech when he realized his hand-brake had fallen off. Barreling down the backstretch, Litz veered to the inside apron to avoid crashing and possibly collecting the two other leaders. He skidded by both Duray and Keech, gathered control, and remarkably was able to take the lead cleanly. Litz was quickly able to adapt, and started pulling out to a sizable lead.
On lap 10, Bill Spence crashed in turn two. Spence had already been in the pits to change out all eight spark plugs. The car hit the wall and turned over several times and Spence was thrown from the cockpit. He was taken unconscious from the track, but died en route to the hospital from a fractured skull. It was the first fatal accident to occur during the race in ten years.
First half
After troubles on the pace lap, Ralph Hepburn (running as high as second) dropped out on lap 14 with transmission trouble. Ray Keech made a 30-second pit stop to change a right rear tire on lap 21, and fell back to tenth position. Back out on the track, Keech began charging to catch up to the leaders.
Attrition took a huge toll on the field in the first 75 laps. Peter DePaolo dropped out with a broken steering knuckle, and Babe Stapp suffered a broken universal joint. By lap 65, seven of the top ten qualifiers were out – including all of the top five qualifiers. Jules Moriceau crashed in turn three after completing 30 laps. He spun around four times, hitting the wall each time, then bounced back across the track. The car came to rest pointing forward, and was towed back to the pits. Moriceau was not injured, and walked back to the pits planning to drive relief.
Deacon Litz continued to set the pace until lap 56. Lou Moore was in second, followed by Leon Duray, and Ray Keech. Billy Arnold and Tony Gulotta were also running in the top five. At the 100-mile mark (40 laps), Litz set a record average speed of 107.17 mph. After his early crash, Cliff Woodbury was already back behind the wheel around lap 30, driving relief for Billy Arnold. Arnold came to the pits with broken goggles and a cut eye, and needed relief while his injuries were tended to.
Deacon Litz dropped out while leading with a broken rod on lap 56. According to Litz, "something the size of a brick" exploded out of the side of the crankcase. That handed the lead to Lou Moore. Running in second was now Louis Meyer. Moore and Meyer traded time in the lead until the halfway point.
Second half
Barney Kleopfer took over as relief driver for Lou Moore for the second half. Ray Keech and Louis Meyer, however, would go the distance without relief help. Ray Keech made his second and final pit stop on lap 109. The team changed three tires and refueled in just over three minutes.
Fred Frame led eleven laps at the halfway point. Frame's challenge at the front of the field was short-lived, and he eventually fell back and finished 10th. Louis Meyer took the lead once again on lap 109, and led until lap 157. With Meyer leading, Keech second, and Kleopfer (driving for Moore) third, car numbers #1, #2, and #3 were running 1st-2nd-3rd.
Louis Meyer came to the pits on lap 157, but had a disastrous seven-minute pit stop. The engine stalled and the crew worked diligently on the carburetor to get him back out on the track. By the time he got back in the race, he had fallen to third place. Ray Keech was now firmly in control with Kleopfer (driving for Moore) in second.
Finish
In the closing laps, Ray Keech led Barney Kleopfer (driving for Lou Moore). Louis Meyer was charging hard in third place, desperate to make up for lost time in the pits. The Kleopfer car was running low on oil, and sputtering. Keech held a lead of about 1 minute and 14 seconds with ten laps to go. Third place was another 4 minutes behind. The rest of the field was many laps down.
While Keech cruised to victory, the race now came down to who was going to finish second. Barney Kleopfer pulled Lou Moore's car into the pits with two laps to go. The engine was clanking, suffering from burned out bearings. Lou Moore got back in the car, attempting to nurse the final two laps out of the machine. Still holding a lead of at least a few minutes over third place, he was able to crank the car one more time, and pulled away. He only got as far as turn two, and the engine threw a rod down the backstretch. Due to the rules at the time, all cars that were running at the finish were ranked ahead of cars that dropped out, regardless of total lap count. Since Moore was not running at the finish, he was scored behind all finishers. He fell all the way back to 13th position, behind three cars that actually had fewer laps than he had. But more frustrating for Moore was the loss of over $12,000 in prize money. His lap prize money $2,200 and 13th place purse of $462 was of little consolation.
Ray Keech took home a purse of $31,350 for the victory. A hard-charging Louis Meyer snatched second place after the Moore car's misfortunes. Meyer finished 6 minutes and 24 second behind, and collected $20,400.
Jimmy Gleason finished third, nursing a sore ankle from an injury the previous fall. After suffering a crash in practice just before time trials, Carl Marchese came home fourth. After showing strength in qualifying, the only front-wheel drive car to go the distance belonged to Cliff Bergere, credited with 9th place. The final few laps were also dramatic for Billy Arnold. After suffering a cut eye early in the going, Arnold was back in the car for the finish, but ran out of gas on lap 196. One of his mechanics ran to his aid with a gas can, and Arnold was able to finish. The delay, however, cost Arnold two positions, and he dropped from 6th to 8th in the final standings.
Sources: The Indianapolis News
Box score
Finish
Start
No
Name
Entrant
Chassis
Engine
Qual
Laps
Status
1
6
2
Ray Keech
M. A. Yagle
Miller
Miller
114.905
200
97.585 mph
2
8
1
Lou Meyer
Alden Sampson II
Miller
Miller
114.709
200
Running
3
23
53
Jimmy Gleason(Relieved by Thane Houser Laps 79-90)(Relieved by Ernie Triplett Laps 91-146)
A. S. Duesenberg
Duesenberg
Duesenberg
110.345
200
Running
4
25
43
Carl Marchese
Marchese Brothers
Miller
Miller
108.440
200
Running
5
21
42
Freddy Winnai (Relieved by Roscoe Ford Laps 100-176)
A. S. Duesenberg
Duesenberg
Duesenberg
113.892
200
Running
6
28
48
Speed Gardner (Relieved by Chet Gardner Laps 97-200)
F. P. Cramer
Miller
Miller
105.985
200
Running
7
14
6
Louis Chiron
Louis Chiron
Delage
Delage
107.351
200
Running
8
7
9
Billy Arnold(Relieved by Cliff Woodbury Laps 31-36)(Relieved by Fred Roberts Laps 37-146)
Cliff R. Woodbury
Miller
Miller
114.752
200
Running
9
32
25
Cliff Bergere(Relieved by Peter Kreis Laps 94-146)
Cliff Bergere
Miller
Miller
103.687
200
Running
10
22
34
Fred Frame(Relieved by Johnny Seymour Laps 143-193)
Cooper Engineering Company
Cooper
Miller
111.328
193
Flagged
11
29
28
Frank Brisko
Frank Brisko
Miller
Miller
105.857
180
Flagged
12
18
17
Phil Shafer(Relieved by Cliff Woodbury Laps 102-105)(Relieved by Russ Snowberger Laps 114-118)
Phil Shafer
Miller
Miller
111.628
150
Flagged
13
13
3
Lou Moore(Relieved by Barney Kleopfer Laps 93-198)
Charles Haase
Miller
Miller
110.677
198
Rod
14
26
36
Frank Farmer
William Albertson
Miller
Miller
107.972
140
Supercharger
15
24
49
Wesley Crawford (Relieved by Zeke Meyer Laps 54-107)(Relieved by Ted Simpson Laps 108-126)(Relieved by Dave Evans Laps 127)
Marian Batten
Fengler
Miller
108.607
127
Carburetor
16
17
4
Peter Kreis
Tommy Milton
Detroit
Miller
112.528
91
Engine seized
17
11
23
Tony Gulotta
Leon Duray
Miller
Miller
112.146
91
Supercharger
18
19
5
Bob McDonogh
M. R. Dodds
Miller
Miller
111.614
74
Oil tank
19
33
46
Bill Lindau
Painter & Hufnagle
Miller
Miller
102.509
70
Valve
20
27
31
Herman Schurch (Relieved by Bert Karnatz Laps 69-70)
Fred Schneider
Miller
Miller
107.477
70
Gas tank split
21
16
38
Johnny Seymour
Cooper Engineering Company
Cooper
Miller
114.307
65
Rear axle
22
2
21
Leon Duray(Relieved by Ralph Hepburn Laps 45-65)
Leon Duray
Miller
Miller
119.087
65
Carburetor
23
30
29
Rick Decker
Rickliffe Decker
Miller
Miller
105.288
61
Supercharger
24
9
26
Deacon Litz
A. B. Litz
Miller
Miller
114.526
56
Rod
25
31
27
Albert Karnatz
Reed & Mulligan
Miller
Miller
104.749
50
Gas leak
26
20
47
Ernie Triplett
C. H. Cunard
Duesenberg
Duesenberg
114.789
48
Rod
27
10
12
Russ Snowberger
Cooper Engineering Company
Cooper
Miller
113.622
45
Supercharger
28
4
32
Babe Stapp
William S. White
Duesenberg
Miller
115.618
40
Universal joint
29
15
35
Jules Moriceau
Thompson Products, Inc.
Amilcar
Amilcar
105.609
30
Crash T4
30
5
37
Peter DePaolo
Cliff R. Woodbury
Miller
Miller
115.093
25
Steering
31
3
18
Ralph Hepburn
Leon Duray
Miller
Miller
116.543
14
Transmission
32
12
10
Bill Spence ✝
A. S. Duesenberg
Duesenberg
Duesenberg
111.649
9
Died in crash at T2
33
1
8
Cliff Woodbury
Cliff R. Woodbury
Miller
Miller
120.599
3
Crash T3
Statistics
Lap Leaders
Laps
Leader
1–7
Leon Duray
8–56
Deacon Litz
57–60
Lou Moore
61
Louis Meyer
62–79
Lou Moore
80–94
Louis Meyer
95–105
Fred Frame
106–108
Ray Keech
109–157
Louis Meyer
158–200
Ray Keech
Total laps led
Leader
Laps
Louis Meyer
65
Deacon Litz
49
Ray Keech
46
Lou Moore
22
Fred Frame
11
Leon Duray
7
Broadcasting
The race was carried live on radio on WKBF-AM, in a partnership arranged with the Indianapolis News. The broadcast began at 9:30 a.m. local time, and was five and a half hours in duration. It was the fifth consecutive year the race was being carried on the radio through this format. WFBM also picked up the broadcast.
The broadcast originated from the Pagoda, with microphones also set up in the pit area. The booth announcing staff included Chris Albion and John H. Heiney. John Mannix and a crew of four assistants handled the pit duties, and William F. Sturm was on hand to offer race summaries.
At 2 p.m., NBC came on air for live national coverage of the final hour of the race. Anchor Graham McNamee's call was picked up on WKBF and 47 other NBC affiliates across the country.
Legacy
Ray Keech reigned as Indianapolis 500 champion for only 17 days. He would be fatally injured in a crash at Altoona Speedway on June 15, 1929. Keech joined Gaston Chevrolet and Joe Boyer (and later George Robson and Dan Wheldon) as Indy 500 winners who were killed in racing accidents the same year as their Indy victory.
Despite the predictions of record speeds, the final race contested with the 91.5 cubic inch "specialized" racing machines failed to set records in either qualifying or the race. Peter DePaolo's 1924 race record (101.127 mph) would stand for another three years. The one-lap qualifying record (124.018 mph) set by Leon Duray in 1928 would also stand for nearly a decade until it fell. |
Introduction
Thunder Bay Transit is the public transit operator in Thunder Bay, Ontario, Canada. It was formed in 1970, after the amalgamation of the cities of Port Arthur and Fort William and their respective transit agencies. Thunder Bay Transit is a member of the Canadian Urban Transit Association.
Thunder Bay Transit operates 17 transit routes in the urban area of Thunder Bay and neighbouring Fort William First Nation, an area of . Its fleet of 49 buses run on diesel and biodiesel fuels. Thunder Bay Transit carries 3,300,000 passengers annually, or approximately 9,000 passengers daily, and employs 140 people. The company maintains two transit terminals, one at 40 North Water Street in Port Arthur, and the other at City Hall at 500 Donald Street East in Fort William.
Thunder Bay Transit is the first transit agency in Ontario to be 100% handicapped accessible, and the first Canadian transit agency to use the NextBus system with passenger counters, fare box integrations and passenger
information systems.
History
Public transit in Thunder Bay was first established in 1892. The silver boom had recently ended, destroying Port Arthur's primary economic raison d'être. Compounding the matter was the Canadian Pacific Railway's decision to build its grain elevators and rail yards in neighbouring Fort William, away. With businesses and population vanishing, Port Arthur decided after much debate to build a street car line to connect the town with the rail yards in neighbouring Fort William, much to that town's chagrin.
In 1891, the town of Port Arthur was authorized to construct and operate the first municipally owned street railway in Canada. The Port Arthur Street Railway commenced operations in March 1892, and in that same year, McDonald and Company commenced operations of a private street railway in neighbouring Fort William, which connected the Port Arthur Street Railway's southern terminus at Fort William's northern town limits into the downtown core of Fort William. Although Fort William wanted nothing to do with Port Arthur's municipal railway, PASRy gained control of the McDonald and Company line on June 1, 1893, and extended its operations into the town.
In 1907, Port Arthur and Fort William became cities. The Ontario Railway and Municipal Board forced Port Arthur to sell its section of the railway in Fort William to that city on March 11, 1908, and to submit to operation by a joint commission until December 1, 1913, under the name Port Arthur and Fort William Railway. Thereafter, each city ran its own street railway—Port Arthur assumed the name Port Arthur Civic Railway in 1914, and Fort William assumed the name Fort William Street Railway. Port Arthur added two belt lines to its main line in 1913, with the first street cars running on the North Belt Line October 29, 1913.
The Port Arthur Public Utilities Commission which ran the street railway acquired its first 36-passenger bus (painted maroon and cream) in August 1946 manufactured at the Canadian Car and Foundry plant in Fort William. It immediately phased out the Arthur Street railway line, and renamed its system as Port Arthur Transit.. Gasoline-powered buses were introduced in December 1946 to serve the intercity route. Electric trolley buses were introduced on December 15, 1947, the same year that the Fort William Street Railway was renamed the Fort William Transit Company. The trolley buses were manufactured by J. G. Brill and Company at the Canadian Car and Foundry plant in Fort William. The Intercity trolley coach line of each city's system opened in 1947 and was interlined, with operators' coaches serving the entire line in both cities until 1955.
Street railway operations ended in Thunder Bay in 1948. Port Arthur's last three antiquated cars made their final run over the North Belt Line on February 16, 1948 in a driving snowstorm, and Fort William's street cars ceased operations on October 16, 1948. Since January 1, 1970, when Port Arthur and Fort William were amalgamated into the City of Thunder Bay, the system has been known as Thunder Bay Transit. Electric trolley buses were discontinued on September 10, 1972, and the city has since used diesel buses.
Thunder Bay Transit purchased its first low-floor buses in 1994, and by March 2007 became the first full-sized transit agency in Ontario to have a fleet that consisted entirely of accessible buses. Later that year, Thunder Bay Transit became the second Canadian transit agency to implement Grey Island Systems GPS/AVL and NextBus system with passenger counters, fare box integrations and passenger information systems.
Fares and passes
Thunder Bay Transit fares were last increased on July 20, 2020. Exact cash fare on Thunder Bay Transit is $3.00, support persons ride free, as do children under the age of five when accompanied by an adult. Bus tickets can be purchased in groups of 10 for $25.00, and twenty ride punch passes can be purchased for $44.00. Tickets and twenty ride passes are transferable—they can be shared by many people at one time—and twenty ride passes do not expire. A transfer pass can be obtained when boarding with cash, tickets or a twenty ride pass, and allows passengers to change buses up to two times for the price of one fare. Transfer passes have a one-hour time limit and are non-transferable—they can be used only by the person to whom they are issued.
Thunder Bay Transit offers monthly, semester and family/group passes. These passes allow unlimited rides within the time period specified on the face of the card, so that pass holders do not need to use transfers to change buses.
A 20-ride bus pass.
Monthly passes cost $77.50, and discount monthly passes can be purchased for $66.00 by high school students under 18. Monthly passes for children between 6 and 12, seniors over 65 and persons with valid disabled ID cards cost $55.00. Annual senior pass cost is $495.00. Family/Group passes can be purchased for $11.00, allow for unlimited trips for two adults and three children, one adult and four children, or two adults. Proof of age is required, and children must be under the age of 18.
Students at Lakehead University and Confederation College receive a U-Pass as part of their tuition, which allows for unlimited trips during the school year for the person to whom the pass is issued.
Routes
Thunder Bay Transit operates 17 regular transit routes covering approximately 350 kilometres (220 miles) of city streets. Most bus routes are anchored on one of the city's two main terminals, and several routes have buses travelling in only one direction, which can result in unnecessarily long trips between short distances. Thunder Bay Transit operates two extra routes during rush hour, serving Sir Winston Churchill and Dennis Franklin Cromarty high schools in the Northwood area, and employees of the Bombardier and Abitibi-Bowater plants in the city's southwest end.
Bus frequency
Peak routes run Monday to Friday between 6:00 am and 6:00 pm, and Saturday between 9:00 am and 6:00 pm. Most peak routes have a frequency of 30 minutes between stops. Some busy routes have a frequency of 15 minutes during rushhour. Non-peak routes run Monday to Saturday between 6:00 pm and 12:40 am, Saturday morning between 6:00 am and 9:00 am, all day Sunday and statutory holidays. Most non-peak routes have a frequency of 40 minutes between stops.
Rural bus service
Thunder Bay Transit resumed service to rural areas within city limits in spring 2008 as part of a pilot project funded by the city's share of provincial gas tax revenue. Ridership on both routes was well below the municipal guideline of 10 passengers per hour of service.
Service resumed in South Neebing on March 18, after being cancelled in 2004 due to low ridership. The route operated on Tuesday and Thursday, with two runs in the morning and two runs in the afternoon. The route averaged 1 passenger per hour of service, and cost $73 per passenger to operate. The trial cost $19,200, and brought in only $400 in revenue, resulting in a net cost of $18,800. Service to South Neebing ended on November 27.
Service resumed in McIntyre on June 4, after a telephone survey conducted by the city found some demand for transit service in the area, which had bus service in the 1980s and 1990s. The route operated on Wednesday and Saturday, with two runs in the morning and two in the afternoon. The route averaged 0.5 passengers per hour of service, and cost $148 per passenger to operate. The trial cost $15,600, and brought in only $200 in revenue, resulting in a net cost of $15,400. Service to McIntyre ended on November 29.
Interlining
Map of Thunder Bay Transit routes
When buses on certain routes arrive at a transit terminal, they will resume travel on different routes. Interlining allows passengers to travel longer distances without having to change buses. Route 1 Mainline does not interline.
; Interlining at City Hall terminal : Peak routes2 Crosstown and 12 East End at :15 and :453 Airport and 3 Jumbo Gardens at :15 and :453 Northwood and 3 County Park at :00 and :30Non-peak routes3 Airport and 8 James3 Northwood and 3 County Park
; Interlining at Water Street terminal : Peak routes2 Crosstown and 7 Hudson at :00 and :303 County Park and 3 Northwood at :15 and :453 Jumbo Gardens and 3 Airport at :00 and :309 Junot and 11 John at :00 and :30Non-peak routes2 Crosstown and 7 Hudson9 Junot - University and 11 John - Jumbo Gardens
; Interlining elsewhere: 8 James and 9 Junot interline at Intercity Shopping Centre between 6:00 am and 1:00 pm, Monday to Friday, and between 9:00 am and 6:00 pm on Saturdays.4 Neebing becomes 6 Mission at Brown and Frederica
Fleet
Thunder Bay Transit owns a fleet of 49 buses, which consists of 30 Nova Bus LFSs, 8 Orion Bus Industries Orion VIs, 7 New Flyer D40LFs, and 4 Orion Bus Industries Orion VIIs. Three of the buses run on biodiesel, and all are handicapped accessible low-floor models. Thunder Bay Transit is the first full-sized transit system in Ontario to have a fleet entirely of low-floor buses.
Orion VII.
Make and model
Description
Fleet numbers
Year
Notes
New Flyer Industries D40LF
40' Diesel bus
111–125
1994
112, 114–115, 118–124 retired
Nova Bus LFS
40' Diesel bus
126–129
1997
Nova Bus LFS
40' Diesel bus
130–134
1999
133 Bio-diesel
Nova Bus LFS
40' Diesel bus
135, 136
2001
Nova Bus LFS
40' Diesel bus
137–141
2004
Nova Bus LFS
40' Diesel bus
142–144
2006
Nova Bus LFS
40' Diesel bus
145–147
2007
Nova Bus LFS
40' Diesel bus
148–150, 152, 156,157, 159, 160
2008
Nova Bus LFS
40' Diesel bus
161, 163, 164
2009
Orion Bus Industries 06.501
40' Diesel bus
210–217
1999
210 Bio-diesel
Orion Bus Industries 07.501
40' Diesel bus
218–221
2004
218 Bio-diesel
Technology
Since September 2007, Thunder Bay Transit buses have been using the Grey Island Systems GPS/AVL and NextBus real-time passenger information systems, which uses GPS sensors and electronic maps to track bus movement and devices to measure passenger numbers. The system uses TBayTel's CDMA wireless network to relay information to the transit office and to electronic signs located at major transit stops to let riders know when their bus will arrive. These electronic signs are located at the Thunder Bay Regional Health Sciences Centre, Lakehead University, Confederation College, Intercity Shopping Centre, and Thunder Bay Transit's two downtown transit terminals, with a seventh sign planned for the Westfort neighbourhood in the city's south end. A test of the system was released on March 17, 2008 and allowed passengers to view arrival times for routes 2 Crosstown, 3 Northwood, 8 James and 9 Junot.
Accessibility
To accommodate disabled passengers, Thunder Bay Transit buses are wheelchair accessible low-floor models. Low-floor buses are capable of kneeling to street level and have extending ramps which allow wheelchairs to board safely. Thunder Bay Transit buses had 19,175 rides by persons in wheelchairs in 2006, the most per capita in Ontario." Thunder Bay Transit offers a Night Stop service, where buses will allow passengers to disembark at locations between bus stops during night hours due to safety or security concerns.
Facilities
Thunder Bay Transit operates two bus terminals in the north and south cores of the city. Thunder Bay Transit's head office and bus garage is located at Thunder Bay Transit and Central Maintenance, located at 570 Fort William Road.
A New Flyer D40LF at Brodie St. Terminal
City Hall Terminal
:Address: 500 Donald Street East, Fort William
:Functions: downtown south core bus terminal; heated waiting area (City Hall lobby).
:Platforms: street level on Brodie Street, Donald Street and May Street around the plaza in front of city hall.
:Routes: 1 Mainline, 3 Memorial, 4 Neebing, 8 James, 12 East End, 15 Extra, 17 Extra, 18 Chippewa
A Novabus LFS at Water St. Terminal
Water Street Terminal
:Address: 40 North Water Street, Port Arthur
:Coordinates:
:Functions: downtown north core bus terminal; heated waiting area
:Platforms: 1
:Routes: 1 Mainline, 2 Crosstown, 3 Memorial, 7 Hudson, 9 Junot, 11 John, 17 Extra
Transit Garage
:Thunder Bay Transit and Central Maintenance
:Address: 570 Fort William Road
:Coordinates:
:Functions: main office and vehicle maintenance
Greyhound Bus Depot
:Address: 815 Fort William Road
:Coordinates:
:Functions: privately owned bus depot providing intercity Greyhound bus and courier service.
:Routes: accessible by route 1 Mainline
Greyhound Bus Service has been discontinued effective October 31, 2018
Other transfer points
Other terminals, serving two or more routes, are located at Intercity Shopping Centre, Lakehead University and Thunder Bay Regional Health Sciences Centre, Confederation College. The intersection of Brown Street and Frederica Street in Westfort is a transfer point for routes 1 Mainline, 5 Edward Westfort, 4 Neebing, and 6 Mission. |
Introduction
The 16th International 500-Mile Sweepstakes Race was held at the Indianapolis Motor Speedway on Wednesday, May 30, 1928. This was the first Indianapolis 500 presided over by new Speedway president Eddie Rickenbacker. Rain threatened to wash out the day, but the showers stopped and the race started on time. One brief shower slowed the race around the 400-mile mark, bringing out the yellow flag for a few laps.
It was the third year contested with the supercharged 91 cu. in. (1.5 L) displacement engine formula. A total of seven supercharged front-wheel drive cars were entered, and they swept the front row during time trials. Leon Duray in a Miller took the pole position with an average speed of , a new track record. Duray dominated much of the first half of the race, setting a blistering pace. He dropped out in the second half, however, due to an overheating engine.
With twenty laps to go, Tony Gulotta led Jimmy Gleason and Louis Meyer. All three cars were running nose-to-tail. On lap 181, Gulotta slowed with a leaking fuel tank and a clogged fuel line. Gleason and Meyer then battled for the lead. On lap 196 Gleason headed for the pits to take on water for the radiator. A crew member missed the radiator and accidentally doused the car's magneto with water. The engine was ruined with a cracked water jacket in sight of victory.
Rookie driver Louis Meyer (though he had appeared as a relief driver in 1927) took the first of what would be three career Indy victories. Meyer did not even land his ride until one week before the race. Car owner Phil "Red" Shafer entered a rear-wheel drive Miller Special for Wilbur Shaw with initial backing from a fuel pump manufacturer. The deal fell through, and Shafer abruptly sold the car to Alden Sampson II four days before time trials were scheduled to begin. Sampson hired Louis Meyer to drive the car, the same machine that Tony Gulotta drove to a third place in 1927. Meyer put the car safely in the field in 13th starting position. He drove a steady, consistent pace, and led only once, the final 19 laps of the race. Despite predictions of record speed, and an early blistering pace, Meyer's average speed of 99.482 mph for the 500 miles fell short of the record set in 1926.
Race schedule
The race was scheduled for Wednesday May 30. Competitors began arriving at the grounds in mid-April, and the track was to be made available for practice and testing no later than May 1. Elimination trials were scheduled for three days (May 26–28), but qualifying extended to an additional day (and for a brief period on race morning) due to a short field. The annual awards banquet was scheduled for Thursday evening (May 31) at the Indianapolis Chamber of Commerce.
Race schedule – May 1928
Sun
Mon
Tue
Wed
Thu
Fri
Sat
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26Time Trials
27Time Trials
28Time Trials
29Time Trials
30Indy 500
31Banquet
Color
Notes
Green
Track available for practice
Dark blue
Time trials
Silver
Race day
Blank
No track activity
Preparations and Practice
April
Friday April 13: Earl Cooper was entered in a Marmon 68 Special.
Monday April 16: Frank Lockhart, the 1926 race winner, left Indianapolis for Daytona Beach. Lockhart was preparing to make another attempt at the Land speed record. He was injured in a crash on his previous attempt on February 22. Just days later on April 25, however, while making a pass down Daytona's beach straightaway, the car cut a tire, and crashed violently. Lockhart was thrown from the machine, and killed instantly.
Friday April 27: Two Duesenberg machines were entered, by A.S. Kirkeby and Harry Maley. The track had been closed all week while crews repaired a dip at the south end. Although no laps had been turned, the garage area was bustling with activity. Among the drivers that had arrived on the grounds were Peter DePaolo, Tommy Milton, Norman Batten, Leon Duray, defending winner George Souders, and numerous others. It was expected that many cars would begin practicing within a week.
Monday April 30: A Bugatti was entered by William Horn for driver Shorty Cantlon.
May
Tuesday May 1: The deadline for entries to be received was midnight on May 1. Entries postmarked on or before May 1 would also be honored. As of Tuesday morning, a total of 32 cars had been entered, with between five and ten additional entries expected.
Wednesday May 2: Last-minute submittals brought the total thus far to 36 cars on the entry list. Earl Cooper added a third Marmon entry one minute before the deadline. his driver would be named at a later date.
Friday May 4: Activity began to slowly pick up on Friday, as many teams and drivers were now on the grounds. Participants were at the track about a week earlier than previous years, Tom Beall's popular diner was open, and some drivers were exercising by playing sports in the infield or riding bicycles. At least two cars had taken to the track. Leon Duray took laps, as did Peter Kreis in one Earl Cooper's Marmon entries. Meanwhile, Ray Keech arrived at the Speedway searching for a ride, and defending race winner George Souders gave a lecture to engineering students at Purdue University.
Saturday May 5: Drivers Tony Gulotta and Ray Keech were named to the two cars that belonged to Frank Lockhart.
Sunday May 6: Ray Keech departed for Philadelphia, but was expected to return mid-week to begin practicing.
Tuesday May 8: The race purse was announced to be $100,000 with the lap prize fund at $20,000. A total of three-fourths of the lap prizes had been pledged.
Wednesday May 9: Popular veteran and 1915 race winner Ralph DePalma expressed interest in securing a ride for the race.
Thursday May 10: Leon Duray was out on the track Thursday turning hot laps. Seen in the garage area prepping their machines were the Bill White team (George Souders), as well as Peter DePaolo and his mechanic Cotton Henning.
Friday May 11: Among the participants preparing their cars in the garage area was Norman Batten, joined by his brother, Lieutenant Gene Batten, a distinguished pilot. Shorty Cantlon was also on the grounds.
Saturday May 12: Some drivers including George Souders and Wilbur Shaw departed for a race in Akron.
Sunday May 13: By the start of third week of practice, a total of 16 cars were housed in the garage area. Another 14 cars were being prepared at nearby locations off site. Of the 33 machines listed on the entry list, 30 had been accounted for. Cars on the track included Louis Schneider (112 mph) and Ira Hall (101 mph). Off the track, fans and participants mourned the death of driver Dave Lewis.
Monday May 14: Cliff Bergere completed a practice lap at 119.52 mph. Also out on the track were George Souders and Fred Frame.
Tuesday May 15: The Boyle Valve cars of Cliff Woodbury, Fred Comer, and Dave Evans were expected to arrive in the garage area Tuesday. Woodbury and Comer were slated to drive front-wheel drive machines, while Evans was driving a rear-wheel drive. Halfway through the month of May, the favorites for the race started to include Peter DePaolo, Leon Duray, Peter Kreis, Cliff Woodbury, and Babe Stapp.
Wednesday May 16: Wilbur Shaw, still without a car to drive, continued to peruse the garage area looking for a ride. Arriving at the track was Odis A. Porter, chief timing official, who was to begin setting up the timing equipment.
Thursday May 17: Leon Duray set an unofficial one lap track record during a practice run on Thursday. Hand-timed stopwatches clocked Duray with a lap of 1:14.40 (120.95 mph). The lap was slightly quicker than Frank Lockhart's official track record (1:14.43) during time trials in 1927). Other drivers out on the track Thursday afternoon were Peter DePaolo and Cliff Durant. The car of Ray Keech, being prepared by mechanic Jean Marcenac, was expected to take to the bricks when Keech arrived on Sunday.
Saturday May 19: With just one week before time trials was scheduled to being, several drivers landed rides including Wilbur Shaw, Jimmy Gleason. Zeke Meyer was still looking for a ride, and Ralph Hepburn's car finally arrived at the track.
Sunday May 20: Louis Schneider, driving with a 122 cid engine cut down to 91.5 cid, drove laps in the range of 109-112 mph. Lacking top speed down the long straights, Schneider was going through the turns faster to keep up his average speed, and it was reportedly very hard on his tires. Earl Devore was out on the track, but did not run any "hot" laps.
Monday May 21: Ray Keech took his first laps of the month on Monday morning in the Simplex Piston Ring Special. Keech ran seven hot laps in the range of 100-105 mph. Drivers such as Wilbur Shaw and Louis Schneider announced they would attempt to qualify on the first day of elimination trials (Saturday). Of note, driver Dutch Bauman had still not been seen on the track.
Tuesday May 22: Peter DePaolo ran a practice lap at 114 mph. Ray Keech, in his second day at the track, injured his ankle in a ball game, and would be sidelined for a few days. Approaching time trials, the favorites for the front row included Leon Duray (wh had turned the fastest practice lap of the month), Cliff Bergere, and Peter DePaolo. Two days after landing a ride, Wilbur Shaw was ousted from owner Phil Shafer's rear-wheel drive car and replaced by Louis Meyer. The car was sold Tuesday to Alden Sampson II. Shafer retained driver Babe Stapp in his front-wheel drive machine.
Wednesday May 23: Leon Duray tested Ralph Hepburn's new car, turning some fast laps until a tire failure forced him to quit. After failing to arrive thus far, driver Prince Ghica and the Cozette Special withdrew, announcing they would not arrive.
Thursday May 24: With only two days before elimination trials were set to begin, there was a potential that less than a full field of 33 cars would make the starting grid. Kelly Petillo crashed his Eglin Piston Pin Special in turn one. Petillo was uninjured, but the car was too damaged to repair. Also experiencing trouble was Herman Schurch in the Sievers Special, which threw a rod. Of the original 36 entries, the cars of Prince Ghica and Shorty Cantlon were no shows, and with two cars already out, only 32 cars were left. A check around the garage area indicated that at least 23 cars were planning to qualify on Saturday, led by Leon Duray, Cliff Bergere, and Peter DePaolo. Ray Keech broke an exhaust pipe on Thursday, and the crew would have to make quick repairs in order that he would be able to qualify on Saturday.
Friday May 25: On the eve of time trials, 28 drivers announced they were prepared to make their attempts to qualify. Ray Keech and his mechanic Jean Marcenac worked all day Friday to repair their car's broken exhaust.
Time trials
Qualifications was scheduled for three days, May 26–28. The minimum speed to qualify was set at 90 mph. A total of 36 entries were expected to make attempts to fill the 33 starting positions. Qualified cars on the first day of trials would line up in the grid first, followed by the second day qualifiers, and so on.
Riding mechanics were optional, however, no teams entered utilized them.
Saturday May 26
The first day of elimination trials was held Saturday May 26. Qualifying was scheduled from 1 p.m. to 5 p.m. Any cars in line at 5 o'clock were permitted to make their runs, continuing until the track closed at sundown. The morning dawned dark, with the threat of rain looming, but fair skies prevailed. The existing track records going into the month were both held by Frank Lockhart. The one-lap track record (120.918 mph) and four-lap track record (120.100 mph) were both set during time trials in 1927.
The supercharged front-wheel drive Millers were expected to excel in qualifying, with Leon Duray the favorite for the pole position. Duray had set an unofficial track record on May 17, and was among the fastest cars all month long.
The first driver to challenge the track record was Cliff Woodbury in one of the Boyle Valve Specials owned by Mike Boyle. On his third lap, Woodbury's set a one-lap track record (121.081 mph). His four-lap average of 120.418 mph was also a record. It was noted that this was Woodbury's first attempt in a front-wheel drive car at the Speedway, and it garnered him a solid front row starting position. Woodbury's spot on the pole was short-lived, however. Leon Duray in the Miller Special took to the track a short time after Woodbury. Duray smashed the one-lap track record on his second lap with a speed of 123.203 mph. His four-lap average of 122.391 mph was also a new track record, and he secured the pole position.
The most serious incident of the afternoon involved 1925 winner Peter DePaolo. During his qualifying attempt, going into turn three on the first lap, the car went out of control, and flipped over at least three times. DePaolo was thrown from the vehicle, then the car slid upside down along the bricks, ripping off the engine cowling, shearing off the carburetor, and grinding the top of the supercharger casing. The car suffered a bent rear axle, a dented nose, and other minor damage. It was determined that the crash was caused by the steering mechanism locking up. DePaolo suffered gouges to his arms, bruised legs, and cuts on his chin. Though DePaolo escaped serious injuries, he was sidelined for the remainder of the month. After the crash, the team led by chief mechanic Collon Henning Peters began repairing the car, in hopes of still qualifying with another driver.
At the end of the day, the front wheel drive machines swept the front row, and five of the top eight starting positions. A total of 19 cars had qualified, leaving 14 positions open.
Name
Lap 1(mph)
Lap 2(mph)
Lap 3(mph)
Lap 4(mph)
Average Speed(mph)
Notes
1
4
Leon Duray
122.917
123.203
121.819
121.638
122.391
New 1-lap and 4-lap track record
2
10
Cliff Woodbury
120.240
120.417
121.081
119.936
120.418
3
21
Cliff Bergere
119.760
120.498
119.744
119.824
119.956
4
8
Tony Gulotta
117.218
117.080
117.447
116.324
117.031
5
7
Babe Stapp
117.371
117.894
116.913
115.399
116.887
6
16
Ralph Hepburn
116.474
116.264
116.655
116.054
116.354
7
24
Louis Schneider
114.767
114.068
113.866
113.450
114.036
8
28
Lou Moore
113.350
113.722
114.126
114.111
113.826
9
25
Fred Comer
114.942
114.198
112.810
112.839
113.690
10
15
Ray Keech
112.486
114.198
112.796
114.227
113.421
11
33
Johnny Seymour
111.982
111.565
111.829
111.317
111.671
12
3
George Souders
110.987
111.815
111.996
110.987
111.444
13
14
Louis Meyer
109.369
112.010
111.857
112.219
111.352
14
35
Buddy Marr
109.422
111.083
109.609
108.656
109.685
Withdrawn May 29
15
27
Fred Frame
107.296
106.875
107.462
108.381
107.501
16
22
Norman Batten
106.408
107.694
106.572
106.939
106.585
17
38
Sam Ross
108.212
107.913
105.609
104.638
106.572
18
23
Deacon Litz
106.559
106.395
105.349
106.559
106.213
19
5
Cliff Durant
100.122
100.200
101.045
97.539
99.990
—
1
Peter DePaolo
Incomplete
Wrecked in turn 3
—
34
Russ Snowberger
Incomplete
Failed hose connection
Source: The Indianapolis News
Sunday May 27
The second day of elimination trials was held on Sunday May 27. Five cars completed runs in front of a crowd estimated at 12,000–15,000 spectators. Peter Kreis was the fastest driver of the day. The field filled to 24 cars, leaving nine spots open.
Back in the garage area, the wrecked car of Peter DePaolo was being repaired. Bob McDonogh and Wilbur Shaw were being rumored as possible replacement drivers to the seat.
During the day, a tire changing contest was held between several of the pit crews. Dick Doyle and Bud Miller, servicing the car of George Souders, won the $50 top prize.
Name
Lap 1(mph)
Lap 2(mph)
Lap 3(mph)
Lap 4(mph)
Average speed(mph)
Notes
20
32
Peter Kreis
113.165
112.191
112.814
113.464
112.906
21
43
Billy Arnold
111.968
110.974
111.718
113.065
111.926
22
39
Jimmy Gleason
112.725
111.331
110.993
111.857
111.708
23
34
Russ Snowberger
112.556
112.250
111.043
110.186
111.618
24
12
Dave Evans
109.289
108.434
107.360
107.991
108.264
Source: The Indianapolis News
Monday May 28
The third day of elimination trials was scheduled for Monday May 28. Although Monday was originally the final day allowed to qualify, officials announced that Tuesday afternoon and Wednesday morning may opened up due to prospects of a short field.
Clarence "C.W." Belt made history, becoming the first driver ever to qualify a V-type engine at Indianapolis.
Name
Lap 1(mph)
Lap 2(mph)
Lap 3(mph)
Lap 4(mph)
Average Speed(mph)
Notes
25
6
Earl Devore
109.078
109.998
110.619
109.556
109.810
26
18
Dutch Bauman
106.132
105.423
106.724
106.635
106.226
Withdrew May 30
27
17
L. L. Corum
97.603
96.681
96.899
93.604
96.172
Withdrew May 30
28
41
C. W. Belt
95.704
96.133
96.442
95.826
96.026
Source: The Indianapolis Star
Tuesday May 29
Despite a slippery track, three drivers completed qualifying attempts. Officials decided that the deadline to qualify would be set at 12 noon. Late in the afternoon Ted Miller, the relief driver for Buddy Marr, was taking practice laps in the #35 B.W. Cooke Special. Miller crashed at the south end of the track. Miller suffered a broken arm and lacerations, and was taken to the hospital. The car was badly damaged. The crew would work into the night to try to repair the car, but ran out of time, and withdrew on race morning.
Name
Lap 1(mph)
Lap 2(mph)
Lap 3(mph)
Lap 4(mph)
Average Speed(mph)
Notes
29
18
Benny Shoaff
102.409
30
26
Ira Hall
96.886
31
29
Henry Kohlert
93.545
Source: The Indianapolis News The Indianapolis Star
Wednesday May 30
Two drivers, Wilbur Shaw and Jimmy Hill, received permission to qualify their cars at 5:00 a.m. on race morning. However, only Shaw took to the track. Shaw put Peter DePaolo's car in the field, a car repaired after the crash on Saturday. DePaolo was brought to the track by an ambulance, and cheered on the team lying on a stretcher trackside.
During practice runs just before the race, L. L. Corum and Dutch Bauman crashed their cars. Corum crashed in turn three. Bauman lost control in turn two and wrecked, but was not injured. Both cars were too damaged to race and both cars were withdrawn before the race started.
Name
Lap 1(mph)
Lap 2(mph)
Lap 3(mph)
Lap 4(mph)
Average Speed(mph)
Notes
32
1
Wilbur Shaw
100.956
—
31
Jimmy Hill
N/A
Did not qualify
Starting grid
Row
Inside
Middle
Outside
1
Leon Duray
Cliff Woodbury
Cliff Bergere
2
Tony Gulotta
Babe Stapp
Ralph Hepburn
3
Louis Schneider
Lou Moore
Fred Comer
4
Ray Keech
Johnny Seymour
George Souders
5
Louis Meyer
Fred Frame
Norman Batten
6
Sam Ross
Deacon Litz
Cliff Durant
7
Peter Kreis
Billy Arnold
Jimmy Gleason
8
Russ Snowberger
Dave Evans
Earl Devore
9
C. W. Belt
Benny Shoaff
Ira Hall
10
Henry Kohlert
Wilbur Shaw
Qualified cars withdrawn
Buddy Marr – Practice crash May 29
Dutch Bauman (#18) – Practice crash May 30; drove relief during the race for Tony Gulotta
L. L. Corum (#17) – Practice crash May 30
Alternates
None
Failed to qualify
Jimmy Hill (#31) – Did not qualify
Peter DePaolo – Crash during qualifying, injured
Kelly Petillo (#29) – Practice crash
Chet Miller (#35) – Practice crash
Herman Schurch (#37) – Engine threw a rod
Shorty Cantlon (#36) – Did not arrive; drove relief during the race for Henry Kohlert
Prince Ghica-Cantacuzino (#42) – Did not arrive
Bill Spence; drove relief during the race for Billy Arnold
Phil Shafer
Race summary
Louis Meyer
Morning rain threatened to postpone the start of the race, scheduled for 10:00 a.m. central standard time. The first shower came through the area at 6:30 a.m., followed by another brief shower at 8:30 a.m. About fifteen minutes later, the rain stopped and the track began to dry. Changes to the starting lineup shuffled the grid Wednesday morning. With Wilbur Shaw putting the DePaolo car in the field, his car was placed at the rear of the field. Meanwhile, three cars were withdrawn on race morning due to crashes. Buddy Marr's car, wrecked on Tuesday, was not repaired in enough time and was scratched. L. L. Corum and Dutch Bauman both suffered crashes during practice runs early Wednesday morning, and both were withdrawn. Both crashes were blamed on the damp conditions. Corum was not seriously injured, and planned to drive relief for other cars during the race.
Jimmy Hill was unable to qualify, and there were no alternates, so the 33-car field would be short by four cars. Only 29 cars lined up in the grid to take the starter's flag.
Start
The track was still damp, but officials deemed it adequately dry for racing. The sun had come out, and the brick surface was drying quickly. With rain showers holding off, pace car driver Joe Dawson led the field around for one warm up lap. The field received the red starter's flag, and the race started on time.
Leon Duray grabbed the lead from the pole position at the start. The first lap was run at 113.279 mph, and Duray held a four car-length lead at the conclusion of the first lap. Cliff Woodbury ran second with Cliff Bergere in third. Benny Shoaff (lap 3) made a pit stop to adjust the distributor, and Fred Comer (lap 4) was also in the pits to change a tire.
Russ Snowberger was the first car out of the race, suffering a broken supercharger. Then, after starting in the outside of the front row, Cliff Bergere was out on lap 6 with a broken distributor shaft.
First half
Leon Duray dominated the early stages of the race. His average speed after 20 laps (50 miles) was 107.078 mph – over a mile per hour faster than the previous year. With Bergere out, Tony Gulotta moved up to second place, Babe Stapp was in third, Louis Schneider in fourth, and Jimmy Gleason was in fifth. Cliff Woodbury was forced to make a pit stop to change spark plugs. He lost nearly three minutes, and fell two laps down.
On lap 35, Benny Shoaff hit an oil slick in the south end of the track and spun out. The car crashed into the outside wall, rebounded, and came to rest facing the opposite direction. Shoaff's suffered a bloody nose, but no major injuries. Shoaff headed back to the pits, and would later drive relief for Fred Frame. Wilbur Shaw, the last qualifier who put his car in the field just that morning, was never a factor. Starting last (29th) in the same car that Peter DePaolo wrecked just days earlier, he lasted only 42 laps. He was another victim of broken timing gears. Shaw returned to the pits, and stood by to drive relief.
At the 100 mile mark (40 laps), Duray continued to lead, with Gulotta in second. Duray and Babe Stapp traded the lead for a few laps, but soon after Duray began to fade. After leading 59 of the first 62 laps, Duray's car was beginning to suffer overheating problems and he began to slip in the standings.
Defending race winner George Souders came to the lead on lap 63, and led for 16 laps. Souders reported that his car was difficult to handle, but he was able to run a consistent pace and stay near the front of the field. Cliff Woodbury, who started in the middle of the front row and had been plagued with mechanical problems early on, dropped out with 55 laps completed due to broken timing gears.
On lap 80 (200 miles) first-year starter Louis Meyer had charged up to fourth position.
As the race approached the halfway point, it was Jimmy Gleason (who started deep in the field), that was now the fastest car on the track. Gleason took the lead from Babe Stapp on lap 83, and set out to lead over the next 100 miles.
A leaking gasoline line on Ray Keech's car was beginning to cause the car to lose fuel pressure. Keech handed the car over to relief driver Wilbur Shaw, but Shaw did not last very long with burns on his leg due to the leaking fuel. Keech got back in the car, and pushed on.
Second half
Leon Duray's day finally came to an end after 133 laps. The car went out with overheating trouble while Cliff Woodbury was behind the wheel. Jimmy Gleason led until a pit stop on lap 135. He handed the car over to Russ Snowberger who drove relief for the next 13 laps. Snowberger maintained the lead in Gleason's car.
Ira Hall crashed out after competing 115 laps. Lou Wilson took over as relief driver for Louis Schneider. Then Scheinder himself got behind the wheel of Lou Moore's car. Both drivers finished the remainder of the race that way.
The final 100 miles was set to be a three-car battle between the cars of Jimmy Gleason, Tony Gulotta, and the steady but gaining Louis Meyer. Louis Schneider, now driving Lou Moore's car, was also inching closer to the leaders.
Shortly after 2:00 p.m., when the leaders had just passed the 400-mile mark (lap 160), a light rain began to fall. Officials put out the yellow flag and the drivers were instructed to proceed with caution. Officials contemplated halting the race (as has happened two years earlier) for safety reasons, but the shower was very brief. After only a few laps under yellow, the field went back to racing. At that moment, on his 162nd lap, Earl Devore skidded coming out of the north turns due to the wet conditions and eventually crashed into the outside wall in turn one. The fuel tank was crushed, and Devore was out of the race.
Finish
With twenty laps to go, Tony Gulotta led Jimmy Gleason and Louis Meyer. A margin of only 2.04 seconds separated 1st-2nd-3rd place. On lap 181, Gulotta began slowing down and stalled in turn three. A tiny leak in the fuel tank was causing his fuel pressure to drop, and his fuel line was clogged. Gulotta's crew would need an hour-long pit stop to make repairs. Gulotta and Dutch Bauman took turns nursing the car around to 10th-place finish. Meyer took the lead on lap 182, but Gleason was in second, and was in close contention.
On lap 195, Gleason headed for the pits to take on water for the radiator. A crew member missed the radiator and accidentally doused the car's magneto with water. The engine was ruined with a cracked water jacket as well, and Gleason was out of the race in sight of a chance for victory. Louis Meyer cruises at a steady pace to victory, winning by a little less than one lap margin over a charging Louis Schneider (in Lou Moore's car). Meyer is credited as a being a rookie winner, since his previous experience in the 1927 race was only in a relief driver role. Meyer made only one pit stop, a routine stop for oil, fuel, and to change two tires.
Ray Keech, despite bad burns on his leg, remarkably comes home fourth. All three cars of the front row dropped out, and yet again, the supercharged front-engine machines fail to achieve victory. The highest finishing front wheel drive car was Babe Stapp in 6th place.
Sources: The Indianapolis News 500 Miles To Go
Box score
Finish
Start
No
Name
Entrant
Chassis
Engine
Qual
Laps
Status
1
13
14
Louis Meyer
Alden Sampson II
Miller
Miller
111.352
200
Running
2
8
28
Lou Moore
Charles Haase
Miller
Miller
113.826
200
Running
3
12
3
George Souders
William S. White
Miller
Miller
111.444
200
Running
4
10
15
Ray Keech
M. A. Yagle
Miller
Miller
113.421
200
Running
5
15
22
Norman Batten(Relieved by Zeke Meyer Laps 81-200)
Norman K. Batten
Fengler
Miller
106.585
200
Running
6
5
7
Babe Stapp(Relieved by Ralph Hepburn Laps 122-145)
Phil Shafer
Miller
Miller
116.887
200
Running
7
20
43
Billy Arnold (Relieved by Bill Spence Laps 151-169)
Boyle Valve Company
Miller
Miller
111.926
200
Running
8
14
27
Fred Frame(Relieved by Ralph Hepburn Laps 178-185)(Relieved by Ben Shoaff Laps 186-200)
William S. White
Duesenberg
Duesenberg
107.501
200
Running
9
9
25
Fred Comer(Relieved by Cliff Woodbury Laps 92-200)
Boyle Valve Company
Miller
Miller
113.690
200
Running
10
4
8
Tony Gulotta(Relieved by Dutch Bauman Laps 68-117)(Relieved by Dutch Bauman Laps 184-197)
J. R. Burgamy
Miller
Miller
117.031
200
Running
11
7
24
Louis Schneider(Relieved by Lou Wilson Laps 91-101)(Relieved by Lou Wilson Laps 106-200)
Louis F. Schneider
Miller
Miller
114.036
200
Running
12
23
12
Dave Evans
Boyle Valve Company
Miller
Miller
108.264
200
Running
13
28
29
Henry Kohlert (Relieved by William Shattuc Laps 59-115)(Relieved by Shorty Cantlon Laps 116-180)
Elgin Piston Pin Company
Miller
Miller
93.545
180
Flagged
14
17
23
Deacon Litz
A. B. Litz
Miller
Miller
106.213
161
Flagged
15
21
39
Jimmy Gleason
H. C. Henning
Duesenberg
Duesenberg
111.708
195
Magneto
16
18
5
Cliff Durant(Relieved by Bob McDonogh Laps 105-175)
Tommy Milton
Detroit
Miller
99.990
175
Supercharger
17
11
33
Johnny Seymour
Cooper Engineering Company
Cooper
Miller
111.671
170
Supercharger
18
24
6
Earl Devore(Relieved by Cy Marshall Laps 91-148)
Metals Protection Company
Miller
Miller
109.810
161
Crash T1
19
1
4
Leon Duray(Relieved by Cliff Bergere Laps 92-133)
Leon Duray
Miller
Miller
122.391
133
Overheating
20
16
38
Sam Ross
Reed & Mulligan
Miller
Miller
106.572
132
Timing gears
21
27
26
Ira Hall
Henry Maley
Duesenberg
Duesenberg
96.886
115
Crash T1
22
19
32
Peter Kreis
Cooper Engineering Company
Cooper
Miller
112.906
73
Rod bearing
23
2
10
Cliff Woodbury
Boyle Valve Company
Miller
Miller
120.418
55
Timing gears
24
6
16
Ralph Hepburn
Harry A. Miller
Miller
Miller
116.354
48
Timing gears
25
29
1
Wilbur Shaw
Peter DePaolo
Miller
Miller
100.956
42
Timing gears
26
26
18
Benny Shoaff
Duesenberg Brothers
Duesenberg
Duesenberg
102.409
35
Crash T1
27
25
41
C. W. Belt
Green Engineering Company
Green
Green
96.026
32
Valve
28
3
21
Cliff Bergere
Cliff Bergere
Miller
Miller
119.956
7
Supercharger
29
22
34
Russ Snowberger
Cooper Engineering Company
Miller
Miller
111.618
4
Supercharger
Statistics
Lap Leaders
Laps
Leader
1-54
Leon Duray
55-57
Babe Stapp
58-62
Leon Duray
63-78
George Souders
79-82
Jimmy Gleason
83-96
Babe Stapp
97-135
Jimmy Gleason
136-148
Russ Snowberger
149-181
Tony Gulotta
182-200
Louis Meyer
Total laps led
Leader
Laps
Leon Duray
59
Jimmy Gleason
43
Tony Gulotta
33
Louis Meyer
19
Babe Stapp
17
George Souders
16
Russ Snowberger
13
Broadcasting
The race was carried live on radio on WKBF-AM, in a partnership arranged with the Indianapolis News. The broadcast began at 9:30 a.m. local time, and was about six hours in duration. It was the fourth consecutive year the race was being carried on the radio through this format. WFBM also picked up the broadcast. The broadcast originated from the Pagoda, with microphones also set up in the pit area. The booth announcing staff was led by Chris Albion. John Mannix led the pit reporting crew.
For the first time ever, NBC came on air for live national coverage of the final hour of the race. At approximately 2:10 p.m., anchor Graham McNamee's call was picked up on WKBF and numerous other NBC affiliates across the country. |
Introduction
The 15th International 500-Mile Sweepstakes Race was held at the Indianapolis Motor Speedway on Monday, May 30, 1927.
First-time starter George Souders won by eight laps, the largest margin since 1913. Souders became the first driver to win the full-500 mile race solo, with neither help from a relief driver, nor accompanied by a riding mechanic.
Time trials
Four-lap (10 mile) qualifying runs were utilized. Frank Lockhart won the pole position with a speed of 120.10 mph. Lockhart set a new 1-lap track record on his final lap.
For the first time, all 33 qualifiers exceeded 100 mph for average speed.
Qualifying Results
Date
Driver
Lap 1(mph)
Lap 2(mph)
Lap 3(mph)
Lap 4(mph)
Average Speed(mph)
5/26/1927
Frank Lockhart
120.192
119.474
119.824
120.918
120.100
Race summary and results
At the start, polesitter Lockhart took the lead and dominated the first half of the race. At the halfway point, he had won almost $10,000 in lap prize money. But on lap 120, his Miller broke a connecting rod, and he was out of the race. He reportedly stepped out, shrugged, smiled, and asked for a hot dog.
Finish
Start
No
Name
Entrant
Chassis
Engine
Qual
Rank
Laps
Led
Status
1
22
32
George Souders
William S. White
Duesenberg
Duesenberg
111.551
12
200
51
Running
2
15
10
Earl Devore
F. P. Cramer
Miller
Miller
107.497
23
200
0
Running
3
27
27
Tony Gulotta
Anthony Gulotta
Miller
Miller
107.765
22
200
0
Running
4
19
29
Wilbur Shaw
Fred Clemons
Miller
Miller
104.465
32
200
0
Running
5
28
21
Dave Evans
David E. Evans
Duesenberg
Duesenberg
107.360
25
200
0
Running
6
7
14
Bob McDonogh
Cooper Engineering Company
Cooper
Miller
113.175
8
200
0
Running
7
18
16
Eddie Hearne
Harry Hartz
Miller
Miller
105.115
31
200
0
Running
8
25
6
Tommy Milton
Tommy Milton
Detroit
Miller
108.758
20
200
0
Running
9
14
25
Cliff Bergere
Muller Brothers
Miller
Miller
108.820
19
200
0
Running
10
13
5
Frank Elliott
Frank Elliott
Miller
Miller
109.682
17
200
0
Running
11
33
31
Fred Frame
O. B. Dolfinger
Miller
Miller
106.859
27
199
0
Flagged
12
32
42
Jim Hill
Earl Devore
Miller
Miller
107.392
24
197
0
Flagged
13
31
24
Benny Shoaff
Duesenberg Brothers
Duesenberg
Duesenberg
110.152
13
198
0
Rear end gears
14
26
41
Wade Morton
Duesenberg Brothers
Duesenberg
Duesenberg
108.075
21
152
0
Crash
15
20
44
Al Melcher
Charles Haase
Miller
Miller
102.918
33
144
0
Supercharger
16
23
43
Louis Schneider
Fred Lecklider
Miller
Miller
109.910
15
137
0
Timing gears
17
12
9
Peter Kreis
Cooper Engineering Company
Cooper
Miller
109.900
16
123
0
Front axle
18
1
2
Frank Lockhart
Frank S. Lockhart
Miller
Miller
120.100
1
120
110
Rod
19
6
15
Cliff Woodbury
Cliff Woodbury
Miller
Miller
113.200
7
108
0
Supercharger
20
17
26
Dutch Bauman
Harry S. Miller
Miller
Miller
106.078
29
90
9
Pinion shaft
21
29
35
Al Cotey
Al Cotey
Miller
Miller
106.295
28
87
0
Universal joint
22
16
17
W. E. Shattuc
Dr. W. E. Shattuc, M.D.
Miller
Miller
107.060
26
83
0
Valve
23
30
23
Fred Lecklider
Henry Kohlert
Miller
Miller
105.729
30
49
0
Crash T1
24
5
19
Ralph Hepburn
Cliff Woodbury
Miller
Miller
114.209
5
39
0
Fuel tank leak
25
4
1
Harry Hartz
Harry Hartz
Miller
Miller
116.739
4
38
0
Crankshaft
26
2
3
Peter DePaolo
Peter DePaolo
Miller
Miller
119.510
2
31
30
Supercharger
27
3
12
Leon Duray
Leon Duray
Miller
Miller
118.788
3
26
0
Fuel tank leak
28
9
4
Bennett Hill
Cooper Engineering Company
Miller
Miller
112.013
10
26
0
Shackle bolt
29
21
18
Jules Ellingboe
Earl Cooper
Miller
Miller
113.239
6
25
0
Crash T4
30
10
8
Norman Batten
Norman K. Batten
Fengler
Miller
111.940
11
24
0
Caught fire
31
24
38
Babe Stapp
Duesenberg Brothers
Duesenberg
Duesenberg
109.555
18
24
0
Universal joint
32
11
22
Jack Petticord
Cliff Woodbury
Miller
Miller
109.920
14
22
0
Supercharger
33
8
7
Dave Lewis
Dave Lewis
Miller
Miller
112.275
9
21
0
Front axle
Race details
For 1927, riding mechanics were optional; however, no teams utilized them.
Eddie Hearne was the only driver in the field who had competed at the inaugural Indy 500. This would be the final time a driver from the inaugural race would compete. |
Introduction
Oh Mong-nyeo is a 1937 Korean film, the last film directed by Na Woon-gyu. It premiered at the DanSungSa theater in downtown Seoul.
Plot summary
This literary adaptation tells the story of Oh Mong-nyeo, a young woman living with her adopted father in a seaside village. When men in the village attempt to rape her, she escapes by boat with her boyfriend to seek a better life elsewhere. |
Introduction
An RV-6 with an elaborate paint scheme at Sun 'n Fun 2006.
A RV-6 taxiing at the Brockville Ontario fly-in June 2005. This aircraft has the earlier design forward-hinged canopy
A RV-6A – the nose wheel equipped version of the RV-6. This aircraft has the later sliding canopy.
A RV-6 instrument panel showing typical instruments and avionics found in these aircraft
Vans RV-6A takeoff
Van's RV-6A landing
The Van's RV-6 and RV-6A are two-seat, single-engine, low-wing homebuilt airplanes sold in kit form by Van's Aircraft. The RV-6 is the tail-wheel equipped version while the RV-6A features a nose-wheel. The RV-6 was the first aircraft in the popular Van's RV series to feature side-by-side seating and the first to offer a nosewheel option. It was first flown in 1985. Over 2700 kits have been completed and flown.
The RV-6 and RV-6A were replaced by the similar, but improved, RV-7 in 2001. Kit components are still available to allow builders to complete RV-6s under construction, but no new complete kits are available.
Development
Van's Aircraft designer, Richard VanGrunsven, designed the RV-6 series as a two-seat side-by-side development of the RV-4, which was itself a development of the single seat RV-3.
Market demand motivated VanGrunsven to design the RV-6 and offer it as an optional nosewheel design. The original two seater RV-4 has been a remarkable success, but the tandem seating configuration was not considered ideal by many potential owners as it leaves the passenger isolated in the back seat. Many spouses of builders especially favoured the side-by-side configuration over the tandem arrangement.
VanGrunsven worked diligently to create a side-by-side design with a generous cockpit that did not sacrifice the RV-4's handling, STOL performance and especially its high cruise speed. In the end the RV-6 prototype produced cruise speeds that are only slower than the RV-4 with the same engine.
The first RV-6s had a forward hinged canopy design. This was a simple one-piece arrangement, but it made taxiing the aircraft with the canopy open more difficult. Later kits had the option of a rearward sliding canopy that could more easily provide ventilation on the ground. One RV-6A was modified for open cockpit flight with an enclosed rear turtledeck.
The RV-6A version features steel rod landing gear with the nosewheel strut attached to the engine mount. The nosewheel is friction castering and the aircraft is steered with differential braking. The brakes are mounted conventionally on the rudder pedal toes.
Nigerian Air Force RV-6A Air Beetle
The RV-6 has a rare distinction in the world of kit built aircraft – it is used as a military training aircraft. Searching for a suitable trainer that could be assembled in Nigeria using local labour, the government of that country settled on the RV-6A. Van's produced 60 kits to fulfill the order and these were assembled and test flown in Nigeria, entering service with the Nigerian Air Force in 1989 as elementary training aircraft under the name "Air Beetle". The air training school is based at Kaduna, Nigeria. The only other amateur aircraft to have this distinction is the Pazmany PL-1, which was built as a trainer for Taiwan's Air Force in the 1970s.
AVA-202
A modified version of the RV-6A is manufactured in Iran by Aviation Industries of Iran as the AVA-202. First flown in 1997, the main change from the RV-6A is a greater wingspan of .
Operators
;
Nigerian Air Force (RV-6A)
Specifications (RV-6 180 hp)
|
Introduction
The Seacourt Pavilion is a regional shopping center on Hooper Avenue in Toms River, New Jersey. It is right across the street from the Ocean County Mall. The mall has a gross leasable area of .
The shopping center is split-level, with the parking lot on the east side higher than on the west side. Tenants include Marshalls, Pier 1 Imports (closing 2020), AMC/Loew's Cineplex (closing August 21, 2022), Ashley HomeStore, and HomeGoods. Former tenants include; Old Country Buffet, LA Fitness, (which has its own porte-cochere), Lionel Kiddie City, and Nobody Beats The Wiz.
History
Ground was broken on the project in May 1988, with plans to build a two-level enclosed mall, of office space and a 150-room hotel. However, the plans for offices and hotel rooms never came to fruition.
As part of a re-envisioning of the traditional shopping center, Seacourt Pavilion created an innovative farmers' market — similar to comparable facilities at Reading Terminal Market in Philadelphia, South Street Seaport in New York City and Quincy Market in Boston — in addition to its existing food court, offering shoppers options for both prepared and farm fresh foods.
The market and food court have since closed down and as of 2008, the majority of the complex houses what were intended to be the original anchor stores after their expansions into available storefronts.
Seacourt Pavilion was briefly featured in the 2009 MTV series Jersey Shore, where the female cast members go tanning at the Simply Sun Tanning salon. |
Introduction
The 14th International 500-Mile Sweepstakes Race was held at the Indianapolis Motor Speedway on Monday, May 31, 1926. Louis Chevrolet drove the Chrysler pace car for the start.
Rain halted the race at lap 72, and officials waited for the track to dry out. The race was resumed over an hour later. Rain fell again, and the race was called at the 400 mile mark (160 laps).
Rookie Frank Lockhart moved up from 20th to fifth by lap 5, having had passed 14 cars on that lap alone. He moved up to second on Lap 16. After the rain delay, Lockhart and Dave Lewis battled for the lead for about 20 laps, until Lewis dropped out. After Lewis retired with a broken valve, Harry Hartz closed on Lockhart and briefly took the lead at about 250 miles as the crowd roared. But soon afterward Hartz was forced to make an unscheduled pit stop. Lockhart then stretched out a two-lap lead when the race was called, and he was declared the winner. It was the first rain-shortened race in "500" history, and Lockhart was the fourth rookie to win the race. Lockhart may have actually completed as many as 163 laps (407.5 miles), but official scoring results reverted to the completion of lap 160.
Time trials
Four-lap (10 mile) qualifying runs were utilized. Earl Cooper won the pole position. Frank Lockhart set a new 1-lap track record during his first attempt at 115.488 mph, but the run was aborted after a tire failure on the second lap. He later blew an engine during another attempt, and finally put a car in the field 20th on the grid.
Qualifying Results
Date
Driver
Lap 1(mph)
Lap 2(mph)
Lap 3(mph)
Lap 4(mph)
Average Speed(mph)
5/27/1926
Earl Cooper
113.68
112.97
111.32
109.09
111.735
Results
1926 Indianapolis 500 pace car
Finish
Start
No
Name
Entrant
Chassis
Engine
Qual
Rank
Laps
Led
Status
1
20
15
Frank Lockhart
Peter Kreis
Miller
Miller
95.780
19
160
95
Running
2
2
3
Harry Hartz
Harry Hartz
Miller
Miller
109.542
2
158
6
Flagged
3
14
36
Cliff Woodbury
Cliff R. Woodbury
Miller
Miller
105.109
10
158
0
Flagged
4
13
8
Fred Comer
Harry Hartz
Miller
Miller
100.612
16
155
0
Flagged
5
27
12
Peter DePaolo
Duesenberg Brothers
Duesenberg
Duesenberg
96.709
18
153
0
Flagged
6
8
6
Frank Elliott
Frank Elliott
Miller
Miller
105.873
8
152
0
Flagged
7
16
14
Norman Batten
Norman Batten
Miller
Miller
101.428
15
151
0
Flagged
8
15
19
Ralph Hepburn
Ralph Hepburn
Miller
Miller
102.517
14
151
0
Flagged
9
28
18
John Duff
Al Cotey
Miller
Miller
95.549
20
147
0
Flagged
10
5
4
Phil Shafer
Phil Shafer
Miller
Miller
106.647
5
146
16
Flagged
11
12
31
Tony Gulotta
Harry Hartz
Miller
Miller
102.789
13
142
0
Flagged
12
7
16
Bennett Hill
Harry A. Miller
Miller
Miller
105.876
7
136
0
Flagged
13
21
33
Thane Houser
George G. Abell
Miller
Miller
93.672
22
102
0
Flagged
14
17
27
Douglas Hawkes
E. A. D. Eldridge
Eldridge
Anzani
94.977
21
91
0
Camshaft
15
4
1
Dave Lewis
Harry A. Miller
Miller
Miller
107.009
4
91
43
Valve
16
1
5
Earl Cooper
Harry A. Miller
Miller
Miller
111.735
1
73
0
Transmission
17
11
9
Cliff Durant
R. Cliff Durant
Fengler
Locomobile
104.855
12
60
0
Fuel tank leak
18
18
29
Ben Jones
Duesenberg Brothers
Duesenberg
Duesenberg
92.142
24
54
0
Crash
19
23
26
E. A. D. Eldridge
E. A. D. Eldridge
Eldridge
Anzani
89.777
25
45
0
Tie rod
20
24
23
L. L. Corum
Albert Schmidt
Schmidt
Argyll
88.849
26
44
0
Shock absorbers
21
22
24
Steve Nemesh
Albert Schmidt
Schmidt
Argyll
92.937
23
41
0
Transmission
22
6
7
Jules Ellingboe
F. P. Cramer
Miller
Miller
106.376
6
39
0
Supercharger
23
3
10
Leon Duray
R. Cliff Durant
Fengler
Locomobile
109.186
3
33
0
Broken axle
24
26
17
Fred Lecklider
Earl Devore
Miller
Miller
100.398
17
24
0
Rod
25
25
28
Jack McCarver
Chevrolet Brothers
Ford T
Fronty-Ford
86.418
28
23
0
Rod
26
9
34
Bon McDougall
R. G. McDougall
Miller
Miller
105.180
9
19
0
Valve
27
10
22
W. E. Shattuc
Dr. W. E. Shattuc, M.D.
Miller
Miller
104.977
11
15
0
Valve
28
19
39
Albert Guyot
Albert Schmidt
Schmidt
Argyll
88.580
27
8
0
Piston
Race details
*For 1926, riding mechanics were optional, however, no teams utilized them.
First alternate: none
This would be the first Indy 500 where a driver from the inaugural Indy 500 did not compete. |
Introduction
The 13th International 500-Mile Sweepstakes Race was held at the Indianapolis Motor Speedway on Saturday, May 30, 1925.
Race winner Peter DePaolo became the first driver to complete the 500 miles in under five hours, and have an average over 100 mph. Norman Batten drove 21 laps of relief (laps 106-127) while DePaolo had his hands bandaged due to blisters and bruises.
Time trials
Four-lap (10 mile) qualifying runs were utilized. Leon Duray won the pole position with a 4-lap track record of 113.196 mph. Peter DePaolo, who qualified second, set the 1-lap track record at 114.285 mph.
Qualifying Results
Date
Driver
Lap 1(mph)
Lap 2(mph)
Lap 3(mph)
Lap 4(mph)
Average Speed(mph)
5/26/1925
Leon Duray
113.22
113.44
113.44
113.41
113.196
Race summary and results
DePaolo jumped into the lead at the start, with Earl Cooper close behind. Phil Shafer led briefly, but DePaolo returned to the lead by half-distance. On lap 106, DePaolo came in for relief from Norman Batten while his bloody, blistered hands were bandaged. Dave Lewis then took over the lead in a front-wheel-drive Miller. The front wheels providing good grip in the turns, Lewis began to pull away. Batten soon pitted and DePaolo returned to the cockpit, and set his sights on Lewis.
At about 400 miles, Lewis began to slow, physically exhausted from the grind over the bricks. His crew called him in, but he overshot his pit stall and had to continue for another lap. When he finally stopped, crewmen lifted him out and Bennett Hill climbed in, now 1 1/2 laps behind DePaolo after the botched pit entry and eventual stop.
Hill sped after DePaolo, unlapping himself with about 25 laps to go and gaining several seconds with each lap. But DePaolo crossed the finish line with a record sub-5-hour 500 57 seconds ahead of Hill.
Finish
Start
No
Name
Entrant
Chassis
Engine
Qual
Rank
Laps
Led
Status
1
2
12
Peter DePaolo
Duesenberg Brothers
Duesenberg
Duesenberg
113.083
2
200
115
Running
2
5
1
Dave Lewis
R. Cliff Durant
Miller
Miller
109.061
5
200
50
Running
3
22
9
Phil Shafer
Duesenberg Brothers
Duesenberg
Duesenberg
103.523
16
200
13
Running
4
3
6
Harry Hartz
Harry Hartz
Miller
Miller
112.433
3
200
3
Running
5
11
4
Tommy Milton
Tommy Milton
Miller
Miller
104.366
13
200
0
Running
6
1
28
Leon Duray
Harry Hartz
Miller
Miller
113.196
1
200
0
Running
7
18
8
Ralph DePalma
Ralph DePalma
Miller
Miller
108.607
6
200
0
Running
8
9
38
Peter Kreis
Duesenberg Brothers
Duesenberg
Duesenberg
106.338
10
200
0
Running
9
14
15
W. E. Shattuc
Dr. W. E. Shattuc, M.D.
Miller
Miller
102.070
17
200
0
Running
10
8
22
Pietro Bordino
Pietro Bordino
Fiat
Fiat
107.661
9
200
0
Running
11
12
5
Fred Comer
Harry Hartz
Miller
Miller
104.296
14
200
0
Running
12
10
27
Frank Elliott
Richard G. Doyle
Miller
Miller
104.910
11
200
0
Running
13
15
24
Earl Devore
Bancroft & Pope
Miller
Miller
97.799
19
198
0
Flagged
14
20
14
Bob McDonogh
Tommy Milton
Miller
Miller
101.931
18
188
0
Truss rod
15
16
23
Wade Morton
Duesenberg Brothers
Duesenberg
Duesenberg
95.821
20
156
0
Crash BS
16
6
17
Ralph Hepburn
Earl Cooper
Miller
Miller
108.489
7
144
15
Gas tank
17
4
2
Earl Cooper
R. Cliff Durant
Miller
Miller
110.487
4
127
4
Crash T1
18
13
3
Bennett Hill
Harry A. Miller
Miller
Miller
104.167
15
69
0
Rear spring
19
17
29
Herbert Jones
Herbert Jones
Miller
Miller
89.401
21
69
0
Crash T1
20
19
19
Ira Vail
R. J. Johnson
Miller
Miller
104.785
12
63
0
Rod
21
21
7
M. C. Jones
H. J. Skelly
Ford T
Fronty-Ford
88.478
22
33
0
Transmission
22
7
10
Jules Ellingboe
Jerry Wonderlich
Miller
Miller
107.832
8
24
0
Steering
Race details
For 1925, riding mechanics were optional, however, no teams utilized them.
First alternate: none
Ralph DePalma would be the only driver in the race who had competed in the first Indy 500 in 1911.
Though Pete DePaolo is widely recognized as the first driver to complete (and win) the Indianapolis 500 in under five hours (over 100 mph average speed), he was not eligible for the prestigious Champion Spark Plug 100 mph Club founded in 1935. Since DePaolo briefly received relief help from Norman Batten during the race, DePaolo failed the strict criteria for the club. He never managed to complete the full 500 miles again, and accomplish the feat solo.
The race marked the first appearance of a front-wheel-drive car. Harry Miller built the car on the suggestion of driver Jimmy Murphy, who thought the concept would be quick on Indy's bricks while having less tire wear. The "Junior 8", without a driveshaft to the rear wheels, was only 36 inches tall, and a flyweight sub-1500 lbs. It showed its effectiveness and began a wave of front-drive cars for the next quarter-century. Murphy never got to drive it; he was killed in a crash at Syracuse the previous September. Miller hired Dave Lewis for the 500.
Gallery
File:1925 Miller Junior Eight.JPG|1925 Miller
File:Indy500pacecar1925.jpg|1925 Indianapolis 500 pace car |
Introduction
The 12th International 500-Mile Sweepstakes Race was held at the Indianapolis Motor Speedway on Friday, May 30, 1924.
Lora Lawrence Corum started the race in the #15 entry, and was relieved during the race by Joe Boyer. Boyer proceeded to drive the car to victory, and both drivers were credited as "co-winners" for the 1924 race.
Boyer led the first lap of the race in his original #9 entry. After Boyer got out of the car and took over the #15, the #9 entry continued in the race, taken over by Ernie Ansterburg, Corum, and later Thane Houser. Houser crashed the car after 176 laps, and Boyer's original car was credited with 18th place.
Time trials
Four-lap (10 mile) qualifying runs were utilized. Jimmy Murphy won the pole position with a speed of over 108mph.
Race summary and results
After Joe Boyer, in his original car, led the first lap, Jimmy Murphy took the lead. By half-distance, Murphy led while Earl Cooper held 2nd. Fred Duesenberg, incensed that his lead car was behind four Miller vehicles, called Boyer into the pits, as his car had fallen behind with unscheduled pit stops. He then waved in his 5th-place car, driven by L.L. Corum, and installed Boyer in it. Duesenberg reportedly told him, "Catch them," referring to the Millers, "or burn this ship!"
Boyer re-entered the race with Corum's car and soon passed Bennett Hill and Harry Hartz. With 40 laps to go, he was about 1 mile behind leader Jimmy Murphy and Earl Cooper, turning laps at up to 104 mph.
Murphy was signaled that Boyer was rapidly closing and upped his pace, but he soon cut a tire and had to pit. Cooper assumed the lead but suffered the same fate after pushing harder. Cooper sped out of the pits and closed on Boyer. With 12 laps to go, Cooper made a passing attempt in turn 1, but skidded and again cut a tire, prompting another pit stop. Boyer then eased his pace to win the 500 with a record average speed of over 98 mph.
Race details
*For 1924, riding mechanics were optional, however, no teams utilized them.
First alternate: none
Eddie Hearne was the lone entry in the race who competed in the inaugural Indy 500 |
Introduction
Triple Feature is a collection of works by American author Joe R. Lansdale, published in a very limited edition by Subterranean Press in 1999.
It contains:
For Just One Hour
The Headstone
The Original Lengueenies
The Headstone has not been included in any other collection. The other two stories were included in For a Few Stories More. |
Introduction
1923 start.
The 11th International 500-Mile Sweepstakes Race was held at the Indianapolis Motor Speedway on Wednesday, May 30, 1923. After winning previously in 1921, Tommy Milton became the first multiple winner of the Indianapolis 500. Howdy Wilcox (the 1919 winner) drove relief for Milton in laps 103–151. During the break, Milton had to have his hands bandaged due to blisters, and changed his shoes due to crimping of his toes.
On lap 22, Tom Alley (driving Earl Cooper's entry) wrecked on the backstretch, going through the wall, and killed 16-year-old spectator Bert Shoup. Alley and two other spectators were injured.
Memorial Day controversy
In January 1923, about four months before the race, the Indiana Legislature passed a bill prohibiting commercialized sporting events, including the Indianapolis 500, from being held on Memorial Day. Some veterans groups, and proponents of the measure, led by senator Robert L. Moorhead, were displeased with the way the holiday had become "...a day for games, races, and revelry, instead of a day of memory and tears". The bill sparked a heated debate, whereby the local American Legion issued a public proclamation opposing the law, on the grounds of free expression, and being "un-American" in principle.
The issue created a potential schedule shake-up, which could have moved the race to the proceeding Saturday (May 26), or forced an outright cancellation. Speedway management was leery about permanently moving the race to a Saturday, since many spectators worked on Saturdays, and they preferred to have the race on a holiday. Officials in the city of Indianapolis even proposed making the Saturday before Memorial Day a city holiday, to ensure the race was held on a holiday. On March 5, after consulting legal experts, Governor Warren T. McCray vetoed the bill, calling it "class legislation" and therefore unconstitutional.
Time trials
Four-lap (10 mile) qualifying runs were utilized. Tommy Milton won the pole with a record speed of over 108mph. Five cars qualified with average speeds of over 100mph.
Results
Finish
Start
No
Name
Entrant
Chassis
Engine
Qual
Rank
Laps
Led
Time/Retired
1
1
1
Tommy Milton
H.C.S. Motor Company
Miller
Miller
108.170
1
200
128
5:29:50.17
2
2
7
Harry Hartz
R. Cliff Durant
Miller
Miller
103.700
3
200
6
5:33:05
3
9
5
Jimmy Murphy
R. Cliff Durant
Miller
Miller
104.050
2
200
11
5:40:36.64
4
14
6
Eddie Hearne
R. Cliff Durant
Miller
Miller
97.300
9
200
0
5:46:14.23
5
7
23
L. L. Corum
Barber-Warnock
Ford T
Fronty-Ford
86.650
23
200
0
6:03:16.81
6
16
31
Frank Elliott
R. Cliff Durant
Miller
Miller
93.250
12
200
0
6:04:52.37
7
10
8
Cliff Durant
R. Cliff Durant
Miller
Miller
102.650
4
200
4
6:05:06.30
8
20
15
Max Sailer
Daimler Motoren Gesellschaft
Mercedes
Mercedes
90.550
18
200
0
6:11:49.60
9
22
19
Prince de Cystria
Prince de Cystria
Bugatti
Bugatti
88.900
21
200
0
6:26:24.78
10
24
34
Wade Morton
Duesenberg Brothers
Duesenberg
Duesenberg
88.000
22
200
0
6:40:04.98
11
15
16
Christian Werner
Daimler Motoren Gesellschaft
Mercedes
Mercedes
95.200
11
200
0
6:41:50.51
12
6
18
Pierre de Vizcaya
Martín de Álzaga
Bugatti
Bugatti
90.300
19
165
0
Rod
13
21
28
Leon Duray
R. Cliff Durant
Miller
Miller
89.900
20
136
0
Rod
14
3
4
Dario Resta
Packard Motor Car Company
Packard
Packard
98.020
8
88
0
Differential
15
11
2
Ralph DePalma
Packard Motor Car Company
Packard
Packard
100.420
5
69
0
Head gasket
16
19
26
Harlan Fengler
R. Cliff Durant
Miller
Miller
90.750
17
69
0
Gas tank
17
8
25
Howdy Wilcox
H.C.S. Motor Company
Miller
Miller
81.000
24
60
51
Clutch
18
13
3
Joe Boyer
Packard Motor Car Company
Packard
Packard
98.800
7
59
0
Differential
19
18
35
Bennett Hill
Harry A. Miller
Miller
Miller
91.200
16
44
0
Crankshaft
20
5
27
Louis Zborowski
Count L. Zborowski
Bugatti
Bugatti
91.800
15
41
0
Rod
21
12
29
Earl Cooper
R. Cliff Durant
Miller
Miller
99.400
6
21
0
Crash BS
22
23
22
Raúl Riganti
Martín de Álzaga
Bugatti
Bugatti
95.300
10
19
0
Gas line
23
17
14
Christian Lautenschlager
Daimler Motoren Gesellschaft
Mercedes
Mercedes
93.200
13
14
0
Crash T1
24
4
21
Martín de Álzaga
Martín de Álzaga
Bugatti
Bugatti
92.900
14
6
0
Rod
Race details
*Note above Joe Boyer's car # was 4. Dario Resta was car #3.
For 1923, riding mechanics were made optional. Only one team (the Mercedes of Christian Lautenschlager) utilized one.
First alternate: none |
Introduction
The 10th International 500-Mile Sweepstakes Race was held at the Indianapolis Motor Speedway on Tuesday, May 30, 1922.
Jimmy Murphy is the first driver to win the race from the pole position. He was accompanied by riding mechanic Ernie Olson.
Time trials
Four-lap (10 mile) qualifying runs were utilized.
Results
Finish
Start
No
Name
Entrant
Chassis
Engine
Qual
Rank
Laps
Led
Status
1
1
35
Jimmy Murphy
Jimmy Murphy
Duesenberg
Miller
100.500
1
200
153
Running
2
2
12
Harry Hartz
Duesenberg Brothers
Duesenberg
Duesenberg
99.970
2
200
42
Running
3
23
15
Eddie Hearne
Jules Goux
Ballot
Ballot
95.600
13
200
0
Running
4
3
17
Ralph DePalma
Ralph DePalma
Duesenberg
Duesenberg
99.550
3
200
0
Running
5
14
31
Ora Haibe
Duesenberg Brothers
Duesenberg
Duesenberg
92.900
18
200
0
Running
6
7
24
Jerry Wonderlich
Duesenberg Brothers
Duesenberg
Duesenberg
97.760
7
200
0
Running
7
13
21
I. P. Fetterman
Duesenberg Brothers
Duesenberg
Duesenberg
93.280
17
200
0
Running
8
9
1
Ira Vail
Disteel Flyers, Inc.
Duesenberg
Duesenberg
96.750
10
200
0
Running
9
12
26
Tom Alley
William Small Company
Frontenac
Frontenac
94.050
16
200
0
Running
10
17
10
Joe Thomas
Duesenberg Brothers
Duesenberg
Duesenberg
88.800
21
200
0
Running
11
16
3
Cannonball Baker
Louis Chevrolet
Frontenac
Frontenac
89.600
20
200
0
Running
12
11
34
Cliff Durant
R. Cliff Durant
Miller
Miller
95.850
12
200
0
Running
13
19
22
Douglas Hawkes
Bentley
Bentley
Bentley
81.900
26
200
0
Running
14
21
18
Jack Curtner
Jack Curtner
Ford T
Fronty-Ford
—
—
160
0
Flagged
15
18
25
Wilbur D'Alene
William Small Company
Frontenac
Frontenac
87.800
22
160
0
Flagged
16
8
9
Frank Elliott
Ira Vail
Miller
Miller
97.750
8
195
0
Rear axle
17
15
27
L. L. Corum
William Small Company
Frontenac
Frontenac
89.650
19
169
0
Engine trouble
18
27
19
C. Glenn Howard
Chevrolet Brothers Mfg. Co.
Ford T
Fronty-Ford
83.90
27
165
0
Engine trouble
19
5
5
Ralph Mulford
Louis Chevrolet
Frontenac
Frontenac
99.200
5
161
0
Rod
20
10
7
Peter DePaolo
Louis Chevrolet
Frontenac
Frontenac
96.200
11
110
3
Crash T3
21
25
6
Art Klein
Louis Chevrolet
Frontenac
Frontenac
87.150
23
105
0
Rod
22
4
4
Leon Duray
Louis Chevrolet
Frontenac
Frontenac
99.250
4
94
2
Axle
23
6
2
Roscoe Sarles
Louis Chevrolet
Frontenac
Frontenac
98.000
6
88
0
Rod
24
24
8
Tommy Milton
Tommy Milton
Milton
Miller
94.400
15
44
0
Gas tank
25
22
14
Jules Goux
Jules Goux
Ballot
Ballot
96.950
9
25
0
Axle
26
20
23
Jules Ellingboe
Duesenberg Brothers
Duesenberg
Duesenberg
95.500
14
25
0
Crash T4
27
26
16
Howdy Wilcox
Howdy Wilcox
Peugeot
Peugeot
86.100
24
7
0
Valve spring
Race details
*For 1922, riding mechanics were required.
First alternate: none |
Introduction
The Valspar Championship is a professional golf tournament on the PGA Tour, played annually on the Copperhead Course at Innisbrook Resort and Golf Club in Palm Harbor, northwest of Tampa, Florida.
History
The tournament was founded in 2000 as the Tampa Bay Classic, and was originally an alternate event in autumn and late summer. It replaced the JCPenney Classic, held annually in central Florida since 1960, and at Innisbrook since 1990. It was opposite the Presidents Cup in October 2000, and the same week as the WGC-American Express Championship in September 2002. It was scheduled for the same week as the WGC-American Express Championship in 2001 in mid-September, but the September 11 attacks (on Tuesday) forced the cancellations of both tournaments.
From 2003 to 2006, the Tampa Bay event had a slot in the schedule to itself in late October (and early November in 2003) as the last full-field event before the Tour Championship. The Chrysler Corporation was the title sponsor.
Since 2007, the Tampa Bay event has been played in March, as the Players Championship moved six weeks later, to mid-May. For a time, the tournament was without a title sponsor, leading to speculation on its fate beyond 2007. Then, on January 24, 2007, tournament officials and the PGA Tour announced a six-year sponsorship agreement with PODS of Clearwater, Florida. However, the company chose to exercise an option to withdraw as title sponsor after the 2008 event, and tournament officials searched to find a replacement. On June 4, 2008, Transitions Optical, Inc., the photochromic lens manufacturer headquartered locally in Largo, was announced as the new title sponsor. Transitions left the event after the 2012 season. Just two weeks before the 2013 tournament, EverBank agreed to be presenting sponsor for the tournament. In September 2013, Valspar Corporation signed a four-year deal to become title sponsor of the event, now named the Valspar Championship. On March 9, 2016, the PGA Tour, Valspar Corporation, and Copperhead Charities – the Valspar Championship host organization – announced a three-year title sponsorship extension, thus carrying Valspar's commitment to the tournament through 2020. This extension occurred in the midst of the original contract period, which was from 2013 to 2017.
Vijay Singh set the tournament record in 2004 with 266 (−18) and won by five strokes.
Winners
Year
Winner
Score
To par
Margin ofvictory
Runner(s)-up
Purse($)
Winner'sshare ($)
Valspar Championship
2023
Taylor Moore
274
−10
1 stroke
Adam Schenk
8,100,000
1,458,000
2022
Sam Burns (2)
267
−17
Playoff
Davis Riley
7,800,000
1,404,000
2021
Sam Burns
267
−17
3 strokes
Keegan Bradley
6,900,000
1,242,000
2020
Canceled due to the COVID-19 pandemic
2019
Paul Casey (2)
276
−8
1 stroke
Jason Kokrak Louis Oosthuizen
6,700,000
1,206,000
2018
Paul Casey
274
−10
1 stroke
Patrick Reed Tiger Woods
6,500,000
1,170,000
2017
Adam Hadwin
270
−14
1 stroke
Patrick Cantlay
6,300,000
1,134,000
2016
Charl Schwartzel
277
−7
Playoff
Bill Haas
6,100,000
1,098,000
2015
Jordan Spieth
274
−10
Playoff
Sean O'Hair Patrick Reed
5,900,000
1,062,000
2014
John Senden
277
−7
1 stroke
Kevin Na
5,700,000
1,026,000
Tampa Bay Championship
2013
Kevin Streelman
274
−10
2 strokes
Boo Weekley
5,500,000
990,000
Transitions Championship
2012
Luke Donald
271
−13
Playoff
Bae Sang-moon Jim Furyk Robert Garrigus
5,500,000
990,000
2011
Gary Woodland
269
−15
1 stroke
Webb Simpson
5,500,000
990,000
2010
Jim Furyk
271
−13
1 stroke
K. J. Choi
5,400,000
972,000
2009
Retief Goosen (2)
276
−8
1 stroke
Charles Howell III Brett Quigley
5,400,000
972,000
PODS Championship
2008
Sean O'Hair
280
−4
2 strokes
Stewart Cink Ryuji Imada Troy Matteson Billy Mayfair George McNeill John Senden
5,300,000
954,000
2007
Mark Calcavecchia
274
−10
1 stroke
John Senden Heath Slocum
5,300,000
954,000
Chrysler Championship
2006
K. J. Choi (2)
271
−13
4 strokes
Paul Goydos Brett Wetterich
5,300,000
954,000
2005
Carl Pettersson
275
−9
1 stroke
Chad Campbell
5,300,000
954,000
2004
Vijay Singh
266
−18
5 strokes
Tommy Armour III Jesper Parnevik
5,000,000
900,000
2003
Retief Goosen
272
−12
3 strokes
Vijay Singh
4,800,000
864,000
Tampa Bay Classic
2002
K. J. Choi
267
−17
7 strokes
Glen Day
2,600,000
468,000
2001
Canceled due to the September 11 attacks
2000
John Huston
271
−13
3 strokes
Carl Paulson
2,400,000
432,000
Note: Green highlight indicates scoring records.
Multiple winners
Four players have won this tournament more than once:
K. J. Choi (2002, 2006)
Retief Goosen (2003, 2009)
Paul Casey (2018, 2019)
Sam Burns (2021, 2022) |
Introduction
The 9th International 500-Mile Sweepstakes Race was held at the Indianapolis Motor Speedway on Monday, May 30, 1921.
Ralph DePalma dominated another early running of the 500, but again failed to win. He led 109 laps, and had a two-lap lead at the halfway point. A connecting rod broke, and he dropped out on lap 112. DePalma retired with one win, and 612 laps led in the "500." His laps led record would not be matched for 66 years until Al Unser, Sr. reached it in 1987.
Tommy Milton won the first of two 500 victories. He was accompanied by riding mechanic Harry Franck. The only European car to finish was a 1921 Grand Prix Sunbeam driven by Ora Haibe who was placed fifth.
Time trials
Time trials was scheduled for five days, May 25–29. Four-lap (10 mile) qualifying runs were utilized. A short field of only 26 cars submitted entries, but only 23 cars arrived and prepared to qualify. Mervin Headley's entry was disallowed because only half the entry fee was paid. Two other entries were no-shows.
Ralph De Palma completed his qualifying run on Wednesday May 25, at an average speed of 100.75 mph. He won the pole position as the only driver over the 100 mph mark. None of his four laps matched the track record (104.78 mph) set in 1919.
This would be the first 500 that featured the familiar starting grid of rows of cars three-abreast.
Qualifying Results
Date
Driver
Lap 1(mph)
Lap 2(mph)
Lap 3(mph)
Lap 4(mph)
Average Speed(mph)
5/26/1921
Ralph DePalma
100.89
100.53
100.56
101.00
100.75
Results
Finish
Start
No
Name
Entrant
Chassis
Engine
Qual
Rank
Laps
Led
Time/Retired
1
20
2
Tommy Milton
Louis Chevrolet
Frontenac
Frontenac
93.050
11
200
90
5:34:44.65
2
2
6
Roscoe Sarles
Duesenberg Brothers
Duesenberg
Duesenberg
98.350
2
200
1
5:38:34.03
3
8
23
Percy Ford
Stanley Kandul
Frontenac
Frontenac
87.000
19
200
0
5:52:15.30
4
9
5
Eddie Miller
Duesenberg Brothers
Duesenberg
Duesenberg
83.850
20
200
0
5:54:24.98
5
13
16
Ora Haibe
Sunbeam Motor Car Company
Sunbeam
Sunbeam
93.500
10
200
0
5:57:45.83
6
14
9
Albert Guyot
Duesenberg Brothers
Duesenberg
Duesenberg
87.800
16
200
0
6:01:17.07
7
10
3
Ira Vail
Ira Vail
Leach
Miller
82.350
22
200
0
6:14:17.47
8
15
21
Bennett Hill
John Thiele
Duesenberg
Duesenberg
87.780
17
200
0
6:19:06.74
9
21
8
Ralph Mulford
Louis Chevrolet
Frontenac
Frontenac
91.700
12
177
0
Flagged
10
17
15
René Thomas
Sunbeam Motor Car Company
Sunbeam
Sunbeam
83.750
21
144
0
Water hose
11
18
27
Tom Alley
L. L. Corum
Frontenac
Frontenac
80.500
23
133
0
Rod
12
1
4
Ralph DePalma
Ralph DePalma
Ballot
Ballot
100.750
1
112
108
Rod
13
4
1
Eddie Hearne
E. A. Hearne
Duesenberg
Duesenberg
96.180
6
111
0
Oil line
14
19
24
Jimmy Murphy
Duesenberg Brothers
Duesenberg
Duesenberg
93.600
9
107
0
Crash T4
15
16
17
Riley Brett
George L. Wade
Brett
Brett
87.750
18
91
0
Hit wall
16
23
28
C. W. Van Ranst
C. W. Van Ranst
Frontenac
Frontenac
88.350
14
87
0
Water hose
17
3
7
Joe Boyer
Duesenberg Brothers
Duesenberg
Duesenberg
96.650
4
74
1
Rear axle
18
6
19
Jean Chassagne
Jean Chassagne
Peugeot
Peugeot
91.000
13
65
0
Lost hood
19
5
22
Jules Ellingboe
Jules Ellingboe
Frontenac
Frontenac
95.400
8
49
0
Steering
20
11
14
André Boillot
Louis Coatalen
Sunbeam
Sunbeam
97.600
3
41
0
Rod bearing
21
7
18
Louis Fontaine
George L. Wade
Brett
Brett
88.300
15
33
0
Crash FS
22
22
25
Joe Thomas
Duesenberg Brothers
Duesenberg
Duesenberg
96.250
5
25
0
Crash T3
23
12
10
Howdy Wilcox
Jules Goux
Peugeot
Peugeot
96.000
7
22
0
Rod
Race details
*For 1921, riding mechanics were required.
First alternate: none |
Introduction
Robert Lee Linn was an American educational psychologist who has made notable contributions to the understanding of educational assessments. He studied technical and policy issues relating to the application of test data, and the effects of high-stakes testing on teaching and learning. He was a professor emeritus at the University of Colorado, past president of the American Educational Research Association and the National Council on Measurement in Education (NCME), and former editor of the Journal of Educational Measurement. He completed his PhD and MA in educational psychology at the University of Illinois at Urbana-Champaign. From 1965 until 1973, he held positions as a research scientist and later research division director at Educational Testing Service in Princeton, NJ. In 1973, he joined the faculty at the University of Illinois, Champaign-Urbana and in 1987 became a professor at the University of Colorado. Linn died in La Grange Park, Illinois, in December 2015 at the age of 77. |
Introduction
Dipleidoscope
A dipleidoscope is an instrument used to determine true noon; its name comes from the Greek for double image viewer. It consists of a small telescope and a prism that creates a double image of the sun. When the two images overlap, it is local true noon. The instrument is capable of determining true noon to within ten seconds.
The dipleidoscope was invented by Giovanni Battista Amici in the first half of the 19th century.
Edward John Dent, a chronometer and clockmaker in London, was working in the 1830s on a simple contrivance that would allow the public to set clocks correctly based on the transit of the sun (more complex and expensive transit telescopes had been developed by Ole Rømer in 1690). By 1840 he felt he had come to a suitable design using shadows, however when he communicated his ideas to Mr J.M. Bloxam (a barrister), he found he had also been working on his own design using reflections, which Dent felt was superior. The two formed a partnership and worked together on the device, and after a further 2 years work they finalised the design and patented it (GB Patent 9793 of 1843), with Mr Dent manufacturing and selling it as Dent's Dipleidoscope. The instrument could use the moon as well as the sun and when correctly calibrated and aligned the accuracy was said to be less than a second. Dent exhibited the device at the Great Exhibition of 1851. After Edward Dent died in 1853, his son Frederick William Dent took over manufacture.
The significance of this device relates in part to the development of the railways, when an absolute knowledge of the time became more important, whereas previously it was often sufficient that an entire rural community would use the parish clock, and this would periodically be set by 'the announcement of the guard of the mail coach' or similar. The instrument came with a detailed instruction booklet, which had a substantial section on correcting local time to Greenwich Mean time (as used by the railways). |
Introduction
The 8th International 500-Mile Sweepstakes Race was held at the Indianapolis Motor Speedway on Monday, May 31, 1920.
Ralph DePalma held a two lap lead when the car stalled on lap 187. His riding mechanic Pete DePaolo ran to the pits to get a can of gasoline, thinking they were out of fuel. DePalma was able to get the car rolling again, and the two rejoined the race. However, during the delay, the lead went to Gaston Chevrolet. Chevrolet himself ran out of fuel on lap 197, but he was able to coast to the pits and refuel. Chevrolet held on to win. Seven months later, he was fatally injured in a crash at Beverly Hills.
Chevrolet won the race without a single tire change, a remarkable feat at the time. Chevrolet was accompanied by riding mechanic John Bresnahan. Chevrolet's victory was the last by a non-American driver until Jim Clark's victory in the 1965 running.
Time trials
Four-lap () qualifying runs were introduced in 1920. Previously one-lap runs were used. Ralph De Palma won the pole position at . None of his four laps matched the track record () set the previous year.
Qualifying Results
Date
Driver
Lap 1(mph)
Lap 2(mph)
Lap 3(mph)
Lap 4(mph)
Average Speed(mph)
5/26/1920
Ralph DePalma
98.1
99.4
99.5
99.95
99.65
Box score
Finish
Start
No
Name
Entrant
Chassis
Engine
Qual
Rank
Laps
Led
Status
1
6
4
Gaston Chevrolet
William Small Company
Frontenac
Frontenac
91.550
8
200
14
Running
2
18
25
René Thomas
Ernest Ballot
Ballot
Ballot
93.950
5
200
12
Running
3
11
10
Tommy Milton
Duesenberg Brothers
Duesenberg
Duesenberg
90.200
11
200
0
Running
4
15
12
Jimmy Murphy
Duesenberg Brothers
Duesenberg
Duesenberg
88.700
13
200
0
Running
5
1
2
Ralph DePalma
Ralph DePalma
Ballot
Ballot
99.150
1
200
79
Running
6
9
31
Eddie Hearne
Duesenberg Brothers
Duesenberg
Duesenberg
88.050
15
200
0
Running
7
4
26
Jean Chassagne
Ernest Ballot
Ballot
Ballot
95.450
4
200
1
Running
8
19
28
Joe Thomas
William Small Company
Frontenac
Frontenac
92.800
6
200
0
Running
9
23
33
Ralph Mulford
Ralph Mulford
Mulford
Duesenberg
—
—
200
0
Running
10
17
15
Pete Henderson
Revere Motor Car Corporation
Duesenberg
Duesenberg
81.150
21
200
0
Running
11
14
32
John Boling
C. L. Richards
Brett
Brett
81.850
20
199
0
Flagged
12
2
6
Joe Boyer
Frontenac Motor Corporation
Frontenac
Frontenac
96.900
2
192
93
Crash T3
13
10
9
Ray Howard
Peugeot Auto Racing Company
Peugeot
Peugeot
84.600
18
150
0
Camshaft
14
12
29
Eddie O'Donnell
Duesenberg Brothers
Duesenberg
Duesenberg
88.200
14
149
0
Oil line
15
21
16
Jules Goux
Jules Goux
Peugeot
Peugeot
84.300
19
148
0
Engine trouble
16
13
34
Willie Haupt
Meteor Motors Company
Duesenberg
Duesenberg
85.480
16
146
0
Rod
17
8
7
Bennett Hill
Frontenac Motor Corporation
Frontenac
Frontenac
90.550
10
115
0
Crash T4
18
3
3
Louis Chevrolet
William Small Company
Frontenac
Frontenac
96.300
3
94
0
Steering
19
20
18
Howdy Wilcox
Jules Goux
Peugeot
Peugeot
88.820
12
65
0
Engine trouble
20
7
5
Roscoe Sarles
William Small Company
Frontenac
Frontenac
90.750
9
58
0
Crash T4
21
5
8
Art Klein
Frontenac Motor Corporation
Frontenac
Frontenac
92.700
7
40
1
Crash
22
22
19
Jean Porporato
Jean Porporato
Grégoire
Grégoire
79.980
22
23
0
Ruled off
23
16
17
André Boillot
Jules Goux
Peugeot
Peugeot
85.400
17
16
0
Engine trouble
Race details
*For 1920, riding mechanics were required.
First alternate: none |
Introduction
Kilkenny was a parliamentary constituency represented in Dáil Éireann, the lower house of the Irish parliament or Oireachtas from 1937 to 1948. The constituency elected 3 deputies (Teachtaí Dála, commonly known as TDs) to the Dáil, on the system of proportional representation by means of the single transferable vote (PR-STV).
History
The constituency was created for the 1937 general election, when the Electoral (Revision of Constituencies) Act 1935 split the old Carlow–Kilkenny constituency, with County Carlow being represented from 1937 through the new Carlow–Kildare constituency.
Under the Electoral (Amendment) Act 1947, the Kilkenny constituency was abolished, and Carlow–Kilkenny was restored for the 1948 general election.
Boundaries
The 1937 Act defined the boundaries of the Kilkenny constituency as "the administrative County of Kilkenny".
TDs
Elections
1944 general election
1943 general election
1938 general election
1937 general election |
Introduction
The Windows System Assessment Tool is a module of Microsoft Windows Vista, Windows 7, Windows 8, Windows 10 and Windows 11 that is available in the Control Panel under Performance Information and Tools. It measures various performance characteristics and capabilities of the hardware it is running on and reports them as a Windows Experience Index (WEI) score. The WEI includes five subscores: processor, memory, 2D graphics, 3D graphics, and disk; the basescore is equal to the lowest of the subscores and is not an average of the subscores. WinSAT reports WEI scores on a scale from 1.0 to 5.9 for Windows Vista, 7.9 for Windows 7, and 9.9 for Windows 8, Windows 10 and Windows 11.
The WEI enables users to match their computer hardware performance with the performance requirements of software. For example, the Aero graphical user interface will not automatically be enabled unless the system has a WEI score of 3 or higher.
The WEI can also be used to show which part of a system would be expected to provide the greatest increase in performance when upgraded. For example, a computer with the lowest subscore being its memory, would benefit more from a RAM upgrade than adding a faster hard drive (or any other component).
Detailed raw performance information, like actual disk bandwidth, can be obtained by invoking winsat from the command line. This also allows only specific tests to be re-run. Obtaining the WEI score from the command line is done invoking winsat formal, which also updates the value stored in %systemroot%\Performance\WinSAT\DataStore. (The XML files stored there can be easily hacked to report fake performance values.) The WEI is also available to applications through an API, so they can configure themselves as a function of hardware performance, taking advantage of its capabilities without becoming unacceptably slow.
The Windows Experience Index score is not displayed in Windows 8.1 and onwards because the graphical user interface for WinSAT was removed in these versions of Windows, although the command line winsat tool still exists and operates correctly along with a final score when launching the command "shell:games". According to an article in PC Pro, Microsoft removed the WinSAT GUI in order to promote the idea that all kinds of hardware run Windows 8 equally well.
History
At the 2003 Game Developers Conference Dean Lester, Microsoft's General Manager of Windows Graphics and Gaming, stated in an interview with GameSpot that Microsoft intended to focus on improvements to the PC gaming experience as part of a new gaming initiative for the next version of Windows, Windows Vista, then codenamed "Longhorn." Lester stated that as part of this initiative the operating system would include a games folder that would centralize settings pertinent to gamers and, among other features, display driver streamlining, parental controls for games and the ability to start a Windows game directly from optical media during installation—in a manner similar to games designed for a video game console. Microsoft would also require a new method of displaying system requirements on retail packaging for Windows games with a rating system that would categorize games based on a numerical system. In 2004, Lester expanded further on Microsoft's intentions by stating that the company would work with hardware manufacturers to create PCs for Windows Vista that used a "level system" to designate the performance and capabilities of a system's hardware and that Xbox 360 peripherals would be fully compatible with the operating system. The Windows Experience Index feature in Windows Vista relies on measurements taken with WinSAT to provide an accurate assessment of a system's capabilities—these capabilities are presented in the form of a rating, where a higher rating indicates better performance.
Preliminary design elements created for Microsoft by Robert Stein in 2004 suggest that WinSAT was intended to rate a user's hardware during the out-of-box experience; this is a design decision that would be retained for the operating system's release to manufacturing.
During the Windows Hardware Engineering Conference of 2005, Microsoft formally unveiled the existence of WinSAT and presented it as a technology not only for games, but one that would allow Windows Vista to make decisions, such as whether to enable desktop composition, based on a machine's hardware capabilities. WinSAT would remain a key focus throughout development of the operating system before its release to manufacturing.
Tests
WinSAT in Windows Vista and Windows 7 performs the following tests:
Direct3D 9 Aero Assessment
Direct3D 9 Batch Assessment
Direct3D 9 Alpha Blend Assessment
Direct3D 9 Texture Load Assessment
Direct3D 9 ALU Assessment
Direct3D 10 Batch Assessment
Direct3D 10 Alpha Blend Assessment
Direct3D 10 Texture Load Assessment
Direct3D 10 ALU Assessment
Direct3D 10 Geometry Assessment
Direct3D 10 Constant Buffer Assessment
Windows Media Decoding Performance
Windows Media Encoding Performance
CPU Performance
Memory Performance
Disk Performance (includes devices such as Solid-state drives)
While running, the tests show only a progress bar and a "working" background animation. Aero Glass is deactivated on Windows Vista and Windows 7 during testing so the tool can properly assess the graphics card and CPU.
In Windows 8, WinSAT runs under the maintenance scheduler every week. The default schedule is 1am on Sundays. The maintenance scheduler collates various OS tasks into a schedule so the computer is not being randomly interrupted by the individual tasks. The scheduler wakes the computer from sleep, runs all the scheduled tasks and then puts the computer back to sleep. During this weekly task, WinSAT runs long enough to detect if there have been any hardware changes. If so, then the tests are run again. If not, then WinSAT simply ends as the existing scores must be valid.
WinSAT cannot perform the above tests when a laptop is battery-operated. |
Introduction
The Nevėžis is the sixth longest river in Lithuania and one of the main tributaries of the Nemunas. Its length is , and it flows only within the geographical confines of Lithuania. It is the second longest river in Lithuania, after the Šventoji, that flows exclusively within its borders. Its source is in the Anykščiai District Municipality, and the river first flows in a northwesterly direction, but then at Panevėžys turns towards the southwest, and passing Kėdainiai, flows into the Neman just west of Kaunas near Raudondvaris.
Name
There is a popular misconception that the name Nevėžis means "a river without crayfishes" because vėžys is the Lithuanian word for crayfish and ne means "no". In fact, the Nevėžis is known for its variety of fauna which include crayfish. Other ethimology suggested from proto-Baltic *nevēźā- and means 'slow, not-conveying river'. The Soviet-Belarusian geographer suggested that the name Nevėžis could be derived from a Finnish word nevo meaning "swamp". The upper river has swampy banks.
The river gave name to many things including Panevėžys, the fifth largest city in Lithuania. Its name means "Town near Nevėžis." FK Nevėžis and KK Nevėžis are also named after the river. The Nevėžis is important in Lithuanian culture because it flows through the middle of Lithuania. During the Middle Ages, the river was considered to be a natural border between two regions of Lithuania: Samogitia and Aukštaitija.
History
Natural environment
The river in Kėdainiai
Nevėžis has about seventy tributaries. The largest are:
left: Alanta, Juoda, Upytė, Linkava, Brasta, Žalesys, Alkupis, Obelis, Šerkšnys, Ašarėna, Barupė, Gynia;
right: Juosta, Kiršinas, Liaudė, Kruostas, Dotnuvėlė, Smilga, Šušvė (14th longest river in Lithuania), Aluona, Strūna.
In 1992, the Krekenava Regional Park was established in order to preserve the Middle Nevėžis ecosystem and natural surroundings. The park is unique because it breeds and tries to protect from extinction wisents, the European bison.
Even with two canals supplying Nevėžis with water, it becomes very shallow during a drier summer. Regularly it is between 4 and 9 meters deep. In more recent years, a number of grass carp was introduced to the river for aquatic weed control. The Nevėžis, due to its low level of water, slow current, and influx of the run-off of fertilizers from agriculture, was becoming more and more overgrown with weeds. It was hoped that the introduction of grass carp would help to control the process. Critics argued that the fish would not survive in the relatively cold climate. However, local fishermen still catch carp introduced several years ago.
Canals
River Basin
The river in Kėdainiai district municipality
The Nevėžis is connected with two other large rivers by canals. In order to reduce floods on the Lėvuo river, the Sanžilė Canal was dug in 1930. A draft to connect these rivers was first written in 1797. The location was very convenient: about 9,000 years ago Nevėžis was a tributary to Lėvuo. The land between the rivers was low and there was a small Sanžilė rivulet which could serve as the basis for the new canal. In the 19th century the Neman delta belonged to the Germans. This was an obstacle in trading. The Russian Empire was looking for ways to direct ships from the Neman directly to the port of Riga. The plan was abandoned because of insufficient funds. The idea was revisited again in 1914, the preparations for construction started but were interrupted by World War I. After reclaiming the origin of the Lėvuo, heavy rains would cause the flood of as many as twenty villages. It was decided to dig an 8 km length canal. In 1961-63 another canal connecting the Nevėžis with the Šventoji was finished. It is 12 km in length. There is a pumping station near Kavarskas to supply the canal with water. |
Introduction
Paul Connolly is an English former professional footballer who plays as a right back. He played in the Football League for Plymouth Argyle, Derby County, Sheffield United, Leeds United, Portsmouth, Preston North End, Millwall, Crawley Town and Luton Town, and for Bangor City in the Welsh Premier League.
Career
Plymouth Argyle
Connolly came through the youth ranks at Plymouth Argyle, and made his league debut in the final game of the 2000–01 season. Connolly was a first team regular from 2003 onwards, helping the team to gain promotion to the First Division in 2003–04. He scored his first and only goal for Plymouth against Norwich on 10 November 2007.
Derby County
Connolly's contract expired at the end of the 2007–08 season, and on 15 May 2008 he moved to Derby County on a free transfer. Connolly later revealed that "I was becoming stale, it's a lovely part of the world Plymouth but it's time to move on, the enjoyment was going... I left because I felt I was losing that edge, I've been in a comfort zone."
Connolly made his Derby debut as a substitute in an opening day home defeat to Doncaster Rovers. Despite initial being kept out of the starting line-up by Tyrone Mears, the latter's move to Marseille on loan ensure Connolly became the club's first choice right back and, later appointed team captain by manager Paul Jewell. He finished the season with 49 league and cup appearances, only behind Rob Hulse in terms of most appearances for the club during the 2008–09 campaign and scored one goal – a last minute header to equalise in a 1–1 draw with Burnley on 4 April. Connolly made his 200th career league appearance three weeks later in a 2–0 home defeat against Reading.
In August 2009, Robbie Savage was appointed Derby Captain by Nigel Clough, who had replaced Paul Jewell after he had resigned in December 2008. Clough stated that he wanted Connolly to "concentrate on his own game. (He) was quite relieved in some ways because it is a big responsibility, especially when you are at full-back and out of the action.". Although Connolly started the 2009–10 season as first choice right back he eventually fell down the pecking order as Clough deciding to bring in his own players and as a result bought in Premier League rightbacks from Fulham and Bolton Wanderers in the shape of Fredrik Stoor and Nicky Hunt respectively.
Sheffield United loan
Connolly during his Blades loan spell.
To get some games under his belt Connolly joined Sheffield United on a monthlong emergency loan as defensive cover, making his debut the same evening in a 3–0 victory over Blackpool. The loan was initially extended for another week but, with it becoming mathematically impossible for Sheffield United to make the playoffs, he returned to Pride Park after having made seven appearances for The Blades.
Return to Derby
After returning to Derby, Connolly made the bench for the penultimate game of the season against Bristol City, coming on in the second half to make his first appearance in three months. Following the end of the season, Connolly was linked with moves to Leeds United and Sheffield United with Leeds agreeing a 3-year deal with the defender ahead of a medical on 2 June 2010.
Leeds United
On 10 June 2010, Leeds signed Connolly from Derby County on a free transfer. He joined on a three-year contract and was the third arrival of the summer, joining Kasper Schmeichel and Billy Paynter. Delighted United boss Simon Grayson said: "Paul brings plenty of experience and know-how to the squad." Connolly was given the number 2 shirt, displacing Jason Crowe who had previously occupied the shirt number. He made his Leeds debut in the first game of the season against his old club Derby County on 7 August 2010 which ended in a 2–1 defeat. Connolly missed his first game for Leeds when a hamstring injury ruled him out of the game against Doncaster Rovers. Manager Simon Grayson revealed in his pre match press conference against Sheffield United that Connolly would miss the match against Sheffield through injury, and also the matches against Preston and Ipswich. Connolly stepped up his comeback trail when he played for Leeds reserves against Scunthorpe reserves.
Connolly returned to Leeds' starting line-up after injury against Middlesbrough. On 8 January, Connolly helped earn Leeds a 1–1 draw against Arsenal, Leeds were 1–0 up when Robert Snodgrass scored a second half penalty, Arsenal equalised in the 90th minute when Cesc Fabregas scored a penalty. Connolly was ruled out for several games with injury and lost his place in the Leeds side to Eric Lichaj, however once Connolly recovered from injury he returned to the Leeds side and Lichaj was moved to the left back position.
Connolly started for Leeds the opening day of the season as they lost 3–1 against Southampton. Connolly was substituted against Bradford City and his replacement Tom Lees made an impressive impact, which meant that Connolly was dropped for the following matches.
After a spell out of the squad, Connolly returned to Leeds' starting 11 against Portsmouth on 1 October at right back with Tom Lees moving back into the centre back position, Leeds also kept their first clean sheet of the season in the same game. Connolly was sent off in Leeds' 2–0 defeat against Watford on 31 March 2012.
He was transfer listed by Neil Warnock at the end of the 2011–12 season. Connolly was allocated the number 24 shirt for the 2012–13 season on 3 August after previously having squad number 2 which means connolly may still have a future in the team.
After being placed on the transfer list and falling behind Lee Peltier and Sam Byram in the pecking order, Connolly joined Portsmouth on a one-month loan on 18 August.
On 15 January 2013, whilst still being transfer listed by Leeds United, it was announced that Connolly had joined Preston North End on loan.
Connolly left Leeds following the expiry of his contract at the end of the 2012–13 season. Following his release, Connolly was linked with a move to MLS side New York Red Bulls.
Millwall
On 12 September 2013, Connolly joined Championship side Millwall on a short-term deal running until January 2014. Two days later, on 14 September 2013, Connolly made his debut, playing in the right-back, in a 5–1 loss against Derby County. After five months at the club, Connolly was released.
Crawley Town
On 18 February 2014, Connolly joined Crawley Town on a deal until the end of the 2013–14 season.
In a match against Brentford, on 8 April 2014, Connolly was involved with an incident the opposition supporter and slapped the supporter. The incident led The FA investigate the incident. Connolly was charged by the FA and received a five match ban suspension, which kept him for the remainder of the season. At the end of the 2013–14 season, Connolly was among eleven players to be released by the club.
Luton Town
On 5 July 2014, Connolly signed for League Two club Luton Town on a one-year contract. He played in only six games in all competitions for the club, struggling with fitness and injuries throughout the season. He was released early from his contract in April 2015.
Stockport County
In August 2015, Connolly signed for Stockport County, having previously been a free agent.
Airbus UK Broughton
In June 2016, Connolly signed for Cymru Premier side Airbus UK Broughton. In November 2016, he signed on loan for Bangor City.
Bangor City
Connolly signed permanently for Bangor City in the January transfer window. |
Introduction
Blaster Master: Enemy Below, known in Japan as , is a video game for the Game Boy Color. It was also re-released for the Virtual Console on the Nintendo 3DS system in 2011.
Gameplay and premise
Blaster Master: Enemy Below puts players in control of Jason and Sophia, a human and a vehicle respectively. It is set after the events of preceding titles in the series' timeline. It features areas with the same visual scheme as areas in the first Blaster Master game and also reuses sprites from it. The layouts of each area is different from the original. Enemy Below features both sidescrolling and overhead gameplay, the latter taking place in dungeons that players find while exploring the sidescrolling portion. These portions are typically put players in control of Sophia or Jason respectively, though Jason can exit Sophia during the sidescrolling portion. In the overhead portions, players can only control Jason in four directions. Unlike Blaster Master where players could skip most dungeons, Enemy Below adds a key that is hidden in one of these dungeons that is required to fight the boss of the area. Players collect upgrades for both Jason and Sophia.
The premise of the Japanese version is entirely different than that of the English version. Players instead control Leonardo Gardner, who is tasked with eliminating invading monsters.
Development
Blaster Master: Enemy Below was developed by Sunsoft's United Kingdom development studio. It was released on February 24, September 24, and October 27 in 2000 in Japan, North America, and Europe respectively. It was re-released for the Nintendo 3DS' Virtual Console service in 2011.
Reception
The game received favorable reviews according to the review aggregation website GameRankings. Game Informer praised it for how it brought the series back, noting its length and difficulty as positives. Both Hardcore Gaming 101 and IGN felt it was a solid entry in the series, but lamented that it did not offer much new for it. IGN also felt that fans of the series would enjoy it, though noted that it was difficult to the point of frustration. They added that it was "probably the game they were asked most about" after opening IGN Pocket. The 3DS release in particular was noted by IGN as the definitive version due to the presence of save states. Despite criticism for feeling too similar to the original game, Allgame felt that the additions were adequate to set it apart. However, they felt that the overhead portions were a downside of the game due to its controls. GameSpot praised the addition of a password save function and added weaponry. They also found the visuals to be of high quality, noting that it was "hard to believe" that these are Game Boy Color graphics. Official Nintendo Magazine felt that it would appeal to people who enjoy difficult games, but that many will be turned off by it. They also criticized the game for its overhead controls, finding them difficult and frustrating. Digitally Downloaded felt it was dull, stating that it copies Metroid without copying its charm. They also criticized it for a lacking story and soundtrack. |
Introduction
The is an archipelago in the Nansei Islands, and are the northernmost group of the Satsunan Islands, which is in turn part of the Ryukyu Archipelago. The chain extends from the southern tip of Kyushu to Yakushima. Administratively, the group belongs within Kagoshima Prefecture, Japan.
Geography
The Ōsumi Islands are of volcanic origin and have a total area of approximately . The highest elevation is Miyanouradake with a height of on Yakushima. The climate is a humid subtropical climate (Köppen climate classification Cfa) with very warm summers and mild winters. Precipitation is high throughout the year, but is highest in the months of May, June and September.
History
The Ōsumi Islands have been settled since at least the Jōmon period. Burial sites on Tanegashima, namely the Yokomine and Hirota sites, attest to a uniquely well-developed Yayoi period culture at the end of the 4th century AD. The artifacts include magatama, an engraved pendant, and emblems with apparent writing.
Tanegashima and Yakushima are first mentioned in written documents of the Chinese Sui dynasty of the 6th century. Mention is made in the Japanese Shoku Nihongi under an entry for the year 699 of the islands of Tane, Yaku and Amami. The Ōsumi Islands formed ancient Tane Province during the Asuka period. The islands were often mentioned in the diaries of travelers between Tang-dynasty China and Nara period Japan.
Some of the islands in the archipelago have local legends of providing refuge to the Heike clan after their defeat in the Genpei War at the end of the Heian period. During the Sengoku period, in 1543 a Chinese vessel with the Portuguese Fernão Mendes Pinto stranded on Tanegashima and is credited with introducing firearms to Japan. In fact, Pinto was probably not present at the first Portuguese contact with the Japanese, although he did visit Tanegashima soon after and legend says he did marry a local woman and had a son. The Europeans had arrived to trade not only guns, but also soap, tobacco and other goods unknown in medieval Japan, for Japanese goods.
During the Edo period, Ōsumi Islands were ruled by the Shimazu clan of Satsuma Domain and was considered part of Ōsumi Province. Following the Meiji Restoration, the islands have been administered as part of Kagoshima Prefecture.
During The Battle of Okinawa in 1945, the Ōsumi Islands were subject to aerial bombardment by U.S. Navy and U.S. Army Air Force aircraft.
In 1969 the "Tanegashima Space Center" (TNSC) including a spaceport was opened by the Japan Aerospace Exploration Agency. The TNSC is located at the southeastern end of Tanegashima island.
Transport
The Ōsumi Islands are served by New Tanegashima Airport and Yakushima Airport. There are regular connections with Kagoshima and the Amami Islands by ferries.
Islands
Photo
Name
Kanji
Areakm²
Population
highest pointm
Peak
Coordinates
50px
Yakushima
504.88
13,178
1935
Miyanouradake
50px
Tanegashima
444.99
33,000
282.0
50px
Kuchinoerabu-jima
38.04
147
657
Furudake
50px
Mageshima
8.2
–
71.7
Takenokoshi
50px
Kuroshima
15.37
199
621.9
Yaguradake
50px
Iōjima
11.65
142
703.7
Iōdake
50px
Takeshima
4.2
78
220.0
Magomeyama
50px
Shōwa Iōjima
0.07
–
24
50px
Denshima
0.001
-
58 |
Introduction
The Czech Ice Hockey Hall of Fame was founded in 2008 and is located in Prague, Czech Republic. The Hall honors individuals that have contributed to the sport of hockey in the Czech Republic. It houses displays and a collection of memorabilia depicting the significant contributions of players, coaches, referees and other important figures in the sport. |
Introduction
Mad Dog Summer and Other Stories, is a collection of short stories by Joe R. Lansdale, first published in 2004 in a limited edition by Subterranean Press. It was reissued in paperback in 2006 by Golden Gryphon Press. Both Subterranean Press editions have long sold out.
It contains:
"Mad Dog Summer" (won a Bram Stoker Award and was originally published in 999: New Stories of Horror & Suspense, ed Al Sarrantonio) (1999)
"The Mule Rustlers" (originally published in The Mysterious Press Anniversary Anthology, ed. Freed and Malloy) (2001)
"O’Reta: Snapshot Memories" (originally published in Mothers and Sons, ed. Jill Morgan) (2000)
"Rainy Weather" (it won a Bram Stoker Award, and was a shorter version of what became The Big Blow; originally published in Cemetery Dance #30) (1998)
"Screwup" (co-written by Karen Lansdale; originally published in Till Death Do Us Part, ed. Jill M. Morgan & Martin H. Greenberg) (1999)
"The Steam Man of the Prairie and the Dark Rider Get Down" (originally published in The Long Ones)
"Veil's Visit" (a Hap and Leonard short story co-written with Andrew Vachss) (originally published in Veil's Visit: A Taste of Hap and Leonard)
"Way Down There" (first publication)
An early, extremely limited pressing had the script for the graphic novel Red Range, as well as the other Hap and Leonard story "Death by Chili". |
Introduction
At the 1964 Summer Olympics, fourteen different artistic gymnastics events were contested, eight for men and six for women. All events were held at the Tokyo Metropolitan Gymnasium in Tokyo from 18 October through 23 October.
The scoring in all the events was the same, as for gymnastics events at the previous Olympics. The six best gymnasts on the apparatus in the team competition (by sum of two scores - for compulsory and optional routine) qualified for that apparatus finals. Each of the women's events was judged by five judges. The highest and lowest marks were dropped and an average of three remaining ones constituted the score. Each of the men's events were judged by four judges. The highest and lowest marks were dropped and an average of two remaining ones constituted the score.
Results
Men's events
Individual all-around
none awarded
Team all-around
Yukio EndoTakuji HayataTakashi MitsukuriTakashi OnoShuji TsurumiHaruhiro Yamashita
Sergey DiomidovViktor LeontevViktor LisitskyBoris ShakhlinYuri TitovYuri Tsapenko
Siegfried FüllePhilipp FürstErwin KoppeKlaus KösteGünter LyhsPeter Weber
Floor exercise
none awarded
Horizontal bar
Parallel bars
Pommel horse
Rings
Vault
Women's
Individual all-around
Team all-around
Polina AstakhovaLyudmila GromovaLarisa LatyninaTamara ManinaElena VolchetskayaTamara Zamotaylova
Věra ČáslavskáMarianna KrajčírováJana PosnerováHana RůžičkováJaroslava SedláčkováAdolfína Tkačíková
Toshiko AiharaGinko ChibaKeiko IkedaTaniko NakamuraKiyoko OnoHiroko Tsuji
Balance beam
Floor exercise
Uneven bars
Vault
None awarded
Medal table
|
Introduction
Logo of the ESB
The European Society for Biomaterials (ESB) is a non-profit organisation that encourages research and spread of information regarding research and uses of biomaterials. Founded in March 1976, became a member of the International Union of Societies for Biomaterials Sciences and Engineering (IUS-BSE) at its conception, in 1979. It has approximately 750 members in 33 different countries worldwide (2017). It organises an annual meeting where recent developments mainly within academic research of biomaterials are presented.
The ESB home journal is the Journal of Materials Science: Materials in Medicine published by Springer. Each year a special issue of selected contributions to the annual conference is published. |
Introduction
Ralph DePalma at the 1915 Indianapolis 500
The 5th International 500-Mile Sweepstakes Race was held at the Indianapolis Motor Speedway on Monday, May 31, 1915. The traditional race date of May 30 fell on a Sunday, but race organizers declined to schedule the race for Sunday. The race was set for Saturday May 29, but heavy rains in the days leading up to the race flooded the grounds and made some roads leading to the track impassible. Officials decided to postpone the race until Monday May 31 in order to allow the grounds to dry out. Speedway management would maintain their policy to not race on Sundays until 1974.
After a loss in 1912, Ralph DePalma succeeded in victory for 1915. DePalma was accompanied by riding mechanic Louis Fontaine.
Results
Composite image showing the front row at the start of the 1915 Indianapolis 500.
Finish
Start
No
Name
Entrant
Chassis
Engine
Qual
Rank
Laps
Led
Status
1
2
2
Ralph DePalma
E. C. Patterson
Mercedes
Mercedes
98.580
2
200
132
Running
2
3
3
Dario Resta
Peugeot Auto Import Company
Peugeot
Peugeot
98.470
3
200
37
Running
3
5
5
Gil Andersen
Stutz Motor Car Company
Stutz
Stutz
95.140
5
200
26
Running
4
4
4
Earl Cooper
Stutz Motor Car Company
Stutz
Stutz
96.770
4
200
0
Running
5
11
15
Eddie O'Donnell
Duesenberg Brothers
Duesenberg
Duesenberg
88.93
11
200
0
Running
6
7
8
Bob Burman
Bob Burman
Peugeot
Peugeot
92.400
7
200
0
Running
7
1
1
Howdy Wilcox
Stutz Motor Car Company
Stutz
Stutz
98.900
1
200
5
Running
8
9
10
Tom Alley
Duesenberg Brothers
Duesenberg
Duesenberg
90.000
9
200
0
Running
9
16
19
Billy Carlson
United States Motor Company
Maxwell
Maxwell
84.110
16
200
0
Running
10
14
7
Noel Van Raalte
Sunbeam Motor Car Company
Sunbeam
Sunbeam
86.870
14
200
0
Running
11
24
28
Willie Haupt
R. E. Donaldson
Emden
Emden
80.360
24
200
0
Running
12
10
14
Harry Grant
Fortuna Racing Team, Inc.
Sunbeam
Sunbeam
89.29
10
184
0
Loose mud apron
13
17
21
Tom Orr
United States Motor Company
Maxwell
Maxwell
83.550
17
168
0
Axle bearing
14
6
6
Jean Porporato
Sunbeam Motor Car Company
Sunbeam
Sunbeam
94.740
6
164
0
Piston
15
15
18
Joe Cooper
E. E. Miles & J. W. Gwin
Duesenberg
Duesenberg
85.550
15
154
0
Crash SC
16
18
22
Ralph Mulford
Duesenberg Brothers
Duesenberg
Duesenberg
82.720
18
124
0
Rod
17
12
12
George C. Babcock
Peugeot Auto Import Company
Peugeot
Peugeot
89.46
12
117
0
Cylinder
18
8
9
Art Klein
Art Klein
Duesenberg
Duesenberg
90.450
8
0
0
Smoking
19
20
23
Eddie Rickenbacker
United States Motor Company
Maxwell
Maxwell
81.970
20
103
0
Rod
20
23
27
Louis Chevrolet
Louis Chevrolet
Cornelian
Sterling
81.010
23
76
0
Valve
21
13
17
John DePalma
James E. Watson
Delage
Delage
87.040
13
41
0
Loose flywheel
22
19
24
John A. Mais
John A. Mais
Mais
Mercer
81.970
19
23
0
Left course
23
22
26
George Hill
C. W. Fuller
Bugatti
Bugatti
81.520
22
20
0
Water pump gear
24
21
25
C. C. Cox
Edward D. McNay
Cino
Mercer
81.520
21
12
0
Timing gears
Race details
*For 1915, riding mechanics were required.
When about 2,000 unsuspecting fans showed up on May 29 for the race (which had already been rescheduled to May 31), Ralph DePalma entertained the fans with a tire changing exhibition.
(Note 1) Louis Chevrolet is usually shown as American but his application for a US passport (available at ) reveals that he did not become a US citizen until June 1915.
(Note 2) Ralph DePalma is usually shown as American but his application for a US passport (available at ) reveals that he did not become a US citizen until 1920. |
Introduction
This is a list of ice hockey players of the USSR or Russia who were awarded either the title of Merited Master of Sports of the USSR (until 1992) or this title's successor Honoured Master of Sports of Russia (since 1993) respectively. The first ice hockey player was awarded this title in 1948. Ice hockey players who were awarded this title are sometimes unofficially seen as members of "Russian and Soviet Hockey Hall of Fame" by the analogy with IIHF Hall of Fame of international hockey and Hockey Hall of Fame of Canadian professional hockey.
__NOTOC__
(Year when the title was awarded)
A
Boris Afanasiev (1948)
Maxim Afinogenov (2002)
Veniamin Alexandrov (1963)
Aleksandr Almetov (1963)
Sergei Andronov (2018)
Vyacheslav Anisin (1973)
Artem Anisimov (2014)
Vladimir Antipov (2002)
Konstantin Astrakhantsev (1993)
Vitaly Atyushov (2010)
B
Yevgeny Babich (1953)
Sergei Babinov (1979)
Helmut Balderis (1978)
Alexander Barabanov (2018)
Konstantin Barulin (2012)
Sergei Bautin (1992)
Anton Belov (2014)
Zinetula Bilyaletdinov (1978)
Mikhail Biryukov (2009)
Yevgeny Biryukov (2012)
Viktor Blinov (1968)
Yury Blinov (1972)
Vsevolod Bobrov (1948)
Sergei Bobrovsky (2014)
Alexander Bodunov (2003)
Igor Boldin (1992)
Nikolai Borschevsky (1992)
Vladimir Brezhnev (1965)
Sergei Brylin (2003)
Ilya Bryzgalov (2002)
Pavel Bure (1990)
Valeri Bure (1998)
Alexander Burmistrov (2014)
Vyacheslav Butsayev (1992)
Ilya Byakin (1988)
Mikhail Bychkov (1954)
Dmitry Bykov (2002)
Vyacheslav Bykov (1983)
Valentin Bystrov (2003)
C
Aleksander Chernykh (1988)
Arkady Chernyshev (1948)
Viktor Chistov (2002)
Maxim Chudinov (2014)
D
Evgenii Dadonov (2014)
Pavel Datsyuk (2002; reassigned in 2012)
Vitaly Davydov (1963)
Yevgeny Davydov (1990)
Denis Denisov (2012)
Igor Dmitriev (ice hockey) (1974)
Nikolay Drozdetsky (1981)
E
Alexei Emelin (2012)
F
Yuri Federov (1978)
Sergei Fedorov (1998)
Vyacheslav Fetisov (1978)
Anatoli Firsov (1964)
Valeri Fomenkov (1995)
Alexander Frolov (2013)
Dmitri Frolov (1993)
G
Vladislav Gavrikov (2018)
Aleksandr Geramisov (1984)
Irek Gimayev (1982)
Sergei Gimayev (2003)
Vladimir Golikov (1978)
Aleksandr Golikov (1978)
Sergei Gonchar (1998)
Konstantin Gorovikov (2009)
Denis Grebeshkov (2009)
Mikhail Grigorenko (2018)
Yevgeny Groshev (1991)
Alexey Guryshev (1954)
Alexei Gusarov (1988)
Aleksandr Gusev (ice hockey) (1973)
Nikita Gusev (2018)
Sergei Gusev (2002)
Ravil Gusmanov (2002)
Aleksandr Guskov (2002)
H
I
Anatoly Ionov (1965)
Eduard Ivanov (1963)
J
K
Ilya Kablukov (2018)
Dmitri Kalinin (2002)
Sergey Kalinin (2012)
Valeri Kamensky (1988)
Yan Kaminsky (1993)
Sergei Kapustin (1975)
Kirill Kaprizov (2018)
Yury Karandin (2004)
Valeri Karpov (1993)
Aleksander Karpovtsev (1993)
Alexei Kasatonov (1981)
Darius Kasparaitis (1992)
Evgeny Ketov (2012)
Bogdan Kiselevich (2018)
Nikolai Khabibulin (2002)
Alexander Kharitonov (2008)
Valeri Kharlamov (1969)
Nikolay Khlystov (1954)
Yuri Khmylev (1992)
Andrei Khomutov (1982)
Anton Khudobin (2014)
Aleksander Komarov (1954)
Denis Kokarev (2012)
Viktor Konovalenko (1963)
Vladimir Konstantinov (1989)
Konstantin Korneyev (2009)
Yuri Korolev (2004)
Pavel Korotkov (1952)
Vasily Koshechkin (2010)
Ilya Kovalchuk (2002)
Andrei Kovalenko (1992)
Alexei Kovalev (1992)
Alexei Koznev (2002)
Vladimir Kovin (1984)
Aleksandr Kozhevnikov (1982)
Igor Kravchuk (1988)
Sergei Krivokrasov (1998)
Vladimir Krutov (1981)
Yuri Krylov (1954)
Alfred Kuchevsky (1954)
Nikolay Kulemin (2013)
Anton Kuryanov (2009)
Alexander Kutuzov (2012)
Valentin Kuzin (1954)
Victor Kuzkin (1963)
Valery Kuzmin (2019)
Evgeny Kuznetsov (2012)
Oleg Kvasha (2002)
L
Igor Larionov (1982)
Yuri Lebedev (1974)
Yuri Leonov (2005)
Konstantin Loktev (1964)
Andrei Loktionov (2014)
Andrei Lomakin (1988)
Vladimir Lutchenko (1970)
Roman Lyashenko (2002)
Yuri Lyapkin (1973)
M
Nikolay Makarov (1981)
Sergei Makarov (1979)
Vladimir Malakhov (1990)
Evgeni Malkin (2012)
Alexander Maltsev (1969)
Alexey Marchenko (2018)
Andrei Markov (2009)
Daniil Markov (2002)
Alexander Martynyuk (1973)
Yevgeni Mayorov (1963)
Boris Mayorov (1963)
Evgeny Medvedev (2012)
Boris Mikhailov (1969)
Maksim Mikhailovsky (1993)
Boris Mironov (1998)
Dmitri Mironov (1992)
Yevgeni Mishakov (1968)
Grigory Mkrtychan (1951)
Alexander Mogilny (1988)
Yury Moiseev (1968)
Aleksei Morozov (1998)
Yuri Morozov (1970)
Sergei Mozyakin (2009)
Sergei Mylnikov (1985)
Vladimir Myshkin (1979)
N
Evgeni Nabokov (2009)
Sergei Nemchinov (1990)
Nikita Nesterov (2018)
Nikita Nikitin (2012)
Valeri Nikitin (1967)
Andrei Nikolishin (1993)
Ilya Nikulin (2009)
O
Dmitry Orlov (2014)
Alexander Ovechkin (2009)
P
Yevgeny Paladiev (1969)
Yuri Pantyukhov (1956)
Yuri Paramoshkin (1991)
Yekaterina Pashkevich (2018)
Alexander Pashkov (1978)
Alexander Perezhogin (2011)
Vasily Pervukhin (1978)
Boris Petelin (1954)
Sergei Petrenko (1992)
Vladimir Petrov (1969)
Stanislav Petukhov (1963)
Sergei Plotnikov (2014)
Yegor Podomatsky (2002)
Victor Polupanov (1967)
Alexander Popov (2012)
Vladimir Popov (2003)
Nikolai Prokhorkin (2018)
Vitali Prokhorov (1992)
Alexander Prokopiev (2002)
Vitali Proshkin (2009)
Victor Pryazhnikov (1991)
Nikolai Puchkov (1954)
Sergei Pushkov (1993)
Q
R
Alexander Radulov (2009)
Alexander Ragulin (1963)
Andrei Razin (2002)
Igor Romishevsky (1968)
Dmitri Ryabykin (2002)
Evgeny Ryasensky (2012)
S
Sergei Samsonov (2002)
Andrei Sapozhnikov (1993)
Oleg Saprykin (2010)
Alexander Savchenkov (2002)
Anatoly Seglin (1999)
Alexander Semak (1990)
Alexander Semin (2009)
Vladimir Shadrin (1971)
Sergei Shendelev (1993)
Mikhail Shtalenkov (1992)
Victor Shalimov (1975)
Yuri Shatalov (1974)
Sergei Shepelev (1981)
Igor Shestyorkin (2018)
Oleg Shevtsov (1998)
Vadim Shipachyov (2014)
Sergei Shirokov (2012)
Valery Shiryaev (1989)
Victor Shuvalov (1953)
Alexander Sidelnikov (1976)
Genrikh Sidorenkov (1956)
Aleksandr Skvortsov (1981)
Aleksandr Smirnov (1993)
Boris Sokolov (1999)
Maxim Sokolov (2002)
Nikolai Sologubov (1956)
Ilya Sorokin (2018)
Sergei Sorokin (1993)
Sergei Starikov (1983)
Vyacheslav Starshinov (1963)
Igor Stelnov (1984)
Sergei Svetlov (1988)
Alexander Svitov (2012)
Maxim Sushinsky (2002)
T
Anatoly Tarasov (1949)
Ivan Telegin (2018)
Alexei Tereshchenko (2009)
Viktor Tikhonov (b. 1930) (1978)
Viktor Tikhonov (b. 1988) (2014)
German Titov (1993)
Ivan Tkachenko (2002)
Andrej Trefilov (1992)
Ivan Tregubov (1956)
Vladislav Tretiak (1971)
Victor Tsyplakov (1969)
Yury Tsytsnov (1991)
Gennadiy Tsygankov (1972)
Oleg Tverdovsky (2002)
Victor Tyumenev (1982)
Fedor Tyutin (2009)
U
Dmitri Ukolov (1954)
Alexander Uvarov (1954)
V
Igor Varitsky (1993)
Semyon Varlamov (2012)
Mikhail Varnakov (1985)
Mikhail Vasiliev (1983)
Valeri Vasiliev (1973)
Andrei Vasilevskiy (2014)
Vladimir Vikulov (1967)
Vitaly Vishnevskiy (2009)
Alexei Volchenkov (2003)
Anton Volchenkov (2002)
Leonid Volkov (1964)
Yuri Volkov (1963)
Dmitry Vorobyov (2009)
Slava Voynov (2018)
Sergei Vyshedkevich (2002)
W
X
Y
Egor Yakovlev (2014)
Alexander Yakushev (1970)
Victor Yakushev (1963)
Alexei Yashin (1993)
Sergei Yashin (1988)
Alexander Yeryomenko (2009)
Alexander Yudin (2002)
Vladimir Yurzinov (1963)
Dmitri Yushkevich (1992)
Z
Boris Zapryagaev (1954)
Danis Zaripov (2009)
Dmitry Zatonsky (2002)
Boris Mikhailovich Zaytsev (1964)
Oleg Zaytsev (1966)
Valeri Zelepukin (1998)
Alexei Zhamnov (1992)
Nikolay Zherdev (2009)
Pavel Zhiburtovich (1953)
Alexei Zhitnik (1992)
Viktor Zhluktov (1978)
Sergei Zhukov (2002)
Yevgeni Zimin (1968)
Victor Zinger (1967)
Sergei Zinovjev (2009)
Artyom Zub (2018)
Andrei Zubarev (2014)
Sergei Zubov (1992)
Vladimir Zubkov (1983)
Andrei Zuev (1993)
Alexander Zybin (2003) |
Introduction
The Eastern Counties and Thames Junction Railway in east London connected the Royal Docks with the Eastern Counties Railway (ECR). Authorised in 1844, it opened in 1846, and was absorbed by the ECR in 1847. The ECR amalgamated with other railways to form the Great Eastern Railway in 1862.
History
The EC&TJR was incorporated on 4 July 1844. It opened on 29 April 1846 from Stratford to Bow Creek to transport coal from a pier on the mouth of the River Lea. A year later it was extended to North Woolwich via Silvertown, allowing connections with the Woolwich Ferry; the same year it was taken over by the North London Railway.
When the Royal Victoria Dock opened in 1855 the line between Canning Town and North Woolwich had to have a swingbridge over the entrance to the dock, which increased journey times. In response, the line was rerouted north of the dock through two new stations, at Custom House and Tidal Basin. The southern line remained in service for local factories and was renamed the Silvertown Tramway.
After the construction of the Albert Dock, with the same problem envisaged on the route to Silvertown, in 1878 the railway built the cut and cover Connaught Tunnel (also known as the Silvertown Tunnel or Albert Dock Tunnel), at the new dock's entrance; it emerges on the eastern side just short of the old Tate & Lyle factory. In 1935, after it was discovered that larger ships entering the docks were scraping the roof of the tunnel, an iron casing was placed along the section under the dock.
In 1872 the Gas Light and Coke Company opened a branch running north-east to Beckton (not the site of Beckton DLR station) to serve its gasworks; in 1880, as the Royal Albert Dock opened, a branch line to Gallions was opened by the London & St Katherine Dock Company, which ran due east along the north edge of the dock to the River Thames on the far side of the dock. Both of these branches left the main line at Custom House. At the same time, the line was connected to the Palace Gates Line to Palace Gates in North London, and regular services between North Woolwich and Palace Gates operated. The line was quadrupled between Stratford Market and Tidal Basin in stages by 1892, though the western pair of tracks became less used over the years.
Demise
The lines to Beckton and Gallions closed after bomb damage during the Blitz, as did Tidal Basin station. The line to Beckton reopened for goods (by-products from the gasworks), closing in 1972. The Palace Gates-North Woolwich line continued until 1963, when services were rerouted to Tottenham Hale, later terminating at Stratford.
In 1979 the diesel service from North Woolwich to Stratford was diverted via the old North London Railway via Dalston Kingsland to Camden Road and marketed as the Crosstown Linkline, a predecessor of the North London Line. In 1985 third rail electrification was extended from Dalston via Stratford to North Woolwich, and electric trains started to run through from Richmond. The service was never as popular south of Stratford as on the rest of this route, and as services were enhanced from the original frequency the extra trains were terminated at Stratford. Part of the reason for this was that only one track beyond Custom House through the Connaught Tunnel was electrified, which restricted the service that could be provided on the easternmost section.
Redevelopment
London Underground Jubilee line
The Jubilee Line Extension of the London Underground was built along the alignment of the former western tracks from Canning Town to Stratford, and opened in 1999. This took much of the remaining traffic from the line south of Stratford.
Docklands Light Railway
Part of the line between Custom House and Gallions was redeveloped as the Beckton branch of the Docklands Light Railway, as was a short section of the Beckton line between Woolwich Manor Way and the new Royal Docks Road.
With opening of the King George V branch of the DLR, the North London Line between Stratford and North Woolwich closed in December 2006. The stretch between Canning Town and Stratford was converted to become the Stratford International branch of the DLR, which opened in September 2011.
Crossrail
The Custom House to North Woolwich section, including a £50M investment to renovate and reuse the Connaught tunnel, has been undertaken for Crossrail.
Stations
Main line (opened 1846):
Stratford
Stratford Market (opened as Stratford Bridge, closed 1957, reopened 2011 as Stratford High Street)
Canning Town
Tidal Basin (opened 1858, closed 1943)
Custom House (opened 1855)
Silvertown (opened 1863, closed 2006)
North Woolwich (closed 2006)
Branch from Custom House to Beckton (opened 1872, closed 1972):
Beckton
Branch from Custom House to Gallions (opened 1874, closed 1940):
Connaught Road
Central
Manor Way
Gallions |
Introduction
The Assistant Secretary of State for International Security and Nonproliferation is the head of the Bureau of International Security and Nonproliferation, which is responsible for managing the nonproliferation, counter-proliferation, and arms control functions of the United States Department of State. The position was created on September 13, 2005, when the Bureau of Arms Control and the Bureau of Nonproliferation were merged. The Assistant Secretary of State for International Security and Nonproliferation reports to the Under Secretary of State for Arms Control and International Security Affairs.
Stephen Rademaker was the first Acting Assistant Secretary of State for International Security and Nonproliferation. He had been the Assistant Secretary for the Bureau of Arms Control, and in February 2005 he was named the head of the Bureau for Nonproliferation pending the two bureaus' merger. He was succeeded by Acting Secretary Francis C. Record and replaced by John C. Rood.
Assistant Secretaries of State for International Security and Nonproliferation
Name
Assumed office
Left office
President(s) served under
Stephen G. Rademaker (acting)
September 13, 2005
May 20, 2006
George W. Bush
Francis C. Record (acting)
May 21, 2006
October 1, 2006
John Rood
October 2, 2006
September 27, 2007
Patricia A. McNerney (acting)
September 28, 2007
January 20, 2009
C.S. Eliot Kang (acting)
January 20, 2009
June 15, 2009
George W. BushBarack Obama
Vann Van Diepen (acting)
June 15, 2009
September 26, 2011
Barack Obama
Thomas M. Countryman
September 27, 2011
January 27, 2017
Barack ObamaDonald Trump
C.S. Eliot Kang (acting)
January 27, 2017
January 8, 2018
Donald Trump
Christopher Ashley Ford
January 9, 2018
January 8, 2021
C.S. Eliot Kang (acting)
January 8, 2021
March 31, 2022
Donald TrumpJoe Biden
C.S. Eliot Kang
March 31, 2022
Present
Joe Biden |
Introduction
The 4th International 500-Mile Sweepstakes Race was held at the Indianapolis Motor Speedway on Saturday, May 30, 1914.
René Thomas was the race winner, accompanied by riding mechanic Robert Laly.
Background
Race history
The Indianapolis Motor Speedway opened in 1909, and the first motorsport event at the track, a series of motorcycle races, was held in August of that year. A series of automobile races were held in 1909, but concerns were raised about the condition of the course after numerous accidents, including a fatality. The track was re-paved at a high-cost to Carl G. Fisher and the Indianapolis Motor Speedway Corporation, and further series of races took place in 1910. Fisher was worried about the dwindling attendances at these races, and decided to establish a 500-mile race; double the furthest distance of any previous race at the track. He went on to announce that the track would host no other races during the year, and that the prize for first place would be $25,000: more than 10 times higher than any other race. The total prize-fund was $85,000. Fisher's plans paid off, and at the 1911 Indianapolis 500, the inaugural event, newspapers reported that in excess of 80,000 people attended the race. Each of the first two races were won by Americans; Ray Harroun in 1911 and Joe Dawson in 1912. In 1913, the large prize-fund attracted European teams and racers, and the race was won by Jules Goux in a Peugeot.
Rule changes
During the 1913 race, Jules Goux and his riding mechanic had drunk pints of champagne, during each of his pit stops. For 1914, the consumption of alcohol during the race was banned. Riding mechanics were mandatory for the 1914 race. The maximum engine size remained unchanged at of engine displacement.
Report
Elimination trials
Georges Boillot set the fastest time during the elimination trials, exceeding along the straights.
There were 45 entrants for the race, but only the quickest 30 drivers during the elimination trials would qualify for the race. The first day of trials was completed on the Monday before the race, 25 May. Caleb Bragg set the fastest official time on the first day, recording 1:36.8, though it was reckoned that Howdy Wilcox went quicker, but his time was not officially recorded. Ralph DePalma, a crowd favourite, struggled in his Mercedes and could only manage a quickest time of 1:47.4, slower than the 1:45 that it was predicted drivers would have to beat in order to qualify. Only fifteen of the drivers ran on the first day, and they continued with two sessions on the Tuesday. On the second day, three drivers set record times around the Speedway: first the 1912 winner, Joe Dawson, set an unofficial lap time of 1:34.8. Later in the day Teddy Tetzlaff completed a lap in 1:33.4, while Jules Goux finished the day as the fastest driver, with a time of 1:31.7. Tetzlaff's lap was completed in a Maxwell which was fuelled with a 50:50 mix of gasoline and kerosene; the other Maxwell, driven by Billy Carlson, set a time of 1:36.6 fuelled by a combination of kerosene and lucubrating oil, with no gasoline. Ray Harroun, who had won the inaugural Indianapolis 500 in 1911, designed the Maxwell car, and was given $10,000 () by the company's president as a reward for the cars qualifying with sub-1:37 times.
By the end of the second day, 21 drivers had completed speed trials, and all but DePalma and Eddie Pullen had times below 1:45. Hughie Hughes's car suffered a broken crank case, preventing him from being able to set a qualifying time. On the final day of the trials, DePalma managed to make significant improvements in his Mercedes, and qualified with the twentieth fastest time overall, in 1:42.12. Georges Boillot set the overall fastest time, edging out his teammate Goux by completing a lap in 1:30.13, exceeding along the straights. The slowest of the thirty qualifiers was Harry Grant in a Sunbeam, with a lap time of 1:44.09.
Build up
After the rigours of the elimination trials, DePalma withdrew from the race, claiming that his car had been vibrating so heavily that his engine would not survive the race. His place was taken by Ray Gilhooley in the Italian-built Isotta car. Gilhooley was known as a fearless, and sometimes erratic, driver who was feared by his peers, as they considered him unpredictable. DePalma claimed that he had twice seen Gilhooley "tear through a wooden fence at full tilt" on occasions when Gilhooley risked overtakes on dangerous corners. The bookmakers made the 1913 race winner, Goux, the favourite, followed by his Peugeot teammate Boillot. Although the Frenchmen were accepted to be driving the quickest cars, there was some belief in the American press that their English tires might not be as durable as American tires, which could improve the chances of the American drivers.
Race
Classification
Elimination trials
Pos
No.
Driver
Time
1
7
1:30.17
2
6
1:31.71
3
8
1:33.4
4
16
1:35.2
5
26
1:36.2
6
25
1:36.4
7
21
1:36.8
8
19
1:37.1
9
9
1:38.67
10
4
1:39.16
11
24
1:39.46
12
17
1:39.55
13
14
1:40
14
31
1:40.48
15
43
1:40.68
16
10
1:40.95
17
12
1:41.01
18
23
1:42.03
19
42
1:42.11
20
18
1:42.12
21
2
1:42.25
22
48
1:42.47
23
34
1:42.59
24
38
1:42.81
25
3
1:43.15
26
13
1:43.22
27
5
1:43.6
28
15
1:43.6
29
1
1:43.7
30
27
1:44.09
Race results
Pos
No.
Driver
Entrant
Chassis
Engine
Laps
Time / retired
Grid
Laps Led
1
16
Louis Delâge
Delage
Delage
200
15
102
2
14
Peugeot (Jacques Munier)
Peugeot
Peugeot
200
10
77
3
10
Delage (Albert Guyot)
Delage
Delage
200
11
9
4
6
Peugeot (Jules Goux)
Peugeot
Peugeot
200
19
1
5
3
Stutz
Stutz
Wisconsin
200
30
0
6
9
Excelsior (Josef Christiaens)
Excelsior
Excelsior
200
7
9
7
27
Sunbeam
Sunbeam
Sunbeam
200
26
0
8
5
Beaver Bullet (Charles Keene)
Keene
Wisconsin
200
27
0
9
25
Maxwell / U.S. Motor
Maxwell
Maxwell
200
5
0
10
42
Duesenberg
Duesenberg
Duesenberg
200
23
0
11
23
Mercedes (E.J. Schroeder)
Mercedes
Mercedes
200
6
0
12
43
Duesenberg
Duesenberg
Duesenberg
200
28
0
13
31
Keeton
Keeton
Wisconsin
200
12
0
14
7
Peugeot (Georges Boillot)
Peugeot
Peugeot
141
Broken frame
29
0
15
34
Ettore Bugatti
Bugatti
Bugatti
134
Drive pinion
18
0
16
1
Bob Burman
Burman
Wisconsin
128
Connecting rod
24
0
17
19
Mercer
Mercer
Mercer
122
Cam gear
25
0
18
2
Stutz
Stutz
Wisconsin
118
Wheel
14
0
19
21
Mercer
Mercer
Mercer
117
Camshaft
9
1
20
15
King (Art Klein)
King
Wisconsin
87
Valve
8
0
21
38
Braender Bulldog
Mulford
Duesenberg
69
Connecting rod
4
0
22
4
Gray Fox (Frank Fox)
Fox
Pope-Hartford
67
Valve
3
1
23
13
Mason Special
Duesenberg
Duesenberg
66
Piston
13
0
24
17
Bob Burman
Burman
Wisconsin
47
Connecting rod
22
0
25
26
Marmon (Charles Ebstein)
Marmon
Marmon
45
Crash
17
0
26
24
Stutz
Stutz
Wisconsin
42
Cylinder bolts
16
0
27
49
Isotta (G.M. Heckschew)
Isotta
Isotta
41
Crash
20
0
28
8
Maxwell / U.S. Motor
Maxwell
Maxwell
33
Rocker arm
2
0
29
12
Sunbeam
Sunbeam
Sunbeam
20
Crash
1
0
30
48
Ray
Mercer
Wisconsin
5
Camshaft
21
0
Sources: MotorSport magazine, Racing-Reference
Gallery
File:René Thomas at 1914 Indy 500.jpg|Winner René Thomas
File:Josef Christiaens at the 1914 Indianapolis 500.jpg|Josef Christiaens
File:Georges Boillot at the 1914 Indianapolis 500 (3).jpg|Georges Boillot |
Introduction
The Third International 500-Mile Sweepstakes Race was held at the Indianapolis Motor Speedway on Friday, May 30, 1913. Frenchman Jules Goux became the first foreign-born, and first European winner of the Indianapolis 500. His margin of victory of 13 minutes, 8 seconds (approximately 7 laps) over second place Spencer Wishart still stands, as of 2022, as the largest margin of victory in Indy history.
Race Summary
Jules Goux at 1913 Indy 500
After the entries in the first two years of the Indianapolis 500 had been almost exclusively American, 1913 saw six drivers travel to the United States from Europe to enter, likely attracted by the impressive $20,000 first prize (). A total of 27 cars would meet the 75 mile per hour qualifying speed, led by Jack Tower at 88.230 mph. The starting grid was determined by a random draw of names, and Caleb Bragg would be given the pole.
Tower's car turned over on the southwest turn on lap 51, causing him to sustain a broken leg and his riding mechanic, Lee Dunning, to break three ribs. Bob Burman started the race as the favorite, and led 41 laps early, before his car caught fire on lap 55. Burman was able to repair his car and continue, however continuing problems led to several more stops and a replacement driver, who brought the car home in eleventh (unfortunately only the top ten finishers received prize money).
French-born Jules Goux, driving a car owned and manufactured by Peugeot (where his father was the factory Supervisor) would lead the race on four occasions. Bob Evans dueled with Goux, leading laps 125–135, but would be forced out of the race on lap 158 due to a mechanical problem. Goux would dominate the remainder of the race, leading 138 laps en route to a victory of a more than 13 minute margin, making him the first non-American winner of the 500. The car contained a four-cylinder dual overhead camshaft engine, which would serve as a model for many future entries. Goux would state after the race that his manager forced him stay below the car's top speed, feeling the lead was safe. Spencer Wishart was the top finishing American in second, while two of the other European cars would finish fourth and fifth.
Rules at the time required the top ten drivers to finish the full 500 miles to receive prize money. This led to an interesting sight for spectators who remained after Goux's finish. Charlie Merz, in contention for second place, would have his car catch fire towards the end of lap 199. Merz, not wishing to surrender the prize money, drove the final lap on fire, while Harry Martin, his riding mechanic, crawled out on top of the hood of the still moving car to beat at the flames and release the straps the held the engine cover to allow the fire to be extinguished faster. Merz finished third. Martin would unfortunately be killed while helping test a car on the speedway less than two months later.
Champagne
Urban legends claim that race winner Jules Goux consumed "six bottles of champagne" en route to victory. However, that claim is believed to be exaggerated. Instead, during Goux's six pit stops, only four bottles (each pint) were shared between himself and his riding mechanic Emil Begin, with each taking some sips, but likely not enough to become intoxicated. Other swigs were spit out using the champagne as a mouthwash. It was a hot day, and given the punishing conditions, during his first pit stop Goux was quoted as saying "Rustle me a pint of wine or I'll blow" After the race, in victory lane, Goux stated "The heat was terrible. I suffered and but for the wine, I should have been unable to drive this race." In subsequent years, AAA officials banned the consumption of alcohol during competition.
Official results
Qualification results
: Entries required to complete one lap in excess of 75 mph (120.7 km/h) to qualify, but starting grid determined by blind draw from a hat the night preceding the race.
Driver
Far Inside
Inside Center
Outside Center
Far Outside
Time
Row 1
Caleb Bragg
Albert Guyot
Billy Liesaw
Robert Evans
0:01:43.05
87.34
140.56
0:01:51.46
80.75
129.95
0:01:55.36
78.02
125.56
0:01:49.74
82.01
131.98
Row 2
Don Herr
Harry Grant
Jules Goux
Teddy Tetzlaff
0:01:48.64
82.84
133.32
0:01:58.48
75.96
122.25
0:01:44.62
86.03
138.45
0:01:52.14
80.26
129.17
Row 3
Bill Endicott
Harry Endicott
Billy Knipper
† Ralph DePalma
0:01:45.02
85.70
137.92
0:01:57.88
76.35
122.87
0:01:52.14
80.26
129.17
0:01:57.96
76.30
122.79
Row 4
Theodore Pilette
Gil Andersen
Willie Haupt
Charlie Merz
0:01:59.17
75.52
121.54
0:01:48.92
82.63
132.98
0:01:51.49
80.72
129.91
0:01:46.56
84.46
135.93
Row 5
Johnny Jenkins
Vincenzo Trucco
Spencer Wishart
Howdy Wilcox
0:01:48.643
82.84
133.32
0:01:49.84
81.94
131.87
0:01:49.77
81.99
131.95
0:01:50.48
81.46
131.10
Row 6
Bob Burman
Ralph Mulford
Louis Disbrow
Joe Nikrent
0:01:46.93
84.17
135.46
0:01:51.40
80.79
130.02
0:01:48.75
82.76
133.19
0:01:54.08
78.89
126.96
Row 7
Jack Tower
Paul Zuccarelli
George Clark
0:01:41.93
88.23
141.99
0:01:44.86
85.83
138.13
0:01:58.56
75.91
122.17
Race results
: Race finishing times recorded down to one-twentieth-second intervals.
: All entries still running at conclusion scored ahead of non-finishing entries, regardless of race completion percentage.
Pos
No
Driver
Car
Entrant
Chassis
Engine
Cyl
Displ(in3)(L)
Color
QualSpeed(mph)(km/h)
Rank
StartPos
LapsLed
LapsRun
Time
Speed(mph)(km/h)
Status
PrizeMoney($)
1
16
Jules Goux
Peugeot
Peugeot
Peugeot
Peugeot
4
4487.34
blue / white
86.03138.45
3
7
138
200
6:35:05.00
75.933122.202
finished
21,165
2
22
Spencer Wishart
Mercer
Mercer Automobile Company
Mercer
Mercer
4
3004.92
yellow
81.99131.95
13
19
0
200
6:48:13.40+0:13:08.40
73.489118.269
finished
10,165
3
2
Charlie Merz
Stutz
Ideal Motor Car Company
Stutz
Wisconsin
4
4006.55
white / red
84.46135.93
6
16
0
200
6:48:49.25+0:13:44.25
73.382118.097
finished
5,165
4
9
Albert Guyot
Sunbeam
Sunbeam Motor Car Company
Sunbeam
Sunbeam
6
3686.03
gray
80.75129.95
18
2
0
200
7:02:58.95+0:27:53.95
70.925114.143
finished
3,500
5
23
Theodore Pilette
Mercedes-Knight
E.C. Patterson
Mercedes
Knight
4
2514.11
gray / white
75.52129.66
27
13
0
200
7:20:13.00+0:45:08.00
68.148109.674
finished
3,000
6
12
Howdy Wilcox
Gray Fox
Frank Fox
Pope-Hartford
Pope-Hartford
4
3906.39
gray
81.46131.10
15
20
0
200
7:23:26.55+0:48:21.55
67.653108.877
finished
2,200
7
29
Ralph Mulford
Mercedes
E. J. Schroeder
Mercedes
Mercedes
4
4497.36
gray
80.79130.02
17
22
0
200
7:28:05.50+0:53:00.50
66.951107.747
finished
1,800
8
31
Louis Disbrow
Case
J. I. Case T. M. Company
Case
Case
4
4497.36
gray / red
82.76133.19
10
23
0
200
7:29:09.00+0:54:04.00
66.793107.493
finished
1,600
9
35
Willie Haupt
Mason
Mason Motor Company
Duesenberg
Duesenberg
4
3505.74
dark tan
80.72129.91
19
15
0
200
7:52:35.10+1:17:30.10
63.481102.163
finished
1,500
10
25
George Clark
Tulsa
Tulsa Auto Manufacturing Company
Tulsa
Wisconsin
4
3405.57
red / black
75.91122.17
26
27
0
200
7:56:14.25+1:21:09.25
62.994101.299
finished
1,400
11
4
Bob Burman
Keeton
Keeton Motor Company
Keeton
Wisconsin
4
4497.36
green / white
84.17135.46
7
21
41
190
flagged
flagged,still running
0
12
3
Gil Andersen
Stutz
Ideal Motor Car Company
Stutz
Wisconsin
4
4006.55
white / red
82.63132.98
11
14
18
187
did not finish
camshaft gears
0
13
5
Robert Evans
Mason
Mason Motor Company
Duesenberg
Duesenberg
4
3505.74
dark tan
82.01131.98
12
4
2
158
did not finish
clutch
0
14
17
Billy Liesaw
Anel
Will Tompson
Buick
Buick
4
3185.21
orange / black
78.02125.56
22
3
0
148
did not finish
loose rods
0
15
19
Caleb Bragg
Mercer
Mercer Automobile Company
Mercer
Mercer
4
4246.95
yellow
87.34140.56
2
1
1
128
did not finish
pump shaft
0
16
10
Billy Knipper
Henderson
Henderson Motor Car Company
Knipper
Duesenberg
4
3505.74
azure blue
80.26129.17
20
11
0
125
did not finish
clutch
0
17
27
Teddy Tetzlaff
Isotta Fraschini
Isotta Fraschini
Isotta Fraschini
Isotta Fraschini
4
4447.28
red / green
81.30130.84
16
8
0
118
did not finish
drive train
0
18
32
Joe Nikrent
Case
J. I. Case T. M. Company
Case
Case
4
4497.36
gray / red
78.89126.96
21
24
0
67
did not finish
burned bearing
0
19
6
Jack Tower
Mason
Mason Motor Company
Duesenberg
Duesenberg
4
3505.74
dark tan
88.23141.99
1
25
0
51
did not finish
accident,first turn
0
20
28
Vincenzo Trucco
Isotta Fraschini
Isotta Fraschini
Isotta Fraschini
Isotta Fraschini
4
4444.28
red / green
81.94131.87
14
18
0
39
did not finish
loose gas tank
0
21
1
Harry Endicott
Nyberg
Nyberg Auto Company
Nyberg
Nyberg
6
3776.18
red
76.35122.87
23
10
0
23
did not finish
transmission
0
22
45*
Paul Zuccarelli
Peugeot
Peugeot
Peugeot
Peugeot
4
4487.34
blue / white
85.83138.13
4
26
0
18
did not finish
main bearing
0
23
21
† Ralph DePalma
Mercer
Mercer Automobile Company
Mercer
Mercer
4
3405.57
yellow
76.30122.79
24
12
0
15
did not finish
burned bearing
0
24
26
Harry Grant
Isotta Fraschini
Isotta Fraschini
Isotta Fraschini
Isotta Fraschini
4
4444.28
red / green
75.96122.25
25
6
0
14
did not finish
gas tank
0
25
18
Johnny Jenkins
Schacht
Schacht Motor Car Company
Schacht
Schacht
4
2994.90
red / white
82.84133.32
9
17
0
13
did not finish
crankshaft
0
26
8
Don Herr
Stutz
Ideal Motor Car Company
Stutz
Wisconsin
4
4006.55
white / red
82.84133.32
8
5
0
7
did not finish
clutch shaft
0
27
33
Bill Endicott
Case
J. I. Case T. M. Co.
Case
Case
6
4487.34
gray / red
85.70137.92
5
9
0
1
did not finish
drive shaft
0
: Several sources claim Zuccarelli's entry to have carried the numerical designation #15. Photographs taken of entries qualified for the 1913 race, however, exhibit #45 prominently displayed on the Peugeot's front-facing engine grill.
: † De Palma is usually shown as American, but his application for a US passport (available at ) reveals that he did not become a US citizen until 1920
Race details
*For 1913, riding mechanics were required. |
Introduction
Gregory B. Blue, Jr. is a former American football player. He played college football for the University of Georgia, and earned consensus All-American recognition. The Minnesota Vikings selected him in the fifth round of the 2006 NFL Draft.
Early years
Blue was born in Atlanta, Georgia. He attended Banneker High School in College Park, Georgia, graduating in the class of 2001. As a senior in 2000, he was named to The Atlanta Journal-Constitution Super Southern 100, Top 50 in Georgia, Class AAA All-State first-team, and Marvelous Metro 11 squad as a defensive back. He also received Georgia Sports Writers Association All-State and Super Prep All-Dixie Team accolades. He was named one of the top 25 safeties in the country by Student Sports Magazine. As a senior, he recorded 89 tackles, six forced fumbles, four interceptions, and 14 pass break-ups. He also had an 88-yard kickoff return for a touchdown and a 65-yard punt return for a score that year and helped his team to the 2000 Class AAA state playoffs with a 9-2 record. As a member of the basketball team, he was invited to play in the 2001 Georgia North-South All-Star Game.
College career
Blue enrolled in the University of Georgia, where he played for coach Mark Richt's Georgia Bulldogs football team from 2001 to 2005. While attending Georgia, he registered 176 of his 260 career tackles, eleven of his thirteen quarterback pressures and all 7.5 of his stops behind the line of scrimmage during his last two seasons. Blue was part of a graduating class that earned 44 victories, the most by any senior class in Georgia history. He was redshirted as a freshman in 2001. In 2002, he played as a reserve safety, appearing in every game. He finished with 42 tackles and a pass deflection. He was part of a defense that finished first in the Southeastern Conference (SEC) and fourth nationally in scoring defense (15.1 ppg), first in the SEC in red zone defense (58.8%), second in the SEC and 19th nationally in rushing defense (114.0 ypg), fourth in the SEC and 15th nationally in total defense (303.5 ypg), and allowed only 30 total second half points in the final seven games of the season.
The next year, he recorded 42 tackles with two quarterback pressures and three pass deflections. He was part of a Georgia defense that ranked second nationally in scoring defense (14.5 ppg), fourth in total defense (276.86 ypg), sixth in passing defense (174.50 ypg), 14th nationally in turnover margin (+.79), and fourth in number of scoreless quarters (25) among the Associated Press final Top Ten teams.
During his junior year, he was clocked at running a 9.10 100 yard dash time recipient of the Teka and John Adams Football Scholarship. He started all year at Rover, finishing second on the team with 80 tackles (64 solos), and also was credited with a 10-yard sack, three stops for losses of 12 yards and five quarterback pressures. He caused three fumbles and recovered another and deflected three passes. Blue was part of a team that has posted 42-10 record from 2001-04 (sixth best in the country), three straight seasons of 10 or more wins, three straight bowl victories, and three consecutive national top six finishes.
In his last year, he was an All-American first-team selection by the Walter Camp Football Foundation, the Associated Press, and the American Football Coaches Association, adding second-team honors from The NFL Draft Report. As well as an All-Southeastern Conference first-team choice. He started all year at Rover, leading the team with a career-high 96 tackles (70 solos). He also added 4.5 stops for losses of 14 yards and had six quarterback pressures. He recovered and caused a fumble and intercepted two passes and deflected five others. Blue led a secondary that ranked seventh in the nation in pass defense (169.62 ypg) and pass efficiency defense (105.88 rating) while being named team co-captain. Blue majored in Child and Family Development. While he was an undergraduate, he was initiated as a member of Phi Beta Sigma fraternity.
Professional career
Minnesota Vikings
Blue was drafted by the Minnesota Vikings in the fifth round (149th overall) of the 2006 NFL Draft. He played in all 16 games (two starts) as a rookie, primarily on special teams, and recorded 14 tackles (12 solo). He was released by the team at the conclusion of training camp in 2007.
Detroit Lions
Blue worked out for the Carolina Panthers in October, but was not signed. On November 19, he was signed by the Detroit Lions after safety Idrees Bashir was placed on Injured Reserve. On December 9, Blue recovered a Jason Witten fumble in a loss to the Dallas Cowboys. After the 2008 preseason, he was waived by the Lions during final cuts on August 30, 2008.
Toronto Argonauts
On April 6, 2010, Blue signed with the Toronto Argonauts of the Canadian Football League, but was released by the team during training camp on June 6, 2010.
On January 24, 2011, Blue was re-signed by the Argonauts for another season. On June 9, 2011, he was released by the team during training camp. |
Introduction
William Burrell was an American football player at the University of Illinois.
A linebacker and guard, in 1959 Burrell won the Chicago Tribune Silver Football as the MVP of the Big Ten Conference. Burrell also finished fourth as a Heisman Trophy candidate that year, and was a consensus All-American.
Burrell was drafted by the Buffalo Bills in the 1960 American Football League Draft, and by the St. Louis Cardinals in the fifth round of the 1960 NFL Draft.
He played for the Saskatchewan Roughriders of the Canadian Football League, and was that team's nominee for the Schenley Award as Outstanding Lineman in 1960.
Burrell is an alumnus of Central High School in Clifton, Illinois.
The football field at Central High was named Bill Burrell Field on September 15, 2017.
Bill Burrell is included in The Pigskin Club of Washington, D.C. National Intercollegiate All-American Football Players Honor Roll.
Bill Burrell died on March 22, 1998. |
Introduction
The following is an incomplete, chronological list of people from Turkey murdered by assassins mainly on political and religious grounds. Many were critical public servants and intellectuals assassinated by far-right proponents of an army-controlled Turkish Republic. Many of the victims have historically been intellectual proponents of laicism and the strict separation of religion and state in Turkey, as defined in the constitution, and diplomats who were victims of militant attacks outside of Turkey.
[[Mustafa Suphi]]
28 January 1921: Mustafa Suphi was the founder of the Communist Party of Turkey. Suphi and his 14 comrades were assassinated while they were being sent to Erzurum for trial.
[[Sabahattin Ali]]
2 April 1948: Sabahattin Ali was a writer and critical intellectual who was assassinated at the Bulgarian border while fleeing from Turkey. He had been imprisoned by the Turkish government.
1970s
Mehmet Baydar and Bahadır Demir
27 January 1973: Mehmet Baydar was Turkey's consul general in Los Angeles, and Bahadır Demir his deputy, in 1973. Shot in a Santa Barbara hotel by Kourken Yanigian who had invited them there on the pretext of a donating a painting to the Turkish government. Yanigian, sentenced to life imprisonment, was amnestied in 1984 and died shortly afterwards.
The event is considered to be the first in a decade-long chain of organized attacks against Turkish diplomats by Armenian militant groups.
Daniş Tunalıgil
22 October 1975: Turkey's Ambassador to Austria Daniş Tunalıgil was murdered by three Armenian gunmen raiding the Embassy in Vienna.
Ismail Erez
24 October 1975: Turkey's Ambassador to France İsmail Erez and his driver Talip Yener were murdered by Armenian militants in the vicinity of the Embassy in Paris by car bomb.
Taha Carim
9 June 1977: Turkey's Ambassador to the Holy See Taha Carim was killed by the cross fire of two Armenian gunmen in front of the Embassy's residency in Rome.
Bedrettin Cömert
11 March 1978: Art historian, scholar, literary critic and translator. He was serving on a committee investigating right-wing terror squads at his university. Shot dead in his car with his wife severely wounded by Rıfat Yıldırım, Üzeyir Bayraklı and by another man nicknamed "Ahmet" who were ultra-nationalists and believed to have been directly funded by the Turkish state. A tribunal found Abdullah Çatlı responsible but nobody was punished as a result.
Doğan Öz
24 March 1978: Public prosecutor who wrote a report for Prime Minister Bülent Ecevit accusing clandestine groups (later named as Ergenekon) of creating chaos in order to lay the ground for a military takeover. Haluk Kırcı, a Grey Wolves activist, was implicated in his assassination.
Bedri Karafakıoğlu
20 October 1978: Former rector of Istanbul Technical University
Abdi İpekçi
1 February 1979: Editor of the major national newspaper Milliyet. Killed in his car in the street, where he lived, by Mehmet Ali Ağca, a member of the ultra-nationalist Grey Wolves, who would later try to assassinate the Pope John Paul II in 1981.
Metin Yüksel
23 March 1979: Islamist political and social activist. Shot to death outside of Istanbul's Fatih Mosque by nationalist gunmen while leaving Friday prayers.
Cevat Yurdakul
28 September 1979: prosecutor.
Ahmet Benler
12 October 1979: son of the Turkish ambassador to the Netherlands, Özdemir Benler, murderered by ASALA.
İlhan Egemen Darendelioğlu
19 November 1979: journalist and writer. Shot to death by unidentified left-wing militants.
Cavit Orhan Tütengil
7 December 1979: Professor of Sociology at Istanbul University, columnist of the newspaper Cumhuriyet. Shot dead at a city bus stop in Istanbul.
1980s
Ümit Kaftancıoğlu
11 April 1980: TV producer, writer and columnist of the newspaper Cumhuriyet. Gunned down in front of his home in Istanbul as he was about to get in his car.
Gün Sazak
27 May 1980: briefly customs and tobacco minister of Turkey and a right wing politician. Murdered in front of his car while putting out baggage. Radical leftist militant group Dev Sol (Revolutionary Left) claimed responsibility for the attack.
Nihat Erim
19 July 1980: Prime Minister of Turkey in 1971-1972, for almost 14 months. Shot to death by two gunmen in İstanbul. Radical leftist militant group Dev Sol (Revolutionary Left) claimed responsibility for the attack.
Kemal Türkler
22 July 1980: Socialist trade union leader and left-wing politician. Murdered in front of his home by ultra-right militants.
Şarık Arıyak
17 December 1980: Turkish chief consul in Sydney. Killed together with his bodyguard Engin Sever. The Justice Commandos of the Armenian Genocide claimed responsibility.
Kemal Arıkan
28 January 1982: Turkish diplomat Kemal Arıkan shot to death by two gunmen of Armenian origin in Los Angeles.
Atilla Altıkat
23 August 1982: Turkish military attaché in Canada. Assassinated in his car while driving in Ottawa by the Justice Commandos Against Armenian Genocide.
Esat Oktay Yıldıran
22 October 1988: Military officer and former internal security chief of Diyarbakır Prison. Shot dead in a public bus in Istanbul by a PKK militant.
1990s
Muammer Aksoy
31 January 1990: Professor of law at Ankara University, Faculty of Political science; author of books on Kemalism; elected head of the Ankara Bar Association 1969, columnist of the newspaper Cumhuriyet. Shot in the back of his head in front of his house.
Çetin Emeç
7 March 1990: Journalist, editor-in-chief and chief columnist of the liberal rightist daily Hürriyet. Shot to death in front of his house. Case remains unresolved.
Turan Dursun
4 September 1990: Former member of Islamic clergy who became a critic of Islam and advocate of atheism. Shot to death in front of his house. Case remains unresolved.
Bahriye Üçok
6 October 1990: Female academic, pro-secular theologist, columnist of the newspaper Cumhuriyet. Killed by a parcel bomb.
Hulusi Sayın
30 January 1991: Retired lieutenant general. Shot dead in front of his house. Claimed by Dev-Sol.
Memduh Ünlütürk
7 April 1991: Retired general. Shot dead at his house by Dev-Sol.
Kemal Kayacan
29 July 1992: Admiral (retired), former commander of the Turkish Navy. Shot dead in his house.
Musa Anter
1992: Kurdish writer, assassinated in Diyarbakır. European Court of Human Rights fined Turkey for this assassination, allegedly committed by JITEM illegal gendarmerie unit.
Zübeyir Akkoç
13 January 1993: Union member of Kurdish origin. His murder led to the European Court of Human Rights case Akkoç v. Turkey.
Uğur Mumcu
24 January 1993: Research journalist, columnist of the major newspaper Cumhuriyet. Killed in front of his home in Ankara by a bomb installed in his car.
Cem Ersever
4 November 1993: ex-JITEM commander who had begun speaking to the press.
Onat Kutlar
11 January 1995: prominent art critic, writer, poet, columnist for the daily Cumhuriyet and one of the founders of the Istanbul International Film Festival, died of injuries he suffered during a bomb attack perpetrated by PKK at a hotel in İstanbul.
Metin Göktepe
8 January 1996: , a left wing journalist of Evrensel was beaten to death by Turkish police while covering civil unrest in the Gazi district of Istanbul. The first case in Turkey where the police were convicted of murder.
Özdemir Sabancı
9 January 1996: Businessman and a member of the Sabancı family in the second generation. Gunned down in his office in Sabancı Towers, Levent, İstanbul, by assassins hired by the leftist armed group DHKP-C. The general manager of ToyotaSA and a secretary was also killed. They had been given access to the building by Fehriye Erdal, a female member of DHKP-C, who was an employee at that time.
Ahmet Taner Kışlalı
21 October 1999: Academic, writer. politician, former Minister of Culture and columnist of the newspaper Cumhuriyet. Killed in Ankara by a bomb placed on the windshield of his car.
2000s
Gaffar Okkan
24 January 2001: Diyarbakır Police Chief, his driver and four policemen escorting him were shot dead in an attack after they left Diyarbakır Police Department building. Radical Islamic group known as Kurdish Hezbollah was suspected.
Üzeyir Garih
25 August 2001: A prominent Turkish Jewish businessman and a founding partner of the Alarko group of companies. He was stabbed to death in the cemetery of the historic İstanbul quarter of Eyüp.
Necip Hablemitoğlu
18 December 2002: A Kemalist historian from Ankara University who was killed in an armed attack near his home in Ankara.
Andrea Santoro
5 February 2006: Father Andrea Santoro was a Roman Catholic priest, murdered in the Santa Maria Church in Trabzon where he served as a member of the Catholic Church's Fidei donum missionary program.
On 5 September 2006 he was shot dead from behind while kneeling in prayer in the church. A witness heard the perpetrator shouting "Allahu Akbar". A 16-year-old high school student was arrested two days after the shooting carrying a 9mm pistol. An investigation by the Air Force Office of Special Investigations on stolen weaponry in Iraq revealed that the gun was of the same type used in the supposedly Islamist attack on the Turkish Council of State in 2006.
Mustafa Yücel Özbilgin
17 May 2006: Council of State member judge. Murdered during a session in the high court in Ankara.
Hrant Dink
19 January 2007: Armenian-Turkish journalist and editor-in-chief of the weekly Armenian and Turkish language newspaper Agos in Istanbul. Shot dead in front of his newspaper's office.
Necati Aydın, Uğur Yüksel and Tilman Geske
18 April 2007. Three Christian leaders assassinated, two Turkish Pastors and a German missionary.
İhya Balak
16 November 2007. Director of Milli Piyango, the Turkish National Lottery, was assassinated in his office by an ex-inspector of his directorate.
Ahmet Yıldız
July 2008: "the victim of what sociologists say is the first gay honor killing in Turkey to surface publicly".
Cihan Hayırsevener
19 December 2009: founder and editor of the daily Güney Marmara’da Yaşam, was shot in a street in Bandırma, Balıkesir Province and died later that day at a hospital in Bursa. He had reported on corruption charges involving the owners of İlkhaber, another daily in the town.
Andrei Karlov
19 December 2016: Andrei Karlov, the Russian Ambassador to Turkey, was assassinated by Mevlüt Mert Altıntaş, an off-duty Turkish police officer, at an art exhibition in Ankara,Turkey
Sinan Ateş |
Introduction
Star Time is a 1992 American drama slasher film written, produced, and directed by Alexander Cassini, and starring Michael St. Gerard and Maureen Teefy. Its plot follows a young man in Los Angeles who has a psychological breakdown after the cancellation of his favorite television show, leading him to go on a murder spree.
Plot
Los Angeles outcast Henry Pinkle is obsessed with television, and becomes suicidal when his favorite sitcom, The Robertson Family, is canceled. Planning on ending his life by jumping from a bridge, he is approached by the mysterious Sam Bones, an elderly man who offers to jump with him before eventually talking him out of the act. Later, Sam inexplicably appears in Henry's living room, and tells him he will no longer be alone.
Wendy, Henry's social worker, receives a videotape of him informing her of his suicide, which he mailed to her before the botched attempt. Sam promises he can make Henry a star, and brings him to a television studio lot where Henry watches a faceless woman on a screen instruct him to follow his "destiny." Sam gives Henry a plastic baby doll mask and a hatchet before sending him to make his "debut" at a suburban residence. He breaks into the home intending to murder the homeowner, but becomes transfixed by the television set, and fails to commit the murder. Sam informs him that killing the homeowner will result in his sainthood, after which Henry returns to the house and hacks the owner to death with the hatchet.
Over the following month, a series of fifteen hatchet murders occur in Los Angeles. Wendy realizes Henry is still alive, and goes to visit him; he tells her of his new "manager," Sam, and she plans to meet with him. Sam, however, is reluctant that Wendy will understand their "mission." When Wendy attempts to locate Sam with the address given to her by Henry, she finds the address does not exist. When she confronts Henry with the notion that Sam is a product of his mind, he becomes enraged. Later, Wendy finds her sister Julie murdered in her apartment.
Henry locks Wendy inside the apartment and goes to confront Sam, whom he blames for committing Julie's murder. Wendy manages to break through a wall, accessing the apartment next-door, where she finds the neighbors also murdered. After she slips on a puddle of blood, she is knocked unconscious, after which Sam arrives and attempts to strangle her. Henry enters the apartment and thwart's Sam's attempt, saving Wendy's life. He brings her to the roof of the apartment building, where he attempts to fight Sam. When Wendy exclaims that Sam is not real, Henry puts on the baby face mask, and accosts her with the hatchet. He nearly strikes her, but instead leaps from the building to the ground below.
Paramedics arrive and find Henry barely alive. Wendy enters his apartment, which is plastered with images indicating his delusions, including a poster of a house resembling Sam's. On his television set, Wendy watches a live broadcast of paramedics attempting to revive him. He utters the phrase "I'm on TV," before dying on live television.
Cast
*Michael St. Gerard as Henry Pinkle
John P. Ryan as Sam Bones
Maureen Teefy as Wendy
Thomas Newman as Night Watchman
Dana Dentine as Newscaster #1
Robert Resnick as Newscaster #2
Angel Santana as Newscaster #3
Reza Mizbani as Anchorman
Don Pemrick as Anchorman
Duncan Roulend as Newscaster in Editing Room
Release
The film premiered at the 1992 Sundance Film Festival, and later screened at the Nuart Theatre in Los Angeles in April 1993.
Home media
According to Filmmaker, Star Time was released on VHS through Fox Lorber in the summer of 1992.
Critical reception
Jonathan Rosenbaum of the Chicago Reader recommended the film, describing it as "An exceedingly odd first feature..." Kevin Thomas of the Los Angeles Times praised the film's acting, deeming it "an impressively ambitious and potent first feature, an often surreal parable, in the form of a film noir, on the impact of TV on a disturbed individual." |
Introduction
The German Film Orchestra Babelsberg is a symphony orchestra and music studio based in Potsdam, Germany.
History
It was founded in 1918 as Ufa-Sinfonieorchester and was re-established in 1993 by Klaus Peter Beyer under its current name. The orchestra derives its name from the legendary Babelsberg Studios in Potsdam-Babelsberg, a city part of Potsdam today, where notable films such as Metropolis, Dr. Mabuse and The Blue Angel, Inglorious Basterds or Bridge of Spies were produced
The Film Orchestra frequently presents live performances of silent films and other concerts and is very active in recording music for the television, gaming, music and film industries. Additionally, the orchestra has collaborated over 800 times collaborates with prominent artists in popular and jazz music on crossover projects. It has worked with artists like Shania Twain (Up!), Celine Dion (A New Day Has Come) and Bryan Adams (Colour Me Kubrick). It appeared on several albums the German Metal Band Rammstein, like "Mutter" (2001), "Reise, Reise"(2004) and "Liebe ist für alle da" (2009), and several Max Richter Albums. It has also worked with the German Progressive Rock Band Karat on its 1997 album "Balance" and its live album "25 Jahre Karat" (25 Years of Karat, 2001). In 2012 the Orchestra took part in creation of sixth Avantasia's studio album "The Mystery of Time". In 2015 it backed Ronan Harris on VNV Nation's Resonance: Music For Orchestra Vol. 1, which was a No. 7 hit in Germany, on the mainstream GfK Entertainment Charts.
The German Film Orchestra Babelsberg appears on more than 1.000 film productions, such as "Arlo the Alligator Boy", "Ad Astra" , "Tides", "Love, Death & Robots", "Sleepless", "Timeless", "Alone in Berlin", Hitman: Agent 47", Escobar: Paradise Lost", "Hector and the Search for Happiness", "The Hundred-Year-Old Man Who Climbed Out of the Window and Disappeared", "The Congress", "Anonymous", "Little Big Panda", Ninja Assassin", Laura´s Star" and "Snow White".
The orchestra also produces music for computer games, like "Balan Wonderworld" and "Final Fantasy: Brave Exvius".
From 1993 the studios of the orchestra were located in the former radio quarters of the GDR, at Nalepastraße in Oberschöneweide, Berlin. In December, 2007 the orchestra was able to move "back to the roots" in Babelsberg, into a building in the area of Film Studio Babelsberg.
The German Film Orchestra's current Chief Conductor is Scott Lawton, who assumed his post in 1999. The former conductor was Frank Strobel. |
Introduction
This article is about the particular significance of the year 1974 to Wales and its people.
Incumbents
Secretary of State for Wales – Peter Thomas (until 5 March); John Morris
Archbishop of Wales – Gwilym Williams, Bishop of Bangor
Archdruid of the National Eisteddfod of Wales – Brinli
Events
*23 January – A UFO appears to crash in a remote area of North Wales. This becomes known as the Berwyn Mountain Incident.
28 February – In the first United Kingdom general election of 1974, Geraint Howells wins Ceredigion for the Liberals, while Gwynfor Evans fails to retain Carmarthen for Plaid Cymru by three votes.
5 March – Elwyn Jones is appointed Lord Chancellor in Harold Wilson’s government.
1 April – The Local Government Act 1972 comes into effect, reorganising local government areas and incorporating the area of Monmouthshire as part of Wales.
10 October – In the second United Kingdom general election of 1974, Gwynfor Evans regains his seat at Carmarthen.
22 November – Helen Morgan becomes Miss World; she is forced to resign after four days when it is discovered that she is an unmarried mother.
Tredegar House is bought by Newport Council.
Laura Ashley opens stores in Paris and San Francisco.
Arts and literature
*Kyffin Williams is elected to the Royal Academy.
Andrew Vicari is appointed official painter to the Saudi royal family.
The Cory Brass Band is the first Welsh band to win the British National Championship.
The BBC Welsh Symphony Orchestra achieves full symphony status.
Foundation of the Welsh Jazz Society.
Journalist Hugh Cudlipp is created Baron Cudlipp of Aldingbourne.
Glyn Daniel becomes Professor of Archaeology at Cambridge.
Awards
National Eisteddfod of Wales (held in Carmarthen)
National Eisteddfod of Wales: Chair - Moses Glyn Jones
National Eisteddfod of Wales: Crown - William George
National Eisteddfod of Wales: Prose Medal - Dafydd Ifans
New books
English language
Tony Conran - Spirit Level
Gwynfor Evans - Land of my Fathers
Jan Morris - Conundrum
Leslie Norris - Mountains, Polecats, Pheasants
John Ormond - Definition of a Waterfall
Goronwy Rees - Brief Encounters
Alun Richards - Dai Country
Harri Webb - A Crown for Branwen
Welsh language
Islwyn Ffowc Elis - Marwydos
David Jenkins - T. Gwynn Jones: Cofiant
Bobi Jones - Tafod y Llenor
John G. Williams - Maes Mihangel
Music
Andy Fairweather-Low - Spider Jiving
Alun Hoddinott - The Beach of Falesá
Mike Oldfield - Hergest Ridge
Film
*Richard Burton stars in The Klansman.
Welsh-language films
None
Broadcasting
*30 September - Independent radio station Swansea Sound comes into operation.
Welsh-language television
8 October - Pobol y Cwm appears for the first time.
English-language television
Richard Burton is banned from BBC productions after complaints about his derogatory comments about Winston Churchill and others in power during World War II.
Windsor Davies makes his first appearance as Sergeant Major Williams in It Ain't Half Hot Mum.
Sport
*Curling – The Welsh Curling Association is formed.
Golf – Brian Huggett wins the Portuguese Open.
Snooker – Ray Reardon wins his third World Championship title.
Gareth Edwards wins BBC Wales Sports Personality of the Year.
Births
*5 January – Iwan Thomas, athlete
30 January – Christian Bale, actor
3 May – Barry Jones, boxer
11 May – Darren Ward, footballer
29 May – Jenny Willott, politician
3 June – Kelly Jones, rock singer-songwriter-guitarist
25 June – David Park, golfer
11 August – Dafydd Trystan Davies, chair of Plaid Cymru
1 September – Tony Bird, footballer
3 September – Rob Page, footballer
5 September – Becky Morgan, golfer
13 September – Andy Gorman, footballer
20 September (in Suva, Fiji) – Owen Sheers, poet and actor
17 October – Beverley Jones, athlete
18 October – Robbie Savage, footballer
24 October – David Evans, squash player
8 November – Matthew Rhys, actor
12 November – Jonathan Morgan, politician
date unknown – Bedwyr Williams, installation and performance artist
Deaths
*9 January – Dora Herbert Jones, singer and administrator, 83
11 January – Joe Jones, dual-code rugby player, 57
21 January – Sandy Griffiths, football referee, 65
11 February – D. Jacob Davies, Unitarian minister, broadcaster, writer and journalist, 57
12 February – Alec Harris, spiritualist medium, 76
3 April
David Davies, actor)
Desmond Donnelly, politician, 53 (suicide)
5 April – Cecil Spiller, cricketer, 73
14 April – Sir Archibald Lush, schools inspector, 74
13 May – Islwyn Evans, Wales international rugby player, 75
11 June – William Jones, dean of Brecon, 76
29 August (in Oxford) – Harold Arthur Harris, academic, 71
9 September – Neil McBride, MP for Swansea East, 64
28 October (in Harrow) – David Jones, poet and artist, 78
November – Bessie Jones singer, 87
14 November - Gomer Hughes, rugby player, 64
24 November - Ivor Jones, footballer, 75
29 December – William Charles Fuller, Victoria Cross recipient, 80 |
Introduction
Ohad was the third son of Simeon; he is mentioned in Genesis 46:10.
Ohad may also refer to:
__NOTOC__
People
Surname
Daniella Ohad, American design historian
Given name
Ohad Benchetrit, Canadian musician
Ohad Cohen, goalkeeper for Hapoel Be'er Sheva F.C.
Ohad Kadousi, striker for Hapoel Petah Tikva
Ohad Knoller, Israeli actor
Ohad Levita, goalkeeper for RKC Waalwijk
Ohad Maiman, Israeli photographer
Ohad Milstein, Israeli documentary filmmaker
Ohad Moskowitz, Israeli singer
Ohad Naharin, Israeli contemporary dancer
Ohad Saidof, goalkeeper for Beitar Jerusalem
Places
Ohad, Israel |
Introduction
RetrobyPulp Tales is a limited edition anthology published by Subterranean Press in 2006, edited by Joe R. Lansdale. It tied in winning the 2006 Bram Stoker Award for Best Anthology (the other winning title was "Mondo Zombie" edited by John Skipp).
It contains new stories written in the style of the pulp magazines of the early 20th century. Lansdale's guidelines for Retro Pulp Tales were basic: "Write a story in the vein of the old pulps ... that takes place before 1960, and with the restrictions of those times."
It includes contributions by Bill Crider, Stephen Gallagher, Melissa Mia Hall, Alex Irvine, Tim Lebbon, Kim Newman, Norman Partridge, Gary Phillips, James Reasoner, Al Sarrantonio, Chet Williamson, and F. Paul Wilson. This collection was issued as a trade hardcover, a numbered limited edition, and a lettered special edition. All issues have long since sold out.
Table of Contents
*Devil Wings Over France: A DeadbyStick Malloy Story by James Reasoner
From the Back Pages by Chet Williamson
The Body Lies by Tim Lebbon
New Game in Town by Alex Irvine
Incident on Hill 19 by Gary Phillips
Zekiel Saw the Wheel by Bill Crider
The Box by Stephen Gallagher
Sex Slaves of the Dragon Tong by F. Paul Wilson
Clubland Heroes by Kim Newman
Summer by Al Sarrantonio
Alien Love at Zero Break by Melissa Mia Hall
Carrion by Norman Partridge |
Introduction
The Croatian diaspora consists of communities of ethnic Croats and/or Croatian citizens living outside Croatia.
Estimates on its size are only approximate because of incomplete statistical records and naturalization, but (highest) estimates suggest that the Croatian diaspora numbers between a third and a half of the total number of Croats.
More than four million Croats live out of Croatia. The largest community outside Croatia are the Croats of Bosnia and Herzegovina, one of the constituent nations of that country, amounting to about 750,000. The Croatian diaspora outside Croatia and Bosnia and Herzegovina amounts to close to a million elsewhere in Europe, and to about 1.7 million overseas. The largest overseas community is reported from the United States at 1,200,000, Chile at 400,000, and Argentina with 250,000 people.
In Western Europe, the largest group is found in Germany. The German census reports 228,000 Croats in Germany , but estimates of the total number of people with direct Croatian ancestry (including naturalized German citizens) range as high as 450,000. There are also significant numbers of Croats in Australia (over 100,000) and New Zealand (up to 100,000).
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Croats of Bosnia and Herzegovina
Bosnian Croats celebrating a religious Mass (1901)
Croats form one of the three constituent nations in Bosnia and Herzegovina. They are frequently referred to as Bosnian Croats, but since the War in Bosnia and Herzegovina the number of Herzegovinian Croats exceeds the number in Bosnia. The Croats maintain an unofficial capital in Mostar, with the city being home to the largest Croatian population.
There is no precise data regarding Bosnia and Herzegovina's population since the last war. The UNHCR conducted an unofficial census in 1996, but the data has not been recognized. Ethnic cleansing within Bosnia and Herzegovina in the 1990s saw the vast majority of Croats move and take up residence in the Federation of Bosnia and Herzegovina. It is estimated that there are approximately 600,000 Croats in Bosnia and Herzegovina. According to 2000 data from the CIA World Factbook, Bosnia and Herzegovina is ethnically 14.3% Croat.
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Statistics
World map of the Croatian diaspora.
Europe
;Balkans
384,631
70,602
6,811 (2000)
6,786
;Western and Central Europe
450,000 (see Croatian German)
150,719
35,642 (2002)
24,000 (2018)
180,000 (2006)
100,000 (est)
25,730
80,000
10,000 (2001 UK Census)
499 (Croatian citizens)
;Northern Europe
28,000
5,400
3,909
470 (Croatian citizens)
Overseas
;Africa
8,000
;North America
1.2M (2021)
133,965
;South America
250,000
5,000
45,000 (est)
380,000 (est)
41,502
6,000
5,800 (est)
5,000 (est)
;Oceania
133,264 (2016)
2,550 - 100,000(est.)
Communities
United States
Joliet in Illinois
According to the 2005 US Community Survey, there are 401,208 Americans of full or partial Croatian descent.
Croatians in Detroit first appeared around 1890, settling usually in the region of Russel. In Illinois the Croatians started concentrating mostly around Chicago. Although it was created a bit later, the Croatian settlement in Chicago became one of the most important ones in the United States. The settlement especially started developing after World War I and Chicago became the center of all Croatian cultural and political activities. It is calculated that there were roughly 50,000 Croats in Chicago in the 1990s, while there were altogether 100,000 Croats living in 54 additional Croatian settlements in Illinois. There is a significant Croat population also in Indianapolis that settled during the Yugoslav Wars of the 90's.
Pittsburgh has always had a sizeable Croatian population. The headquarters of the Croatian Fraternal Union (CFU) - the oldest and largest Croatian organization in the United States - is located in the eastern suburb of Monroeville, PA, established in the 1880s. The CFU publishes a weekly newspaper, The Zajednicar Weekly, in both English and Croatian. Most of the Croatians in Pittsburgh originally settled in the early 1900s on the city's North Side. A neighborhood centered on East Ohio Street along the Allegheny River between Millvale and the North Shore was named Mala Jaska after an area in Croatia (northwest of Zagreb).
Canada
Croatians reportedly immigrated to Canada as early as 1541 when two Croatians from Dalmatia served on the crew of Jacques Cartier's third voyage to Canada. There are approximately 114,880 Canadians of Croatian ethnic origin as reported in the 2011 National Household Survey.
The Croatian community is present in most major Canadian cities (including Toronto, Hamilton, Ottawa, Winnipeg, Vancouver, Calgary, Windsor, and Montreal, as well as Mississauga and Oakville) in the form of designated Croatian churches, parks, and other organizations.
Notable Croatian Canadian organizations include the Croatian Fraternal Union, the Croatian Canadian Folklore Federation (Vancouver), and the Croatian Canadian Cultural Centre (Calgary). Some of the more popular Croatian Canadian events are the Croatian-North American Soccer Tournament and the Canadian-Croatian Folklore Festival. Croatian Canadians have had a notable presence in the form of soccer teams all around Canada, one of the most famous clubs was the now defunct Toronto Metros-Croatia, who are succeeded by Toronto Croatia.
Bolivia
Chile
19th Century ad-poster of Croatian ship ready to travel to South America.
Croats are an important ethnic group in Chile; they are citizens of Chile who were either born in Europe or are Chileans of Croatian descent deriving their Croatian ethnicity from one or both parents. Chile has one of the largest communities of ethnic Croats outside the Balkans Peninsula and it is one of the most significant communities in the Croatian diaspora - second only to that which is found in the United States. They are one of the main example of successful assimilation of a non Spanish-speaking European ethnic group into Chilean society. Many successful entrepreneurs, scientists, artists and prominent politicians holding the highest offices in the country have been of Croatian descent.
The Croatian community first established itself in two provinces situated in the extreme ends of Chile: Antofagasta, in the Atacama desert of the north and Punta Arenas in the Patagonian region in the south. The massive arrival of Croats in Chile began in 1864 and the migration grew steadily until 1956 – reaching a number of more than 60,000.
It is officially accepted that there are up to 380,000 Chileans of Croatian descent (who clearly identify themselves as Chilean-Croats).
Argentina
A statue honoring the immigrants, in Rosario.
Argentines of Croatian descent number over 250,000. The most successful of all the Croats in Argentina was also one of the first to arrive. Nikola Mihanović came to Montevideo, Uruguay in 1867. Having settled in Buenos Aires, by 1909 Mihanović owned 350 vessels of one kind or another, including 82 steamers, owning, in that time, the biggest boat company in Argentina. By 1918, he employed 5,000 people, mostly from his native Dalmatia which was then under Austro-Hungarian and Italian rule. Mihanović by himself was thus a major factor in building up a Croatian community which remains primarily Dalmatian to this day, although it contains people from other Croatian regions.
The second wave of Croat immigration was far more numerous, totalling 15,000 by 1939. Mostly peasants, these immigrants fanned out to work the land in Buenos Aires province, Santa Fe, Chaco and Patagonia. This wave was accompanied by a numerous clergy to attend their spiritual needs, especially Franciscans.
If the first two waves had been primarily economic, the third wave after the Second World War was eminently political. Some 20,000 Croatian political refugees came to Argentina, and most became construction workers on Peron's public works projects until they started to pick up some Spanish. Today, many descendants of the Croatian immigrants still know Croatian, although different than the modern-day Croatian language.
Paraguay
The largest number of Croats arrived in Paraguay between 1860 and 1920. In those years, Croats
emigrated mainly from the Dalmatian coast, predominantly from southern Dalmatia (islands and Boka Kotorska). Their main motivation for emigration was economic.
The first Croat in Paraguay was Ivan the Baptist Marchesetti, a missionary of the Society of Jesus, a native of Rijeka, who served in the Jesuit missions in Paraguay from 1757 until his death in Paraguay (1767).
Most of the Croats living in Paraguay are descended from these early immigrants.
In the beginning, they were engaged in trade, pharmacy, small trades, mechanical works, gunsmiths, river navigation, rural jobs such as selling wood, construction, animal husbandry, professional jobs, etc.
According to the statistical study "Current situation and projections of the future development of the population of Croatian origin in Paraguay", approximately 41,502 Croatian descendants live in the Republic of Paraguay in 2022.
The majority of Croats settled in urban and semi-urban areas, some were landowners,
lumberjacks, wholesalers. Croats and their descendants were scattered in all areas of the country, and according to our demographic study by place of birth, the largest number of Croatian descendants live in the eastern part of the country. The largest number of Croats live in the cities of Asunción, Concepción, Encarnación, San Lorenzo, Luque, Presidente Franco and the surrounding areas of each of them.
Colombia
The Croatian community is present in most major Colombian cities, including Bogota, Cali and Barranquilla. There are approximately 5,800 Colombians of Croatian ethnic origin as reported.
Venezuela
Croatian immigration to Venezuela dates back to the late nineteenth century, and was characterized by the individual arrival of merchant seamen. Until World War I, only a few Croats settled in Venezuela, nevertheless it was in the period of World War II when the Croatian families that escaped from the government of Tito began to settle in the country. Most of these immigrants came from present-day Croatian territory, particularly from the coastal and inland areas of Dalmatia. Others came from Bosnia and Herzegovina.
The majority of the members of the Croatian community settled in Caracas and Valencia and, to a lesser extent, in other cities of the interior: Maracay, Maracaibo, Mérida and in localities of the Yaracuy state, where some joined the work in the sugar industry.
Also, several forest technicians arrived that later contributed to the establishment of the School of Forestry Engineering at the University of the Andes. A large percentage of the Croatians were artisans, who later became small entrepreneurs, and many were professionals, especially engineers and technicians, who had outstanding performance in Venezuela.
Australia
Croatia has been a significant source of migrants to Australia, particularly in the 1960s and 1970s. In 2016, 133,264 persons resident in Australia (0.6%) identified themselves as having a Croatian ancestor. In 2006, there were over 50,000 Croatian-born Australians, with 70% arriving before 1980. This community is quickly ageing and almost half of Croatian-born Australians were over the age of sixty in 2006. However, Croatian language and culture continues to be embraced amongst younger generations and descendants of post-war immigrants. In 2001, the Croatian language was spoken by 69,900 people in Australia.
Bust of Aloysius Stepinac, Croatian cardinal, in Clifton Hill
The vast majority of Croatians in Australia are Christians, mostly Catholics while there are Protestant, Greek Catholic and Seventh-Day Adventists, as well as a small minority adhering to Islam. There are Croatian-speaking Catholic congregations in most major cities. In Melbourne, there are congregations in Sunshine West, Ardeer, Braeside and Clifton Hill while in Sydney there are congregations in Blacktown, St John's Park, Summer Hill, Mona Vale, Botany, Chatswood West and South Hurstville. In Adelaide, there are Croatian-speaking congregations in North Adelaide and Adelaide CBD and in Canberra and rural New South Wales there are regular services at Farrer, Evatt and Batemans Bay. Balcatta and North Fremantle host Croatian services in Perth. St Nikola Tavelic Church in Clifton Hill is an important religious and cultural centre for Melbourne's Croatian community. There is a Croatian Seventh-Day Adventist congregation located in St Albans, in Melbourne's western suburbs as well as one in Springvale, while there is also Croatian Adventist congregation in Dundas - in Sydney's north-west. In addition, Melbourne's local Croatian Muslim community has established the Croatian Islamic Centre in Maidstone also in Melbourne's west. These Muslims are descendants of those who converted to Islam after the Ottoman conquest of the Balkans. Melbourne's 35,000 Croatians were initially concentrated in the inner suburbs though now most live in the Western suburbs particularly in the City of Brimbank where a Croatian mayor (Brooke Gujinovic) was elected in 1999. There are around 90 Croatian sporting, religious or cultural clubs or organisations operating in Melbourne. In Sydney, there are over 30,000 Croatians, with a large concentration residing in St John's Park and surrounding suburbs. Furthermore, there is a high concentration of Croatians in Geelong, where the community has a significant influence, particularly in Bell Park where over 15% of the population speaks Croatian at home.
It is likely that the first Croat in Sydney was Stefano Posich who was born in Sicily to Croatian parents and migrated to Australia in 1813. Croats first immigrated to Australia during the Victorian gold rush of the 1850s. During this time, Croats were counted as Austrians because much of Croatia was a part of the Habsburg Empire. Croatians were not recorded separately (from other Yugoslavs) until the 1996 Census. In 1947, at least 5,000 Croatians were residing in Australia - mainly from the coastal region of Dalmatia. Between 1890 and World War II, at least 250 Croatians settled in Melbourne. Since then, thousands of Croatians have arrived after World War II as displaced persons or economic migrants. Many Croatians found work in manufacturing and construction. a substantial amount of Croats came to Australia during the 1960s and 1970s due to high unemployment, limited economic opportunities and anti-Croatian sentiment in Yugoslavia - many of these immigrants came to Australia under family reunion programs. Many Croatian Australians were born in former Yugoslav states such as Bosnia and Herzegovina.
Croatian embassy in Canberra
Croatian people are visible in all parts of Australian society, but they have made a big impact in the sporting arena with many football clubs being formed by immigrants, two of the more famous and most successful being Melbourne Knights FC and Sydney United. Both clubs have played in Australia's top league the NSL and Melbourne Knights winning the championship back to back in the season 1994/5 and 1995/6. Sydney United has produced the largest number of full Australian internationals. The Croatian community holds the Australian-Croatian Soccer Tournament which has been held annually since 1974. It is the largest 'ethnic' based soccer competition in Australia as well as the oldest national soccer competition in the nation. Some famous Croatian-Australian football players to represent Australia are Mark Viduka, Jason Čulina, Mark Bresciano, Zeljko Kalac, Josip Skoko, Tony Popovic all who ironically lined up against Croatia in the 2006 World Cup in Germany, playing against Australian-born Croatian international Josip Šimunić. A total of 47 Croatian Australians have gone on to play for the Australian national team, including 7 who captained the national team. Other notable Croatian Australians include actor Eric Bana, former Archbishop of Adelaide Matthew Beovich, politician John Tripovich, rugby league coach and former player Ivan Cleary, tennis player Jelena Dokic and television presenter Sarah Harris amongst others.
Since Croatian independence in the 1990s, an official embassy has been opened in Canberra while consulates have been established in Melbourne, Sydney and Perth.
New Zealand
The first Croat to settle in New Zealand is believed to be Pauvo Lupis (Paul) who deserted his Austrian ship in the late 1800s.
Although Croats had contact with New Zealand and a few had settled the proper migration waves began when the Austro-Hungarian Empire allowed Italian wine and oil into the Empire's territories for a substantially less duty, thus rendering peasants and farmers bankrupt. This treaty was the beginning of many events which causes migration mainly from Dalmatia.
There were 5,000 migrants of Croatian descent between 1890 and 1914, prior to World War I. A further 1,600 migrated during the 1920s before the onset of the Great Depression. Another 600 in the 1930s, prior to World War II. Between 1945 and 1970, 3,200 migrated to New Zealand.
Arrivals during the 1990s fled the conflict in former Yugoslavia.
The main destination for settlers was the Northland gum fields where the young boys were sent to dig Kauri tree gum from swamps. Until the 1950s, the gum was used to varnish wooden furniture and the likes. Here on these fields, Croats were treated as outcasts by the British Empire and called 'Austrians' because of the passport they carried. They were looked at with suspicion, mainly because they would share profits and send money back to their villages in Dalmatia. Many British settlers who worked the same fields resented the Dalmatian gum-diggers, whom they nicknamed "Dallies", a term which is still occasionally used. On these fields as outcasts, the Croatian immigrants were thrown together with the other outcasts, the native Māori people who having many of the same view points and coming from villages themselves got on extremely well.
Many Croatian men married Māori women as they came to New Zealand as bachelors before a bride could be sent from their home village. The local Maori called them Tarara because they spoke in Croatian very fast. Many Māori nowadays refer to themselves as Tarara and carry Croatian family names. Miss New Zealand 2010 Cody Yerkovich (spelled in Croatian as Jerković) is an example of the Māori Croatian mix Tarara.
In modern times Croatian immigrants have continued to arrive, with many starting their own business with the abundance of good soil and land. Many turned to work similar to what they did back in Dalmatia, such as vineyards, orchards and fishing. Some notable companies in the wine industry are Delegat, Nobilo, Selak, Villa Maria, Montana and Kuemue River Wines, all owned by Croatian families.
In fishing there are two big companies, the first being Talley's Seafood founded in 1936, by Ivan Peter Talijancich (spelled Talijančić in Croatian) established Talley's in Motueka, New Zealand, and the second being Simunovich (spelled Šimunović in Croatian) Fisheries Limited which has thrived and become a large company from deep sea scampi.
In sport many small clubs and associations have come and gone, but Central United formerly Central Croatia SC formed in 1962 is still going to this day. The football club, formed by a group of young Croatian immigrants from Dalmatia, played initially in the lower division of the Northern League before rising to become one of New Zealand's top football clubs by the late 1990s.
Central United FC were the New Zealand champions in 1999, 2001 and were runner-up in 1998. Central United FC also won the Chatham Cup in 1997, 1998, 2005 and 2007 and were runners-up in 2000 and 2001. Their home ground is at Kiwitea Street Stadium, in Sandringham (Auckland).
Some notable former players are:
Chris Zoricich
Ivan Vicelich - New Zealand's most capped international.
Luka Bonačić -Ex-Hajduk Split player and coach.
Other notable New Zealanders of Croatian descent include singer Lorde (real name Ella Yelich-O'Connor), historian James Belich, golfer Frank Nobilo, rugby player Frano Botica, motor racing drivers Robbie Francevic and Paul Radisich, tennis player Marina Erakovic, architect Ivan Mercep, artist Milan Mrkusich, and musicians Peter and Margaret Urlich. |
Introduction
Kakori is a town and a nagar panchayat in Lucknow district in the Indian state of Uttar Pradesh, 14 km north of Lucknow. Kakori was a centre Urdu poetry, literature and the Qadiriya Qalandari Sufi order. On 9 August 1925 Indian revolutionaries robbed a train of government funds in Kakori, an incident known as the Kakori Train robbery.
Kakori Train Action
The town has a memorial to several revolutionaries involved in the Indian independence movement who looted a train near Kakori in August 1925 in what is known as the Kakori Train Action. The village is still served by Kakori railway station.
Geography
Kakori is located at . It has an average elevation of 121 metres (396 feet).
Demographics
India census, Kakori had a population of 16,731. Males constitute 53% of the population and females 47%. Kakori has an average literacy rate of 46%, lower than the national average of 59.5%: male literacy is 51%, and female literacy is 40%. In Kakori, 13% of the population is under 6 years of age.
Popular culture
Kakori has been used as a setting for various movies, of which Junoon and Umrao Jaan are two examples. Anwar also featured the town.
Villages
Kakori block contains the following 83 villages:
Village name
Total land area (hectares)
Population (in 2011)
Man Mauna
186.6
1,043
Thavar
673.8
4,240
Padra Thavar
86.4
665
Autrouli
149.5
0
Kusmari
179.1
959
Jagtapur
53.8
659
Allupur
86.4
492
Sirsa Mau
415.4
2,317
Raniya Mau
131.9
839
Godramau
973.5
2,992
Bighapur
64.1
790
Sarsanda
277.5
1,523
Banshigarhi
443.2
1,499
Kakrabad
347.1
2,442
Jehta
674.1
5,774
Saitha
296.1
2.505
Maura
440.3
2,806
Saraipremraj
151.6
2,012
Lalnagar
97.9
971
Sikrauri
322.5
6,038
Dashaari
131
1,422
Muhinuddin Pur
55.5
798
Chakdadanpur
23.2
333
Saidpur Gaheri
159.6
2,089
Paliya
60.3
1,168
Bithona
91.5
796
Muzaffar Pur
110.6
1,196
Raipur
60.5
898
Salempur
420.9
5,992
Mahipatmau
150.1
5,722
Kushmora Dhaluapur
578.5
3,000
Amethia Salempur
515
6,618
Pahia Ajampur
101.8
1,844
Kakori
988.3
2,459
Birahu
143.6
977
Dashdoi
231.6
2,270
Gohra Mau
129.5
1,481
Karjhan
144.3
1,220
Chiloki
25.8
638
Mubarakpur
69.6
598
Chakperva
44.5
577
Karimabad
246.5
1,421
Baragaon
466.9
3,084
Mahtava
78.9
834
Gvalpur
63.5
531
Shahpur
243.2
1,969
Bhatau Jamalpur
477.4
1,784
Kusmi
136.4
858
Bhaliya
337.2
2,550
Adampur Indwara
368.5
484
Gahalwara
332.1
1,020
Dona
689
4,180
Naktora
75
414
Jaliyamau
336.9
2,398
Ajmatnagar
73.8
352
Mahmudpur
30.8
214
Goshalalpur
300.1
2,000
Dariyapyr
49.1
463
Saiphalpur
102.6
933
Soodi
62.7
118
Sherpurmau
145.1
1,286
Sarai Alipur
191.2
1,070
Basrela
192.9
1,535
Khanpur Mau
145
764
Behru
594.1
3,991
Revari
227.7
908
Kathigera
196.2
1,590
Belwa
115.3
772
Sakra
731.3
2,858
Tej Krishna Khera
387.5
1,392
Ibrahim Ganj
39.7
1,110
Madarpur
94.3
762
Saraimuhib
97.5
41
Puraina
132.8
1,447
Kuda Eat Gaon
428.3
2,811
Barkatabad Jahangirabad
489.9
1,939
Shivari
508.5
2,710
Hardoiyalal Nagar
276.6
1,870
Tendava
68.4
826
Khushal Ganj
382
4,337
Fatehganj
46.3
1,810
Narona
311.4
2,594
Sarosa Bharosa
671.9
5,585
The villages in Kakori block have a total population of 152,277, in 26,735 households.
Notable people
*Mohsin Kakorvi (1805–1905), Indian Urdu poet, a well known writer of naats during his time |
Introduction
The 64th 500 Mile International Sweepstakes was held at the Indianapolis Motor Speedway in Speedway, Indiana on Sunday, May 25, 1980. Johnny Rutherford won the pole position, led 118 laps, and won the race by a commanding 29.92 second margin. After failing to finish the race the year before (with Al Unser behind the wheel), Jim Hall's radical new Chaparral 2K ground effects chassis was a heavy favorite entering the month, and drove a flawless race. Rutherford, the winner in 1974 and 1976, became the sixth driver to win the Indy 500 three times.
Tom Sneva broke an Indy 500 record by becoming the first driver to start last (33rd) and lead the race. Sneva led two times for 16 laps, and finished the race in second position. Sneva likewise became the first driver in Indy history to start last and finish second (a feat tied by Scott Goodyear in 1992). It was Sneva's third runner-up finish in four years, matching Bill Holland's achievement exactly 30 years earlier in 1947, 1948 and 1950. Sneva's efforts were often branded afterwards with a "bridesmaid" reference, until he would finally go on to win the race in 1983.
The starting lineup featured 10 rookies, a sharp contrast from 1979, which had only one.
For the first time in Indy history, the three drivers that started in the eleventh and final row finished in the top eight — Tom Sneva 2nd, Gary Bettenhausen 3rd, and Tom Bigelow 8th.
Background
After the tumultuous and controversial month of May at Indy in 1979, the landscape of Indy car racing was starting to settle into a more civilized fashion. During the offseason, USAC published their 1980 schedule, which featured such races as the Indianapolis 500, Ontario, Talladega, and Charlotte. Meanwhile, CART released their own schedule. Before the season began, the leaders of USAC and CART jointly formed the new Championship Racing League (CRL) to co-sanction the season of events. Several of the USAC-planned events were scrapped, including Talladega, Charlotte, Mosport, and Road Atlanta, and the two schedules were instead merged.
A major change for 1980 designated the Indianapolis 500 now as an "Invitational" event, rather than an "Open" type event. This was done, in part, to prevent the uproar of denied entries as happened in 1979. Originally the plan was to grant automatic invitations to the teams that competed in all three 500-mile "Triple Crown" races in 1979 (Indianapolis, Pocono, and Ontario). However, that plan was scuttled when only one car (Danny Ongais) fulfilled those conditions, and furthermore when Ontario switched alliances to the CART series. In January 1980, the criteria for receiving an invitation to the Indianapolis 500 was announced, and essentially included any certified team in USAC or CART that was judged to have a realistic intent of making a qualifying attempt. Brand new teams were subject to review, and required written documentation of the operational plans. In general, the new invitational rules would exclude few, if any, teams in Indy car racing, whether they were part of the USAC Trail or the CART series.
The 1980 CART PPG Indy Car World Series began in April, and Indianapolis was the second race of the season. CART awarded points for Indianapolis towards their championship. After Indianapolis, Speedway officials became unhappy with the CRL arrangement. In the middle of July, after a total of five races had been run, USAC would pull out of the CRL.
Rule changes
Going into the month USAC dropped turbocharger "boost" levels to 48 inHG across the board. Previously the levels were 50 inHG, and before that 80 inHG. The rule change slowed cars down by as much as , and drew the ire of many competitors. Outspoken critics included A. J. Foyt who referred to it as "taxicab racing," and Johnny Rutherford who said it made it difficult to pass other cars.
Race schedule
Race schedule — May, 1980
Sun
Mon
Tue
Wed
Thu
Fri
Sat
1
2
3Opening Day
4Practice
5Practice
6Practice
7Practice
8Practice
9Practice
10Pole Day
11Time Trials
12Practice
13Practice
14Practice
15Practice
16Practice
17Time Trials
18Time Trials
19
20
21
22Carb Day
23Mini-Marathon
24Parade
25Indy 500
26Memorial Day
27
28
29
30
31
Color
Notes
Green
Practice
Dark Blue
Time trials
Silver
Race day
Red
Rained out
Blank
No track activity
Includes days where trackactivity was significantlylimited due to rain
Time trials
Pole Day – Saturday May 10
Johnny Rutherford's pole and race-winning Chaparral 2KThe first day of time trials opened with cloudy skies and temperatures in the low 70s (°F). Scattered rain showers were in the forecast. The favorites for the pole included Mario Andretti, Johnny Rutherford, and rookie Tim Richmond. A. J. Foyt was also a dark horse for the front row. Richmond had set the fastest lap of the month () in practice, but a crash on pole day morning sidelined him for the weekend.
Defending champion and defending pole winner Rick Mears was the first driver out to qualify at 11:00 a.m., and he set the early pace at . An hour later, Spike Gehlhausen () knocked Mears off the top spot. At 12:45 p.m., Mario Andretti took over the provisional pole with a speed of .
A short rain shower closed the track for 20 minutes.
At 2:08 p.m., Johnny Rutherford in the Jim Hall Chaparral 2K chassis (nicknamed the "Yellow Submarine" due to its bright yellow Pennzoil paint job) took to the track. Rutherford secured the pole position with a four-lap average speed of .
The next car out was Bobby Unser, who squeezed on to the front row with a speed of . A. J. Foyt, took to the track twice – the first attempt he waved off before taking the green flag, and the second attempt was aborted due to a rain shower. After a rain and hail delay of over an hour and a half, Foyt got one last chance to qualify. His speed of was good enough only for 12th starting position.
At the end of the first day of time trials, the field was filled to 16 cars.
Second Day – Sunday May 11
Three cars completed runs, with Danny Ongais () the fastest of the afternoon. Gordon Johncock, who broke his ankle in a practice crash on Thursday, got in a back-up car to qualify for 18th starting position.
Third Day – Saturday May 17
The third day of time trials was rained out. With a starting spot at Indy secured for the middle of the front row, Mario Andretti flew to Monte Carlo for the Monaco Grand Prix. Andretti would finish 3 laps down in 7th, then would return to Indy on Carburetion Day.
Tom Sneva, who had qualified 14th, wrecked his primary car during the second week of practice. His team obtained a back-up car, and Sneva arranged to drive that car in the race. According to the rules, Sneva would move to the rear of the field, and start the race in last (33rd) position.
Bump Day – Sunday May 18
The final day of time trials opened with 14 spots open. There were roughly 38 cars in the garage area prepared to qualify, and the day was expected to be busy and hectic.
Non-stop qualifying took place when the track opened at noon. The field was filled to 33 cars by 2:40 p.m. Rookie Tim Richmond was the fastest of the day at , the 5th-fastest car overall in the field. Tony Bettenhausen Jr. () was the first driver on the bubble.
The bumping began with John Martin bumping out Bettenhausen. In total, seven drivers were bumped by 4 p.m. Eventually, Martin was bumped himself.
With weather starting to enter the area at 4 o'clock, time was running out for qualifying. Gary Bettenhausen (Tony's brother) was now on the bubble. Bettenhausen survived three attempts over the next 15 minutes. At 4:20 p.m., Ron Shuman was lined up to make an attempt, but rain began to fall before he pulled away. Bettenhausen held on to make the field, and the track was closed for the day.
Carburetion Day – Thursday May 22
The final practice session before race day saw Mario Andretti set the best lap at . Tom Bagley spun and crashed in turn 3, but he was uninjured. Bill Vukovich blew his engine. A total of 31 of the 33 qualified cars took laps.
Later on, Tom Bigelow's AMI Racing/Sherman Armstrong team won the Miller Pit Stop Contest.
Tragedy struck in the infield during the session. Timothy Scott Vail, 19, of Indianapolis, was killed in the infield when his jeep overturned in the notorious "Snake Pit" area of the turn 1 infield. He suffered a fractured skull.
Starting grid
Row
Inside
Middle
Outside
1
Johnny Rutherford
Mario Andretti
Bobby Unser
2
Spike Gehlhausen
Jerry Sneva
Rick Mears
3
Johnny Parsons
Pancho Carter
Al Unser
4
Roger Rager
Jim McElreath
A. J. Foyt
5
Tom Bagley
Larry Cannon
Dick Ferguson
6
Danny Ongais
Gordon Johncock
Don Whittington
7
Tim Richmond
Gordon Smiley
George Snider
8
Billy Engelhart
Greg Leffler
Dennis Firestone
9
Hurley Haywood
Mike Mosley
Bill Whittington
10
Jerry Karl
Dick Simon
Bill Vukovich II
11
Tom Bigelow
Gary Bettenhausen
Tom Sneva†
† - Tom Sneva qualified 14th on pole day, but afterwards suffered a crash during practice. The car was replaced with a back-up car, and he was moved the rear of the field.
Alternates
First alternate: John Martin (#37) – Bumped
Second alternate: Bill Alsup – Bumped
Failed to qualify
Salt Walther (#76) – Bumped
Pete Halsmer – Bumped
Sheldon Kinser (#24) – Bumped
Tony Bettenhausen Jr. – Bumped
Roger Mears – Wave off
Joe Saldana (#69) – Wave off
Rick Muther (#82) – Spun out during qualifying attempt
Bob Harkey (#67) – Incomplete qualifying attempt
Howdy Holmes (#43, #45) – Incomplete qualifying attempt
Bill Tempero – Incomplete qualifying attempt
Ron Shuman – Incomplete qualifying attempt
Herm Johnson – Incomplete qualifying attempt
Lee Kunzman (#59) – Incomplete qualifying attempt
John Mahler (#91) – Incomplete qualifying attempt
Phil Caliva – Incomplete qualifying attempt
Rich Vogler – Mechanical problems on Bump Day
Phil Threshie (#30) – Too slow to receive qualifying sticker
Jan Sneva – Practice crash
Frank Weiss – Practice crash (fractured knee and ankle)
Larry Dickson (#80)
Tom Frantz
Janet Guthrie (#51, #55)
Jim Hurtubise (#56)
Al Loquasto (#81)
Bill Puterbaugh
Vern Schuppan (#89)
John Wood
Race summary
Pre-race
Mary F. Hulman gave the command to start engines shortly before 11:00 a.m. With Janet Guthrie failing to qualify, the command reverted to the traditional "Gentlemen, start your engines!" for the first time since 1976.
While sitting on the starting grid, polesitter Johnny Rutherford claims that a lady bug landed on his uniform — and considered it a fortuitous good luck omen.
First half
At the start, polesitter Johnny Rutherford and Bobby Unser went into turn one side-by-side, with Rutherford taking the lead. Mario Andretti settled into third. Larry "Boom Boom" Cannon and Mike Mosley were both out with engine problems in the first 5 laps.
The first of several cautions came out on lap 4, for a tow-in for Cannon. On lap 9, the yellow was out again for a crash between Bill Whittington and Dick Ferguson. Ferguson hit the inside wall in the southchute hard, sustaining a broken toe. Whittington needed assistance out of his car and suffered a broken right leg. The race was restarted, and after only one lap of green, Spike Gehlhausen crashed in turn 1.
During the sequence of pit stops and yellows, the lead changed hands several times in the first 60 laps. Rookie Tim Richmond led lap 73, then on lap 74, Tom Sneva set an Indy 500 record by leading the race after starting last (33rd). Sneva led the next 11 laps.
After leading 10 laps during the race, and being in contention, Mario Andretti dropped out with engine trouble.
Second half
At the halfway point, 20 cars were still running. Bobby Unser led at the halfway point. Johnny Rutherford, Rick Mears, and Tom Sneva were all in the top five.
Bobby Unser dropped out with turbo failure after 126 laps. Jerry Sneva crashed in turn one on lap 132 while two laps down, suffering a bruised knee. With Unser out, Johnny Rutherford dominated most of the second half, but Tom Sneva and Rick Mears both managed to lead laps, and were far from out-of-contention.
On lap 172, Rick Mears took the lead, with Sneva second, Rutherford third. One final scheduled pit stop remained for the leaders. Rutherford was the first to pit, under green. A. J. Foyt brought out the yellow on lap 177 for stalling in turn 3. Mears held a 20-second lead. Tom Sneva ducked into the pits under the yellow for tires and fuel. One lap later, leader Mears was in the pits. Mears gambled with track position, and took on only fuel. Still under the yellow, Johnny Rutherford assumed the lead, and Mears' strategy failed and he dropped to third.
Finish
In the final 20 laps, Johnny Rutherford held a comfortable lead over Tom Sneva, and was pulling away at will. Third place was now being dueled out between Gary Bettenhausen and Gordon Johncock. In the final stages, Rick Mears ducked into the pits for an unscheduled stop to change a punctured tire, which dropped him from contention.
With Rutherford cruising to a certain victory, and second-place Sneva also unchallenged, the attention began to focus on the battle for third place. Gordon Johncock was tucked right behind Gary Bettenhausen. Danny Ongais (7th place) was right with them, albeit a lap down. On the final lap, Bettenhausen held a car-length advantage as they approached turn 4. Suddenly, Ongais smacked the outside wall exiting turn four. Johncock attempted a slingshot pass at the line, but Bettenhausen held him off for third place by 0.27 seconds.
Rutherford won his third Indy 500 by a margin of 29.92 seconds over Tom Sneva. Sneva was lauded for charging from last starting position (33rd) to a second-place finish. He became the first driver in Indy history to do so. He missed, by 29 seconds, becoming the first driver in history to win the Indy 500 after starting dead last. Sneva was disappointed by the defeat stating: "The car was good but it looks like no matter how good I am or how good the car is, I will always just be finishing second."
As Rutherford was pulling into the pits off his victory lap, rookie Tim Richmond ran out of fuel and stopped at the head of the mainstretch. Richmond, the future NASCAR star and "hot shot" personality on the circuit, led one lap during the race, was credited with 9th place, and won the rookie of the year. Rutherford stopped next to Richmond's car, and signaled for Richmond to hop on board and ride back to the pits. With much applause from the crowd, Richmond rode in on the sidepod of the winner's machine and the two exchanged congratulatory waves and handshakes.
The race was slowed by a then-record 13 cautions for 65 laps - race records that would stand until 1988 and 1992, respectively.
Box score
Finish
Start
No
Name
Qual
Laps
Status
1
1
4
Johnny Rutherford
192.257
200
2
33
9
Tom Sneva
185.290
200
+29.29 seconds
3
32
46
Gary Bettenhausen
182.463
200
+33.34 seconds
4
17
20
Gordon Johncock
186.075
200
+33.61 seconds
5
6
1
Rick Mears
187.491
199
+1 lap
6
8
10
Pancho Carter
186.480
199
+1 lap ‡
7
16
25
Danny Ongais
186.606
199
+1 lap
8
31
43
Tom Bigelow
182.547
198
+2 laps
9
19
21
Tim Richmond
188.334
197
+3 laps
10
23
44
Greg Leffler
183.749
197
+3 laps
11
22
29
Billy Engelhart
184.237
193
+7 laps
12
30
2
Bill Vukovich II
182.741
192
+8 laps
13
18
96
Don Whittington
183.927
178
+22 laps
14
12
14
A. J. Foyt
185.500
173
Valve
15
21
16
George Snider
185.386
169
Engine
16
24
18
Dennis Firestone
183.701
137
Transmission
17
5
7
Jerry Sneva
187.852
130
Crash T1
18
25
99
Hurley Haywood
183.561
127
Fire
19
3
11
Bobby Unser
189.994
126
Turbocharger
20
2
12
Mario Andretti
191.012
71
Engine
21
28
38
Jerry Karl
183.011
64
Clutch
22
29
8
Dick Simon
182.787
58
Lost wheel
23
10
66
Roger Rager
186.374
55
Crash SC
24
11
23
Jim McElreath
186.249
54
Crash SC
25
20
70
Gordon Smiley
186.848
47
Turbocharger
26
7
15
Johnny Parsons
187.412
44
Piston
27
9
5
Al Unser
186.442
33
Cylinder
28
13
40
Tom Bagley
185.405
29
Pump
29
4
35
Spike Gehlhausen
188.344
20
Crash T1
30
27
94
Bill Whittington
183.262
9
Crash T1
31
15
26
Dick Ferguson
182.880
9
Crash T1
32
26
48
Mike Mosley
183.449
5
Gasket
33
14
95
Larry Cannon
183.253
2
Camshaft
‡ Pancho Carter was penalized one lap for passing the pace car under yellow on lap 58. At the end of the race, Carter was running approximately 20 seconds behind Rutherford; the penalty reduced his standing from 2nd to 6th. Carter's team protested the ruling, claiming he was waved past the pace car, but USAC upheld the penalty.
Race statistics
Lap Leaders
Laps
Leader
1-15
Johnny Rutherford
16-17
Roger Rager
18
George Snider
19-24
Gordon Johncock
25-30
Bobby Unser
31-35
Gordon Johncock
36-39
Pancho Carter
40-46
Johnny Rutherford
47-56
Mario Andretti
57
Pancho Carter
58-72
Johnny Rutherford
73
Tim Richmond
74-84
Tom Sneva
85-103
Bobby Unser
104-113
Johnny Rutherford
114-116
Rick Mears
117
Bobby Unser
118-142
Johnny Rutherford
143-147
Tom Sneva
148-171
Johnny Rutherford
172-178
Rick Mears
179-200
Johnny Rutherford
Total laps led
Leader
Laps
Johnny Rutherford
118
Bobby Unser
26
Tom Sneva
16
Gordon Johncock
11
Mario Andretti
10
Rick Mears
10
Pancho Carter
5
Roger Rager
2
Tim Richmond
1
George Snider
1
Caution Periods
13 for 65 laps
Laps
Reason
4-6
Cannon stalled in turn 1
10-18
Bill Whittington/Ferguson crash turn 2
21-24
Gelhausen crash turn 1
30-33
Bagley stalled on backstretch
45-49
Parsons stalled in turn 1
57-62
Rager/McElreath crash in south chute
72-75
Andretti stalled on backstretch
85-90
Don Whittington spin in turn 4
118-124
Simon lost wheel
132-137
Jerry Sneva crash in turn 1
142-146
Firestone stalled on backstretch
157-159
Debris
177-179
Foyt stalled in turn 3
Broadcasting
Radio
The race was carried live on the IMS Radio Network. Paul Page served as anchor for the fourth year. Lou Palmer reported from victory lane. Rodger Ward, who previously served as a commentator for ABC Sports, joined the crew as "Driver Expert." It was the first time that a former winner served as the expert. This was the last year of Bob Jenkins on the Backstretch. This would be the final year for Darl Wibel on the crew.
The reporting location for turn one was located atop the Southwest Vista grandstand, whereas in other years it was normally in the upper deck of the E Stand.
Indianapolis Motor Speedway Radio Network
Booth Announcers
Turn Reporters
Pit/garage reporters
Chief Announcer: Paul Page
Driver expert: Rodger Ward
Statistician: John DeCamp
Historian: Donald Davidson
Turn 1: Ron Carrell
Turn 2: Howdy Bell
Backstretch: Bob Jenkins
Turn 3: Doug Zink
Turn 4: Darl Wible
Jerry Baker (north pits)Chuck Marlowe (north-center pits)Luke Walton (south-center pits)Lou Palmer (south pits)
Bob Forbes (garages/hospital)
Television
The race was carried in the United States on ABC Sports on a same-day tape delay basis. For the first time, the broadcast was expanded to three-hours. Chris Schenkel rode along and reported live from inside one of the pace cars at the start of the race.
The broadcast has re-aired on ESPN Classic since May 2011.
ABC Television
Booth Announcers
Pit/garage reporters
Host: Chris Schenkel
Announcer: Jim McKay
Color: Jackie Stewart
Chris EconomakiSam PoseyDave Diles
Gallery
File:Indy 500 Pace Car.jpg|1980 Pontiac Trans Am pace car |
Introduction
Sports betting systems are sets of events that when combined for a particular game for a particular sport represent a profitable betting scenario. Since sports betting involves humans, there is no deterministic edge to the house or the gambler. Systems supposedly allow the gambler to have an edge or an advantage.
Sportsbooks use systems in their analysis to set more accurate odds. Therefore, the novice gambler may believe that using a system will always work, but it is the general consensus that at some point the oddsmakers will have adjusted for the system to make it no longer profitable. Very short-lived systems are called trends. Any single event that estimates a selection to have a higher likelihood of winning is called an angle as they are meant to be used in conjunction with other angles and trends to produce systems.
Overview
Systems can be deceiving. Any sample space can be constrained enough with meaningless criteria to create the illusion of a profitable betting system. For example, a coin can be flipped with heads being home teams and tails being road teams. Heads and tails each have a 50% probability of landing but if the amount of flips is limited to a small number, it is conceivable to create the illusion of predicting heads will come up 75% of the time.
That, and that sportsbooks adjust their odds according to the systems, makes it difficult to follow systems indefinitely. The sportsbooks are slower to adjust the odds in some sports versus other sports depending on the number of games played and the amount of money they take in from bettors.
Betting systems based on statistical analysis have been around for a while, however they have not always been well known. One group that was known for their accurate predictions was called The Computer Group. They formed in Las Vegas in 1980 and successfully wagered on college football and basketball games for years making millions. Michael Kent, co-founder and one of the lesser-known individuals of the group, would use his computer software to run through massive amounts of data, which then provided the group's network of bettors with useful information. The network of bettors would then bet on games in which they had a statistical advantage (as determined by the software). Billy Walters, who was profiled on 60 Minutes, was the most famous member of the group.
Sports betting systems have not always been well trusted or liked by bettors. The stigma is that a sporting event has too many intangibles that a machine can't predict. However, things have begun to change recently as owners of teams have begun to take notice of the value in statistics. Front offices have hired noted statistical analysts such as Jeff Sagarin.
Books like Sabermetrics by Bill James, and Basketball on Paper by Dean Oliver, have begun to bring detailed statistical analysis to the forefront of sports betting systems. Blogs are now being written more frequently about the topic and sports handicapping services have made claims of great success using sports betting systems from advanced statistical research.
Determining systems
Determining systems is a matter of using computer analysis tools and extracting all the possible games that meet a bettor's criteria. Then the bettor analyzes the results of those games to make a determination if one team is favored over the other.
Types
Regression analysis
Regression analysis is a type of statistical technique used to determine the important factors that affect the outcome of the event. In the case of sports betting this is usually done with multivariate linear regression. Because sports events are very complicated and there are many factors it is extremely difficult, if not impossible, to be able to accurately identify each variable that affects the outcome of the game. Also, regression analysis assigns a "weight" to each factors that identifies how much it affects the outcome of the event. Regression analysis has become so sophisticated that some gamblers actually perform it as a full-time job. For example, Advanced Football Analytics ran a multivariate linear regression on the outcomes of American football games. The results determined that the most important aspect to winning the game was passing efficiency.
One of the problems that results from using linear regression is determining causation vs. correlation. Simply put, it is being able to identify the difference between something causing an event and something happening because of an event. Regression analysis is able to identify that events tend to occur together (or the opposite), but not if one causes the other.
Regression analysis also falls short in certain cases which are more difficult to model. For instance, in football, 3 or 7 points are typically scored at a time, so bets involving a final score frequently include combinations of these two numbers. However, a simple linear regression will not accurately model this.
Statistical anomalies
These are deviations from the common rule and give you a competitive advantage. In gridiron (American football), the most common margin of difference in the final score is 7 points (equal to one touchdown plus extra point) or 3 points (one field goal.) There can be missed extra points, safeties and conversions. But, they only come into play in a fractional percentage of game outcomes. This point statistical distribution factor opens up the possibility of statistical anomalies.
To find anomalies one needs to cautiously review players and team statistics. One should also know significant factors such as: injuries, does the team tend to win more in indoor or outdoor sports stadiums, weather (for outdoor games), what atmospheric conditions is the team used to playing in, etc. You can also look for anomalies based on public opinion and team psyche.
Factors that are used into determining betting systems are a mix of psychological, motivational, biological, situational factors that, based on past performances, support one team over another. It is generally believed that more than one factor pointing towards a team is needed to have a successful betting system. |
Introduction
DJ Irene is an American electronic dance music DJ and producer.
Discography
Albums
Hard House Diva
Global House Diva
Audio Underground
Global House Diva 2
Phonosynthesis
Fearless
Rockstar
Live
Ultra.Trance 06
Rockstar Royalty
Dissonance
Singles
"Weatha Beatin Hoochie Bitch" feat. Stacey Hollywood (1998) |
Introduction
The 65th Indianapolis 500 was held at the Indianapolis Motor Speedway in Speedway, Indiana on Sunday, May 24, 1981. The race is widely considered one of the most controversial races in Indy history. Bobby Unser took the checkered flag as the winner, with Mario Andretti finishing second. After the conclusion of the race, USAC officials ruled that Unser had passed cars illegally while exiting the pit area during a caution on lap 149 (of 200). Unser was subsequently issued a one-position penalty. The next morning, the official race results were posted, and Unser was dropped to second place. Mario Andretti was elevated to first place and declared the race winner.
A firestorm of controversy followed the ruling. After a lengthy protest and appeals process, the penalty was rescinded, and Unser was reinstated the victory on October 9. Officially, it became Unser's third-career Indy 500 victory and his final win in Indy car competition. Unser stepped out of the car at the end of the season, and ultimately retired from driving.
The race was officially part of the 1981–82 USAC season. However, most of the top entrants participated in the 1981 CART PPG Indy Car World Series. Championship points for the 1981 Indy 500 were not awarded towards the CART title.
The hectic month of May 1981 was interrupted several times by rain. Pole qualifying stretched over three days due to inclement weather, and several days of practice were cut short or lost due to rain. The 1981 race is also remembered for the horrifying crash of Danny Ongais, and a major pit fire involving Rick Mears. Ongais was critically injured, and Mears suffered burns, but both drivers would recover. Another major pit fire occurred later in the season at the Michigan 500, prompting new rules and standards to be put in place regarding the safety of fueling rigs.
Background
Three years into the first open wheel split, the sport of Indy car racing began settling into a mostly stabilized environment by 1981. The upstart CART series sanctioned the season of races. The Indianapolis 500 itself became an invitation-only race sanctioned by USAC, involving the CART regulars and various one-off entries. USAC kept alive their own "Gold Crown" championship, running Indy and the Pocono 500 in June 1981.
A record total of 105 entries were expected to shatter the previous records for drivers on the track and qualifying attempts. Speed-cutting measures were still in place, and no drivers were expected to challenge the track records in 1981. The biggest rule change by USAC during the offseason was the banning of ground effects side skirts on the sidepods.
Mario Andretti, as he had done in previous years, planned to race at Indianapolis in-between his busy, full-time Formula One schedule. His plans included qualifying at Indy on pole day weekend (May 9–10), then flying to Europe for the Belgian Grand Prix (May 17). After Belgium, he would fly back to Indianapolis in time for race day (May 24).
In response to a spectator fatality in the infield in 1980 (the result of an overturned Jeep), track management decided to take deliberate steps to curtail the revelry in the infamous "Snake Pit". For the 1981 race, bleachers were erected in the turn one infield. Over the next few years, additional capital improvements further scaled back the size of the area, and eventually the intensity of the rowdiness dropped substantially.
Race schedule
For the first time, USAC held a special test session for first-time drivers. The first-ever Rookie Orientation Program was organized and held over three days in early April. It allowed newcomers the opportunity to take their first laps at the Speedway and acclimate themselves to the circuit in a relaxed environment. It would be held without the pressure of veteran drivers crowding the track, without the distraction of spectators, and with minimal media coverage. The drivers were allowed to take the first phases of their rookie test during the ROP. They would then return to complete the final phase of the test during official practice in May.
Since the 500 had been moved to the Sunday of Memorial Day weekend, the 1981 race marked the earliest date (May 24) on which the race had ever been held. According to the calendar, May 24 is also the earliest date in which it can be scheduled.
Race schedule — April 1981
Sun
Mon
Tue
Wed
Thu
Fri
Sat
1
2
3
4ROP
5ROP
6ROP
7
8
9
10
11
Race schedule — May 1981
1
2Practice
3Practice
4Practice
5Practice
6Practice
7Practice
8Practice
9Pole Day
10Time Trials
11Practice
12Practice
13Practice
14Practice
15Practice
16Time Trials
17Time Trials
18
19
20
21Carb Day
22Mini-Marathon
23Parade
24Indy 500
25Memorial Day
26
27
28
29
30
31
Color
Notes
Green
Practice
Dark Blue
Time trials
Silver
Race day
Red
Rained out
Blank
No track activity
Includes days where trackactivity was significantlylimited due to rain
ROP – denotes RookieOrientation Program
Practice and qualifying
Practice – week 1
Practice started on Opening Day, Saturday May 2. The two most notable rookies of the field made most of the headlines for the afternoon. Young Josele Garza (actually 19 at the time, lied on his entry form to say he was 21) and Geoff Brabham both passed their rookie tests.
On Sunday May 3, Al Unser became the first driver to practice over . A day later, his brother Bobby Unser pushed the speeds over . The first incidents of the month occurred Monday, when Gordon Smiley spun, and Pete Halsmer crashed in turn 4.
Tuesday (May 5) was completely rained out, and Wednesday (May 6) was windy, keeping the speeds mostly down. A record 50 cars took to the track on Thursday (May 7), with Mario Andretti fastest of the day at .
On Friday, the final day of practice before pole day, Penske teammates Bobby Unser and Rick Mears were hand-timed just a tick below . Mario Andretti was a close third over .
Time trials – weekend 1
On Saturday May 9, rain delayed the start of pole position time trials until 3:34 p.m. An abbreviated session saw only 9 cars finish qualifying runs. A. J. Foyt was the fastest of the nine, sitting on the provisional pole at . Rain stopped qualifying for the day at 5:49 p.m., and pushed pole qualifying into the next day.
On Sunday May 10, pole position qualifying was scheduled to resume. Rain fell all afternoon, however, and canceled all track activity for the day. 27 cars were still eligible for the pole position, and the resumption of pole day qualifying was scheduled for the following Saturday.
Among the cars not yet qualified was Mario Andretti, who was due to be in Belgium for the Grand Prix the following weekend. His plans to put the car safely in the field on pole weekend were thwarted, and a contingency plan would have to be made.
Practice – week 2
Rain continued to fall, and washed out practice on Monday (May 11). On Tuesday May 12, the barrier was finally broken in practice for the month by Danny Ongais. Mario Andretti took his final practice run of the week, and departed for Belgium. Two major crashes occurred, involving Phil Caliva and Phil Krueger. Tim Richmond and Larry "Boom Boom" Cannon both were involved in spins, but suffered no contact.
On Wednesday May 13, Rick Mears pushed the fastest speed of the month to . Retired veteran driver Wally Dallenbach climbed into Mario Andretti's car, and began to take some shake down laps. Due to Andretti's absence for the rest of the week, the Patrick Racing team decided to have Dallenbach qualify the car for him. On race day, Andretti would take over the cockpit once again. Dallenbach was quickly up to speed, over on his first day.
Rain closed the track on Thursday. On Friday, Bobby Unser upped the speed even further, turning a lap of . A record 63 cars took to the track on the final full day of practice. World of Outlaws star, and Indy rookie Steve Kinser crashed in turn 1.
Time trials – weekend 2
Pole day time trials resumed on a sunny Saturday May 16. About a half-hour into the session, Bobby Unser took over the pole position with a four-lap average of . Meanwhile, Wally Dallenbach put Mario Andretti's car safely in the field at over . Mike Mosley squeezed himself into the front row posting a run. Moments later, Rick Mears took to the track. After a lap over , his car developed a vibration, and he was forced to wave off, giving up his chance for the pole position. Pole qualifying continued until 2:00 p.m., when the original qualifying line was finally exhausted. Bobby Unser was awarded the pole, and the next round of qualifying began.
After pole qualifying was over, Tom Sneva qualified his car at . It was the fastest speed of the month, but since it did not take place in the pole round, he was not eligible for the pole position. Later in the day, Rick Mears took a back-up car out to qualify, but had to settle for a slower speed, and 22nd starting position. A very busy day saw the field filled at 5:00 PM and two drivers being bumped. A total of 53 qualifying attempts were made on Saturday, breaking the previous single day record of 45.
On Sunday, bump day time trials were very busy. Ten cars were bumped during 25 attempts. The last complete attempt saw Jerry Sneva bump Jerry Karl. However, after being tipped off by another driver, Karl protested and Jerry Sneva was disqualified for using too much boost during his qualification attempt. It marked the first time since 1934 that the venerable Offenhauser engine did not make the race.
Carburetion Day
On Thursday May 21, the final scheduled practice session was held. All 33 qualified cars, along with 2 alternates, took laps. Mario Andretti returned from Belgium, and practiced in his already-qualified car. Jerry Karl was arrested during the week, but would be released on bond in time for race day. Bob Harkey practiced his car for him.
The starting grid was altered slightly after qualifying. Wally Dallenbach, who qualified Mario Andretti's car 8th, stepped aside as planned, and the car moved to the rear of the grid. In addition, George Snider vacated his ride in favor of Tim Richmond.
Bobby Unser continued his dominance of the month, and led the speed chart for the afternoon, with a hand-timed lap of . Later in the afternoon, hoping to sweep the month, his Penske Racing pit crew also guided him to a victory in the Miller Pit Stop Contest.
Starting grid
Row
Inside
Middle
Outside
1
Bobby Unser
Mike Mosley
A. J. Foyt
2
Gordon Johncock
Johnny Rutherford
Josele Garza
3
Bill Alsup
Gordon Smiley
Al Unser
4
Pancho Carter
Gary Bettenhausen
Kevin Cogan
5
Bob Lazier
Tom Bigelow
Geoff Brabham
6
Tony Bettenhausen Jr.
Steve Krisiloff
Vern Schuppan
7
Larry Dickson
Tom Sneva
Danny Ongais
8
Rick Mears
Sheldon Kinser
Pete Halsmer
9
Michael Chandler
Don Whittington
Bill Whittington
10
Dennis Firestone
Scott Brayton
Tom Klausler
11
Jerry Karl
Mario Andretti
Tim Richmond
Notes
Car of Mario Andretti qualified 8th by Wally Dallenbach (moved to 32nd on grid for race day)
Car of George Snider qualified 29th, sold to Tim Richmond (moved to 33rd on grid for race day)
Alternates
First alternate: Herm Johnson – Bumped
Second alternate: Bill Engelhart (#29) – Bumped
Failed to Qualify
George Snider (#84) – Sold qualified car to Richmond
Steve Chassey – Bumped
Larry Cannon (#96, #99) – Bumped
Tom Bagley (#43) – Bumped
Tim Richmond (#21) – Bumped; purchased Snider entry
Roger Mears – Bumped
John Mahler (#92, #93) – Wave off
Dick Simon (#22) – Wave off
Bill Tempero – Wave off
Harry MacDonald – Wave off
Bob Frey – Wave off
Phil Caliva – Wave off
Bill Vukovich II (#42) – Wave off
Ken Hamilton – Wave off
Johnny Parsons (#8, #12, #18) – Wave off
Jerry Sneva (#17, #34, #72, #74) – Disqualified after qualifications had ended
Spike Gehlhausen (#23, #34) – Wrecked during qualifying attempt
Phil Krueger – Wrecked during qualifying attempt
Roger Rager (#21, #66) – Blew engine during qualifying attempt
Jim Hurtubise (#65) – Blew engine during qualifying attempt
Tom Klauser (#51) – Incomplete attempt
Chip Mead – Incomplete attempt
Rich Vogler – Incomplete attempt
Steve Kinser – Practice crash
Joe Saldana (#24, #69) – Practice crash
Steve Ball
Dick Ferguson (#95)
Bob Harkey (#71, #89, #96)
Bubby Jones (#58)
Greg Leffler (#43, #44)
John Martin (#57)
Jim McElreath (#26)
Larry Rice (#52)
Phil Threshie (#67)
Frank Weiss
Dale Whittington
Jim Buick – Practice only
Jerry Miller – Passed rookie test
Pat Bedard – Passed rookie test
Race recap
Ticket stub
Start
The field accelerated as it came through turn 4, anticipating the green flag. To the shock of many drivers in the back of the field, the green flag wasn't waved until Bobby Unser crossed the start-finish line, and many of the back-row markers did not see the green flag until the front-runners accelerated away through turn 1.
Bobby Unser took the lead into turn 1, and pulled away from the field, with Johnny Rutherford moving up from row 2 into second place. Mike Mosley, who started 2nd, blew a radiator on lap 16 and finished in last place. Tom Sneva, with the fastest car in the field, charged from the 20th starting position to third place by lap 20. Unser pitted on lap 22 and Rutherford took the lead, only to go out three laps later with a broken fuel pump. Sneva led for a lap, then pitted under the yellow flag for Rutherford's tow-in. Unser made a second pit stop on lap 32 when Don Whittington's accident brought out another yellow, which was extended when Gary Bettenhausen's car stopped on the backstretch. Sneva inherited the lead ahead of Gordon Smiley and Rick Mears, with Bobby Unser fourth.
On lap 39, the field anticipated the green flag and started accelerating between turns 3 and 4. Just then, USAC changed their minds and ordered the pace car to stay on the track. By then, Tom Sneva had accelerated through turn 4 and passed the pace car. Realizing his mistake, Sneva slowed down and blended back behind the pace car, although two more cars passed it before also slowing down. Deciding that it was the result of their own mistake, USAC decided not to impose any penalties for the potential infraction. Sneva held the lead until the second round of pit stops began on lap 56. Sneva pitted first, but the car stalled as he tried to pull away. As Sneva's crew tried to re-fire the engine, new leader Rick Mears pulled into his pit directly behind Sneva.
Mears pit fire
When Rick Mears pitted on lap 58, fuel began to gush from the refueling hose before it had been connected to the car. Fuel sprayed over the car, Mears and his mechanics, then ignited when it contacted the engine. Methanol burns with a transparent flame and no smoke, and panic gripped the pit as crew members and spectators fled from the invisible fire. Mears, on fire from the waist up, jumped out of his car and ran to the pit wall, where a safety worker, not seeing the fire, tried to remove Mears' helmet. Meanwhile, Mears' fueler, covered in burning fuel, waved his arms frantically to attract the attention of the fire crews already converging on the scene. By this time the safety worker attending to Mears had fled, and Mears, in near panic at being unable to breathe, leaped over the pit wall toward another crewman carrying a fire extinguisher, who dropped the extinguisher and also fled. Mears tried to turn the extinguisher on himself, but at this point his father, Bill Mears, having already pulled Rick's wife Deena to safety, grabbed the extinguisher and put out the fire. His mechanics had also been extinguished, and the pit fire crew arrived to thoroughly douse Mears' car.(19)
Thanks to quick action by Bill Mears and the fact that methanol produces much less heat than gasoline, no one was seriously hurt in the incident. Rick Mears and four of his mechanics (including Derrick Walker, a future crew chief on the Penske team) were sent to hospital, and Mears underwent plastic surgery on his face, particularly on his nose which caused him to miss the next race at Milwaukee the following week. The incident prompted a redesign to the fuel nozzle used on Indycars, adding a safety valve that would only open when the nozzle was connected to the car.(20)
Meanwhile Gordon Smiley led lap 57 to lap 58, his first and only lap led in his career at Indianapolis.(19)
Danny Ongais crash
Only minutes later, Danny Ongais came into the pits on lap 63 as the leader of the race, but problems during the stop caused it to drag on for 46 seconds. After finally leaving the pits, Ongais approached a slower car at the end of the backstretch. Perhaps still upset about the long stop, he made a late pass going into turn 3. Carrying too much speed into the turn, the car drifted out into the gray and the rear tires lost traction. Ongais tried to correct the slide by turning right, and the car hooked to the right and crashed nearly head-on into the wall. (A year later, Gordon Smiley lost control at the same turn in the same way, but crashed directly head-on and was killed.) The front end of the car was ripped away, leaving an unconscious Ongais completely exposed in the cockpit as the car continued around turn 3, a long trail of fire from burning oil. Safety crews quickly surrounded the car and used the Jaws of Life to extricate Ongais, who suffered a concussion and badly broken feet and legs. Remarkably, Ongais made a full recovery and raced again at Indianapolis just one year later.
Unser pit incident
On lap 131, Tom Sneva, who fell 35 laps down after his engine stall on lap 58, was eliminated when his engine failed. He stopped his car in the infield grass of turn 1 and climbed out. Sneva, after having the fastest car, was frustratedly out of the race with a blown engine. In an interview with Chris Economaki minutes later, Sneva said that the engine stall happened because he couldn't get the car in gear and once the problem was fixed the engine began to have problems and finally came apart on Sneva's 96th lap.
Pete Halsmer crashed out of the race on lap 135 and the caution waved again soon afterwards for Josele Garza's accident. He was uninjured. Despite crashing, Josele Garza's effort in the race won him the 1981 Indianapolis 500 Rookie of the Year award. After three laps of caution, the race resumed with Mario Andretti as the race leader and Bobby Unser in second.
On lap 146, Tony Bettenhausen Jr. had a tire going down, which he at the time was unaware of. Approaching turn four, the tire deflated, and Bettenhausen attempted to move out of the groove and out of traffic. In the process, he touched wheels with Gordon Smiley, sending Smiley's car spinning and into the wall backwards in turn 4. Three laps later, leader Mario Andretti and second place Bobby Unser went into the pit area for service. Unser finished his pit stop first, and was the first out. Andretti followed a few seconds behind.
While the two cars were exiting the pits, the pace car was leading the field at reduced speed through turns 1 and 2. Bobby Unser stayed on the track apron, below the painted white line, and proceeded to pass 14 cars. He took his place in line as the fifth car immediately behind the pace car, still the overall race leader. Mario Andretti himself also passed two cars before he blended into the field in the south short chute. Both drivers' actions went largely unnoticed at the time. Andretti claimed that he immediately called his pit crew on the radio and told him that Unser had passed cars under the yellow. A couple of the lapped cars ahead of Unser subsequently pitted, thus Unser took the green flag on the ensuing restart as the third car in line. Unser quickly dispatched of the lapped cars by turn four, and took a commanding lead into turn one.
The race stewards investigated Andretti's claim, but no track observers had witnessed Unser's infraction. No penalty was considered for Unser passing under yellow while the race was in progress.
No announcers in the live radio broadcast made note of any yellow flag passes, nor was it reported that any penalty for doing so was under consideration.
The ABC television broadcast, a delayed broadcast that aired later in the evening, was later found to have its commentary recorded in post production. As a result, broadcasters were made aware of the incident during post production as commentary was being recorded. They noticed Unser's passes as they occurred while viewing the video in the session, then expressed astonishment at them.
Finish
After Unser's controversial move under caution, the race restarted on lap 152. Bobby Unser quickly established himself as the fastest car on the track since Sneva dropped out, taking a 5-second lead on second place. However, Andretti was able to catch up to Unser in spite of losing so many positions under the yellow. Andretti made a move on a lap 166 restart, briefly taking the lead from Unser in turn 1. Unser returned the favor into turn 3, passing Andretti and quickly establishing a rapid pace. By that point, Andretti started having a tire leak, which caused him to eventually lose second place to his teammate, Gordon Johncock.
On lap 178, the drivers on the lead lap were Unser, Johncock, and Andretti. A yellow flag came out, which allowed Johncock and Andretti to catch a break. Pit stops were made, and Johncock emerged as the new leader. Johncock led the next three laps before he got passed by Unser. Johncock would later suffer a blown engine with 8 laps to go, handing second place to Andretti. Bobby Unser assumed the lead on lap 182, with Mario Andretti second, running over 8 seconds behind. Although Unser slowed his pace during the final two laps, he held on to win by 5.180 seconds, one of the closest finishes at Indianapolis to that point.
Bobby Unser celebrated his third Indy 500 victory (also 1968 and 1975), while Mario Andretti was lauded for charging from 32nd starting position to a 2nd place finish. Unser made a total of ten pit stops, a record for the most ever by a winner. In victory lane a satisfied Bobby Unser made no mention of a controversy about his win when interviewed by ABC's Chris Economaki. Though it was not widely noted at the time, it is believed that Unser did not partake in the traditional victory lane bottle of milk.
Controversy
Bobby Unser finished first but was penalized after the race for an infraction, and was dropped to second place in the official results. He was reinstated the victory on October 9.
Mario Andretti finished second, but was declared the winner after Bobby Unser's penalty was issued. Andretti was returned to second on October 9 when Unser's victory was reinstated.
Post race
Shortly after the race was over, rumblings over a possible protest or penalty were beginning to surface around the garage area. Andretti's team Patrick Racing, as well as other drivers, were voicing complaints over Bobby Unser passing cars under the yellow on lap 149. Word of the incident reached chief race steward Thomas W. Binford by mid-evening. At the time, it was the policy of USAC to post official results for the Indianapolis 500 at 8 a.m. the morning after the race, and that any protest of that result could be filed after the race results were posted. In a taped interview with Chris Economaki three hours after the race ended, Binford announced that he would be reviewing the video of lap 149 with the board overnight and that based on what he saw, Unser was likely to get penalized for the passes.
Television controversy
ABC televised the race on same-day tape delay at 9 p.m. EDT. At the time, it was the policy of ABC Sports to record live booth commentary of the race at the start of the race and at the end of the race. For the remaining portions of the race, semi-scripted commentary was recorded during post-production.
Unlike the live radio broadcast, which did not notice nor mention the infraction, the television broadcast focused heavily on the incident, and reported it as it was being aired. It was later revealed that commentators Jim McKay and Jackie Stewart had provided the lap 149 incident commentary in post-production, and did so with the knowledge that a protest of Unser's actions was in the works.
After the end of the race and Unser's victory lane interview was aired on tape delay, a live segment of broadcast concluded ABC's race coverage at approximately 11:45 p.m. EDT (10:45 p.m. IST). At that late hour, Mario Andretti sat with broadcasters Jackie Stewart and Jim McKay in the broadcast booth, and announced that a protest was in process:
"Well, there is a protest in process, mainly because we're talking about an unusual infraction of the rules. The one particular rule we dwell on quite a bit during the private and also the public drivers are passing under yellow. This one instance where Bobby and I were exiting the pits, I was right behind him... I just lost sight. He went about 7...8...9 cars in front of me..."
It was followed by the previously recorded interview with chief steward Tom Binford with Chris Economaki, with the assertion that video would be reviewed overnight, and that Unser was likely to be penalized. The overall broadcast was considered misleading, and biased against Unser, for several reasons:
It suggested that Unser's infraction was noticed by – and was immediately obvious to – ABC's broadcast booth at the time it occurred, based on the impromptu nature of conversation, and surprise, both McKay and Stewart emoted. Their remarks were recorded later, after they had knowledge of both Unser's win, and that a protest of Unser's infraction could in fact cost him the race win.
The broadcast focused only on Unser's infraction, as it had earlier been relayed to them, and did not mention Andretti's. It was later shown on the official highlight film that as Andretti watched Unser in front of him passing a dozen cars, Andretti himself had passed one or two cars too, but A. J. Foyt (a lapped car) claimed that he had waved Andretti by – which was permissible under the rules – to allow Andretti to blend in closer to the lead lap drivers. That did not come to light until later, and was not considered reason to revise the official standings for a second time.
ABC's race-end coverage featured Andretti in the booth, live, announcing his intention to protest the results, while they stated that Unser was not available for comment or interview. However, Unser later disputed that, claiming he was at the Howard Johnson's motel down the street, and that the media was provided with a direct phone number in case they needed to contact him. Furthermore, according to Robin Miller in a 2017 interview, television had little excuse because it was well-known around the paddock that Unser stayed at the hotel in question because he was a 'cheapskate'.
Stewart, in the post-produced coverage, singled out Unser for making a mistake that he could be penalized for, and suggested both that it was a severe infraction, and that he should have known better.
Unser took ABC's coverage, and Stewart's in particular, personally. In answer to this, Stewart said, "Bobby was upset. He said that if it had not been for me and ABC, USAC wouldn't have had to take action. My job is not to advise officials, but it is to inform my viewers. Had I not pointed that out to illustrate an infraction of the regulations as I understood them, I would have done a great disservice to the audience."
Official results
USAC spent the night reviewing race tapes and scoring reports. At 8 a.m. EST Monday morning, the official results of the race were posted. Bobby Unser was charged with passing cars under the yellow, and was penalized 1 position for the infraction. The penalty dropped Unser down to second place, and elevated Mario Andretti to first place. Andretti was declared the victor, and for the moment it made him a two-time Indianapolis 500 winner.
That night, the traditional Victory Banquet was held at the Indiana Convention Center in downtown Indianapolis, with Andretti the new guest of honor. The mood was subdued, and the event was overshadowed by large-scale media attention (Bobby Unser did not attend the banquet). The winner's share of the purse was announced, but the pay envelope presented to Andretti was empty. Andretti was presented with the official pace car but was not given the keys. Ted Koppel's Nightline focused the evening's program on the controversy and included a live interview with Andretti who compared the situation to the 1978 Italian Grand Prix, a race in which he won on the track, but was stripped of victory when officials deemed he jumped the start.
:Andretti stated in an interview during the banquet: "I am glad the officials did the right thing but it still is sad. When Bobby won he went through all the hoopla and got to experience victory lane and the other things a winner gets to experience in victory lane...then it was taken from him and given to me. And I will never get to experience that myself."
Penske Racing, Bobby Unser's team, immediately filed an official protest of the decision. On the Wednesday (18) after the race, a five-person panel of officials (led by Tom Binford), denied the protest. Roger Penske subsequently filed an appeal to the USAC Appeals Board. Bobby Unser refused to take a part willingly in the appeal stating (17):
:"It's already been ruined for me. I'm very bitter. I'm not waiting for the decision either. The damage has already been done and I will paint racing out of my future if I was drawing my future."
Protest and appeals
Roger Penske filed an appeal after the official results were posted which had declared Andretti the winner. A hearing was held on June 12, 1981. The USAC appeals hearing resembled a court case. According to some in attendance, witnesses who took the stand were subjected to numerous odd and superfluous questions, many with little or no relevance to the race itself. The hearings reportedly were dragged out with considerable wasted time. Mid-way through the hearing, the meeting was adjourned, and the resumption was scheduled for July 29.
Bobby Unser's primary argument was based upon the "blend rule", and its perceived vague definition in the rule book. When exiting the pit area during a yellow caution periods, drivers were instructed to look to their right and see which car was next to them out on the track. After accelerating to sufficient speed, the driver was to "blend" (merge) into the field behind that car. Mario Andretti argued that it was an established guideline that the place to look for the car to blend behind was at the south end of the pit straight, where the concrete separator wall ends. Bobby Unser countered that he understood that, as long as the car stayed under the white line and in the apron, the place to blend in was the exit of turn two. Unser argued that the warm-up apron was an extension of the pit area. Unser added that drivers were allowed to do that as long as they did not pass the pace car nor pass the car immediately behind the pace car. He also contended that Andretti had passed at least two cars himself, and should have also incurred a penalty. In addition, it was pointed out that USAC allowed the alleged infraction to go unpenalized throughout the remainder of the race (instead of acting upon it immediately after it happened). Binford, the chief steward, stated that he did receive a complaint after lap 149, but that track observers had missed Unser's infraction, so he was powerless to act during the race.
USAC was faced with a dilemma, as the rulebook was in fact unclear in regards to the blend rule. Officials mulled over the decision for months. On October 9, 1981, a three-member USAC appeals board voted 2-1 to reinstate the victory to Bobby Unser. He was instead fined $40,000.
An official of the USAC board told reporters 3 hours after the reinstatement of Unser's win:
:"Based on what we've seen, Thomas Binford and the Indianapolis officials should have detected the infraction at the moment of it. By not penalizing Unser sooner they automatically made the passes allowed because they failed in their responsibility to detect the infraction. So Unser wins the race but a $40,000 fine will replace the one position penalty."
The appeal panel said that, since the violation could have been detected at the time it was committed, a one-lap penalty after the completion of the race was too severe. In its decision, which resulted from a 2-to-1 vote, the panel said that race officials had "a responsibility to observe and report illegal passing in yellow flag situations and they failed to do so."
:"The court believes," the panel said in a 23-page opinion written by Edwin Render, its chairman, "that responsible officials knew of the infraction when it was committed … For these reasons the court rules that it was improper to impose a one-lap penalty on car No.3 after the race."
Following the ruling, Andretti, without the support of Patrick Racing, filed an appeal with a higher USAC board, arguing that he wasn't given sufficient time to argue his case against Unser. The appeal was denied by the board weeks later. After a final rejected petition to the Automobile Competition Committee for the United States, the American branch of the Fédération Internationale de l'Automobile, Andretti did not pursue the matter any further.(48)(49)
Race Results
The results below represent the final revision of the 1981 Indianapolis 500 results, as certified on October 9, 1981.
Name
Team
Chassis
Engine
Laps
Time/Retired
Grid
Laps Led
1
3
Bobby Unser
Team Penske
Penske PC9B
Cosworth
200
3:35:41.780
1
89
1000
2
40
Mario Andretti
Patrick Racing
Wildcat Mk8
Cosworth
200
+5.180
32
12
800
3
33
Vern Schuppan
Theodore Racing
McLaren M24B
Cosworth
199
+1 lap
18
0
700
4
32
Kevin Cogan
O'Connell Racing
Phoenix 80
Cosworth
197
+3 laps
12
0
600
5
50
Geoff Brabham
Psachie-Garza Racing
Penske PC9
Cosworth
197
+3 laps
15
0
500
6
81
Sheldon Kinser
Longhorn Racing
Longhorn LR01
Cosworth
195
+5 laps
23
0
400
7
16
Tony Bettenhausen Jr.
Bettenhausen Motorsports
McLaren M24B
Cosworth
195
+5 laps
16
0
300
8
53
Steve Krisiloff
Psachie-Garza Racing
Penske PC7
Cosworth
194
+5 laps
17
0
250
9
20
Gordon Johncock
Patrick Racing
Wildcat Mk8
Cosworth
194
Engine
4
52
200
10
4
Dennis Firestone
Rhoades Racing
Wildcat Mk8
Cosworth
193
Engine
28
0
150
11
7
Bill Alsup
Team Penske
Penske PC9B
Cosworth
193
+7 laps
7
0
100
12
74
Michael Chandler
Hodgdon Racing
Penske PC7
Cosworth
192
+8 laps
25
0
50
13
14
A. J. Foyt
Gilmore-Foyt Racing
Coyote 80
Cosworth
191
+9 laps
3
0
25
14
84
Tim Richmond
Mach 1 Enterprises
Parnelli VPJ6C
Cosworth
191
+9 laps
33
0
25
15
38
Jerry Karl
Karl Racing
McLaren M16E
Chevrolet
189
+11 laps
31
0
25
16
37
Scott Brayton
Forsythe Racing
Penske PC6
Cosworth
173
Engine
29
0
25
17
88
Al Unser
Longhorn Racing
Longhorn LR02
Cosworth
166
+34 laps
9
0
20
18
31
Larry Dickson
Machinists Union Racing
Penske PC7
Cosworth
165
Piston
19
0
20
19
35
Bob Lazier
Fletcher Racing
Penske PC7
Cosworth
154
Engine
13
0
20
20
56
Tom Bigelow
Gohr Racing
Penske PC7
Chevrolet
152
Engine
14
0
20
21
90
Bill Whittington
Whittington Brothers
March 81C
Cosworth
146
Stalled
27
0
15
22
60
Gordon Smiley
Patrick Racing
Wildcat Mk8
Cosworth
141
Crash T4
8
1
15
23
55
Josele Garza
Psachie-Garza Racing
Penske PC9
Cosworth
138
Crash T3
6
13
15
24
79
Pete Halsmer
Arciero Racing
Penske PC7
Cosworth
123
Crash T3
24
0
15
25
2
Tom Sneva
Bignotti-Cotter
March 81C
Cosworth
96
Clutch
20
25
10
26
8
Gary Bettenhausen
Lindsey Hopkins Racing
Lightning
Cosworth
69
Rod
11
0
10
27
25
Danny Ongais
Interscope Racing
Interscope 022
Cosworth
64
Crash T3
21
4
10
28
5
Pancho Carter
Morales-Capels
Penske PC7
Cosworth
63
Compression
10
0
10
29
51
Tom Klausler
Schulz Racing
Lightning
Chevrolet
60
Gearbox
30
0
5
30
6
Rick Mears
Team Penske
Penske PC9B
Cosworth
58
Pit Fire
22
1
5
31
91
Don Whittington
Whittington Brothers
March 81C
Cosworth
32
Crash BS
26
0
5
32
1
Johnny Rutherford
Chaparral Cars
Chaparral 2K
Cosworth
25
Fuel Pump
5
3
5
33
48
Mike Mosley
All American Racers
Eagle 81
Chevrolet
16
Radiator
2
0
5
References:
Former Indianapolis 500 winner
Indy 500 Rookie
All teams raced on tires provided by Goodyear.
Aftermath and lore
The 1981 Indianapolis 500 was largely considered the most controversial running to date. It was referred to as "The Great Dispute," and in some circles was "Undecided." Bobby Unser, who felt the entire ordeal was politically motivated by his USAC enemies, became disillusioned with auto racing and took a sabbatical from driving. He sat out the 1982 Indy 500, and retired officially in 1983. Behind-the-scenes, the $40,000 fine for the win, other fines he faced in sponsorship, his attorney's fees, and importantly the inability to parlay his victory into valuable endorsements, ruined his finances.
After being reinstated the winner, Bobby Unser was presented with the miniature Borg-Warner Trophy, while Mario Andretti had already been presented with the winner's championship ring. While Bobby Unser celebrated in victory lane on race day, the morning after the race, Mario Andretti took part in the winner's photograph session. No official victory photos were taken of Unser. Months after the race, Unser's likeness was sculpted and added to the Borg-Warner Trophy appropriately. A claim was even made at the time that Andretti "threw away the winner's ring" when he heard that Unser was reinstated the victory, but the story appears to have been fabricated. In a 2001 interview with Jack Arute and Bobby Unser on ESPN Classic's "Big Ticket", Andretti confirmed that he kept the ring by wearing it during the appearance.
To this day the race is still controversial. Mario Andretti has maintained that, by the rulebook, he won the race. Unser has retorted that Andretti is being a sore loser. In recent interviews, Unser said that he and Mario were very close friends until that race, and while they maintained a mutual respect, they did not speak with one another for upwards of 37 years, except in a few cases where they had no choice (like at public appearances). This also despite Unser being a broadcaster on television and radio for many years, while Andretti was still competing. They did not personally reconcile until about 2017 when Andretti phoned Unser during an illness. Unser also maintains that U.E. "Pat" Patrick, the car owner for Andretti in that race, was not the impetus for any protest on behalf of Andretti. Rather it was crew chief Jim McGee, and that Patrick actually felt Unser was the rightful winner. Andretti, in a 2019 interview, said that losing his friendship with Unser was more of a "misunderstanding", and he would have been more willing to accept the outcome, "If Unser would have just admitted that "Okay, I got away with one."” Both Unser and Andretti also agree in retrospect that regardless of the outcome, USAC mishandled the situation from start to finish and much of the controversy could have been easily avoided. Despite their differences of opinion over the controversy, Andretti would be among the first people to publicly praise Unser when Unser died in May 2021.
Australians Vern Schuppan (3rd), Geoff Brabham (5th) and Dennis Firestone (10th) were the first trio of foreign drivers to finish in the top ten since British drivers Graham Hill, Jim Clark and Jackie Stewart finished 1st, 2nd, and 6th in 1966. Mario Andretti was born in Italy, but was both an Italian and U.S. citizen by that time. Young rookie Josele Garza, after leading 13 laps during the race, won the Rookie of the Year award. Two years later it would be revealed that Garza fibbed about his age, and was actually 19 years old on race day (rules at the time required drivers to be at least 21 years of age). By 1983, Garza was officially being credited as the youngest starting driver ever in Indy 500 history, a record he would hold until 2003. In 1996, the rules were changed to set the minimum driver age for the Indy 500 to 18 years of age. Drivers as young as 16 years of age have won races at the Speedway on the road course (added in 2000) or dirt track (added in 2018).
Robin Miller / A. J. Foyt controversy
During practice, a controversy erupted between Indianapolis Star journalist Robin Miller and A. J. Foyt. For the first time, handheld radar guns were being used to measure trap speeds of the race cars along the straightaways. In his May 8 column, Miller casually noted that Foyt had a trap speed measured at 214 mph on the mainstretch, about 8 mph faster than any other car. The report led some in the paddock to question the legality of Foyt's turbocharger "boost" setting. Foyt was angered by the report, and denied any accusations of cheating. During some downtime during Friday afternoon's practice session, Foyt hunted down Miller on the grass parapet along the pit lane, grabbed him and slapped him on the back of the head and threatened to "remove two of his vital organs." Foyt claimed his speed was due to engine development over the winter months, and quipped 'Is it a crime to go fast?' Foyt also demanded that the radar guns be turned off.
In response, Miller wrote a scathing column that was published in The Star on Sunday May 10. Miller accused Foyt of throwing temper tantrums, verbal and physical intimidation, and childish behavior. But more importantly, he tallied a lengthy list of USAC races in which Foyt allegedly had cheated in the past. The column sparked controversy, and Foyt immediately refuted the allegations. Foyt demanded the paper issue a retraction, and after they refused, he filed a $3 million libel suit in the United States District Court for the Southern District of Texas. The suit claimed the article was false, with intent to damage Foyt's reputation, as well as create animosity towards Foyt from the other drivers. The dispute simmered during race week, and over the summer months, but was soon largely overshadowed by the Bobby Unser/Mario Andretti controversy that occurred in the race itself.
On November 1, 1981, The Star issued a retraction, acknowledging that Foyt's alleged unprofessional conduct "had never been proven nor protested," and at the time of the retraction, "remained unproven and unprotested." As a result, Foyt dropped the libel suit. The parties settled out of court for an undisclosed monetary amount, and Judge Carl O. Bue Jr. accepted the agreement and formally dismissed the suit on November 30.
Broadcasting
Radio
The race was carried live on the IMS Radio Network. Paul Page served as anchor for the fifth year. Lou Palmer reported from victory lane. Darl Wible departed, and Bob Jenkins moved to the fourth turn position, where he would remain through 1989. Larry Henry joined the crew for the first year, stationed on the backstretch. This was Larry's only year on the Backstretch, he moved to Turn 3 the following year. This was Doug Zink's last year in Turn 3.
The reporting location for Turn 2 shifted slightly, although still on the roof of the VIP Suites, the station was moved southward towards the middle of the turn. Howdy Bell, the longtime turn 2 reporter, celebrated his 20th year on the crew. This was Howdy's last year in Turn 2 until 1985. In Turn 3, the reporting location moved to a platform on the L Stand.
Indianapolis Motor Speedway Radio Network
Booth Announcers
Turn Reporters
Pit/garage reporters
Chief Announcer: Paul Page
Driver expert: Rodger Ward
Statistician: John DeCamp
Historian: Donald Davidson
Turn 1: Ron Carrell
Turn 2: Howdy Bell
Backstretch: Larry Henry
Turn 3: Doug Zink
Turn 4: Bob Jenkins
Jerry Baker (north pits)Chuck Marlowe (north-center pits)Luke Walton (south-center pits)Lou Palmer (south pits)Bob Forbes (garages)
Television
The race was carried in the United States on ABC Sports on a same-day tape delay basis. Sam Posey rode along and reported live from inside the pace car at the start of the race.
The broadcast has re-aired on ESPN Classic since 2003. On May 24, 2003 the race was featured on ESPN Classic's "Big Ticket" series, hosted by Jack Arute featuring interviews with Bobby Unser and Mario Andretti. On July 30, 2003, an expanded edit of the "Big Ticket" version aired.
ABC Television
Booth Announcers
Pit/garage reporters
Host: Dave Diles
Announcer: Jim McKay
Color: Jackie Stewart
Chris EconomakiSam Posey
Gallery
File:1981 Indy Pace Car.jpg|1981 Buick Regal pace car |
Introduction
Iosif Rotariu is a retired Romanian association football midfielder. He debuted in Divizia A with FC Politehnica Timișoara in 1981. He won the league championship with Steaua București in 1987, 1988, 1989, 1997 and 1998, and won the Romanian Cup with the same club in 1987, 1988, 1989 and 1997. He also played abroad, in Turkey.
Rotariu made his debut for the Romania national team in 1988 against Netherlands, and represented his country at the 1990 FIFA World Cup. He got 25 caps in total, the last in 1997, and scored one international goal, against Poland in 1990.
International career
International stats
Romania
Year
Apps
Goals
1988
5
0
1989
5
0
1990
13
1
1991
0
0
1992
1
0
1993
0
0
1994
0
0
1995
0
0
1996
0
0
1997
1
0
Total
25
1
International goals
#
Date
Venue
Opponent
Score
Result
Competition
1
26 September 1990
Stadionul Ghencea, Bucharest, Romania
2–0
2–1
Friendly
Personal life
Rotariu's identical twin brother Ilie and his nephew Dorin also played professional football, but only Dorin managed to represent Romania at International level.
Honours
Player
Politehnica Timișoara
Romanian Cup: Runner-up: 1982–83
Divizia B: 1983–84
Steaua București
Divizia A: 1986–87, 1987–88, 1988–89, 1996–97, 1997–98
Romanian Cup: 1986–87, 1988–89, 1996–97
European Cup: Runner-up: 1988–89
Galatasaray
Süper Lig: Runner-up: 1990–91
Turkish Cup: 1990–91
Turkish Super Cup: 1991
Extensiv Craiova
Divizia B: 1998–99
Manager
FC Caransebeș
Liga III: 2013–14 |
Introduction
First edition
Private Eye Action, as You Like It is a collection of short stories from early in the careers of Joe R. Lansdale and Lewis Shiner, published in a limited edition by Crossroads Press in 1998. They have never been made available in other collections and are now extremely rare.
The Lansdale solo stories feature a character named Ray Slater; Lansdale also wrote a Ray Slater novel, unpublished at the time but later included in For a Few Stories More. After the mysteries did not catch on, Lansdale published the western novel Texas Night Riders using Ray Slater as a pseudonym (it was eventually re-published under his own name). Shiner possibly wrote two of the three Sloane stories specifically for inclusion in this collection. In the late-1970s, Lansdale and Shiner collaborated on a few stories about John Talbot; both were published, though at least one of them was heavily edited prior to publication.
It includes:
Joe Lansdale's Ray Slater stories
Introduction to the Slater stories
The Full Count {originally published in Mike Shayne Mystery Magazine, June 1978}
Long Gone Forever {originally published in Mike Shayne Mystery Magazine, Dec 1978}
One Blonde, Well Dead {originally published in Mike Shayne Mystery Magazine, Apr 1979}
Lewis Shiner's Sloane Stories
The Short Unhappy Career of Lew Shiner, Tough-Guy Writer
Deep, Without Pity {originally published in Mike Shayne Mystery Magazine, June 1980}
The Killing Season {first publication}
Prodigal Son {first publication}
Lansdale & Shiner - the John Talbot Stories
Can You Run With It?
Black As The Night {originally published in Mike Shayne Mystery Magazine, Sep 1979}
Man Drowning {originally published in an edited form in Pulpsmith, Fall 1983}
Afterword to the Talbot Stories by Joe R. Lansdale |
Introduction
"Seer of Lublin" on the Old Jewish Cemetery in Lublin|alt=
Wooden ohel in Horodyszcze (now , Belarus)
Ohel is a structure built around a Jewish grave as a sign of prominence of the deceased. cover the graves of some (but not all) Hasidic Rebbes, important rabbis, tzadikim, prominent Jewish community leaders, and biblical figures. Typically a small masonry building, an may include room for visitors to pray, meditate, and light candles in honor of the deceased.
Source
According to Krajewska, the tradition of covering a grave with an may be based on the Cave of the Patriarchs, in which Abraham buried Sarah. Nolan Menachemson suggests that the Hasidic tradition of covering the graves of Rebbes with an derives from the ("Tent of Meeting") in which Moses communicated with God during the Israelites' travels in the desert.
Construction
are usually simple masonry structures. They may include one or two windows. In prewar Poland, the of a Rebbe was located close by the Hasidic court, and was big enough to accommodate a of ten men beside the grave.
The of the Lubavitcher Rebbes in Queens, New York, is unusual in that it does not have a roof. This allows to visit the graves without coming into contact with impurity from the dead.
Use
In the case of a Hasidic Rebbe, the ohel is a place for visitors to pray, meditate, write kvitelach, and light candles in honor of the deceased. Ohelim of Hasidic Rebbes, as well as the tombs of tzadikim venerated by Moroccan Jews, serve as year-round pilgrimage sites, with the biggest influx of visitors coming on the Rebbe's or tzadik's Yom Hillula (anniversary of death).
Notable ohelim
One or more graves may be included in the same ohel. Notable ohelim include:
Ohel at the Jewish cemetery of Ożarów, Poland
Single-grave ohel
Baba Sali, Netivot, Israel
Chida, Har HaMenuchot, Jerusalem
Yonatan ben Uziel, Amuka, Israel
Elimelech of Lizhensk, Leżajsk, Poland
Chaim Ozer Grodzinski, leader of pre-war Eastern European Jewry
Nachman of Breslov, Uman, Ukraine
Nathan of Breslov, Breslov, Ukraine
Rachel, wife of Rabbi Akiva, Tiberias, Israel
Vilna Gaon, Vilnius, Lithuania
Multiple-grave ohel
Avraham Mordechai Alter and Pinchas Menachem Alter, the third and sixth rebbes of Ger, Jerusalem
Baal Shem Tov, Ze'ev Wolf Kitzes, the Degel Machaneh Ephraim, the Apter Rav, and Rabbi Boruch of Medzhybizh, Medzhybizh, Ukraine
Avrohom Bornsztain and his son Rabbi Shmuel Bornsztain, Sochatchover Rebbes
Dov Ber of Mezeritch and Zusha of Anipoli
Shlomo Halberstam and Naftali Halberstam, the third and fourth Bobover Rebbes, New York
Yosef Yitzchok Schneersohn and Rabbi Menachem Mendel Schneerson, the sixth and seventh Lubavitcher Rebbes, Queens, New York
Joel Teitelbaum and Moses Teitelbaum, first and second Satmar Rebbes
Biblical figures and Talmudic sages
Biblical figures and Mishnaic and Talmudic sages are typically buried in ohelim:
Benjamin (near Kfar Saba, Israel)
Esther and Mordechai, Hamadan, Iran
Habakkuk, northern Israel
Judah, Yehud, Israel
Rabbi Meir or Rabbi Meir Baal HaNes (Rabbi Meir the miracle maker) was a Jewish sage who lived in the time of the Mishna.
Rachel, near Bethlehem
Simeon bar Yochai, Meron, Israel is the site of a large annual Lag BaOmer celebration
Yose HaGelili, Dalton, Israel
Gallery
File:Rachel's Tomb c1910.jpg|Rachel's Tomb, covered by a distinctive, dome-shaped ohel, as it appeared circa 1910
File:Imrei Emes and Pnei Menachem graves.jpg|The graves of Avraham Mordechai Alter (right) and his son, Pinchas Menachem Alter (left) in an ohel adjacent to the Sfas Emes Yeshiva in downtown Jerusalem
File:Ohel Baal Shem Tov.jpg|Ohel of the Baal Shem Tov in Medzhybizh, Ukraine
File:אהל הרבי מליובאוויטש.JPG|Ohel of the Lubavitcher Rebbes in Queens, New York
File:BabaSaliTomb exterior.jpg|Tomb of the Baba Sali in Netivot, Israel
File:GraveOfJonathanBenUzziel.jpg|Ohel of Rabbi Jonathan ben Uzziel in Amuka, Israel
File:Shomrei Shabbos Cemetery 20161228 25.jpg|Ohel of the Vizhnitzer Rebbes in Bnei Brak
File:Tomb of Ester and Mordechai interior.jpg|Interior of ohel of Esther and Mordechai in Hamadan, Iran |
Introduction
Peltorhamphus novaezeelandiae by Frank Edward Clarke
The New Zealand sole or common sole, Peltorhamphus novaezeelandiae, is a righteye flounder of the genus Peltorhamphus, found around New Zealand in shallow enclosed waters less than 100 m in depth. Their length is from 25 to 45 cm. |
Introduction
Daniel Owino Misiani was a Tanzanian-born musician based in Kenya, where he led the Shirati Jazz collective. He was known as the "King of History" in Kenya; overseas and in Tanzania, he was known as "the grandfather of benga", which he pioneered.
Early life and career
Misiani was born in Nyamagongo, a quiet village just north of Shirati in Mara Region, Tanzania, close to the eastern shore of Lake Victoria and the border with Kenya. His parents were singers, but opposed his choice of a musical career on religious grounds. Nevertheless, he moved to Kenya in the 1960s to be a musician. He first recorded with the Victoria Boys in 1965. The band changed its name many times before becoming popular as Shirati Jazz band. He sang mostly in Dholuo and Swahili languages. He is known as a pioneering contributor to the Benga music genre. During his long career he released numerous recordings, with some international releases. He was imprisoned on several occasions for lyrics that were perceived as crossing the line into political criticism.
One of his sons, Robert Misiani, pursued a career as a hip hop musician under the stage name Gun B. Robert was best known for "Nampenda" hit, a collaboration with Pilipili. Robert died on October 20, 2007, due to illness.
Death and legacy
Misiani died on 17 May 2006 in a road traffic accident at an accident hotspot in Kisumu, on the highway to Kakamega, in a crash between a minibus and a public transport van in which many others were injured. At time of his death, aged 66, he was still an active performer. Misiani, who was polygamous, had two wives (Felista and Beatrice) with 14 children.
After the death of Daniel Owino Misiani, the leadership of his band Shirati Jazz was taken over by his wife and long-time band member Queen Babito (Beatrice Atieno Owino).
Discography
As a contributing artist
The Rough Guide to the Music of Kenya and Tanzania |
Introduction
Manius Acilius Glabrio was a Roman Senator who served as consul ordinarius in AD 91 as the colleague of Trajan, afterwards emperor. Although one of many senators executed during the reign of Domitian on the alleged grounds of plotting against the emperor, he was remembered by his contemporaries best for his strength. Domitian summoned Glabrio during the latter's consulate to his Alban estate during the festival of the Juvenalia to kill a large lion; not only did Glabrio despatch the beast, but he escaped all injury. Following his defeat of the lion, Glabrio was banished by Domitian, then executed while in exile.
Family
Glabrio belonged to the gens Acilia, a plebeian family that first came to notice in the Third century BC, and could claim a number of consuls as ancestors, beginning with Manius Acilius Glabrio in 191 BC. Glabrio's own father, whose existence is alluded to by Juvenal as an old man still alive at his son's death, is inferred to have been a suffect consul during the reign of Nero.
His wife has been identified as Arria L.f. Plaria Vera Priscilla, known from a surviving inscription . They had one known son, Manius Acilius Glabrio, consul ordinarius in 124.
Possible Christianity
According to Suetonius, Domitian ordered several senators and ex-consuls, including Glabrio, to be executed on the charge of conspiring against the empire -- quasi molitores rerum novarum, "as contrivers of revolution". Eusebius alludes to this proscription of "well-born and notable men", but does not mention why Domitian had done this, nor provides any names. John Xiphilinus, speaking of the executions of AD 95, says that some members of the imperial family and other persons of importance were condemned for impiety. Some writers afterwards interpreted the charge of impiety against Acilius Glabrio as evidence that he belonged to the Christian religion, although others believe it more likely he might have converted to Judaism.
The legend that Glabrio was an early convert to Christianity was suggested to be true when in 1888 a tomb of the Acilii Glabriones was discovered adjacent to the Catacomb of Priscilla. Although the inscriptions from the tomb mentioning the family were inscribed in a script used generations later than this Manius Acilius Glabrio and his wife Priscilla, at the time numerous experts eagerly cited this archaeological find as certain proof of the story. It was in 1931 when P. Styger was able to show the stone inscriptions did not properly belong to the chamber, but had been part of a sepulchre that was demolished in the construction of the Basilica of San Silvester after the fourth century. Half a century later, F. Tolotti was able to confirm Styger's interpretation when he identified the funerary area the inscriptions had come from. |
Introduction
Qin China in the 3rd century BCE.
Donghu or Hu was a tribal confederation of nomadic people that was first recorded from the 7th century BCE and was destroyed by the Xiongnu in 150 BCE. They lived in northern Hebei, southeastern Inner Mongolia and the western part of Liaoning, Jilin and Heilongjiang along the Yan Mountains and Greater Khingan Range.
Name
Nomenclature
The Classical Chinese name literally means "Eastern Barbarians". The term Dōnghú contrasts with the term Xīhú meaning "Western barbarians" (, meaning "non-Chinese peoples in the west" and Five Barbarians 五胡 (Wǔ Hú) "five northern nomadic tribes involved in the Uprising of the Five Barbarians (304–316 CE)". Hill (2009:59) translates Xīhú as "Western Hu" and notes:
In 307 BCE, the 胡 Hú proper, also termed Dōnghú 東胡, were mentioned as a non-Chinese people who were neighbors of Zhao and skilled at mounted archery (a military tactic which King Wuling of Zhao would later adopt). However, the term Hu can also refer to a variety of different races and different ethnic groups. It was used by Han Chinese to describe anyone who is not of ethnic Han Chinese descent and were considered barbarians: for example, Sima Qian also used Hu to call the Xiongnu, who were then ruled by Touman chanyu, once expelled by Qin general Meng Tian north from the Ordos Loop, yet able to regain their territory following the Qin Empire's collapse. All Hu workmen were famed for their skills at making bows and carts even without specialization.
The peoples categorized as the Five Barbarians, or "Five Hu", were the Xiongnu, Jie, Xianbei, Di, and Qiang. Of these five ethnic groups, the Xiongnu and Xianbei were nomadic peoples from the northern steppes. The ethnic identity of the Xiongnu is uncertain, but the Xianbei appear to have been Mongolic. The Jie, another pastoral people, may have been a branch of the Xiongnu, who may have been Yeniseian or Indo-Scythian. The Di and Qiang were from the highlands of western China. The Qiang were predominantly herdsmen and spoke Sino-Tibetan (Tibeto-Burman) languages, while the Di were farmers who may have spoken a Sino-Tibetan or Turkic language. The traditional explanation, going back to the second-century Han dynasty scholar Cui Hao 崔浩 is that the Donghu were originally located "east of the Xiongnu" who were one of the "Five Barbarians" (Hú). Modern Chinese apologetics suggests that "Donghu" was a transcription of an endonym and did not literally mean "Eastern Barbarian".
The usual English translation of Dōnghú is "Eastern Barbarians" (e.g., Watson, di Cosmo, Pulleyblank, and Yu), and the partial translation "Eastern Hu" is occasionally used (Pulleyblank). Note that "Eastern Barbarians" is also a translation for Dōngyì 東夷, which refers to "ancient peoples in eastern China, Korea, Japan, etc."
Chinese Sinocentrism differentiates the Huáxià "Chinese" and the Yì 夷 "barbarians, non-Chinese, foreigner": this is referred to as the Huá–Yì distinction. Many names besides Hu originally had pejorative "barbarian" meanings, for instance Nanman 南蠻 ("southern barbarians") and Beidi 北狄 ("northern barbarians"). Edwin G. Pulleyblank explains:
The historian Nicola di Cosmo concludes:
In modern Standard Chinese usage hú has lost its original meaning although it still appears in words like èrhú 二胡 (lit. "two foreign") "Chinese two-string fiddle", hútáo 胡桃 ("foreign peach") "walnut", and húluóbō 胡萝卜 ("foreign radish") "carrot".
Etymology
The modern pronunciation Dōnghú differs from the Old Chinese pronunciation, which roughly dates from the Warring States Period (476–221 BCE) when Donghu was first recorded. Old Chinese reconstructions of Dōnghú include *Tûngɣâg, *Tungg'o, *Tewnggaɣ, *Tongga, and *Tôŋgâ > *Toŋgɑ. William H. Baxter and Laurent Sagart (2014) reconstruct the Old Chinese ancestor of Hú as *gˤa. Recently, Christopher Atwood reconstructs a foreign ethnonym *ga, which was borrowed into Old Chinese as 胡 *gâ, while an i-suffixed derivative of *ga underlies two Middle Chinese transcriptions: namely,
*Bo-lâk Khėi (步落稽), based on the ethnonym of a people of Xiongnu, Mountain Rong or Red Di origins in Northern Shaanxi-Shanxi-Ordos; as well as
*Gʰiei, based on the ethnonym of the Mongolic-speaking Xī (奚), whom Arab geographers knew as Qāy.
The etymology of ethnonym *ga is unknown. As for *gas possibly derivation Qay: Golden (2003) proposes several Mongolic etymologies: ɣai "trouble, misfortune, misery", χai "interjection of grief", χai "to seek", χai "to hew", albeit none compelling.
Some dictionaries and scholars (e.g. Jean-Pierre Abel-Rémusat) confuse Dōnghú 東胡 with Tungusic peoples, Tonggu 通古. Russian Mongolist Lydia Viktorova states that:
This "chance similarity in modern pronunciation", writes Pulleyblank, "led to the once widely held assumption that the Eastern Hu were Tungusic in language. This is a vulgar error with no real foundation."
History
Lineage of the Donghu (Eastern Hu)
Among the northern ethnic groups, the Donghu was the earliest to evolve into a state of civilization and first developed bronze technology. Their culture was associated with the Upper Xiajiadian culture, characterized by the practice of agriculture and animal husbandry supplemented by handicrafts and bronze art. Through the use of cavalry and bronze weaponry in warfare, they dominated over the Xiongnu on their west.
The (ca. 109–91 BCE) Shiji section on Xiongnu history first records the Donghu during the era of Duke Wen of Jin (r. 697–628 BCE) and Duke Mu of Qin (r. ca. 659–621 BCE).At this time Qin and Jin were the most powerful states in China. Duke Wen of Jin expelled the Di barbarians and drove them into the region west of the Yellow River between the Yun and Luo rivers; there they were known as the Red Di and the White Di. Shortly afterwards, Duke Mu of Qin, having obtained the services of You Yu, succeeded in getting the eight barbarian tribes of the west to submit to his authority.
Thus at this time there lived in the region west of Long the Mianzhu, the Hunrong, and the Diyuan tribes. North of Mts. Qi and Liang and the Jing and Qi rivers lived the Yiqu, Dali, Wuzhi, and Quyuan tribes. North of Jin were the Linhu (Forest Barbarians) and the Loufan, while north of Yan lived the Donghu (Eastern Barbarians) and Shanrong (Mountain Barbarians), each of them with their own chieftains. From time to time they would have gatherings of a hundred or so men, but no one tribe was capable of unifying the others under a single rule.
Donghu raided both Zhao and Yan in the 4th and 3rd centuries BC
In 307 BC King Wuling of Zhao (born 356 BC, reigned 325-299 BC), a contemporary of Alexander the Great (356-323 BC), instituted a military reform called "Hu clothes, Cavalry archery" after having been repeatedly harassed earlier in his reign by Donghu horse-archers. In 300 BCE Qin Kai, a general taken hostage from the state of Yan (whose capital "Ji" is now Beijing), defeated the Donghu after having gained the esteem of the Donghu and learning their battle tactics. In 273 BC (26th year of King Huiwen) Zhao defeated the Donghu. In 265 BC Li Mu of the Zhao state, one of the four most prominent generals of the Warring States period, defeated the Donghu after stopping a major Xiongnu invasion. By the time of the rule of the Xiongnu Chanyu Touman (c. 220 BCE to 209 BCE), "the Donghu were very powerful and the Yuezhi were likewise flourishing." When the Xiongnu crown prince Modu Chanyu killed his father Touman (in 209 BCE) and took the title of Chanyu, the Donghu thought that Modu feared them, and they started to ask for tribute from the Xiongnu, his best horses and even a consort of Modu's. Modu conceded. Not satisfied with this they asked for some of the Xiongnu territories. This enraged Modu who attacked and soundly defeated them, killing their ruler, taking his subjects prisoner, and seizing their livestock, before turning west to attack and defeat the Yuezhi (c. 177 BCE). This caused disintegration in the Donghu federation. Thereafter, the Wuhuan moved to Mt. Wuhuan and engaged in continuous warfare with the Xiongnu on the west and China on the south. As they came to be worn out from the lengthy battles, the Xianbei preserved their strengths by moving northward to Mt. Xianbei. When the Han dynasty vassal king Lu Wan defected to the Xiongnu in 195 BC he was created King of Donghu (東胡王) by the Xiongnu. This Kingdom of Donghu fiefdom lasted until 144 BC when Lu Wan's grandson Lu Tazhi defected back to the Han Dynasty. The Wuhuan (southern Donghu) inhabitants of the fiefdom continued as vassals of the Xiongnu until 121 BC. Gradually the name Donghu stopped being used. In the 1st century, the Xianbei (northern Donghu) defeated the Wuhuan and northern Xiongnu, and developed into a powerful state under the leadership of their elected Khan, Tanshihuai.
The Book of Jin, published in 648, linked the Donghu and their Xianbei descendants to the Youxiong lineage (有熊氏), associated with the Yellow Emperor and possibly named after the Yellow Emperor's "hereditary principality". However, many non-Han Chinese rulers were claimed to be the Yellow Emperor's descendants, for individual and national prestige.
Chinese historian Yu Ying-shih describes the Donghu.The Tung-hu peoples were probably a tribal federation founded by a number of nomadic peoples, including the Wu-huan and Hsien-pi. After its conquest of the Hsiung-nu, the federation apparently ceased to exist. Throughout the Han period, no trace can be found of activities of the Tung-hu as a political entity.
Di Cosmo says the Chinese considered the Hu 胡 as "a new type of foreigner", and believes, "This term, whatever its origin, soon came to indicate an 'anthropological type' rather than a specific group or tribe, which the records allow us to identify as early steppe nomads. The Hu were the source of the introduction of cavalry in China."
Pulleyblank cites Paul Pelliot that the Donghu, Xianbei, and Wuhuan were "proto-Mongols".The Eastern Hu, mentioned in the Shih-chi along with the Woods Hu and the Lou-fan as barbarians to the north of Chao in the fourth century B.C., appear again as one of the first peoples whom the Hsiung-nu conquered in establishing their empire. Toward the end of the Former Han, as the Hsiung-nu empire was weakening through internal dissension, the Eastern Hu became rebellious. From then on they played an increasingly prominent role in Chinese frontier strategy as a force to play off against the Hsiung-nu. Two major divisions are distinguished, the Hsien-pei to the north and the Wu-huan to the south. By the end of the first century B.C. these more specific names had supplanted the older generic term.
Pulleyblank also writes that although there is now archaeological evidence of the spread of pastoral nomadism based on horse riding from Central Asia into Mongolia and farther east in the first half of the first millennium B.C.E., as far as we have evidence it did not impinge on Chinese consciousness until the northward push of the state of Zhao 趙 to the edge of the steppe in present Shanxi province shortly before the end of the fifth century B.C.E. brought them into contact with a new type of horse-riding “barbarian” that they called Hu 胡. … In Han times the term Hu was applied to steppe nomads in general but especially to the Xiongnu who had become the dominant power in the steppe. Earlier it had referred to a specific proto-Mongolian people, now differentiated as the Eastern Hu 東胡, from whom the Xianbei 鮮卑 and the Wuhuan 烏桓 later emerged.
Legacy
The Dōnghú later divided into the Wuhuan in the Yan Mountains and Xianbei in the Greater Khingan Range: the Wuhuan are ancestors of the Kumo Xi, while the Xianbei are ancestors of the Khitan and the Mongols. Another people of Donghu descent were the Rouran (Proto-Mongolic tribe).
In the past, scholars such as Fan Zuoguai and Han Feimu also mistakenly thought that Jurchens (ancestors of the Manchus) descended from the Donghu. In 1980, Russian scholar Lydia Leonidovna Viktorova criticized the 19th century phonetic identification of the ancient people of the Donghu (Eastern Hu) with the Tungus.
A genetic study published in the American Journal of Physical Anthropology detected the paternal haplogroup C2b1a1b among the Xianbei and Rouran. This lineage has also been found among the Donghu. Haplogroup C2b1a1b has a high frequency among Mongols.
Genetics
A genetic study published in the American Journal of Physical Anthropology in August 2018 detected the paternal haplogroup C2b1a1b among the Xianbei and Rouran. This lineage has also been found among the Donghu. The authors of the study suggested that haplogroup C2b1a1b was an important lineage among the Donghu, and that the Rouran were paternally descended from the Xianbei and Donghu. Haplogroup C2b1a1b has a high frequency among Mongols. |
Introduction
The Thebarton Theatre, also known as the Thebbie Theatre or simply Thebbie/Thebby, is an entertainment venue located in the inner-western Adelaide suburb of Torrensville, South Australia. Built in 1926 as a combined town hall / picture theatre and officially known as Thebarton Town Hall and Municipal Offices, the building was opened in June 1928. It was listed on the South Australian Heritage Register on 23 September 1982.
Its capacity is 2,000 people, with customisable seating, enabling to be arranged from "in the round", or with the seating partially or fully removed to make room for a dance floor. It is known as a music venue for both big international names and newly established artists, as well as a range of other types of performance. Thebarton Theatre is in partnership with Holden Street Theatres, and houses its office headquarters.
History
Former Thebarton Municipal Offices, facing South Road
When the "old" Town Hall, designed by Withall & Wells and built in 1885, proved inadequate, the council bought land on the corner of Henley Beach Road and Taylor's Road (now South Road).
Cinema entrepreneur Dan Clifford played a vital part in the design of the building so that it could accommodate use as a picture theatre. He negotiated with several local councils of the western suburbs to create these dual-purpose buildings in the early days of building his cinema chain (first named Star Pictures, then D. Clifford Theatres), and Thebarton was one of the earliest.
The theatre was designed by Sydney architects Kaberry & Chard, who designed a façade for the council chambers similar to Colonel William Light's Theberton House in England. They also designed the Odeon Theatre, Norwood, in association with local architect Chris A. Smith, and many other cinemas across the country. Constructed in 1926 for a sum of £30,000, the Thebarton Town Hall and Municipal Offices were officially opened on Monday 11 June 1928 by the mayor, H. S. Hatwell. It was regarded as modern and luxurious, providing seating for 2,000 people, with a large stage and striking proscenium arch. The lighting was innovative and elaborate, with most of the 2,000 lights hidden and used for dimming and colouring effects. There was room for a full orchestra, and seating in stalls, balcony and dress circle levels, and many other rooms used for a variety of purposes.
It continued to operate as a cinema in the Clifford circuit until, after Clifford's death in 1942, the company's holdings, including Thebby, were taken over by Greater Union in 1947. Greater Union continued to operate it as a cinema until 3 July 1965.
From the early days, Thebby has hosted school concerts for a variety of schools across Adelaide.
The building was revived from the 1960s onwards, when it became a venue for the Adelaide Festival of the Arts, including many international acts. From 1966 to 1972, the theatre hosted the state championships for Hoadley's Battle of the Sounds, where many great Australian bands started their careers. It was the venue for several musicals in the 1980s and 1990s, including a production of Hair.
In 1979, Weslo Holdings took over the lease of the town hall, renaming it Thebarton Theatre, and spent more than $1 million on refurbishing the theatre, including the provision of new foyers, toilets, carpets, seating, electrical system, bars, and other retail areas.
The theatre was listed on the South Australian Heritage Register on 23 September 1982. Along with the adjacent municipal offices, it was listed in around 2000 by the Australian Institute of Architects as one of 120 nationally significant 20th-century buildings in South Australia.
Outdoor bars were added in 2018.
Description
Thebarton Theatre is in partnership with Holden Street Theatres, and houses its office headquarters.
The capacity of the theatre is 1,990 fully reserved seating, or 2,000 people with some general admission, but there is a huge amount of flexibility for other configurations, whether a dance floor, kickboxing tournament or intimate performance.
Selected list of past acts
The Thebarton Theatre has hosted a very large collection of acts, including:
Alter Bridge,
Air,
Tori Amos,
Arctic Monkeys,
Avenged Sevenfold,
The B-52s,
Bad Religion,
Barry Manilow,
Beastie Boys,
Beck,
Behind Crimson Eyes,
Belle & Sebastian,
Ben Folds Five,
Ben Harper and the Innocent Criminals,
Bill Bailey,
Billy Bragg,
Black Label Society,
Black Sabbath,
Bloc Party,
Blondie,
Blur,
Bowling For Soup,
Brian Wilson,
Bruno Mars,
Bullet For My Valentine,
The Cat Empire,
Circus Oz,
The Church,
The Clash,
Cold Chisel,
Coldplay,
Crowded House,
The Dandy Warhols,
David Lee Roth,
Depeche Mode,
Devo,
Died Pretty,
Disturbed,
Down,
Dylan Moran,
Eddie Vedder,
Elvis Costello and The Attractions,
Europe,
Foo Fighters,
George Thorogood & The Delaware Destroyers,
Green Day,
Grifters,
Groove Armada,
Gipsy Kings,
The Hard Ons,
Heaven & Hell,
The Hives,
The Hoodoo Gurus,
Hunters & Collectors,
Icehouse,
The (International) Noise Conspiracy,
INXS,
Iron Maiden,
James Blunt,
Jarvis Cocker,
Joe Cocker,
Jeff Beck,
Jeff Buckley,
Jethro Tull,
John Butler Trio,
The Kinks,
The Living End,
Lou Reed,
Madness,
Mars Volta,
Keith Urban,
Kylie Minogue,
Metallica,
Midnight Oil,
Miles Davis,
The Monkees,
Motörhead,
Mortal Sin,
Muse,
New York Dolls,
Nirvana,
NoFX,
Opeth,
Orchestral Manoeuvres in the Dark,
Paul Weller,
Pennywise,
Phoenix,
The Pixies,
Powderfinger,
Primus,
Public Image Ltd,
The Ramones,
R.E.M.,
Redd Kross,
Regurgitator,
Richard Thompson,
Rise Against,
Sepultura,
Sex Pistols,
The Shins,
Simple Minds,
Simply Red,
Skyhooks,
Slash featuring Myles Kennedy and the Conspirators,
Slayer,
Slipknot,
Spiderbait,
Split Enz,
Stevie Ray Vaughan,
The Stone Roses,
Stray Cats,
The Strokes,
Suicidal Tendencies,
Sum 41, Tenacious D,
The Tea Party,
Billy Thorpe,
Tool,
UB40,
The Vandals,
Van Morrison,
"Weird Al" Yankovic,
The White Stripes,
Wolfmother,
You Am I. |
Introduction
This article contains a list of the known knights of the shire who represented Buckinghamshire in the Parliament of England and similar bodies of lesser status between 1290 and 1660. It also includes details of Parliaments from 1265 to which elected knights of the shires were summoned.
Preliminary notes
The parliamentary electoral constituency, representing the historic county of Buckinghamshire, was created in (1265): see Montfort's Parliament for further details and History of Buckinghamshire for maps of the historic county. This county constituency was represented by two knights of the shire until 1832 and three 1832–1885.
Knights of the shire are known to have been summoned to most parliaments from 1290 (19th Parliament of King Edward I of England) and to every one from 1320 (19th Parliament of King Edward II of England).
Although at some periods several Parliaments were held in a year, at others there were considerable gaps between Parliaments. Knights of the shire were also summoned to meetings which have not been classified as Parliaments by modern expert opinion. The names of the members in some Parliaments are not known.
The English civil year started on 25 March until 1752 (Scotland having changed to 1 January in 1600). The years used for parliaments in this article have been converted to the new style where necessary. Old style dates would be a year earlier than the new style for days between 1 January and 24 March, for example the Parliament of 18 March 1313 – 9 May 1313 (new style) would be 18 March 1312 – 9 May 1313 (old style). No attempt has been made to compensate for the eleven days which did not occur in September 1752 in both England and Scotland as well as other British controlled territories (when the day after 2 September was 14 September), so as to bring the British Empire fully in line with the Gregorian calendar.
The names of knights of the shire, taken from the list in The History and Antiquities of Buckinghamshire by George Lipscomb (unless a volume from the History of Parliament Trust on the House of Commons at a particular period is available), are given in alphabetical order for each group of representatives.
There are some minor variations in names from the source used, which unless the contrary is known, are assumed to relate to the same person. It is possible that some entries relate to different persons of the same name. Where such cases have been identified the persons have been distinguished by a Roman number after the name (in order of first election); except where the number used to distinguish different candidates of the same name during the same period, by the authors of the books on the House of Commons mention in the references section, are used.
As the dates of Parliaments came from a twentieth century source and the names of persons elected came from Lipscomb (published between 1831 and 1847) it was sometimes impossible to be certain, from those sources, who served in a Parliament and who attended other meetings accorded lesser status. There is also some uncertainty as to whether Lipscomb did or did not use new style years and if so whether the method used in his list is consistent. An attempt has been made to give the best fit possible and to indicate the year (and if necessary the number within the year) from Lipscomb's list. The places of some Parliaments were indicated in footnotes to Lipscomb's list and are given here as they may assist with further research to confirm the link between specific knights of the shire and a particular Parliament.
Knights of the shire 1265–1660
The lists below commence with Montfort's Parliament in 1265, when for the first time elected representatives from counties (or shires), cities and boroughs were summoned to Parliament.
It is known that the Sheriffs of the English Counties were ordered to send knights of the shire to attend a number of Parliaments before 1265, but they were not required to have them chosen by election. No such summonses are known to have required the attendance of some citizens of cities or burgesses of other boroughs. Records of this sort of summons survive for the Oxford Parliament which was the 7th Parliament of King Henry III (assembled 27 October 1258 and presumed dissolved when writs de expensis were issued on 4 November 1258) and the 16th Parliament of the King (summoned 4 June 1264 and assembled 22 June 1264, although the date of dissolution is unknown).
The lists before 1320 exclude Parliaments to which elected commoners (representing the Commons or communities of England) were not known to have been summoned. All Parliaments are believed to have been held at Westminster, unless otherwise indicated.
Parliament of King Henry III
No.
Summoned
Elected
Assembled
Dissolved
1st member
2nd member
17th
14 December 1264
1264–65
20 January 1265
15 February 1265
unknown
unknown
Parliaments of King Edward I
No.
Summoned
Elected
Assembled
Dissolved
1st member
2nd member
1st (a)
16 February 1275
1275
25 April 1275
...
unknown
unknown
2nd (b)
1 September 1275
1275
13 October 1275
24 October 1275
unknown
unknown
19th (c)
13 June 1290
1290
15 July 1290
...
John de Pateshulle
William de Turville
20th
...
1290
27 October 1290
...
unknown
unknown
21st
...
1290–91
7 January 1291
...
unknown
unknown
22nd
...
1291–92
8 January 1292
...
unknown
unknown
25th
...
?1293
> 29 March 1293
...
unknown
unknown
26th
...
1293
13 October 1293
...
unknown
unknown
27th
...
1293
> 25 December 1293
...
unknown
unknown
29th (d)
30 September 1295+
1295
27 November 1295
4 December 1295
Laurence de Bluntesdene
Roger de Tiringham
30th
26 August 1296
1296
3 November 1296
29 November 1296
unknown
unknown
33rd (e)
6 October 1297
1297
15 September 1297
14 October 1297
Robert Barry
Amery de Nowers
34th (f)
15 March 1298
March 1298
30 March 1298
...
Laurence de Bluntesdene
John de Chetewood
35th (g)
10 April 1298
1298
25 May 1298
...
unknown
unknown
39th (h)
29 December 1299
1299–00
6 March 1300
20 March 1300
Hugh de Chastillon
Robert Pogeys
1300
Gerard de Braybroke I
40th (i)
26 September 1300
1300–01
20 January 1301
30 January 1301
Gerard de Braybroke I
Hugh de Chastillon
42nd (j)
14 July 1302
1302
14 October 1302
21 October 1302
John de Chetewood
William de Santresdon
43rd (k)
12 November 1304
1304–05
28 February 1305
20 March 1305
Roger de Tyringham
John Neyrunt
45th (l)
5 April 1306
1306
30 May 1306
30 May 1306
William Beauchamp
John Giffard
46th (m)
3 November 1306
1306–07
20 January 1307
19 March 1307
Miles de Beauchamp
Ralph de Wedon
Notes:-
(a) 1st: For the first time since 1264–65 the representatives of the communities of the Realm are known to have been summoned to Parliament.
(b) 2nd: The knights of the shires only were summoned to this Parliament. No summonses were sent to the cities and boroughs, for them to send representatives.
(c) 19th: Knights only summoned 13–14 June 1290. Assembled 23 April 1290 Lords and 15 July 1290 Commons. This is the 308th Parliament, counting backwards from the Parliament elected in 2005.. After this Parliament it became fairly usual for the representatives of the counties, cities and boroughs to be summoned to attend Parliament and from 1320 they were always included.
(d) 29th: Model Parliament summoned 30 September, 1 and 3 October 1295. (Lipscomb-knights of the shire 1295)
(e) 33rd: Summoned 30 September 1297 (peers) and 6 October 1297 (knights of the shire). Assembled 9 October 1297 Lords and 15 October 1297 Commons. Met in London. (Lipscomb-knights of the shire 1297)
(f) 34th: Met in York. (Lipscomb-knights of the shire 1298)
(g) 35th: Summoned 10, 11 and 13 April 1298.
(h) 39th: (39th): Resignation of Pogeys, (1300) Gerard de Braybroke I elected. (Lipscomb-knights of the shire 1300:1)
(i) 40th: Met in Lincoln. Dissolved 27–30 January 1301 (when writs de expensis were issued). (Lipscomb-knights of the shire 1300:2)
(j) 42nd: Summoned 14, 20 and 24 July 1303. Met in London. (Lipscomb-knights of the shire 1302)
(k) 43rd: (Lipscomb-knights of the shire 1305)
(l) 45th: Assembled and dissolved 30 May 1306. (Lipscomb-knights of the shire 1306)
(m) 46th: Met in Carlisle. Dissolved when writs de expensis were issued 20 January 1307 (burgesses only) and 19 March 1307 (knights only). (Lipscomb-knights of the shire 1307)
Parliaments of King Edward II
No.
Summoned
Elected
Assembled
Dissolved
1st member
2nd member
1st
26 August 1307
1307
13 October 1307
16 October 1307
unknown
unknown
2nd
19 January 1308
1308
3 March 1308
...
unknown
unknown
5th (a)
4 March 1309
1309
27 April 1309
13 May 1309
Gerard de Braybroke II
John Giffard
8th (b)
16 June 1311
1311
8 August 1311
18 December 1311
Ralph de Wedon
Robert Malet
9th (c)
3 June 1312
1312
20 August 1312
16 December 1312
Ralph de Bellofago
Robert Malet
10th (d)
8 January 1313
1313
18 March 1313
9 May 1313
Ralph de Wedon
Robert Malet
11th (f)
23 May 1313
1313
8 July 1313
27 July 1313
Robert de Tothale
Robert Malet
12th (g)
26 July 1313
1313
23 September 1313
15 November 1313
John de Adingrave
Masculin de Chastillon
13th (h)
29 July 1314
1314
9 September 1314
27/28 September 1314
Miles de Beauchamp
Robert Malet
14th (i)
24 October 1314
1314–15
20 January 1315
9 March 1315
unknown
unknown
15th (j)
16 October 1315
1315–16
27 January 1316
20 February 1316
Nicholas de Turville
John Giffard de Boef
16th
24–25 August 1318
1318
20 October 1318
9 December 1318
unknown
unknown
17th (l)
20 March 1319
1319
6 May 1319
25 May 1319
John de la Haye
John de la Penne
19th
5 August 1320
1320
6 October 1320
25/26 October 1320
unknown
unknown
20th
15 May 1321
1321
15 July 1321
22 August 1321
unknown
unknown
21st (m)
14 March 1322
1322
2 May 1322
19 May 1322
Ralph de Wedon
Robert Malet
22nd (n)
18 September 1322
1322
14 November 1322
29 November 1322
Alan de Leaumes
Robert Malet
23rd (o)
20 November 1323
1323–24
23 February 1324
18 March 1324
Philip de Aylesbury
Robert Malet
24th (p)
6 May 1325
1325
25 June 1325
...
Thomas de Sakevill
James Freysel
25th
10 October 1325
1325
18 November 1325
5 December 1325
unknown
unknown
26th (q)
28 October 1326
1326–27
7 January 1327
20 January 1327
Andrew de St. Liz
Robert Malet
Note:-
(a) 5th: (Lipscomb-knights of the shire 1309)
(b) 8th: Met at London. (Lipscomb-knights of the shire 1311)
(c) 9th: (Lipscomb-knights of the shire 1312:1)
(d) 10th: (Lipscomb-knights of the shire 1312:2)
(e) Robert Barry, ? (Lipscomb-knight of the shire 1313:1) not associated with a Parliament as far as is known
(f) 11th: (Lipscomb-knights of the shire 1313:2)
(g) 12th: (Lipscomb-knights of the shire 1313:3)
(h) 13th: (Lipscomb-knights of the shire 1314)
(i) 14th: John Blaket, Robert Malet (Lipscomb-knights of the shire 1315:1) or John Giffard, Nicholas de Turville (at York) (Lipscomb-knights of the shire 1315:2) uncertain which pair were elected to this Parliament and which to a meeting of lesser status
(j) 15th: Met at Lincoln. (Lipscomb-knights of the shire 1316)
(k) Nicholas de Turville (3), John de Olney (1) (Council at Lincoln) (Lipscomb-knights of the shire 1317) not associated with a body classified as a Parliament
(l) 17th: (Lipscomb-knights of the shire 1319)
(m) 21st: (Lipscomb-knights of the shire 1322)
(n) 22nd: Met at York. (Lipscomb-knights of the shire 1323)
(o) 23rd: (Lipscomb-knights of the shire 1324)
(p) 24th: Met at London. (Lipscomb-knights of the shire 1325)
(q) 26th: continued into the next reign
Parliaments of King Edward III
No.
Summoned
Elected
Assembled
Dissolved
1st member
2nd member
1st
...
...
...
9 March 1327
unknown
unknown
2nd
7 August 1327
1327
15 September 1327
23 September 1327
unknown
unknown
3rd
10 December 1327
1327–28
7 February 1328
5 March 1328
unknown
unknown
4th
5 March 1328
1328
24 April 1328
14 May 1328
unknown
unknown
5th
28 August 1328
1328
16 October 1328
22 February 1329
unknown
unknown
6th
25 January 1330
1330
11 March 1330
21 March 1330
unknown
unknown
7th
23 October 1330
1330
26 November 1330
9 December 1330
unknown
unknown
8th
16 July 1331
1331
30 September 1331
9 October 1331
unknown
unknown
9th
27 January 1332
1332
16 March 1332
21 March 1332
unknown
unknown
10th
20 July 1332
1332
9 September 1332
12 September 1332
unknown
unknown
11th
20 October 1332
1332
4 December 1332
27 January 1333
unknown
unknown
12th
2 January 1334
1334
21 February 1334
2 March 1334
unknown
unknown
13th
24 July 1334
1334
19 September 1334
23 September 1334
unknown
unknown
14th
1 April 1335
1335
26 May 1335
3 June 1335
unknown
unknown
15th
22 January 1336
1336
11 March 1336
20 March 1336
unknown
unknown
16th
29 November 1336
1336–37
3 March 1337
c.16 March 1337
unknown
unknown
17th
20 December 1337
1337–38
3 February 1338
14 February 1338
unknown
unknown
18th
15 November 1338
1338–39
3 February 1339
17 February 1339
unknown
unknown
19th
25 August 1339
1339
13 October 1339
c.3 November 1339
unknown
unknown
20th
16 November 1339
1339–40
20 January 1340
19 February 1340
unknown
unknown
21st
21 February 1340
1340
29 March 1340
10 May 1340
unknown
unknown
22nd
30 May 1340
1340
12 July 1340
26 July 1340
unknown
unknown
23rd
3 March 1341
1341
23 April 1341
27–28 May 1341
unknown
unknown
24th
24 February 1343
1343
28 April 1343
20 May 1343
unknown
unknown
25th
20 April 1344
1344
7 June 1344
28 June 1344
unknown
unknown
26th
30 July 1346
1346
11 September 1346
20 September 1346
unknown
unknown
27th
13 November 1347
1348–48
14 January 1348
12 February 1348
unknown
unknown
28th
14 February 1348
1348
31 March 1348
13 April 1348
unknown
unknown
29th
25 November 1350
1350–51
9 February 1351
1 March 1351
unknown
unknown
30th
15 November 1351
1351–52
13 January 1352
11 February 1352
unknown
unknown
31st
15 March 1354
1354
28 April 1354
20 May 1354
unknown
unknown
32nd
20 September 1355
1355
23 November 1355
30 November 1355
unknown
Roger de Puttenham
33rd
15 February 1357
1357
17 April 1357
8–16 May 1357
unknown
unknown
34th
15 December 1357
1357–58
5 February 1358
27 February 1358
unknown
35th
3 April 1360
1360
15 May 1360
...
unknown
unknown
36th
20 November 1360
1360–61
24 January 1361
18 February 1361
unknown
unknown
37th
14 August 1362
1362
13 October 1362
17 November 1362
unknown
unknown
38th
1 June 1363
1363
6 October 1363
30 October 1363
unknown
Roger de Puttenham
39th
4 December 1364
1364–65
20 January 1365
17 February 1365
unknown
unknown
40th
20 January 1366
1366
4 May 1366
11 May 1366
unknown
Roger de Puttenham
41st
24 February 1368
1368
1 May 1368
21 May 1368
unknown
Roger de Puttenham
42nd
6 April 1369
1369
3 June 1369
11 June 1369
unknown
Roger de Puttenham
43rd
8 January 1371
1371
24 February 1371
29 March 1371
unknown
unknown
44th
1 September 1372
1372
3 November 1372
24 November 1372
unknown
unknown
45th
4 October 1373
1373
21 November 1373
10 December 1373
unknown
unknown
46th
28 December 1375
1375–76
28 April 1376
10 July 1376
unknown
unknown
47th
1 December 1376
1376–77
27 January 1377
2 March 1377
Sir John Aylesbury
unknown
continued from last reign-9 March 1327 (1st): Andrew de St. Liz (1b), Robert Malet (10b) (Westminster) (Lipscomb-knights of the shire 1326)
15 September 1327 – 23 September 1327 (2nd): John de la Penne (2), Andrew de St. Liz (2) (Lipscomb-knights of the shire 1327:1)
7 February 1328 – 5 March 1328 (3rd): John Blaket (1), Masculin de Chastillon (2) (Lincoln) (Lipscomb-knights of the shire 1327:2)
24 April 1328 – 14 May 1328 (4th): John Blaket (2), Roger de Tourney (1) (York) (Lipscomb-knights of the shire 1328)
16 October 1328 – 22 February 1329 (5th): John de Mareschal (1), James Freysel (2) (New Sarum) (Lipscomb-knights of the shire 1329:1) or John de la Haye (2), Andrew de St. Liz (3) (Parliament at York) (Lipscomb-knights of the shire 1329:2) or Masculin de Chastillon (3), Andrew de St. Liz (4) (Northampton) (Lipscomb-knights of the shire 1329:3) uncertain which pair were elected to this Parliament and which to a meeting of lesser status
11 March 1330 – 21 March 1330 (6th): John Blaket (3), Roger de Tyringham (3) (York) (Lipscomb-knights of the shire 1329:4)
26 November 1330 – 9 December 1330 (7th): John de Mareschal (2), James Freysel (3) (New Sarum) (Lipscomb-knights of the shire 1330)
30 September 1331 – 9 October 1331 (8th): Masculin de Chastillon (4), James Freysel (4) (Westminster) (Lipscomb-knights of the shire 1331:1)
16 March 1332 – 21 March 1332 (9th): John Fitz-Ralph de Mareschal (1), Ralph de Wedon (5) (Winchester) (Lipscomb-knights of the shire 1331:2)
9 September 1332 – 12 September 1332 (10th): Richard de Chastillon (1), John de Cifrewast (1) (Westminster) (Lipscomb-knights of the shire 1332)
4 December 1332 – 27 January 1333 (11th): John de Adingrave (2), Masculin de Chastillon (5) (Lipscomb-knights of the shire 1333:1)
21 February 1334 – 2 March 1334 (12th): Masculin de Chastillon (6), John de Stretle (1) (Lipscomb-knights of the shire 1333:2)
19 September 1334 – 23 September 1334 (13th): Thomas Blaket (1), Robert Malet (11) (York) (Lipscomb-knights of the shire 1334)
26 May 1335 – 3 June 1335 (14th): Thomas Blaket (2), John de Stretle (2) (Westminster) (Lipscomb-knights of the shire 1335:1)
11 March 1336 – 20 March 1336 (15th): Thomas Blaket (3), Robert Malet (12) (York) (Lipscomb-knights of the shire 1335:2)
3 March 1337–c. 16 March 1337 (16th): Gerard de Braybroke II (2), John de Hamstede (1) (Lipscomb-knights of the shire 1336)
3 February 1338 – 14 February 1338 (17th): William de Berkhamstede (1), Thomas de la Haye (1) (Council at Northampton) (Lipscomb-knights of the shire 1337)
3 February 1339 – 17 February 1339 (18th): Philip de Aylesbury (2), Walter Poule (1) (Parliament at Westminster) (Lipscomb-knights of the shire 1338)
13 October 1339–c. 3 November 1339 (19th): John Bryan (1), Richard le Warde (1) (Council at Northampton) (Lipscomb-knights of the shire 1339:1)
20 January 1340 – 19 February 1340 (20th): John Blaket (4), John de Chetyngton (1)(Parliament at Westminster) (Lipscomb-knights of the shire 1339:2)
29 March 1340 – 10 May 1340 (21st): Philip de Aylesbury (3), Thomas Reynes (1) (Lipscomb-knights of the shire 1340:1)
12 July 1340 – 26 July 1340 (22nd): Philip de Aylesbury (4), Richard Passelewe (1) (Lipscomb-knights of the shire 1340:2)
23 April 1341–27/28 May 1341 (23rd): Philip de Aylesbury (5), Roger de Tyringham (4) (Lipscomb-knights of the shire 1341:1) or Alan de Leaumes (2), Robert Malet (12) (Lipscomb-knights of the shire 1341:2) or Gerard de Braybroke II (3), Richard de la Vache (1) (Lipscomb-knights of the shire 1341:3) or Philip de Aylesbury (5), John Giffard (5) (Lipscomb-knights of the shire 1341:4) uncertain which pair of knights of the shire were elected to this Parliament and which to meetings of lesser status
28 April 1343 – 20 May 1343 (24th): John de Chastillon (1), Richard de Chastillon (2) (Lipscomb-knights of the shire 1342)
7 June 1344 – 28 June 1344 (25th): Philip de Aylesbury (6), Robert Malet (13) (Lipscomb-knights of the shire 1344:1) or John de Chastillon (2), Thomas de Reynes (2) (Lipscomb-knights of the shire 1344:2) or Gerard de Braybroke (x), ? (Lipscomb-knights of the shire 1345)uncertain which pair were elected to this Parliament and which to a meeting of lesser status
11 September 1346 – 20 September 1346 (26th): ?
14 January 1348 – 12 February 1348 (27th): Thomas de Reynes (3), Alexander de Sanderton (1) (Lipscomb-knights of the shire 1347)
31 March 1348 – 13 April 1348 (28th): Henry de Chalfhunte (1), John le Veinour (1) (Lipscomb-knights of the shire 1348)
Henry Fermband (1), Henry de Chalfhunte (2) (Lipscomb-knights of the shire 1349:1) and Henry de Chalfhunte (3), John le Veinour (2) (Lipscomb-knights of the shire 1349:2) not associated with a body classified as a Parliament
9 February 1351 – 1 March 1351 (29th): ?
13 January 1352 – 11 February 1352 (30th): Gerard de Braybroke III (1), Hugh de Kymbell (1) (Lipscomb-knights of the shire 1352)
Gerard de Braybroke III (2), John de Hampden (1) (Lipscomb-knights of the shire 1353:1) and Geffrey de Lacy (1), ? (Council at Westminster) (Lipscomb-knights of the shire 1353:2) not associated with a body classified as a Parliament
28 April 1354 – 20 May 1354 (31st): Geffrey de Lucy (2), ? (Lipscomb-knights of the shire 1354)
23 November 1355 – 30 November 1355 (32nd): Geffrey de Lucy (3), Roger de Puttenham (1) (Parliament at Westminster) (Lipscomb-knights of the shire 1355)
17 April 1357-8/16 May 1357 (33rd): John de Chastillon (3), Geffrey de Lucy (3)
5 February 1358 – 27 February 1358 (34th): John de Hagmondesham (1), Roger de Puttenham (2)
15 May 1360 (35th): ?
24 January 1361 – 18 February 1361 (36th): Geffrey de Lucy (4), J. Hunt (1)
13 October 1362 – 17 November 1362 (37th): Robert Barry (1), Nicholas Trimenel {1)
6 October 1363 – 30 October 1363 (38th): Thomas de Arderne (1), Roger de Puttenham (3)
20 January 1365 – 17 February 1365 (39th): John de Hampden (1), ?
4 May 1366 – 11 May 1366 (40th): Thomas de Missynden (1), Roger de Puttenham (4)
1 May 1368 – 21 May 1368 (41st): John de Arderne (1), Roger de Puttenham (5)
3 June 1369 – 11 June 1369 (42nd): John de Arderne (2), Roger de Puttenham (6)
24 February 1371 – 29 March 1371 (43rd): Fulk de Bermyngeham (1), Thomas de Reynes (4)
3 November 1372 – 24 November 1372 (44th): Fulk de Bermyngeham (2), ?
21 November 1373 – 10 December 1373 (45th): John de Arderne (3), Geffrey de Lucy (5)
28 April 1376 – 10 July 1376 (46th): ? (The Good Parliament).
27 January 1377 – 2 March 1377 (47th): ? (The Bad Parliament).
Parliaments of King Richard II
No.
Summoned
Elected
Assembled
Dissolved
1st member
2nd member
1st
4 August 1377
1377
13 October 1377
5 December 1377
Sir Edmund atte Pole
Sir John de Aylesbury
2nd
3 September 1378
1378
20 October 1378
16 November 1378
Sir John de Aylesbury
Sir Thomas Sakevill
3rd
16 February 1379
1379
24 April 1379
27 May 1379
Sir William de Molins
Sir Thomas Sakevill
4th
20 October 1379
1379–80
16 January 1380
3 March 1380
Sir John de Aylesbury
Sir Thomas Sakevill
5th
26 August 1380
1380
5 November 1380
6 December 1380
Sir John de Bermyngeham
Robert de Luton
6th
16 July 1381
1381
3 November 1381
25 February 1382
Sir John de Aylesbury
Sir Thomas Sakevill
7th
24 March 1382
1382
7 May 1382
22 May 1382
Sir John de Aylesbury
John de Cheyne
8th
9 August 1382
1382
6 October 1382
24 October 1382
unknown
unknown
9th
7 January 1383
1383
23 February 1383
10 March 1383
John Broughton
Sir Thomas Sakevill
10th
20 August 1383
1383
26 October 1383
26 November 1383
Sir Edmund atte Pole
Sir Thomas Sakevill
11th
3 March 1384
1384
29 April 1384
27 May 1384
unknown
unknown
12th
28 September 1384
1384
12 November 1384
14 December 1384
unknown
unknown
13th
3 September 1385
1385
20 October 1385
6 December 1385
unknown
unknown
14th
8 August 1386
1386
1 October 1386
28 November 1386
Sir John Chetwode
Sir Thomas Sackville
15th
17 December 1387
1387–88
3 February 1388
4 June 1388
Sir Robert Luton
Sir Philip de la Vache
16th
28 July 1388
1388
9 September 1388
17 October 1388
Roger Dayrell
Sir Thomas Sackville
17th
6 December 1389
1389–90
17 January 1390
2 March 1390
Sir John Aylesbury
Sir Robert Luton
18th
12 September 1390
1390
12 November 1390
3 December 1390
Roger Dayrell
Edward Durdent
19th
7 September 1391
1391
3 November 1391
2 December 1391
Sir Thomas Aylesbury
John Broughton
20th
23 November 1392
1392–93
20 January 1393
10 February 1393
Sir Edward Missenden
Alan Ayot
21st
13 November 1393
1393–94
27 January 1394
6 March 1394
Roger Dayrell
Sir Thomas Sackville
22nd
20 November 1394
1394–95
27 January 1395
15 February 1395
Sir John Chetwode
Edward Durdent
23rd
30 November 1396
1396–97
22 January 1397
12 February 1397
John Barton
Thomas Shelley
24th
18 July 1397
1397
17 September 1397
31 January 1398
Sir Thomas Aylesbury
Thomas Shelley
25th
19 August 1399
1389
30 September 1399
30 September 1399
Roger Dayrell
Edmund Hampden
Note:-
(a) 8th: John de Braybroke or Sir Thomas Sakevill, John Marche or John Tyringham uncertain which pair were elected to this Parliament and which to a meeting of lesser status.
Parliaments of King Henry IV
No.
Summoned
Elected
Assembled
Dissolved
1st member
2nd member
1st
30 September 1399
1399
6 October 1399
19 November 1399
unknown
unknown
2nd
9 September 1400
1400–01
20 January 1401
10 March 1401
John Barton
Thomas Durant
3rd
19 June 1402
1402
30 September 1402
25 November 1402
Sir Richard Arches
Edmund Hampden
4th
20 October 1403
1403–04
14 January 1404
20 March 1404
John Barton
Edmund Brudenell
5th
25 August 1404
1404
6 October 1404
13 November 1404
Roger Cheyne
Robert James
6th
21 December 1405
1405–06
1 March 1406
22 December 1406
Edmund Brudenell
John Giffard
7th
26 August 1407
1407
20 October 1407
2 December 1407
John Barton
Richard Wyot
8th
26 October 1409
1409–10
27 January 1410
9 May 1410
unknown
unknown
9th
21 September 1411
1411
3 November 1411
19 December 1411
unknown
unknown
10th
1 December 1412
1412–13
3 February 1413
20 March 1413
unknown
unknown
Parliaments of King Henry V
No.
Summoned
Elected
Assembled
Dissolved
1st member
2nd member
1st
22 March 1413
1413
14 May 1413
9 June 1413
John Cheyne
John Giffard
2nd
1 December 1413
1413–14
30 April 1414
29 May 1414
John Barton II
Richard Wyot
3rd
26 September 1414
1414
19 November 1414
...
John Barton
4th
12 August 1415
1415
4 November 1415
12 November 1415
John Cheyne
5th
21 January 1416
1416
16 March 1416
May 1416
unknown
unknown
6th
3 September 1416
1416
19 October 1416
18 November 1416
unknown
unknown
7th
5 October 1417
1417
16 November 1417
17 December 1417
John Barton II
John Giffard
8th
24 August 1419
1419
16 October 1419
13 November 1419
John Barton II
Richard Wyot
9th
21 October 1420
1420
2 December 1420
...
John Hampden
William Whaplode
10th
26 February 1421
1421
2 May 1421
...
Robert James
George Longville
11th
20 October 1421
1421
1 December 1421
...
Sir John Cheyne II
Richard Wyot
Parliaments of King Henry VI
No.
Summoned
Elected
Assembled
Dissolved
1st member
2nd member
1st
29 September 1422
1422
9 November 1422
18 December 1422
John Barton jnr
Robert James
2nd
1 September 1423
1423
20 October 1423
28 February 1424
John Giffard
unknown
3rd
24 February 1425
1425
30 April 1425
14 July 1425
John Cheyne
Sir John Cheyne II
4th
7 January 1426
1426
18 February 1426
1 June 1426
Sir John Cheyne II
unknown
5th
15 July 1427
1427
13 October 1427
25 March 1428
John Cheyne
unknown
6th
12 July 1429
1429
22 September 1429
23 February 1430
unknown
unknown
7th
27 November 1430
1430–31
12 January 1431
20 March 1431
unknown
unknown
8th
25 February 1432
1432
12 May 1432
17 July 1432
Sir John Cheyne II
unknown
9th
24 May 1433
1433
8 July 1433
>c.18 December 1433
William Whaplode
unknown
10th
5 July 1435
1435
10 October 1435
23 December 1435
Sir John Cheyne II
unknown
11th
29 October 1436
1436–37
21 January 1437
27 March 1437
John Hampden
unknown
12th
26 September 1439
1439
12 November 1439
c.15–24 February 1440
unknown
unknown
13th
3 December 1441
1441–42
25 January 1442
27 March 1442
unknown
unknown
14th
13 January 1445
1445
25 February 1445
9 April 1445
Sir John Cheyne II
unknown
15th
14 December 1446
1446–47
10 February 1447
3 March 1447
Thomas Tresham
unknown
16th
2 January 1449
1449
12 February 1449
16 July 1449
unknown
unknown
17th
23 September 1449
1449
6 November 1449
c.5–8 June 1450
unknown
unknown
18th
5 September 1450
1450
6 November 1450
c.24–31 May 1451
unknown
unknown
19th
20 January 1453
1453
6 March 1453
c.16–21 April 1454
unknown
unknown
20th
26 May 1455
1455
9 July 1455
12 March 1456
unknown
unknown
21st
9 October 1459
1459
20 November 1459
20 December 1459
unknown
unknown
22nd
30 July 1460
1460
7 October 1460
c.4 March 1461
unknown
unknown
23rd
15 October 1470
1470
26 November 1470
c. 11 April 1471
unknown
unknown
Parliaments of King Edward IV
No.
Summoned
Elected
Assembled
Dissolved
1st member
2nd member
1st
23 May 1461
1461
4 November 1461
6 May 1462
unknown
unknown
2nd
22 December 1462
1462–63
29 April 1463
28 March 1465
unknown
unknown
3rd
28 February 1467
1467
3 June 1467
7 June 1468
unknown
unknown
4th
19 August 1472
1472
6 October 1472
14 March 1475
unknown
unknown
5th
20 November 1477
1477–78
16 January 1478
26 February 1478
unknown
unknown
6th
15 November 1482
1482–83
20 January 1483
18 February 1483
unknown
unknown
Parliament of King Richard III
No.
Summoned
Elected
Assembled
Dissolved
1st member
2nd member
1st
9 December 1483
1483–84
23 January 1484
20 February 1484
unknown
unknown
Parliaments of King Henry VII
No.
Summoned
Elected
Assembled
Dissolved
1st member
2nd member
1st
15 September 1485
1485
7 November 1485
c. 4 March 1486
unknown
unknown
2nd
...
1487
9 November 1487
c. 18 December 1487
unknown
unknown
3rd
...
?1488–89
13 January 1489
27 February 1490
unknown
unknown
4th
12 August 1491
1491
17 October 1491
5 March 1492
unknown
unknown
5th
15 September 1495
1495
14 October 1495
21–22 December 1495
unknown
unknown
6th
20 November 1496
1496–97
16 January 1497
13 March 1497
unknown
unknown
7th
...
?1503–04
25 January 1504
c. 1 April 1504
unknown
unknown
Parliaments of King Henry VIII
No.
Summoned
Elected
Assembled
Dissolved
1st member
2nd member
1st
17 October 1509
1509–10
21 January 1510
23 February 1510
unknown
unknown
2nd
28 November 1511
1511–12
4 February 1512
4 March 1514
unknown
unknown
3rd
23 November 1514
1514–15
5 February 1515
22 December 1515
unknown
unknown
4th
...
1523
15 April 1523
13 August 1523
unknown
unknown
5th
9 August 1529
1529
3 November 1529
14 April 1536
Sir Andrew Windsor (a)
Sir John Russell
after 1532
Sir Francis Bryan
6th
27 April 1536
1536
8 June 1536
18 July 1536
unknown
unknown
7th
1 March 1539
1539
28 April 1539
24 July 1540
Sir John Dauntesey
Sir Francis Bryan
8th
23 November 1541
1541–42
16 January 1542
28 March 1544
Sir Francis Bryan
Sir Anthony Lee
9th
1 December 1544
1544–45
23 November 1545
31 January 1547
Sir Francis Bryan
Francis Russell
Note:-
(a) Windsor was created 1st Baron Windsor 3 November 1529.
Parliaments of King Edward VI
No.
Summoned
Elected
Assembled
Dissolved
1st member
2nd member
1st
2 August 1547
1547
4 November 1547
15 April 1552
Sir Francis Russell
Sir Anthony Lee (a)
8 January 1550
Sir Thomas Windsor
2nd
5 January 1553
1553
1 March 1553
31 March 1553
Edmund Verney
William Dormer
Note:-
(a) Lee died in office.
Parliaments of Queen Mary I
No.
Summoned
Elected
Assembled
Dissolved
1st member
2nd member
1st
14 August 1553
1553
5 October 1553
5 December 1553
Sir Edmund Peckham
Robert Drury (by 1503-77)|Sir Robert Drury II
2nd
17 February 1554
1554
2 April 1554
3 May 1554
Sir Robert Peckham
Sir George Gifford II
3rd
3 October 1554
1554
12 November 1554
16 January 1555
Sir Edmund Peckham
Thomas Denton
4th
3 September 1555
1555
21 October 1555
9 December 1555
Edmund Verney
Francis Verney
5th
6 December 1557
1557–58
20 January 1558
17 November 1558
Sir William Dormer
Sir Henry Lee
Parliaments of Queen Elizabeth I
No.
Summoned
Elected
Assembled
Dissolved
1st member
2nd member
1st
5 December 1558
28 December 1558
23 January 1559
8 May 1559
Sir Henry Lee
Paul Darrell
2nd
10 November 1562
1562–63
11 January 1563
2 January 1567
Thomas Fleetwood
William Hawtrey
3rd
...
1571
2 April 1571
29 May 1571
Sir Henry Lee
Sir William Dormer
4th
28 March 1572
1572
8 May 1572
19 April 1583
Sir Henry Lee
John Croke II
5th
12 October 1584
1584
23 November 1584
14 September 1585
Miles Sandys
Griffith Hampden
6th
15 September 1586
1586
15 October 1586
23 March 1587
Francis Goodwin
John Borlase
7th
18 September 1588
1588–89
4 February 1589
29 March 1589
John Fortescue I
Thomas Tasburgh
8th
4 January 1593
1593
18 February 1593
10 April 1593
Sir John Fortescue I
Sir Robert Dormer
9th
23 August 1597
1597
24 October 1597
9 February 1598
Sir John Fortescue I
Francis Goodwin
10th
11 September 1601
7 October 1601
27 October 1601
19 December 1601
Francis Fortescue
Alexander Hampden
Parliaments of King James I
No.
Summoned
Elected
Assembled
Dissolved
1st member
2nd member
1st
31 January 1604
1604
19 March 1604
9 February 1611
William Fleetwood
Francis Goodwin (a)
160x
Christopher Pigott (b)
160x
Anthony Tyringham
2nd
...
?1614
5 April 1614
7 June 1614
Sir Francis Goodwin
Sir William Borlase
3rd
13 November 1620
1620–21
16 January 1621
8 February 1622
Sir Francis Goodwin
Sir William Fleetwood
4th
20 December 1623
1623–24
12 February 1624
27 March 1625
Sir Francis Goodwin
Sir Thomas Denton
Notes:-
(a) Goodwin was declared not duly elected.
(b) Pigott was expelled from the House of Commons.
Parliaments of King Charles I
No.
Summoned
Elected
Assembled
Dissolved
1st member
2nd member
1st
2 April 1625
1625
17 May 1625
12 August 1625
Sir Francis Goodwin
Henry Bulstrode
2nd
20 December 1625
1626
6 February 1626
15 June 1626
Sir Francis Goodwin
Sir Thomas Denton
3rd
31 January 1628
1628
17 March 1628
10 March 1629
Sir Edward Coke
Sir William Fleetwood
No parliament held
4th
20 February 1640
1640
13 April 1640
5 May 1640
John Hampden
Arthur Goodwin
5th
24 September 1640
1640
3 November 1640
16 March 1660
John Hampden
Arthur Goodwin
?1643
George Fleetwood
Edmund West
Parliaments of the Commonwealth
The Long Parliament or the selection of members from it known as the Rump Parliament functioned de facto during part of the Commonwealth of England period. It existed (in a sense) de jure 1640–1660, as under a pre-English Civil War law, the Long Parliament could not be lawfully dissolved without its own consent which it did not give until 1660. As it was a Parliament originally summoned by King Charles I, the overall dates of the Long Parliament are given in the previous section.
The Barebones Parliament was an appointed body, so the county was not as such represented in it. That body was summoned on 20 June 1653, first met on 4 July 1653 and was dissolved on 12 December 1653.
Parliaments of the Protectorate
During the Protectorate the county was allocated five representatives in the First and the Second Protectorate Parliaments (summoned 1 June 1654 and 10 July 1656 respectively), before reverting to two for the Third Protectorate Parliament (summoned 9 December 1658).
The boroughs of Aylesbury, Buckingham Town and Wycombe retained one seat each in the first two Parliaments, but the traditional pattern of constituencies and of seats was reintroduced for the third.
No.
Assembled
Dissolved
1st member
2nd member
3rd member
4th member
5th member
1st
3 September 1654
22 January 1655
Bulstrode Whitelocke
Richard Ingoldsby
George Fleetwood
Sir Richard Pigot
Richard Greenville
2nd
17 September 1656
4 February 1658
Bulstrode Whitelocke
Richard Ingoldsby
Richard Hampden
Sir Richard Pigot
Richard Greenville
3rd
27 January 1659
22 April 1659
Richard Greenville
William Bowyer
Index
John de Adingrave 1313:3 1333:1
Philip de Aylesbury 1324 1338 1340:1 1340:2 1341:1 1341:4 1344:1
Robert Barry 1297 1313:1
Miles de Beauchamp 1307 1314
William Beauchamp 1306
Ralph de Bellofago 1312:1
William de Berkhamstede 1337
John Blaket 1315:1 1327:2 1328 1329:4 1339:2
Thomas Blaket 1334 1335:1 1335:2
Laurence de Bluntesdene 1295 1298
Gerard de Braybroke I 1300:1 1300:2
Gerard de Braybroke II 1309 1336 1341:3
Gerard de Braybroke ? 1345
Gerard de Braybroke III 1352 1353:1
John Bryan 1339:1
Henry de Chalfhunte 1348 1349:1 1349:2
Hugh de Chastillon 1300:1 1300:2
John de Chastillon 1342 1344:2
Masculin de Chastillon 1313:3 1327:2 1329:3 1331:1 1333:1 1333:2
Richard de Chastillon 1332 1342
John de Chetewood 1298 1302
John de Chetyngton 1339:2
John de Cifrewast 1332
Henry Fermband 1349:1
James Freysel 1325 1329:1 1330 1331:1
John Giffard 1306 1309 1315:2 1316 1341:4
John de Hampden 1353:1
John de Hamstede 1336
John de la Haye 1319 1329:2
Thomas de la Haye 1337
Hugh de Kymbell 1352
Geffrey de Lacy 1353:2 1354 1355
Alan de Leaumes 1323 1341:2
Robert Malet 1311 1312:1 1312:2 1313:2 1314 1315:1 1322 1323 1324 1326 1334 1335:2 1341:2 1344:1
John de Mareschal (1) 1329:1 1330
John Fitz-Ralph de Mareschal 1331:2
John Neyrunt 1305
Amery de Nowers 1297
John de Olney 1317
Richard Passelewe 1340:2
John de Pateshulle 1290
John de la Penne 1319 1327:1
Robert Pogeys 1300:1
Walter Poule 1338
Roger de Puttenham 1355
Thomas de Reynes 1340:1 1344:2 1347
Andrew de St. Liz 1326 1327:1 1329:2 1329:3
Thomas de Sakevill 1325
Alexander de Sanderton 1347
William de Santresdon 1302
John de Stretle 1333:2 1335:1
Robert de Tothale 1313:2
Roger de Tourney 1328
Nicholas de Turville 1315:2 1316 1317
William de Turville 1290
Roger de Tyringham 1295 1305 1329:4 1341:1
Richard de la Vache 1341:3
John le Veinour 1348 1349:2
Richard le Warde 1339:1
Ralph de Wedon 1307 1311 1312:2 1322 1331:2 |
Introduction
The Toronto Transit Commission's headquarters decorated for the 1934 centennial.
The Centennial of the City of Toronto was celebrated in 1934, commemorating the incorporation of York into the City of Toronto. The celebrations included numerous events, exhibitions, and commemorations. Of the most modern relevance is the "Toronto's Hundred Years" Publication Committee, which published Toronto's 100 Years, from which much historical perspective may be found.
Organization
Along with a General Centennial Committee, Toronto had at least sixteen Special Committees. They were the Music and Pageantry, Permanent Memorial, Flying, The "Toronto's Hundred Years" Publication, Travel Promotion, Veteran Reunion, Pictures, Religious Services, Stamp Exhibition, Sports, Street Decorations, Flower Show, Song Judging, Public Address, National Groups, and the Drills Corps Display Committee (which included a Mailing List Committee).
General Centennial Committee
Honorary Chairman: Brigadier-General C. H. Mitchell, C.B., C.M.G., D.S.O.
Chairman: J. A. Northey
Director: Lieutenant-Colonel H. R. Alley, O.B.E.
His Worship William J. Stewart, Mayor of the City of Toronto
J. E. Atkinson, The Toronto Daily Star
H. C. Bourlier, Toronto Convention and Tourist Association
George Brigden, Board of Education
C. L. Burton, Toronto Industrial Commission
Colonel H. S. Cameron, Toronto Transportation Commission
Alderman Ralph C. Day, the Council of the City of Toronto
J. E. Ganong, Board of Harbour Commissioners
W. G. Jaffray, The Globe
Brigadere-General C. H. Mitchell, C.B., C.M.G., D.S.O., Toronto Board of Trade
John Munro, Trades and Labor Council
J. A. Northey, Royal Agricultural Winter Fair
Colonel The Honorable W. H. Price, The Government of the Province of Ontario
Controller J. G. Ramsden, Board of Control of the City of Toronto
T. A. Reed, University of Toronto
Douglas S. Robertson, The Evening Telegram
F. D. L. Smith, The Mail and Empire
J. P. Travers, Separate School Board
W. Wadsworth, Formerly of the Council of the City of Toronto
F. E. Waterman, Canadian Manufacturers Association
John Westren, Canadian National Exhibition Association
Special Committees
It is possible more Committees existed, as it was published "It is greatly regretted that the names of the members of other committees which are being formed are not available for this edition."
Music and Pageantry Committee
Ernest MacMillan, B.A., Mus. Doc., F.R.C.M., F.R.C.O., (Chairman), Captain J. S. Atkinson, Eugene Beaupré, Milton Blackstone, E. P. Burns, C. B. Cleveland, F.R.I.B.A., Fredric C. Foy, H. A. Fricker, M.A., Mus. Doc, F.R.C.O., (Chairman - Music Subcommittee), Major A. C. Galbraith, Miss Pearl McCarthy, M.A., B. Litt., (Oxon), J. Campbell McInnes, A. J. Mason, Lawrence Mason, M.A., Ph.D., J. E. Middleton, Herbert E. Moore, F.R.A.I.C., (Chairman - Pageantry Sub-Committee), W. M. Murdoch, George A. Patton, B.S.A., Thomas M. Sargant, Owen Staples, O.S.A., Edgar Stone, Miss E. Tedd, F. R. McVity
Permanent Memorial Committee
George H. Locke, M.A., LL.D., (Chairman), C. E. Chambers, Hector Charlesworth, Shirley Denison, K.C., Alderman H. W. Hunt, Tracy D. Le May, Colonel Mackenzie Waters, M.C.
Flying Committee
Wing-Commander D. G. Joy, A.F.C., R.C.A.F., Squadron Leader G. S. O'Brian, A.F.C., R.C.A.F., Major R. E. Nicholl, Fleet-Lieutenant W. A. Curtis, D.S.C, R.C.A.F., Fleet-Lieutenant A. H. Keith Russell, R.C.A.F., Lee Murray
The "Toronto's Hundred Years" Publication Committee
F. D. L. Smith, (Chairman), Eric Arthur, M.A., A.R.I.B.A., Hugh Eayrs, Main Johnson, A. H. Robson
Travel Promotion Committee
W. Fulton, (Chairman), A. H. Foster, John V. Foy, W. F. Prendergast, H. F. Tilley, Charles Watson
Veteran Reunion Committee
Major Alex Lewis, (Chairman), Colonel W. Rhodes, D.S.O., M.C., Captain W. W. Parry, K. C., Captain V. W. Fairweather, Sergeant Charles J. Brown
Pictures Committee
Martin Baldwin, M. O. Hammond, Arthur Lismer, T. A. Reed
Religious Services Committee
Rev. Canon C. V. Pilcher, M.A., D.D., Anglican Church, (Chairman), Rev. John Marshall, Baptist Church, Rev. G. M. Dunn, Presbyterian Church, Rev. G. Kelly, B.A., Roman Catholic Church, Major Noah Pitcher, Salvation Army, Rabbi S. Sachs, B. A., Jewish Synagogues, Rev. W. Harold Young, M.A., D.D., United Church of Canada
Stamp Exhibition Committee
C. F. Foster, Fred Jarret, G. G. Macdonald, W. I. MacTavish, Donald Taylor
Sports Committee
Lieutenant-ColonelT. R. Loudon, (Chairman), George H. Beedham, Hamilton Cassels, John de Gruchy, Chief Inspector George Guthrie, Alderman Fred Hamilton, Charles E. Higginbottom, Elwood Hughes, James G. Merrick, P. J. Mulqueen, Fred Nobert, Harry Price, MPP, Charles E. Ring, Major Alexander Sinclair, John W. Turner, T. K. Wade
Street Decorations Committee
Lieutenant-Colonel F. H. Marani, F.R.A.I.C., (Chairman), Fred S. Haines, Maurice Grimbly, F. M. Kay, Ivor Lewis, F. W. Peasnell, Percy Quinn, W. H. Stainton
Flower Show Committee
Percy Bone, (Chairman), C. E. Chambers, G. I. Christie, B.S.A., Ds. C., John F. Clarke, Harry Endean, J. B. Fairbairn, Lionel Godson, John S. Hall, William McKay, F. C. Nunnick, B.S.A., John Oakes
Song Judging Committee
Ernest Seitz, (Chairman), Jack Arthur, Rex Battle, Donald Heins, Peter C. Kennedy, E. J. Pratt, M.A., D.D. Th. D., F.R.S.C.
Public Address Committee
Major L. Anthes, W. J. Cairns, J. G. Clarke, S. B. Gundy, Colonel B. O. Hooper, J. McCoubrey, W. G. Mills, J. F. M. Stewart, John Tory, Captain R. J. Williams, E. W. Wright, K.C.
National Groups Committee
Kenneth L. Cameron, (Chairman), Mrs. Frank Adams, J. H. K. Booth, Mrs. P. Foster, N. Hornyansky, Rev. J. I. McKay
Drills Corps Display Committee
Inspector Robert Alexander, Mrs. J. B. Colgan, A. Coulter, Mrs. Mary Cusack, Mrs. J. Hall, Mrs. J. G. Howell, A. Johnson, Mrs. Thomas Kerr, Mrs. Charles C. Lewis, Mrs. Mary C. Mayhew, Morley E. McKenzie, R. E. Midgley, S. C. Parks, Display Marshall, Dr. H. Pocock, Mrs. Ruth M. Quinn, Mrs. Rockwood, John Roxborough
Mailing List Committee
George A. Mitchell, (Chairman), W. J. Foster, Mrs. A. May Ralston
Events and ceremonies
Toronto City Hall decorated for centennial celebrations.
While events occurred throughout the year, many were scheduled to happen in one of three three-day periods. The first began on Victoria Day, the second after Dominion Day (now Canada Day), and the third at the end of summer, but before the Canadian National Exhibition's annual opening.
Victoria Day Weekend, May 24, 25, 26
Of note, Toronto first proclaimed Victoria Day in 1848.
Re-opening of Fort York
Victoria Day (the 24th) was dedicated to the re-opening of Fort York.
The Empire Pageant
Running all three nights of the period was an "inspiring historic" Empire Pageant. Held at night, the outdoor performances looked at the history of the city from the establishments of Natives and M. de la Galissoniere, to then present day educational, industrial, and social developments.
Canadian Corps Reunion, August 4, 5, 6
A poster advertising centennial events in July and August.
The first-ever reunion of the Canadian Corps was held in Toronto, over a three-day period. While there was mischief reported, for the most part, the soldier's celebration went off smoothly.
While original plans called for German and Austrian veterans to be included in the parade, they were scratched on the day of. Corps reunion officials said, "They will not parade with the corps. Beyond that, we do not wish to comment."
During the reunion
After two days of hospitalization in Neudeck, East Prussia, President Paul Von Hindenburg of Germany died of uremia poisoning on 2 August 1934. Shortly after news of the 86-year-old's passing made Berlin, Chancellor Adolf Hitler was named President by Constitutional amendment. By the start of Toronto event for Great War veterans, German Minister of Propaganda Joseph Goebbels was reported to be working on a "high-pressure drive to bring Germans in mass to the polls Aug. 19 to vote Adolf Hitler into office as... "Fuehrer and Reich Chancellor"."
The host city itself was busy dealing with the Ontario Hunger Marchers. Marchers were holding a meeting in Toronto parks without permits. While the hunger marchers had walked the highways down to the event, they were sent home via capacity-loaded trucks, as ordered by Premier Mitchell Hepburn, to remove them from the city. These Marchers were so prominent that some children mistook a veteran with a red beret for one.
Other notes
Some residents complained that "our largest hotels lack decorations of any description, and especially this week," when the veterans were in town.
Marketing
|
Introduction
Omar was the name of a man mentioned in the Bible, the ancestor of a Semitic Edomite and Canaanite clan, the son of Eliphaz (Esau's eldest son). Omar's brothers were Teiman (Yemmen), Zepho, Ga'atam, Kenaz and Amalek.
Esau and his wife Adah (daughter of Elon the Hittite) were his grandparents. Accordingly, he was a great-grandson of Isaac the son of Abraham.
Historically, his name is first mentioned in the Book of Genesis, Chapter 36, verse 11. |
Introduction
Nighthawk is a steel flying roller coaster from Vekoma located at Carowinds amusement park. The roller coaster is located in the Celebration Plaza section of the park. The roller coaster originally opened as Stealth at California's Great America on April 1, 2000. In 2003, Paramount Parks decided to relocate the roller coaster to Carowinds. It reopened as Borg Assimilator – the first coaster in the world to be themed to Star Trek – on March 20, 2004. After Cedar Fair purchased Carowinds in 2006, Paramount themes were soon removed from the park, and the ride was renamed Nighthawk. It is one of only two Flying Dutchman models still in existence from Vekoma.
History
California's Great America (2000–2003)
Nighthawk when it was known as Stealth at California's Great America.
On June 22, 1999, California's Great America announced Stealth as "the world's first true flying coaster." For Stealth to be installed, the lower flume of Logger's Run had to be altered and the Yankee Clipper had to be removed. The ride officially opened to the public on April 1, 2000.
Stealth faced many issues during its run in California. The most notable of these was the electrical box, which monitored the restraints and locking devices that allowed the cars to raise and lower. It was placed on each train instead of being located in the electrical room. This created stress on the ride vehicles and components.
On August 21, 2003, the park announced that Stealth would close on September 1 to make room for a new water park, Boomerang Bay (now known as South Bay Shores). The station is still located in the water park today as the queue for the water slides (Coastal Cruz, NorCal Wipeout, and Mission Falls).
Carowinds (2004–present)
In 1984, Carowinds added Smurf Island, which was a children's play area located on the island surrounded by the Carolina Sternwheeler. In the 1990s, Smurf Island was eventually closed and later demolished to make space for a new ride.
On August 21, 2003, Carowinds announced a new flying roller coaster that would be relocated from California's Great America. The ride's name was not announced at the time. On January 15, 2004, it was announced the new roller coaster would be named Borg Assimilator and would be the first Star Trek themed roller coaster. Regarding the design of the attraction, Dale Kaetzel, Vice President of marketing and Assistant General Manager, said:
Borg Assimilator subsequently replaced the Carolina Sternwheeler Riverboat, a paddle boat ride that took riders around the seven themed areas of the park. Some modifications were made to the ride prior to opening. Park engineers worked out the prototype bugs and the electrical box was redesigned. It officially opened to the public on March 20, 2004.
Cedar Fair Entertainment Company purchased Carowinds in 2006 and was offered to use the rights of all Paramount properties for ten years at a nominal fee. The Cedar Fair Entertainment Company declined and renamed all Paramount-branded roller coasters, including Borg Assimilator. In 2008, the park renamed several attractions including Borg Assimilator. It was renamed to Nighthawk and the Star Trek theming was removed, including the black sphere that was in the pond underneath the ride. In 2009, Nighthawk was painted with dark blue supports and yellow track.
Ride experience
Track
Nighthawk when it was known as Borg Assimilator.
The steel track is approximately in length and the height of the lift is approximately . While at California's Great America, the track was painted red and white with steel gray supports. When the ride was relocated to Carowinds, the track was repainted black and green and the supports remained gray. After the name was changed in 2008, the ride was once again repainted with yellow track and blue supports.
Nighthawk has a total of five inversions. It features one vertical loop, a double corkscrew, two "Lie to Fly" and two "Fly to Lie" elements. Each "Lie to Fly" and "Fly to Lie" element is counted as a half inversion. A "Lie to Fly" element is when riders are on their backs, facing the sky and they are flipped and face the ground. A "Fly to Lie" element is the opposite.
Layout
Once riders are seated and restrained, the train tilts backwards into a 'lay-down' position and is dispatched. The train travels backwards out of the station, turns left and travels up the lift hill. Once the train reaches the top of the lift hill, it dips down into a twist (called a "Lie-to-Fly") that turns the trains upside down into a flying position where riders face the ground. After the twist, the train travels down the first drop, reaching speeds of . Riders then go through an over banked Horseshoe Curve element. Following the Horseshoe, the train enters a "Fly-to-Lie" element that turns riders back to a lay-down position. After the banked turn, the ride enters the tall vertical loop, where riders experience 4.3 G's. The train then goes into another "Lie-to-Fly" element. Following the loop, riders go through another turn into the final "Fly-to-Lie" element before entering two consecutive corkscrews before making a right turn onto the brake run.
Theme
Nighthawk when it was known as Borg Assimilator in the double corkscrew. (Parts of the theming can be seen)
While the ride was located at Paramount's Great America, there was no theme for the ride. When it was relocated to Carowinds in 2004, it was built as the first Star Trek themed roller coaster in the world. It was renamed Borg Assimilator and the story was that "Borg crash-landed in the middle of Carowinds and their ship – a giant gray and black sphere – has come to rest near the park's new flying roller coaster." There was a gray and black sphere located in the pond underneath the ride that the Borg crashed in. In addition to other theming, a voice was played surrounding the ride saying Borg quotes. After Cedar Fair bought the park, all the Star Trek theming was removed and the name was changed for the 2008 season.
Trains
Nighthawk currently operates with two trains. Each train has six cars that have four seats in a single row for a total of 24 riders. Riders are restrained by an over the shoulder restraint and a lap bar. Riders can put on the over the shoulder restraint but a ride operator will push down the lap bar. While in the station, the trains will recline back to the laying down position.
Incidents
On March 17, 2007, seven employees received minor injuries when their seats changed position during a test run of the roller coaster. An inspection discovered that the ride operator accidentally pushed a button controlling the seat positions while the ride was in motion. That button was later modified to only work when the ride is stopped. |
Introduction
The 66th Indianapolis 500 was held at the Indianapolis Motor Speedway in Speedway, Indiana on Sunday, May 30, 1982. Gordon Johncock, who had previously won the rain-shortened 1973 race, was the winner. Polesitter Rick Mears finished second by a margin of 0.16 seconds, the closest finish in Indy 500 history to that point.
In racing circles, the 1982 race is largely considered one of the best 500s in history, although it was marred by the fatal crash of Gordon Smiley during time trials. Johncock and Mears dueled over most of the final 40 laps. Johncock pulled out to a sizeable lead after his final pit stop on lap 184. But Mears dramatically began closing the gap in the waning laps. Johncock held off Mears on the final lap in a historic victory, as the raucous crowd drowned out the loud roar of the engines. The race is also remembered for a controversial crash at the start triggered by Kevin Cogan, which took out Mario Andretti, damaged the car of A. J. Foyt, and caused the crash of two other cars.
Officially the race was part of the 1981-82 USAC season, however, most of the entrants took part in the 1982 CART PPG Indy Car World Series. Championship points for the 1982 Indy 500 were not awarded towards the CART title.
For the first and only time in Indy 500 history, a trio of brothers qualified for the same race. Don, Bill, and Dale Whittington all made the field, with Don finishing a strong 6th. Dale crashed out before the start, and never completed a single lap in his career. Four-time Indy winner A. J. Foyt started on the front row, celebrating his record 25th career Indy 500 start. Though he was caught up in the Cogan incident, his car was hastily repaired and he went on to lead 32 laps.
Race schedule
Race schedule — April 1982
Sun
Mon
Tue
Wed
Thu
Fri
Sat
4
5
6
7ROP
8ROP
9ROP
10ROP
Race schedule — May 1982
1
2
3
4
5
6
7
8Practice
9Practice
10Practice
11Practice
12Practice
13Practice
14Practice
15Pole Day
16Time Trials
17Practice
18Practice
19Practice
20Practice
21Practice
22Time Trials
23Bump Day
24
25
26
27Carb Day
28Mini-Marathon
29Parade
30Indy 500
31Memorial Day
Color
Notes
Green
Practice
Dark Blue
Time trials
Silver
Race day
Red
Rained out
Blank
No track activity
Includes days where trackactivity was significantlylimited due to rain
ROP — denotes RookieOrientation Program
A record 109 entries for the 1982 Indianapolis 500 were received by April 17, when entries closed. Seven former winners and 28 prospective rookies were among the driver entrants.
Background
Among many stories going into the 1982 month of May was the return of A. J. Foyt to the cockpit. In July 1981, Foyt had been involved in a serious crash at the inaugural Michigan 500, suffering a compound fracture to his right arm, and a puncture wound to his leg. Foyt was sidelined for several months for recovery.
The two key fixtures from the controversial 1981 race took different paths for 1982. Bobby Unser took a sabbatical from racing, and would ultimately retire from the cockpit. Mario Andretti on the other hand, was back with Patrick Racing, this time running a full season in the CART series, and scaled back his participation in Formula One. This would be the first time in several years that Andretti would be spending the entire month in Indianapolis, and not traveling back and forth to Europe for his Formula One commitments.
Rule changes
One major rule change regarding time trials was implemented for 1982. All cars would be allowed only two warm up laps for qualifying, down from three, which had been the rule since 1946.
After two major pit fires in 1981 (Rick Mears at the Indianapolis 500 and Herm Johnson at the Michigan 500), new safety rules were implemented. Pit side fuel tanks were required to be anchored to the ground, while new high-pressure water hoses were installed the length of the pit lane. Significant improvements were also made to the fuel couplings, fuel hoses, vent hoses, and "buckeyes" on the cars themselves. Positive shutoff valves on the pitside fuel tanks were also made mandatory. All pit personnel were required to wear fire-resistant clothing, including not only the over-the-wall crew, but others including scorers, etc. Likewise, it would become the norm that even pit reporters for television and radio began wearing specialized firesuits as well.
During the month of May 1981, word had been buzzing around the garage area that USAC was preparing to drastically change the engine formula for 1982 and beyond. The ruling would effectively ban the popular Cosworth DFX V-8, the engine that had won the Indianapolis 500 the previous four years (1978-1981). The plan was to craft the rules to require (or heavily favor) production-based, "stock block" engines, and reduce turbocharger boost to noncompetitive levels (to discourage their use), or ban turbochargers outright. However, during the summer of 1981 the decision was changed. The turbocharged OHC V-8 engines (namely the Cosworth DFX) would continue to be permitted, only with a smaller turbocharger unit. Teams applauded the decision, and the 1982 race would be contested with mostly similar engine specifications as the previous year.
Time trials
Pole day—death of Gordon Smiley
On pole day, Saturday, May 15, Kevin Cogan, driving for Penske Racing set a new one-lap track record of , and a record four-lap average of . A few minutes later, he was beaten by his Penske teammate Rick Mears. Mears secured the pole position with a four-lap average of . A total of nine cars completed runs, including Gordon Johncock, rookie Bobby Rahal, and Danny Ongais.
At 12:15 p.m., the time trials were marred by the horrifying fatal accident of Gordon Smiley. Smiley left the pits to start his qualifying run. On his second (of two) warm up laps, he approached turn three. The back-end of the #35 Intermedics March 81C-Cosworth became loose, and Smiley over-corrected. The front wheels suddenly gained traction, the car turned and crashed head-on into the concrete wall at about . The impact of the March chassis against the wall was so hard and so violent, that the fuel tank exploded with a large fireflash, the car broke into three large sections, and the rest disintegrated into hundreds of pieces. Most of the shattered car went airborne for at least , littering the track with debris. Smiley's exposed body tumbled with the wreck hundreds of feet through the short-chute connecting turns three and four. Pieces of the car were strewn all over the track. Smiley was killed instantly from the massive trauma inflicted by the impact. According to CART medical official Steve Olvey, who was working the event, the impact was so violent that nearly every bone in Smiley's body had been shattered. Olvey also noticed an unusual gray substance on the track, which marked a trail leading to the driver. The substance was later discovered to be most of Smiley's brain. His helmet was pulled from his head during the impact.
Smiley's death was the first at Indy since 1973, and to date, the last during a qualification attempt. Since it occurred in the remote area of turn three, and without video boards or live television, a vast majority of the fans in attendance did not see the crash up close or the immediate aftermath.
Olvey published his autobiography Rapid Response: My Inside Story as a Motor Racing Life-Saver in 2006, where noted numerous drivers advised Smiley that his road racing approach to driving around the Speedway was unsuitable for ovals in a ground-effects car. Smiley had competed in the SCCA National Championship Runoffs, winning two championships and then the Aurora AFX1 Championship, where he won at Silverstone Circuit, the latter of which were in older Formula One cars.
About 33 minutes after the wreck; at precisely 12:48 PM, track announcer Tom Carnegie learned of Smiley's fate for the first time. He immediately informed the fans watching from the grandstands: "Ladies and gentlemen... it is with our deepest regrets that we announce the passing of Gordon Smiley."
The track remained closed for over two hours after the crash. The catch fencing needed repair, debris littered the track, and a patch of asphalt was required to repair a gash in the racing surface. After over two hours, a couple cars were dispatched by the officials to test the pavement, and they deemed it suitable for qualifying to resume. Several cars went out over the next two hours, but none challenged the speed records set earlier in the morning. A. J. Foyt put his car on the outside of the front row, and Mario Andretti qualified fourth. In a solemn mood, qualifying came to a halt around 4:55 p.m., with just over an hour left in the session.
At the close of pole day, the field was filled to 20 cars.
Second day
After the tragic circumstances of the previous day, few drivers took to the track on Sunday, May 16. A very uneventful day saw only a handful of cars even take practice laps. Only a few cars made qualifying attempts and only two were run to completion. Rain ended the session a few minutes early, and the field was filled to 22 cars.
Third day
The second week of practice saw increased track activity. The third day of time trials was scheduled for Saturday, May 22. A busy day of qualifying saw the field filled to 31 cars. Mike Chandler was fastest of the day at .
Bump day
On Sunday, May 23, the field was left with two empty positions at the start of the day. Several drivers intended to make attempts but few actually took to the track. Josele Garza and Pete Halsmer went out and quickly filled the field. Only two cars were bumped all day, and despite the track being open until 6 p.m., no drivers went out after 4:03 p.m. With two hours left in the day, Desiré Wilson announced she would not make an attempt, and thus would not have a chance to become the second female to qualify at Indy.
Race start: Kevin Cogan crash
Car of Kevin Cogan on display at Indianapolis in 2013. It was restored to the livery used by Mears during the 1982 season, as the car was first used by Mears in Phoenix and Atlanta.On race day, Kevin Cogan started from the middle of the front row, next to pole-sitter Mears, and A. J. Foyt. As the field approached the start/finish line to start the race, Cogan suddenly swerved right, touching and bouncing off A.J. Foyt's car. He then slid directly into the path of, and collected, Mario Andretti. Deeper in the field, the cars started to check-up. A fast-moving Dale Whittington nearly collected Geoff Brabham, lost control, spun across the track and ran into the back of Roger Mears. Both cars were eliminated. Bobby Rahal also reported getting hit from behind, but was undamaged. The green flag had not come out, and the race was immediately red-flagged.
Cogan's shocking accident took out four cars, including himself. Foyt's team was able to make repairs, and pushed his car out for the restart attempt; but Andretti was out of the race—his Patrick-prepared car was too badly damaged to continue. Meanwhile, both Andretti and Foyt were furious and outspoken about their displeasure with Cogan. Andretti, who was absolutely livid and perhaps even more angry than Foyt shunned Cogan's attempts to explain himself with a light shove, and Cogan walked with Andretti down the pit lane trying to explain himself but Andretti was having none of it.
Andretti, speaking on live radio, which was rebroadcast that night on the ABC broadcast, made the comment:
Back in the garage area, Andretti complained about Cogan's abilities, claiming that Cogan was "looking for trouble," that he "couldn't handle the responsibilities of the front row," and that the Penske car he was driving was "too good for him."
The commonly outspoken Foyt also chimed in during comments to ABC-TV's Chris Economaki with:
After he had cooled off, Foyt brushed it off a little saying "the guy pulled a stupid trick" and then back in the garage area of the crash and of Cogan that:
Gordon Johncock, Johnny Rutherford and
Bobby Unser later placed some blame of the incident on the polesitter Rick Mears, for bringing the field down at such a slow pace. Unser, who was interviewed by ABC during their telecast was actually quoted as saying that the "start number one was way too slow" and that "it is very very sad that guys with that much experience can't do a better job at starting a race". Director of competition Roger McCluskey mentioned an overwhelming disdain from the drivers about the poor pace set at the start. Mears contended that his intentions were to keep the same pace, rather than radically speed up and slow down. In a 2009 interview, Gordon Johncock pointed out that Andretti had jumped the start, and could have avoided the spinning car of Cogan had he been lined up properly in the second row, stating that "he (Andretti) took himself out". Andretti's response was, "I'm not the one who spun. … I wish I would have stayed back with Johncock, but when it comes to the start, I start!"
Aftermath
Cogan quickly fell out of favor following the humiliation stemming from the accident. It was followed by a noticeable "blacklisting" by fans and press. Cogan nearly had the dubious distinction of taking out two of the most famous American auto racing legends and the two most successful IndyCar drivers of all time (Foyt and Andretti) on the first lap, in one move, in the biggest race of the season. The incident also further rehashed a standing feud between Penske Racing and Patrick Racing. A year earlier, Penske and Patrick had been the key fixtures in the controversial 1981 race.
Cogan did not manage to win a race in 1982, and was possibly fired by Roger Penske because of it and replaced by Al Unser in 1983.
The accident was never explained by the Penske team. Derrick Walker the team manager at the time, claimed that they found "no cause" for the accident. However, several experts had differing opinions. Rodger Ward, working for the IMS Radio Network immediately believed the rear brakes locked up. It was a common practice for drivers in the turbocharged era to "ride the brakes" during warm up laps in order to engage the turbocharger. Others theorized it may have happened due to a broken CV joint or halfshaft. Fellow drivers such as Johnny Rutherford and Gordon Johncock suggested that due to the slow start, Cogan may have been in first gear, and when he accelerated, the back end simply car came around. Some feel that Sam Posey on ABC-TV inadvertently may have added to the controversy when he proclaimed "absolutely no idea" to the question of how it could have happened, and saying "it was as if he turned the wheel intentionally." The comments led many to conclude that the accident may have been entirely of Cogan's doing. As soon as he climbed from the car, Cogan was observed looking at the rear end axle, suggesting that he thought something broke, which Cogan believes was the problem.
One year later, in an autobiography detailing his career up to that point, Foyt gave a somewhat more analytical account of what occurred than he had before, while still assigning Cogan nearly all of the responsibility. According to Foyt, the slow straightaway pace previously noted by Unser and Rutherford had been beneath the power-amplification threshold of the turbocharger, which provides a progressively higher energy boost to the engine the higher the engine's RPM. Due to the pace, competitors had to run in lower gears much later than they normally did when approaching the start. Foyt in turn maintained that Cogan had intended to jump both Foyt and Mears into the first turn through the 'stupid trick' of using lower gears, via the significantly faster acceleration they provided compared to higher gears. When Mears' insufficient pace precluded this strategy, Foyt accused Cogan of simply 'jumping on it' early, even before the green flag had fully come out, whereby the resulting explosive power increase caused the car to veer sideways and 'get away from him'. Any broken half shaft, Foyt finally stated, was merely due to the subsequently unavoidable collision with Andretti.
Years later Donald Davidson, the historian for the Indianapolis Motor Speedway, mentioned that team driver, and the more experienced, Rick Mears had a nearly identical accident during private testing at Michigan. In 2009, Roger Penske seemed to brush off ideas, stating "Cogan said something broke, I don't know whether it did or didn't."
Starting grid
Note: Following the Kevin Cogan crash on the pace lap, the cars of Cogan, Mario Andretti, Roger Mears, and Dale Whittington were eliminated. A. J. Foyt and Bobby Rahal's cars were damaged, but repaired during the red flag that Cogan's crash caused, and returned for the second race start. Holes were left in the grid as the eliminated drivers' spots were left vacant. 29 cars took the green flag on the second start attempt.
Row
Inside
Middle
Outside
1
1
Rick Mears
4
Kevin Cogan
14
A. J. Foyt
2
40
Mario Andretti
20
Gordon Johncock
94
Bill Whittington
3
7
Tom Sneva
91
Don Whittington
25
Danny Ongais
4
3
Pancho Carter
12
Chip Ganassi
5
Johnny Rutherford
5
53
Danny Sullivan
28
Herm Johnson
52
Héctor Rebaque
6
10
Al Unser
19
Bobby Rahal
30
Howdy Holmes
7
31
Roger Mears
21
Geoff Brabham
75
Dennis Firestone
8
68
Michael Chandler
95
Dale Whittington
42
Jim Hickman
9
34
Johnny Parsons
35
George Snider
16
Tony Bettenhausen Jr.
10
69
Jerry Sneva
39
Chet Fillip
8
Gary Bettenhausen
11
27
Tom Bigelow
66
Pete Halsmer
55
Josele Garza
: Drivers eliminated during the Cogan crash (placed 30th through 33rd in race standings)
: Drivers involved in the Cogan crash, but repaired in time for the second start attempt
Alternates
Chip Mead - First alternate
Bill Alsup (#2) - Second alternate
Failed to Qualify
Pat Bedard
Tom Bigelow (#56, #73)
Scott Brayton (#37)
Phil Caliva
Steve Chassey
Bill Engelhart (#59)
Dick Ferguson
Bob Frey
Tom Frantz
Spike Gehlhausen (#47)
Tom Gloy
Tom Grunnah
Ken Hamilton
Bob Harkey (#79)
Hurley Haywood (#34)
Gary Irvin
Jerry Karl (#32)
Sheldon Kinser
Steve Krisiloff (#34, #72)
Phil Krueger
Lee Kunzman
Bob Lazier (#34)
Greg Leffler (#43)
Ray Lipper
Al Loquasto (#86)
John Mahler (#92)
John Martin (#17)
Jim McElreath (#98)
Mike Mosley (#48)
Teddy Pilette
Roger Rager (#72)
Larry Rice
Tim Richmond
Joe Saldana (#58)
Rusty Schmidt
Vern Schuppan (#18, #37, #99)
Billy Scott (#88)
Dick Simon (#22)
Jan Sneva
Sammy Swindell
Bobby Unser
Leroy Van Conett
Dean Vetrock
Rich Vogler
Bill Vukovich II (#11, #18)
Desiré Wilson
Gordon Smiley (#35)
NOTE: The #35 Intermedics Innovator/Bill Fletcher team formed an alliance with Patrick Racing; George Snider subsequently qualified the team's backup car into the race.
Race running
First half
According to the rules, the cars are required to maintain a minimum fuel economy of 1.8 miles per gallon. To complete two parade laps, one pace lap, and the 200 laps for the race, each car is allotted of methanol fuel in their pitside tank. Due to the aborted start, officials took the time to replenish approximately of fuel to each team's pitside tank.
Overall, the delay stemming from the Cogan accident lasted over 45 minutes. Only 29 cars lined up for the second start attempt.
A. J. Foyt took the lead at the start. It was the first time in his 25-year Indy career that he led the first lap of the race. After the hasty repairs from the Cogan incident, Foyt's car was precariously unproven, yet Foyt made no effort to "feel his car out" before charging into the lead. Meanwhile, popular second-year driver Josele Garza barely completed the first lap, and dropped out with an oil leak.
Rick Mears soon established himself as the fastest car in the field, and found the lead in the first half.
A. J. Foyt's day ended just short of the midway point. A failed transmission linkage prevented him from pulling out of the pits. Foyt famously climbed from the cockpit, grabbed a hammer and a screwdriver, and started pounding away at the rear mechanics of the car. His attempts were futile, and the car was wheeled back to the garage area. Foyt revealed, during an interview immediately thereafter, that the Cogan crash had damaged the car's toe in alignment, and that it had been handling poorly all race up to that point. The 1982 race would be the final Indy 500 Foyt would lead during his driving career.
Finish
Gordon Johncock leads Rick Mears in the closing stages of the race.
On a restart with 40 laps to go, Gordon Johncock came up to speed faster and passed Rick Mears for the lead on the backstretch. Most of the balance of the field was eliminated, or running several laps behind. Johncock was unable to pull away and the two cars ran nose to tail for the next twenty laps, with Mears handling better in the turns but Johncock able to find enough speed at the end of the straightaway to keep Mears from passing. Both drivers needed to make one final pit stop for fuel in order to make it to the finish.
With 18 laps to go Mears ducked into the pits. Racing down the pit lane, he found himself suddenly trapped behind the slower car of Herm Johnson. Mears locked up the brakes and bumped into Johnson's back wheel. The incident cost Mears several seconds. In his pit box, the Penske crew proceeded to fill his car full with of fuel, more than enough needed to make it to the finish. No tires were changed, and the crew determined that no damage was sustained from hitting Johnson's car.
Two laps later, Johncock dove into the pits. He precariously diced around the slower car of Jim Hickman and slid into his pit box. The Patrick Racing crew conducted a timed pit stop. The team calculated the amount of fuel needed to make it to the finish. When enough fuel had flowed into the car, a pit crew member tapped the fuel man on his back with a stick, and he disengaged. Johncock pulled away, with a pit stop many seconds quicker than that of Mears.
Back on the track, Johncock held a lead of more than eleven seconds. It seemed he was cruising to his second Indy victory. However, his car's handling was starting to suffer. The light fuel load he took on was exacerbating a pushing condition.
Meanwhile, Mears' fully fueled car was heavier, and handling much better. He started closing in, more than one second per lap. Johncock started driving very low in the turns, trying to alleviate the pushing condition. It became clear in the waning laps that Mears was dramatically closing in on the lead. Such a circumstance was nearly unprecedented in Indy 500 history, occurring only once before in the 1937 race. With only six other cars left running, traffic was not a factor.
Mears closed to under 3 seconds with three laps to go. With two laps to go, the margin was less than 1 second. With one lap to go, Mears pulled alongside on the mainstretch. The cars took the white flag side by side but Johncock refused to give up the lead. Once again pulling slightly ahead at the end of the straightaway, he "chop-blocked" Mears in the first turn and stayed ahead. Mears lost momentum but began to reel Johncock back in down the backstretch. In turn three, Johncock drove so low that he hit a bump on the inside of the track and nearly lost control. As they exited turn four, Mears tried to slingshot pass Johncock for the win. Johncock held off the challenge and won by 0.16 seconds, the closest finish in Indy 500 history at the time. Mears lost by just over one car length. It would stand as the closest finish in race history for ten years.
In Victory Lane, Johncock admitted to having been worried about his car's deteriorating handling as he watched Mears get closer and closer in his mirrors. He said that he had had no intention of backing off in turn one on the last lap and was prepared to go through the corner side by side if necessary. Mears, when interviewed by Bill Flemming after the race, seemed less disappointed about finishing second than thrilled to have been a part of the most dramatic finish in Indy history. Mears had noticed that Johncock's handling was going away, quipping that Johncock "had 'er everywhere but straight", and praised him for the ability to overcome such a challenge. Mears also conceded that Johncock's block in turn one was not a dirty move and admitted that "it was Johncock's corner." In interviews in later years Mears said that he would not change the result of the race even if he could, although he jokingly claimed to have watched the tape over and over again "to see if this time I get by Gordy."
Results
Driver
Team
Chassis
Engine
Laps
Time/Retired
Grid
Laps Led
1
20
Gordon Johncock
Patrick Racing
Wildcat 8B
Cosworth
200
3:05:09.14
5
57
1000
2
1
Rick Mears
Team Penske
Penske PC-10
Ford
200
+0.16
1
77
800
3
3
Pancho Carter
Morales-Capels
March 82X
Cosworth
199
+1 lap
10
0
700
4
7
Tom Sneva
Bignotti-Cotter
March 82C
Cosworth
197
Engine
7
31
600
5
10
Al Unser
Longhorn Racing
Longhorn LR-03
Cosworth
197
+3 laps
16
0
500
6
91
Don Whittington
Whittington Brothers
March 82C
Cosworth
196
+4 laps
8
2
400
7
42
Jim Hickman
Rattlesnake Racing
March 81C
Cosworth
189
+11 laps
24
0
300
8
5
Johnny Rutherford
Chaparral Cars
Chaparral
Cosworth
187
Engine
12
0
250
9
28
Herm Johnson
Team Menard
Eagle 81
Chevrolet
186
+14 laps
14
0
200
10
30
Howdy Holmes
Doug Shierson Racing
March 82C
Cosworth
186
+14 laps
18
0
150
11
19
Bobby Rahal
Truesports
March 82C
Cosworth
174
Engine
17
0
100
12
8
Gary Bettenhausen
Lindsey Hopkins Racing
Lightning
Cosworth
158
Engine
30
0
50
13
52
Héctor Rebaque
Forsythe Racing
March 82C
Cosworth
150
Fire
15
0
25
14
53
Danny Sullivan
Forsythe Racing
March 82C
Cosworth
148
Crash T4
13
0
25
15
12
Chip Ganassi
Rhoades Racing
Wildcat
Cosworth
147
Engine
11
0
25
16
94
Bill Whittington
Whittington Brothers
March 81C
Cosworth
121
Engine
6
0
25
17
68
Michael Chandler
Newman Freeman Racing
Eagle 81
Chevrolet
104
Gearbox
22
0
20
18
27
Tom Bigelow
HBK Racing
Eagle 81
Chevrolet
96
Engine
31
0
20
19
14
A. J. Foyt
Gilmore-Foyt Racing
March 82C
Cosworth
95
Transmission
3
32
20
20
34
Johnny Parsons
Wysard Racing
March 82C
Cosworth
92
Spin
25
0
20
21
35
George Snider
Fletcher Racing
March 82C
Cosworth
87
Engine
26
0
15
22
25
Danny Ongais
Interscope Racing
Interscope
Cosworth
62
Crash T2
9
1
15
23
69
Jerry Sneva
Hoffman Auto Racing
March 81C
Cosworth
61
Crash T2
28
0
15
24
39
Chet Fillip
Circle Bar Auto Racing
Eagle 81
Cosworth
60
Crash T2
29
0
15
25
66
Pete Halsmer
Arciero Racing
Eagle 81
Chevrolet
38
Transmission
32
0
10
26
16
Tony Bettenhausen Jr.
H&R Racing
March 82C
Cosworth
37
Crash FS
27
0
10
27
75
Dennis Firestone
B.C.V. Racing
Eagle 81
Milodon
37
Rear end
21
0
10
28
21
Geoff Brabham
Bignotti-Cotter
March 82C
Cosworth
12
Engine
20
0
10
29
55
Josele Garza
Garza Racing
March 82C
Cosworth
1
Engine
33
0
5
30
4
Kevin Cogan
Team Penske
Penske PC-10
Ford
0
Crash FS
2
0
5
31
40
Mario Andretti
Patrick Racing
Wildcat 8B
Cosworth
0
Crash FS
4
0
5
32
31
Roger Mears
Machinists Union Racing
Penske PC-9B
Cosworth
0
Crash FS
19
0
5
33
95
Dale Whittington
Whittington Brothers
March 82C
Cosworth
0
Crash FS
23
0
5
References:
Former Indianapolis 500 winner
Indy 500 Rookie
All teams raced on tires provided by Goodyear.
Legacy
The 1982 Indianapolis 500 is often considered one of the greatest editions of the race by historians, media, and fans. Race winner Gordon Johncock, who also won the tragic and forgettable 1973 race, was able to complement his record by winning one of the most exciting races. The win was bittersweet, however, for Johncock. The day after the race, Johncock's mother Frances died after a lengthy illness. Johncock learned of her death at the 500 Victory Banquet Monday night.
Kevin Cogan, who was a key fixture in the opening lap accident, was fired at the end of the season by Roger Penske and replaced by Al Unser for 1983. Mario Andretti's misfortune strengthened the perceived Andretti curse at Indy.
Despite the historic battle at the finish, and the shocking crash at the start, the horrific fatal crash of Gordon Smiley still put a damper on the month. Smiley's death was one of four fatal motorsport accidents to occur over a span of four months. It came just one week after the fatal crash of Gilles Villeneuve during the first qualifying session at the Belgian Grand Prix at Zolder. About one month later, an accident at the start of the Canadian Grand Prix in Montreal killed Riccardo Paletti. Then about two months later, Jim Hickman, the 1982 Indianapolis 500 Rookie of the Year, was killed at the Milwaukee Mile.
Broadcasting
Radio
The race was carried live on the IMS Radio Network. Paul Page served as anchor for the sixth year. Lou Palmer reported from victory lane. The broadcast came on air at 10:15 a.m. local time, providing a 45-minute pre-race for the final time. The following year the pre-race coverage was expanded to a full hour. Several assignments were shifted, and a new member was added, Sally Larvick, who served as a roving reporter, interviewing celebrities and other dignitaries. At the start of the race, roving reporter Bob Forbes rode in one of the pace cars on the parade lap. Howdy Bell moved to the backstretch. Doug Zink moved from turn three to turn two, and Larry Henry took over the third turn position.
For 1982, the famous commercial out cue of the network was changed to "Now stay tuned for the Greatest Spectacle in Sports!"
The broadcast crew was critically acclaimed for their collective call of the closing laps of the 1982 race.
Indianapolis Motor Speedway Radio Network
Booth Announcers
Turn Reporters
Pit/garage reporters
Chief Announcer: Paul Page
Driver expert: Rodger Ward
Statistician: John DeCamp
Historian: Donald Davidson
Turn 1: Ron Carrell
Turn 2: Doug Zink
Backstretch: Howdy Bell
Turn 3: Larry Henry
Turn 4: Bob Jenkins
Sally Larvick (interviews) Bob Forbes (garages)
Jerry Baker (north pits)Chuck Marlowe (north-center pits)Luke Walton (south-center pits)Lou Palmer (south pits)
Television
The race was carried in the United States on ABC Sports on a same-day tape delay basis. After controversy the previous year, Jackie Stewart was moved from the booth to a new host position in "ABC Race Central." Sam Posey returned to the booth as driver expert, and Jack Whitaker joined the crew for in-depth features and commentary. Whitaker rode along and reported live from inside the pace car at the start of the race. Clyde Lee, anchorman for WRTV (ABC's affiliate in Indianapolis), was also on hand to report on drivers who happened to drop out of the race, as well as from the infield hospital.
Producer Mike Pearl would receive a Sports Emmy award for his efforts in the telecast, which won three total.
Pole day time trials on ABC featured Al Michaels, Jackie Stewart, and Sam Posey.
The broadcast has re-aired numerous times on ESPN Classic since April 2000. In May 2004, the broadcast was featured on ESPN Classic's "Big Ticket" series, featuring interviews with Gordon Johncock and Rick Mears, hosted by Gary Miller.
ABC Television
Booth Announcers
Pit/garage reporters
Host: Jackie Stewart
Announcer: Jim McKay
Color: Sam Posey
Chris EconomakiBill FlemmingJack Whitaker (features)Clyde Lee
Gallery
File:1982 Chevy Camaro Pace Car.jpg|1982 Chevrolet Camaro pace car |
Introduction
The 67th Indianapolis 500 was held at the Indianapolis Motor Speedway in Speedway, Indiana on Sunday, May 29, 1983. After finishing second three times (1977, 1978, 1980), winning the pole position twice (1977–1978), and being the fastest qualifier one additional time (1981), Tom Sneva finally shook his "bridesmaid" status and won his first Indianapolis 500. The win also represented the record seventh Indy victory that chief mechanic George Bignotti was involved with.
In the final twenty laps, three-time winner Al Unser Sr. was leading Tom Sneva. Unser was seeking his record-tying fourth Indy victory. His son, rookie Al Unser Jr. was several laps down, but was running right behind his father. Al Jr. created a firestorm of controversy when it appeared he was blocking Sneva intentionally to aid his father. After several anxious laps, Sneva finally slipped by both Unsers, pulled away, and claimed his long-awaited first and only Indy victory.
Rookie Teo Fabi headlined time trials by winning the pole position, and on race day he led the first 23 laps. Fabi's day was short, however, as he dropped out with a bad fuel gasket. The effort earned him the rookie of the year award. Fabi would go on to win four races during the season and finished second to Al Unser Sr. for the CART points championship.
The 1983 Indy 500 ushered in a new era of civility and stability in the sport of Indy car racing. After four years of conflict and organizational disputes between USAC and CART, the two sanctioning bodies came to an amicable truce. The Indianapolis 500 would be sanctioned singly by USAC, and officially would be part of the ceremonial Gold Crown championship. However, the race was now recognized on the CART schedule, and counted towards the 1983 CART PPG Indy Car World Series points championship. The field for the Indy 500 going forward would consist primarily of CART-based teams, along with numerous one-off ("Indy-only") entries. Despite various squabbles and minor technical differences between the sanctioning bodies, this arrangement would remain in place, with relative harmony, through 1995.
Background
The USAC technical committee issued a rule change for 1983, scaling back side skirts and declaring that "all bodywork or aerodynamic devices must be at least one inch above the bottom of the car's tub." During time trials, a total of 15 cars in the qualifying line would fail pre-qualifying technical inspection, raising tempers and drawing the ire of competitors. Some teams charged that USAC was inconsistent in their enforcement and their measuring, since they used a different (and possibly less-accurate) tool than the CART series officials utilized at other races. In addition, some teams claimed the first several cars in line were not scrutinized as heavily as those deeper in line.
The evolving aerodynamic rules coincided with the emergence of the Robin Herd-designed March chassis becoming the vehicle of choice for the mid-1980s. Coupled with the widely used Cosworth DFX engine, the "customer car" era began to dominate the sport of Indy car racing. Penske, among other teams, elected to scale back, or even abandon their in-house chassis programs in favor of the English-built March for the next few seasons. The March's aerodynamic advancements, downforce, and affordable cost were among the reasons it emerged as the favorite among the competitors. The "customer car" era also was popular with the smaller-budget teams, as it allowed them access to top equipment, leveling the playing field, and shrinking the differences between haves and the have-nots. The 1983 race would be the first of five consecutive Indy 500 victories for March Engineering.
Race schedule
Race schedule — April 1983
Sun
Mon
Tue
Wed
Thu
Fri
Sat
10
11
12ROP
13
14
15
16
Race schedule — May 1983
1
2
3
4
5
6
7Practice
8Practice
9Practice
10Practice
11Practice
12Practice
13Practice
14Time Trials
15Time Trials
16Practice
17Practice
18Practice
19Practice
20Practice
21Time Trials
22Bump Day
23
24
25
26Carb Day
27Mini-Marathon
28Parade
29Indy 500
30Memorial Day
31
Color
Notes
Green
Practice
Dark Blue
Time trials
Silver
Race day
Red
Rained out
Blank
No track activity
Includes days where trackactivity was significantlylimited due to rain
ROP — denotes RookieOrientation Program
Time trials
Pole day time trials was scheduled for Saturday May 14. Rain, however, kept cars off the track nearly all day. At 4:15 p.m., the track finally opened for practice, but it was brief and interrupted by several yellow lights. Officials closed the track at 5:49 p.m., without a single car making a qualifying attempt. On Sunday May 15, rain washed out the entire day. It was the first time since 1978 that not a single car qualified on the first weekend. Pole day time trials was moved to the second weekend.
Three-time winner Johnny Rutherford was sidelined after two major crashes. On May 8, he crashed in turn one, suffering minor injuries. On May 18, he suffered a more serious crash in turn 3. He broke his left foot and left ankle, and was forced to sit out the 1983 race.
Pole Day – Saturday May 21
Pole day started with Mike Mosley (205.372 mph) taking the top spot early on. Rick Mears, a favorite for the pole, had his effort fall short, and he qualified at 204.301 mph.
Tom Sneva was the next shot at the front row, but his speed of 203.687 mph was only third-fastest at the moment. The next car out was rookie Teo Fabi, who had raised eyebrows during the week, posting practice speeds near the top of the speed chart. Fabi set a new one-lap track record of 208.049 mph, and set a four-lap record of 207.395 mph, securing the pole position. Fabi became the first rookie to win the pole since Walt Faulkner in 1950.
A very busy day saw 42 attempts and 33 cars complete qualifying runs. For the first time in modern history, the field was filled to 33 cars in one day.
On a sad note, Tony Foyt Sr., the father of A. J. Foyt as well as his former chief mechanic, died after battling lung cancer. After qualifying on Saturday, A. J. Foyt flew to Houston to visit his ailing father. At 8 p.m., Tony Foyt Sr. lapsed into a coma, and died at 10 p.m.
Bump Day – Sunday May 22
The day opened with John Mahler (180.022 mph) on the bubble. Rain again hampered time trials, and the track did not open until nearly 2 p.m.
Phil Krueger wrecked during a practice run, and Gary Bettenhausen waved off a run after one lap over 193 mph.
At 4:14 p.m., Dennis Firestone completed a run of 190.888 mph, bumping Mahler. Moments later, rain began to fall, and the track was closed for the day. The 6 o'clock gun fired with several drivers, including Bettenhausen, Bill Alsup, Dick Ferguson all left sitting in line.
Starting grid
Row
Inside
Middle
Outside
1
Teo Fabi
Mike Mosley
Rick Mears
2
Tom Sneva
Al Unser Jr.
Bobby Rahal
3
Al Unser
Roger Mears
Tony Bettenhausen Jr.
4
Gordon Johncock
Mario Andretti
Howdy Holmes
5
George Snider
Pancho Carter
Bill Whittington
6
Chip Ganassi
Patrick Bedard
Josele Garza
7
Steve Chassey
Dick Simon
Danny Ongais
8
Kevin Cogan
Johnny Parsons
A. J. Foyt
9
Chris Kneifel
Geoff Brabham
Don Whittington
10
Derek Daly
Scott Brayton
Mike Chandler
11
Steve Krisiloff
Chet Fillip
Dennis Firestone
Alternates
First alternate: John Mahler (#92) – Bumped
Second alternate: none
Failed to qualify
Bill Alsup (#11) – Waved off
Dick Ferguson (#69) – Waved off
Bill Tempero (#15) – Waved off
Spike Gehlhausen (#47) – Incomplete qualifying attempt
Gary Bettenhausen (#28) – Incomplete qualifying attempt
Larry "Boom Boom" Cannon (#17) – in line when qualifying suspended
Tom Bigelow (#6)
Phil Caliva (#42)
Herm Johnson (#42, #81)
Jerry Karl (#61)
Sheldon Kinser (#42)
Phil Krueger (#46)
Greg Leffler (#64)
Al Loquasto (#86)
Harry MacDonald (#43)
Roger Rager (#88)
Jerry Sneva (#69) – replaced by Dick Ferguson
Bill Vukovich II (#83)
Ken Schrader (#98) – Wrecked in practice
Jim Buick – Wrecked in practice
Rich Vogler (#8) – Wrecked in practice
Bob Harkey (#79) – Wrecked in practice, injured
John Paul Jr. (#12) – Wrecked in practice, injured
Pete Halsmer (#66) – Wrecked in practice, injured
Doug Heveron (#41, #61) – Wrecked in practice, injured
Johnny Rutherford (#40) – Wrecked in practice, injured
Desiré Wilson (#54) – Incomplete refresher test (blew engine)
Chuck Ciprich (#36) – Did not complete rookie test
Mark Alderson (#17) – Did not complete rookie test
Mack McClellan (#17) – Did not complete rookie test
Teddy Pilette (#42) – Did not complete rookie test
Amber Furst – Entry denied due to lack of experience
Race summary
First half
Rookie Teo Fabi took the lead from the pole position and led the first 23 laps. A. J. Foyt, who earlier in the week had attended his father's funeral, dropped out early with a broken transmission u-joint linkage. At almost the same time, George Snider, Foyt's other team car, dropped out with ignition failure. Both Foyt cars were out just beyond the 50-mile mark. After showing speed early, Fabi dropped out with a bad fuel gasket. During an early pit stop, the refueling mechanism failed, and fuel spilled around the car, but it did not ignite.
On lap 81, Johnny Parsons spun in front of Mario Andretti in turn one. Both cars crashed hard into the outside wall. It was Andretti's first ride at Indy with Newman/Haas Racing, and yet another misfortune for him at the 500.
Second half
First half contender Bobby Rahal dropped out with a punctured radiator. The lead in the second half was maintained by Tom Sneva and Al Unser Sr. Sneva's teammate Kevin Cogan, as well as Geoff Brabham were also running near the top five.
On lap 172, Tom Sneva led with Al Unser Sr. second. Sneva was right behind the lapped car of Mike Mosley when his pit crew put out the sign board for him to make his final pit stop. Seconds later, Mosley spun right in front of Sneva coming out of turn one and crashed into the outside wall. Mosely suffered a bruised foot in the wreck. Sneva veered to the inside and narrowly avoided the incident. Mosley's notable "Indy jinx" continued, and it would be his final lap at the Speedway - he was killed in a traffic accident less than a year later.
With the yellow out, Sneva pitted the next time around, his final scheduled pit stop of the day. Al Unser Sr. was also in the pits. Unser had a much faster pit stop, electing not to change tires, and came out in the lead. Sneva was now second.
Finish
The green flag came back out on lap 176 with Al Unser Sr. leading and Tom Sneva in second. As the cars were going through turn four, the 10th place car of rookie Al Unser Jr. (five laps down at the time) jumped the restart. He passed both Sneva and his father Al Sr. One lap later, Al Jr. allowed his father by, and settled in between his father and second place Tom Sneva. Over the next several laps, it became clear that Al Jr. was attempting to run interference for his father. Al Jr. was known to openly root for his father, and incidentally it was Al Sr.'s 44th birthday. As the race hit lap 180, officials started displaying Al Unser Jr. the blue flag.
courtesy flag.
While many feel Al Jr. did not actually make many onerous and intentional "blocking" moves, he did create a significant amount of "dirty air" for Sneva, and did not yield the preferred racing line. Despite the impedance, Al Sr. was not pulling away nor seemed able to extend his lead. The three cars continued to run very close together. As the laps dwindled, the controversy began to grow.
With 13 laps to go, Sneva pulled alongside Al Unser Jr. on the frontstretch. The two cars went side-by-side into turn one, but Al Jr. refused to give up the ground.
With ten laps to go, the three cars caught up to lapped traffic. Al Jr. got stuck behind the car of Dick Simon, and Sneva immediately pounced on the moment. Sneva veered down low, passed Al Jr. and Simon in consecutive corners, and set his sights on the leader. Down the backstretch, Sneva set up his pass and easily got by Al Unser Sr. going into turn three. He passed two more cars before the end of the lap and immediately began building a lead.
With an open track ahead of him now, Tom Sneva picked up the pace and put considerable distance between himself and Unser. Sneva cruised to victory, by a margin of 11.174 seconds. It was Sneva's first Indy 500 victory (after three previous runner-up finishes) and chief mechanic George Bignotti's record seventh Indy 500 victory.
After stirring up controversy, Al Unser Jr. ran out of fuel on the final lap. He stalled on the course before reaching the finish line, and was scored six laps down at the finish.
Post race
In post-race interviews, Al Unser Jr. admitted to running interference for his father, claiming he was trying to create "dirty air" and turbulence for Sneva. He stopped short, however, of calling it "blocking." Al Jr. was highly criticized for the actions, by both competitors and media. However, after the race USAC examined the incident, and issued no penalties for blocking, citing the fact that he did not actually break any written rules. Al Unser Sr. claimed he did not know what was going on behind him, because he lost one of his rear-view mirrors, and the other one was broken. Furthermore, Al Sr. noted that he made a miscalculation on his final pit stop, ordering his crew to not change tires. As a result, his handling went away in the closing laps. While Al Jr. and Sneva were sparring, Al Sr. was instead preoccupied with nursing his loose, ill-handling machine.
Sneva charged Al Jr. with jumping the restart and illegally passing the two leaders before the green came out. After the race Al Jr. was issued a two-lap penalty for passing two cars before the green light, but the penalty did not cost him any positions. Unser still finished in the top ten as the highest finishing rookie. However, he lost out on the rookie of the year award, which went to polesitter Teo Fabi.
Box score
Finish
Start
No
Name
Qual
Rank
Laps
Led
Time/Retired
1
4
5
Tom Sneva
203.687
4
200
98
3:05:03.066
2
7
7
Al Unser
201.954
8
200
61
+11.174
3
3
2
Rick Mears
204.300
3
200
2
+21.862
4
26
12
Geoff Brabham
198.618
18
199
0
+1 lap
5
22
16
Kevin Cogan
201.528
9
198
0
+2 laps
6
12
30
Howdy Holmes
199.295
16
198
0
+2 laps
7
14
21
Pancho Carter
198.237
21
197
0
+3 laps
8
16
60
Chip Ganassi
197.608
24
195
0
+5 laps
9
29
37
Scott Brayton
196.713
25
195
0
+5 laps
10
5
19
Al Unser Jr. **
202.146
6
192
0
Out of fuel
11
19
56
Steve Chassey
195.108
28
191
0
+9 laps
12
25
72
Chris Kneifel
198.625
17
191
0
+9 laps
13
2
18
Mike Mosley
205.372
2
169
1
Crash T1
14
10
20
Gordon Johncock
199.748
13
163
0
Gearbox
15
20
22
Dick Simon
192.993
30
161
0
+39 laps
16
30
29
Mike Chandler
194.934
29
153
0
Gearbox
17
9
10
Tony Bettenhausen Jr.
199.894
12
152
0
Half shaft
18
15
94
Bill Whittington
197.755
22
144
0
Gearbox
19
28
34
Derek Daly
197.658
23
126
0
Engine
20
6
4
Bobby Rahal
202.005
7
110
15
Radiator
21
21
25
Danny Ongais
202.320
5
101
0
Handling
22
23
66
Johnny Parsons
199.985
11
80
0
Crash T1
23
11
3
Mario Andretti *
199.404
15
79
0
Crash T1
24
33
90
Dennis Firestone
190.888
32
77
0
Oil leak
25
18
55
Josele Garza
195.671
27
64
0
Oil leak
26
1
33
Teo Fabi
207.395
1
47
23
Fuel gasket
27
27
91
Don Whittington
198.596
19
44
0
Ignition
28
8
9
Roger Mears
200.108
10
43
0
Crash T1
29
31
43
Steve Krisiloff
191.192
31
42
0
U-Joint
30
17
35
Patrick Bedard
195.941
26
25
0
Crash FS
31
24
14
A. J. Foyt
199.557
14
24
0
Shift linkage
32
13
1
George Snider
198.544
20
22
0
Ignition
33
32
38
Chet Fillip
183.145
33
11
0
Handling
References:
Mario Andretti was penalized one lap for running over Al Unser Jr's hose during a pit stop. Parsons and Andretti collided with one another on lap 81; the penalty put Andretti into 23rd place one lap behind Parsons.
Al Unser Jr. was penalized two laps for passing cars under yellow before the lap 176 restart, taking him from +6 laps (where he ran out of fuel) to +8 laps.
Broadcasting
Radio
The race was carried live on the IMS Radio Network. Paul Page served as anchor for the seventh year. Lou Palmer reported from victory lane. The crew saw little change from 1982, but some of the assignments were shifted. Longtime radio veteran Luke Walton assumed his customary duty during the pre-race ceremonies of introducing the starting command. However, he did not serve as a pit reporter during the race itself. Walton would continue on the broadcast, but only in a limited role, through 1988.
Bob Forbes rode in one of the pace cars during the parade lap.
Lou Palmer maintained his traditional location at the far south end of the pits. However, the other pit reporters appeared to have lesser-defined zones for 1983. During the first half of the race, all pit reporters congregated around the leaders' pits, including roving reporter Bob Forbes. During the second half of the race, Jerry Baker moved up to the north pits and Chuck Marlowe covered the center pits. Forbes then moved to the garage area and track hospital, while Palmer stayed in the south end. Sally Larvick returned for her second race, conducting interviews throughout the broadcast.
For 1983, after a brief one-year change, the famous commercial out-cue was restored back to "Now stay tuned for the Greatest Spectacle in Racing." For the first time, the broadcast signed on at 10:00 a.m. local time, providing one-hour of pre-race coverage.
Indianapolis Motor Speedway Radio Network
Booth Announcers
Turn Reporters
Pit/garage reporters
Chief Announcer: Paul Page
Driver expert: Rodger Ward
Statistician: John DeCamp
Historian: Donald Davidson
Turn 1: Ron Carrell
Turn 2: Doug Zink
Backstretch: Howdy Bell
Turn 3: Larry Henry
Turn 4: Bob Jenkins
Luke Walton (pre-race)Sally Larvick (interviews)Bob Forbes (pits/garages)
Jerry Baker (north pits)Chuck Marlowe (center pits)Lou Palmer (south pits)
Television
The race was carried in the United States on ABC Sports on a same-day tape delay basis. Jim McKay returned as anchor, while Jackie Stewart reprised the host position in "ABC Race Central." Sam Posey returned to the booth as driver expert, while Jim Lampley made his first appearance, covering primarily the garages and medical center. Anne Simon, a sideline reporter at ABC Sports, joined the crew for in-depth features, and is believed to be the first female television reporter at Indy.
For the first time ever, the broadcast featured a RaceCam. On-board cameras were mounted in the cars of Rick Mears and Al Unser Sr., but both failed partway through the race.
The broadcast has re-aired on ESPN Classic starting in May 2011.
ABC Television
Booth Announcers
Pit/garage reporters
Host: Jackie Stewart
Announcer: Jim McKay
Color: Sam Posey
Chris EconomakiBill FlemmingJim LampleyAnne Simon (features)
Gallery
File:Indypacecar1983.jpg|1983 Buick Riviera pace car
File:TomSneva.jpg|Race winner Tom Sneva |
Introduction
The 89th Indianapolis 500 was held at the Indianapolis Motor Speedway in Speedway, Indiana on Sunday, May 29, 2005. It was the premier event of the 2005 IndyCar Series season and the tenth Indy 500 sanctioned by the Indy Racing League. Dan Wheldon won the race, his first of two Indy victories (2005 and 2011). Wheldon became the first British-born winner since Graham Hill in 1966. It was the second consecutive Indy victory for Honda, and the first victory for the Dallara chassis since 2002. It was also the long-awaited first Indianapolis 500 victory for car owner Michael Andretti of Andretti-Green Racing. After many years of failing to win the race as a driver ("Andretti Curse"), Andretti finally achieved victory at Indianapolis as an owner. As of 2022, it is the first of his five Indy victories as an owner.
Rookie Danica Patrick, who qualified and finished 4th, became the first female driver in Indy history to lead laps during the race. Patrick led three times for a total of 19 laps and won the Rookie of the Year award. Considerable media hype and attention was focused on the race and on Patrick in particular during the month, giving birth to the term "Danica Mania." Her 4th place starting position broke the record set by Lyn St. James (6th in 1994) and her 4th place finishing position broke the record set by Janet Guthrie (9th in 1978).
The increased attention going into the race helped register a 6.5 Nielsen rating, the highest since 1996. Also making headlines during the month of May was the return of 1999 winner Kenny Bräck. After suffering a horrendous crash at Texas in October 2003, Bräck sat out the 2004 season, recovering from serious injuries. Bräck, in what would be his final IndyCar race, drove in substitution for Buddy Rice. Rice, the 2004 winner suffered a concussion in a practice crash on May 11, and was forced to sit out the event. Bräck was the overall fastest qualifier during time trials but dropped out of the race near the halfway point due to mechanical problems.
Background
Over the offseason, the Indianapolis Motor Speedway was milled and repaved in asphalt. Selective diamond grinding was done in an effort to smooth out bumps in the turns. On April 5, 2005, a private test session saw four teams (AGR, Ganassi, Rahal, and Panther) test for Firestone. The session was canceled, however, when the inconsistent pavement in the turns created an unsuitable dual level of grip in the corners. A week later, the entire track was diamond ground to cure the problem.
The schedule for the Month of May was slightly retooled for 2005. The annual rookie orientation program was moved to opening day, as well as the 2nd day of official activity. Previously, in most cases, rookie orientation was held prior to the traditional "opening day" of practice, often in April. Veteran practice would commence on Tuesday, the 3rd day overall.
Carb Day, the traditional last day of practice before the race, was moved from its familiar Thursday slot to Friday of the race weekend. After 4 years of having 3 days of time trials scheduled (2001–2004), time trials reverted to 4 days, and a new format (dubbed "11/11/11") was introduced.
After they were first allowed in 2004, single-point refueling rigs were made mandatory for 2005.
After several decades of the race traditionally starting at 11:00 a.m. local time (EST), the start time was moved to 12:00 p.m. EST (1:00 p.m. EDT).
Team and driver changes
Among the numerous team/driver changes for 2005 included Rahal Letterman Racing. Defending Indy 500 winner Buddy Rice returned, and was joined by rookie Danica Patrick. Newman/Haas Racing returned to the Indy 500, entering Sébastien Bourdais and Bruno Junqueira.
Two-time winner Al Unser Jr. took a brief retirement from driving in 2005 and did not enter. With him along with others such as Michael Andretti and Arie Luyendyk on the sidelines, no participants from the 1980s would qualify for the field, the first time ever.
Race schedule
Race schedule – May 2005
Sun
Mon
Tue
Wed
Thu
Fri
Sat
1
2
3
4
5
6
7Mini-Marathon
8ROP
9ROP
10Practice
11Practice
12Practice
13Practice
14Time Trials
15Time Trials
16
17
18Practice
19Practice
20Practice
21Time Trials
22Bump Day
23
24
25
26
27Carb Day
28Parade
29Indy 500
30Memorial Day
31
Color
Notes
Green
Practice
Dark Blue
Time trials
Silver
Race day
Red
Rained out
Blank
No track activity
Includes days where track activitywas significantly limited due to rain
ROP – denotes Rookie Orientation Program
Practice (week 1)
Sunday May 8
Opening day of practice focused on rookie orientation. The coveted 1st driver on the track was Danica Patrick. Among the top drivers of the day were Patrick at , Ryan Briscoe, and Patrick Carpentier. 7 out of the 9 drivers participating completed their required rookie test.
Monday May 9
The 2nd day of rookie orientation saw Danica Patrick again set the pace. She set the fastest lap of the month thus far at . Sébastien Bourdais completed his rookie test, while Jeff Ward completed a refresher test.
Tuesday May 10
The 1st full day of veteran practice saw heavy activity. Dan Wheldon led the speed chart at , and no incidents were reported.
Wednesday May 11
Defending Indy 500 winner Buddy Rice suffered a significant crash at 12:16 p.m. The car spun in Turn 2 and made heavy contact to the rear of the car. Kosuke Matsuura spun to avoid the crash, but received minimal damage. Rice was transported to Methodist Hospital with a concussion.
Rain ended the day about a half hour early, with Tony Kanaan fastest of the day, and fastest of the month thus far, at .
Thursday May 12
Darren Manning and Paul Dana both suffered single-car crashes during the session, but neither were seriously injured. Tony Kanaan led the pace early over , but late in the day, Danica Patrick upped the speed to . It marked the fastest lap thus far during the month, and the 1st time a female driver had led the speed chart on a full day of practice (without a rain delay) since 1977.
Friday May 13
"Fast Friday" practice saw cloudy skies, and warm temperatures. Paul Dana wrecked his backup car, crashing for the 2nd day in a row. Exiting Turn 2, Dana spun and hit the outside wall, and slid down the back stretch. Sam Hornish Jr. hit a piece of debris from the wreck on the back stretch, and did a full flip. The car came down upright, but continued to spin and came to a rest overturned. Hornish was uninjured, but Dana was taken to the hospital for further evaluation.
Tomas Scheckter turned the fastest lap thus far around 1 p.m., at . Rain began to fall shortly after 2 p.m., and closed the track for the day.
Time trials (weekend 1)
Saturday May 14
Rain fell overnight and into the morning, preventing any track activity. A new qualifying format was put into place for 2005, providing that only the top 11 cars would secure positions on Pole Day, and bumping would then occur. Track officials decided to cancel activities for the day at 12:15 p.m., and postpone Pole Qualifying until Sunday.
Shortly after the official postponement, the rain stopped and blue skies emerged. Some complained that qualifying could have been held after all, but head official Brian Barnhart still felt there would not be sufficient time to finish the qualifying order.
Sunday May 15 (Pole Day)
Cool temperatures in the mid-50s were observed for morning practice. Danica Patrick set the fastest lap of the entire month during the morning session at . The lap made her a favorite for the front row. Dario Franchitti and Tony Kanaan were close behind on the speed chart.
Due to the rainout on Saturday, 22 positions were to be filled on Sunday. After the field filled to 22 cars, bumping would begin.
At noon, Scott Sharp was the 1st car to make a qualifying attempt. He placed himself in the field with a speed of . Moments later, Tony Kanaan put himself on the provisional pole position with a speed of .
At 12:45 p.m. Eastern time, Danica Patrick took to the track. On her 1st lap, midway through Turn 1, the back end of the car wiggled a bit, and slowed her exit from the turn. The 1st lap was a disappointing . The 2nd lap, however, increased to . Her 4th and final lap was run at , the fastest single lap of the day. The final 4-lap average of put her in the 4th starting position. Many feel that if not for the mistake on the 1st lap, her speed would have been sufficient to secure the pole position.
Later in the day, Sam Hornish Jr. bumped his way onto the front row. Hélio Castroneves withdrew his earlier speed, but ended up losing a position when he re-qualified. The field filled to 22 cars, and the day ended as Jaques Lazier was "bumped."
Practice (week 2)
Wednesday May 18
Rahal Letterman Racing named Kenny Bräck as the replacement for injured Buddy Rice. Brack was the 1999 winner, but sat out the 2004 season recovering from a massive crash in October 2003 at Texas.
Nearly 2,500 laps were run during the afternoon, with Dan Wheldon fastest at . The fastest non-qualified car was Kenny Bräck, already up to .
Thursday May 19
Rain washed out all practice for the day.
Friday May 20
Another busy day of practice saw 2,228 laps completed incident-free. Dan Wheldon remained on top of the speech chart at , until Tony Kanaan, at , bumped him off in the final hour.
Arie Luyendyk Jr., attempting to complete his rookie test, suffered gearbox trouble, then later blew an engine.
Time trials (weekend 2)
Saturday May 21
The 3rd day of time trials saw the field fill to 32 cars. In the 1st hour, Ryan Briscoe, Marty Roth and Kenny Bräck completed runs. Bräck qualified at , the fastest qualifier in the field. Though he qualified faster than polesitter Tony Kanaan, as a 3rd day qualifier, Bräck would be required to start 22nd.
After blowing an engine earlier, A. J. Foyt IV put a car in the field, and the field finished the day with 1 grid position open.
Sunday May 22 (Bump day)
With 1 position open, very few teams in the garage area were prepared to make a qualifying attempt. Most teams used the morning and afternoon sessions for practice. Arie Luyendyk Jr. was the only entry going into the day confirming an intent to qualify.
At 3:10 p.m., Luyendyk Jr. completed a run at , and filled the field to 33 cars. Luyendyk Jr. was the slowest car in the field, and on the bubble. However, it appeared that Luyendyk would be safe, with no other teams preparing to qualify.
Shortly after the run, A. J. Foyt Racing announced that they had signed veteran Felipe Giaffone, and he would attempt to qualify. Giaffone had been shopping with his wife at Babies "Я" Us when he got a telephone call to run over to the Speedway. Within 2 hours of being at the store, Giaffone was suited up and ready to drive. In less than 45 minutes, he was up to speed and ready to qualify.
At 5:36 p.m., with less than 25 minutes left in the day, Giaffone took to the track and easily bumped Luyendyk Jr. from the field. Luyendyk's team quickly scrambled his car to go out 1 final time. With 1 minute remaining before the 6 o'clock gun, Luyendyk entered the track. His speed was slow, and he fell more than shy of bumping his way into the field.
Starting grid
Row
Inside
Middle
Outside
1
11
Tony Kanaan
6
Sam Hornish Jr.
8
Scott Sharp
2
16
Danica Patrick
3
Hélio Castroneves
27
Dario Franchitti
3
17
Vítor Meira
55
Kosuke Matsuura
95
Buddy Lazier
4
2
Tomáš Enge
4
Tomas Scheckter
36
Bruno Junqueira
5
9
Scott Dixon
5
Adrián Fernández
37
Sébastien Bourdais
6
26
Dan Wheldon
24
Roger Yasukawa
7
Bryan Herta
7
10
Darren Manning
70
Richie Hearn
44
Jeff Bucknum
8
51
Alex Barron
15
Kenny Bräck
33
Ryan Briscoe
9
83
Patrick Carpentier
20
Ed Carpenter
21
Jaques Lazier
10
14
A. J. Foyt IV
25
Marty Roth
41
Larry Foyt
11
22
Jeff Ward
91
Jimmy Kite
48
Felipe Giaffone
Official report
= former Indianapolis 500 winner; = Indianapolis 500 rookie
Alternate
First alternate: Arie Luyendyk Jr. – bumped
Failed to qualify
Paul Dana – injured during a practice crash; replaced by Jimmy Kite
Buddy Rice – injured during a practice crash; replaced by Kenny Bräck
Scott Mayer – failed to complete rookie orientation; replaced by Felipe Giaffone
Carb Day
For the first time in modern scheduling, Carb Day was moved to the Friday before the race (May 27). It was previously held on a Thursday. The final practice session was also trimmed back to 1 hour.
All 33 qualified cars took to the track. 9 minutes into the session, Buddy Lazier wrecked coming out of Turn 4, sliding along the outside wall down the front stretch. Lazier was not seriously injured, but the car would have to be repaired before Sunday.
Danica Patrick led the speed chart at , and no other serious issues were reported.
Later in the afternoon, Penske Racing with driver Sam Hornish Jr. won the Checker's/Rally's Pit Stop Challenge. They defeated Andretti Green Racing (Bryan Herta) in the final round.
Race summary
Honorary starter Reggie Miller in the starter's stand
Start
Race day emerged warm and sunny, with temperatures in the mid 70s (°F), and no chance of rain. Speedway chairperson Mari Hulman George gave the command to start engines at 11:58 a.m. (EST). The field assembled for 2 parade laps and 1 pace lap behind the Chevrolet Corvette C6 pace car, driven by Colin Powell.
At the start, a very well-aligned field saw polesitter Tony Kanaan take the lead into Turn 1. The field circulated safely through the 1st lap. In Turn 3, Sam Hornish Jr. passed Kanaan for the lead, and led the 1st lap. Kanaan re-took the lead on lap 3. The duo traded the lead once more before Larry Foyt crashed on lap 18, bringing out the first caution.
Most of the leaders pitted under the yellow, and Kanaan won the race off the pit road.
First half
Sam Hornish Jr. took the lead on lap 38, and the race began to settle into a pace. On lap 55, a series of green flag pit stops shuffled the field momentarily. Hornish ducked into the pits first, followed by Kanaan. The shuffle brought Danica Patrick to the lead on lap 56. It marked the 1st time in Indy 500 history that a female driver led a lap in competition. She pitted the next time around, and Hornish emerged once again as the leader.
On lap 78, Bruno Junqueira went to pass the lap car of A. J. Foyt IV in turn 2. The 2 cars touched, and Junqueira crashed hard into the outside wall. He suffered a concussion and fractured vertebrae.
Kenny Bräck headed for the pits on lap 82 with mechanical trouble. The car eventually dropped out due to a broken wishbone suspension.
As they approached the halfway point, Hornish and Kanaan again battled back and forth for the lead.
Second half
On lap 114, Richie Hearn and Scott Dixon tangled and crashed in Turn 1. On the restart, Kanaan and Dario Franchitti passed Hornish on the front stretch, and pulled away from the field.
On lap 147, Sam Hornish Jr. went to pass Sébastien Bourdais on the outside of Turn 1. He slid high, and smacked the outside wall. The leaders pitted on lap 149, which meant that only 1 more fuel stop would be required for each car. Exiting the pits, Bryan Herta was penalized for speeding on pit road, and was moved to the rear of the field for the upcoming restart.
On 155, the field prepared to go back to green. Accelerating in the north short chute, Danica Patrick, running 8th, did a half-spin, and tagged Tomáš Enge. Tomas Scheckter spun to avoid the crash, and wrecked into the inside wall. Jeff Bucknum, Patrick Carpentier, and Jaques Lazier also got caught up in the melee. Patrick damaged her nosecone and left front wing, and ducked immediately into the pits. The team replaced the nose of the car, then a second pit stop (lap 159) saw her change tires and top off the fuel. Patrick dropped to 11th, the last car on the lead lap. Just before the restart on lap 161, Bryan Herta ducked into the pits, and topped off the fuel. The team intended to go the distance without another pit stop.
Finish
With 30 laps to go, Dan Wheldon led Vitor Meira. Roger Yasukawa brought out the yellow when his car blew its engine down the front stretch. All of the leaders except Patrick and Herta went to the pits. Staying out, Patrick and Herta shuffled up to the front of the field. Patrick took the lead for the 2nd time of the day on lap 172, and led Herta on the lap 173 restart. To the delight of the crowd, Patrick pulled out to a 1-second lead. Her crew instructed her to dial down the fuel mixture (in an effort to make it to the finish), and her lead began to dwindle. Dan Wheldon caught her on lap 186, and took the lead. At the same time, Kosuke Matsuura hit the wall in the exit of Turn 4.
With 10 laps to go, the green flag came back out. Patrick darted around Wheldon, and took the lead into Turn 1. She held the lead for 3 laps. With 7 laps to go, Wheldon passed her once again, and pulled out to a lead. With less than 3 laps to go, Vítor Meira and Bryan Herta managed to get by Patrick, while Wheldon continued to pull away. Down the back stretch with less than 1½ laps to go, Buddy Lazier passed Sébastien Bourdais on the outside for 5th place. Bourdais got loose in Turn 3, and crashed into the outside wall. The yellow and white flags were displayed, and 1 lap later, Dan Wheldon won the race under caution.
Bryan Herta's fuel strategy worked out, and he came home 3rd. Danica Patrick held on to 4th place, beating Janet Guthrie's Indy 500 record (9th place in 1978) for the best finish by a female driver. Buddy Lazier finished a strong 5th, despite nursing a broken front wing after contact by Scott Sharp.
Box score
Finish
Start
CarNo.
Driver
C*
E*
Qual
Rank
Laps
Status
Team
1
16
26
Dan Wheldon
D
H
224.308
17
200
Running
Andretti Green Racing
2
7
17
Vítor Meira
P
H
226.848
8
200
Running
Rahal Letterman Racing
3
18
7
Bryan Herta
D
H
223.972
20
200
Running
Andretti Green Racing
4
4
16
Danica Patrick
P
H
227.004
5
200
Running
Rahal Letterman Racing
5
9
95
Buddy Lazier
D
C
226.353
10
200
Running
Panther Racing
6
6
27
Dario Franchitti
D
H
226.873
7
200
Running
Andretti Green Racing
7
3
8
Scott Sharp
P
H
227.126
4
200
Running
Fernandez Racing
8
1
11
Tony Kanaan
D
H
227.566
2
200
Running
Andretti Green Racing
9
5
3
Hélio Castroneves
D
T
226.927
6
200
Running
Team Penske
10
24
33
Ryan Briscoe
P
T
224.080
19
199
Running
Chip Ganassi Racing
11
26
20
Ed Carpenter
D
T
221.439
25
199
Running
Vision Racing
12
15
37
Sébastien Bourdais
P
H
224.955
16
198
Crash T3
Newman/Haas Racing
13
22
51
Alex Barron
D
T
221.053
27
197
Running
Team Cheever
14
14
5
Adrián Fernández
P
H
225.120
15
197
Running
Fernandez Racing
15
33
48
Felipe Giaffone
P
T
217.645
36
194
Running
A. J. Foyt Enterprises
16
27
21
Jaques Lazier
P
T
221.228
26
189
Running
Playa Del Racing
17
8
55
Kosuke Matsuura
P
H
226.397
9
186
Crash T4
Super Aguri Fernandez Racing
18
17
24
Roger Yasukawa
D
H
224.131
18
167
Mechanical
Dreyer & Reinbold Racing
19
10
2
Tomáš Enge
D
C
226.107
11
155
Crash T4
Panther Racing
20
11
4
Tomas Scheckter
D
C
226.031
12
154
Crash T4
Panther Racing
21
25
83
Patrick Carpentier
D
T
222.803
22
153
Mechanical
Team Cheever
22
21
44
Jeff Bucknum
D
H
221.521
24
150
Crash T4
Dreyer & Reinbold Racing
23
2
6
Sam Hornish Jr.
D
T
227.273
3
146
Crash T1
Team Penske
24
13
9
Scott Dixon
P
T
225.215
14
113
Crash T1
Chip Ganassi Racing
25
20
70
Richie Hearn
P
C
222.707
23
112
Crash T1
Sam Schmidt Motorsports
26
23
15
Kenny Bräck
P
H
227.598
1
92
Mechanical
Rahal Letterman Racing
27
31
22
Jeff Ward
D
T
218.714
34
92
Handling
Vision Racing
28
28
14
A. J. Foyt IV
D
T
220.442
28
84
Handling
A. J. Foyt Enterprises
29
19
10
Darren Manning
P
T
223.943
21
82
Mechanical
Chip Ganassi Racing
30
12
36
Bruno Junqueira
P
H
225.704
13
76
Crash T2
Newman/Haas Racing
31
29
25
Marty Roth
D
C
219.497
32
47
Handling
Roth Racing
32
32
91
Jimmy Kite
D
T
218.565
35
47
Handling
Hemelgarn Racing
33
30
41
Larry Foyt
D
T
219.396
33
14
Crash T2
A. J. Foyt Enterprises
= former Indianapolis 500 winner; = Indianapolis 500 rookie
C Chassis: D=Dallara; P=Panoz.
E Engine: C=Chevrolet; H=Honda; T=Toyota.
All cars in the 2005 Indianapolis 500 used Firestone tires.
Race leaders
7 drivers led the race, with a total of 27 lead changes.
Lap Leaders
Laps
Leader
1–2
Sam Hornish Jr.
3
Tony Kanaan
4–7
Sam Hornish Jr.
8–25
Tony Kanaan
26
Dario Franchitti
27–37
Tony Kanaan
38–54
Sam Hornish Jr.
55
Dario Franchitti
56
Danica Patrick
57–58
Bruno Junqueira
59–97
Sam Hornish Jr.
98–100
Tony Kanaan
101–111
Sam Hornish Jr.
112–115
Tony Kanaan
116–119
Sam Hornish Jr.
120–122
Tony Kanaan
123
Dario Franchitti
124–135
Tony Kanaan
136–143
Dario Franchitti
144–145
Tony Kanaan
146–149
Dario Franchitti
150–161
Dan Wheldon
162–164
Vítor Meira
165–171
Dan Wheldon
172–185
Danica Patrick
186–189
Dan Wheldon
190–193
Danica Patrick
194–200
Dan Wheldon
Total laps led
Laps
Leader
Sam Hornish Jr.
77
Tony Kanaan
54
Dan Wheldon
30
Danica Patrick
19
Dario Franchitti
15
Vítor Meira
3
Bruno Junqueira
2
Cautions: 8 for 46 laps
Laps
Reason
18–24
Larry Foyt crash
77–86
Junqueira, Foyt IV contact
114–119
Dixon/Hearn crash
147–154
Hornish crash
155–161
Enge, Scheckter, Patrick, Bucknum crash
171–173
Yasukawa car smoking
187–189
Matsuura crash
199–200
Bourdais crash
Aftermath
The massive media attention going into the race delivered a high television rating, and brought the IndyCar Series back into the limelight after several slumping years. Dan Wheldon rode the wave of success to six total victories in 2005, and clinched the 2005 IndyCar Series championship.
Danica Patrick, however, emerged from the race as the biggest star. She was interviewed on Good Morning America the morning after the race, and appeared on the cover of Sports Illustrated. Patrick became a household name nearly overnight, and became a "watercooler" topic.
2 weeks after the race, other drivers in the series started to embrace and make light of the attention. Race winner Dan Wheldon wore a t shirt stating "I actually 'won' the Indy 500." Buddy Rice, the 2004 Indy 500 winner sported a shirt saying "Danica's teammate," while Vítor Meira, who finished 2nd wore a shirt with "Danica's other teammate."
Broadcasting
Radio
The race was carried live on the Indianapolis Motor Speedway Radio Network. Mike King served as chief announcer. Pancho Carter served as "driver expert," a role he also participated as in 1988.
The four turn reporters remained the same from the previous year. In the pit area Kim Morris and Jim Murphy departed. Joining the crew were Nicole Manske and USAC Midget champion Kevin Olson. During the pre-race, Olson interviewed David Letterman, a segment of the broadcast that would become a fixture in subsequent years.
Among the special guests interviewed in the booth were former Secretary of State Colin Powell and the recently elected Governor of Indiana Mitch Daniels. Sponsor guests interviewed in the booth included Tim Manganello (BorgWarner), Keith Sirios (Checkers and Rally's), Al Spire (Firestone), John Middlebrook (GM), and Keith Newman (Jim Beam).
Indy Racing Radio Network
Booth Announcers
Turn Reporters
Pit/garage reporters
Chief Announcer: Mike King
Driver expert: Pancho Carter
Historian: Donald Davidson
Color analyst: Dave Wilson
Commentary: Chris Economaki
Turn 1: Jerry Baker
Turn 2: Adam Alexander
Turn 3: Mark Jaynes
Turn 4: Chris Denari
Dave Argabright (north pits)Nicole Manske (center pits)Kevin Lee (south pits)Kevin Olson (garages/hospital)
Television
For 2005, ABC Sports replaced veteran announcer Paul Page with Todd Harris. Harris had previously covered the World's Strongest Man competitions, and worked as a sideline–pit reporter. However, he was inexperienced in anchoring live sports, and did not personally pursue the role. Harris was joined by analyst Scott Goodyear in the booth. Gone from the broadcast was veteran Paul Page, who had covered the 500 on television or radio dating back to 1974.
Also new to the broadcast was Brent Musburger, who took over the host role.
The "Wide World of Sports" telecast opened with the pre-race billed as "Firestone Race Day." The opening teaser entitled "Speed City," created by Brice Bowman of Earshot Audio Post, would eventually earn a Sports Emmy for "Outstanding post-produced audio/sound."
ABC Television
Booth Announcers
Pit/garage reporters
Host: Brent Musburger
Announcer: Todd Harris
Color: Scott Goodyear
Jack AruteVince WelchDr. Jerry PunchJamie LittlePenn Holderness
Controversy
Going into the race broadcast, one of the most significant stories of the month was Danica Patrick qualifying 4th, and having a legitimate chance to win the race. ABC Sports planned to focus considerably on Patrick during the pre-race and race running. Many felt that ABC was ignoring the other drivers, including polesitter Tony Kanaan and eventual winner Dan Wheldon. In the days after the race, ABC, and Harris in particular, were largely criticised by columnists and bloggers for poor coverage, and for biased and subjective coverage of Patrick.
It was pointed out that despite the close attention, neither Harris nor Goodyear noticed that Patrick had taken the lead during a sequence of pit stops on lap 56. Nine laps later, as ABC returned from commercial, Harris mentioned Patrick having taken the lead for the first time. His comments were criticised as he said she "...turned the trick..." (usually a sexual reference), and that "Fifty years from now you will remember where you were when Danica Patrick made not only motorsports history, but she joined the likes of Amelia Earhart and Sally Ride in a barrier-breaking performance..." Of which Jerry Greene of the Orlando Sentinel wrote "I seriously doubt it, Todd." Greene also wrote that Harris "said many stupid things Sunday because of Ms. Patrick's efforts."
Richard Sandomir wrote that Harris and Goodyear faltered in three distinct instances late in the race. With 13 laps to go, they closely examined Dan Wheldon taking the lead by the nose of the car at the line repeatedly when a caution came out. It was portrayed as if they were racing back to the caution. However, such was not allowed under Indy Racing League rules. It was later observed that the caution light did not turn on until the cars were in turn 1 (well after Wheldon had completed the pass), and the attention focused at the start–finish line was misguided, misleading, and irrelevant.
Three laps later, Harris awkwardly waited ten seconds before noting that Patrick had re-taken the lead on the restart. When Wheldon took the lead for good on lap 193, Harris again hesitated, and waited 20 seconds to report the move, and another 30 seconds to report that Patrick had dropped to 4th place. Sandomir also criticized a perceived "softball" post-race interview of Patrick by Jerry Punch.
Houston Chronicle writer David Barron said during the pre-race show and the race's first 90 minutes, he "counted an average of one Patrick reference every five minutes, and each reference went on for some time." Others blogged that ABC was intentionally bringing attention to Patrick's looks, at the same time trying to downplay them.
With all the hoopla regarding Danica Patrick it was also seen as interesting by some that the song that was played during the closing credits of the broadcast was a song by the title "Luckiest Man Alive" by the Finn Brothers. Some felt that while jumping on the Danica hype for all it was worth this pointed to ABC never really taking the idea seriously that she might actually win. Of course there could've been another version of the closing credits with another song available if she had won but no one at ABC has ever commented on it.
At the end of the 2005 season, Todd Harris was removed from the booth, and replaced with veteran Marty Reid.
Gallery
Image:Indy500pacecar2005.JPG|2005 Chevrolet Corvette pace car |
Introduction
Rosanne Katon is an American model, actress, comedian and activist. She was Playboy magazine's Playmate of the Month for its September 1978 issue. Her centerfold was photographed by Mario Casilli.
Background
Katon was born in New York City to a Jamaican-born father and an African-American mother.
Career
Beginning in the mid-1970s, Katon worked steadily in Hollywood, including a stint on Grady, the short-lived spin-off of the hit situation comedy Sanford and Son that starred Whitman Mayo in the title role, and guest appearances on Jason of Star Command, What's Happening
, Good Times and That's My Mama, which starred Clifton Davis. She then had leading roles in two Cirio Santiago action films, both released in 1976, Ebony, Ivory & Jade, in which she received top billing, and The Muthers, in which she acted alongside former Playboy centerfold Jean Bell. However, the shapely actress was often typecast in sex kitten roles in R-Rated comedies such as The Swinging Cheerleaders; Chesty Anderson, U.S. Navy; American Raspberry; Lunch Wagon; Zapped! and Bachelor Party. This was solidified by her appearance as the September 1978 Playboy centerfold. She had a recurring role opposite Denzel Washington on the medical drama St. Elsewhere and her appearance in two award-winning UCLA student films, Julie Dash's Illusions, released in 1982, in which she portrayed a singer doubling for a white actress in 1940s Hollywood (whether she did her own singing in the role was not known as of mid December 2012), and S. Torriano Berry's Rich, in which she portrays the title character's supportive girlfriend. Her other film credits included the TV movie The Night They Took Miss Beautiful, the cult horror film Motel Hell, Body and Soul, City Girl and Harem, opposite Nastassja Kinski and Ben Kingsley.
Katon was selected as Miss Golden Globes for the 1981 awards show. The honor and the task of presenting the statuettes during the ceremony goes to an up-and-coming actress. Katon was the first African American to be selected, since the custom started in 1962.
Additionally, Katon has had several stage credits, including a Broadway lead role in Godspell and a featured role in the parody of women in prison movies, Women Behind Bars.
At one point, Katon segued into the world of stand-up comedy, and during that period in her career, she appeared in the June 1991 Playboy pictorial "Funny Girls", which covered female comedians.
Humanitarian work
In 1984, Katon married Richard M. Walden, who is the president and chief executive officer of Operation USA, an international organization that supplies relief to Third World areas in need such as Rwanda, Cambodia and, more recently, tsunami-ravaged Sri Lanka, Thailand and Indonesia; and to Hurricane Katrina-ravaged areas of Louisiana and Mississippi. Rosanne is an active participant with Operation USA and also serves on its advisory board. The relief group is based in California.
Personal life
The Waldens have two children, including a son who is autistic and an expert cellist. The family is featured in the 2007 documentary Autism: The Musical which won the 2007 Emmy for Best TV Documentary Special (HBO). |
Introduction
The 88th Indianapolis 500 was held at the Indianapolis Motor Speedway in Speedway, Indiana on Sunday, May 30, 2004. It was part of the 2004 IndyCar Series season and the ninth Indy 500 sanctioned by the Indy Racing League. Buddy Rice won the pole position, the pit stop contest, led the most laps, and won the race for team owners Bobby Rahal and David Letterman.
The race began about two hours behind schedule due to a morning rain delay. After 27 laps had been completed, rain began to fall again and threatened to wash out the rest of the day. About two hours later, the rain had ceased, and the track was dried. The race resumed on lap 28, and cruised beyond the halfway point to make the race official. At the 150-lap mark, the race had been very competitive up to that point, but was destined to come down to the final round of pit stops to decide the winner. Moreover, dark skies were looming, and inclement weather was moving back into the area. The race appeared to be turning into a crap-shoot. Some leaders headed for the pits for their final pit stops. At the same time, a handful of teams gambled by staying out, in hopes that they could stretch their fuel and be leading the race when the approaching rain arrived.
Despite desperate attempts to prevail over the approaching rain storm, all of the leaders ultimately were forced to cycle through their final round of pit stops. Nobody was able to stretch their fuel long enough to beat the rain. Buddy Rice, who had led the most laps thus far, re-emerged as the leader. The race was ended after 450 miles (180 laps), just 50 miles (20 laps) short of the scheduled distance. A severe thunderstorm, which eventually produced an F2 tornado, formed in the area of the speedway, shutting the track down, and sending the spectators and competitors for cover. Buddy Rice was declared the winner, his first victory in championship-level competition.
Race schedule
Race schedule — April/May 2004
Sun
Mon
Tue
Wed
Thu
Fri
Sat
25
26ROP
27
28
29
30
1
2
3
4
5
6
7
8Mini-Marathon
9Practice
10Practice
11Practice
12Practice
13Practice
14Practice
15Pole Day
16Time Trials
17
18
19Practice
20Practice
21Practice
22Practice
23Bump Day
24
25
26
27Carb Day
28
29Parade
30Indy 500
31Memorial Day
Color
Notes
Green
Practice
Dark Blue
Time trials
Silver
Race day
Red
Rained out
Blank
No track activity
Includes days where track activitywas significantly limited due to rain
ROP — denotes Rookie Orientation Program
Practice
Rules changes were implemented before the start of the season, which reduced engine displacement from 3.5 L down to 3.0 L. In addition, on-board capacity of fuel was reduced from 35 gallons down to 30. The changes were made in an effort to curtail speeds, which had crept up into the low 230 mph range in 2003. It was also in the wake of a fatal accident at the Speedway. On October 22, 2003, during an off-season tire test, Tony Renna was killed in a crash. On a cool 50 degree morning, Renna spun in turn three, became airborne, and crashed into the outside wall and catch fence. The car was heavily damaged, and Renna died of massive internal trauma.
For the first time, single-point refueling rigs were allowed. During pit stops, teams were now allowed to utilize a single combined fuel/vent hose assembly. This eliminated the need for a separate vent hose and dedicated vent hose operator, improving safety.
Rookie Orientation
Rookie orientation was held April 26, with seven drivers participating. Newcomers Ed Carpenter, Kosuke Matsuura, Mark Taylor, and Luis Díaz passed all four phases of the rookie tests. Jeff Simmons and Marty Roth passed three phases, and can pass the fourth phase during routine practice.
Larry Foyt participated, but due to previous high-speed oval experience, was exempted from needing to pass the four-phase test.
Carpenter led the speed chart at 215.584 mph. Though Díaz passed the rookie test, he did not return with Ganassi for practice come May.
Sunday May 9
Scott Dixon led the speed chart with a lap of 219.760 mph on opening day. No incidents were reported.
Monday May 10
Track remained closed most of the afternoon, due to thunder storms. The track re-opened just before 5 p.m. and Hélio Castroneves set the fastest lap of the month at 220.300 mph. Late in the day, Robby Gordon spun and hit the outside wall in turn 2 but was uninjured.
Tuesday May 11
Felipe Giaffone brushed the wall in the north chute, then slid along the wall to the entrance to the pits. He was uninjured. Adrián Fernández became the first driver of the month to break the 221 mph barrier but Kosuke Matsuura (221.857 mph) ended up with the fastest lap of the day.
Wednesday May 12
Tony Kanaan drove the fastest lap of the month, at 222.668 mph.
Thursday May 13
Rain kept the track closed until 3 p.m. The session was ended about 10 minutes early when Scott Sharp crashed in turn 1. Hélio Castroneves turned the fastest lap of the day (221.156 mph). Buddy Rice was among the top five for the first time all week.
"Fast" Friday May 14
The track opened at 11 a.m. but lasted only four minutes, as rain began falling and closed the track for the day. During the brief session, only four cars had entered the track with Sarah Fisher (212.616 mph) the only car to run a single lap at speed.
Time trials: weekend 1
Pole Day - Saturday May 15
Pole day dawned cool and damp. Overnight rain kept the track closed until shortly after 12 noon. During the first practice session, Tony Kanaan reached 223.224 mph, the fastest lap of the month.
Pole qualifying began at 2:15 p.m. Roger Yasukawa earned the distinction as the first driver in the field. Shortly after, Robby Gordon qualified his car and immediately boarded a plane to Richmond to participate in the NASCAR event that evening. At 3:06 p.m., Dan Wheldon placed himself on the provisional pole position after a qualifying run of 221.524 mph. Several wave offs and two wrecks (Bryan Herta and Felipe Giaffone) characterized the early attempts.
At 4:14 p.m., Buddy Rice took over the pole position with a run of 222.024 mph. Rice held off late runs by Dario Franchitti and Tony Kanaan to secure his first Indy 500 pole. At the end of the day, the field was filled to 22 cars.
Second Day - Sunday May 16
Four cars completed attempts to fill the field to 26 cars. After wrecking the day before, both Bryan Herta and Felipe Giaffone put their cars safely in the field. Herta was the fastest qualifier of the afternoon.
Practice: week 2
Wednesday May 19
Mark Taylor brushed the wall in turn 2, but suffered only minor damage. Scott Dixon led all drivers at 220.576 mph, while Marty Roth was the fastest of the non-qualified cars (212.292 mph).
Thursday May 20
A. J. Foyt IV spun in turn 3 and brushed the inside wall, suffering minor damage. Kosuke Matsuura was the fastest of the day (220.784 mph). Marty Roth once again led the non-qualified cars (212.352 mph).
Friday May 21
Adrián Fernández topped the speed chart at 218.257 mph. Meanwhile, Buddy Lazier joined DRR to drive the #24 car (which later became #91 in a joint entry with Hemelgarn). On his first day of track activity, Lazier led non-qualified cars at 215.513 mph.
Saturday May 22
The final full day of practice saw heavy activity. P. J. Jones took to the track for the first time but only managed 208 mph. Buddy Lazier led the non-qualified car at over 214 mph.
Time trials - weekend 2
Bump Day - Sunday May 23
The final day of qualifying saw seven positions open in the field. P. J. Jones was the first car to qualify (213.355 mph), followed by Marty Roth and others. At 1:45 p.m., Greg Ray filled the field to 33 cars with a run of 216.641 mph; the fastest attempt of the afternoon.
A brief rain shower followed, with Robby McGehee sitting on the bubble as the slowest qualifier (211.631 mph). At that point, it did not appear that any additional drivers would make an attempt to qualify. The only driver left on the sidelines was Jaques Lazier, who briefly practiced during the week for Foyt. However, the ride fizzled. Nevertheless, the track was re-opened after the shower as track crews were able to dry the circuit.
During the afternoon, Tony Stewart visited the track. He was running full-time in NASCAR, and had raced in the NEXTEL All-Star Challenge the night prior. A. J. Foyt reportedly called Stewart while he was at the track and invited him to practice in one of his back-up cars. Stewart quickly passed his physical and went to the pit area to prepare for a possible qualifying attempt. With little else going on during the afternoon, the rumors quickly buzzed around the track and throngs of media surrounded Stewart to cover the breaking story.
With about an hour left in the day, a car was prepared for Stewart and fired up on pit lane. Stewart had yet to climb into the car but was suited up in his driving uniform. At 5:36 p.m., however, Stewart left the pits on foot and announced he would not make an attempt to qualify. Stewart's contracts with Joe Gibbs Racing, Home Depot, and Chevrolet precluded him from driving Foyt's Toyota Indy car.
Carb Day - Thursday May 26
The final practice was held Thursday May 26. Rahal Letterman Racing with driver Buddy Rice and chief mechanic Ricardo Nault won the Checkers/Rally's Pit Stop Challenge
Starting grid
Row
Inside
Middle
Outside
1
Buddy Rice
Dan Wheldon
Dario Franchitti
2
Bruno Junqueira
Tony Kanaan
Adrian Fernandez
3
Vítor Meira
Hélio Castroneves
Kosuke Matsuura
4
Tomas Scheckter
Sam Hornish Jr.
Roger Yasukawa
5
Scott Dixon
Mark Taylor
Darren Manning
6
Ed Carpenter
Al Unser Jr.
Robby Gordon
7
Sarah Fisher
Scott Sharp
A. J. Foyt IV
8
Larry Foyt
Alex Barron
Bryan Herta
9
Felipe Giaffone
Tora Takagi
Greg Ray
10
Buddy Lazier
Jeff Simmons
Richie Hearn
11
P. J. Jones
Marty Roth
Robby McGehee
Failed to qualify
Luis Díaz
Jaques Lazier (became relief driver for Robby Gordon)
Race recap
First rain delay
Rain fell early in the morning between 6:00-6:20 a.m. Rain resumed at 9:18 a.m. and continued intermittently until about 10:30 a.m. Track drying efforts began and the start of the race was delayed by a little over two hours. Mari Hulman George gave the traditional command to start engines at 1:02 p.m.
Start
At 1:07 p.m., the field pulled away for the pace laps, about two hours and fifteen minutes behind schedule. At the start, Buddy Rice took the lead from the pole position. Rice led Dario Franchitti, Tony Kanaan, Dan Wheldon, and Hélio Castroneves.
On lap 10, A. J. Foyt IV brushed the wall in turn four and spun and crashed in turn 1. Foyt was uninjured. Several of the leaders pitted under the caution. Bryan Herta led the field back to green on lap 16. Three laps later, Wheldon took the lead but on lap 22, rain began to fall again and the caution was out again. The field circulated under yellow for several laps and, on lap 28, the red flag came out. Rain was falling hard and the cars were parked in the pits. Many believed the resumption would have to be delayed until Monday.
Re-start
After a delay of 1 hour and 47 minutes, the race was ready to resume. Robby Gordon, who was attempting to race in both the Indy 500 and Coca-Cola 600, departed the grounds and flew to Charlotte. Jaques Lazier was standing by, and climbed in the car to drive relief.
Shortly after 3:30 p.m., the race continued. Dan Wheldon led at the green, but Buddy Rice quickly assumed the lead. An intense segment of racing saw several changes in position amongst the top 10 and the leaders racing closely together. On lap 56, Larry Foyt wrecked in turn two guaranteeing the Foyt team would finish 32nd-33rd.
First half
Buddy Rice continued to lead during the next stretch of green flag racing. Dan Wheldon and Sam Hornish Jr. ran 2nd-3rd.
The third crash of the day involved Ed Carpenter and Mark Taylor on lap 64.
As the race approached the halfway point, Rice still led and Wheldon and Hornish continued to battle for 2nd and 3rd. The top five were still within seconds of each other.
On lap 94, P. J. Jones made contact with the wall exiting turn 2. Jaques Lazier dropped out with a broken axle and leader Buddy Rice stalled exiting the pits. Dan Wheldon took over the lead with Hélio Castroneves now second and Rice dropping down to 8th.
Second half
As the race completed the 101st lap, it was scored official and would not need to carry over into a second day. On lap 105, Darren Manning and Greg Ray got together, crashing in turn four and collecting Sam Hornish Jr. The three cars slid into the end of the pit wall and came to rest at the entrance of the pits. Tony Kanaan now led with Rice still mired back in 8th.
Kanaan and Wheldon traded the lead a couple times until Marty Roth brought out the next caution by crashing in turn 4. Buddy Rice worked his way up to 5th for the restart. Meanwhile, Bruno Junqueira stayed out while the leaders pitted and took over the lead. Junquiera was gambling that his fuel would outlast the leaders in case rain were to resume.
Finish
At lap 150, Bruno Junqueira led Buddy Rice and Tony Kanaan. Approaching rain and one final round of pit stops for the leaders was looming and threatened to turn the result into a crap shoot. The first driver to go was Junqueira, who pitted for fuel and tires on lap 151.
The lead went back to Buddy Rice, who was followed closely by Tony Kanaan and Dan Wheldon. Kanaan ducked into the pits for fuel on lap 164 and Wheldon pitted on lap 165. Two laps later, Rice was in the pits, handing the lead over to Bryan Herta. Rain was fast approaching the Speedway and the race was not expected to reach the full distance before the rain fell. More of the leaders cycled into the pits.
Herta gave up the lead on lap 169 in order to pit for fuel. That handed the race lead to Adrian Fernandez as slight moisture was being reported around the track. Fernandez made it to lap 171 but significant rain was not falling yet and green flag conditions still prevailed. Fernandez made a quick 9-second pit stop but lost the lead. After the hectic sequence of pit stops, Buddy Rice was back into the lead.
With Rice leading, Kanaan second, and Wheldon back to third, rain started falling on lap 174. The yellow came out with Rice the certain winner. A severe thunderstorm approached the area and the race was halted after the completion of lap 180 (), 20 laps short of the finish. Lightning forced the victory celebration indoors to the Pagoda.
Rice became the first American winner since Eddie Cheever in 1998. It was also the first rain-shortened 500 since 1976. An F2 tornado missed the Speedway and its quarter-million spectators by six miles as it raked across the south central portion of Indianapolis. The tornado caused widespread damage.
On race day, May 30, precipitation in Indianapolis totaled 3.80 inches; a record single-day amount for that date, and any date during the month since records had been kept.
Results
Finish
Start
No
Name
Qual
Rank
C
E
Laps
Led
Status
Entrant
1
1
15
Buddy Rice
222.024
1
P
H
180
91
Running
Rahal Letterman Racing
2
5
11
Tony Kanaan
221.200
5
D
H
180
28
Running
Andretti Green Racing
3
2
26
Dan Wheldon
221.524
2
D
H
180
26
Running
Andretti Green Racing
4
23
7
Bryan Herta
219.871
13
D
H
180
3
Running
Andretti Green Racing
5
4
36
Bruno Junqueira
221.379
4
P
H
180
16
Running
Newman/Haas Racing
6
7
17
Vítor Meira
220.958
7
P
H
180
0
Running
Rahal Letterman Racing
7
6
5
Adrian Fernández
220.999
6
P
H
180
3
Running
Fernandez Racing
8
13
1
Scott Dixon
219.319
14
P
T
180
0
Running
Chip Ganassi Racing
9
8
3
Hélio Castroneves
220.882
8
D
T
180
0
Running
Team Penske
10
12
16
Roger Yasukawa
220.030
12
P
H
180
0
Running
Rahal Letterman Racing
11
9
55
Kosuke Matsuura
220.740
9
P
H
180
0
Running
Super Aguri Fernandez Racing
12
24
51
Alex Barron
218.836
17
D
C
180
3
Running
Team Cheever
13
20
8
Scott Sharp
215.635
24
D
T
180
0
Running
Kelley Racing
14
3
27
Dario Franchitti
221.471
3
D
H
180
1
Running
Andretti Green Racing
15
25
24
Felipe Giaffone
216.259
22
D
C
179
0
Running
Dreyer & Reinbold Racing
16
29
21
Jeff Simmons
214.783
26
D
T
179
0
Running
Mo Nunn Racing
17
17
20
Al Unser Jr.
217.966
19
D
C
179
0
Running
Patrick Racing
18
10
4
Tomas Scheckter
220.417
10
D
C
179
0
Running
Panther Racing
19
26
12
Tora Takagi
214.364
27
D
T
179
0
Running
Mo Nunn Racing
20
30
33
Richie Hearn
213.715
29
P
T
178
0
Running
Sam Schmidt Motorsports
21
19
39
Sarah Fisher
215.771
23
D
T
177
0
Running
Kelley Racing
22
33
18
Robby McGehee
211.631
33
D
C
177
0
Running
PDM Racing
23
28
91
Buddy Lazier
215.110
25
D
C
164
0
Fuel System
Hemelgarn Racing
24
32
25
Marty Roth
211.974
32
D
T
128
0
Accident FS
Roth Racing
25
15
10
Darren Manning
219.271
16
P
T
104
0
Accident T4
Chip Ganassi Racing
26
11
6
Sam Hornish Jr.
220.180
11
D
T
104
9
Accident T4
Team Penske
27
27
13
Greg Ray
216.641
20
P
H
98
0
Accident T4
Access Motorsports
28
31
98
P. J. Jones
213.355
30
D
C
92
0
Accident BS
CURB/Agajanian/Beck Motorsports
29
18
70
Robby Gordon(relieved by Jaques Lazier laps 28-88)
216.522
21
D
C
88
0
Mechanical
Robby Gordon Motorsports
30
14
2
Mark Taylor
219.282
15
D
C
62
0
Accident T3
Panther Racing
31
16
52
Ed Carpenter
218.590
18
D
C
62
0
Accident T3
Team Cheever
32
22
41
Larry Foyt
213.277
31
P
T
54
0
Accident T2
A. J. Foyt Enterprises
33
21
14
A. J. Foyt IV
214.256
28
D
T
26
0
Handling
A. J. Foyt Enterprises
= Former Indianapolis 500 winner; = Indianapolis 500 rookie
C Chassis: D=Dallara, P=Panoz
E Engine: C=Chevrolet, H=Honda, T=Toyota
All cars in the 2004 Indianapolis 500 used Firestone tires.
Notes: Race halted on lap 27 due to rain. The race was resumed and when rain pelted the Speedway again late in the race, officials waved the checkered flag 15 minutes after the traditional 6 PM closing time. It was only the second time in IMS history racing went past the traditional 6 PM EST closing time; in 1995, the Brickyard 400 raced into 7 PM EST (8 PM EDT) because of rain delays. Since the state's adoption of Daylight Saving Time, there have been years where Indianapolis 500 qualifying has passed 6 PM, and the Brickyard 400 has reached past that time on occasion. It is the only Indianapolis 500 to have reached 7 PM EDT. Two races, the 1995 Brickyard 400 (8:07 PM EDT) and the 2017 Brantley Gilbert Big Machine Brickyard 400 (8:57 PM EDT), have reached the 8 PM EDT hour.
During the rain delay, Robby Gordon flew to Charlotte for the Coca-Cola 600, which prompted the team to put Jaques Lazier in the car, but a mechanical failure forced the car not to finish.
Broadcasting
Radio
The race was carried live on the Indianapolis Motor Speedway Radio Network. Mike King served as chief announcer. Kenny Bräck served as "driver expert" up until the rain delay. Bräck sat out the 2004 IndyCar season due to a major crash suffered at Texas in October 2003. This was the only time, other than 2011, that Bräck served as the driver expert on an American broadcast, however, he would serve in later years on international broadcasts.
Departing from the broadcast team were two longtime members, Howdy Bell and Chuck Marlowe. Donald Davidson celebrated his 40th year as a member of the crew, while Jerry Baker reached his milestone 30th race.
Kevin Lee moved from turn two to the pit area. Adam Alexander moved from the pits to the turn two location. This was Dave Argabright's first year on the network. This was the last year for both Jim Murphy and Kim Morris.
Indy Racing Radio Network
Booth Announcers
Turn Reporters
Pit/garage reporters
Chief Announcer: Mike King
Driver expert: Kenny Bräck
Historian: Donald Davidson
Color analyst: Dave Wilson
Commentary: Chris Economaki
Turn 1: Jerry Baker
Turn 2: Adam Alexander
Turn 3: Mark Jaynes
Turn 4: Chris Denari
Kevin LeeKim MorrisJim MurphyDave Argabright
Television
The race was carried live flag-to-flag coverage in the United States on ABC Sports. The broadcast was billed as the Indianapolis 500 Presented by 7-Eleven. The broadcasting crew moved to a new booth, located in the Pit Road Suites next to the Pagoda. Several innovations were introduced, including the first 180-degree on-board rotating camera, and a Skycam along the mainstretch. The network celebrated its 40th anniversary covering the Indianapolis 500.
Bob Jenkins was released from ABC and ESPN after 2003, and his position as "host" was taken by Terry Gannon. Paul Page continued as play-by-play, along with Scott Goodyear. Jack Arute, who had been in the pit area from 1984-1998 and 2000-2003, moved into the booth as analyst for the 2004 race. Joining the crew for the first time were Todd Harris and Jamie Little, both as pit reporters.
Despite a lengthy rain delay throughout the afternoon, ABC stayed on-air all day with coverage, and filled the downtime with highlights and interviews. The marathon broadcast totaled 8 hours and 22 minutes.
The introduction, titled "The Chase," featuring Henry Rollins, would earn a Sports Emmy nomination for outstanding post produced audio/sound.
ABC Television
Booth Announcers
Pit/garage reporters
Host: Terry Gannon
Announcer: Paul Page
Color: Scott Goodyear
Color: Jack Arute
Vince WelchDr. Jerry PunchGary GerouldTodd HarrisJamie Little
Gallery
Image:Indy500pacecar2004.JPG|2004 Chevrolet Corvette pace car |
Introduction
The 87th Indianapolis 500 was held at the Indianapolis Motor Speedway in Speedway, Indiana on Sunday, May 25, 2003. Two-time defending champion Hélio Castroneves won the pole position and was trying to become the first driver in Indy history to win three in a row. With 31 laps to go, however, Castroneves was passed by his Penske teammate Gil de Ferran, and the duo finished 1st–2nd, with de Ferran winning his first Indy 500. The race was sanctioned by the Indy Racing League and was part of the 2003 IndyCar Series season.
For the 2003 season, the series adopted a new chassis package and saw the introduction of Toyota and Honda to the field. It was Honda's third period of involvement at Indy. They partnered with the Judd program in the 1987 race, and was an engine provider in CART in 1990s, entering at Indy in 1994-1995. Toyota, previously an engine provider in CART, however, was making their first ever trip to Indy.
Due to cost issues, and a shortage of engines and drivers, there was considerable concern going into the event that the field might fall short of the traditional 33 starters. On the final day of qualifying, the field was filled, avoiding a PR "black eye."
Former presidents George H. W. Bush and Bill Clinton were in attendance, the first time in Indy history that two former presidents were at the race. It was the elder Bush's second visit to the Speedway; he previously presided over the opening ceremonies of the 1987 Pan American Games, which was held at the track. Rookie A. J. Foyt IV, racing on his 19th birthday, became the youngest driver ever to compete in the race.
For the first time since the 1970s, the race was not announced as a sell out. Since 1985, the race was usually sold out by July of the previous year.
As of 2020, the 2003 race was the first and only Indy 500 victory for Toyota. It also marked the first Indy 500 win for a Japanese and/or Asian engine manufacturer.
Background
The Indiana design of the 50 State Quarters program depicting an IndyCar was released the previous summer on August 8, 2002.
The biggest interest story going into the race was the impending retirement of popular veteran Michael Andretti. Andretti announced that the 2003 Indy 500 would be his final race, and that he would retire from driving immediately after, to focus on team ownership. (Note that Andretti came out of retirement and returned to drive at Indy in 2006-2007.)
Despite the open wheel "split" continuing into what was now its eighth season, nearly all of the top CART-based teams entered at Indy for 2003. It was the fourth consecutive year that CART-based teams entered the Indy 500, and each successive year saw an increased number of participants "crossing over." The 2003 season was a turning point in the "split," as several teams, including Penske, Andretti-Green, Ganassi, and Rahal pulled out of CART and defected permanently to the Indy Racing League on a full-time bases. One of the few holdouts for 2003 was Newman/Haas Racing. Paul Tracy, a key fixture in the controversial 2002 race, also did not enter.
During the spring Dario Franchitti of Andretti-Green Racing was injured in a motorcycle accident, which sidelined him for most of the season. Robby Gordon replaced him in the car at Indy, and Gordon planned to attempt the Indy-Charlotte "Double Duty."
After changes in the rules, Greg Ray entered and qualified a car carrying the number 13. It was the first time #13 appeared on a car at the Indy 500 since George Mason in 1914. From 1926 to 2002, usage of #13 was not permitted, and throughout the entire history of the race, was generally avoided by competitors due to superstitions.
For the first time ever, a support race was scheduled for the month of May at Indy. The Menards Infiniti Pro Series arrived at the Speedway for the inaugural Freedom 100. The race was scheduled for the Saturday of Bump Day weekend.
Mario Andretti crash
Andretti-Green Racing driver, Tony Kanaan, suffered a radial fracture of his arm on April 15 in a crash at Motegi. On April 23, the 1969 Indianapolis 500 winner Mario Andretti took over Kanaan's car for a test session. Andretti retired in 1994, and this was the first time in nine years he had driven a major open wheel car. If Kanaan was not cleared to drive in enough time, tentative plans were being prepared for Andretti to qualify the car for him. He would then turn the car over to Kanaan on race day. No firm plans had yet been made though for Andretti to actually drive in the race.
During Andretti's test session, it was noted by many observers that despite his lack of experience in modern Indy cars (which had changed substantially since his retirement in 1994) and his advanced age (63), he quickly reached competitive speed. During the morning session, he turned a lap of 212.509 mph, and looked "as if he had never been away." Later in the day, he upped his speed to over 223 mph. The success of the test created a stir, and speculation grew during the afternoon that Andretti may even attempt to qualify for the race.
With only two minutes left in the session, Kenny Bräck crashed in turn one, and the yellow light came on. Andretti entered turn one at full speed, and struck debris on the track from Bräck's crash. The object, identified by some as the rear wing, or possibly a piece of foam from the impacted SAFER Barrier, pitched the nose of Andretti's car upward, and the car became airborne. The car then went into a rapid double-reverse somersault flip at speeds exceeding 200 miles per hour. Television footage from the WTHR helicopter-cam showed that the car clipped the top of the debris fence, and was nearly high enough to go over it. The car fell back to the racing surface, slowed by its mid-air tumble, and slid to a stop upright. Andretti walked away from the crash with very minor injuries.
Andretti initially shrugged off the accident, and still contemplated returning to qualify the car in May. A day later, however, he reconsidered.
Race schedule
Race schedule — April/May, 2003
Sun
Mon
Tue
Wed
Thu
Fri
Sat
20
21ROP
22Testing
23Testing
24
25
26
27
28
29
30
1
2
3Mini-Marathon
4Opening Day
5Practice
6Practice
7Practice
8Practice
9Practice
10Pole Day
11Pole Day
12
13
14Practice
15Practice
16Practice
17Practice
18Time Trials
19
20
21
22Carb Day
23
24Parade
25Indy 500
26Memorial Day
27
28
29
20
31
Color
Notes
Green
Practice
Dark Blue
Time trials
Silver
Race day
Red
Rained out
Blank
No track activity
Includes days where track activitywas significantly limited due to rain
ROP — denotes Rookie Orientation Program
Practice and time trials
Practice – week 1
Practice opened on Sunday May 4, with roughly 29 car/driver combinations named to the field. That was short of the traditional 33 starters for the race, and there was ongoing speculation around the garage area on who would potentially fill the four open spots. At the onset, drivers were flirting with the 230 mph barrier.
On Tuesday May 6, rookie Dan Wheldon (231.108 mph) became the first driver to break the 230 mph barrier. A day later, Kenny Brack (231.039 mph) also broke 231 mph. Dan Wheldon set the fastest lap of the month on Thursday May 8 at 232.202 mph, the fastest lap run at the Speedway since 1996.
On "Fast Friday" May 9, Arie Luyendyk spun exiting turn one, and hit the outside wall with the back end of the car. The car slid down the track, and hit the outside wall in turn 2 also. Luyendyk suffered a back injury, and soreness in his neck and shoulders. Ultimately, Luyendyk decided to sit out the race, and retired from driving permanently.
Time trials – Pole Day
Pole Day was scheduled for Saturday May 10. During the morning practice session Billy Boat spun out of turn four, and made heavy contact with the safety attenuator at the north end of the pit wall. The car hit with the back end, flew up into the air momentarily, and came to rest against the outside wall on the mainstretch. The energy-absorbing barrier was demolished, but officials stated that the barrier withstood the impact, and worked effectively. Boat was transferred to Methodist Hospital for observation, but was eventually released and cleared to drive. By the time that track crews could replace the barrier, rain began to fall. A violent thunderstorm swept through the area, and washed out qualifying for the afternoon.
Pole qualifying was moved to Sunday May 11. The weather was cool and windy. Robbie Buhl was the first car to make an attempt, and he put his car the field with a safe run of 224.369 mph. At 12:30 p.m., rookie Scott Dixon (230.099 mph) was the first car over 230 mph. At 12:45 p.m., Robby Gordon (230.205 mph) took over the provisional pole position.
At 12:55 p.m., rookie A. J. Foyt IV was attempting to become the youngest driver ever to qualify for the Indy 500. On his first lap, he spun exiting turn 2, did not hit the wall, and slid backwards down nearly the entire length of the backstretch. He was uninjured.
The first trip through the qualifying line was completed at about 1:45 p.m. Several drivers had pulled out of line, waiting for better conditions. At 2:41 p.m., Tony Kanaan took over the top spot with a run of 231.006 mph.
At 4:36 p.m., two-time defending race winner Hélio Castroneves (231.725 mph) secured the pole position. Tony Kanaan was bumped to the middle of the front row, and Robby Gordon held on to the outside of the front row. The day ended with A. J. Foyt IV completing a run, and Gil de Ferran, the last car with a realistic shot of the front row, turning in a somewhat-disappointing 228.633 mph, good enough only for 10th starting position.
Practice – week 2
Practice resumed on Wednesday May 14. With nine spots open in the field, unqualified teams began to prepare for the final day of qualifying. Alex Barron was named to replace Arie Luyendyk in the Mo Nunn entry. By Thursday, 32 car/driver combinations had materialized.
Among the fastest drivers who had yet to qualify were Jimmy Vasser (228.275 mph) and Alex Barron (227.714 mph). Vasser missed the first weekend of time trials due to his participation in the Champ Car German 500.
Time trials – Bump Day
The final day of time trials, Sunday, May 18, opened with nine spots open in the field. During the week, there was considerable concern about the prospects of filling the field to the traditional 33 starters. Airton Daré and Vítor Meira were named to rides in the morning, meaning there were then nine cars preparing to qualify.
Time trials opened at 12:30 p.m., with Jimmy Kite the first car out. After two fast laps, however, the car stalled with an electrical problem. In the first half-hour, three cars qualified, led by Jimmy Vasser, and the field was up to 27 cars.
Jimmy Kite returned to the track, this time qualifying without incident. Airton Daré stalled several times trying to leave the pits, but after repairs, he qualified to fill the field to 29 cars. Just before 2 p.m., Alex Barron and Richie Hearn completed runs, and the field was up to 31 cars. Hearn's team acquired a Penske back-up car, and he was safely in the field.
At 3 p.m., there were two spots left in the field. Only two cars remained on the sidelines, Robby McGehee and Vítor Meira. No other teams were planning on qualifying, although a rumor circulated around the garage area that Ganassi was considering on wheeling out a backup car for Jeff Ward. McGehee (224.493 mph) completed his qualifying attempt at 3:30 p.m., leaving only one spot open in the grid. At 4:05 p.m., Meira (227.158 mph) filled the field to 33 cars. At that point, the track was opened for practice, and the track officially closed at 6 o'clock without any other qualifiers.
The series avoided the embarrassment of not filling the field to the traditional 33 cars. The race had not failed to do so since 1947, when several drivers that were members of ASPAR (the American Society of Professional Auto Racing) threatened to boycott the race over the purse size. Nonetheless, some members of the media chastised the effort, later nicknaming the afternoon "Fill Day" rather than the traditional Bump Day. During the television coverage, Bob Jenkins and Jack Arute passionately defended the event from its detractors. Despite pointing out the lack of drama on the final day of time trials, Robin Miller was among those who suggested that the 2003 field was the deepest talent-wise since the open wheel "split".
Starting grid
Row
Inside
Middle
Outside
1
Hélio Castroneves
Tony Kanaan
Robby Gordon
2
Scott Dixon
Dan Wheldon
Kenny Bräck
3
Tora Takagi
Tony Renna
Scott Sharp
4
Gil de Ferran
Roger Yasukawa
Tomas Scheckter
5
Michael Andretti
Greg Ray
Shinji Nakano
6
Felipe Giaffone
Al Unser Jr.
Sam Hornish Jr.
7
Buddy Rice
Jaques Lazier
Buddy Lazier
8
Robbie Buhl
A. J. Foyt IV
Sarah Fisher
9
Alex Barron
Vítor Meira
Jimmy Vasser
10
Richie Hearn
Billy Boat
Shigeaki Hattori
11
Robby McGehee
Jimmy Kite
Airton Daré
Failed to qualify
Scott Mayer – Failed rookie orientation (replaced by Jimmy Kite)
Arie Luyendyk - Injured in practice crash (Replaced by Alex Barron)
Race summary
Start
The controversy of filling the field the previous weekend fizzled as race day arrived. Mari Hulman George gave the command to start engines at 10:47 a.m. EST, and all 33 cars pulled away from the starting grid. It would be the final time that the race would begin at the traditional 11 a.m. EST start time.
Polesitter Hélio Castroneves took the lead at the start, and led for the first 16 laps. The first yellow came out on lap 9 when Billy Boat stalled in turn two. After the restart on lap 15, Sarah Fisher spun in turn three, hitting the outside wall. After pit stops, Scott Dixon took the lead on lap 17.
First half
Michael Andretti led 28 laps in the first half, but during a pit stop on lap 98, the car quit with the broken throttle linkage.
On lap 61, Richie Hearn got up in the "marbles" in turn two, hitting the outside wall. Jaques Lazier spun to avoid the crash and came to rest on the inside of the track. Both drivers were uninjured.
The lead changed several times in the first half, with Tomas Scheckter, Tony Kanaan, and Jimmy Vasser each taking turns in the lead. Hélio Castroneves and Gil de Ferran were running in the top 5 most of the way.
Second half
Tomas Scheckter led from laps 101-128, with Hélio Castroneves close behind in second. On lap 127, Airton Dare crashed in turn 2, bringing out the caution, and the leaders all made pit stops. Castroneves beat Scheckter out of the pits and took the lead. Gil de Ferran was in third. On lap 135 restart, de Ferran passed Scheckter for second place.
At lap 150, Penske teammates Castroneves and Gil de Ferran were still running 1st-2nd. Castroneves was looking to put himself in position to win his third "500" in a row. The leaders made their final pit stops on laps 165-168. After the sequence of green flag stops, Castroneves and de Ferran were again running 1st-2nd.
On lap 169, leader Castroneves was hung up behind the lapped car of A. J. Foyt IV down the backstretch. While it was not captured by TV cameras, earlier in the race A. J. Foyt IV had come down and made contact with Castroneves while being lapped in Turn 2. This perhaps led to Castroneves following A. J. Foyt IV through the 2nd turn allowing de Ferran to make the pass for the lead going into turn 3.
On lap 172, Robby Gordon stopped on the track with a broken gearbox. The yellow came out, but none of the leaders pitted. Gordon immediately departed the grounds, and flew to Charlotte for the Coca-Cola 600.
With 25 laps to go, the green came back out with de Ferran leading, and Castroneves in second.
Finish
On lap 182, Scott Sharp brushed the wall in turn 4, then crashed in turn 1. After the cleanup, the green came back out on lap 186. One lap later, however, Dan Wheldon spun in turn three, hit the outside wall, then the car flipped over and landed upside-down. Wheldon was not injured.
During the caution for the Wheldon crash, Scott Dixon, who was running in the top ten, was weaving back and forth on the mainstretch to warm up his tires. He began to do it too vigorously, and brushed the inside wall. The car was too damaged to continue.
The green came out with six laps to go. Gil de Ferran held off Hélio Castroneves by 0.2290 seconds to win his first Indianapolis 500. After the race, Castroneves coaxed de Ferran to climb the catch fence on the mainstretch, mimicking his own traditional post-race victory celebration. de Ferran ended up retiring at season's end, becoming the fourth Indy 500 winner to retire as a reigning "500" champion.
The "curse of the Indy three-peat" prevailed again as Castroneves failed to achieve victory. His three-race career record of 1st-1st-2nd, however, established an Indy record for a driver's first three starts. Castroneves' second place tied Al Unser's 1970-1971-1972 effort of 1st-1st-2nd.
Box score
Finish
Start
No
Name
Qual
Rank
C
E
Laps
Led
Status
Entrant
1
10
6
Gil de Ferran
228.633
10
P
T
200
31
Running
Team Penske
2
1
3
Hélio Castroneves
231.725
1
D
T
200
58
Running
Team Penske
3
2
11
Tony Kanaan
231.006
2
D
H
200
2
Running
Andretti Green Racing
4
12
10
Tomas Scheckter
227.768
12
P
T
200
63
Running
Chip Ganassi Racing
5
7
12
Tora Takagi
229.358
7
P
T
200
2
Running
Mo Nunn Racing
6
25
20
Alex Barron
227.274
15
P
T
200
0
Running
Mo Nunn Racing
7
8
32
Tony Renna
228.765
8
D
T
200
0
Running
Kelley Racing
8
14
13
Greg Ray
227.288
14
P
H
200
0
Running
Access Motorsports
9
17
31
Al Unser Jr.
226.285
20
D
T
200
0
Running
Kelley Racing
10
11
55
Roger Yasukawa
228.577
11
D
H
199
0
Running
Super Aguri Fernandez Racing
11
19
52
Buddy Rice
226.213
22
D
C
199
0
Running
Team Cheever
12
26
22
Vítor Meira
227.158
18
D
C
199
0
Running
Team Menard
13
32
18
Jimmy Kite
224.195
30
D
C
197
0
Running
PDM Racing
14
15
54
Shinji Nakano
227.222
16
D
H
196
0
Running
Beck Motorsports
15
18
4
Sam Hornish Jr.
226.225
21
D
C
195
0
Engine
Panther Racing
16
6
15
Kenny Bräck
229.509
6
D
H
195
0
Running
Team Rahal
17
4
9
Scott Dixon
230.099
4
P
T
191
15
Accident
Chip Ganassi Racing
18
23
14
A. J. Foyt IV
224.177
31
D
T
189
0
Running
A. J. Foyt Enterprises
19
5
26
Dan Wheldon
229.958
5
D
H
186
0
Accident
Andretti Green Racing
20
9
8
Scott Sharp
228.756
9
D
T
181
0
Accident
Kelley Racing
21
21
91
Buddy Lazier
224.910
26
D
C
171
0
Engine
Hemelgarn Racing
22
3
27
Robby Gordon
230.205
3
D
H
169
0
Gearbox
Andretti Green Racing
23
22
24
Robbie Buhl
224.369
29
D
C
147
0
Engine
Dreyer & Reinbold Racing
24
33
41
Airton Daré
223.609
33
P
T
125
0
Accident
A. J. Foyt Enterprises
25
31
44
Robby McGehee
224.493
28
D
C
125
0
Steering
Panther Racing
26
27
19
Jimmy Vasser
226.872
19
D
H
102
1
Gearbox
Team Rahal
27
13
7
Michael Andretti
227.739
13
D
H
94
28
Throttle Linkage
Andretti Green Racing
28
28
99
Richie Hearn
225.864
24
P
T
61
0
Accident
Sam Schmidt Motorsports
29
20
2
Jaques Lazier
225.975
23
D
C
61
0
Accident
Team Menard
30
30
5
Shigeaki Hattori
224.589
27
D
T
19
0
Fuel System
A. J. Foyt Enterprises
31
24
23
Sarah Fisher
224.170
32
D
C
14
0
Engine
Dreyer & Reinbold Racing
32
29
98
Billy Boat
225.598
25
D
C
7
0
Engine
Panther Racing
33
16
21
Felipe Giaffone
227.210
17
P
T
6
0
Electrical
Mo Nunn Racing
= Former Indianapolis 500 winner; = Indianapolis 500 rookie
C Chassis: D=Dallara, P=Panoz
E Engine: C=Chevrolet, H=Honda, T=Toyota
All cars in the 2003 Indianapolis 500 used Firestone tires.
This was the first of three Indianapolis 500s for Toyota, and their only win in the race.
Broadcasting
Radio
The race was carried live on the Indy Racing Radio Network. Mike King served as chief announcer. The booth crew had a new look for 2003. Longtime driver expert Johnny Rutherford left the crew to take over the position of pace car driver during caution periods. Joining King in the booth were two newcomers, Dave Wilson who served as color commentator, and new "driver expert" Davey Hamilton. Hamilton was on a hiatus from driving after his serious crash at Texas in 2001. The broadcast was heard on 555 affiliates.
The 2003 race saw all four turn reporters return to their assigned posts from the previous year. The three pit reporters remained the same, although they swapped their locations along pit road. The 2003 race would be the final 500 on the radio for longtime members Howdy Bell and Chuck Marlowe. Bell once again had the limited role of reporting from the track hospital, while Marlowe covered the garage area as he had since 1989.
Sponsor guests interviewed in the booth included Tim Manganello (BorgWarner), Keith Sirios (Checkers and Rally's), and Chevrolet pace car driver Herb Fishel. Other guests interviewed in the pits included Jim Campbell (Chevrolet) and Wynonna Judd.
Indy Racing Radio Network
Booth Announcers
Turn Reporters
Pit/garage reporters
Chief Announcer: Mike King
Driver expert: Davey Hamilton
Color commentator: Dave Wilson
Historian: Donald Davidson
Commentary: Chris Economaki
Turn 1: Jerry Baker
Turn 2: Kevin Lee
Turn 3: Mark Jaynes
Turn 4: Chris Denari
Jim Murphy (north pits)Kim Morris (center pits)Adam Alexander (south pits)
Chuck Marlowe (garages)Howdy Bell (hospital)
Television
The race was carried live flag-to-flag coverage in the United States on ABC Sports. The on-air crew remained the same from the previous year, with Bob Jenkins returning as host, and Paul Page handling the play-by-play duties. It would ultimately be the final 500 on television for Bob Jenkins.
For the first time, the race broadcast featured a presenting sponsor. The race was billed as the "Indianapolis 500 Presented by 7-Eleven." The crew called the race for the final time from the booth on top of the Paddock grandstand, for starting in 2004, they would move to the newer television studio inside the Pagoda.
ABC Television
Booth Announcers
Pit/garage reporters
Host: Bob Jenkins
Announcer: Paul Page
Color: Scott Goodyear
Jack AruteVince WelchDr. Jerry PunchGary Gerould
Controversy
On Sunday May 18, the final day of time trials, when there was some question of whether the field would be filled to the traditional 33 cars, television reporters Bob Jenkins and Jack Arute passionately defended the event from its detractors on air. Afterwards, Jenkins received criticism, mostly for a lack of journalistic professionalism and objectivity. His statements were considered biased in favor of the IRL/IMS, and that he allowed his personal opinions enter his reporting.
During ABC coverage of time trials, Vítor Meira filled the field to 33 cars. Arute opened his interview with Meira at 5:17 p.m. EDT by stating:
A minute later, Jenkins replied with:
As the day was coming to a close, the television coverage switched to ESPN for the final hour. Jenkins closed the broadcast with the following commentary at 6:56 p.m. EDT:
A minute later, Arute followed:
Jenkins was released from ABC/ESPN at the end of the 2003 season. After a very brief stint covering CART on Spike TV in 2004, and after a single race at ESPN in 2008, he joined Versus (now known as the NBC Sports Network) in 2009. It was never announced if the on-air comments were a factor in his release, and Jenkins contends he was never informed if that was the case. Following the 2012 season, Jenkins reduced his schedule to a reserve role that includes Carb Day coverage. |
Introduction
Lee Leslie Hodges is an English football player and manager who plays for Plymouth Marjon in the South West Peninsula League. He made four appearances in the Premier League for Tottenham Hotspur and 394 appearances in the Football League for Plymouth Argyle, Wycombe Wanderers, Barnet, Reading and Torquay United. A versatile player, Hodges is capable of playing in defence, midfield and attack.
He spent five years as the player-manager of Conference South club Truro City across two spells, first from 2010 to 2013 and again from 2016 to 2018.
Playing career
He previously played for Tottenham Hotspur during which he had loan spells with Plymouth Argyle and Wycombe Wanderers. He joined Barnet in 1994 where he spent three seasons, scoring 26 goals in 104 league appearances. He moved to Reading in 1997 where he made 70 league appearances before moving to Plymouth Argyle in 2001. It was announced in April 2008 that Hodges, along with five other Plymouth Argyle players, were going to be released when their contracts expired in June. He then went on to sign for Torquay United in the Conference National. On 9 October 2009, Hodges joined Truro City on a three-month loan. He was released by Torquay on 15 May 2010 along with six other players.
In September 2020, aged 47, Hodges came out of retirement to join Plymouth Marjon of the South West Peninsula League. He made his league debut for the club eleven months later in a 6–0 defeat at Brixham.
Managerial career
On 14 June 2010, after a caretaker spell as manager of Truro City, he was appointed Truro's new manager on a one-year contract. He signed a two-year extension to his contract in June 2011 after winning the Southern League Premier Division championship and promotion to Conference South. After guiding the cash-strapped club through the 2012–13 season, during which the club nearly went out of business, Hodges was not offered a new contract for the following season for financial reasons.
After rejoining Truro in 2016, Hodges later resigned from the club in August 2018, after just two games into the new season.
Honours
Player
;Plymouth Argyle
Football League Third Division winner: 2001–02
Football League Second Division winner: 2003–04
;Torquay United
Conference National play-off winner: 2008–09
Manager
;Truro City
Southern League Premier Division winner: 2010–11
Career statistics
Club
Season
League
FA Cup
League Cup
Total
Apps
Goals
Apps
Goals
Apps
Goals
Apps
Goals
Tottenham Hotspur
1992–93
4 (0)
—
—
—
—
—
4 (0)
—
Total
4 (0)
—
—
—
—
—
4 (0)
—
Plymouth Argyle(on loan)
1992–93
7 (0)
2
—
—
—
—
7 (0)
2
Total
7 (0)
2
—
—
—
—
7 (0)
2
Wycombe Wanderers(on loan)
1993–94
4 (0)
—
—
—
—
—
4 (0)
—
Total
4 (0)
—
—
—
—
—
4 (0)
—
Barnet
1994–95
34 (0)
4
—
—
—
—
34 (0)
4
1995–96
34 (6)
17
1 (1)
1
2 (0)
—
37 (7)
18
1996–97
28 (2)
5
4 (0)
2
—
—
32 (2)
7
Total
96 (8)
26
5 (1)
3
2 (0)
—
103 (9)
29
Reading
1997–98
20 (4)
6
4 (1)
—
5 (0)
—
29 (5)
6
1998–99
0 (1)
—
—
—
—
—
0 (1)
—
1999–2000
15 (10)
1
—
—
1 (2)
—
16 (12)
1
2000–01
23 (6)
2
3 (0)
1
1 (0)
—
27 (6)
3
Total
58 (21)
9
7 (1)
1
7 (2)
—
72 (24)
10
Plymouth Argyle
2001–02
42 (3)
6
4 (0)
—
1 (0)
47 (3)
6
2002–03
38 (1)
2
3 (0)
—
1 (0)
42 (1)
2
2003–04
28 (9)
3
0 (1)
—
—
28 (10)
3
2004–05
11 (8)
—
1 (0)
—
1 (0)
13 (8)
—
2005–06
12 (1)
—
1 (0)
—
—
—
13 (1)
—
2006–07
11 (4)
—
0 (1)
—
—
—
11 (5)
—
2007–08
20 (7)
—
0 (1)
—
2 (0)
1
22 (8)
1
Total
162 (33)
11
9 (3)
—
5 (0)
1
176 (36)
12
Career Total
331 (62)
48
21 (5)
4
14 (2)
1
366 (69)
53 |
Introduction
The 86th Indianapolis race was held at the Indianapolis Motor Speedway in Speedway, Indiana on Sunday, May 26, 2002. It was the seventh Indianapolis 500 held as part of the Indy Racing League IndyCar Series schedule, and was part of the 2002 Indy Racing League season.
Rookie Tomas Scheckter led 85 laps, and appeared on his way to a possible victory, which would have marked the third consecutive Indy win for a first-year driver. However, Scheckter crashed while leading with only 27 laps to go. Hélio Castroneves, who also won the 2001 running became the fifth driver in Indy 500 history to win back-to-back races. It was his second of four Indy 500 victories. It is largely considered one of the most controversial races in Indy history.
On the 199th lap, second place Paul Tracy was alongside leader Hélio Castroneves, going for the lead in the third turn. At the same time, a crash occurred on another part of the track, bringing out the caution flag. Indy Racing League officials ruled that the yellow came out before Tracy completed the pass, and Castroneves was declared the victor. After an official protest was filed, and after an appeals hearing, Castroneves' victory was upheld on July 2, 2002.
About 7.46 inches of rain fell during the month of May, considerably interrupting the on-track activities. The second day of time trials was completely washed out, while Bump Day was cut short due to rain. Likewise, six of the ten practice days were either delayed by moisture or halted due to rain showers. Uncomfortably cold temperatures also were observed during most of the month. Private testing and rookie orientation in April was also hampered several times due to rain and cold temperatures. Race day, however, was sunny, warm, and clear.
Background
During the off-season, several CART teams again committed to entries in the IRL-sanctioned Indy 500 for 2002. Penske Racing, Chip Ganassi Racing, and Team Green all announced they would return from 2001. Rahal Letterman Racing also announced they would join the CART teams and cross party lines to race at Indy. Due to the MSA, Team Green announced that they would not have primary sponsor KOOL, but their cars would carry the colors of associate sponsor 7-Eleven.
Robby Gordon announced on March 28 that he would attempt "double duty" for 2002 by racing in the Indy 500 and Coca-Cola 600 on the same day. Tony Stewart, who attempted the feat in 1999 and 2001, announced he would not do so for 2002. John Andretti, who did so in 1994, also announced he would not attempt the double.
During the spring, the asphalt pavement at the Indianapolis Motor Speedway underwent a diamond grinding in an effort to smooth out several bumps. In April, the new SAFER barrier was retrofitted to the retaining walls in the turns at the Speedway. It marked the first installation of the revolutionary-new energy-absorbing technology at an American superspeedway.
Rule changes
For the 2002 race, all pit crew members that work over the wall must wear approved helmets. This requirement was in response to a succession of accidents and injuries (particularly head injuries) involving pit crew members in series sanctioned by members of ACCUS (NASCAR, IMSA, SCCA, NHRA, CART, IRL). Many pit crews in the series had already been utilizing helmets since about 1999, when Steve Fried, the crew chief for Robby McGehee was critically injured in a pit accident. The accident put Freid in a coma for several weeks.
Prior to 2002, it was only required that the crew member operating the fuel rig was to wear a helmet. It was to protect from fire in case of a fuel spill, and protect him in case he lost his balance. His position between the front and rear axles was deemed particularly precarious. The tire changers did not wear helmets, despite the fact that they were more exposed and vulnerable to injury from other cars entering and exiting the pit lane.
The standardized font car numbers (black numerals on a white box) used from 1999 to 2001 were scrapped. Teams were permitted to utilize any color/font for car numbers decals, provided they were sufficiently visible. Car number decal placement locations were also adjusted. The required car number locations were to be one on the nose, and one on each rear wing vertical panel (right & left).
Race schedule
Race schedule – April 2002
Sun
Mon
Tue
Wed
Thu
Fri
Sat
7
8Testing
9Testing
10
11
12ROP
13ROP
14
15
16Testing
17Testing
18
19
20
Race schedule – May 2002
1
2
3
4Mini-Marathon
5Practice
6Practice
7Practice
8Practice
9Practice
10Practice
11Pole Day
12Time Trials
13
14
15Practice
16Practice
17Practice
18Practice
19Bump Day
20
21
22
23Carb Day
24
25Parade
26Indy 500
27Memorial Day
28
29
30
31
Color
Notes
Green
Practice
Dark Blue
Time trials
Silver
Race day
Red
Rained out
Blank
No track activity
Includes days where track activitywas significantly limited due to rain
ROP – denotes Rookie Orientation Program
Practice and time trials
Practice – week 1
On opening day, Robby McGehee became the first driver to crash into the newly installed SAFER barrier. Scott Sharp and Hélio Castroneves led the speed chart.
During the first week of practice, rain delayed the start of track activity on Monday, Tuesday, Wednesday, and Thursday. Several hours of practice time were lost, with over of rain falling in those four days.
Crashes involving P. J. Jones, Mark Dismore, Max Papis, and Alex Barron occurred during the first week. During practice on the morning of pole day, Paul Tracy suffered a major accident in turn 2, demolishing his lone car. Without a backup car, the team was forced to make repairs.
The top of the speed chart changed widely over each day, with no driver atop the leaderboard more than twice all month. Speeds flirted with the barrier for the first time since 1996. Bruno Junqueira finally cracked around 3:30 p.m. on Friday May 10.
Pole Day time trials – Saturday May 11
Three days of time trials were scheduled for 2002. On pole day May 11, Bruno Junqueira was the first car to make a qualifying attempt. He finished at , the fastest pole speed since 1996. His speed held up all afternoon, and he secured his first Indy 500 pole position. He was also the first driver since Emerson Fittipaldi in 1990 to win the pole after qualifying as the coveted "first in the field." The front row was rounded out by IRL-regular Robbie Buhl, and Raul Boesel in the Team Menard car.
Defending champion Hélio Castroneves managed only 13th starting position, while veteran Michael Andretti was the second slowest of the day at .
The second day of time trials, scheduled for May 12, was rained out. All remaining time trials were shifted to bump day, May 19.
Practice – week 2
During the second week of practice, three additional days were delayed or halted by rain. Paul Tracy returned to the track late in the week, in preparation to qualify on the second weekend.
Bump Day time trials – Sunday May 19
On bump day, nine spots remained open in the field. Rain delayed the start by over an hour, but several cars lined up to make attempts. The field filled to 33 cars just before 2 p.m., with Billy Roe on the bubble. With light rain threatening, George Mack bumped Roe out of the field at 2:35 p.m. In doing so, he became the second African American driver (following Willy T. Ribbs) to qualify for the Indy 500.
With some cars practicing and preparing to enter the qualifying line, Team Green withdrew the slow time previously put in by Michael Andretti. The move momentarily reinstated Roe to the field. Andretti's speed greatly improved from the previous weekend, and he safely bumped his way back into the field. With Billy Boat on the bubble, rain ended qualifying early at 4:51 p.m. Jimmy Kite and Donnie Beechler were left waiting in the qualifying line.
Starting grid
Row
Inside
Middle
Outside
1
33 - Bruno Junqueira
24 - Robbie Buhl
2 - Raul Boesel
2
21 - Felipe Giaffone
17 - Tony Kanaan
51 - Eddie Cheever
3
4 - Sam Hornish Jr.
8 - Scott Sharp
23 - Sarah Fisher
4
52 - Tomas Scheckter
31 - Robby Gordon
7 - Al Unser Jr.
5
3 - Hélio Castroneves
6 - Gil de Ferran
9 - Jeff Ward
6
34 - Laurent Rédon
5 - Rick Treadway
53 - Max Papis
7
19 - Jimmy Vasser
91 - Buddy Lazier
22 - Kenny Bräck
8
20 - Richie Hearn
98 - Billy Boat
55 - Arie Luyendyk
9
39 - Michael Andretti
44 - Alex Barron
12 - Shigeaki Hattori
10
27 - Dario Franchitti
26 - Paul Tracy
14 - Airton Daré
11
11 - Greg Ray
30 - George Mack
99 - Mark Dismore
Failed to qualify
#10 Robby McGehee – Waved off
#15 Oriol Servià – Waved off
#16 Jon Herb – Failed to make an attempt during qualifying
#32 Johnny Herbert – (Replaced by Memo Gidley, Withdrew)
#37 John de Vries – (replaced by Scott Harrington)
#37 Scott Harrington – Waved off
#81 Billy Roe – Bumped
#99 Anthony Lazzaro - (Replaced by Jimmy Kite)
#99 Jimmy Kite – Stalled during qualifying attempt (Replaced by Mark Dismore)
Carb Day
On Thursday May 23, the final practice session was held. Indy rookie Tony Kanaan led the speed chart at . All 33 starters took laps without incident. Later in the afternoon, Penske Racing with driver Hélio Castroneves won the Coors Indy 500 Pit Stop Challenge. They defeated Chip Ganassi Racing and driver Jeff Ward in the final round.
Race running
Tomas Scheckter is scored as the leader one lap before he crashes.
Gil de Ferran loses a wheel.
Castroneves celebrates his victory.
Start
After a month plagued by constant rain, race day saw clear blue skies and temperatures in the mid 70s (°F). Mari Hulman George gave the command to start engines at 10:52 a.m. EST, and all cars pulled away behind the 50th Anniversary Chevrolet Corvette pace car.
At the start, polesitter Bruno Junqueira took the lead and led the first 32 laps. A record-setting pace early on saw 29 laps completed before the first yellow. Greg Ray brought out the first caution with a crash in turn 1 Junqueira and the rest of the leaders pitted, but he stalled exiting the pits, giving the lead over to rookie Tomas Scheckter.
Mid race
A sequence of pit stops around the 65th lap shuffled the leaderboard. Indy rookie Tony Kanaan took over the lead on lap 70. On lap 78, Sam Hornish Jr. brushed the wall, damaging his suspension. He drove the car to the pits for repairs. Three laps later, while the leaders pitted, fifth place Robby Gordon suffered a large fire and explosion in his pit stall. The explosion blew the top off the pit-side fuel tank. Gordon was uninjured, and the car was able to continue.
On lap 90, with Kanaan still leading, Jimmy Vasser and Bruno Junqueira both slowed with mechanical problems. An oil leak on the track went unnoticed, and leader Kanaan spun in the oil, crashing into turn 3. Rick Treadway also became involved in the incident.
Scheckter resumed the lead after Kanaan dropped out. Meanwhile, Sam Hornish Jr. returned to the track, albeit several laps down.
Second half
With as many as 13 cars on the lead lap, a very long stretch of green flag racing commenced. Two sequences of green-flag pit stops shuffled the lead among Gil de Ferran, Scott Sharp, Felipe Giaffone, and Alex Barron. However, Scheckter still found himself back into the lead by lap 166. With 30 laps to go, Scheckter held an 8.3-second lead over Paul Tracy.
Finish
On lap 173, after leading 85 laps during the race, leader Tomas Scheckter slid high in turn four and crashed against the wall down the frontstretch. Under the yellow, the leaders pitted. Exiting the pits, Gil de Ferran lost a wheel that was not secured, and fell out of contention. Gambling on fuel, Hélio Castroneves stayed out and took over the lead.
On lap 181, the green flag came back out with Castroneves leading, and Felipe Giaffone running second. The lapped car of Dario Franchitti slipped by to get in front of the field. Franchitti's car was painted nearly identical to Tracy's, and caused some confusion/misidentification by announcers. With ten laps to go, Castroneves still led Giaffone, with Paul Tracy charging into third. Castroneves was starting to run low on fuel, and his pace started to slow. Giaffone closed within a half-second.
With less than 3 laps to go, Giaffone dove below Castroneves, attempting to take the lead. The lapped car of Franchitti pulled alongside Castroneves, effectively blocking Giaffone. Castroneves held off the challenge, and third place Paul Tracy managed to move past Giaffone for second. Giaffone later complained that Franchitti was unfairly blocking to help his teammate Tracy. With 2 laps to go, Castroneves led Tracy by only 0.22 seconds at the start/finish line. Down the backstretch, Tracy started to move to the outside, in an attempt to make a pass for the lead. While they were approaching turn 3, a crash occurred on a different part of the track.
The lapped car of rookie Laurent Redon got loose in turn 1, allowing Buddy Lazier (running in 8th place) to dive below him in turn 2. Redon came down on Lazier, the two cars touched, and both crashed hard into the outside wall exiting turn 2. At the same time the crash occurred in turn 2, Tracy and Castroneves were almost side-by-side in turn three. A yellow flag came out for the crash, and Tracy completed the pass. Castroneves backed off the throttle, which allowed Giaffone to pass him, as well as the lapped car of Sam Hornish Jr. Many believed at the time that Castroneves had run out of fuel, or was nearly out of fuel, and thought that was the reason he suddenly had slowed down. Castroneves claims that he saw the yellow light illuminate on his dashboard, and thinking at first it was the fuel light, and he reacted by letting off.
Believing he had just taken the lead with one lap to go, Tracy proclaimed on his two-way radio "Yeah baby!". Barry Green soon responded "there's a problem." Officials in race control, led by Brian Barnhart, stated that Castroneves was the leader.
On the final lap, Tracy, Giaffone, and the lapped car of Hornish, had broken away, and crossed the finish line approximately 19 seconds before the rest of the field. The Corvette pace car, was in turn 4, and was not able to enter the track and pack up the field. At a slowed pace, and running low on fuel, Castroneves, with the lapped car of Dario Franchitti immediately behind him (in a car painted nearly identical to Tracy's) took the checkered flag as the winner. Tracy and Giaffone completed an additional lap, and were scored by the computer unofficially as second (82.8341 seconds behind) and third (85.6007 second behind) respectively. Their completion of lap 200 was ignored by the scoring system, and their completion of lap 201 was scored for their finish. Castroneves then drove to the frontstretch, jumped out of his car, and climbed the catch fence just as he did a year earlier in 2001.
Despite the concern for fuel, and after running 42 laps since his last pit stop, Castroneves completed his victory lap, and had 1 gallon of fuel remaining in the tank.
Box score
Finish
Start
No
Name
Qual
Rank
C
E
Laps
Status
Entrant
1
13
3
Hélio Castroneves
229.052
13
D
C
200
3:00:10.8714
Team Penske
2
29
26
Paul Tracy
228.006
23
D
C
200
(−)19.4404
Team Green
3
4
21
Felipe Giaffone
230.326
4
G
C
200
(−)18.2114
Mo Nunn Racing
4
26
44
Alex Barron
228.580
18
D
C
200
+1.4037
Blair Racing
5
6
51
Eddie Cheever
229.786
6
D
I
200
+2.4549
Team Cheever
6
22
20
Richie Hearn
227.233
29
D
C
200
+3.2022
Sam Schmidt Motorsports
7
25
39
Michael Andretti
228.713
15
D
C
200
+3.5895
Team Green
8
11
31
Robby Gordon
229.127
11
D
C
200
+6.1206
Team Menard
9
15
9
Jeff Ward
228.557
17
G
C
200
+7.5654
Chip Ganassi Racing
10
14
6
Gil de Ferran
228.671
16
D
C
200
+28.5425
Team Penske
11
21
22
Kenny Bräck
227.240
28
G
C
200
+32.8195
Chip Ganassi Racing
12
12
7
Al Unser Jr.
229.058
12
D
C
199
Running
Kelley Racing
13
30
14
Airton Daré
227.760
25
D
C
199
Running
A. J. Foyt Enterprises
14
24
55
Arie Luyendyk
228.848
14
G
C
199
Running
Treadway Racing
15
20
91
Buddy Lazier
227.495
27
D
C
198
Accident
Hemelgarn Racing
16
2
24
Robbie Buhl
231.033
2
G
I
198
Running
Dreyer & Reinbold Racing
17
32
30
George Mack
227.150
31
G
C
198
Running
310 Racing
18
23
98
Billy Boat
226.589
33
D
C
198
Running
CURB/Agajanian/Beck Motorsports
19
28
27
Dario Franchitti
228.177
20
D
C
197
Running
Team Green
20
27
12
Shigeaki Hattori
228.192
19
D
I
197
Engine
Bradley Motorsports
21
3
2
Raul Boesel
230.613
3
D
C
197
Running
Team Menard
22
16
34
Laurent Rédon
228.106
21
D
I
196
Accident
Conquest Racing
23
18
53
Max Papis
227.941
24
D
I
196
Running
Team Cheever
24
9
23
Sarah Fisher
229.439
9
G
I
196
Running
Dreyer & Reinbold Racing
25
7
4
Sam Hornish Jr.
229.585
7
D
C
186
Running
Panther Racing
26
10
52
Tomas Scheckter
229.210
10
D
I
172
Accident
Team Cheever
27
8
8
Scott Sharp
229.486
8
D
C
137
Engine
Kelley Racing
28
5
17
Tony Kanaan
230.253
5
G
C
89
Accident
Mo Nunn Racing
29
17
5
Rick Treadway
228.039
22
G
C
88
Accident
Treadway Racing
30
19
19
Jimmy Vasser
227.743
26
D
C
87
Gearbox
Team Rahal
31
1
33
Bruno Junqueira
231.342
1
G
C
87
Gearbox
Chip Ganassi Racing
32
33
99
Mark Dismore
227.096
32
D
C
58
Handling
Sam Schmidt Motorsports
33
31
11
Greg Ray
227.155
30
D
C
28
Accident
A. J. Foyt Enterprises
– Former Indianapolis 500 winner
– Indianapolis 500 rookie
C – Chassis: D=Dallara, G=G-Force
E – Engine: C=Chevrolet, I=Infiniti
Tires – All cars utilized Firestone tires.
Lap Leaders
Laps
Leader
1–32
Bruno Junqueira
33–63
Tomas Scheckter
64–66
Tony Kanaan
67
Scott Sharp
68
Gil de Ferran
69
Al Unser Jr.
70–89
Tony Kanaan
90–91
Felipe Giaffone
92–120
Tomas Scheckter
121–124
Gil de Ferran
125–126
Scott Sharp
127–129
Felipe Giaffone
130–131
Alex Barron
132–149
Tomas Scheckter
150–157
Gil de Ferran
158–160
Felipe Giaffone
161–165
Alex Barron
166–172
Tomas Scheckter
173–176
Felipe Giaffone
177–200
Hélio Castroneves
Total laps led
Laps
Leader
85
Tomas Scheckter
32
Bruno Junqueira
24
Hélio Castroneves
23
Tony Kanaan
13
Gil de Ferran
12
Felipe Giaffone
7
Alex Barron
3
Scott Sharp
1
Al Unser Jr.
Cautions: 5 for 33 laps
Laps
Reason
30–36
Greg Ray crash turn 1
79–87
Debris
90–98
Rick Treadway, Tony Kanaan crash turn 3
173–180
Tomas Scheckter crash turn 4
199–200
Laurent Rédon, Buddy Lazier crash turn 2
Controversy
Initial confusion
Hélio Castroneves
Paul Tracy
In the immediate aftermath of the race, confusion reigned among the competitors, broadcasters, and fans. Brian Barnhart, in Race Control, made the initial call at the moment, stating "yellow, yellow, yellow, three is your leader" ("three" being Castroneves car number) over the director's radio channel, and such was repeated by his assistant Mel Harder over the teams' race control radio channel. Harder was in charge of activating the yellow lights around the track, and the in-car dashboard yellow light system.
On the television broadcast, commentator Paul Page erroneously stated that Castroneves was the leader because the scoring "reverted back to the previous lap." Such rules are used if electronic transponder-based scoring with multiple timing loops was not used, as in the past, but since the advent of transponder-based scoring, the rule has generally been instead of the last completed lap, but the last timing loop the car crossed at the point of caution. Page also, on at least one occasion, misidentified Dario Franchitti's car as that of Tracy's (the two cars had identical liveries). ABC waited over 14 minutes before they showed a replay of the pass or the crash. However, ABC did air split-screen footage clearly showing the crash occurred before the pass. The footage, however, did not show conclusive evidence of when the yellow light came on. However, TV analyst Scott Goodyear was convinced that Helio won the race, referencing his loss of the 500 in 1995 where he figured out that post-race appeals were rarely accepted.
On the live radio broadcast Mike King announced that "race control said the pass would not count." Donald Davidson echoed the same erroneous information that the scoring reverted to the previous lap (though it was last completed loop prior to caution), and added that the cars did not race back to the yellow, as was the policy in NASCAR at the time (the rule was changed in September 2003, when the practice was banned and scoring reverts to the last scoring loop crossed before the caution was called, except in the final lap or a caution that ends a race because of weather or darkness, when it reverts to video replays). A similar controversy took place at the 2019 INDYCAR Portland road course event at the start when a massive crash at the opening chicane caused 11 laps of caution as officials could not determine positions based on video evidence. Officials decided for the 2020 season that scoring reverts to the last loop crossed when a caution occurs.
In the pits, Barry Green immediately challenged the decision. He told Tracy over the two-way radio that there was "a problem," and later chimed sarcastically that "they are not going to let one of us win." He contended that Tracy said he had completed the pass before the yellow caution light came on. Tracy said "I feel that I was ahead of him when it went yellow. I passed him, and I saw green. We’re going to protest this thing because I was ahead of him when the yellow came out."
Meanwhile, Castroneves stated the yellow had come out before the pass was made. "The only reason he passed me, it's because the yellow came on, and I lifted off. I cannot feel sorry for Paul Tracy." Other drivers had different opinion. Eddie Cheever called the finish "confusing." Dario Franchitti, Tracy's teammate, said that "Paul (Tracy) had passed (Castroneves) on the outside before the yellow came out." Mario Andretti, however, spoke with Tracy after the race, and said that Tracy was "more concerned with keeping an eye on Castroneves' car" than watching the yellow lights.
Protest
Official results were posted five hours after the race, with Castroneves declared the winner and Paul Tracy second. As the cars did not cross the finish line in order, the standings were amended so that Tracy's finishing time was scored as a fraction of a second behind that of Castroneves. Team Green immediately filed a protest, and the hearing was scheduled for May 27 at 10:00 a.m. During the two-hour hearing, Brian Barnhart and Indy Racing League officials denied the protest and presented their conclusions. Officials determined that Castroneves was indisputably the leader under the following relevant times:
At the last scoring antenna (entrance of turn 3) before the caution; margin was 0.0371 seconds
At the time of the accident of Redon and Lazier in turn 2
At the time that race official Brian Barnhart made the radio call for a caution
At the time that the dashboard caution lights were activated
In rejecting the protest, Barnhart stated that "Team Green did not present anything that was conclusive enough in any way, shape or form to change our mind."
Appeals hearing
Team Green submitted a written appeal of the protest decision on June 3. A closed-door appeals hearing was scheduled for June 17. Speedway President Tony George presided over the hearing, with Indianapolis attorney Dave Mittingly assisting. Both Team Green and Penske Racing presented evidence, and several persons involved provided testimony. Among those who gave testimony were Tracy, Castroneves, Sam Hornish Jr., Dario Franchitti, Brian Barnhart (race control), Doug Boles (spotter in turn three for Hornish Jr.), and Jeff Horton (IRL Director of Engineering).
The basis of Team Green's argument was that Tracy was the leader when the yellow lights around the track came on, and that those lights should control. While they acknowledged that Castroneves was leading at the time Barnhart called for the yellow, they argued it was irrelevant unless the yellow lights were on. They also did not dispute that it was possible that the dashboard yellow lights on Castroneves' car came on while Castroneves was still leading. They cited the inconsistencies of the dashboard system from car to car, and claimed the dashboard lights had not come on in Tracy's car until after he had made the pass.
Penske Racing's primary defense concentrated on their interpretations of the IRL rulebook. They stated that at the commencement of a yellow caution period, the positioning of the cars is a judgement call made quickly by the officials. They also stated that the ruling of a car passing another car under a caution period is specifically listed as not protestable or appealable under the existing rules.
On July 2, 2002, Tony George issued an 18-page decision on the appeal. He upheld the victory of Hélio Castroneves, and denied Team Green's appeal. In his decision, George stated that "Clearly Helio (Castroneves) was in front when the call (for the yellow) was made" and that several of the caution signals, including trackside and dashboard lights, a radio announcement and a flag closing the pits, were displayed before Tracy's pass. George also accepted Penske's arguments that, even if Tracy was ahead before the caution, the decision to call Castroneves the leader was an unappealable judgment call.
Aftermath
After the decision was rendered, the reaction among fans, media, and competitors was split largely along party lines. CART supporters generally sided with Team Green and Paul Tracy denouncing the decision, while IRL supporters generally accepted the final result. Many Tracy supporters felt the decision was politically motivated, suggesting that Tony George favored Penske Racing (a full-time IRL team) and punished the part-time, rival CART-based effort of Team Green. The controversy was divisive, and worked to reopen wounds from the 1996 open wheel split. Robin Miller openly criticized the decision, and considered Tracy "the unofficial 2002 Indy winner." The day after the race, he presented video footage on RPM 2Night, which he claimed showed evidence the pass was completed under green. Shirts and hats were sold at CART events declaring Tracy the "Real IRL 500 winner", which Tracy would be seen publicly wearing at times.
With Tracy officially relegated to second finishing position, he ultimately failed to break a 91-year-old record that dated back to the first Indianapolis 500 in 1911. Tracy had started 29th, and had he won the race, would have set the record for the lowest starting position by the race winner. It also would have been a post-WWII record for lowest starting position for a winner in any Indy car race. The all-time record was set by Ray Harroun in 1911 (and subsequently tied by Louis Meyer in 1936) by winning the Indianapolis 500 from the 28th starting position. Tracy also missed out on matching the record of fewest laps led by an Indy 500 champion, as he would have led only the final two laps of the race (the previous fewest was in 1912 with only 2 laps led); Dan Wheldon would take the record in 2011 with only one lap led.
Starting with the next IndyCar Series telecast, ABC/ESPN experimented with a new on-screen graphic displaying a yellow banner or yellow symbol the instant a caution period commenced. The system was tied to official race control, and was utilized to avoid confusion about yellow-light conditions, similar to the graphic that had been deployed by Fox, FX, NBC, and TNT for their NASCAR telecasts beginning in 2001.
A few weeks after the decision, Barry Green announced he was selling his share of Team Green to Michael Andretti, and would be taking a sabbatical from the sport. He reportedly had spent over $100,000 on legal expenses. Paul Tracy finished out a mediocre CART season with Green, and left the team at season's end. He won one race, and was voted the 2002 CART Most Popular Driver. During his acceptance speech, he thanked Tony George for helping him win the award, and added that the dispute strengthened his fanbase. "Since that whole disaster, I've become a fan favorite. I guess this is like my Borg-Warner Trophy."
With CART facing financial trouble at season's end, Michael Andretti took the team, then called Andretti Green Racing and now Andretti Autosport, full-time to the IndyCar Series for 2003. Andretti Autosport has since scored five Indianapolis 500 wins -- 2005, 2007, 2014, 2016, and 2017. Andretti also is a partner in Bryan Herta Autosport in the 2016 race that team won.
Tracy, angered by the loss, refused to return to the IRL and the Indy 500 in subsequent seasons. On September 23, 2003, when asked if he were interested in driving in the IRL in 2004, he responded "I'm not driving one of those crapwagons." The quote took on a life of its own, and was adopted as a political slogan and battle cry for IRL detractors for years to come. Under the profile section Tracy's official web site ( PaulTracy.com) career highlights include "2002 Indy 500 Runner Up (yeah right)." Tracy continued in the Champ Car series, finally winning a season title in 2003, although it came after most of the top teams had already defected to the IRL. He eventually left the series, and had a short stint in the NASCAR Busch Series. In the wake of the 2008 open wheel unification, Tony George himself reportedly offered Tracy a ride with Vision Racing. Tracy initially declined, musing that "I'm not going to drive for hamburgers and hot dogs." In July 2008, Tracy finally crossed lines and signed with Vision Racing to drive in the Edmonton Indy. He then made a highly publicized return at the 2009 Indianapolis 500, and was previously with NBC Sports as one of the network's INDYCAR broadcasters until he left at the end of the 2021 season.
INDYCAR played off the controversy when Tracy won at the Speedway in 2016 at the Sportscar Vintage Racing Association Brickyard Vintage Racing Invitational Pro-Am, a race featuring amateur drivers paired with Indianapolis Motor Speedway racers, with the headline "Tracy finally gets to drink milk" upon his first career win at the Speedway.
Broadcasting
Radio
The race was carried live on the Indy Racing Radio Network. The network celebrated its 50th anniversary covering the Indianapolis 500. Mike King served as chief announcer. Johnny Rutherford served as "driver expert" for the 13th and final time.
The 2002 race saw all four turn reporters return to their assigned posts from the previous year. Kim Morris and Adam Alexander returned as pit reporters, but Mike Lewis departed and newcomer Jim Murphy took his place.
Guests in the booth included Kurt Ritter (Chevrolet), John F. Fielder (BorgWarner), and pace car driver Jim Caviezel.
Indy Racing Radio Network
Booth Announcers
Turn Reporters
Pit/garage reporters
Chief Announcer: Mike King
Driver expert: Johnny Rutherford
Driver expert: Johnny Parsons
Historian: Donald Davidson
Commentary: Chris Economaki
Turn 1: Jerry Baker
Turn 2: Kevin Lee
Turn 3: Mark Jaynes
Turn 4: Chris Denari
Kim Morris (north pits)Adam Alexander (center pits)Jim Murphy (south pits)
Chuck Marlowe (garages)Howdy Bell (hospital)
Television
The race was carried live flag-to-flag coverage in the United States on ABC Sports. ABC and ESPN had reorganized their broadcasting duties, and eliminated coverage of the CART series. Therefore, Paul Page, who had worked CART races since 1999, was moved back full-time to the IRL and Indy 500. Page was named announcer, while Bob Jenkins was shifted to the "host" position. Recently retired driver Scott Goodyear joined the booth as analyst.
Gone from the broadcast were Al Michaels and Leslie Gudel, but returning was Gary Gerould.
ABC Television
Booth Announcers
Pit/garage reporters
Host: Bob Jenkins
Announcer: Paul Page
Color: Scott Goodyear
Jack AruteVince WelchDr. Jerry PunchGary Gerould
Gallery
File:Indy500winningcar2002.JPG|2002 winning car
Image:Indy500pacecar2002.JPG|2002 Chevrolet Corvette pace car |
Introduction
The 85th Indianapolis 500 was held at the Indianapolis Motor Speedway in Speedway, Indiana on Sunday, May 27, 2001. Race rookie Hélio Castroneves, a three-year veteran of the CART series, led the final 52 laps and won his first of four Indy 500 victories. Penske Racing swept 1st-2nd with Gil de Ferran the runner-up. Winning car owner Roger Penske scored his 11th victory at the Indianapolis 500, and his first-ever 1-2 finish in the race. It was a redemption from the team's previous attempt at Indy (1995) in which both of his cars failed to qualify; subsequently followed by a five-year absence (1996-2000) due to the open wheel "split."
The race was sanctioned by the Indy Racing League, and was part of the 2001 Indy Racing Northern Lights Series season. The 2001 race was notable in that several top CART teams returned to Indy for the first time since 1995, despite the ongoing open wheel "split." IRL-based teams excelled in time trials, taking the front row, and the top four starting positions overall. However, the CART-based teams swept the top six finishing positions on race day.
The race experienced two rain delays, one lengthy yellow flag around the midway point, and one brief red flag period later in the day. The race, however, was run to its full 500-mile distance.
This race marked the final IndyCar race for the previous years championship runner-up Scott Goodyear. Goodyear would move to color commentary duties for ESPN the following season.
Changes for 2001
In the seventh year of the IRL/CART split, Team Penske and Team Green purchased IRL-type machines, and returned to race at Indianapolis. Ganassi, who had returned in 2000, entered as well. For the first time during the open wheel split, the CART series did not schedule any races for the weekend of Indy 500 pole qualifying, nor the race itself, to allow their teams the opportunity to participate at Indy without interference.
Because of his move to Formula One for the 2001 season, reigning Indianapolis 500 champion Juan Pablo Montoya did not return to defend his title. After one year of retirement, two-time winner Arie Luyendyk returned to the cockpit.
After an experimental two-week schedule was used for the Indy 500 from 1998–2000, the Speedway reverted to the more traditional three-week schedule for practice, time trials, and the race. Rookie orientation was held April 13–14. Time trials were set at three days, however, instead of the original four. The week-long open test held in April from 1998-2000 was also eliminated, essentially replaced by the reinstatement of the second week of May practice.
Due to the MSA, tobacco brand sponsorship was an issue during the month of May. Penske Racing drivers Hélio Castroneves and Gil de Ferran were sponsored by Marlboro full-time in the CART series. The MSA, however, allows brand sponsorship in only one sport per season. To skirt the regulations, CART sanctioned the participation of its teams in the race. The Penske cars practiced and qualified with Marlboro logos during the first week of activity. By mid-month, however, they were required to remove the logos when the state attorney general's office objected to their use. Rather than repaint the liveries, or add generic logos, the sidepods were simply left blank with the familiar white/red Marlboro paint scheme maintained.
Rule changes
During yellow flag caution periods, the "wave around" rule would now be implemented. When the field is one lap away from going back to green flag conditions, all lapped cars behind the pace car that happen to be ahead of the actual race leader would be waved around the pace car, get their lap back, and be permitted to catch up to the tail end of the line of cars. This would continue until the race leader became the first car behind the pace car. Following the precedent set in 2000, the pace car would then drop off the track in turn one, and the race leader would pace the field back to the green flag and the ensuring restart.
The new restart rules were an attempt to ensure the leaders would get back to green flag racing without interference from lapped cars. It also created a strategy for lapped cars to earn one lap back (ostensibly by not pitting under a caution flag while all of the leader do), since Indy car racing had never allowed "racing back to the caution", nor did they want to implement a hard rule like the "Lucky Dog" in NASCAR.
Race schedule
Race schedule — April 2001
Sun
Mon
Tue
Wed
Thu
Fri
Sat
8
9
10
11
12
13ROP
14ROP
Race schedule — May 2001
1
2
3
4
5Mini-Marathon
6Practice
7Practice
8Practice
9Practice
10Practice
11Practice
12Pole Day
13Time Trials
14
15
16Practice
17Practice
18Practice
19Practice
20Bump Day
21
22
23
24Carb Day
25
26Parade
27Indy 500
28Memorial Day
29
30
31
Color
Notes
Green
Practice
Dark Blue
Time trials
Silver
Race day
Red
Rained out
Blank
No track activity
Includes days where track activitywas significantly limited due to rain
ROP — denotes Rookie Orientation Program
Practice
IRL regular Greg Ray led practice speeds for four of the first six days. Casey Mears, Eliseo Salazar, and Stan Wattles suffered crashes during the week. On Fast Friday, Indy 500 rookie Hélio Castroneves brushed the wall in turn one, but continued. The car suffered minor damage. Later that evening, Castroneves joked around with track workers, and helped them repaint the retaining wall which he had hit.
Time trials
Tony Stewart led the speed chart for morning practice on pole day, but IRL regular Scott Sharp won the battle for the pole position with a run above 226MPH in the heat of the day. Greg Ray, who had been among the fastest cars all week, qualified second with a run late after waving off earlier in the day while Robby Gordon, driving an Indy-only entry for AJ Foyt Racing, rounded out the front row. The highest of the CART qualifiers was Gil de Ferran (5th). Former Indy 500 winners Arie Luyendyk, Buddy Lazier, Al Unser Jr., and Eddie Cheever also made the field on pole day. At the end of pole day the field was filled to 27 cars.
On the second day of qualifying, veterans Michael Andretti, Eddie Cheever, and Buzz Calkins withdrew their slow times from pole day and re-qualified safely while rookie Bruno Junqueira was the fastest of the day. At the end of second day qualifying there were 32 cars in the field.
On bump day, Billy Boat was the first car to complete a qualifying attempt, and the field was subsequently filled to 33 cars. Six cars were bumped during the afternoon, and Boat dropped to the bubble spot as of 5:07 p.m. Over the final 53 minutes Boat survived 12 attempts to be bumped from the field. Eight cars waved off, and four were too slow. With 10 seconds to go before the 6 o'clock gun, Memo Gidley was the final driver to make a qualifying attempt. He missed bumping his way into the field by 0.242 seconds.
Starting grid
Row
Inside
Middle
Outside
1
8 - Scott Sharp
2 - Greg Ray
41 - Robby Gordon
2
28 - Mark Dismore
66 - Gil de Ferran
5 - Arie Luyendyk
3
33 - Tony Stewart
35 - Jeff Ward
24 - Robbie Buhl
4
91 - Buddy Lazier
68 - Hélio Castroneves
44 - Jimmy Vasser
5
4 - Sam Hornish Jr.
10 - Robby McGehee
15 - Sarah Fisher
6
52 - Scott Goodyear
77 - Jaques Lazier
6 - Jon Herb
7
3 - Al Unser Jr.
50 - Bruno Junqueira
39 - Michael Andretti
8
49 - Nicolas Minassian
9 - Jeret Schroeder
12 - Buzz Calkins
9
51 - Eddie Cheever
99 - Davey Hamilton
84 - Donnie Beechler
10
14 - Eliseo Salazar
36 - Stéphan Grégoire
88 - Airton Daré
11
16 - Cory Witherill
98 - Billy Boat
21 - Felipe Giaffone
Alternates
First alternate: Shigeaki Hattori (#55)
Second alternate: Memo Gidley (#37)
Failed to qualify
#07 Roberto Guerrero
#32 Didier André
#94 Stan Wattles
#30 Brandon Erwin - Replaced by Jimmy Kite
#60 Tyce Carlson
#30 Jimmy Kite
#25 Casey Mears
Race recap
Start
Race morning was overcast with rain in the forecast. Cool temperatures caused problems at the start, as pole sitter Scott Sharp crashed in the first turn on the first lap. Greg Ray and Robby Gordon barely avoided the crash, and slipped by the lead the field around for the first several laps.
On the 6th lap, the green came out, but less than 2 laps later, another crash occurred. Sarah Fisher spun in turn two, and collected Scott Goodyear. Both cars were heavily damaged, and Goodyear suffered a broken back. Goodyear would retire after the race due to the injury.
After a lengthy yellow, the green came out on lap 17. During the restart, however, cold tires caused yet another crash, as Sam Hornish Jr. spun in turn four. Hornish did not hit anything, but Al Unser Jr. moved high to avoid the crash, and brushed along the outside wall on the main stretch.
First half and First rain delay
The race finally got going on lap 22, with Robby Gordon and Greg Ray dominating the early going. A long stretch of green flag racing saw the leaders cycle through two green flag pit stops.
On lap 107, Jon Herb crashed in turn 1. During the yellow, rain began to fall around the track, and the caution was extended until lap 119. Michael Andretti led when the rain fell, but pitted soon after. Gil de Ferran inherited the lead, Team Penske teammate Hélio Castroneves second.
Second half and Second rain delay
On lap 134, Cory Witherill spun exiting turn four. The leaders all headed to the pits.
Castroneves and de Ferran were both penalized for exiting out of the pits incorrectly, giving Tony Stewart the lead for the first time of the day.
Stewart led until rain fell again on lap 149. After Stewart pitted, Hélio Castroneves retook the lead. Rain began falling harder on lap 155, and the red flag was displayed. After about 10 minutes, the sun came out, and the track quickly dried. After a 17-minute red flag, the cars were refired.
Finish
Hélio Castroneves led Robbie Buhl on the restart. Buhl attempted to take the lead on lap 159, but was blocked. Trailing by less than a half-second on lap 166, Buhl suddenly spun exiting turn 2, and tapped the inside wall.
The green came back out on lap 171, with Castroneves still leading, and de Ferran back to second. Castroneves held off his teammate by 0.4838 seconds, and won his first Indy 500. The finish marked Roger Penske's 11th Indy 500 triumph, and his first 1-2 finish. It was the second rookie winner in a row (following Juan Pablo Montoya in 2000).
On the victory lap, Castroneves stopped at the finish line, climbed from his car, and proceeded to engage in his customary celebration of climbing the catch fence, much to the delight of the fans. Several crew members from Team Penske joined him on the fence.
In a public relations setback for the IRL, the top six finishers were all visiting drivers from the rival CART series. The first regular IRL series driver to finish was Eliseo Salazar in seventh place, running a lap down.
Scott Sharp's crash on the first lap meant for the second year in a row, the pole sitter finished 33rd and last. In the previous year's race, the same fate had befallen Greg Ray.
The 1-2 result for Team Penske provided a stunning comeback for the most successful team in Indianapolis 500 history after their failure to qualify for the 1995 race, the last Indy 500 entered by Team Penske due to the Indy 500 becoming an IRL race from 1996 onward. "I think we redeemed ourselves for the lousy thing we did in 1995 ... this is the best day of my life coming back like this" said Roger Penske in pit lane immediately after Castroneves took the checkered flag.
Tony Stewart does Double Duty
Tony Stewart attempted the Indy/Charlotte "Double Duty" for the second time in his racing career. Criticized by members of the media as being overweight and unfit for the grueling task, Stewart undertook a month-long fitness and dietary program with a personal trainer. Stewart, still driving the #20 The Home Depot-sponsored Pontiac for Joe Gibbs Racing in the NASCAR Winston Cup Series, signed with Chip Ganassi Racing, part of a four driver effort at Indy.
Stewart qualified in 7th at Indy and 12th at Charlotte. Due to the new television package on Fox, the start of the Coca-Cola 600 was moved up. A strict schedule was put into place, and regardless if the race was not over at Indy, Stewart was allegedly required to get out of the car at 4:00 p.m. to fly to Charlotte on time. During a 17-minute red flag, he had to visit first aid for a cramping leg. Relief driver Richie Hearn almost took over, but Stewart got back in the car.
The race was eventually resumed, and Stewart continued. The race was completed, and he finished 6th, on the lead lap. Immediately he flew to Lowe's Motor Speedway, and made the start of the race on time. He was moved to the back of the pack during the pace lap for missing the drivers' meeting. On the second lap, Stewart spun while running last, in an incident he claimed was unrelated to fatigue. As the race wore on, he steadily climbed the standings, and finished 3rd on the lead lap. He became the first driver ever to complete all . Feeling that he proved his critics wrong, Stewart called them "idiots."
National anthem controversy
Steven Tyler
For the pre-race ceremonies, the Speedway invited Steven Tyler of Aerosmith to perform "The Star-Spangled Banner." At the time, Aerosmith was kicking off their Just Push Play Tour, and in the days leading up to the race, struck a deal with Heritage Motorsports to sponsor Jeff Ward's car during the race. The performance was widely regarded by observers as one of the worst and most controversial renditions of the U.S. national anthem ever.
The national anthem performer at the Indianapolis 500 is normally backed-up by the Purdue All-American Marching Band; however, the band was only allowed to play the opening chorus. Tyler began the song with a harmonica solo, then tossed the instrument into the crowd. He finished the song a cappella. Tyler took artistic license to the extreme, and altered the last line of the song from "...the home of the brave" to "...the home of the Indianapolis 500." The crowd, television and radio commentators, along with military Medal of Honor recipients in attendance due to the Memorial Day holiday, had a largely negative response to the performance. Tyler apologized and stated he meant no disrespect. Said Tyler, "I'm very proud to be an American, and live in the home of the brave."
Speedway president Tony George released a statement the following Tuesday citing "While we are certainly sorry that some were offended, it was neither our intention nor that of Mr. Tyler to be disrespectful. All of us have the utmost respect for the sacrifice our veterans have made for us."
The harmonica Tyler threw into the crowd was reported to be retrieved by Purdue band member David Hornthal. On the February 20, 2012 episode of Pawn Stars, a harmonica purported to be the one Tyler threw into the crowd was presented, but did not sell.
Results
Finish
Start
No
Name
Qual
Rank
C
E
Laps
Led
Status
Entrant
1
11
68
Hélio Castroneves
224.142
13
D
O
200
52
Running
Team Penske
2
5
66
Gil de Ferran
224.406
6
D
O
200
27
Running
Team Penske
3
21
39
Michael Andretti
223.441
16
D
O
200
16
Running
Team Green
4
12
44
Jimmy Vasser
223.455
15
G
O
200
0
Running
Chip Ganassi Racing
5
20
50
Bruno Junqueira
224.209
11
G
O
200
0
Running
Chip Ganassi Racing
6
7
33
Tony Stewart
224.248
8
G
O
200
13
Running
Chip Ganassi Racing
7
28
14
Eliseo Salazar
223.740
14
D
O
199
0
Running
A. J. Foyt Enterprises
8
30
88
Airton Daré
222.236
25
G
O
199
0
Running
TeamXtreme
9
32
98
Billy Boat
221.528
33
D
O
199
0
Running
CURB/Agajanian/Beck Motorsports
10
33
21
Felipe Giaffone
221.879
29
G
O
199
0
Running
Treadway Racing
11
14
10
Robby McGehee
222.607
21
D
O
199
0
Running
Cahill Racing
12
24
12
Buzz Calkins
222.467
24
D
O
198
0
Running
Bradley Motorsports
13
6
5
Arie Luyendyk
224.257
7
G
O
198
1
Running
Treadway Racing
14
13
4
Sam Hornish Jr.
223.333
17
D
O
196
0
Running
Panther Racing
15
9
24
Robbie Buhl
224.213
10
G
I
196
0
Running
Dreyer & Reinbold Racing
16
4
28
Mark Dismore
224.964
4
D
O
195
29
Running
Kelley Racing
17
2
2
Greg Ray
225.194
2
D
O
192
40
Running
Team Menard
18
10
91
Buddy Lazier
224.190
12
D
O
192
0
Running
Hemelgarn Racing
19
31
16
Cory Witherill
221.621
31
G
O
187
0
Running
Indy Regency Racing
20
23
9
Jeret Schroeder
222.785
20
D
O
187
0
Running
PDM Racing
21
3
41
Robby Gordon
224.994
3
D
O
184
22
Running
A. J. Foyt Enterprises
22
17
77
Jaques Lazier
222.145
27
G
O
183
0
Running
Jonathan Byrd/TeamXtreme
23
26
99
Davey Hamilton
221.696
30
D
O
182
0
Engine
Sam Schmidt Motorsports
24
8
35
Jeff Ward
224.222
9
G
O
168
0
Running
Heritage Motorsports
25
27
84
Donnie Beechler
224.449
5
D
O
160
0
Running
A. J. Foyt Enterprises
26
25
51
Eddie Cheever
222.152
26
D
I
108
0
Electrical
Team Cheever
27
18
6
Jon Herb
222.015
28
D
O
104
0
Accident
Tri-Star Racing
28
29
36
Stéphan Grégoire
222.888
19
G
O
86
0
Oil Leak
Heritage Motorsports
29
22
49
Nicolas Minassian
223.006
18
G
O
74
0
Gearbox
Chip Ganassi Racing
30
19
3
Al Unser Jr.
221.615
32
G
O
16
0
Accident
Galles Racing
31
15
15
Sarah Fisher
222.548
22
D
O
7
0
Accident
Walker Racing
32
16
52
Scott Goodyear
222.529
23
D
I
7
0
Accident
Team Cheever
33
1
8
Scott Sharp
226.037
1
D
O
0
0
Accident
Kelley Racing
= Former Indianapolis 500 winner; = Indianapolis 500 rookie
C Chassis: D=Dallara, G=G-Force
E Engine: O=Oldsmobile, I=Infiniti
Broadcasting
Radio
The race was carried live on the Indy Racing Radio Network. Mike King served as chief announcer. Johnny Rutherford served as "driver expert" along with newcomer Johnny Parsons.
Several minor changes were made to the crew. Bob Lamey, Ken Double, and Larry Rice all departed. Kevin Lee joined the crew, taking the turn two position, which was now atop the Southeast Vista grandstand (it was previously on the roof of the VIP Suites). Chris Denari moved from the pits to turn four, where he remains as of today with the exception of 2014 when he was in Miami calling an Indiana Pacers playoff game. Howdy Bell took the limited assignment of hospital reporter and interviews during the pre-race coverage. The job of on-air "statistician" was eliminated permanently. Newcomers Adam Alexander and Kim Morris served as pit reporters along with Mike Lewis, who had debuted just one year earlier.
Starting in 2001, the flagship station for the network was changed back to its original home, 1070 WIBC-AM (now WFNI). Booth interviews were kept to a minimum in 2001. King interviewed Dr. Robert Hubbard, the 2001 co-recipient of the Louis Schwitzer Award for development of the HANS device.
Indy Racing Radio Network
Booth Announcers
Turn Reporters
Pit/garage reporters
Chief Announcer: Mike King
Driver expert: Johnny Rutherford
Driver expert: Johnny Parsons
Historian: Donald Davidson
Commentary: Chris Economaki
Turn 1: Jerry Baker
Turn 2: Kevin Lee
Turn 3: Mark Jaynes
Turn 4: Chris Denari
Adam Alexander (north pits)Mike Lewis (center pits)Kim Morris (south pits)
Chuck Marlowe (garages)Howdy Bell (hospital)
Television
The race was carried live flag-to-flag coverage in the United States on ABC Sports. Al Michaels returned as host, with Bob Jenkins as announcer. Analyst Arie Luyendyk left television and returned to the cockpit. Tom Sneva left television as well. The new booth crew for 2001 included analysts Larry Rice and Jason Priestley.
Gary Gerould was not part of the 2001 broadcast. Instead he was taking part in the CART telecasts for the season. Vince Welch took his place as pit reporter, Welch's first time on television at Indy.
ABC Television
Booth Announcers
Pit/garage reporters
Pre-race analysts
Host: Al Michaels
Announcer: Bob Jenkins
Color: Larry Rice
Color: Jason Priestley
Jack AruteVince WelchDr. Jerry PunchLeslie Gudel
Arie LuyendykJason Priestley |
Introduction
Onesiphorus was a Christian referred to in the New Testament letter of Second Timothy ( and ). According to the letter sent by St. Paul, Onesiphorus sought out Paul who was imprisoned at the time in Rome.
Life
According to Orthodox tradition, Saint Onesiphorus was one of the seventy disciples chosen and sent by Jesus to preach. They were chosen some time after the selection of the Twelve Apostles (Luke 10:1-24). St Onesiphorus was bishop at Colophon (Asia Minor), and later at Corinth. Both the Orthodox and Roman Catholic churches hold that he died a martyr in the city of Parium (not far from Ephesus) on the shores of the Hellespont.
2 Timothy
The persecution of Christians during Nero’s reign made Rome a dangerous city for Christians. Paul praises Onesiphorus for his hospitality, kindness, and courage. Onesiphorus is contrasted with the other Christians in Asia who have deserted Paul at this time. In 2 Timothy 1:16-18, Paul sends a greeting to the man’s household in Ephesus and refers to the help he showed Paul earlier in Ephesus. Timothy, who led the Ephesian church is familiar with these acts. Paul's praise of Onesiphorus is significant because it was written shortly before Paul's death as a final encouragement to Timothy.
But now, at the time of correspondence, only "Luke alone is with (Paul)" (4:11). Because Paul speaks of Onesiphorus only in the past tense, wishes blessings upon his house (family), and mercy for him "in that day", some scholars believe that Onesiphorus had at this point died. Towards the end of the same letter, in , Paul sends greetings to "Priscilla and Aquila, and the house of Onesiphorus", again apparently distinguishing the situation of Onesiphorus from that of the still-living Priscilla and Aquila. Paul's reference to Onesiphorus, along with , is cited by Catholics as one of the early examples of prayer for the dead, while some Protestants opposing this practice reject such an interpretation.
He is commemorated on September 6 in Roman Catholic Church, and September 7 in Orthodox Church.
He should not be confused with the Onesiphorus of Ephesus who was martyred with Porphyrius during the Diocletian persecution, and is commemorated on November 9. |
Introduction
The 84th Indianapolis 500 was held at the Indianapolis Motor Speedway in Speedway, Indiana on Sunday, May 28, 2000. The race was sanctioned by the Indy Racing League, and was part of the 2000 Indy Racing Northern Lights Series season. After four years of an ongoing organizational dispute and "split" in Indy car racing, Chip Ganassi Racing became the first major CART-based team to compete at the race since 1995. The Ganassi team of Jimmy Vasser and Juan Pablo Montoya competed as a one-off entry, and were well received by fans and fellow competitors. Both drivers were quickly up to speed with the IRL regulars, and were expected to be favorites in both qualifying and on race day. Also making a heralded return to Indianapolis was two-time winner Al Unser Jr. who had switched full-time to the IRL in 2000.
During qualifying, defending IRL champion Greg Ray took the pole position. However, on race day, reigning CART champion Juan Pablo Montoya dominated the race. Montoya led 167 laps, and cruised to victory, becoming the first rookie winner since Graham Hill in 1966. It was the first of two Indy victories for Montoya (2000, 2015). Buddy Lazier, the 1996 winner, and eventual season champion, finished second, his second runner-up finish at Indy, and fifth consecutive top ten.
The 2000 race was the first to feature two female starters in the field, Lyn St. James and Sarah Fisher. The start of the race was delayed over three hours due to rain. The green flag dropped at 2:10 p.m. EST, and the race was completed shortly after 5 p.m. Seven minutes after the checkered flag, the rain returned, and doused the victory lane celebration.
The first 65 laps of the race were run caution-free, a new Indy 500 record at the time. Montoya became only the fourth winner to complete the race in under three hours, and at 167.607 mph, it was the fastest Indy 500 since 1991. At the end of the season, Montoya promptly departed Indy car racing for Formula One, then went to NASCAR. He would not return for his second Indy start until 2014.
Race schedule
Race schedule — April 2000
Sun
Mon
Tue
Wed
Thu
Fri
Sat
2
3
4
5
6
7ROP
8ROP
9ROP/Testing
10ROP/Testing
11ROP/Testing
12ROP/Testing
13
14
15
Race schedule — May 2000
7
8
9
10
11
12
13Practice
14Practice
15Practice
16Practice
17Practice
18Practice
19Practice
20Pole Day
21Bump Day
22
23
24
25Carb Day
26
27Parade
28Indy 500
29Memorial Day
30
31
Color
Notes
Green
Practice
Dark Blue
Time trials
Silver
Race day
Red
Rained out
Blank
No track activity
Includes days where trackactivity was significantlylimited due to rain
ROP — denotes RookieOrientation Program
Rule changes
During a yellow flag caution period, when the field is one lap away from going back to green flag conditions, the pace car would now drop off the track in turn one, and the race leader would pace the field back to the green flag and the ensuing restart. This was an effort to prevent any chance of the leader(s) accidentally passing the pace car on a restart (which happened to Scott Goodyear in the 1995 race).
A year later, this would be combined with the "wave around" rule.
Time trials
Time trials were scheduled for two days in 2000, May 20–21. During practice, IRL regulars generally topped the speed charts, with different names leading nearly each day. Jimmy Vasser and Juan Pablo Montoya were quickly up to speed in the IRL machines, and each managed to lead one day of practice. Both were considered contenders for the front row. Greg Ray (223.948 mph) set the fastest lap of the week on "Fast Friday."
Pole day - Saturday May 20
Pole qualifying began at 11 a.m. The weather was cool and cloudy. Al Unser Jr. (220.293 mph) was the first car in the field. At 12:07 p.m., Eliseo Salazar took over the top spot with a run of 223.231 mph. Salazar remained on top for over an hour, as most cars waved off, awaiting better conditions.
At 1:19 p.m., Juan Pablo Montoya took to the track. His run of 223.372 mph took over the provisional pole position. Greg Ray pulled his car out of line due to handling issues, and Team Menard announced they would go out later. Jimmy Vasser went out next, and at 221.976 mph, he was not able to join his Ganassi teammate on the front row.
Later in the day, conditions improved slightly, and several cars returned to the track. At 3:49 p.m., Greg Ray completed his run at 223.471 mph, and secured the pole position. The front row of Ray, Montoya, and Salazar was separated by only 0.173 second, the closest such margin in Indy history. The front row shaped up such that the reigning champions of IRL (Ray) and CART (Montoya) would line up 1st-2nd.
A total of 23 cars qualified for the field. Lyn St. James wrecked on her first attempt, flipping the car up on its side in the south chute. Also into the wall were Jimmy Kite, Scott Harrington, rookie Memo Gidley and veteran Hideshi Matsuda. None of the drivers were injured.
Sarah Fisher (220.237 mph) qualified 19th, becoming the third female driver in Indy history.
Bump day - Sunday May 21
The second and final day of time trials opened with ten spots remaining. Raul Boesel was the first car out, and at 222.113 mph, he would be the fastest driver of the afternoon. After two wave-offs on Saturday, Billy Boat wrecked on his first attempt on Sunday. He would be forced to find a backup car.
The field was filled to 33 cars by 5:30 p.m.. Among the drivers who completed attempts were Jimmy Kite, Davey Hamilton, and popular hometown rookie Andy Hillenburg. Independent driver and co-owner Hillenburg was fielding a "throwback" entry named the Sumar Special, a gesture to the car driven by Pat O'Connor which won the pole position in 1957.
Billy Boat secured a backup car with the Foyt team, but the car (#41, previously driven by Roberto Guerrero) only had one attempt left. After stalling three times trying to pull away, Boat's first two laps were fair. The car stalled on the third lap, and his speed dropped to 150 mph. It picked up for the final lap, and he ran it at 198 mph. His four lap average was 192.105 mph, by far the slowest car in the field, and he was the first car on the bubble.
Lyn St. James and Dick Simon Racing reorganized after Saturday's crash, and she qualified comfortably. She bumped Boat with 25 minutes left in the day. With less than a minute until the 6 o'clock gun, Billy Boat climbed into another Foyt backup, (#11) a car that had not been driven all week. Boat managed a run of 218.872 mph out of the unproven machine. He shockingly bumped his way into the field as time expired.
Davy Jones attempted a comeback after breaking his neck in 1997, but he was bumped.
Starting grid
Fila
Inside
Middle
Outside
1
1 - Greg RayTeam Conseco/Quaker State/MenardsTeam MenardDallara-Oldsmobile Aurora223.471 mph
9 - Juan Pablo Montoya TargetChip Ganassi RacingG-Force-Oldsmobile Aurora223.372 mph
11 - Eliseo SalazarRioA. J. Foyt RacingG-Force-Oldsmobile Aurora223.231 mph
2
32 - Robby GordonTurtle Wax/Burger King/Moen/Johns Manville/MenardsTeam MenardDallara-Oldsmobile Aurora222.885 mph
8 - Scott SharpDelphi Automotive Systems/MCI WorldcomKelley RacingDallara-Oldsmobile Aurora222.810 mph
14 - Jeff WardHarrah'sA. J. Foyt RacingG-Force-Oldsmobile Aurora222.639 mph
3
10 - Jimmy VasserTargetChip Ganassi RacingG-Force-Oldsmobile Aurora221.976 mph
92 - Stan WattlesMetro RacingHemelgarn RacingDallara-Oldsmobile Aurora221.508 mph
24 - Robbie BuhlTeam PurexDreyer & Reinbold RacingG-Force-Oldsmobile Aurora221.357 mph
4
51 - Eddie Cheever Jr. #51 Excite@Home Indy Race CarTeam CheeverDallara-Infiniti221.270 mph
28 - Mark DismoreOn Star/GM BuyPower/Bryant Heating & CoolingKelley RacingDallara-Oldsmobile Aurora220.970 mph
5 - Robby McGeheeMeijer / Energizer Advanced FormulaTreadway RacingG-Force-Oldsmobile Aurora220.611 mph
5
4 - Scott GoodyearPennzoilPanther RacingDallara-Oldsmobile Aurora220.496 mph
18 - Sam Hornish Jr. Hornish Trucking / Advantage Powder CoatingPDM RacingDallara-Oldsmobile Aurora220.496 mph
98 - Donnie BeechlerCahill RacingDallara-Oldsmobile Aurora220.482 mph
6
91 - Buddy Lazier Delta Faucet/Coors Light/Tae -BoHemelgarn RacingDallara-Oldsmobile Aurora220.482 mph
50 - Jason Leffler United Auto Group Special Treadway RacingG-Force Oldsmobile220.417 mph
3 - Al Unser Jr. ECR / RacingTickets.comGalles RacingG-Force Oldsmobile Aurora220.293 mph
7
15 - Sarah Fisher CumminsWalker RacingDallara-Oldsmobile Aurora220.237 mph
7 - Stephan GregoireMexmil/Tokheim/Viking Air ToolsDick Simon RacingG-Force Oldsmobile Aurora219.970 mph
88 - Airton Daré USACredit.comTeam XtremeG-Force-Oldsmobile Aurora219.970 mph
8
12 - Buzz CalkinsBradley Motorsports / Team CANBradley MotorsportsDallara-Oldsmobile Aurora219.862 mph
75 - Richie HearnNetZeroPagan RacingDallara-Oldsmobile Aurora219.816 mph
55 - Raul BoeselEPSONTreadway RacingG-Force-Oldsmobile Aurora222.113 mph
9
27 - Jimmy KiteBig Daddy's BBQ/Founders BankBlueprint RacingG-Force-Oldsmobile Aurora 220.718 mph
33 - Jaques Lazier Miles of HopeTruscelli Team RacingG-Force-Oldsmobile Aurora220.675 mph
23 - Steve KnappDreyer & Reinbold RacingG-Force-Nissan Infiniti220.290 mph
10
16 - Davey HamiltonFreeInternet.comTeam XtremeG-Force-Oldsmobile Aurora219.878 mph
6 - Jeret SchroederKrogerTri Star MotorsportsDallara-Oldsmobile Aurora219.322 mph
22 - Johnny UnserDelco-Remy/Microdigicom/Homier ToolsIndy Regency RacingG-Force-Oldsmobile Aurora219.066 mph
11
41 - Billy BoatHarrah'sA. J. Foyt RacingG-Force-Oldsmobile Aurora218.872 mph
90 - Lyn St. JamesYellow Freight SystemDick Simon RacingG-Force-Oldsmobile Aurora218.826 mph
48 - Andy Hillenburg The Sumar Special By Irwindale SpeedwayFast Track RacingDallara-Oldsmobile Aurora218.285 mph
Alternates
First alternate: Dr. Jack Miller (#21) - Bumped
Second alternate: Scott Harrington (#17) - Bumped
Failed to qualify
Davy Jones (#40) - Bumped
Robby Unser (#30) - Bumped
Dan Drinan (#48) - Waved off
Roberto Guerrero (#41/20T) - Waved off
Doug Didero - Wrecked qualifying
Memo Gidley - Wrecked qualifying
Hideshi Matsuda (#20) - Wrecked qualifying & practice
Ross Cheever - Entered and tested but did not attempt a qualifying lap
Race recap
Pre-race and rain delay
On Saturday May 27, the day before the Indy 500, Juan Pablo Montoya and Jimmy Vasser participated in the CART Bosch Spark Plug Grand Prix at Nazareth Speedway. The race had been scheduled for April 11, but snow postponed it until the Saturday of Memorial Day weekend. Montoya finished 4th, and Vasser 7th.
Jason Leffler, who qualified 17th at Indy, traveled to Charlotte on Saturday to participate in the NASCAR Busch Series Carquest Auto Parts 300. Leffler finished 21st at Charlotte. Also in Charlotte for part of the week was Robby Gordon, who was preparing to attempt the Indy 500/Coca-Cola 600 "Double Duty." Gordon required a provisional starting position for Charlotte, and he would line up 42nd. P. J. Jones was scheduled to stand by for Gordon at Charlotte if he could not make it in time for the start.
On race day, Sunday May 28, the morning dawned warm and sunny, but rain was in the forecast. At 10:07 a.m., rain started to fall, and the start of the race was delayed. After three brief periods of showers, at approximately 12:40 p.m., the rain stopped and held off just long enough to complete the race. Track-drying efforts began, and at 2:01 p.m. EST, Mari Hulman George gave the command to start engines, and the field pulled away.
First half
At the start, polesitter Greg Ray took the lead. Juan Pablo Montoya settled into second, and Robby Gordon third. A fast pace over the first 20 laps saw Ray dominate, with Montoya aggressively dicing through traffic, holding a close second place.
On lap 27, the leaders went four-wide through traffic, and Montoya took the lead for the first time. There would only be 6 laps that he would not be in front for the rest of the race. A few laps later, all the leaders were into the pits for the first round of green flag pit stops. On lap 33 Montoya emerged with the lead, and began to flex some strength. His lead grew from 11.9 seconds on lap 34 to over 21 seconds on lap 55.
A blistering pace over the first 60 laps saw thus far zero yellow flags. The average speed at lap 60 (150 miles) was an all-time record 207.101 mph. Montoya held a 30-second lead over second place Jimmy Vasser. On lap 66, however, Greg Ray became caught up in a wind gust, and his car pushed into the outside wall exiting turn two. Al Unser Jr. hit a piece of debris, and punctured the radiator, causing him to drop out. It was the first caution of the day, setting a new modern era Indy record (66 laps) before the first yellow.
Montoya now led Robby Gordon and Buddy Lazier. After the restart, however, Lyn St. James crashed into the outside wall in turn 1. Sarah Fisher was collected in the incident, and also crashed.
At the halfway point, Montoya still led. Vasser was second, about 5 seconds behind.
Second half
In the second half Juan Pablo Montoya continued to dominate. His teammate Jimmy Vasser, however, started to drop down the top ten. Buddy Lazier and Jeff Ward were now in the top three, all chasing Montoya.
On lap 143, Greg Ray returned to the track after lengthy repairs. His return did not last long, as he smacked the outside wall in turn two - close to the same place he crashed earlier - and he was finally out of the race. Ray became the fourth polesitter (Woodbury, Carter, and Guerrero) to finish last.
The green came back out on lap 150, with Montoya first and Lazier close behind in second. Rookie Sam Hornish Jr. crashed on lap 158, but most of the leaders did not pit. On the restart on lap 162, Lazier made a run for the lead in turn one, but Montoya held him off.
Finish
Stan Wattles brought out the final yellow flag on lap 174 for a blown engine. Montoya and Lazier pitted, which allowed Jimmy Vasser to take over the lead. The green came out with 23 laps to go.
Vasser's lead did not last long, as Montoya got by him on lap 180. Lazier caught up to Vasser and passed him for second. Lazier set the fastest lap of the race (218.494 mph) on lap 198, but Montoya was too far ahead. Montoya pulled away and won the Indianapolis 500 in his first start by 7.1839 seconds over 1996 winner Buddy Lazier.
Box score
Finish
Start
No
Name
Qual
Rank
Chassis
Engine
Laps
Status
Entrant
1
2
9
Juan Pablo Montoya
223.372
2
G-Force
Oldsmobile
200
Running
Chip Ganassi Racing
2
16
91
Buddy Lazier
220.480
19
Dallara
Oldsmobile
200
Running
Hemelgarn Racing
3
3
11
Eliseo Salazar
223.231
3
G-Force
Oldsmobile
200
Running
A. J. Foyt Enterprises
4
6
14
Jeff Ward
222.639
6
G-Force
Oldsmobile
200
Running
A. J. Foyt Enterprises
5
10
51
Eddie Cheever
221.269
11
Dallara
Infiniti
200
Running
Team Cheever
6
4
32
Robby Gordon
222.885
4
Dallara
Oldsmobile
200
Running
Team Menard
7
7
10
Jimmy Vasser
221.974
8
G-Force
Oldsmobile
199
Running
Chip Ganassi Racing
8
20
7
Stéphane Grégoire
219.969
24
G-Force
Oldsmobile
199
Running
Dick Simon Racing
9
13
4
Scott Goodyear
220.631
16
Dallara
Oldsmobile
199
Running
Panther Racing
10
5
8
Scott Sharp
222.808
5
Dallara
Oldsmobile
198
Running
Kelley Racing
11
11
28
Mark Dismore
220.968
12
Dallara
Oldsmobile
198
Running
Kelley Racing
12
15
98
Donnie Beechler
220.483
18
Dallara
Oldsmobile
198
Running
Cahill Racing
13
26
33
Jaques Lazier
220.673
14
G-Force
Oldsmobile
198
Running
Truscelli Racing Team
14
29
6
Jeret Schroeder
219.322
29
Dallara
Oldsmobile
198
Running
Tri-Star Motorsports
15
31
41
Billy Boat
218.872
31
G-Force
Oldsmobile
198
Running
A. J. Foyt Enterprises
16
24
55
Raul Boesel
222.112
7
G-Force
Oldsmobile
197
Running
Treadway-Vertex Cunningham Racing
17
17
50
Jason Leffler
220.417
20
G-Force
Oldsmobile
197
Running
Treadway Racing
18
22
12
Buzz Calkins
219.862
27
Dallara
Oldsmobile
194
Running
Bradley Motorsports
19
27
23
Steve Knapp
220.290
22
G-Force
Infiniti
193
Running
Dreyer & Reinbold Racing
20
28
16
Davey Hamilton
219.879
26
G-Force
Oldsmobile
188
Running
TeamXtreme
21
12
5
Robby McGehee
220.660
15
G-Force
Oldsmobile
187
Running
Treadway Racing
22
30
22
Johnny Unser
219.068
30
G-Force
Oldsmobile
186
Running
Indy Regency Racing
23
8
92
Stan Wattles
221.510
9
Dallara
Oldsmobile
172
Engine
Hemelgarn Racing
24
14
18
Sam Hornish Jr.
220.495
17
Dallara
Oldsmobile
153
Accident
PDM Racing
25
21
88
Airton Daré
219.969
25
G-Force
Oldsmobile
126
Engine
TeamXtreme
26
9
24
Robbie Buhl
221.357
10
G-Force
Oldsmobile
99
Engine
Dreyer & Reinbold Racing
27
23
75
Richie Hearn
219.815
28
Dallara
Oldsmobile
97
Electrical
Pagan Racing
28
33
48
Andy Hillenburg
218.286
33
Dallara
Oldsmobile
91
Wheel Bearing
Fast Track Racing Enterprises
29
18
3
Al Unser Jr.
220.292
21
G-Force
Oldsmobile
89
Over Heating
Galles Racing
30
25
27
Jimmy Kite
220.717
13
G-Force
Oldsmobile
74
Engine
Blueprint Racing
31
19
15
Sarah Fisher
220.237
23
Dallara
Oldsmobile
71
Accident
Walker Racing
32
32
90
Lyn St. James
218.826
32
G-Force
Oldsmobile
69
Accident
Dick Simon Racing
33
1
1
Greg Ray
223.471
1
Dallara
Oldsmobile
67
Accident
Team Menard
= former Indianapolis 500 winner; = Indianapolis 500 rookie
All entrants utilized Firestone tires.
Lap Leaders
Laps
Leader
1-26
Greg Ray
27-29
Juan Pablo Montoya
30
Jimmy Vasser
31-32
Robby McGehee
33-175
Juan Pablo Montoya
176-179
Jimmy Vasser
180-200
Juan Pablo Montoya
Total laps led
Laps
Leader
167
Juan Pablo Montoya
26
Greg Ray
5
Jimmy Vasser
2
Robby McGehee
Cautions: 7 for 39 laps
Laps
Reason
66-70
Ray crash turn 2
74-84
St. James, Fisher crash turn 1
99-102
Debris (Buhl blown engine)
127-130
Oil (Daré blown engine)
144-150
Ray crash turn 2
158-161
Hornish crash turn 2
174-177
Oil (Wattles blown engine)
Legacy
After the 2000 CART season, Juan Pablo Montoya signed with the Williams Formula One team, and thus did not return to defend his Indianapolis 500 championship in 2001. Later, Montoya switched to the NASCAR Sprint Cup Series, and did not race again in the Indianapolis 500 until 2014. He has also raced in the U.S. Grand Prix, Brickyard 400, and Brickyard Grand Prix, all held at IMS. He won the 99th edition of the Indianapolis 500 in 2015.
The 2000 Indy 500 marked a turning point in the ongoing, five-year "split" between IRL and CART. While neither side was prepared to make concessions towards a unification or buyout, it became evident that sponsors in the CART series desired to have their teams participate in the Indianapolis 500 to benefit from the increased exposure. Ganassi's arrival, and subsequent domination of the event led other CART-based teams to follow suit. Penske Racing considered an entry for 2000, but decided against it due to lack of preparation time. Furthermore, at the time, they only owned Riley & Scott chassis, which were deemed uncompetitive. Instead, Roger Penske and Tim Cindric lent support to Jason Leffler's car at Treadway Racing. The following year additional teams (namely Penske and Team Green) returned to Indianapolis with competitive efforts. By 2004, nearly all of the major teams from CART/Champ Car had either entered singly at Indy, or defected completely to the Indy Racing League. Despite these moves, a formal unification would not take place until 2008.
CART-based Walker Racing also "crossed picket lines" to enter the 2000 race, but received little publicity for doing so. Noticeably neither of the team's full-time CART drivers (Bryan Herta and Shinji Nakano), were part of the effort. The attention for Walker was instead focused on their new driver, rookie Sarah Fisher, who would become a popular fixture in the IRL in the years to come.
Statistics
Juan Pablo Montoya won the race from the 2nd starting position. It was the first time a driver had won from the middle of the front row since Mario Andretti in 1969. From 1911–1969, the second starting position statistically produced the most race winners (ten total), more so than even the pole position (which had produced only seven winners at that time), a reflection of the Andretti curse. Montoya broke a thirty-year streak of losses by the second starting position, including many years where the no. 2 starter failed to even finish the race. As of 2022 the second starting position has not produced any additional race winners, a win–loss record of 1–52.
Second place finisher Buddy Lazier (the 1996 winner) was the only car towards the end of the race that was in striking distance of Montoya, but a combination of slower pit stops and difficulties in traffic, thwarted any chance of victory. It was Lazier's second runner-up finish in three years, and fifth straight finish in the top 7. Lazier, however, would go on to win the 2000 IRL championship.
Greg Ray (67 laps) fell just seven laps short of breaking Bill Homeier's record of 74 laps for the last place finisher.
With Goodyear announcing in October 1999 that it was leaving the sport of open wheel racing indefinitely, the Speedway lost one of its fixtures in 2000. The Goodyear Blimp had flown over the Indy 500 in most years from 1925–1999, but was absent in 2000, in what was believed to be the first time in decades.
Broadcasting
Radio
The race was carried live on the Indy Racing Radio Network. Mike King served as chief announcer. The broadcast was moved into a brand new studio on the 9th floor of the newly completed Pagoda control tower. The race was heard on 549 affiliates. Due to the rain delay, the broadcast came on-air for one hour, then signed off to wait out the delay. Hourly updates were aired, then the broadcast came back to cover the pre-race ceremonies and race in its entirety.
Several minor changes were made to the crew. Ken Double worked his final 500 on the network. Mark Jaynes moved from the pits to take over the turn three location vacated by one-year member Kevin O'Neal. Larry Rice and Mike Lewis joined the crew as pit reporters. This would be Rice's only year on the network. Vince Welch, formerly a pit reporter, left the crew and eventually would join ABC television. This was the last year of the Statistician position. Starting on 2001 there were no more full field rundowns every 25 laps.
Bob Lamey who joined the crew in 1988, and had become a fixture in turn 4, would be on the crew for the final time in 2000. Guests interviewed in the broadcast booth included Secretary of Defense William Cohen, John F. Fielder (BorgWarner), David Seuss (Northern Light), Kevin Forbes (IMS), Mark Miller (Nokia), and Ira Kisver (Pennzoil).
Indy Racing Radio Network
Booth Announcers
Turn Reporters
Pit/garage reporters
Chief Announcer: Mike King
Driver expert: Johnny Rutherford
Statistician: Howdy Bell
Historian: Donald Davidson
Commentary: Chris Economaki
Turn 1: Jerry Baker
Turn 2: Ken Double
Turn 3: Mark Jaynes
Turn 4: Bob Lamey
Mike Lewis (north pits)Chris Denari (center pits)Larry Rice (south pits)Chuck Marlowe (garages)
Television
The race was carried live flag-to-flag coverage in the United States on ABC Sports. Al Michaels returned as host, with Bob Jenkins as announcer. Arie Luyendyk, who had announced his first retirement, joined the broadcast as analyst, alongside Tom Sneva.
After a one-year absence, Jack Arute returned as a pit reporter, and Leslie Gudel was added as a fourth pit reporter. Back in the ABC studios, Robin Roberts had a small role as Wide World of Sports studio host.
ABC Television
Booth Announcers
Pit/garage reporters
Host: Al Michaels
Announcer: Bob Jenkins
Color: Tom Sneva
Color: Arie Luyendyk
Jack AruteDr. Jerry PunchVince WelchLeslie Gudel |
Introduction
Peaceful Warrior is a 2006 drama film directed by Victor Salva and written by Kevin Bernhardt based on the 1980 novel Way of the Peaceful Warrior by Dan Millman. Set at U.C. Berkeley, the film stars Scott Mechlowicz as a troubled but talented gymnast who meets a spiritual guide portrayed by Nick Nolte.
Plot
Dan Millman is a university student as well as a locally famous gymnast who dreams of winning a National Championship competition. He suffers from restlessness, and on one occasion, Dan attempts to compensate for the restlessness by running along streets before sunrise. At a car-service station, he encounters an old man who seems to know more about Dan's problem than Dan himself knows, whom Dan later nicknames "Socrates". Dan is unsettled by Socrates' knowledge; by the fact that Socrates had appeared in a nightmare as a faceless janitor, clad in mismatched shoes (by which he is identified in waking life), who sweeps up the pieces of Dan's shattered leg; and by the old man's extraordinary speed, agility, and coordination. As a result of his exposure to the last, Dan seeks to learn the secret behind it.
Socrates, prodded by the impatient and defiant Dan, gives the boy a series of tasks and lessons. The central concept of "Soc's" philosophy is this: that one must live entirely in the present moment. Other ideas include the related notion that at no time is "nothing going on" and the idea that an appropriate time exists for fighting and another for abstaining from violence. These lessons are conveyed through practical lessons, long contemplation, and one spectacular mystical experience. Dan gradually learns to appreciate every moment; to view the journey toward a goal as more meaningful and significant than the attainment; to pay attention to that which he is doing – thus increasing his gymnastic prowess; and (to a slightly lesser extent) control himself. Throughout the lesson, Dan learns virtually nothing about his mentor, other than the philosophy, Socrates' belief that service is the most noble action possible (hence his choice to work as a car serviceman), and the presence of another protégé.
This protégé, a woman of Dan's own age named Joy, has learned and integrated Socrates' philosophy into her life, to the extent that she seems as wise as Socrates himself. Dan attempts to ask her for information regarding Socrates, but receives little. Joy treats Dan indulgently, though she evidently respects him.
One day, Dan drives recklessly, and his motorcycle collides with a car that ran a red light, causing his right femur bone to shatter. He is rushed to a hospital, where a metal bar is placed in his leg to maintain its integrity. As a result, his gymnastic coach believes that Dan cannot compete in the National competition. Dan, hurt by this lack of faith, recovers from the injury and resumes his training under Socrates' tutelage. Eventually, he is restored to full health and strength, while his coordination improves and his mind is set entirely on the present moment. He competes in the U.S. Trials for the Olympics and achieves a victory.
Slightly before the competition, Dan diverts the bus he is riding to Socrates' station, only to find that Socrates has vanished without a trace. At the arena, he attempts to teach his teammate Tommy what he has learned, but fails due to Tommy's emotional insecurity and lack of comprehension. Dan then is called upon for his turn to perform on the still rings. While he does his routine, Dan performs flawlessly just like Pommel Horse tryouts. Moments before he completes his routine, Socrates is in his thoughts asking him three questions: "Where are you, Dan?" "Here." "What time is it?" "Now." "What are You?" "This Moment." Dan then performs triple consecutive flips, with the commentators frantically speaking and the judges staring at him in amazement. He then dismounts, and the rings swing outwards, eventually touching each other. The screen goes black, leaving his last moment unknown.
The postscript states that Dan and his Berkeley Gymnastics Team won their first National title. It is implied at the end, in a postscript appearing on screen, that Dan of the film and Dan the author of the book on which the film is based are one and the same. It is also stated that the latter Dan lives with his wife Joy.
Cast
Scott Mechlowicz as Dan Millman
Nick Nolte as Socrates "Soc"
Amy Smart as Joy
Tim DeKay as Coach Garrick
Ashton Holmes as Tommy
Paul Wesley as Trevor
B. J. Britt as Kyle
Agnes Bruckner as Susie
Scott Caudill as Thug One (as Scott 'Jesic' Caudill)
Production
According to Nolte, “I’ve known this book since the late seventies. I had gone through the sixties with the peace movement, resistance of the war, civil rights. Millman had written this book about spiritual discovery in a novel. It was very open and readable and it appealed to a lot of people. At that time that it was offered to me, way, way back like 19 years ago I didn’t feel as close or the importance of the message in this piece as I do now.”
Reception
Peaceful Warrior received mixed to negative reviews, currently holding a 25% "rotten" rating from Rotten Tomatoes; the consensus states: "Based on a best-selling memoir, Peaceful Warrior loses something in the transition from page to screen. It hits the viewer over the head with philosophical jargon, and ultimately fails to live up to its source material." On Metacritic, the film has a 40/100 rating, indicating "mixed or average reviews".
Roger Ebert of the Chicago Sun-Times gave the film two and a half out of four stars. |
Introduction
The 83rd Indianapolis 500 was held at the Indianapolis Motor Speedway in Speedway, Indiana, on Sunday, May 30, 1999. The race was sanctioned by the Indy Racing League, and was part of the 1999 Pep Boys Indy Racing League season.
In the closing laps, race leader Robby Gordon ran out of fuel within sight of the white flag. Kenny Bräck took the lead with just over one lap to go and won for car owner A. J. Foyt. The race victory represented the long-awaited "fifth" Indy 500 win for A. J. Foyt, who had previously won a record four times as a driver (1961, 1964, 1967, 1977). It was also one of the most-successful races for A. J. Foyt Enterprises, with Bräck the winner, and team cars Billy Boat third, and Robbie Buhl sixth.
Popular veteran and two-time Indy 500 winner Arie Luyendyk announced his plans to retire at the end of the event. He won the pole position and was a factor most of the first half. After leading 63 laps, however, he crashed while leading after he tangled with a backmarker. Luyendyk would later retract his retirement plans, and made a brief return to Indy from 2001–2003.
As of 2022, this stands as the 29th and final Indy victory for Goodyear tires.
As of 2021 this stands as the oldest Indianapolis 500 with all 33 starters still living.
Background
Continuing split from CART
The ongoing IRL/CART split continued into its fourth year. For the third year in a row, no major teams from the CART series entered at Indianapolis. The CART series raced on Saturday of Memorial Day weekend at the Motorola 300 at Gateway near St. Louis. However, the 1999 race would end up being the final year that the CART teams stayed away. In 2000, Ganassi would return, and in subsequent years other would as well.
Two regular CART drivers attempted to race at both Gateway and Indy in the same weekend. Robby Gordon, who was running his own team full-time in CART, entered in both the Saturday CART event at Gateway and at Sunday's Indianapolis 500. Gordon's association to full-time IRL team John Menard was a critical piece in having a competitive Indy 500 attempt. Also attempting the open wheel "double duty" was veteran Roberto Moreno. Moreno had been racing regularly in CART since 1996, and had competed at Indy previously in 1986. After missing the IRL opener at Walt Disney World, Moreno ran IRL races in 1999 at Phoenix, Charlotte (canceled), and the Indy 500 with Truscelli Racing. At the same time, Moreno was picked up in early May by PacWest Racing in CART to fill in for the injured Mark Blundell and raced for them for eight rounds. As such, Moreno became slated for an unexpected double duty weekend. Then Moreno was hired for the next six CART races at Newman-Haas racing to fill in for the injured Christian Fittipaldi. Neither driver raced again in the IRL during the 1999 season.
Double Duty
For the third time, a driver attempted the Indy/Charlotte "Double Duty". Tony Stewart, who switched full-time to NASCAR for 1999, also entered a car at Indy. With backing from his regular sponsor The Home Depot and support from his car owner Joe Gibbs, Stewart was attempting to become the first driver to complete the entire 1,100 in one day. Previous attempts by John Andretti (1994) and Robby Gordon (1997) did not see either driver complete the full distance. He succeeded in completing both races, finishing ninth in this race and fourth at Charlotte.
Team and driver changes
Team Menard saw the biggest offseason changes, with 1997 season champion Tony Stewart departing for NASCAR. Greg Ray was hired to fill the vacancy. Robbie Buhl also left Menard and joined Foyt Racing for Indy.
At Treadway Racing, Arie Luyendyk returned for what was planned to be his final race.
Rule changes
Chassis and engine rules remained the same from 1998. All entries utilized 4.0 L normally aspirated engines, with a rev limit of 10,300 rpm. This was the last year for use of the first generation IRL chassis, which were introduced in 1997.
For 1999, the pit road speed limit was reduced to 80 mph. From 1992-1998, the speed limit had been 100 mph.
Wheel tethers were required in time for the race to prevent tires from flying off cars during crashes and potentially injuring spectators and drivers. This came in direct response to the tragic crash on May 1 at Charlotte where a wheel assembly was punted into the grandstands, killing three spectators and injuring eight.
All car numbers decals were required to be a standard black font on a white box. The number locations were standardized; one on the nose, one on the left side above the fuel buckeye, and one on the right. The number panel on the right side was larger than the one on the left, and more centered vertically.
Race schedule
Race schedule — April 1999
Sun
Mon
Tue
Wed
Thu
Fri
Sat
4
5
6
7
8ROP
9ROP
10Testing
11ROP/Testing
12Testing
13Testing
14
15
16
17
Race schedule — May 1999
9
10
11
12
13
14
15Practice
16Practice
17Practice
18Practice
19Practice
20Practice
21Practice
22Pole Day
23Bump Day
24
25
26
27Carb Day
28
29Parade
30Indy 500
31Memorial Day
Color
Notes
Green
Practice
Dark Blue
Time trials
Silver
Race day
Red
Rained out
Blank
No track activity
Includes days where trackactivity was significantlylimited due to rain
ROP — denotes RookieOrientation Program
Practice
Rookie Orientation & Open Testing
For the second year in a row, practice and qualifying during the month of May was trimmed down to a compressed "two week" schedule. In addition, for the second time, an open test was conducted in early April, which also included the annual rookie orientation program.
Rookie orientation was scheduled for April 8–9, while open testing was scheduled for April 10–13. Ten drivers took laps during rookie orientation, with nine passing all four phases. Jeret Schroeder (216.596 mph) turned the fastest lap of the session on Saturday April 10. All track activity on Friday April 9 was rained out.
During the veteran's open test, Greg Ray turned the fastest lap of the week at 227.072 mph. Tyce Carlson was second at 225.683 mph.
Opening Day – Saturday May 15
Opening day for the month of May was held Saturday May 15 under sunny skies and temperatures in the high 70s. Stéphan Grégoire, in a car owned by Dick Simon was the first car out of the garage, and the first car on the track, continuing a tradition held by Simon-owned entries.
Greg Ray (225.887 mph) ran the fastest lap of the day. No serious incidents were reported, but Ray, Mike Groff, Robby Unser, Donnie Beechler, and Scott Harrington all brought out yellow flags for blown engines or mechanical failures.
Sunday May 16
About a half-hour into the session, Billy Boat spun and crashed in turn 1. He was uninjured, and returned to the track in a back-up car later in the afternoon.
After racing at Richmond the previous night, Tony Stewart arrived at the Speedway and took his first laps of the month on Sunday. He was 7th-best lap of the day at 222.091 mph.
Greg Ray once again led the speed chart at 225.124 mph.
Monday May 17
The day started with Robby Gordon on the track for the first time during the month. A few minutes later, Mike Borkowski crashed heavily in turn 2 at 11:57 a.m. He climbed from the car uninjured.
Scott Harrington crashed in turn three, and Billy Boat had his second crash in two days. Both drivers were cleared to drive.
At 3:46 p.m., rain began to fall, closing the track early for the day. Greg Ray once more led the speed chart (224.843 mph).
Tuesday May 18
Overnight rain and moisture kept the track closed until 2:00 p.m. Another shower closed it again until almost 4 o'clock. A brief practice session still saw 37 drivers take to the track, and over 1,400 laps completed. Scott Goodyear (223.842 mph) finally bumped Greg Ray off the top of the speed chart.
Wednesday May 19
Rookie Dave Steele crashed hard into the outside wall in turn 1 at 11:33 a.m., suffering a concussion, and was forced to sit out the remainder of the month. About an hour later, Greg Ray blew an engine, and Tyce Carlson who was behind him, slid in the oil laid down by Ray's engine. Carlson spun and tapped the outside wall in the south chute, but the car only suffered minor damage.
The third crash of the day involved Mark Dismore. He hit the wall twice between turns 1 and 2, but was not injured.
With just 30 minutes left in the day, Tony Stewart completed a lap of 226.683 mph, the fastest lap thus far for the month.
Thursday May 20
Crashes were suffered by Johnny Unser and Tony Stewart. Both drivers were uninjured. Greg Ray was back on top of the speed chart at 227.192 mph, fastest of the month.
"Fast" Friday May 21
The final full day of practice saw Greg Ray (227.175 mph) once again top the speed chart. However, Arie Luyendyk (226.131 mph) was close behind in second.
John Paul Jr. was injured in a crash around 1:30 p.m., and he was sidelined for the month with a severe back contusion. Also crashing was Mike Borkowski, his second wreck of the week.
Time trials
Pole Day – Saturday May 22
Time trials opened at 12:00 p.m., with overcast skies and temperatures in the mid-60s. The early attention focused on Tony Stewart, and his busy qualifying schedule. Stewart's attempt at "Double Duty" meant that he was due in Charlotte later that afternoon for The Winston all-star race, and had a tight window in which to qualify at Indy. Stewart was the second car in line to make a qualifying attempt, but settled for a disappointing 220.653 mph run. Minutes later, Stewart was escorted to the airport and departed for Concord, North Carolina. The slow qualifying speed put Stewart in a somewhat precarious situation that left him vulnerable to possibly being bumped before day's end.
At 12:50 p.m., Billy Boat crashed for the third time of the month. On his warmup lap, he spun on cold tires in turn 2, and hit the wall on the backstretch. Minutes later, Robbie Buhl crashed on his warmup lap as well.
At 1:17 p.m., Kenny Brack (222.650 mph) took over the provisional pole position with eight cars in the field. At 1:30 p.m., Arie Luyendyk took to the track, attempting to qualify for what was to be his final Indy 500. His four-lap average of 225.179 mph secured him the pole position, and was a track record for normally-aspirated engines.
The next two hours saw heavy activity, and by 3:30 p.m., the field was filled to 25 cars. The last car with a likely shot at the pole was Greg Ray. After a lap of 225.643 mph (which tied Luyendyk's fastest single lap), Ray ended up second with a four-lap average of 225.073 mph, just 0.075 seconds behind Luyendyk's time.
After a brief down period, activity picked up in the final hour. After crashing earlier in the day, Billy Boat put his car on the outside of the front row. His four-lap average of 223.469 mph was third-fastest. One car, later, Robby Gordon qualified 4th at 223.066 mph.
As time trials closed for the day at 6 o'clock, Scott Harrington completed his run, filling the field to a full 33 cars. It was the first time since 1983 that the field had been completely filled in one afternoon, and was accomplished despite a one-hour rain delay. Tony Stewart's early run held on to put him in 24th starting position.
Luyendyk's pole position was the third of his career (1993, 1997), and his fifth front row start.
Later that night, Tony Stewart won the Winston Open and finished second in The Winston.
Bump Day - Sunday May 23
The second and final day of qualifying opened with rain in the forecast and about six drivers looking to bump their way into the field. During morning practice, Lyn St. James blew an engine and crashed in turn 4. She had entered the day on the bubble, and if she were to be bumped, she would be done for the month. With only six drivers ready, and rain on its way, Tony Stewart's slow speed from Saturday was now considered safe.
Time trials began at 12 noon, with Raul Boesel easily bumping his way into the field. St. James was bumped, missing the race for the second year in a row. Boesel was followed by Johnny Unser who went even faster. Robbie Buhl, however, was having trouble all weekend. After crashing on Saturday, he blew his engine on his warm up lap, and the team feverishly started installing a new motor.
Andy Michner spun on his first qualifying attempt, but did not make any contact. He waved off his second attempt after being too slow. Rain clouds were entering the area, and threatened to wash out the rest of the day. At 1:48 p.m., Mike Groff (220.066 mph) bumped his way into the field. However, he himself was now on the bubble.
At 1:58 p.m., Foyt Racing had hastily prepared a car for Robbie Buhl and put it in the qualifying line. The car had spare pieces from other machines, and the car number was taped on with black electrical tape. Buhl's run of 220.115 mph barely bumped out Groff, despite sprinkles falling during the last two laps. Seconds after the checkered flag, heavy rain began to fall, all but securing Buhl's spot in the race.
The track closed for the day due to rain with Stéphan Grégoire waiting in line. It was the first time an entry associated with Dick Simon failed to qualify since 1982.
Carb Day - Thursday May 27
The final practice session saw Sam Schmidt (222.458 mph) on top of the speed chart. Scott Goodyear blew an engine, and Jimmy Kite stalled with clutch problems, but no serious incidents were reported.
Robby Gordon skipped the session and was at Gateway for the CART Motorola 300. Greg Ray shook down his car for a few laps. Roberto Moreno, who was also participating at Gateway, did practice for about an hour, then departed for St. Louis. Both drivers came back Sunday for race day.
Tony Stewart returned to the track after his busy weekend. He took part in pole qualifying for the Coca-Cola 600 on Wednesday night, but did not make the top 20 there. He planned on 'standing on his time' at Charlotte and remaining in Indianapolis for the rest of the day. Since Stewart was expected to miss the mandatory NASCAR pre-race drivers meeting, he was poised to start last on the grid at Charlotte regardless of his qualifying speed.
Later in the afternoon, Galles Racing won the Coors Indy Pit Stop Challenge with driver Davey Hamilton.
Starting grid
Row
Inside
Middle
Outside
1
5
Arie Luyendyk
2
Greg Ray
11
Billy Boat
2
32
Robby Gordon
28
Mark Dismore
8
Scott Sharp
3
99
Sam Schmidt
14
Kenny Brack
4
Scott Goodyear
4
54
Hideshi Matsuda
9
Davey Hamilton
42
John Hollansworth Jr.
5
35
Steve Knapp
21
Jeff Ward
20
Tyce Carlson
6
51
Eddie Cheever
81
Robby Unser
6
Eliseo Salazar
7
98
Donnie Beechler
19
Stan Wattles
96
Jeret Schroeder
8
91
Buddy Lazier
33
Roberto Moreno
22
Tony Stewart
9
50
Roberto Guerrero
12
Buzz Calkins
55
Robby McGehee
10
30
Jimmy Kite
52
Wim Eyckmans
92
Johnny Unser
11
17
Dr. Jack Miller
84
Robbie Buhl
3
Raul Boesel
Alternates
First alternate: Mike Groff (#46) - Bumped
Second alternate: Scott Harrington (#66) - Bumped
Failed to Qualify
Stephan Gregoire (#07) - Bumped
Jaques Lazier (#15) - Bumped
Lyn St. James (#90) - Bumped
Andy Michner (#10) - Wave off
Nick Firestone - Wave off
Mike Borkowski - Practice crash
Dave Steele - Practice crash, injured
Ronnie Johncox - passed rookie orientation
Troy Regier (#15) - failed rookie orientation
Race summary
Start
Medal of Honor winners were honored during the pre-race ceremonies, coinciding with the unveiling of the Medal of Honor Memorial in Indianapolis. The national anthem was performed by gospel singer CeCe Winans.
Polesitter Arie Luyendyk jumped out to the early lead, holding the point for the first 32 laps. The first caution flag flew on Lap 9 when Eliseo Salazar got loose coming off turn 2 and slammed into the inside wall.
Pit incident
During the first caution, several cars pitted. In the north section of the pits, Jimmy Kite's car touched the left rear wheel of Jeret Schroeder, sending Kite into the pit box of Robby McGehee. The collision knocked out a few members of McGehee's crew, including crew chief Steve Fried, of Mentor, Ohio, who was working on the right front tire. Fried was initially was listed in critical condition at Methodist Hospital, but later in the race, he was reported as awake and alert. Kite's car suffered extensive internal damage and spent most of the race in the garage for repairs, before retiring late due to engine trouble.
First half
Arie Luyendyk and Greg Ray took turns at the point for nearly all of the first 60 laps. Luyendyk relinquished his lead after making a pit stop on lap 33, and Ray led the next lap before he came in for service. Sam Schmidt inherited the lead until the cars of Roberto Guerrero and Hideshi Matsuda stalled on the track, bringing out a yellow flag. Schmidt and several others pitted under the caution, allowing Luyendyk to retake the lead. Kenny Bräck, the reigning champion of the Indy Racing League, driving for 4-time Indianapolis 500 winner A. J. Foyt, took the lead for the first time on lap 60 after passing Ray in turn 2.
Sam Schmidt brought out the yellow when he backed into the wall in turn 1 on lap 63. Luyendyk regained the lead following pit stops, but was passed by Bräck shortly after the restart. On lap 84, Ray returned to the lead by passing Brack. Steve Knapp backed into the turn 1 wall to bring out the 4th caution on lap 94. Shortly after the restart on lap 100, Scott Goodyear, another of the prerace favorites, stopped in turn 2 with engine problems to bring out another yellow flag.
Second half
Arie Luyendyk was leading on lap 118 when he approached the lapped car of Tyce Carlson going into in turn 3. Luyendyk tried to overtake Carlson on the inside of the corner, but grazed the left rear wheel, slid backwards and into the turn 3 wall, bringing out the race's 6th caution. With Luyendyk out of the picture, Greg Ray took over the lead. As Ray completed his pit stop, he moved toward the far lane, unaware that Mark Dismore, who was coming in for his pit stop, was already occupying that lane. Both cars collided and slid into the vacant pit box of Scott Sharp, which was adjacent to Dismore's pit. Dismore continued on, but Ray suffered serious front suspension damage and dropped out of the race.
Defending Indy 500 champion Eddie Cheever led the field for the restart on lap 124, but was passed by Kenny Bräck and Jeff Ward at the drop of the green. Brack stretched his advantage to as much as 5 seconds. Meanwhile, Tony Stewart had fallen back considerably due to handling problems and made an unscheduled pit stop. Cheever's day suddenly ended on lap 140 due to an engine problem. Bräck made a green-flag stop on lap 150, and Ward grabbed the lead for 2 laps until he pitted, putting Bräck out in front again.
With less than 40 laps left, Bräck and Ward continued to run 1-2. Bräck's teammate at A. J. Foyt Racing, Billy Boat moved up to 3rd place; Mark Dismore was hanging in 4th place despite the pit road mishap on the last yellow flag; and rookie Robby McGehee, despite concerns about the health of his crew chief after the early pit road incident, was in 5th. Also in contention was Team Menard driver Robby Gordon. With teammate Greg Ray already out of the race after the mishap with Dismore, Gordon was left to carry the banner for owner John Menard, who was making his 20th appearance at Indy.
Conclusion
On Lap 162, the caution came out again for Jimmy Kite's stalled car. During the caution, some of the leaders made routine pit stops, Robby Gordon among them. Gordon was running sixth out of seven cars remaining on the lead lap. He came into the pits on lap 164, one lap before the green came back out. The Menard team was gambling by topping off the fuel tank in the hopes he would have enough fuel to last the final 36 laps. The green came out on lap 165, but on lap 169, Mark Dismore brushed the wall off turn 2. The right-front wheel separated and bounced across the track on the backstretch, bringing out the final caution of the race. Most of the leaders pitted under this caution, which would be their final scheduled stops. Gordon stayed out on the track, and shuffled to the lead for the restart which came on lap 174.
As the laps wound down, with twenty to go, Gordon began to build a comfortable lead. His crew insisted that he was ok on fuel. Behind him, with 12 laps remaining, Kenny Bräck made a move around Jeff Ward for second place. Bräck began charging and narrowed the deficit as Gordon struggled to keep fuel in the car. On lap 195, he was 3.5 seconds behind. By lap 198, the lead was less than 2 seconds.
With two laps to go, the lapped car of Robbie Buhl was all that separated Gordon and Bräck. Bräck was 1.5 seconds behind Gordon as they approached turn three. Heading into turn four, Gordon's machine began sputtering and he veered onto pit road, out of fuel. Bräck assumed the lead at the head of the mainstretch and took the white flag to start the final lap. The next time by, the checkered flag waved with Bräck the winner. Gordon settled for 4th place.
Bräck's victory marked the fifth overall Indianapolis 500 victory for A. J. Foyt - four as a driver or owner/driver (1961, 1964, 1967, 1977) and one as an owner (1999). Bräck, who led the most laps in the race (66), took the lead for good at the end of lap 199. At the time, it equaled the official record for the latest lead change. However, unofficially, it was in fact the latest lead change in Indy history (until 2006), with Bräck assuming the lead approximately 2.8 miles to the checkered flag.
Post-race notes
In the engine battle between the Oldsmobile Aurora and the Nissan Infiniti, Aurora dominated the race, leading 196 of 200 laps. The top 15 starters used Auroras. Eddie Cheever performed the best of the Infiniti powerplants, leading the 4 laps not led by Aurora. Jeret Schroeder was the top finisher among Infiniti-powered cars, finishing 15th after dropping out late in the race.
Chilean driver Eliseo Salazar, who crashed out of the race in the opening laps, was awarded with the Scott Brayton trophy, awarded to the driver best exemplifying the character and racing spirit of the late driver Scott Brayton. Robbie Buhl, who struggled during practice and barely made the field on Bump Day, charged from 32nd starting position to finish 6th. He joined winner Bräck, and third place Billy Boat for three Foyt cars in the top six.
Scott Sharp, who qualified on the outside of the second row, suffered a humiliating gaffe when his pit crew neglected to remove the protective air blocks from the radiator inlets. The car pulled away from the grid with the air blocks still inserted, precipitating a swift and uncontrollable overheating condition. Though the crew was able to get the car back out on the track, the damage was done, and the car dropped out short of the halfway point with transmission and engine failure. The incident prompted some teams across the grid to pay more attention to pre-race checklists and affix fluorescent "warning strips" or brightly-colored flags to the air blocks and other similar devices to avoid similar failures in the future.
Linda Conti, the team manager for 5th place Robby McGehee, is believed to have been the first female team manager in Indy 500 history.
Results
Finish
Start
No
Name
Qual
Rank
C
E
T
Laps
Led
Status
Entrant
1
8
14
Kenny Bräck
222.659
8
D
O
G
200
66
Running
A. J. Foyt Enterprises
2
14
21
Jeff Ward
221.363
14
D
O
G
200
3
Running
Pagan Racing
3
3
11
Billy Boat
223.469
3
D
O
G
200
0
Running
A. J. Foyt Enterprises
4
4
32
Robby Gordon
223.066
4
D
O
F
200
28
Running
Team Menard
5
27
55
Robby McGehee
220.139
29
D
O
F
199
0
Running
Conti Racing
6
32
84
Robbie Buhl
220.115
30
D
O
G
199
0
Running
A. J. Foyt Enterprises
7
22
91
Buddy Lazier
220.721
23
D
O
G
198
0
Running
Hemelgarn Racing
8
17
81
Robby Unser
221.304
17
D
O
F
197
0
Running
Team Pelfrey
9
24
22
Tony Stewart
220.653
25
D
O
G
196
0
Running
Tri-Star Motorsports
10
10
54
Hideshi Matsuda
222.064
10
D
O
F
196
0
Running
Beck Motorsports
11
11
9
Davey Hamilton
221.866
11
D
O
G
196
0
Running
Galles Racing
12
33
3
Raul Boesel
220.101
31
R
O
G
195
0
Running
Brant Racing
13
12
42
John Hollansworth Jr.
221.698
12
D
O
F
192
0
Running
TeamXtreme
14
15
20
Tyce Carlson
221.322
15
D
O
F
190
0
Running
Blueprint/Immke Racing
15
21
96
Jeret Schroeder
220.747
22
D
I
F
175
0
Engine
Cobb Racing
16
5
28
Mark Dismore
222.962
5
D
O
G
168
0
Accident T2
Kelley Racing
17
20
19
Stan Wattles
220.833
21
D
O
G
147
0
Running
Metro Racing
18
16
51
Eddie Cheever
221.315
16
D
I
G
139
4
Engine
Team Cheever
19
26
12
Buzz Calkins
220.297
27
G
O
F
133
0
Running
Bradley Motorsports
20
23
33
Roberto Moreno
220.705
24
G
O
G
122
0
Transmission
Truscelli Team Racing
21
2
2
Greg Ray
225.073
2
D
O
F
120
32
Accident Pits
Team Menard
22
1
5
Arie Luyendyk
225.179
1
G
O
F
117
63
Accident T3
Treadway Racing
23
29
52
Wim Eyckmans
220.092
33
D
O
G
113
0
Timing Chain
Team Cheever
24
28
30
Jimmy Kite
220.097
32
G
O
F
110
0
Engine
McCormack Motorsports
25
25
50
Roberto Guerrero
220.479
26
G
I
F
105
0
Engine
Cobb Racing
26
13
35
Steve Knapp
221.502
13
G
O
G
104
0
Handling
ISM Racing
27
9
4
Scott Goodyear
222.387
9
G
O
G
101
0
Engine
Panther Racing
28
6
8
Scott Sharp
222.771
6
D
O
G
83
0
Transmission
Kelley Racing
29
19
98
Donnie Beechler
221.228
19
D
O
F
74
0
Engine
Cahill Racing
30
7
99
Sam Schmidt
222.734
7
G
O
F
62
4
Accident T1
Treadway Racing
31
31
17
Dr. Jack Miller
220.277
28
D
O
G
29
0
Clutch
Tri-Star Motorsports
32
30
92
Johnny Unser
221.197
20
D
O
G
10
0
Brakes
Hemelgarn Racing
33
18
6
Eliseo Salazar
221.265
18
G
O
F
7
0
Accident T2
Nienhouse Motorsports
= former Indianapolis 500 winner; = Indianapolis 500 rookie
C Chassis: D=Dallara, G=G-Force, R=Riley & Scott
E Engine: I=Infiniti, O=Oldsmobile
T Tire: F=Firestone, G=Goodyear
Tire participation chart
Supplier
No. of starters
Goodyear
18
Firestone
15
- Denotes race winner
''Sports Illustrated'' controversy
On May 1, 1999, at the VisionAire 500K at Lowe's Motor Speedway three spectators were killed, and eight others (two of whom were children) were injured when a piece of debris went into the grandstands. On the 61st lap, Stan Wattles crashed in turn four, shearing off both right-side wheels. The car of John Paul Jr. struck one of the wheels, propelling it into the stands. A witness claimed a wheel with suspension pieces flew into the seats. The incident occurred two weeks before the Indianapolis Motor Speedway was scheduled to open for practice.
In the May 10, 1999, edition of Sports Illustrated, Ed Hinton penned an article reporting the tragedy, and discussed the general topic of safety in motorsports. The magazine's editors in New York published the article accompanied by an AP photograph taken at the scene. The photo featured a security guard standing next to two dead bodies in the grandstands covered with bloody sheets, and blood covering the steps.
In the week following the magazine's release, IMS/IRL president Tony George issued a letter stating his extreme displeasure with the article and the photo, describing that it was insensitive and inappropriate, and declared that Hinton was to be denied credentials to the 1999 Indianapolis 500 and future events at the track. Immediately after word of the ban spread, press and media response was very negative. The Chicago Tribune, The Detroit News, Los Angeles Times, and several other newspapers announced they were all boycotting the event, citing censorship. In addition, they came to the defense of Hinton, because he wrote only the text in the article, and did not know about the photograph until after the edition was published.
A few days later, the controversy reached a boiling point, and George backed down and retracted the ban. He issued Hinton his credentials, and most of the reporters (some reluctantly) returned to cover the race. However, the Hinton/censorship incident stayed in the news for a long time, and caused friction between the media and the still-fledgling league.
Due to the tragedy at Charlotte, the league adopted wheel tethers in time for the 1999 Indy 500 to prevent tires from flying off cars during crashes and potentially injuring spectators and drivers.
Race notes
*Indy veteran Tony Stewart switched to the NASCAR Winston Cup Series full-time for 1999, but ran a one-off entry at Indianapolis as part of the Indianapolis 500/Coca-Cola 600 "Double Duty." On Pole Day, Stewart not only had to qualify for the Indy 500, but was also slated to race in The Winston. At Indy, Stewart was forced to settle for a slow qualifying speed, and wound up starting 24th. Later that evening Stewart won the Winston Open, and finished second in The Winston main event. On race day, Stewart finished 9th at Indy, four laps down. He quickly flew to Charlotte. At the start, he was moved to the rear of the field by rule for missing the mandatory drivers meeting. He led a number of laps, and finished 4th, despite fatigue and considerable fluid loss.
Robby Gordon and Roberto Moreno became the first two drivers to compete in a CART event and at the Indianapolis 500 on consecutive days. The Motorola 300 at Gateway was held on Saturday May 29. Moreno finished 4th, and Gordon crashed and finished 27th. Gordon and Moreno flew to Indy, and the following day competed in the 500.
The race was completed just prior to the start of another major sporting event in Indianapolis. Just six miles away at Market Square Arena, the Pacers hosted the Knicks in Game 1 of the Eastern Conference Finals.
Michael Buffer joined the public address crew as guest announcer.
It is believed that the 1999 race was the first since 1964 that George Snider did not participate in any capacity. Since 1965, Snider had driven in the race 22 times, and in other years served as a crew member.
Three episodes of COPS were filmed in the city of Indianapolis during race weekend of 1999. Footage of the 500 Festival Parade was shown, as well as police action outside the track the days leading up to the race.
During the offseason, the steel and glass Master Control Tower, which had stood along the mainstretch since 1957, had been partially dismantled in order to make way for construction of the new Pagoda. The timing and scoring floor from the old tower was left intact to house the race officials, but the upper floors were already demolished. The framework and elevator shafts for the new Pagoda had been erected, but it would not be completed until 2000. The Tower Terrace grandstands south of the Pagoda side had also been demolished, in order to clear the area for the new Formula One garages. Temporary bleachers were installed in that location, and the garages would be complete in time for the 2000 race.
Broadcasting
Radio
The race was carried live on the Indy Racing Radio Network. Mike King was named the new chief announcer, and became the fifth person to serve as Voice of the 500. Previous chief announcer Bob Jenkins left the radio to take over the announcing role on ABC-TV. The broadcast was heard on 556 affiliates.
The broadcasting booth for the 1999 race was located in a makeshift manner, temporarily installed in the then under-construction Pagoda. Booth announcers King, Rutherford, and others were situated in an elevator shaft, with no access to the ground or restrooms while the race was underway.
Gary Lee departed, and was replaced in turn three by Kevin O'Neal, a reporter from The Indianapolis Star and announcer from the Indianapolis Speedrome. It was O'Neal's only appearance on the network. Chris Denari also made his network debut.
With King as the new chief announcer, a trend returned to the broadcasts starting in 1999, not seen since the days of Sid Collins. King began to interview booth guests (celebrities, politicians, and sponsor representatives)
, whether live in-person, or pre-recorded. For 1999, the limitations of the booth precluded live interviews, but John F. Fielder of BorgWarner was featured in a pre-recorded segment.
Indy Racing Radio Network
Booth Announcers
Turn Reporters
Pit/garage reporters
Chief Announcer: Mike King
Driver expert: Johnny Rutherford
Statistician: Howdy Bell
Historian: Donald Davidson
Turn 1: Jerry Baker
Turn 2: Ken Double
Turn 3: Kevin O'Neal
Turn 4: Bob Lamey
Chuck Marlowe (garages/hospital)Chris Economaki (interviews/roving reporter)
Chris Denari (north pits) Vince Welch (middle pits)Mark Jaynes (south pits)
Television
The race was carried live flag-to-flag coverage in the United States on ABC Sports. Changes were made at ABC/ESPN for 1999, as the networks created separate crews for their IRL and CART broadcasts. Paul Page, who had broadcast the 500 with either radio or television since 1974, was removed and shifted to the CART series. Bob Jenkins, formerly the radio network announcer for the 500, moved into the ABC-TV booth.
Tom Sneva returned as analyst, and for 1999 the "host" position was revived, with longtime ABC personality Al Michaels joining the crew. Jack Arute had left ABC for a short time to cover IRL races on Speedvision and FSN, and thus was absent from this telecast. Jon Beekhuis was brought in to take his place in the pit area. Meanwhile, Gary Gerould conducted the winner's interview in victory lane, which was normally Arute's duty.
With Paul Page not part of the broadcast, this was the first Indy 500 in over a decade without the familiar "Delta Force intro." In addition, a new camera angle debuted, mounted at the top of the famous scoring pylon.
ABC Television
Booth Announcers
Pit/garage reporters
Host: Al Michaels
Announcer: Bob Jenkins
Color: Tom Sneva
Jon BeekhuisGary GerouldDr. Jerry Punch
Practice and time trials were carried over three networks: ABC, ESPN, and ESPN2.
Live Daily Reports (ESPN2): Bob Jenkins, Johnny Rutherford (Sun.), Jon Beekhuis (Mon.-Fri.), Jerry Punch, Bob Varsha (Sun), and Gary Gerould.
Time trials (ABC): Jenkins, Tom Sneva, Beekhuis, and Gerould.
Time trials (ESPN/ESPN2): Jenkins, Rutherford, Punch, Gerould, and Varsha.
Carb Day (ESPN): Varsha, Rutherford, Punch, and Steven Cox.
At the track, several of the electronic dot matrix scoreboards were removed and replaced with four Daktronics ProStarä Video Plus screens and three Daktronics ProStarä large screens (one each inside the four turns, one each inside the two shortchutes, and one along the north end of the mainstretch). A year later, the project was completed, and an additional six Daktronics ProStarä video screens were installed along the inside and outside of the frontstretch.
Gallery
File:Tony Stewart IndyCar Crop.jpg|Tony Stewart's 1999 entry |
Introduction
The Huon astrapia, also known as Rothschild's astrapia, Huon bird-of-paradise, or Lord Rothschild's bird-of-paradise, is a species of bird-of-paradise belonging to the genus Astrapia. Like most of its congeners, A. rothschildi is a rather elusive member of its genus and family.
Etymology
The generic name, Astrapia, is derived from the Greek word Astrapaios, which means "flash of lightning", referring to the iridescent plumage of the genus. Its specific name, rothschildi, is for Lord Walter Rothschild, a famous collector who kept the first specimen in his private museum sent to him by German naturalist Carl Wahnes.
Description
Illustration of a female A. rothschildi.
This little-known astrapia is a medium-sized bird-of-paradise species, excluding the tail. The males reach up to around 69 cm (27 in) long and weighs up to 205g, including the tail, while the smaller female is around 47 cm (18.5 in) long and weighs slightly less at 200g. The males' head to breast are black with a velvety-blue iridescence, bordered by a characteristic iridescent, coppery-orange gorget-band; the hindneck is an elongated erectile cape with iridescent blue-green plate-like feathers, tipped pinkish-violet (cape may appear fully violet in some views.); upperparts, including wings, are black with a slight bronze-green sheen, underparts are a deep oily green, with larger, scale-like feathers down the sides a shiny lime-green; the impressively long tail feathers are purplish-black with a bluish sheen. The less-impressive females are mainly a dull brownish black, with slight, narrow pale barring ventrally; the upperparts are a lighter brown compared to the blackish head; and the tail is greatly shorter than the males' and generally similar in color, though drabbier and browner. It takes around 5–6 years to reach full adult plumage, like its congeners.
Vocalization
The vocalizations of the Huon astrapia are vaguely known, though its calls are described as a rough "jj jj jj"; however, when adult males take flight, their wings produce a "shek" noise akin to a sprinkler, like other members of the genus. Otherwise, they are generally silent and shy.
Behavior and Ecology
Little is known of the Huon astrapia's behavior.
Diet
A. rothschildi is known to feed on Pittosporum seeds and the fruits of the genus Schefflera and Freycinetia, as well as some animal matter, like skinks and possibly insects and arachnids, like nearly all of the Astrapia species. It tends to probe knotholes, pecking and tearing among moss and epiphytes while foraging. They spend most of their time in all levels of the forest, excluding the highest canopy, though mainly feeds in the lower levels.
Courtship and Breeding
Breeding behavior is relatively vaguely known, though thanks to Tim Laman and Edwin Scholes' observations, their behavior better understood. During courtship displays, the males start with a series of short hops between branches, which is known as perch-hopping. Next, he does what is called flick-pivoting, where he repeatedly turns from side to side all while fluttering his wings and opening and closing the long tail; similar to the related Black sicklebill, Epimachus fastosus, their feet never leave their perch while displaying. Another display includes the inverted tail-fan involves the male fanning the long tail in various movements while hanging upside-down, while also pointing the glossy underparts upward and erecting their breast feathers into a black, circular shape with the iridescent coppery-orange gorget almost encircling the head. During this display, the male adjusts his position to suit the eye of the observing female constantly. Lastly, what is called a post-copulatory tumble occurs, where, after mating, the male and female tumble towards the ground, entangled together while doing dramatic twisting and flapping, an unusual behavior even for the eccentric Paradisaeidae family. Courtship takes place in the forest canopy. Nesting occurs from October–November; its nest is a firm, shallow cup made up of vines, dirt, rootlets, and roots, atop a foundation of broad leaves and moss, all constructed solely by the female. She lays a single, pinkish, blotched egg with fine streaks of lavender-greyish. Incubation unknown, though the nestling period is up to 27 days, with all parental duties tended to by the female only.
Hybridization
A. rothschildi is not known to hybridize with any other Paradisaeids, though there has been a report of a tentative hybrid between it and the Emperor Bird-of-paradise, Paradisaea guilielmi, though this seems probably unlikely since the two frequent different altitudes.
Subspecies and Taxonomy
The Huon astrapia is monotypic. Within the Astrapia genus, its seemingly in the middle of the tree, though it's more closely related to the Ribbon-tailed (A. mayeri) and Stephanie's astrapias (A. stephaniae) than the Splendid (A. splendidissima) and Arfak (A. nigra) astrapias.
Range & Distribution
A. rothschildi is restricted to the Huon Peninsula of Papua New Guinea, in montane and subalpine forests from 1,460 to 3,500 m. Their display sites are found ridge crests and forest edges. It is assumed as sedentary.
Status and Conservation
The Huon astrapia is considered as Least Concern, though as poorly-known as it is, it almost comes in into the Data-Deficient category. It is listed on Appendix II of CITES. It is not routinely hunted, though the skins and tail feathers of the males are important cultural items for the people of Nokopo. |
Introduction
Close-up shoot of zardozi (zardouzi) embroidery
Vicereine Lady Curzon's peacock dress, with a skirt made of Indian zardozi needlework featuring green beetle wings and gold and silver thread, was a sensation at her coronation, making the front page of the Chicago Tribune on 27 September 1903
Zardozi or zar-douzi or zarduzi, is an Iranian, Indian-subcontinent and Central Asian embroidery type. Zardozi comes from two Persian words: zar or zarin meaning 'gold', and dozi meaning 'sewing'. Zardozi is a type of heavy and elaborate metal embroidery on a silk, satin, or velvet fabric base. Designs are often created using gold and silver threads and can incorporate pearls, beads, and precious stones. It is used as decoration for a wide range of applications, including clothes, household textiles, and animal trappings. Historically, it was used to adorn the walls of royal tents, scabbards, wall hangings and the paraphernalia of regal elephants and horses.
Initially, the embroidery was done with pure silver wires and real gold leaves. However, today, craftsmen make use of a combination of copper wire, with a golden or silver polish, and silk thread.
Iran
Zardozi is an important handicraft in Persian culture. It is known around the country by names such as zar-douzi, kam-douzi, gol-douzi and kaman-douzi. Nowadays it is more popular in Hormozgan, especially in Bandar-e Lenge, Bandar-e Abbas, and Minab.
Persian zardozi is of three kinds:
Some people completely sew the basic fabric with Bakhie () in order to produce novel patterns and colors, such as the Baloch's Souzan-douzi (), Rasht's Qollab-douzi () and Kerman's Pate-douzi ().
Some sew with less density of work on the original fabric. They cross the strings throughout the woof of the fabric and sew them to each other to form a colorfully patterned lattice, such as sekke-douzi or qollab-douzi in Isfahan.
A third way is to sew a variety of patterns on the original fabric with gold and silver strings, such as Dah-Yek-Douzi, Naqade-douzi (), Tafte-douzi (), Kous-douzi () Zari-douzi () or Golabatoun-douzi ().
Indian subcontinent
Drawing of Delhi gold embroiderers at work in 1870, by John Lockwood Kipling
Gold embroidery has existed in the subcontinent since the time of the Rigveda, between 1500 and 1200 BC. It prospered during the 17th century during the reign of the Mughal emperor Akbar, but later a loss of royal patronage and industrialization led to its decline. The craft began to experience a resurgence in popularity following India's independence in 1947.
Today, zardozi is popular in the Indian cities of Lucknow, Hyderabad, Farrukhabad, Chennai and Bhopal. In 2013, the Geographical Indication Registry (GIR) accorded Geographical Indication (GI) registration to the Lucknow zardozi. With GI status, zardozi artisans, distributors, and retailers in Lucknow and the six surrounding districts of Barabanki, Unnao, Sitapur, Rae Bareli, Hardoi and Amethi can become authorized users of the "Lucknow Zardozi" brand and carry a unique mark of authenticity.
Zardozi is a popular embroidery choice across Pakistan especially for wedding or formal wear, with artisans and couture houses alike producing clothing with zardozi work
Central Asia
Zardozi has also been present in Tajikistan and Uzbekistan since ancient times. |
Introduction
All heal, allheal or all-heal may refer to a number of plants used medicinally including:
Prunella vulgaris, a species in the mint family
Stachys, a genus of plants in the mint family
Valeriana officinalis, a species in the valerian family |
Introduction
The 1965 National Football League draft was held at the Summit Hotel in New York City on Saturday, November 28, 1964. The first player selected was Tucker Frederickson, back from Auburn, by the New York Giants.
The draft was marked by the failure of the St. Louis Cardinals to sign quarterback Joe Namath of Alabama, who went with the New York Jets of the American Football League. The AFL draft was held the same day.
Player selections
= Pro Bowl
= AFL All-Star
= Hall of Famer
Round one
Pick #
NFL team
Player
Position
College
1
New York Giants
Tucker Frederickson
Back
Auburn
2
San Francisco 49ers
Ken Willard
Fullback
North Carolina
3
Chicago Bears (Pick acquired from the Pittsburgh Steelers)
Dick Butkus
Linebacker
Illinois
4
Chicago Bears
Gale Sayers
Halfback
Kansas
5
Dallas Cowboys
Craig Morton
Quarterback
California
6
Chicago Bears (Pick acquired from the Washington Redskins)
Steve DeLong
Tackle
Tennessee
7
Green Bay Packers (Pick acquired from the Philadelphia Eagles)
Donny Anderson
Halfback
Texas Tech
8
Minnesota Vikings
Jack Snow
Wide receiver
Notre Dame
9
Los Angeles Rams
Clancy Williams
Cornerback
Washington State
10
Green Bay Packers
Larry Elkins
Wide receiver
Baylor
11
Detroit Lions
Tom Nowatzke
Running back
Indiana
12
St. Louis Cardinals
Joe Namath
Quarterback
Alabama
13
San Francisco 49ers (Pick acquired from the Cleveland Browns)
George Donnelly
Back
Illinois
14
Baltimore Colts
Mike Curtis
Linebacker
Duke
Round two
Pick #
NFL team
Player
Position
College
15
Minnesota Vikings
Archie Sutton
Tackle
Illinois
16
San Francisco 49ers
Joe Cerne
Center
Northwestern
17
Cleveland Browns
Jim Garcia
Tackle
Purdue
18
Pittsburgh Steelers
Roy Jefferson
Wide receiver
Utah
19
Dallas Cowboys
Malcolm Walker
Linebacker
Rice
20
Philadelphia Eagles
Ray Rissmiller
Tackle
Georgia
21
Washington Redskins
Bob Breitenstein
Tackle
Tulsa
22
Cleveland Browns
Gerry Bussell
Running back
Georgia Tech
23
Minnesota Vikings
Lance Rentzel
Wide receiver
Oklahoma
24
Green Bay Packers
Alphonse Dotson
Tackle
Grambling
25
Detroit Lions
Jerry Rush
Tackle
Michigan State
26
St. Louis Cardinals
Dave Simmons
Linebacker
Georgia Tech
27
Cleveland Browns
Walter Johnson
Defensive tackle
Cal State-Los Angeles
28
Baltimore Colts
Ralph Neely
Tackle
Oklahoma
Round three
Pick #
NFL team
Player
Position
College
29
San Francisco 49ers
Bob Schweickert
Back
Virginia Tech
30
San Francisco 49ers
Jim Norton
Tackle
Washington
31
New York Giants
Chuck Mercein
Running back
Yale
32
Cleveland Browns
Bo Scott
Running back
Ohio State
33
New York Giants
Bob Timberlake
Quarterback
Michigan
34
Washington Redskins
Kent McCloughan
Back
Nebraska
35
Philadelphia Eagles
Al Nelson
Running back
Cincinnati
36
Baltimore Colts
Glenn Ressler
Center
Penn State
37
Los Angeles Rams
Fred Brown
End
Miami (FL)
38
Green Bay Packers
Allen Brown
End
Mississippi
39
Detroit Lions
Fred Biletnikoff
Wide receiver
Florida State
40
St. Louis Cardinals
Ray Ogden
End
Alabama
41
Cleveland Browns
Bobby Maples
Linebacker
Baylor
42
San Francisco 49ers
Jack Chapple
Linebacker
Stanford
Round four
Pick #
NFL team
Player
Position
College
43
New York Giants
Henry Carr
Running back
Arizona State
44
San Francisco 49ers
Larry Todd
Wide receiver
Arizona State
45
Chicago Bears
Jim Nance
Fullback
Syracuse
46
Detroit Lions
Tommy Myers
Quarterback
Northwestern
47
Dallas Cowboys
Jimmy Sidle
Running back
Auburn
48
Baltimore Colts
Fred Hill
Wide receiver
USC
49
Baltimore Colts
Marty Schottenheimer
Linebacker
Pittsburgh
50
Los Angeles Rams
Mike Strofolino
Linebacker
Villanova
51
Minnesota Vikings
Jim Whalen
End
Boston College
52
Green Bay Packers
Wally Mahle
Back
Syracuse
53
Dallas Cowboys
Bob Svihus
Tackle
USC
54
St. Louis Cardinals
Johnny Roland
Running back
Missouri
55
Minnesota Vikings
Jim Harris
Tackle
Utah State
56
Baltimore Colts
Dave Johnson
Wide receiver
San Jose State
Round five
Pick #
NFL team
Player
Position
College
57
Detroit Lions
Tommy Vaughn
Back
Iowa State
58
San Francisco 49ers
Dave McCormick
Tackle
Louisiana State
59
Green Bay Packers
Jim Harvey
Tackle
Mississippi
60
Los Angeles Rams
Frank Marchlewski
Center
Minnesota
61
Dallas Cowboys
Roger Pettee
Linebacker
Florida
62
New York Giants
Frank Lambert
End
Mississippi
63
Philadelphia Eagles
John Henderson
End
Michigan
64
Detroit Lions
Ed Flanagan
Center
Purdue
65
Los Angeles Rams
Doug Woodlief
End
Memphis State
66
Green Bay Packers
Doug Goodwin
Running back
Maryland-Eastern Shore
67
Detroit Lions
John Flynn
End
Oklahoma
68
St. Louis Cardinals
Bobby Bonds
Running back
San Jose State
69
Cleveland Browns
Bill Irwin
Tackle
Mississippi
70
Baltimore Colts
John McGuire
Wide receiver
Syracuse
Round six
Pick #
NFL team
Player
Position
College
71
Baltimore Colts
Bobby Felts
Running back
Florida A&M
72
Cleveland Browns
Arnie Simkus
Tackle
Michigan
73
Chicago Bears
Tony Carey
Running back
Notre Dame
74
Green Bay Packers
Richard Koeper
Tackle
Oregon State
75
Dallas Cowboys
Sonny Utz
Running back
Virginia Tech
76
Philadelphia Eagles
John Huarte
Quarterback
Notre Dame
77
Philadelphia Eagles
Gary Garrison
Wide receiver
San Diego State
78
Los Angeles Rams
Bill Harrison
End
Elon
79
Minnesota Vikings
Jim Grisham
Back
Oklahoma
80
Green Bay Packers
Bill Symons
Running back
Colorado
81
Detroit Lions
Earl Hawkins
Back
Emory & Henry
82
St. Louis Cardinals
Glen Ray Hines
Tackle
Arkansas
83
Cleveland Browns
Corwyn Aldredge
Wide receiver
Northwestern State (LA)
84
Baltimore Colts
Al Atkinson
Tackle
Villanova
Round seven
Pick #
NFL team
Player
Position
College
85
Green Bay Packers
Jerry Roberts
Back
Baldwin–Wallace
86
Green Bay Packers
Roger Jacobazzi
Tackle
Wisconsin
87
Pittsburgh Steelers
Charley Browning
Back
Washington
88
Chicago Bears
Dick Gordon
Running back
Michigan State
89
Dallas Cowboys
Brig Owens
Quarterback
Cincinnati
90
Chicago Bears
Mickey Sutton
Back
Auburn
91
Philadelphia Eagles
Erwin Will
Tackle
Dayton
92
Detroit Lions
Greg Kent
Tackle
Utah
93
Los Angeles Rams
Tony Guillory
Guard
Lamar
94
Green Bay Packers
Junior Coffey
Running back
Washington
95
Detroit Lions
Bob Kowalkowski
Guard
Virginia
96
St. Louis Cardinals
Frank Roy
End
Utah
97
Cleveland Browns
Dale Lindsey
Linebacker
Western Kentucky
98
Baltimore Colts
John Kolocek
Tackle
Corpus Christi State
Round eight
Pick #
NFL team
Player
Position
College
99
New York Giants
Willie Williams
Back
Grambling
100
Minnesota Vikings
John Hankinson
Quarterback
Minnesota
101
Chicago Bears
Brian Schweda
Tackle
Kansas
102
Pittsburgh Steelers
Bill Howley
End
Pittsburgh
103
Dallas Cowboys
Russell Wayt
Linebacker
Rice
104
Philadelphia Eagles
Al Piraino
Tackle
Wisconsin
105
Washington Redskins
Don Croftcheck
Guard
Indiana
106
Los Angeles Rams
Stan Dzura
Tackle
California
107
Minnesota Vikings
Jeff Jordon
Back
Tulsa
108
Green Bay Packers
Mike Shinn
End
Kansas
109
Detroit Lions
Larry Harbin
Back
Appalachian State
110
St. Louis Cardinals
John Meyer
Linebacker
Notre Dame
111
Cleveland Browns
Mike Howell
Defensive back
Grambling
112
Baltimore Colts
Roosevelt Davis
Tackle
Tennessee State
Round nine
Pick #
NFL team
Player
Position
College
113
New York Giants
John Frick
End
Ohio
114
San Francisco 49ers
Wayne Swinford
Running back
Georgia
115
Pittsburgh Steelers
Tom Neville
Tackle
Mississippi State
116
Chicago Bears
Ken Ambrusko
Back
Maryland
117
Dallas Cowboys
Jim Zanios
Running back
Texas Tech
118
Washington Redskins
Jerry Smith
Tight end
Arizona State
119
Philadelphia Eagles
Floyd Hudlow
Back
Arizona
120
Minnesota Vikings
Frank McClendon
Tackle
Alabama
121
Los Angeles Rams
Ronnie Caveness
Linebacker
Arkansas
122
Green Bay Packers
Larry Bulaich
Back
Texas Christian
123
Detroit Lions
Bruce McLenna
Back
Hillsdale
124
St. Louis Cardinals
Jimmy Heidel
Back
Mississippi
125
Cleveland Browns
Gary Lane
Quarterback
Missouri
126
Baltimore Colts
Tom Bleick
Back
Georgia Tech
Round ten
Pick #
NFL team
Player
Position
College
127
New York Giants
Ben Crenshaw
Back
Jackson State
128
San Francisco 49ers
Bob Cappadona
Running back
Northeastern
129
Chicago Bears
Dennis Murphy
Tackle
Florida
130
Pittsburgh Steelers
Dave Tobey
Center
Oregon
131
Dallas Cowboys
Gaylon McCullough
Center
Alabama
132
Philadelphia Eagles
Rick Redman
Center
Washington
133
Washington Redskins
Bob Briggs
Running back
Central State (OK)
134
Los Angeles Rams
Jim Burt
Running back
Western Kentucky
135
Minnesota Vikings
Jerald Schweiger
Tackle
Wisconsin–Superior
136
Green Bay Packers
Bud Marshall
Tackle
Stephen F. Austin
137
Detroit Lions
Frank Pennie
Tackle
Florida
138
St. Louis Cardinals
Chuck Drulis
End
Duke
139
Cleveland Browns
Pat Screen
Quarterback
Louisiana State
140
Baltimore Colts
George Harold
Back
Allen
Round eleven
Pick #
NFL team
Player
Position
College
141
New York Giants
Ernie Koy
Running back
Texas
142
San Francisco 49ers
Steve Mass
Tackle
Detroit
143
Pittsburgh Steelers
Frank Molden
Tackle
Jackson State
144
Chicago Bears
Frank Cornish
Tackle
Grambling
145
Dallas Cowboys
Jethro Pugh
Tackle
Elizabeth City State
146
Washington Redskins
Willie Adams
Guard
New Mexico State
147
Philadelphia Eagles
Louis James
Running back
Texas-El Paso
148
Minnesota Vikings
John Thomas
End
USC
149
Los Angeles Rams
Merlin Walet
Running back
McNeese State
150
Green Bay Packers
Jim Weatherwax
Tackle
Cal State-Los Angeles
151
Detroit Lions
Jim Kearne
Back
Prairie View A&M
152
St. Louis Cardinals
Bud French
Back
Alabama
153
Cleveland Browns
Olie Cordill
Back
Memphis State
154
Baltimore Colts
Lamar Richardson
Wide receiver
Fisk
Round twelve
Pick #
NFL team
Player
Position
College
155
New York Giants
Jim Carroll
Linebacker
Notre Dame
156
San Francisco 49ers
Dave Plump
Running back
Fresno State
157
Chicago Bears
Steve Cox
Tackle
South Carolina
158
Pittsburgh Steelers
Craig Lofquist
Back
Minnesota
159
Dallas Cowboys
Ernie Kellerman
Quarterback
Miami (OH)
160
Washington Redskins
John Strohmeyer
Tackle
Nebraska
161
Philadelphia Eagles
John Kuznieski
Running back
Purdue
162
Los Angeles Rams
Bob Werl
End
Miami (FL)
163
Minnesota Vikings
Mike Tilleman
Tackle
Montana
164
Green Bay Packers
Gene Jeter
Running back
Arkansas-Pine Bluff
165
Detroit Lions
Jim Moore
Linebacker
North Texas State
166
St. Louis Cardinals
Glen Sasser
End
North Carolina State
167
Cleveland Browns
Justin Canale
Guard
Mississippi State
168
Baltimore Colts
Ted Rodosovich
Guard
Cincinnati
Round thirteen
Pick #
NFL team
Player
Position
College
169
New York Giants
Carl Lockhart
Defensive back
North Texas State
170
San Francisco 49ers
Gregg Schumacher
End
Illinois
171
Pittsburgh Steelers
J.R. Wilburn
Back
South Carolina
172
Chicago Bears
Dave Daniels
Tackle
Florida A&M
173
Dallas Cowboys
Jack Schraub
End
California
174
Washington Redskins
Biff Bracy
Running back
Duke
175
Philadelphia Eagles
John Fouse
End
Arizona
176
Minnesota Vikings
Dave Osborn
Back
North Dakota
177
Los Angeles Rams
Brent Berry
Tackle
San Jose State
178
Green Bay Packers
Roy Schmidt
Guard
Long Beach State
179
Detroit Lions
Jack Jacobson
Back
Oklahoma State
180
St. Louis Cardinals
Steve Murphy
Running back
Northwestern
181
Cleveland Browns
Henry Pickett
Running back
Baylor
182
Baltimore Colts
Bruce Airheart
Running back
North Dakota State
Round fourteen
Pick #
NFL team
Player
Position
College
183
New York Giants
Olen Underwood
End
Texas
184
San Francisco 49ers
Frank Andruski
Running back
Utah
185
Chicago Bears
Dave Pivec
Wide receiver
Notre Dame
186
Pittsburgh Steelers
Jim (Cannonball) Butler
Back
Edward Waters
187
Dallas Cowboys
Garry Porterfield
Wide receiver
Tulsa
188
Philadelphia Eagles
Tom Longo
Back
Notre Dame
189
Washington Redskins
Dave Estrada
Running back
Arizona State
190
Los Angeles Rams
Bill Robertson
End
Austin
191
Minnesota Vikings
Max Leetzow
End
Idaho
192
Green Bay Packers
John Putnam
Running back
Drake
193
Detroit Lions
Larry Brown
Back
Oklahoma
194
St. Louis Cardinals
Mike Alford
Center
Auburn
195
Cleveland Browns
Dan Simrell
Quarterback
Toledo
196
Baltimore Colts
Jerry Fishman
Linebacker
Maryland
Round fifteen
Pick #
NFL team
Player
Position
College
197
New York Giants
Mike Giers
Guard
USC
198
San Francisco 49ers
Joe Pabian
Tackle
West Virginia
199
Pittsburgh Steelers
John Carrell
Tackle
Texas Tech
200
Chicago Bears
Art Robinson
Back
Cal State-Los Angeles
201
Dallas Cowboys
Gene Foster
Back
Arizona State
202
Washington Redskins
Ben Baldwin
Back
Vanderbilt
203
Philadelphia Eagles
Otis Taylor
Wide receiver
Prairie View A&M
204
Minnesota Vikings
Phillip Morgan
Back
East Tennessee State
205
Los Angeles Rams
Marvin Davis
End
Wichita State
206
Green Bay Packers
Chuck Hurston
Tackle
Auburn
207
Detroit Lions
Wallace Dickey
End
Southwest Texas State
208
St. Louis Cardinals
Harlan Lane
Back
Baylor
209
Cleveland Browns
Larry Gagner
Tackle
Florida
210
Baltimore Colts
Roy Hilton
Running back
Jackson State
Round sixteen
Pick #
NFL team
Player
Position
College
211
New York Giants
Tom Good
Back
Marshall
212
San Francisco 49ers
Dave Hettema
Tackle
New Mexico
213
Chicago Bears
Frank Pitts
Wide receiver
Southern
214
Pittsburgh Steelers
Doug Dusenbury
Kicker
Kansas State
215
Dallas Cowboys
Doug McDougal
End
Oregon State
216
Philadelphia Eagles
Jim Gray
Back
Toledo
217
Washington Redskins
Bob Reed
Guard
Tennessee A&I
218
Los Angeles Rams
Charlie Brown
Tackle
Tulsa
219
Minnesota Vikings
Paul Labinski
Tackle
St. John's (MN)
220
Green Bay Packers
Phil Vandersea
Running back
Massachusetts
221
Detroit Lions
John Smith
Tackle
Maryland-Eastern Shore
222
St. Louis Cardinals
Carl Silvestri
Back
Wisconsin
223
Cleveland Browns
Mel Anthony
Running back
Michigan
224
Baltimore Colts
Steve Tensi
Quarterback
Florida State
Round seventeen
Pick #
NFL team
Player
Position
College
225
New York Giants
Dave Powless
Guard
Illinois
226
San Francisco 49ers
Len Frketich
End
Oregon State
227
Pittsburgh Steelers
Whit Canale
Running back
Tennessee
228
Chicago Bears
Tom LaFramboise
Quarterback
Louisville
229
Dallas Cowboys
Mitch Johnson
Tackle
UCLA
230
Washington Redskins
Gary Hart
End
Vanderbilt
231
Philadelphia Eagles
Dave Austin
End
Georgia Tech
232
Minnesota Vikings
Veran Smith
Back
Utah State
233
Los Angeles Rams
Ed Blecksmith
Back
USC
234
Green Bay Packers
Steve Clark
Kicker
Oregon State
235
Detroit Lions
Sonny Odom
Running back
Duke
236
St. Louis Cardinals
Mike Melinkovich
Tackle
Gray's Harbor J.C.
237
Cleveland Browns
John Boyette
Tackle
Clemson
238
Baltimore Colts
Rick Reichardt
Running back
Wisconsin
Round eighteen
Pick #
NFL team
Player
Position
College
239
New York Giants
Mike Ciccolella
Linebacker
Dayton
240
San Francisco 49ers
Leon Standridge
End
San Diego State
241
Chicago Bears
Mike Schwager
Tackle
Northwestern
242
Pittsburgh Steelers
Bob Howard
Back
Stanford
243
Dallas Cowboys
Marty Amsler
Tackle
Evansville
244
Philadelphia Eagles
Bill Marcordes
End
Bradley
245
Washington Redskins
Chris Hanburger
Linebacker
North Carolina
246
Los Angeles Rams
Leo Lowery
Running back
Texas Tech
247
Minnesota Vikings
Rich Kotite
End
Wagner
248
Green Bay Packers
Jeff White
End
Texas Tech
249
Detroit Lions
Karl Sweetan
Quarterback
Wake Forest
250
St. Louis Cardinals
Ed McQuarters
Guard
Oklahoma
251
Cleveland Browns
Dick Arrington
Guard
Notre Dame
252
Baltimore Colts
Charley King
Running back
Purdue
Round nineteen
Pick #
NFL team
Player
Position
College
253
New York Giants
Smith Reed
Back
Alcorn State
254
San Francisco 49ers
Dale Ford
Running back
Washington State
255
Pittsburgh Steelers
Lonnie Price
Back
Southwestern Louisiana
256
Chicago Bears
Lou Bobich
Kicker
Michigan State
257
Dallas Cowboys
Merv Rettenmund
Running back
Ball State
258
Washington Redskins
Roosevelt Ellerbe
Back
Iowa State
259
Philadelphia Eagles
Charley Englehart
Tackle
John Carroll
260
Minnesota Vikings
Ellis Johnson
Running back
Southeastern Louisiana
261
Los Angeles Rams
Billy Guy Anderson
Quarterback
Tulsa
262
Green Bay Packers
Len Sears
Tackle
South Carolina
263
Detroit Lions
Preston Love
Back
Nebraska
264
St. Louis Cardinals
Roy Shivers
Running back
Utah State
265
Cleveland Browns
Ed Orazen
Guard
Ohio State
266
Baltimore Colts
Barry Brown
End
Florida
Round twenty
Pick #
NFL team
Player
Position
College
267
New York Giants
John Torok
Quarterback
Arizona State
268
San Francisco 49ers
Dennis Duncan
Back
Louisiana College
269
Chicago Bears
Ralph Kurek
Running back
Wisconsin
270
Pittsburgh Steelers
Craig Fertig
Quarterback
USC
271
Dallas Cowboys
Don Barlow
Tackle
Kansas State
272
Philadelphia Eagles
Bobby Shann
End
Boston College
273
Baltimore Colts
Ray Johnson
Center
Prairie View A&M
274
Los Angeles Rams
Billy Scott
End
Northeast Oklahoma
275
Minnesota Vikings
Cosmo Iacavazzi
Back
Princeton
276
Green Bay Packers
Jim Chandler
Running back
Benedict
277
Detroit Lions
George Wilson
Quarterback
Xavier
278
St. Louis Cardinals
Tony Giacobazzi
End
Iowa
279
Cleveland Browns
Frank Goldberg
Linebacker
Central Michigan
280
Baltimore Colts
George Haffner
Quarterback
McNeese State
= Pro Bowler
= AFL All-Star
= Hall of Famer
Hall of Famers
Five members of the Pro Football Hall of Fame were taken in the 1965 NFL draft:
Gale Sayers, halfback from University of Kansas taken 1st round 4th overall by the Chicago Bears.
:Inducted: Professional Football Hall of Fame class of 1977.
Dick Butkus, linebacker from University of Illinois at Urbana–Champaign taken 1st round 3rd overall by the Chicago Bears.
:Inducted: Professional Football Hall of Fame class of 1979.
Joe Namath, quarterback from Alabama taken 1st round 12th overall by the St. Louis Cardinals but signed with the New York Jets.
:Inducted: Professional Football Hall of Fame class of 1985.
Fred Biletnikoff, wide receiver from Florida State taken 3rd round 39th overall by the Detroit Lions but signed with the Oakland Raiders.
:Inducted: Professional Football Hall of Fame class of 1988.
Chris Hanburger, linebacker from the University of North Carolina taken in the 18th round, 245th overall by the Washington Redskins.
:Inducted: Professional Football Hall of Fame class of 2011.
Notable undrafted players
†
= Pro Bowler |
Introduction
The Quatuor Mosaïques is an Austrian string quartet, founded in 1987 by Erich Höbarth, Andrea Bischof, Anita Mitterer, and Christophe Coin, four members of the Concentus Musicus Wien who play on historical musical instruments. The name of the quartet refers to mosaics and is intended to reference the way details impact on the complete work of art. They specialize in music of the 18th century.
The three Austrian musicians and the French cellist Christophe Coin got to know each other in Vienna as members of Concentus Musicus working under the direction of Nikolaus Harnoncourt. With their shared experiences as a starting point, they decided to form a classical string quartet playing on period instruments. The primary aim was not to create the sort of ‘authenticity’ that belongs in museums, but rather to ensure in their work a living link to the great European quartet tradition. Hence an essential inspiration for the group was the Végh Quartet, of which Erich Höbarth had been a member for its last three years.
The Quatuor Mosaïques has received the Gramophone Award for its interpretations of Haydn. It has given concerts with pianists András Schiff and , clarinettists Wolfgang and Sabine Meyer, and cellists Miklós Perényi and Raphaël Pidoux.
In 2006 the Quatuor was invited to Spain to play the quartet of Stradivari instruments belonging to the Spanish Crown. It presented a programme of quartets by Arriaga at the Royal Palace in Madrid, which was subsequently recorded on CD. The Quatuor Mosaïques' very extensive repertoire includes rarely performed works by Pleyel, Tomasini, Werner, Jadin, Gross, Boëly, Schumann and Brahms. It has performed works of the early twentieth century, by composers such as Debussy, Bartók and Webern.
Discography
The group's first recordings were on the Astree label of Michel Bernstein. The Quatuor's discography includes works by Arriaga, Beethoven, Boccherini, Boëly, Haydn, H. Jadin, Mendelssohn, Mozart and Schubert.
Albrechtsberger, Entre ciel et terre
Arriaga, Trois quatuors à cordes (1-7 September 2006, Universal Music)
Beethoven, Quatuors à cordes nos 1 - 6, op. 18 (April 1994, September 2004 et March 2005, Astrée / 3CD Naïve)
Beethoven, Quatuors à cordes nos 12 - 16 (2017, 3 SACD Naïve)
Boccherini, Quintettes avec piano, op. 56 et 57 G.407-408 et G.411 et G.414-415 et G.418 « dédiés à la Nation Française » - Quatuor Mosaïques et Patrick Cohen, piano-forte (October 1993 et November 1989, Astrée E 8518 & E 8721) ,
Boëly, Trio en ut majeur, op. 5 n° 2 - Quatuor à cordes n° 1 - Mélodie pour violoncelle n° 2 en mi majeur - Sextuor en ré majeur - Quatuor Mosaïques, Christophe Coin, Éric Lebrun, orgue (2009, Laborie label)
David, Troisième quatuor en ré mineur (May 2010, coll. « Parenthèses », Laborie LC 24585)
Joseph Haydn — repris en coffret de 10CD :
Quatuors opus 20 (janvier 1990 et mars 1992, 2CD Astrée E 8786 / E8785)
Quatuors opus 33 (August 1995 et October 1996, 2CD Astrée-Auvidis)
Quatuors opus 64 (June 2003, Naïve)
Quatuors opus 76 (November 1998 et January 2000, 2CD Astrée / Naïve E 8665)
Quatuors opus 77 (March 1989, Astrée E 8800)
Les sept dernières paroles de Notre Rédempteur sur la croix
Hyacinthe et Louis Emmanuel Jadin, Trois quatuors à cordes : op. 3 n° 1, op. 2 n° 1; Quatuor n° 2 (October 1994, Valois V4738 / Naïve V4903) ,
Mendelssohn, Quatuor à cordes, op. 12 et 13 (December 1997, Astrée-Auvidis)
Mozart — Les quatuors étant repris en coffret de 4CD :
Quatuor à cordes 18 et 19 (November 1993, Astrée E 8748)
Quatuor à cordes K 387 et 421 (September 1990, Astrée E 8746)
Quatuors à cordes K 499 et K 589 (January 2001, Astrée-Auvidis)
Quatuors à cordes K 575 et K 590 (July 1998, Astrée)
Schubert :
Quatuors à cordes nos 1 & 13 opus 125/D87 et opus 29/D 804 « Rosamunde » (Astrée-Auvidis E 8580)
Quatuor à cordes « Der Tod und das Mädchen », D 810 ; Quatuor à cordes, D 173 (2009, Laborie)
Woelfl, Quatuors à cordes op. 4 n° 3 et op. 10 nos 1 & 4 - sur des instruments du luthier viennois, Franz Geissenhof (1753–1821) (26-30 September 2011, Paladino Music PMR0023)
Founding (and current) members
*Erich Höbarth (violin, J. Guarnerius filius Andreae, Cremona 1705)
Andrea Bischof (violin, 18th century French)
Anita Mitterer (viola, Girolamo Devirchis, Brescia 1588)
Christophe Coin (cello, C.A. Testore, Milano 1758) |
Introduction
Gad Elmaleh is a Moroccan Canadian stand-up comedian and actor who achieved fame in France, Morocco and the United States. He is best known in the French-speaking world and more recently in the United States.
He has starred in several feature films, including Coco, Priceless, La Doublure and Midnight in Paris. Voted the funniest person in France, he was named knight of the Order of Arts and Letters by the Minister of Culture; he was also named knight of the National Order of Quebec. In 2015 and 2018, Elmaleh did national comedy tours across the United States. In 2019, he starred in the Netflix series Huge in France.
Early years
Elmaleh was born and raised in Casablanca to a Moroccan Berber Jewish family. Elmaleh was brought up in a culturally diverse environment, speaking Moroccan Arabic and French. As a child he would introduce his father, a mime, with a placard. His brother, Arié, is an actor and singer, and his sister, Judith, is an actress and stage director.
He studied at École Maïmonide, and Lycée Lyautey in Casablanca. His family emigrated from Morocco to Canada when Elmaleh was 17. He later studied political science at a university in Montreal (it is unclear whether at the University of Montreal or McGill University, as both institutions' records reflect his attendance) for four years but did not graduate. In 1992, Elmaleh moved to Paris to study drama at Cours Florent under the tutelage of Isabelle Nanty.
Career
Comedy
Olympia
Elmaleh's first one-man show Décalages, performed at the "Palais des glaces" in 1997, was autobiographical. In the show he retraces his journey beginning with his departure from Morocco after high school, continuing with his studies in Montreal and finishing in France where he studied drama at Cours Florent. His fame further increased with the success of his second one-man show, La Vie Normale which was his first time performing at the Olympia as well his first show of more than two hours. The show was released on DVD on 23 January 2001.
In contrast to his first two one-man shows, his L'autre c'est moi contains more improvisation and interaction with the public. He has been credited with bringing the American stand-up style to France and using it in his one-man shows. He came back to the stage with L'autre, c'est moi in September 2006 in Canada (Montreal) and in the U.S. (on Broadway, at the Beacon Theatre in front of 3000 spectators); it was performed also in Casablanca, Morocco. Between April and August 2007 he played his successful show in France, Belgium, and Switzerland. The show attracted over 300,000 spectators. The show was later released on DVD and sold 1,500,000 copies.
On 6 January 2007, he was voted the "funniest man of the year" by TF1 viewers from a choice of 50 comedians. On 15 July 2007, Elmaleh premiered his fifth one-man show, Papa est en haut, in Montreal as part of the Just for Laughs festival. That year he sold out seven consecutive weeks at the iconic Olympia theatre in Paris, a new record. After that Gad performed for another seven sold out weeks at Le Palais des Sports. In total, one million tickets were sold to this show.
In 2013, he appeared on Jerry Seinfeld's Comedians in Cars Getting Coffee.
His sixth standup show was Sans Tambour = meaning making a big entrance unannounced).
In 2016, he appeared with Kev Adams in the M6 comedy special Tout est Possible. During the show, the two comedians performed a 10-minute sketch where they played Chinese men, which later received criticism for its racial portrayals.
Elmaleh has performed in a mix of French and Arabic in Morocco and included some Hebrew in shows in Israel. Elmaleh is often called the "Seinfeld of France," a label he called "flattering" and understandable, given that both he and Seinfeld are inspired to do comedy based on "everyday life." Both comedians are friends.
Move to the United States
Elmaleh at the Deauville American Film Festival in 2010
In 2015 Elmaleh began an American tour entitled "Oh My Gad" and moved to New York City. He first appeared in Joe's Pub in December following multiple workout shows in the fall. While Elmaleh speaks English fluently, he works with an English teacher to write his jokes while appreciating the nuances of the English language. One difference between his French shows and his English shows is that his English shows include no riffing, everything is scripted. In September 2016, an episode of This American Life highlighting challenging transitions included a segment about Elmaleh and his transition to American comedy.
On 15 December 2016 episode of The Late Show with Stephen Colbert, Elmaleh appeared as the show's stand-up act.
Elmaleh's French stand-up special Gad Gone Wild was filmed in Montreal, Canada and was released on Netflix on 24 January 2017. An English language special was released in March 2018.
Acting
Elmaleh's first contact with cinema was the full-length film, Salut cousin ! by Merzak Allouache. He later appeared in L'homme est une femme comme les autres and Train de Vie. In 2000 he played the role of "Dov", the seducer in La Vérité si je mens ! 2. The character of "Chouchou" in La Vie Normale was reproduced in the comedy Chouchou, directed by Merzak Allouache and also starring Alain Chabat; the film drew large audiences.. He then did his debut as a singer in "it's kiz my life", a popular song in a non-existing language. The music video was directed by J.G Biggs and shot in the famous Parisian Hôtel Costes.
Elmaleh signing autographs in 2007
He returned to film in 2004 when he starred in the 2004 film Olé! with Gérard Depardieu. In 2005, he starred as François Pignon in La Doublure, by Francis Veber. In 2006, he appeared opposite Audrey Tautou in Priceless, by Pierre Salvadori.
He played the voice of Barry B. Benson in the French version of the 2007 film Bee Movie, Drôle d'Abeille. There he met Jerry Seinfeld and became friends with him.
In 2009, he released the film, Coco, which he directed, wrote and starred in. It opened number one in France, Belgium and Switzerland. In 2010 he appeared in a dramatic role in Roselyne Bosch's The Round Up, which is based on the events surrounding the Vel' d'Hiv Roundup.
In 2011, he had a small role in Woody Allen's Paris-set feature, Midnight in Paris. He also appeared in the motion capture film The Adventures of Tintin: The Secret of the Unicorn, alongside Jamie Bell. The film, which was directed by Steven Spielberg and produced by Peter Jackson, was released on 26 October 2011 in Belgium and on 23 December 2011 in the United States. The same year, he also starred in Jack & Jill as Al Pacino's French cook. In 2012, he had a small role in The Dictator. In 2019 he has a Netflix series, Huge in France, exposing him to a wider American audience. The satiric series includes a cameo by Jerry Seinfeld.
Plagiarism controversy
On 28 January 2019, the anonymous YouTube channel CopyComic released a video showing various stand-up comedians performing several years prior to several Gad Elmaleh performances, showing similarities that the YouTube channel described as plagiarism. Elmaleh sued the YouTube channel and asked for the videos to be removed from the website, on copyright infringement grounds On 24 September 2019, Elmaleh admitted to have taken inspiration from other artists in some cases, although minimizing the proportion of it among his works :
"We hear things and it infuses you. (...) In what is said to be plagiarism, there is what is fashionable, what we really take, and also the joke that runs, a little easy, that does not belong to anyone ".
Personal life
Elmaleh lived with French actress Anne Brochet from 1998 to 2002. They have one son, Noé, together. The story of their relationship and break-up was told in Brochet's book Trajet d'une amoureuse éconduite.
From 2009 to 2010, his partner was the French journalist Marie Drucker.
He was in a relationship with Charlotte Casiraghi from December 2011 until June 2015. Their son, Raphaël, was born on 17 December 2013.
He converted to Catholicism in 2022.
Honours
In 2004, Elmaleh received an award for the best one man show from SACEM in France. In 2006 he received a Crystal Globes Award. by the French Press Association, for best one man show for La Vie Normale.
In 2006 Elmaleh was awarded the Ordre des Arts et des Lettres by the French Minister of Culture Renaud Donnedieu de Vabres.
He was made a Member of the National Order of Quebec by Quebec premier Philippe Couillard in 2017.
Filmography
Les soeurs d'Hamlet, plays the role of Hamlet
XXL with Catherine Jacob, Michel Boujenah, Gérard Depardieu
Hi Cousin, plays the role of Allilou
Vive la République !
Man Is a Woman with Antoine de Caunes, Elsa Zylberstein
Train of Life with Lionel Abelanski, Rufus
On fait comme on a dit
Deuxième vie, plays the role of Lionel
Dr. Dolittle 2, French voice of Archie
Les Gens en maillot de bain ne sont pas (forcément) superficiels, plays the role of Jimmy
La Vérité si je mens! 2 with Richard Anconina, José Garcia, Bruno Solo, Gilbert Melki
A+ Pollux with Cécile de France
Chouchou with Alain Chabat, also screenwriter as Chouchou
Les 11 commandements with Michaël Youn as himself
Ole! with Gérard Depardieu (2005)
The Valet with Alice Taglioni, Daniel Auteuil, Dany Boon, Virginie Ledoyen, Kristin Scott Thomas (2005)
Priceless with Audrey Tautou
Comme ton père with Richard Berry
Bee Movie, French voice of Barry B. Benson
Coco, also director and screenwriter
Despicable Me, French voice of Gru
The Round Up with Mélanie Laurent, Jean Reno
Midnight in Paris
A Monster in Paris, French and original voice of Raoul
The Adventures of Tintin: The Secret of the Unicorn as Omar Ben Salaad
Jack & Jill, cameo as Chef Xavier
Happiness Never Comes Alone
Capital with Gabriel Byrne
The Dream Team with José Garcia, Jean-Pierre Marielle, Joey Starr
The Dictator, cameo as a Wadiyan protestor
Mood Indigo as Chick
Despicable Me 2, French voice of Gru
The Midnight Orchestra, (2014)
Minions, French voice of Gru (young)
Pattaya, (2016)
Welcome to America, (2017)
Loue-moi!, (2017)
Despicable Me 3, French voice of Gru
Huge in France, TV series by Netflix
Flashback
Minions: The Rise of Gru (2022), French voice of Gru (young)
Discography
Singles
Year
Title
Credited to
Peak positions
FRA
BEL (Wa)
2002
"It's Kyz My Life"
Gad Elmaleh feat. Bratisla Boys
27
2015
"Danse de la joie (Lalala)"
Gad Elmaleh & LiMa Project
52
46 |
Introduction
Lemmings was a television commercial that launched the "Macintosh Office" by Apple Computer in the United States, in January 1985, a year after the introduction of the Apple Macintosh in 1984. It was aired during the 1985 Super Bowl, a year after the Apple Super Bowl commercial, 1984. The Lemmings commercial was a major failure, unlike 1984, and was widely seen as insulting to potential customers. Apple did not air another commercial during the Super Bowl until the Hal commercial in 1999.
The advertisement's name refers to an urban legend that lemmings periodically commit mass suicide. To the soundtrack of a whistled, discordant and down-tempo version of "Heigh-Ho", a long line of blindfolded office workers slowly makes its way through a dusty, windswept landscape to a cliff, where one by one they fall to their doom. A voiceover notes that the "Macintosh Office" will soon be announced. The last person in the line stops at the brink, uncovers his eyes and takes in the situation, as the announcer states "you can look into it". A second line of people is then shown, as the announcer continues, "or you can go on with business as usual". |
Introduction
Adrian Mihai Popescu is a Romanian retired football defender.
Career
He was born in Craiova and debuted in Divizia A with Universitatea Craiova in 1981. He gradually became their first-choice libero, and helped win the league championship in 1991 as well as the Romanian Cup with the same club in 1983 and 1991. He also played abroad, in the Swiss second division and for Maltese side Birkirkara.
Popescu made his debut for the Romania national team in 1990 against Egypt, and was chosen for the 1990 FIFA World Cup squad. He only got 7 caps in total, the last in 1992, and scored one international goal, against Bulgaria in 1991.
Honours
Club
;Universitatea Craiova
Romanian Championship League: 1980–81, 1990–91
Cupa României: 1980–81, 1982–83, 1990–91 |
Introduction
Vincent E. Williamsbetter known by his stage name DJ Spinna, is an American hip hop and deep house producer from Brooklyn. According to Allmusic, he has "remained strictly an underground artist despite his astonishing talent."
Life and career
Spinna who is of Panamanian background, began experimenting with turntables at age 11 and is known for combining dance music with hip hop, funk, and soul. He remixed artists such as De La Soul, Mary J. Blige, and Stevie Wonder. He also collaborated with Eminem on songs such as "Three Six Five," "Watch Deez", and "5-Star Generals", before the latter went on to superstardom. His first group, the Jigmastas, was with the emcee Kriminul. He is also a member of Polyrhythm Addicts, an underground hip-hop 'supergroup' composed of him, Apani B. Fly, Mr. Complex, and Shabaam Sahdeeq. The group's album Rhyme-Related was released in 1999 on Wreck/Nervous Records and featured a song with Pharaohe Monch. Apani B Fly MC was replaced by Tiye Phoenix when the group reunited and recorded the 2007 release Break Glass, which featured the single "Reachin'", released on April 24, 2007. He also worked with New York-based live house-music group Tortured Soul as well as being a member of the group Domecrackers with DJ-Producer Joc Max from Kansas City, and Grap Luva, whose brother is legendary hip hop producer Pete Rock.
Discography
DJ Spinna in 2003.
Studio albums
Heavy Beats Volume 1
Here to There
Intergalactic Soul
Sonic Smash
Compositions4
1996 Beat Tape, Vol 1
Unpicked Treats Volume One
Unpicked Treats Volume Two
1997 Beat Tape
Compilation albums
"Beyond Real Experience Volume 1" (1998)
Beat Suite
Strange Games and Things
Mix the Vibe: Eclectic Mindset
Beyond Real Experience Volume 2
Raiding the Crates
Fueled for the Future
The Wonder of Stevie: Melody Man (with Bobbito)
The West End New York City Classics Mix
The Boogie Back: Post Disco Club Jams
Strange Games & Funky Things Volume 5
Underground Forever
The Beat Generation 10th Anniversary Collection (with Mr. Thing)
EPs
Jiggy Breaks
Compositions
Compositions 2
Compositions 3
Compositions 4
Singles
"Rock" b/w "Watch Dees" (2000)
"DJ Song" (2000)
"Deep-Rooted" (2001)
"Fall in Love" (2002) (with Tortured Soul)
"Drive" b/w "Rock (Unplugged)" (2002)
"Music in Me" (2003)
"Rock (The Grand Finale)" (2003)
"Reality" (2003) (with Rich Medina)
"Outta Time" (2004)
"We Can Change This World" (2006)
"Back 2 U" (2006)
"Living My Life" (2007)
"You Should Be Loving Me" (2007) (with Ovasoul7)
"Dillagence" b/w "The Spirit of '94" (2008)
"Motion Picture" (2013) (with Shabaam Sahdeeq)
"Chalk on Asphalt" (2014)
Productions
7L & Esoteric - "The Soul Purpose” from The Soul Purpose
J-Live - "R.A.G.E." and "True School Anthem" from The Best Part
Thirstin Howl III - "Watch Deez" from Skilligan's Island
Sadat X - "Still on Deck" from Wild Cowboys II
Homeboy Sandman - "Being Haved" from The Good Sun
Homeboy Sandman - "1,2,3" from Hallways
Aesop Rock & Homeboy Sandman - "Vertigo" from Lice |
Introduction
King David purchasing the threshing floor of Araunah the Jebusite (19th/20th century)
David and Araunah making offerings at the altar (circle of Lambert Jacobsz, 17th century)
Araunah was a Jebusite mentioned in the Second Book of Samuel, who owned the threshing floor on Mount Moriah which David purchased and used as the site for assembling an altar to God. The First Book of Chronicles, a later text, renders his name as Ornan.
Biblical narrative
The narrative concerning Araunah appears in both and . The Samuel version is the final member of a group of narratives which together constitute the "appendix" (2 Samuel 21–24) of the Books of Samuel, and which do not fit into the chronological ordering of the rest of Samuel. In the Samuel narrative, God was angry again both with Israel and with king David who imposed a census upon Israel, an order which Joab reluctantly carried out. In the version of the narrative presented by the Book of Chronicles, it was Satan who incited David to make the census. Yahweh regarded David's action as a sin, and so punished him, sending Gad the prophet to offer David a choice between three punishments:
7 years of famine, or (more symmetrically) 3 years in and in the Septuagint translation of 2 Samuel.
3 months of fleeing from an invader,
3 days of plague from the Angel of the Lord.
David indicated that instead of falling into the hands of men, he would rather fall into the hands of the Lord's mercy and discretion. So an angel was sent to spread the plague through the land. However, when the angel reached Jerusalem, God ordered the angel to stop; at this point the angel was at Araunah's threshing floor, which David noticed. God instructed David to build an altar at Araunah's threshing floor, so David purchased the location from Araunah for a fair price, even though Araunah offered it to him freely. According to the Books of Samuel, David paid 50 silver shekels for the threshing floor and the oxen (2 Samuel 24:24); Chronicles states that David paid 600 gold shekels for the entire site where the threshing floor was located (1 Chronicles 21:25). Biblical scholar H. P. Mathys notes that the purchase of threshing floor "is modelled on Abraham's purchase of Machpelah's cave (Genesis 23), even repeating specific details, the most important of which is David's insistence on paying the full price (an expression used only in Genesis 23:9 and in 1 Chronicles 21:22,24). The 600 gold (sic) shekels David pays is more than Abraham's 400 silver shekels paid for Machpelah's cave."
Census
In the Books of Samuel, the census is said to indicate that there were 1,300,000 men fit for military service. The Book of Chronicles states that the figure was 1,570,000 men fit for military service.
Joab's reluctance to complete the census is thought by some scholars to have been due to a religious belief that the people belonged to God, and hence that only God should know how many there were. Some scholars believe the motive for the census was pride, that David's numbering of the people was to show his strength as a king; his sin in this was relying on human numbers instead of God. Other scholars believe that a more mundane motive is the reason – that the knowledge gained from a census would enable David to impose more accurate taxes and levies, and thus the census would be unpopular with the people who were at risk of higher taxes or levies.
Identity of Araunah
The Bible identified Araunah as a Jebusite. Some biblical scholars believe that he may have simply been the Jebusite king of Jerusalem at the time. The word araunah is not a personal name but a title meaning "the lord" in Hurrian and other near eastern languages. In , Araunah is referred to as a king: "... Araunah the king gave to the king i.e., David". |
Introduction
Unishe April is a 1994 Indian Bengali-language drama film directed by Rituparno Ghosh and produced by Renu Roy under the banner of Spandan Films. It stars Aparna Sen and Debashree Roy while Prosenjit Chatterjee and Deepankar De appear in supporting roles. The music of the film was composed by Jyotishka Dasgupta.
Unishe April marked Ghosh's second directorial venture after Hirer Angti (1992). A loose remake of Ingmar Bergman’s film Autumn Sonata (1978), it opened to widespread acclaim, with critical praise drawn towards the screenplay and performances by the lead actors—especially that of Sen and Ray, the latter eventually winning the National film Award for Best Actress. Ghosh, besides directing the film, also wrote the screenplay while the cinematography was handled by Sunirmal Mazumdar.
The film's narrative revolves around the tensed relationship between a woman who is an uninvolved parent and her daughter, depicting how their inter-personal matters lead to a bitter aspect of life. Considered way ahead of its time, the huge success of the film was instrumental in ending the era of action films in Bengali film industry and rejuvenating the genre of art films. Ray's award-winning performance further consolidated her position as the 'undisputed queen of Bengali cinema'. At the 42nd National Film Awards, it won Best Feature Film and was nominated for the New Currents Award at the Busan International Film Festival of 1996.
Plot
Sarojini (Aparna Sen) is a well-known dancer, whose immense dedication to her art permeates every aspect of her life. While honor and acclaim make way into her professional life she, is less successful on the domestic front. Her growing popularity leads to her husband Manish's (Boddhiswatta Majumdar) gradual resentment towards her and ultimately a rift between the couple. Manish takes over the upbringing of their only daughter, Aditi, as Sarojini remains busy with her artistic commitments. Sarojini seems to find a replacement for the void in her marital life through dancing, however she is unsure if her blossoming career and success is really bringing her happiness. The sudden demise of Manish forces Sarojini to put her daughter in a hostel. The glittering memory of her father and her mother's inability to give her proper time results in Aditi's bitterness towards her mother.
The film begins with Aditi's (Debashree Roy) returning home. She is now all grown up and on the verge of starting her career as a doctor, like her father. The atmosphere is thick with the sharp tension between mother and daughter. Shortly after Aditi's return, Sarojini is honored with a prestigious award. It is 19 April, Aditi's father's death anniversary, which her mother appears to have forgotten. Misunderstanding and temperamental conflicts creates an air of suffocation for both.
Aditi's prospective husband, Prosenjit Chatterjee dumps her after his family learns of her mother's profession soon after the public announcement of Sarojini's award. Heartbroken, Aditi decides to attempt suicide, which her mother finds out leading mother and daughter into a heart-to-heart conversation. Gradually they unlock two decades of rage and rancor, pain and bitterness to each other. Untold facts finally get deciphered, misunderstandings clear out. All hint to the final question: "Will Aditi ultimately be able to forgive her mother?"
Cast
The cast is listed below:
Aparna Sen as Sarojini Gupta (Babli)
Debashree Roy as Dr. Aditi Sen (Mithu)
Deepankar De as Somnath
Chitra Sen as Bela
Prosenjit Chatterjee as Sudeep
Boddhiswatta Majumdar as Manish Sen
Direction
Rituparno depicts the embittered relationship between mother and daughter with utmost care. The daughter's indifference to her mother's activities, friends and students are woven in with naturalistic dialogues. Scenes depicting Sarojini's celebration of her success on her husband's death anniversary, Aditi's refusal to take part in the celebrations, her lack of knowledge of her mother's intimate, everyday details (including a recurring knee pain) help the audience gain an understanding of their relationship. Ghosh's realistic cinematic style explore psychological realms of the two women through smartly composed dialogues and controlled acting. Movement through time is depicted through smooth transitions between the past and the present, which effectively reflect the character's state of mind. Debashree Roy and Aparna Sen both shine in their respective roles.
Legacy
Unishe April is considered one of the best works of Ghosh as it gave him widespread reputation
Unishe April gained cult status in Bengali cinema, and has been considered as one of the most memorable works of Ghosh. Critics cited that "it changed the dynamics of Bengali cinema". According to the film-based website , owing to Unishe April, "Ghosh’s reputation as a niché filmmaker spread far and wide and he would continue to make films on one interesting subjects after the other, pushing the envelope of his creative and cinematic liberties." In the words of Shubhra Gupta from The Indian Express:
Following its success, Ghosh came to be known as the "Heir to Satyajit Ray" as he derived from Ray's style "a subtler way of telling complex problems that plugged Bengali society" in almost all his films. Noted socialist hailed Unishe April to be a pertinent example of the fact that "good family relations grow from negotiation and discussion". While elaborating further, she says "Ghosh demonstrates that motherhood is not only something that needs to be worked at but that traditional expectations made of women in modern society are unrealistic in this respect." Sangeeta Dutta pinpoints that the film helped Ghosh to build his reputation among the Bengali diaspora. On 22 July 2021, Shoma. A. Chatterji has written "Through this very unusual film, Ghosh aspired to free the censored and distorted image of the screen mother from the taboos and constraints of patriarchal culture, to place it as a subject of psychological study and sociological inspiration for a feminist reading." Film-maker Goutam Ghoshe noted "the mother-daughter relationship in 'Unishe April' was refreshing, yet realistic in a society that was going through churning."
Debashree Roy, who was already a popular actress in Bengali cinema, gained critical acclaim for this film in particular. She went on to collaborate with Ghosh in his yet another venture Asukh (1999), which was too a success. The film tops the list of her Best Performances, and in one of her interviews she was quoted saying, "this character is very much different from the ones I have played till now". Talking about Sen's role in the film, The Times of India has put forth their view as, "Aparna Sen excelled in her role. Both the personality of a professional dancer and motherly love has superbly bloomed in the character Sarojini". As part of Indian Independence Day's celebration in 2016, NDTV included the film in its "70 Great Indian Films" listing. News18 considered it to be one of the "100 Greatest Indian films of all time".
Awards
Award
Date of ceremony
Category
Recipient(s)
Result
1st Busan International Film Festival
13 September 1996
New Currents Award
Unishe April
42nd National Film Awards
17 July 1995
Best Feature Film
Best Actress
Debashree Roy
Notes |
Introduction
The 82nd Indianapolis 500 was held at the Indianapolis Motor Speedway in Speedway, Indiana on Sunday, May 24, 1998. This was the first Indianapolis 500 fully sanctioned by the Indy Racing League after the IRL relied on USAC to sanction the 1996–1997 races. The race was part of the 1998 Pep Boys Indy Racing League season.
Eddie Cheever Jr., a former Formula One competitor and Indy rookie in 1990, highlighted his racing career with this lone Indianapolis win. Cheever finished three seconds ahead of second place Buddy Lazier, the 1996 winner. The 1998 race ushered in a compacted, two-week schedule for the Indy 500, omitting an entire week of practice, and trimming qualifying from four days down to two.
During time trials, Billy Boat secured the first pole position at Indy for the Foyt team since 1975.
This was the first Indianapolis victory for the Dallara chassis. In the second year utilizing the 4.0 L, normally aspirated, 32-valve production-based engines (Aurora L47 and Infiniti VH), qualifying speeds climbed, topping out nearly six miles per hour faster than 1997.
Schedule
Race schedule — April, 1998
Sun
Mon
Tue
Wed
Thu
Fri
Sat
12
13
14ROP
15ROP
16Open Test
17Open Test
18
Race schedule — May, 1998
1
2Mini-Marathon
3
4
5
6
7
8
9
10Opening Day
11Practice
12Practice
13Practice
14Practice
15Practice
16Pole Day
17Bump Day
18
19
20
21Carb Day
22
23Parade
24Indy 500
25Memorial Day
26
27
28
29
30
31
Color
Notes
Green
Practice
Dark Blue
Time trials
Silver
Race day
Red
Rained out
Blank
No track activity
Includes days where trackactivity was significantlylimited due to rain
ROP — denotes RookieOrientation Program
Background
Continuing split from CART
The ongoing IRL/CART split continued into its third year. The two series began moving further apart, and for the second time, no major teams from the CART ranks entered at Indianapolis. CART teams raced on Saturday at the Motorola 300.
Rule changes
After controversy in 1997, the "25/8 Rule", which locked in entries to the starting field based on championship points standings, was scrapped for 1998. The 33-car field would revert to the traditional 33 fastest qualifiers.
For 1998, the schedule for the month of May was trimmed down, in an effort to reduce costs. An experimental "two-week" schedule was proposed, consisting of one full week of practice, and two days of time trials. An open test was scheduled in April which also included rookie orientation.
During qualifying, once the field is filled to 33, cars that subsequently bump their way into the field on the second day of time trials (Bump Day) will at that moment be (tentatively) slotted in the 33rd starting position, regardless of their overall speed rank on the second day. Previously cars that bumped their way into the field lined up based on speed rank of the day they qualified. The change was made to encourage more cars qualifying on pole day. As a result, the field was lined up the order of: first day (pole day) qualifiers, followed by second day qualifiers (those that qualified before the field was filled to 33), followed by cars that bumped their way into the field on the second day.
A new rule change for 1998 allowed cars to return to the garage area to make repairs and subsequently re-enter the race. Previously, all repairs (whether major or minor) had to be done in the pit area only. Prior to 1998, any car that crossed the entrance to Gasoline Alley was ruled out of the race, regardless of its condition. Likewise, any stalled car towed back to the garage area through escape roads in the infield (instead of around the circuit itself) was ruled out of the race, even if the issue was something as harmless as running out of fuel (that aspect of the rule was the source of controversy in the 1972 race with Jim Hurtubise). The repair rule change was made at the request of teams, which considered it a safety measure, as well as a fair way to allow more cars to finish the race. Pit crew members working for extended periods of time on the actual pit lane felt exposed to injuries/accidents from other cars entering and exiting the pits literally inches away. It also allowed them access to necessary tools and allowed them to make major repairs. This new rule was similar in practice to the policy that NASCAR had, where cars were allowed to "go behind the wall" to make repairs and re-enter the competition. A limit was enforced, however, such that no car could make repairs and re-enter the race after the leaders completed 190 laps.
Practice
Sunday May 10
Opening day saw Mike Groff take the honor of "first car on the track." Crashes during the day were suffered by Jack Hewitt and Jimmy Kite, neither were serious. Robbie Buhl was the fastest car of the day, at 219.325 mph.
Monday May 11
Tony Stewart led the speed chart, with a lap of 223.703 mph. It was the fastest lap since the normally aspirated engine formula was adopted in 1997. Eight drivers in total broke the 200 mph barrier.
Danny Ongais suffered the most serious crash thus far for the month, and was sidelined with a concussion. Arie Luyendyk, Mike Groff, Raul Boesel and Tony Stewart all suffered mechanical problems, and required tows back to the garage area.
Off the track, Eddie Cheever announced a sponsorship deal with Rachel's Gourmet Potato Chips.
Tuesday May 12
Tony Stewart nearly matched his speed from a day before, with a fast lap of 223.691 mph. Second best Kenny Bräck was a full 2 mph slower at 221.593 mph.
Sunny skies, with temperatures in the 70s greeted the Speedway for the third day in a row.
Wednesday May 13
Moisture from an overnight shower delayed the start of practice for about a half-hour. Billy Boat took the honors for fastest of the day at 221.691 mph, while Tony Stewart sat out the day. Temperatures topped out at 80 degrees late in the day.
Thursday May 14
Jimmy Kite suffered his second wall contact of the week, backing the car into the wall in turn 4. Another warm, 83 degree afternoon saw Tony Stewart once again on top of the speed chart (223.430 mph).
"Fast" Friday May 15
The final day of practice before pole day was warm, with a high of 81 degrees. Tony Stewart topped the speed chart with the fastest lap of the month (223.797 mph). Kenny Bräck and Billy Boat were also over 221 mph.
Boat, however, wrecked his primary car in turn 3 shortly after the 11 a.m. start. Also spinning in a separate incident (but not making contact) was Jack Hewitt.
At the close of practice, Tony Stewart entered time trials as the favorite for the pole position. Stewart led the speed chart on four of the six days of practice (sitting out one day). Foyt drivers Kenny Bräck and Billy Boat were also front row favorites, however, Boat's crash on Friday seemed to dim his chances.
Time trials
Pole Day – Saturday May 16
Pole day dawned sunny and clear, with temperatures in the high 70s. Qualifying started on-time promptly at 11 a.m., but saw two early wave-offs. The first two notable runs were put in by Robbie Buhl (220.236 mph) and Tony Stewart (220.386 mph), but the speeds were down from their expectations.
At noon, Kenny Bräck took over the provisional pole with a run of 220.982 mph. Minutes later, Jimmy Kite crashed for the third time of the week. At 12:45 p.m., Billy Boat took to the track for his run. His first lap was a remarkable 224.573 mph, the fastest lap of the month. The three other laps dropped off, but his four-lap average of 223.503 mph was fast enough to secure the pole position.
Sixteen cars completed runs before the mid-afternoon down time. Around 4:15 p.m., qualifying resumed, with drivers Scott Sharp and Eddie Cheever among those making the field. At 5:15 p.m., Greg Ray squeezed onto the front row, as the second-fastest qualifier (221.125 mph).
At the end of the day, the field was filled to 26 cars, after a record 42 qualifying attempts. Among the notables not yet in the field were Arie Luyendyk, Lyn St. James, and Jeff Ward. Luyendyk suffered through engine trouble most of the day.
Billy Boat's unexpected speed in qualifying drew the attention of competitors, given that it occurred in the heat of the day, and it was miles per hour faster than he had run all week. Team Menard threatened to protest, and accused Foyt Racing of cheating by illegally using nitrous. The Indy Racing League took no action, and Boat was not penalized.
Bump Day – Sunday May 17
With seven positions remaining in the field, the second and final day of time trials saw heavy activity. In the first hour, veterans Raul Boesel, Arie Luyendyk and Jeff Ward were among the early qualifiers. Scott Harrington, however, blew an engine and wrecked on his second lap, which put a halt to qualifying for nearly 45 minutes.
In the heat of the day (1:52 p.m.), Eliseo Salazar completed a run at 216.259 mph, the second-slowest in the field. His run was followed by a long down-time, as teams waited for optimum conditions.
At 4:30 p.m., qualifying resumed, and several cars took to the track. During the next hour, 13 attempts were made, but only 5 were run to completion. After three wrecks for the week, Jimmy Kite found the needed speed, and managed to fill the field to 33 cars at 4:55 p.m. With Billy Roe (215.781 mph) the first driver on the bubble, Mike Groff bumped him out at 5:23 p.m. That put Eliseo Salazar (216.259 mph) on the bubble. Minutes later, Roe went back out and bumped his way back into the field. The move placed Johnny Unser (216.316 mph) now on the bubble.
Claude Bourbonnais, Dan Drinan, and Lyn St. James all fell short of Johnny Unser's speed, and failed to bump him out. With four minutes remaining, Eliseo Salazar scrambled into Stan Wattles' back-up car, but managed only 211 mph on the first two laps. The car began smoking, and he was waved off. The 6 o'clock gun fired with Hideshi Matsuda waiting in line.
With Lyn St. James having failed to qualify, the 500 had an all-male field for the first time since 1991.
Carb Day - Thursday May 21
The final practice session saw the Foyt entries of Kenny Bräck and Billy Boat top the speed chart. Bräck (220.994 mph) was the only driver over 220 mph. No incidents were reported, but Stan Wattles twice stalled on the track with mechanical problems.
Panther Racing with driver Scott Goodyear won the Coors Indy Pit Stop Challenge.
Starting grid
Row
Inside
Middle
Outside
1
11
Billy Boat
97
Greg Ray
14
Kenny Bräck
2
1
Tony Stewart
3
Robbie Buhl
99
Sam Schmidt
3
8
Scott Sharp
6
Davey Hamilton
21
Roberto Guerrero
4
4
Scott Goodyear
91
Buddy Lazier
28
Mark Dismore
5
44
J. J. Yeley
16
Marco Greco
40
Dr. Jack Miller
6
81
John Paul Jr.
51
Eddie Cheever
12
Buzz Calkins
7
17
Andy Michner
53
Jim Guthrie
52
Robby Unser
8
18
Jack Hewitt
55
Steve Knapp
98
Donnie Beechler
9
9
Johnny Unser
7
Jimmy Kite
35
Jeff Ward
10
5
Arie Luyendyk
19
Stan Wattles
30
Raul Boesel
11
77
Stéphan Grégoire
10
Mike Groff
33
Billy Roe
Alternates
First alternate: Eliseo Salazar (#15) - Bumped
Second alternate: Lyn St. James (#90) - Too slow
Failed to qualify
#20 Tyce Carlson - practice crash
#27 Claude Bourbonnais
#29 Joe Gosek
#54 Hideshi Matsuda
#66 Scott Harrington
#24 Dan Drinan
#23 Paul Durant
Race recap
Pre race
Rain fell race morning, and delayed the start of the race by about 35 minutes. While track drying efforts were on-going, a dog sneaked out onto the track in turn four, and began running down the pit lane. It eluded officials, and ran all the way to turn two before being caught. Mari Hulman George gave the command to start engines at 11:32 a.m. EST, and the field pulled away for the parade laps.
Start
At the start, Eddie Cheever got loose in turn one, and pitched J. J. Yeley down to the inside. Yeley did a half-spin in turn one, and made slight contact with Cheever. Cheever continued unharmed while Yeley managed to control and stop the car without hitting the wall. Yeley's engine stalled, and he lost a lap before while he awaited a restart by safety crews.
At the front of the pack, Billy Boat led the first dozen laps. On lap 13, Greg Ray took over the lead, with Tony Stewart charging in third. On lap 21, Robbie Buhl became hung up in traffic, and Stewart dove into the lead down the main stretch. One lap later, however, Stewart's engine blew and the car coasted to a stop in turn one. A dejected Stewart, suffering misfortune in his third straight "500", blurted out on live television "This has been my number one goal; every year I get shit on."
First half
Robbie Buhl (Stewart's teammate) also blew an engine, dropping out on lap 45. As the green came out on lap 49, a major crash occurred in turn 3. Several cars were running two-wide as they approached turn three. Sam Schmidt, running inside of Davey Hamilton, got into the grass, lost control, and spun backwards into the turn three wall. Eddie Cheever, immediately behind, slipped underneath, and escaped the incident. Stan Wattles ran into the back of Mark Dismore, and they collected Roberto Guerrero. Billy Roe was left with nowhere to go, and was caught up in the incident. Jim Guthrie then approached the scene and ran over debris, which caused the car to pinch down and cut through the grass. He hit an errant rear wing, and the car shot head-on into the outside wall. Guthrie was transported to Methodist Hospital with a broken elbow, broken leg, and cracked ribs.
After a long yellow flag, and series of pit stops, Kenny Bräck and Eddie Cheever worked into their lead, with Arie Luyendyk and Buddy Lazier also amongst the top five.
Second half
John Paul Jr. took the lead at the halfway point, and traded the lead with Eddie Cheever over the next 50 laps. After earlier gearbox troubles, Billy Boat finally dropped out for good on lap 132, then Arie Luyendyk lost a clutch on lap 153.
By lap 160, Eddie Cheever led Buddy Lazier with rookie Steve Knapp the only other car on the lead lap. John Paul Jr.'s chances for a win died when he stalled four times trying to exit the pits on lap 177. He lost three laps, and was in the pits for almost four minutes.
Finish
With 17 laps to go, a restart saw Cheever leading Lazier by 1.1 seconds. Cheever stretched the lead to over 3 seconds, but another yellow on lap 191 was brought out by the smoking car of Marco Greco.
With five laps to go, the green came back out, and Lazier was nose-to-tail with Cheever. Cheever held off the challenge, and stretched out to a 3.19-second margin to victory. Steve Knapp, the only other driver to finish on the lead lap, was named rookie of the year.
Box score
Finish
Start
No
Name
Qual
Rank
C
E
T
Laps
Led
Status
Entrant
1
17
51
Eddie Cheever
217.334
22
D
O
G
200
76
Running
Team Cheever
2
11
91
Buddy Lazier
218.287
14
D
O
G
200
20
Running
Hemelgarn Racing
3
23
55
Steve Knapp
216.445
31
G
O
G
200
0
Running
ISM Racing
4
8
6
Davey Hamilton
219.748
8
G
O
G
199
3
Running
Nienhouse Motorsports
5
21
52
Robby Unser
216.533
29
D
O
G
198
0
Running
Team Cheever
6
3
14
Kenny Bräck
220.982
3
D
O
G
198
23
Running
A. J. Foyt Enterprises
7
16
81
John Paul Jr.
217.351
21
D
O
F
197
39
Running
Team Pelfrey
8
19
17
Andy Michner
216.922
26
D
O
G
197
0
Running
Chitwood Motorsports
9
13
44
J. J. Yeley
218.045
16
D
O
F
197
0
Running
Sinden Racing Services
10
18
12
Buzz Calkins
217.197
24
G
O
G
195
4
Running
Bradley Motorsports
11
26
7
Jimmy Kite
219.290
9
D
O
G
195
0
Running
Team Scandia
12
22
18
Jack Hewitt
216.450
30
G
O
G
195
0
Running
PDM Racing
13
27
35
Jeff Ward
219.086
10
G
O
G
194
0
Running
ISM Racing
14
14
16
Marco Greco
217.953
17
G
O
F
183
0
Engine
Phoenix Racing
15
32
10
Mike Groff
216.704
27
G
O
F
183
0
Running
Jonathan Byrd/Cunningham Racing
16
7
8
Scott Sharp
219.911
7
D
O
G
181
0
Gearbox
Kelley Racing
17
31
77
Stéphan Grégoire
217.036
25
G
O
G
172
0
Running
Chastain Motorsports
18
2
97
Greg Ray
221.125
2
D
O
F
167
18
Gearbox
Knapp Motorsports
19
30
30
Raul Boesel
217.303
23
G
O
G
164
0
Running
McCormack Motorsports
20
28
5
Arie Luyendyk
218.935
11
G
O
F
151
4
Gearbox
Treadway Racing
21
15
40
Dr. Jack Miller
217.800
19
D
I
F
128
0
Running
Sinden Racing Services
22
9
21
Roberto Guerrero
218.900
12
D
O
G
125
0
Running
Pagan Racing
23
1
11
Billy Boat
223.503
1
D
O
G
111
12
Drive Line
A. J. Foyt Enterprises
24
10
4
Scott Goodyear
218.357
13
G
O
G
100
0
Clutch
Panther Racing
25
25
9
Johnny Unser
216.316
33
D
O
G
98
0
Engine
Hemelgarn Racing
26
6
99
Sam Schmidt
219.981
6
D
O
F
48
0
Accident
LP Racing
27
12
28
Mark Dismore
218.096
15
D
O
G
48
0
Accident
Kelley Racing
28
29
19
Stan Wattles
217.477
20
R
O
G
48
0
Accident
Metro Racing
29
20
53
Jim Guthrie
216.604
28
G
O
G
48
0
Accident
ISM Racing
30
33
33
Billy Roe
217.834
18
D
O
G
48
0
Accident
Team Scandia
31
5
3
Robbie Buhl
220.236
5
D
O
F
44
0
Engine
Team Menard
32
24
98
Donnie Beechler
216.357
32
G
O
F
34
0
Engine
Cahill Racing
33
4
1
Tony Stewart
220.386
4
D
O
F
22
1
Engine
Team Menard
– former Indianapolis 500 winner; – Denotes Rookie Candidate
C Chassis: D=Dallara, G=G-Force, R=Riley & Scott
E Engine: I=Infiniti, O=Oldsmobile
T Tire: F=Firestone, G=Goodyear
Tire participation chart
Supplier
No. of starters
Goodyear
22
Firestone
11
- Denotes race winner
Broadcasting
Radio
The race was carried live on the Indy Racing Radio Network. The network, previously known as the Indianapolis Motor Speedway Radio Network, had changed its name for 1998, to reflect its coverage of the entire Indy Racing League season. At least 541 affiliates carried the broadcast across the United States.
Bob Jenkins served as chief announcer for the ninth and final year. Overall it would be the 20th and final year for Jenkins on the radio network crew (except for a brief stint as a turn reporter in 2007–2008). In addition, Jerry Baker celebrated his milestone 25th year on the broadcast.
Johnny Rutherford served as "driver expert." WTHR sports director and Speedway public address announcer Dave Calabro joined the crew as a pit reporter, his lone radio network appearance. This was also Gary Lee's final year on the radio network.
Indy Racing Radio Network
Booth Announcers
Turn Reporters
Pit/garage reporters
Chief Announcer: Bob Jenkins
Driver expert: Johnny Rutherford
Statistician: Howdy Bell
Historian: Donald Davidson
Commentary: Chris Economaki
Turn 1: Jerry Baker
Turn 2: Ken Double
Turn 3: Gary Lee
Turn 4: Bob Lamey
Mark Jaynes (north pits)Dave Calabro (center pits)Vince Welch (south pits)Chuck Marlowe (garages)
Television
The race was carried live flag-to-flag coverage in the United States on ABC Sports. Paul Page served as host and play-by-play announcer with Tom Sneva as analyst. Longtime color commentator Bobby Unser left ABC, while Danny Sullivan was reassigned to cover CART races exclusively and would no longer be with the broadcast. This would be Page's final 500 for the next three years. After the 1998 season, Page would move exclusively to CART series broadcasts while being replaced in 1999 by soon to be former voice of the 500 Bob Jenkins.
For the first time since the early 1980s, one of the pit reporters (Gary Gerould) rode in the pace car, reporting live at the start of the race. During the broadcast itself, Brent Musburger had a small role as Wide World of Sports studio host.
At the track itself, the Speedway broadcast the race live on a special targeted signal, intended to be picked up by television sets within the radius of the grounds. This was the first and only time this special signal has been used.
ABC Television
Booth Announcers
Pit/garage reporters
Host/Announcer: Paul Page
Color: Tom Sneva
Jack AruteGary GerouldDr. Jerry Punch
Practice and time trials were carried over three networks: ABC, ESPN, and ESPN2.
Live Daily Reports (ESPN2): Paul Page, Jon Beekhuis, Jerry Punch, Jack Arute, Gary Gerould
Time trials (ABC): Paul Page, Tom Sneva, Jack Arute, Gary Gerould, Brent Musberger (studio host)
Time trials (ESPN/ESPN2): Paul Page, Jon Beekhuis, Jerry Punch, Gary Gerould
Gallery
Image:Indy500pacecar1998.JPG|1998 Chevrolet Corvette pace car |
Introduction
Legs is a 1983 American made-for-television musical drama film starring Shanna Reed, Deborah Geffner, Lawrence Leritz, David Marshall Grant, Maureen Teefy, and Gwen Verdon. It was directed by Jerrold Freedman and written by Freedman and Brian Garfield. The film was retitled Rockettes for its UK video release.
This film was Gwen Verdon's television film debut and using the talents of the 1982 Rockettes was partially filmed on stage at Radio City Music Hall. The film had several public screenings there prior to its television release.
Plot
The film follows three women, Lisa Norwood, Terry Riga and Melissa Rizzo, who are auditioning in front of choreographer Maureen Comly, hoping to fill the one open spot in the chorus line of the famous US precision dance company, The Radio City Music Hall Rockettes.
Cast
Shanna Reed as Lisa Norwood
Deborah Geffner as Terry Riga
Maureen Teefy as Melissa Rizzo
Gwen Verdon as Maureen Comly
David Marshall Grant as Sid Lewis
John Heard as Dan Foster
Sheree North as Ida
Eileen Collins as Barbara
Marilyn Cooper as Rita
Lawrence L. Leritz as Radio City Music Hall New Yorker
Ron Karabatsos as Mr. Rizzo
Barton Heyman as Larry Clark
Margery Nelson as Aunt Agnes
Mace Barrett as Bob Schaeffer
Jonathan Stockley as John
Vera Lockwood as Mrs. Rizzo
Carol Harbich as Paula
Ethyl Will as Ethyl
Robert King as Freddie Taylor |
Introduction
The Big Three is the nickname of the three most successful and biggest football clubs in Portugal. The teams of S.L. Benfica and Sporting CP, both from Lisbon, and of FC Porto, from Porto, have a great rivalry and are usually the main contenders for the Primeira Liga title. They share all but two of the Portuguese Football Championships ever played, and generally end up sharing the top three positions. None of them have been relegated from the Primeira Liga either, having been participants in all editions since its first season in 1934–35. Benfica's lowest position was 6th in 2000–01, while Porto's 9th place finish in 1969–70 makes the closest any side has come to relegation. Sporting's worst finish was a 7th place finish in 2012–13.
Benfica and Porto are the only Portuguese teams to have won the European Cup/UEFA Champions League, which they have both won on two occasions. The closest Sporting came was in 1983, when they reached the quarter-finals.
The only two clubs outside the Big Three to have won the Portuguese league are Belenenses, in the 1945–46 season, and Boavista, in the 2000–01 campaign. Belenenses has been relegated four times to the second tier, while Boavista has been in the third tier twice.
The three-way rivalry
Benfica vs. Sporting:
Benfica vs. Porto:
Porto vs. Sporting:
Statistics
League placements
Club
1st
2nd
3rd
4th
5th
6th
7th
8th
9th
Total
Top 3
Benfica
37
29
17
4
1
87
82
Porto
30
28
12
12
3
1
1
1
87
69
Sporting
19
21
30
13
4
1
87
69
Honours comparison
International competition
Benfica
Porto
Sporting CP
European Cup / UEFA Champions League
2
2
0
UEFA Cup / UEFA Europa League
0
2
0
European / UEFA Super Cup
0
1
0
Intercontinental Cup
0
2
0
European Cup Winners' Cup
0
0
1
Latin Cup
1
0
0
National competition
Benfica
Porto
Sporting CP
Portuguese League
37
30
19
Portuguese Cup
26
18
17
Championship of Portugal
3
4
4
Portuguese League Cup
7
1
4
Portuguese Super Cup
8
23
9
Total
84
83
54
Footballers who have played for the three clubs
Eight footballers have played for Benfica, Porto, and Sporting. Of those, only Eurico Gomes won the domestic league for all three (twice with each club). Additionally, Eurico is also the only player to enter the following list without having played for another club in-between his Big Three career.
Carlos Alhinho: Sporting 1972–75; Porto 1976; Benfica 1976–77, 1978–81
Eurico Gomes: Benfica 1975–79; Sporting 1979–82; Porto 1982–87
Romeu Silva: Benfica 1975–77; Porto 1979–83; Sporting 1983–86
Paulo Futre: Sporting 1983–84; Porto 1984–87; Benfica 1993
Fernando Mendes: Sporting 1985–89; Benfica 1989–91, 1992–93; Porto 1996–99
Emílio Peixe: Sporting 1991–95, 1996–97; Porto 1997–2002; Benfica 2002–03
Derlei: Porto 2002–05; Benfica 2007 (loan); Sporting 2007–09
Maniche: Benfica 1995–96, 1999–2002; Porto 2002–05; Sporting 2010–11
Miguel Lopes: Benfica 2005–06; Porto 2009–10, 2012–13; Sporting 2013, 2014–15
Managers who managed all three clubs
Otto Glória: Benfica 1954–59, 1968–70; Sporting 1961, 1965–66; Porto 1964–65
Fernando Riera: Benfica 1962–63, 1966–68; Porto 1972–73; Sporting 1974–75
Fernando Santos: Porto 1998–2001; Sporting 2003–04; Benfica 2006–07
Jesualdo Ferreira: Benfica 2001–03; Porto 2006–10, Sporting 2013 |
Introduction
The 81st Indianapolis 500 was held at the Indianapolis Motor Speedway in Speedway, Indiana over three days, May 25–27, 1997. It was originally scheduled for Sunday May 25, however, rain washed out all activities for the day. The race was started on Monday May 26, but rain halted the race after only 15 laps had been completed. On Tuesday May 27, the race was resumed, and was run to completion. The rain delay, as well as two controversies (one during time trials, and one during the race), put a damper on the month. Arie Luyendyk won the race from the pole position, his second Indy victory. Treadway Racing, in only their second season of competition, finished 1st-2nd with Luyendyk and teammate Scott Goodyear. The team became the first to sweep the top two finishing position at Indianapolis since Leader Cards in 1962.
It was the second Indianapolis 500 held as part of the USAC-sanctioned Indy Racing League, and was part of the 1996-97 Indy Racing League season. It marked the introduction of a new production-based, normally aspirated engine formula as well as a new chassis design. The new engine formula resulted in a substantial drop in speeds compared to the previous year, and the chassis were noticeably different in many aspects - both visually, and mechanically.
A controversy during qualifying saw two bumped cars re-added to the starting field after the close of time trials, thus the starting grid was made up of 35 cars. It was the first time since 1979, and only the second time since 1933 that more than the traditional 33 cars comprised the starting grid. While the field had been expanded, a crash during the pace lap eliminated three cars. Two additional cars failed to start the race due to mechanical problems, and only 29 cars took the green flag.
With two laps to go in the race, polesitter Arie Luyendyk led teammate Scott Goodyear. A caution came out on the 199th lap after Tony Stewart brushed the turn four wall. The pace car did not come out to pack-up the field. Drivers and crews expected the race would finish under the caution. Without warning, the green and white flag were displayed at the starter's stand on the final lap, signifying the track was back to racing conditions. None of the cars in the field were prepared for the restart, and yellow lights around the course remained illuminated for many seconds afterwards. Luyendyk held on to win, but controversy erupted regarding the officials' poor handling of the situation. This last-lap incident, followed by a major scoring snafu two weeks later at Texas, led to the USAC being permanently removed from sanctioning the IRL and Indy 500, in favor of in-house officiating.
The win by Arie Luyendyk marked the milestone 50th Indianapolis 500 victory for Firestone. It was Luyendyk's second Indy victory (he also won in 1990), as well as Scott Goodyear's second runner-up finish (1992). It was the third time in his career that Goodyear narrowly lost the Indy 500 in the closing stages. Luyendyk became the first driver since A. J. Foyt to win the race with both a turbocharged and a normally-aspirated engine.
Race schedule
The 1997 race utilized the traditional three week / four weekend schedule that had been in use since the mid-1970s. Practice started on the Saturday 22 days prior to the race, and four days of time trials were utilized. With changes to the schedule in subsequent years, 1997 would be the final year that used the 23-day month of May schedule. It was also the final year that used the traditional
four days of time trials, along with the original four-day qualifying format that had dated back to 1952.
A few days before the race, a fire swept through the storage hangar housing the floats for the 500 Festival Parade, and threatened to cancel the parade scheduled for Saturday May 24 downtown. Only four floats were spared, and Buddy Lazier's 1996 winning car escaped the fire only because the museum had decided to wait a few extra days before delivering it to the float staging area. The parade went on as scheduled, but in a slightly retooled format.
Race schedule — May 1997
Sun
Mon
Tue
Wed
Thu
Fri
Sat
1
2
3ROP
4ROP
5ROP
6Practice
7Practice
8Practice
9Practice
10Pole Day
11Time Trials
12Practice
13Practice
14Practice
15Practice
16Practice
17Time Trials
18Bump Day
19
20
21
22Carb Day
23
24Testing
25Indy 500
26Indy 500
27Indy 500
28
29
30
31
Color
Notes
Green
Practice
Dark Blue
Time trials
Silver
Race day
Red
Rained out
Blank
No track activity
Includes days where trackactivity was significantlylimited due to rain
ROP — denotes RookieOrientation Program
Background
New engine and chassis package
New engines and new cars arrived at the Indianapolis Motor Speedway for 1997. In 1996, it was announced that all races of the Indy Racing League would switch to a normally aspirated production-based formula starting in January 1997. In addition, a new contingent of chassis rules accompanied the powerplants. All engines for 1997 would be 4.0 L, 32-valve production-based engines. There would be two manufacturers involved, Oldsmobile Aurora (L47) and Nissan Infiniti (VH). The chassis were constructed by Dallara and G-Force. Riley & Scott also was selected as a chassis manufacturer, but they were not yet ready for competition.
The changes were in the interest of cutting costs, lowering speeds, and bringing the racing closer together. After setting an all-time track record of over 237 mph a year earlier, Arie Luyendyk's top lap for qualifying in 1997 would drop to 217 mph. The new chassis had many visible differences, most noticeably the airbox above the engine cowling, larger wings, taller sidepods, and an overall bulkier appearance. The new cars produced more downforce than the previous machines, changing the driving characteristics.
With turbochargers legislated out of the series, the 1997 race was the first since the early 1960s to feature a full field of piston-powered, normally aspirated powerplants. The new crossplane crankshaft engines were also much louder than their turbocharged, flat-plane crank counterparts, leading some fans and media to compare them to sound of NASCAR engines.
Track changes
The track was repaved in the fall of 1995. Following the 1996 Brickyard 400, the apexes of the four turns were breaking up. Over the offseason, track crews repaved the apexes of the turns with a different compound of asphalt. The result was a better surface, but a visibly darker area in the apexes of all four turns.
Continuing split from CART
The ongoing IRL/CART split continued into its second year. No major teams from the CART ranks entered at Indianapolis. With the new IRL chassis and engine rules for 1997, the two series now had substantially different and incompatible equipment. CART-based teams that wished to enter the Indy 500 would henceforth be required to purchase all new cars and engines, and few if any had the interest or the budget to do so. The alternative U.S. 500, however, was cancelled after only one running. Instead of running another race the same day as the Indy 500, CART teams participated in the Motorola 300 at the newly opened Gateway International Raceway on Saturday May 24, the day before the Indy 500 was scheduled.
The only former CART-based team that raced at Indy in 1997 was Galles Racing, which during the offseason had decided to switch full-time to the IRL. Robby Gordon, a CART regular from 1992 to 1996, had switched his full-time focus to NASCAR for 1997, driving for Felix Sabates. Sabates arranged for Gordon to race "Double Duty", planning to race at Indy and the Coca-Cola 600 in the same day. The effort was well-funded, and received considerable media attention. Gordon and Scott Goodyear, who had switched to full-time IRL competition, became the first drivers to come back to the Speedway among the 22 starters from 1995 that had not entered the 1996 event.
On April 11, during a public meeting, Indy Racing League's executive director Leo Mehl stated that CART had pressured in previous years to reduce the Indianapolis 500 to a three-day race, and emphasized that "is a myth that the other side has all the top drivers and you don't have to look very far back into recent history to see a demonstration of that myth. IRL has plenty of top stars to showcase once the press ends its infatuation with propagating opinion instead of facts". Mehl also quoted the creation of the IRL as "necessary", because of stagnant television ratings, NASCAR's rise and the increasing flux of grassroots open wheel drivers into stock car racing.
1996–97 IRL season
For its first season, the IRL schedule was situated such that the Indianapolis 500 would be the final race of the season. That provided that the IRL champion would be crowned at the conclusion of the Indianapolis 500 - and could possibly even be the Indy 500 winner. The arrangement proved unusual, and ultimately disruptive. The second season of the IRL, referred to as the 1996–97 season, was originally scheduled to begin at Loudon in August 1996, and conclude with the 1997 Indy 500 in May 1997.
In October 1996, league officials announced that the series would revert to a traditional calendar-based season. To aid the transition, the 1996–97 season would include the two races run in late 1996, and all races run in the calendar year of 1997. The Indianapolis 500 would no longer serve as the season finale.
25/8 Rule and locked-in entries
1997 Indianapolis 500 ticket.
For the second year in a row, 25 (of 33) starting grid positions for the Indianapolis 500 were set aside for the top 25 cars in 1996-97 season IRL points standings. Known as the "25/8 Rule", the controversial arrangement was introduced during the 1996 IRL season and had been a key issue that led the CART teams to boycott the 1996 race. IRL officials, however, stated that the rule had already served its purpose of guaranteeing a starting field for other races on the IRL schedule, leaving the door open for its eventual demise in 1998.
The format (similar in practice to NASCAR's Top 35 rule introduced years later) provided that the top 25 entries in owner points (not drivers) were guaranteed a "locked-in" starting position, and could not be bumped, provided they completed a four-lap qualifying run over a minimum prescribed speed. Officials set 203 mph as the minimum. The grid would still be arranged by speed rank. The remaining eight positions would be filled by non-top 25 entries, and bumping could only occur among those eight positions and the non-top 25 participants.
The #15 and the #74 entries, both raced at the first two races of the 1996-97 season, never appeared during the month of May. Della Penna Motorsports had left the Indy Racing League at the end of calendar year 1996 to compete in CART, while Tempero-Giuffre Racing stayed away from the track despite entering an Infiniti-powered G-Force. Therefore, only 23 of the 25 eligible "locked-in" entries were present to accept their berth, and ten at-large starting positions were up for grabs at the onset of qualifying.
The entry list was published on April 21. The 22 cars that had run the first two rounds of the 1997 year were entered, including the #17 Chitwood Motorsports entry, with Affonso Giaffone having been confirmed for the rest of the season, and the #30 McCormack Motorsports car, initially unassigned as Jeret Schroeder hadn't yet struck a financial deal with the team. Out of those 22 cars, only the #16 (Blueprint Racing) and the #50 (EuroInternational) were at-large entries.
Apart from Robby Gordon's entry, eight further driver/car combinations were registered: Eliseo Salazar, back in his full-time ride with Team Scandia, and Lyn St. James were making comeback bids from their injuries, as well as Alessandro Zampedri, who was confirmed back in December and would also stay on Scandia afterwards. Jeff Ward was signed to drive for Team Cheever's second entry on April 10, while the release of the entry list confirmed the participation of two Indy car debutants: Vincenzo Sospiri, the 1995 Formula 3000 champion and brief Formula 1 driver for the failed MasterCard Lola team, and Greg Ray, third in the 1994 Atlantic Championship and 12th in the previous Indy Lights season. Ray was run by Knapp Motorsports, a spin-off team of the Genoa Racing outfit that was competing in Indy Lights.
Besides, Tyce Carlson was entered by PDM Racing in their second car, and Gary Bettenhausen was announced as the driver of the #81 car, an at-large entry fielded by newcomers Terhune-Barnets Racing and run by LP Racing, in an attempt to make his 22nd Indy 500 start. However, on April 25 he was replaced on the entry list by Mark Dismore, backed by Kelley Automotive Group, who had placed orders on the yet-to-be-delivered chassis from Riley & Scott the previous year. The team also parted ways with LP Racing and his crew chief Larry Nash, and made a deal with PDM Racing to run the car as his second entry, the #28, which had a locked-in berth. This move left Tyce Carlson out of the ride. Tom Kelley became the owner of the car by the time practice had begun and the deal with PDM lasted through the season, after which Kelley Racing would become a fully independent entity in 1998. Stefan Johansson originally planned to race in his own entry, but he gave up early in the year due to lingering effects from a crash at Laguna Seca in the last race of the 1996 Indy Car season. Scott Harrington was entered as his driver in late April.
;Locked-in entries
Team
Driver
Owner points
10
Byrd-Cunningham Racing
Mike Groff
125
22
Team Scandia
Marco Greco
118
14
A. J. Foyt Enterprises
Davey Hamilton
114
12
Bradley Motorsports
Buzz Calkins
113
33
Team Scandia
Fermín Vélez
109
21
Pagan Racing
Roberto Guerrero
106
1
A. J. Foyt Enterprises
Paul Durant
104
2
Team Menard
Tony Stewart
101
27
Blueprint Racing
Jim Guthrie
98
40
Arizona Motorsports
Jack Miller
89
18
PDM Racing
Tyce Carlson
88
51
Team Cheever
Eddie Cheever
88
5
Treadway Racing
Arie Luyendyk
75
6
Treadway Racing
Scott Goodyear
73
30
McCormack Motorsports
Robbie Groff
73
91
Hemelgarn Racing
Buddy Lazier
71
74
Della Penna Motorsports
(absent)
57
7
Team Scandia
Eliseo Salazar
54
3
Team Menard
Robbie Buhl
50
77
Chastain Motorsports
Stéphan Grégoire
46
17
Chitwood Motorsports
Affonso Giaffone
44
4
Galles Racing
Kenny Bräck
43
54
Beck Motorsports
Dennis Vitolo
40
28
Kelley Racing - PDM
Mark Dismore
36
15
Tempero/Giuffre Racing
(vacant)
34
Former winner
Indy 500 Rookie
# Entered on Bump Day. Scott Sharp, the entry's original driver, was injured in a crash on May 9. Johnny O'Connell, entered on May 13, was also injured in a crash on May 16.
# Entered on May 13. John Paul Jr., the entry's original driver, was injured in a crash on May 9.
# Entered on May 11.
;At-large entries
Team
Driver
8
Team Scandia
Vincenzo Sospiri
9
Hemelgarn Racing
Johnny Unser
11
A. J. Foyt Enterprises
Billy Boat
16
Blueprint Racing
Sam Schmidt
34
Team Scandia
Alessandro Zampedri
36
Johansson Motorsports
Scott Harrington
42
Team SABCO
Robby Gordon
44
Sinden Racing Services
Steve Kinser
50
EuroInternational
Billy Roe
52
Team Cheever
Jeff Ward
72
Blueprint Racing
Claude Bourbonnais
90
Hemelgarn Racing
Lyn St. James
97
Knapp Motorsports
Greg Ray
Indy 500 Rookie
# Entered on May 10.
# Entered on May 9.
# Entered on May 6.
# Entered on May 15.
Practice (week 1)
Saturday May 3 - Opening Day
The first day of practice, set aside for Rookie Orientation, was rained out.
Sunday May 4 - Rookie Orientation
The first day of track activity saw six rookies take laps, with Vincenzo Sospiri leading the speed chart at 211.964 mph. Jack Miller blew an engine, in what was the only remarkable incident of the day. Robbie Groff also took laps for McCormack Motorsports, as the former Indy Lights driver, with two CART races under his belt back in 1994, had struck a deal to drive with the team, in detriment of Jeret Schroeder.
In a press conference, Team Menard confirmed that Tony Stewart would continue with the team for the remainder of the 1996-97 season year and for 1998. The lengthening of the season, devised to switch to a calendar schedule for 1998, meant a new deal had to be reached in order for Stewart to finalize his NASCAR Busch Series outings. Stewart had already signed a full-season deal with Joe Gibbs Racing for 1998, and had his sights in a Winston Cup ride for 1999. Menard also confirmed a switch from Firestone to Goodyear tires.
Top practice speeds
Driver
Team
Chassis
Engine
1
8
Vincenzo Sospiri
Team Scandia
Dallara
Oldsmobile
211.964
2
51
Jeff Ward
Team Cheever
G-Force
Oldsmobile
205.780
3
4
Kenny Bräck
Galles Racing
G-Force
Oldsmobile
204.997
Monday May 5 - Rookie Orientation
A very windy day saw minimal activity, with only four cars taking a total of 80 laps before rain closed the track at 4:30 p.m. Kenny Bräck turned the fastest lap at 205.597 mph.
Top practice speeds
Driver
Team
Chassis
Engine
1
4
Kenny Bräck
Galles Racing
G-Force
Oldsmobile
205.597
2
16
Sam Schmidt
Blueprint Racing
Dallara
Oldsmobile
198.325
3
97
Greg Ray
Knapp Motorsports
Dallara
Oldsmobile
185.494
Tuesday May 6
The first full day of practice saw heavy activity. Arie Luyendyk set the fastest lap thus far of the month at 5:24 p.m., at 218.707 mph. The only incident of the day occurred early on, when rookie Jeff Ward blew an engine and spun into the wall in turn 3.
Later on, five rookies (Kenny Bräck, Robbie Groff, Greg Ray, Vincenzo Sospiri and Affonso Giaffone) completed their rookie test, and Sinden Racing Services confirmed that Steve Kinser, a 14-times World of Outlaws sprint car champion, would drive their #44 at-large entry. Kinser had tried to qualify for the race 15 years earlier, when a practice crash ended his chances in 1981, and had never competed in an Indy car race.
John Andretti, a seven times-Indianapolis 500 starter between 1988 and 1994, passed the mandatory physical exam. Andretti, who switched to NASCAR Winston Cup in 1994 and was driving for Cale Yarborough Motorsports, had expressed an interest in doing the Double Duty for the second time.
Top practice speeds
Driver
Team
Chassis
Engine
1
5
Arie Luyendyk
Treadway Racing
G-Force
Oldsmobile
218.797
2
42
Robby Gordon
Team SABCO
G-Force
Oldsmobile
215.569
3
2
Tony Stewart
Team Menard
G-Force
Oldsmobile
214.337
Wednesday May 7
Arie Luyendyk became the first and only driver to go over 220 mph during the month, with a lap of 220.297 mph. At 4:12 p.m., Scott Sharp crashed in turn 1, heavily damaging his primary car. He had just run a lap of 217.402 mph.
Lyn St. James's 34 laps were her first on a race car since her collision at the previous year's Indy 500, as her broken right wrist had healed improperly. Rain closed the track about 10 minutes early.
Top practice speeds
Driver
Team
Chassis
Engine
1
5
Arie Luyendyk
Treadway Racing
G-Force
Oldsmobile
220.297
2
1
Scott Sharp
A. J. Foyt Enterprises
G-Force
Oldsmobile
217.402
3
27
Jim Guthrie
Blueprint Racing
Dallara
Oldsmobile
216.076
Thursday May 8
Rain kept the track closed until 3 p.m., and the final three hours saw average activity, including the first laps for Steve Kinser and Stéphan Grégoire. Just minutes after the track opened, Arie Luyendyk spun in the southchute, and tagged the wall, suffering minor nose cone damage. He was uninjured. Later, Luyendyk returned to the track, and once again, led the speed chart at 217.318 mph.
In the later stages of the day, Alessandro Zampedri's car caught fire, having blown an engine coming out of Turn 4. After struggling to compete for the top spots during two days of practice with Goodyear tires, Team Menard switched back to mounting compounds from Firestone. Right away, Tony Stewart and Robbie Buhl were able to challenge Luyendyk's lap times, ending the session just behind him.
Top practice speeds
Driver
Team
Chassis
Engine
1
5
Arie Luyendyk
Treadway Racing
G-Force
Oldsmobile
217.318
2
2T
Tony Stewart
Team Menard
G-Force
Oldsmobile
215.822
3
3T
Robbie Buhl
Team Menard
G-Force
Oldsmobile
215.708
"Fast" Friday May 9
The final day of practice before pole qualifying saw heavy action, and cool temperatures. The speed chart was competitive, with Arie Luyendyk, Tony Stewart, and Robbie Buhl trading fast lap for the afternoon. At the end of the day, Luyendyk was fastest, sweeping the chart all four days of veteran practice. His lap of 218.325 mph was a mile per hour faster than Stewart in second place.
Two incidents, however, overshadowed the action. At 12:42 p.m., John Paul Jr. crashed in Turn 4, and suffered a broken lower right leg and a broken left heel. With 43 minutes left, Scott Sharp also crashed exiting Turn 4, and suffered a concussion. Sharp had been knocked unconscious in the crash with his foot on the throttle, and the destroyed car kept going for a while in the front stretch alongside the outside wall with its wheels spinning. Both Paul and Sharp would be forced to sit out the rest of the month. In another incident, Stéphan Grégoire's car suffered minor damage against the inside guard rail after a spin in the warm-up lane.
During the day, Jack Miller, Steve Kinser and Sam Schmidt passed the final phases of their rookie tests, Jeff Ward completed his 20-lap refresher test, and driver-owner Eddie Cheever turned his first laps of the month, having concentrated so far in getting Ward's car up to speed. EuroInternational also completed their first laps with Billy Roe, albeit at a slow speed. With them, 30 of the 32 confirmed car-driver combinations had taken to the track before Pole Day qualifying, the exceptions being Mark Dismore due to the lateness of the ownership and crew switch in the #28 entry, and Scott Harrington, as Johansson Motorsports saw its Oldsmobile engine deal being scuppered.
Besides Harrington, some Oldsmobile entries were experiencing engine shortages. After Jim Guthrie had a timing chain failure, Blueprint Racing was left with no powerplants available, as the three engines they had put a deposit on had not been delivered. Team Menard refused to supply them, having previously committed to Steve Kinser for technical assistance. Other Aurora-supplied teams also faced similar issues, like Team Scandia, which was switching their few engines between their entries.
Top practice speeds
Driver
Team
Chassis
Engine
1
5
Arie Luyendyk
Treadway Racing
G-Force
Oldsmobile
218.325
2
2
Tony Stewart
Team Menard
G-Force
Oldsmobile
217.355
3
3
Robbie Buhl
Team Menard
G-Force
Oldsmobile
216.899
Time trials (weekend 1)
Pole Day - Saturday May 10
Pole day time trials took place under mostly sunny skies, but cool temperatures, which forced the Pole Day morning practice to be delayed due to low track temperature for the first time in history. Tony Stewart led the charts at 219.085 mph.
After two days of on-truck struggles in the 209 mph range, Hemelgarn Racing announced Saturday morning that Buddy Lazier would use Oldsmobile powerplants instead of Infiniti's, citing a lack of speed and sponsor deference. Due to contractual obligations on fielding a second Infiniti engine, the team entered Johnny Unser to drive in Lazier's car, renumbered as #90, while Lazier would qualify with his back-up. Because of the shortages being faced from Oldsmobile, their first Aurora engine was loaned by driver-owner Stan Wattles, whose upstart operation Metro Racing Systems was yet in the planning process.
The first car out on the track to qualify was Mike Groff. He became the first driver to complete a run in a normally aspirated car since 1987, and the first to qualify one since 1984. His speed also tentatively broke existing normally aspirated, stock block, track records with an average of 208.537 mph. A total of nine cars went out for runs during the first segment, however, only five were run to completion. Jeff Ward sat on the provisional pole at 214.517 mph, which would eventually be good for seventh on the grid.
Shortly after 3 p.m., Arie Luyendyk took to the track, and began the second wave of qualifiers. His run of 218.263 mph put him firmly on the pole position, with Tony Stewart close behind at 218.021 mph. Rookie Vincenzo Sospiri surprised many by rounding out the front row at 216.822 mph, beating Robbie Buhl, who qualified on his third attempt, Scott Goodyear and Jim Guthrie, who was on a popularity peak after his surprise Phoenix 200 win and had run competitively during the week. Guthrie had been able to qualify after a long overnight rebuild of his lone engine.
With his new engine, Buddy Lazier substantially improved his pace to qualify in the top 10. There were several wave offs during qualifying attempts, and three drivers didn't got to complete theirs. Robbie Groff brushed the wall at the exit of Turn 1 in his second lap and had to wave off, Fermín Vélez blew an engine during his second lap, and Sam Schmidt spun on the warm-up lane, hitting the inside wall. Also, Eliseo Salazar had to wave off his first qualifying attempt after hitting a bird on Lap 3.
At the end of pole day, 21 cars were in the field, with Roberto Guerrero slowest thus far at just over 207 mph. The Colombian qualified with his back-up car, which left him without his locked-in status, but John Barnes, Pagan's team manager, had petitioned for it to become the primary car while the car was already in the qualifying lane. The change was not made before Guerrero took to the track, but USAC allowed it to be considered as a primary car the following day, securing Guerrero's place in the grid. That decision put Alessandro Zampedri in an early bubble among the at-large entries, having qualified at barely 209 mph. A week later, during Bump Day, USAC allowed a similar change to Buddy Lazier's car at the request of Ron Hemelgarn, despite being safely in the field at 214.286 mph.
Pole Day
Driver
Team
Chassis
Engine
Entry status
1
5
Arie Luyendyk
Treadway Racing
G-Force
Oldsmobile
218.263
Locked-in
2
2
Tony Stewart
Team Menard
G-Force
Oldsmobile
218.021
Locked-in
3
8
Vincenzo Sospiri
Team Scandia
Dallara
Oldsmobile
216.822
At-large
4
3
Robbie Buhl
Team Menard
G-Force
Oldsmobile
216.102
Locked-in
5
6
Scott Goodyear
Treadway Racing
G-Force
Oldsmobile
215.811
Locked-in
6
27
Jim Guthrie
Blueprint Racing
Dallara
Oldsmobile
215.207
Locked-in
7
52
Jeff Ward
Team Cheever
G-Force
Oldsmobile
214.517
At-large
8
14
Davey Hamilton
A. J. Foyt Enterprises
G-Force
Oldsmobile
214.484
Locked-in
9
7
Eliseo Salazar
Team Scandia
Dallara
Oldsmobile
214.320
Locked-in
10
91
Buddy Lazier
Hemelgarn Racing
Dallara
Oldsmobile
214.286
Locked-in
11
51
Eddie Cheever
Team Cheever
G-Force
Oldsmobile
214.073
Locked-in
12
42
Robby Gordon
Team SABCO
G-Force
Oldsmobile
213.211
At-large
13
77
Stéphan Grégoire
Chastain Motorsports
G-Force
Oldsmobile
213.126
Locked-in
14
17
Affonso Giaffone
Chitwood Motorsports
Dallara
Oldsmobile
212.974
Locked-in
15
4
Kenny Bräck
Galles Racing
G-Force
Oldsmobile
211.221
Locked-in
-
90
Lyn St. James
Hemelgarn Racing
Dallara
Infiniti
210.145
At-large
16
12
Buzz Calkins
Bradley Motorsports
G-Force
Oldsmobile
209.564
Locked-in
17
40
Jack Miller
Arizona Motorsports
Dallara
Infiniti
209.250
Locked-in
-
34
Alessandro Zampedri
Team Scandia
Dallara
Oldsmobile
209.094
At-large
18
10
Mike Groff
Byrd-Cunningham Racing
G-Force
Infiniti
208.537
Locked-in
19
21
Roberto Guerrero
Pagan Racing
Dallara
Infiniti
207.371
Locked-in
33
Fermín Vélez
Team Scandia
Dallara
Oldsmobile
Engine trouble
Locked-in
30
Robbie Groff
McCormack Motorsports
G-Force
Oldsmobile
Waved off
Locked-in
16
Sam Schmidt
Blueprint Racing
Dallara
Oldsmobile
Crashed
At-large
# Qualified as an at-large entry, before his status was reversed.
# Bumped from the field by other at-large entries on Bump Day.
Second Day - Sunday May 11
With the majority of occupied cars having qualified on Saturday, only four machines started qualifying attempts on the second day. Two of them were added to the field; Steve Kinser completed a run early in the day, while Robbie Groff finished just before the track closed in his last attempt. The first one was nullified by an engine misfire, and the second, by a cold track surface. Greg Ray, in an at-large entry, was set for a 215 mph qualifying run before he ran out of fuel in his last lap. The priority in engine usage at Team Scandia forced Marco Greco to become the only available first-week competitor to sit out during Pole Day weekend.
In the morning, Dennis Vitolo was assigned to the #54 Beck Motorsports entry, which had a locked-in berth after being raced by Robbie Buhl in the last two rounds of 1996. Billy Boat, who failed to qualify in 1996 and was yet to debut in an Indy car race, had been recruited on Friday to drive Foyt's third car, and took to the track for the first time in the #1T car. Boat even took warm up laps for a tentative late qualifying attempt, with the only purpose of checking some changes to the car. Despite this, his deal had been agreed before Sharp's injury, and he was not slated to replace him.
Second Day
Driver
Team
Chassis
Engine
Entry status
20
44
Steve Kinser
Sinden Racing Services
Dallara
Oldsmobile
210.793
At-large
21
30
Robbie Groff
McCormack Motorsports
G-Force
Oldsmobile
207.792
Locked-in
97
Greg Ray
Knapp Motorsports
Dallara
Oldsmobile
Out of fuel
At-large
1T
Billy Boat
A. J. Foyt Enterprises
Dallara
Oldsmobile
Warm-up laps
At-large
Practice (week 2)
Monday May 12
Another cool and windy day saw 18 cars practice. Arie Luyendyk continued his dominance, and led the practice chart for already-qualified drivers. Billy Boat, who failed to qualify in 1996 and was yet to debut in an Indy car race, had been recruited the week prior to drive Foyt's third car, and took to the track for the first time to complete his refresher test, while Billy Roe became the ninth driver to pass his rookie test.
Off the track, A. J. Foyt announced that he was working on a deal for John Andretti to replace the injured Scott Sharp in the #1 entry, providing that travel and scheduling constraints were arranged with his team owner Cale Yarborough. Johansson Motorsports confirmed they would use an Infiniti engine provided by Hemelgarn Racing, after plans to run an Oldsmobile engine for their driver Scott Harrington fell through.
Top practice speeds
Driver
Team
Chassis
Engine
1
5
Arie Luyendyk
Treadway Racing
G-Force
Oldsmobile
217.103
2
6
Scott Goodyear
Treadway Racing
G-Force
Oldsmobile
216.092
3
51
Eddie Cheever
Team Cheever
G-Force
Oldsmobile
215.600
Tuesday May 13
Arie Luyendyk sat out practice for the day, and would not come back on track until Bump Day practice, which he would also led. Ten drivers turned their fastest laps of the month, including Buddy Lazier, who led the speed chart, and Billy Boat, the fastest of the non-qualified cars at over 214 mph, 4 miles per hour faster than the others, including Dennis Vitolo, who blew an engine before getting up to speed.
A. J. Foyt conceded defeat in his intentions to bring John Andretti as a driver, as his NASCAR commitment with Cale Yarborough would not provide enough travel time to make it to the Coca-Cola 600. Johnny O'Connell was named to replace Scott Sharp in the #1 car, and PDM Racing confirmed Tyce Carlson to replace the injured John Paul Jr. in the #18 car. Carlson had run two races with the team in 1996, and had intended to make the Indy 500 in the #28 until Mark Dismore's deal was arranged in late April.
Top practice speeds
Driver
Team
Chassis
Engine
1
91T
Buddy Lazier
Hemelgarn Racing
Dallara
Oldsmobile
217.040
2
51
Eddie Cheever
Team Cheever
G-Force
Oldsmobile
216.909
3
6
Scott Goodyear
Treadway Racing
G-Force
Oldsmobile
216.513
Wednesday May 14
Buddy Lazier and Billy Boat repeated their efforts from the previous day, as the fastest already-qualified, and fastest non-qualified cars of the day. High winds blew debris onto the track causing several yellow lights throughout the afternoon.
Top practice speeds
Driver
Team
Chassis
Engine
1
91T
Buddy Lazier
Hemelgarn Racing
Dallara
Oldsmobile
216.570
2
2T
Tony Stewart
Team Menard
G-Force
Oldsmobile
216.466
3
14
Davey Hamilton
A. J. Foyt Enterprises
G-Force
Oldsmobile
215.972
Thursday May 15
Most of the cars that took to the track were among those not yet qualified. Several veterans sat out the afternoon. Sam Schmidt found his way to the top of the speed chart, at over 211 mph. His team, Blueprint Racing, confirmed a third entry for Claude Bourbonnais, the 1993 Atlantic Championship runner-up and fourth in the 1996 Indy Lights season, who had run five CART races in 1994. Bourbonnais was due to take over Jim Guthrie's back-up car.
Like the Canadian, Johnny Unser and Johnny O'Connell run laps over 200 mph, also taking to the track for the first time all month, as well as Mark Dismore and his new teammate Tyce Carlson, who passed his refresher test. In a windy day, both drivers got to do laps in the 210 mph range early in the day before parking the cars early, as PDM Racing was out of spare engines.
Top practice speeds
Driver
Team
Chassis
Engine
1
16
Sam Schmidt
Blueprint Racing
Dallara
Oldsmobile
211.989
2
14T
Davey Hamilton
A. J. Foyt Enterprises
Dallara
Oldsmobile
211.456
3
42
Robby Gordon
Team SABCO
G-Force
Oldsmobile
211.164
Friday May 16
The final full day of practice saw heavy activity among qualified and non-qualified drivers. With Arie Luyendyk still absent, Tony Stewart led the speed chart. During the first hour, Johnny O'Connell lost an engine and crashed hard in the southchute. He dislocated his left foot, becoming the second Foyt driver to be sidelined during the month. Later that afternoon, Claude Bourbonnais was the tenth and last driver to complete his rookie test, and Scott Harrington finally took his first laps of the month.
Among the un-qualified cars, both Greg Ray and Fermín Vélez went back on-track for the first time since Pole Day weekend. Meanwhile, the three already qualified drivers from Team Scandia sat out the whole week of practice because of the lingering engine parts shortages, including Alessandro Zampedri despite his bubble spot. This reduced running for both Marco Greco and Vélez to a combined 47 laps. Similar issues also kept Jim Guthrie out of the track during the week. Up to six locked-in entries were yet to qualify, and the remaining seven un-qualified cars were set to battle on time trials, as well as the slower at-large qualifiers of Pole Day weekend (Steve Kinser, Lyn St. James and Zampedri), as four open spots were still up for grabs.
In news off the track, the Indy Racing League confirmed the technical specifications for 1998 and beyond, which included the elimination of the 25/8 Rule, that had grown in controversy beyond its implied CART-blocking purposes. During the week, competitors and officials alike were growing apprehensive of the rule, as it was becoming increasingly possible that by enforcing the rule, the "fastest 33 cars", a cornerstone Indy tradition, would not necessarily make the field: at-large entries were expected to have to go at least over 210 mph to make the race, while four locked-in entries had settled with qualifying just over the 203 mph minimum speed required. Also, there had been some disconformity with some teams selling, or trying to sell, their locked-in berths.
Top practice speeds
Driver
Team
Chassis
Engine
1
2T
Tony Stewart
Team Menard
G-Force
Oldsmobile
216.388
2
4T
Kenny Bräck
Galles Racing
G-Force
Oldsmobile
215.074
3
97
Greg Ray
Knapp Motorsports
Dallara
Oldsmobile
215.069
Time trials (weekend 2)
Third Day - Saturday May 17
The third day of qualifying saw sunny skies and warm temperatures. A busy day of time trials saw the field fill to 31 cars. Billy Boat set the early pace with an average of 215.544 mph, sixth fastest on the whole grid and faster than team leader Davey Hamilton. Several "locked-in" drivers took runs, and within an hour, eight consecutive time trials were run to completion, including another 215 mph run by Sam Schmidt which closely mirrored that of the sister car of Jim Guthrie. Johnny Unser couldn't try to qualify after a piston failed in the morning practice, Greg Ray suffered an engine failure during his warm-up lap and Claude Bourbonnais, looking for speed to qualify on the later stages of the day, damaged his car after tagging the wall twice.
When the track closed for the day, only two positions were unfilled. 22 of the 23 original "locked-in" entries were already in the field. The only original "locked-in" entry yet unqualified was the #1 of A. J. Foyt Enterprises. After the injuries suffered by Scott Sharp and Johnny O'Connell, the car had no driver currently named. Foyt had previously discarded using that berth for Boat and told reporters he would not sign another replacement driver, reducing the number of cars yet to qualify on Bump Day to just four.
Third Day
Driver
Team
Chassis
Engine
Entry status
22
11
Billy Boat
A. J. Foyt Enterprises
Dallara
Oldsmobile
215.544
At-large
23
16
Sam Schmidt
Blueprint Racing
Dallara
Oldsmobile
215.141
At-large
24
50
Billy Roe
EuroInternational
Dallara
Oldsmobile
212.752
At-large
25
28
Mark Dismore
Kelley Racing - PDM
Dallara
Oldsmobile
212.423
Locked-in
26
18
Tyce Carlson
PDM Racing
Dallara
Oldsmobile
210.852
Locked-in
27
22
Marco Greco
Team Scandia
Dallara
Oldsmobile
210.322
Locked-in
28
54
Dennis Vitolo
Beck Motorsports
Dallara
Infiniti
207.626
Locked-in
29
33
Fermín Vélez
Team Scandia
Dallara
Oldsmobile
206.512
Locked-in
97
Greg Ray
Knapp Motorsports
Dallara
Oldsmobile
engine trouble
At-large
Bump Day - Sunday May 18
Going into the final day of qualifying, two positions were open. One final "locked-in" position was available (Foyt's #1), as 22 of the 23 eligible cars had already completed their runs. Once the field was filled to 33 cars, the ten "non-exempt" positions were all up for grabs among the at-large entries. On the morning of Bump Day qualifying, several non-exempt teams were uneasy about their chances of making the field, despite having speeds amongst the fastest 33. Despite saying earlier that he was not going to run the #1 car, Foyt sent team driver Davey Hamilton out to shake the car down.
In the first fifteen minutes of qualifying, the at-large entries of Johnny Unser (209.344 mph) and Greg Ray (213.760 mph) filled the field to 33 cars. Since 22 of the cars were locked-in, the move put Alessandro Zampedri on the bubble. Zampedri had qualified 19th on pole day with a 209.09 mph, and was the 28th-fastest car in the field at the time, but those five slower cars were "locked-in".
At 12:17 p.m., Paul Durant climbed for the first time into the #1 Foyt car, the final entry eligible for a locked-in position. Durant had secured the ride at 11:30 a.m., and those were his first laps of the entire month. By 1:09 p.m., he was safely in the field at 209.149 mph, bumping Zampedri from the field of 33. Durant's only previous IRL experience consisted of two early retirements in 1996.
Johnny Unser was now on the bubble. His qualifying speed of 209.344 mph was the 26th-fastest car in the field, but as the slowest at-large entry, he was first in line to be ousted. At 2:08 p.m., Claude Bourbonnais took to the track for a qualifying attempt. His speed of 210.523 mph easily bumped out Unser, and put Lyn St. James on the bubble. She had qualified 16th on pole day, and her speed of 210.145 mph was the 25th-fastest overall in the field, as well as the fastest by an Infiniti-powered car. But as an at-large entry, the eight cars below St. James were all locked-in.
Immediately after Bourbonnais's attempt, and with rain approaching, Alessandro Zampedri took to the track in his back-up car. His run of 211.757 mph was enough to bump Lyn St. James, and subsequently put Bourbonnais on the bubble. Minutes later, rain started falling and closed the track for the next hour. Despite being bumped, Hemelgarn Racing (the team for both Unser and St. James) were making no effort to bring their cars back out on the track to re-qualify. According to Lyn St. James, she confronted IRL official Leo Mehl about the situation, but received an inattentive response. She also pleaded with car owner Ron Hemelgarn, who himself appeared curiously unconcerned. Rumors had already begun circulating around the garage area that USAC officials were considering reinstating bumped cars to the field.
The track was dried and re-opened at 3:15 p.m. Scott Harrington was the lone car preparing to qualify. Having been unable to go over 200 mph during practice on Saturday, Johansson Motorsports took possession of a Foyt back-up chassis for Davey Hamilton, and renumbered it as #36 to make it their primary car. With just 25 practice laps in the car, Harrington got out to qualify at 5:51 p.m. After a quick first lap of 214.061 mph, he crashed heavily in turn 2. Harrington, who was extricated from his car, was awake and alert, and transferred to Methodist Hospital, but was not seriously injured.
Post-qualifying controversy
When the gun sounded at 6 p.m., Lyn St. James and Johnny Unser, teammates at Hemelgarn Racing, were the two drivers bumped out of the starting field. St. James, Unser, as well as Alessandro Zampedri (bumped earlier before managing to re-qualify) had each posted qualifying speeds among the fastest 33 cars and faster than eight of the "locked-in" entries.
USAC officials expressed their concern that, due to the soon-to-be-abandoned 25/8 Rule, the fastest 33 cars were not going to start the race, and a decision was made to reinstate any at-large entries that were bumped, provided they were among the "fastest 33" cars overall. The ruling added St. James and Unser back to the field. They were placed in the 34th and 35th starting positions, respectively.
It was the first time since 1979 that more than the traditional 33 cars constituted the field. The debacle was a public relations black-eye, but the officials were applauded in the media for rightfully adding the cars back to the grid. The 13 rookies that qualified for the race constituted the second highest number since 1930, only behind the previous year's race, with 17. With nine of the 1996 rookies on the field, only 13 drivers had competed in the race before the formation of the IRL.
Bump Day
Driver
Team
Chassis
Engine
Entry status
30
97
Greg Ray
Knapp Motorsports
Dallara
Oldsmobile
213.760
At-large
31
34
Alessandro Zampedri
Team Scandia
Dallara
Oldsmobile
211.757
At-large
32
72
Claude Bourbonnais
Blueprint Racing
Dallara
Oldsmobile
210.523
At-large
33
1
Paul Durant
A. J. Foyt Enterprises
G-Force
Oldsmobile
209.149
Locked-in
Reinstated
34
90
Lyn St. James
Hemelgarn Racing
Dallara
Infiniti
210.145
At-large
35
9
Johnny Unser
Hemelgarn Racing
Dallara
Infiniti
209.344
At-large
Failed to qualify
36
Scott Harrington
Johansson Motorsports
G-Force
Infiniti
Crashed
At-large
Carburetion Day
Final practice - Thursday May 22
Tony Stewart turned the fastest lap of the day, at 215.502 mph., while polesitter Arie Luyendyk completed only two laps at speed, using the session mostly as a system check exercise.
Robby Gordon blew an engine, while Dennis Vitolo, Marco Greco and Paul Durant experienced mechanical trouble.
Top practice speeds
Driver
Team
Chassis
Engine
1
2
Tony Stewart
Team Menard
G-Force
Oldsmobile
215.502
2
97
Greg Ray
Knapp Motorsports
Dallara
Oldsmobile
214.807
3
6
Scott Goodyear
Treadway Racing
G-Force
Oldsmobile
212.972
Pit Stop Contest
The Coors Indy Pit Stop Challenge featured eight teams competing for a $40,000 top prize. The Indianapolis 500 pole sitter (Arie Luyendyk) was automatically qualified, and four entries were selected through an "Indy Racing League program" at Walt Disney World (Marco Greco in Scandia's #22; Jim Guthrie in Blueprint's #27) and Phoenix (Davey Hamilton in Foyt's #14; Stéphan Grégoire in Chastain's #77).
The last three places were determined in a preliminary round on May 12, with 7 entries against the clock in a single-run format. Kenny Bräck (with a time of 12.597 seconds), Robby Gordon (13.721 seconds) and Eddie Cheever (14.409 seconds) gained access to the competition, defeating Steve Kinser (14.721 seconds), Jeff Ward (15.447 seconds), Jack Miller (17.245 seconds) and Roberto Guerrero, who failed to register a time. However, both Hamilton and Grégoire's entries were withdrawn by Foyt and Chastain from the competition, allowing Kinser and Ward to take part in the event.
Galles Racing and driver Kenny Bräck defeated Team Cheever with driver/owner Eddie Cheever in the finals.
System check runs
On Saturday May 24, the day before the race, arrangements were made for a special practice session. Due to the new engine package, some teams had requested additional track time for system check runs. A very brief green light period, with a 190 mph speed limit, was conducted for five cars.
Starting grid
Row
Inside
Middle
Outside
1
5 - Arie Luyendyk
2 - Tony Stewart
8 - Vincenzo Sospiri
2
3 - Robbie Buhl
6 - Scott Goodyear
27 - Jim Guthrie
3
52 - Jeff Ward
14 - Davey Hamilton
7 - Eliseo Salazar
4
91 - Buddy Lazier
51 - Eddie Cheever
42 - Robby Gordon
5
77 - Stéphan Grégoire
17 - Affonso Giaffone
4 - Kenny Bräck
6
12 - Buzz Calkins
40 - Jack Miller
10 - Mike Groff
7
21 - Roberto Guerrero
44 - Steve Kinser
30 - Robbie Groff
8
11 - Billy Boat
16 - Sam Schmidt
50 - Billy Roe
9
28 - Mark Dismore
18 - Tyce Carlson
22 - Marco Greco
10
54 - Dennis Vitolo
33 - Fermín Vélez
97 - Greg Ray
11
34 - Alessandro Zampedri
72 - Claude Bourbonnais
1 - Paul Durant
12
90 - Lyn St. James
9 - Johnny Unser
: Reinstated to the field by the officials after the close of time trials
: Dropped out during the pace laps, and did not start the race
Alternates
First alternate: #34 - No driver listed (Alessandro Zampedri's primary entry - bumped)
Rain delay
Sunday May 25
The race was originally scheduled for 11 a.m. EST on Sunday May 25. Rain in the morning delayed the activities, but the skies appeared to lighten, and the cars were placed in the grid at 11:45 a.m. At 12 p.m., the skies opened up, and heavy rain began to fall. The cars were wheeled back to the garage area. At 1:30 p.m., track officials rescheduled the race for Monday.
Robby Gordon, driving for Felix Sabates' Team SABCO, had planned on driving the Indy 500/Coca-Cola 600 "Double Duty." At 1:45 p.m., Gordon left the grounds, and flew to Charlotte. The Coca-Cola 600 also suffered a rain delay, but did eventually see the green flag fall. Gordon wrecked out on lap 186, and finished 41st.
Monday May 26
The pace cars leads the field through turn one on Monday during the parade lap.
On Memorial Day, Monday May 26, the race was scheduled for 11 a.m. EST. Skies were partly cloudy in the morning, but there was no rain at the time. The pre-race ceremonies were held on-time, but some subtle changes were made. The Purdue Band was unable to return for Monday, and therefore Florence Henderson's rendition of "The Star-Spangled Banner" was done a cappella. In addition, "Taps" was played by a local musician as a substitute. The most noteworthy change, however, was the absence of Jim Nabors. He had left the grounds Sunday night, and was not present to sing the traditional "Back Home Again in Indiana." At his request, a recording from a previous year (1993) was played for the fans. Mari Hulman George followed, officially taking over the family tradition (from her mother Mary F. Hulman) of delivering the starting command. Mary F. Hulman had been inducted into the Auto Racing Hall of Fame earlier in the month, but was in declining health. Also absent was longtime Speedway public address announcer John Totten, who had fallen ill.
On the first parade lap, Dr. Jack Miller got sideways with cold tires and nearly spun in turn 4. He continued, and rejoined the field. On the final pace lap, all three cars of the fifth row, Stéphan Grégoire, Affonso Giaffone, and Kenny Bräck came together in Turn 4, and crashed out of the race. TV replays proved inconclusive to determine the cause of the accident, but a fan recording from the grandstands showed that Bräck had forced down Giaffone, whose left front tyre touched with Grégoire's car, turning him sideways and triggering the 3-car incident. The start, therefore, was delayed by five extra pace laps. Afterwards, Robbie Groff stalled on the backstretch, and Sam Schmidt and Alessandro Zampedri ducked into the pits with mechanical trouble before the race was started. As such, only 30 of the 35 cars on the grid started the race.
Arie Luyendyk led the field to the green flag, but Tony Stewart slipstreamed past him after Turn 4 to lead the first lap. Team Menard would later register an official complaint over Luyendyk's start, after Stewart argued that Luyendyk had tried to crowd him towards the outside wall. During these first laps, Vincenzo Sospiri was overtaken by Robbie Buhl and a fast starting Robby Gordon, who climbed eight spots in only two laps. Jim Guthrie also passed Sospiri and briefly pressured Gordon, but at the end of the sixth lap he pulled into the pits with a sizeable water leak. Also, Eddie Cheever fell down the order after pitting because of a stuck gearbox. On Lap 10, Claude Bourbonnais, running in 26th place, blew his engine, the three Blueprint Racing drivers having fallen by the wayside with mechanical issues despite having worked on their engines the week before the race. Moments after the caution came out, a light drizzle started falling around the track. During the caution, Guthrie's crew frantically tried to fix the leak, but he lost seven laps. On lap 15, the rain started to fall harder, and the race was red flagged.
With rain continuing to fall, the cars returned to the garage area at 12:30 p.m., and fans began to leave the grounds. The race had to go at least 101 laps to be considered official; with only 15 laps completed, the race would have to be resumed. After negotiations between IMS, series officials, and television executives, the decision was made at 2:15 p.m. to resume the race on Lap 16 the following day, Tuesday May 27 at 11 a.m. The arrangement was similar to the one that occurred during the 1973 Indianapolis 500, and differed from a similar situation during the 1986 race. Many expected the conclusion of the race to be postponed until Saturday, May 31, but the officials agreed that, due to the upcoming race at Texas and the good forecast for Tuesday, it was in the best interest to finish the race as soon as possible.
Tuesday May 27
With skies finally clearing, the race finally was able to get underway. Mari Hulman George delivered the "re-start" command at 11 a.m., and the race resumed at lap 16. Of the 35 qualifiers, 29 cars lined up single-file for the restart. The grandstands were only partially full, and it marked the first time since 1973 that the race was held mid-week. ABC-TV made a special arrangement to cover the race live as planned.
Race running
Davey Hamilton (left) and car owner A. J. Foyt (right) walk through the pit area on Tuesday after the race.
Re-start
The race picked up single-file from the pits at lap 16. The first two laps were run under caution as warm-up laps, however, they counted towards the race total. On lap 18, the green flag came out with Tony Stewart resuming the lead against a very bunched-up field. Robby Gordon was practically alongside Robbie Buhl when the green flag dropped, stripped him of the 3rd place and rapidly closed up on Arie Luyendyk on the backstretch, but he suddenly veered to the warm-up lane in Turn 3, as his engine had caught fire. Gordon jumped out of the car, with his driver's suit burning from leaked methanol in the cockpit, and began rolling vigorously in the grass to put the fire out.
The caution came out, and the car was returned to the pits, with Gordon still willing to drive, but he had to retire from the race with first and second-degree burns on his wrists and right thigh, for which he would miss an entire month of Winston Cup competition. This would eventually lead to Gordon being released at the end of the year, after falling out of grace with Felix Sabates, who weeks later stated that his team would not be back to the Indy 500, being displeased with the attitude of the paddock and the style of Indy car racing.
As the field lined up for the restart on Lap 23, four cars tangled in turn 4. Steve Kinser, up to 10th place, misjudged the procedure and tagged Eliseo Salazar from behind. In the ensuing avoiding measures, Mark Dismore slowed down in 13th place, only to be rear-ended by Roberto Guerrero, retiring on the spot. Salazar and Guerrero would lose laps with extensive repairs, but Kinser only had to replace his front wing. The first significant green flag racing of the week finally began at Lap 28, with Stewart leading Luyendyk and Buhl. Jeff Ward and Buddy Lazier were fourth and fifth in front of Vincenzo Sospiri and Scott Goodyear, having gained two and four positions respectively on the previous restart.
First half
Arie Luyendyk tried to pass Tony Stewart on the inside, but the Team Menard driver kept the lead. The lost momentum allowed Robbie Buhl to pass him in Turn 3, and even Buddy Lazier, who had passed Jeff Ward, had a chance to attack the pole-sitter. Soon after, the top 4 drivers had broken apart from their competitors, with Stewart maintaining a 2-second lead and Luyendyk repassing Buhl on Lap 44. The leaders made their first pit stop around Lap 50, with Team Menard discovering they had no telemetry read from Stewart's car. On Lap 59, Jim Guthrie brought out the yellow, as his engine had finally given up on track. During this caution, Vincenzo Sospiri, who had pitted earlier than anyone else, had to make an unscheduled pit stop because of a malfunctioning fuel alarm. He rejoined in 10th place as the last car in the lead lap, behind Scott Goodyear, Buzz Calkins, a recovering Eddie Cheever and Davey Hamilton.
On the Lap 62 restart, Luyendyk jumped to the front, putting a 4-second lead over Stewart in 13 laps. Buhl and Lazier ran nose-to-tail within 10 seconds of Luyendyk, while the other lead lap drivers had fallen at least 20 seconds behind. Luyendyk made his second pit stop on Lap 79, and a brief issue with the air jack put him behind Stewart, but he reclaimed the lead going around the outside in Turn 1. Buhl, hampered by a failed rear wing change, and Ward also lost places to Lazier and Goodyear, although Lazier could not join the two leaders after being held up by the lapped car of Steve Kinser. During this part of the race, the longest green flag run of the day at 32 laps, Davey Hamilton was lapped, Eddie Cheever had to retire with a broken timing chain, and Buzz Calkins lost two laps after running out of fuel entering the pits.
On Lap 93, a loose brake caliper forced Eliseo Salazar, who was already 23 laps down, to stop the car in Turn 2, bringing out the yellow flag. Robbie Buhl, Vincenzo Sospiri and Jeff Ward pitted for fuel and tires, but Sospiri was shown the black flag for passing Ward under caution. Sospiri served his penalty on Lap 100, but he stopped again four laps later with an electronic coil failure, and spent much of the second half of the race in the pits trying to figure out the issue. By the halfway point, thirteen cars had dropped out, and six stayed on the lead lap, with Billy Boat, Marco Greco, Paul Durant and Davey Hamilton in the top 10.
Second half
The race was restarted at the halfway mark, just one lap before the race became official. Buddy Lazier briefly pressured Tony Stewart, but the latter picked up the pace and caught up to Arie Luyendyk within five laps. Luyendyk made his pit stop on Lap 111, one lap before Stewart and Scott Goodyear, but he had issues again, this time on the left front tyre, and Stewart emerged in front of him after his stop. Buddy Lazier, Robbie Buhl and Jeff Ward, meanwhile, elected to stretch their stints, and their choice initially paid off when the 5th caution of the day came out on Lap 114. From 33rd on the grid, Paul Durant had climbed up to eighth, and was close to teammate Billy Boat, both one lap down from the leaders. In Turn 3, Boat passed Billy Roe, who was two laps down in 14th place, and Durant tried to do the same, but Roe closed the gap, unaware of Durant's presence, and both collided.
Roe emerged unscathed from the heavy impact on the outside wall, but Durant had to be transferred to Methodist Hospital with a fractured pelvis and a concussion. Durant became the third injured driver in Foyt's #1 car during the month of May, after Scott Sharp and Johnny O'Connell. His car kept accelerating when Durant got knocked out, just like Sharp two weeks before. Ward and Lazier made their pit stop under caution, with Ward rejoining between Stewart and Luyendyk, but Lazier ran out of fuel entering the pits and lost half a minute. Surprisingly, Buhl elected not to pit despite being on the same pit sequence as the leaders and, after the '1 to go' signal prevented a late change of mind, he restarted as the race leader. Luyendyk charged again, passing Ward on the restart and Stewart on Lap 128, and inherited the race lead when Buhl pitted four laps later. Trying to navigate through traffic while losing power, Lazier had a heated argument with Marco Greco when the Brazilian held him up, waving angrily at him as he made it past.
The yellow flag was waved again on Lap 138, when Jack Miller, four laps down in 17th place, crashed on Turn 3 after losing control of his car. Running behind Miller, Mike Groff spun trying to avoid him. Groff, the IRL points leader, was running in 18th place, having already lost six laps. Luyendyk, Stewart and Goodyear pitted under caution, leaving Ward and Lazier in front. On the Lap 143 restart, Stewart struck back by passing Luyendyk and Lazier on one lap. Lazier kept dropping back, and was swiftly passed by Luyendyk and Goodyear. Despite his great restart, Stewart suffered from a push condition and lost ground to Ward, falling 7 seconds back on just five laps. Luyendyk eventually took advantage and passed him on Lap 159, with Goodyear closely behind. Six laps later, Tyce Carlson spun in Turn 2 just after being passed by Stewart. The caution ended Buhl's chances, as he had pitted just seconds before, losing a lap to the leaders.
Both Ward and Lazier pitted before anyone else on Lap 166 to gain track position, gambling on a caution-less finish. Luyendyk, Stewart and Goodyear pitted three laps later, but Stewart stalled his car and placed behind Goodyear on the Lap 170 restart. Both were able to pass Luyendyk, who also developed understeer in his car, and Lazier soon became a sitting duck against all three of them on Lap 175. Twenty laps from the end, Stewart passed Goodyear but, five laps later, the slowing car of Buzz Calkins made him go high on the exit of Turn 4, which allowed Goodyear to regain the position. Luyendyk tried to follow his teammate by passing Stewart on the backstretch, but Stewart closed the door on him, forcing Luyendyk to put two wheels on the grass. In this scenario, Goodyear had the potential race lead, given that Ward, who was 13 seconds ahead, needed one final splash-and-go fuel stop before the finish.
Controversial finish
With eleven laps to go, Steve Kinser crashed out of 9th place when his rear left tyre touched with the front right tyre of Buzz Calkins, whom he was lapping on the outside of Turn 4. Lyn St. James, coming from behind after being passed by Kinser, run high trying to avoid him and clipped the wall, damaging a suspension. The ensuing caution flag saw leader Jeff Ward, who knew he could not make it to the finish on fuel, head to the pits, as well as Tony Stewart, who was two gallons short on fuel per his team. With 8 laps left, Scott Goodyear and his teammate Arie Luyendyk led the restart order, followed by Buddy Lazier, while Ward and Stewart had a group of six lapped cars in front. They were the only five drivers on the lead lap.
The green flag came back out on Lap 194, and Luyendyk passed Goodyear on Turn 3 to take the lead. Just two laps later, the yellow was brought out again for debris, as Lazier's right-side rear-view mirror had come loose and was stranded in Turn 2. The Hemelgarn driver was already in 5th place, just trying to make it to the end. Luyendyk led over Goodyear as the green came back out at the conclusion of Lap 197, with three laps to go. As they crossed the start/finish line to complete lap 198, Tony Stewart brushed the wall in turn 4, bending the right-front suspension. Although Stewart had continued, and the car was not seriously damaged, USAC immediately brought out the yellow. The pace car did not enter the track to pick up the leader, as was the normal procedure, and both teams and drivers understood the race would finish under caution, as did IMS Radio Network announcer Bob Jenkins.
As the cars came out of turn four, without any warning, USAC officials suddenly displayed the white and green flag at the starter's stand. The race was back underway for one final lap. The entire field hesitated as the yellow caution lights around the track remained illuminated, unsure if the green flag was an error, and if the conditions were safe to race. Luyendyk obliged the flagstand, dropped a gear, and accelerated into turn, getting a jump on Goodyear and the rest of the field in the process. The yellow lights continued flashing around the track, something Luyendyk noticed on his radio while entering the backstretch, and did not go off until the leaders were nearly at turn 3. The botched restart prevented any significant challenge by Goodyear, and Arie Luyendyk cruised around the final lap to take the victory. It was Luyendyk's second Indy 500 win, becoming the 16th driver to win from the pole position. Luyendyk was emotional in victory lane as he stated:
"I saw the green and white flag wave and I thought 'Hell they better know what they're doing' and I will keep doing what I've been doing. This is a lot better than my first in 1990."
His teammate Scott Goodyear was satisfied but still disappointed at the outcome:
"That's the key lap of the whole race obviously because you want to get a draft, get the guy going and lead coming out the backstretch. I don't think Arie even expected it. Overall a 1-2 finish for Treadway is a bonus but...disappointed that I didn't win."
After brushing the wall late, Tony Stewart limped around on the final lap with a bent suspension arm. After leading the most laps, he held on to finish in 5th place, the last car on the lead lap. It was his best Indy finish, and only career top-five at the Indy 500.
Box score
Driver
Team
Chassis
Engine
Tyre
Laps
Time/Retired
Grid
LapsLed
1
5
Arie Luyendyk
Treadway Racing
G-Force
Oldsmobile
Firestone
200
3:25:43.388
1
61
37
2
6
Scott Goodyear
Treadway Racing
G-Force
Oldsmobile
Firestone
200
+ 0.570
5
2
33
3
52
Jeff Ward
Team Cheever
G-Force
Oldsmobile
Goodyear
200
+ 4.081
7
49
32
4
91
Buddy Lazier
Hemelgarn Racing
Dallara
Oldsmobile
Firestone
200
+ 10.330
10
7
31
5
2
Tony Stewart
Team Menard
G-Force
Oldsmobile
Firestone
200
+ 28.613
2
64
31
6
14
Davey Hamilton
A. J. Foyt Enterprises
G-Force
Oldsmobile
Goodyear
199
+ 1 lap
8
0
29
7
11
Billy Boat
A. J. Foyt Enterprises
Dallara
Oldsmobile
Goodyear
199
+ 1 lap
22
1
28
8
3
Robbie Buhl
Team Menard
G-Force
Oldsmobile
Firestone
199
+ 1 lap
4
16
27
9
30
Robbie Groff
McCormack Motorsports
G-Force
Oldsmobile
Goodyear
197
+ 3 laps
21
0
26
10
33
Fermín Vélez
Team Scandia
Dallara
Oldsmobile
Goodyear
195
+ 5 laps
29
0
25
11
12
Buzz Calkins
Bradley Motorsports
G-Force
Oldsmobile
Goodyear
188
Half shaft
16
0
24
12
10
Mike Groff
Byrd-Cunningham Racing
G-Force
Infiniti
Firestone
188
+ 12 laps
18
0
23
13
90
Lyn St. James
Hemelgarn Racing
Dallara
Infiniti
Firestone
186
Accident
34
0
22
14
44
Steve Kinser
Sinden Racing Services
Dallara
Oldsmobile
Goodyear
185
Accident
20
0
21
15
54
Dennis Vitolo
Beck Motorsports
Dallara
Infiniti
Firestone
173
+ 27 laps
28
0
20
16
22
Marco Greco
Team Scandia
Dallara
Oldsmobile
Goodyear
166
Gearbox
27
0
19
17
8
Vincenzo Sospiri
Team Scandia
Dallara
Oldsmobile
Goodyear
163
+ 37 laps
3
0
18
18
9
Johnny Unser
Hemelgarn Racing
Dallara
Infiniti
Firestone
158
Oil pressure
35
0
17
19
18
Tyce Carlson
PDM Racing
Dallara
Oldsmobile
Goodyear
156
Accident
26
0
16
20
40
Jack Miller
Arizona Motorsports
Dallara
Infiniti
Firestone
131
Accident
17
0
15
21
1
Paul Durant
A. J. Foyt Enterprises
G-Force
Oldsmobile
Goodyear
111
Accident
33
0
14
22
50
Billy Roe
EuroInternational
Dallara
Oldsmobile
Firestone
110
Accident
24
0
13
23
51
Eddie Cheever
Team Cheever
G-Force
Oldsmobile
Goodyear
84
Timing chain
11
0
12
24
7
Eliseo Salazar
Team Scandia
Dallara
Oldsmobile
Goodyear
70
Accident
9
0
11
25
97
Greg Ray
Knapp Motorsports
Dallara
Oldsmobile
Firestone
48
Water pump
30
0
10
26
27
Jim Guthrie
Blueprint Racing
Dallara
Oldsmobile
Firestone
43
Engine
6
0
9
27
21
Roberto Guerrero
Pagan Racing
Dallara
Infiniti
Goodyear
25
Steering
19
0
8
28
28
Mark Dismore
Kelley Racing - PDM
Dallara
Oldsmobile
Goodyear
24
Accident
25
0
7
29
42
Robby Gordon
Team SABCO
G-Force
Oldsmobile
Goodyear
19
Fire
12
0
6
30
72
Claude Bourbonnais
Blueprint Racing
Dallara
Oldsmobile
Firestone
9
Engine
32
0
5
31
77
Stéphan Grégoire
Chastain Motorsports
G-Force
Oldsmobile
Goodyear
0
Accident
13
0
4
32
17
Affonso Giaffone
Chitwood Motorsports
Dallara
Oldsmobile
Goodyear
0
Accident
14
0
3
33
4
Kenny Bräck
Galles Racing
G-Force
Oldsmobile
Goodyear
0
Accident
15
0
2
34
16
Sam Schmidt
Blueprint Racing
Dallara
Oldsmobile
Firestone
0
Engine
23
0
1
35
34
Alessandro Zampedri
Team Scandia
Dallara
Oldsmobile
Goodyear
0
Oil leak
31
0
1
Lap Leaders
Laps
Leader
1-50
Tony Stewart
51
Billy Boat
52-62
Tony Stewart
63-78
Arie Luyendyk
79
Tony Stewart
80-82
Buddy Lazier
83-109
Arie Luyendyk
110-111
Tony Stewart
112-115
Buddy Lazier
116-131
Robbie Buhl
132-140
Arie Luyendyk
141
Scott Goodyear
142-166
Jeff Ward
167-168
Arie Luyendyk
169-192
Jeff Ward
193
Scott Goodyear
194-200
Arie Luyendyk
Total laps led
Laps
Leader
64
Tony Stewart
61
Arie Luyendyk
49
Jeff Ward
16
Robbie Buhl
7
Buddy Lazier
2
Scott Goodyear
1
Billy Boat
Cautions: 12 for 56 laps
Laps
Reason
Monday May 26
Pace lap
Giafonne, Bräck, Grégoire accident in T4
10-15
Bourbonnais blown engine; Rain
15
Red Flag for Rain
Tuesday May 27
16-18
Warm-up laps for race restart
20-28
Gordon fire in turn 3
59-62
Guthrie stall FS
94-99
Salazar stall T2
114-123
Roe, Durant accident T3
138-142
Miller accident NS
165-169
Carlson spin T2
189-193
Kinser, St. James accident T4
196-197
Debris
199
Debris
Tire participation chart
Supplier
No. of starters
Goodyear
20
Firestone
15
- Denotes race winner
Standings after the race
;Drivers' Championship standings
Pos
Driver
Points
1
Mike Groff
148
2
Davey Hamilton
143
3
Buzz Calkins
137
4
Tony Stewart
133
5
Marco Greco
131
Note: Only the top five positions are included for the standings.
Aftermath
After the 25/8 qualifying controversy, rain delays, and bungling of the final lap by the officials, as well as the scrapping of the split-calendar IRL schedule, the 1997 Indy 500 represented a relative low-point for the then-fledgling IRL. The high attrition exposed growing pains for the new chassis and engine formula. The battle of the engine suppliers was completely one-sided, as Oldsmobile dominated, taking the top 11 finishing positions. Infiniti saw no cars in contention during most of the race.
The race also marked the end of the IRL's lucrative initial exclusive contract with ABC Sports, which was not renewed in its entirety. While the Indy 500 itself would remain on ABC, as well as a handful of other races, the IRL would have to complete their TV scheduling with other networks for two and a half years.
The first move to make amends was to drop the 25/8 rule permanently. Two weeks later at Texas Motor Speedway, during the inaugural True Value 500, the increasing dissatisfaction with USAC's officiating hit the boiling point. A malfunction in the electronic scoring system scored Billy Boat as the winner of the race. Meanwhile, Indy 500 winner Arie Luyendyk stormed in victory lane, claiming he was robbed of the victory which led to a physical altercation between him & Boat's car owner A. J. Foyt. The following day, the error was discovered, and was another black mark on USAC's record. Two weeks later, USAC was officially relieved of the duty of sanctioning the IRL, and was replaced by an in-house effort.
On the competition side, Luyendyk became the only driver to win an Indy 500 both before and after the open wheel "split." Luyendyk had previously won the 1990 Indianapolis 500, at a time when most of the field consisted of CART series regulars. Luyendyk also had the distinction of winning the race with both a turbocharged (1990) and a normally aspirated (1997) engine, as well as winning a race with Goodyear and Firestone tires.
In just his second Indy car race, and as a one-off driver, Jeff Ward finished in a remarkable 3rd place, winning Rookie of the Year honours. After battling with Luyendyk for most of the race, Tony Stewart could only finish the race in 5th place, behind Buddy Lazier. Indy car debutant Billy Boat and rookie Robbie Groff also finished in the top-10, with Robbie Buhl in between. With his 12th-place finish, 12 laps down, as the highest Infiniti placed driver, Mike Groff retained the IRL points lead, with a 5-point advantage over Davey Hamilton, who finished sixth.
Broadcasting
Radio
The race was carried live on the IMS Radio Network. Bob Jenkins served as chief announcer for the eighth year. Johnny Rutherford served as "driver expert," and at the start of the race, also drove the pace car. The race was heard on roughly 500 affiliates.
The crew for the 1997 race remained the same from 1996. The broadcast featured rain delay coverage on Sunday, live coverage of the start on Monday, and live coverage of the conclusion on Tuesday. All members of the crew participated on all three days. After serving as a guest booth analyst the previous two years, Chris Economaki spent all three days in the pits as a roving reporter. Economaki conducted interviews and offered observations at various points during the race. In the pit area, Mark Jaynes covered the north pits, Mike King began the race in the center pits, and Vince Welch began the race in the south pits. In the second half of the race, King and Welch shared duties in the south and center pits, focusing on the race leaders.
Indianapolis Motor Speedway Radio Network
Booth Announcers
Turn Reporters
Pit/garage reporters
Chief Announcer: Bob Jenkins
Driver expert: Johnny Rutherford
Statistician: Howdy Bell
Historian: Donald Davidson
Turn 1: Jerry Baker
Turn 2: Ken Double
Turn 3: Gary Lee
Turn 4: Bob Lamey
Chuck Marlowe (garages/hospital)Chris Economaki (interviews/roving reporter)
Mark Jaynes (north pits)Mike King (center pits)Vince Welch (south pits)
Television
The race was carried live flag-to-flag coverage in the United States on ABC Sports. Paul Page served as host and play-by-play announcer. Tom Sneva joined the crew, and served as booth analyst. Bobby Unser (turn 2) and Danny Sullivan (turn 4) served as turn reporters, and this would be the final 500 on ABC for both Unser and Sullivan.
The race was scheduled for Sunday May 25, but rain postponed the start. ABC stayed on as scheduled on Sunday, and the broadcast was filled with highlights, interviews, and talk. On Monday May 26, ABC returned to broadcast the race live, preempting regularly scheduled programming. The broadcast came on-air live at 11 EDT, and featured a one-hour pre-race, mirroring the traditional Sunday broadcast format. The race started, but was halted again on lap 15 due to rain. When it was announced that the race would be postponed again, ABC signed off and returned to their regularly scheduled lineup.
On Tuesday May 27, ABC returned once again to air the remainder of the race live. Unlike a similar situation in 1986, officials decided to resume the race on Tuesday, rather than wait until Saturday. ABC again preempted their afternoon lineup, and carried the entire conclusion.
ABC Television
Booth Announcers
Pit/garage reporters
Host/Announcer: Paul Page
Color: Tom Sneva
Color/Turn 2: Bobby Unser
Color/Turn 4: Danny Sullivan
Jack AruteGary GerouldDr. Jerry Punch
Practice and time trials were carried over three networks: ABC, ESPN, and ESPN2.
Live Daily Reports (ESPN2): Paul Page, Dave Despain, Jon Beekuis, Dr. Jerry Punch, Gary Gerould, Mike King
Time trials (ABC): Paul Page, Tom Sneva, Jack Arute, Gary Gerould
Time trials (ESPN): Dave Despain, Tom Sneva, Jack Arute, Dr. Jerry Punch, Gary Gerould
Time trials (ESPN2): Paul Page, Tom Sneva, Dr. Jerry Punch, Jon Beekuis, Mike King
Carb Day (ESPN): Dave Despain, Jon Beekuis, Dr. Jerry Punch, Mike King
RPM2Day at Indy (ESPN2): Kenny Mayne, Marlo Klain
Gallery
File:Luyendyk1997pacecar.jpg|1997 Oldsmobile Aurora pace car |