The disaster at the 1955 Le Mans endurance race – “Eighty-three spectators and driver Pierre Levegh died at the scene, whilst 120 more were injured in the most catastrophic accident in motorsport history.”
The 1955 Le Mans disaster occurred during the 24 Hours of Le Mans motor race, when Pierre Levegh’s state of the art Mercedes-Benz 300 SLR ran into Lance Macklin’s Austin-Healey 100 and crashed into the audience, causing large fragments of racing car debris to fly into the crowd. Eighty-three spectators and driver Pierre Levegh perished at the scene with 120 more injured in the most catastrophic accident in motorsport history.
(Levegh’s car had a special magnesium alloy body that burned incredibly hot when it ignited and water obviously doesn’t help with magnesium fires.)
How the accident happened:
The 1955 24 Hours of Le Mans began on 11 June 1955, with Pierre Levegh behind the wheel of the #20 Mercedes-Benz 300 SLR run by Daimler-Benz. American John Fitchwas Levegh’s assigned partner in the car, and he would take over driving duties later. Competition between Mercedes, Jaguar, Porsche, Ferrari, Aston Martin and Maseratiwas close, with all the marques fighting for the top positions early on. The race was extremely fast, with lap records being repeatedly broken.
At the end of Lap 35, Levegh was following Mike Hawthorn’s leading Jaguar D-type, just as they were entering the pit straight. Hawthorn had just passed Lance Macklin’s slower Austin-Healey 100 when he belatedly noticed a pit signal to stop for fuel. Hawthorn slowed suddenly in an effort to stop rather than make another lap. Hawthorn’s Jaguar, with the new disc brakes, could decelerate much faster than other cars using drum brakes, such as Levegh’s Mercedes. The sudden, unexpected braking by Hawthorn caused Macklin in the Healey to brake hard, throwing up a small cloud of dust in front of Levegh, who trailed close behind. Macklin then swerved across the centre of the track, attempting to re-pass the slowing Jaguar, but also apparently out of control. Macklin had not noticed Levegh nor Juan Manuel Fangio, in another 300 SLR, approaching rapidly from behind. Fangio was in second place at the time, but directly behind, and attempting to lap Levegh.
Levegh, ahead of Fangio on the track, did not have time to react. Levegh’s car made contact with the left rear of Macklin’s car as he closed rapidly (at about 240 km/h (150 mph)) upon the slowed car.
When Levegh’s 300 SLR hit Macklin’s Austin-Healey from behind, his car became airborne, soaring towards the left side of the track, where it landed atop the earthen embankment separating spectators from the track itself. The car struck the mound at such speed and angle that it was launched into a somersault, which caused some parts of the car, already damaged and loosened by the collision, to be flung from the vehicle at very great speeds. This included the bonnet and the front axle, both of which separated from the frame and flew through the crowd.
The bonnet decapitated tightly jammed spectators like a guillotine. With the front of the spaceframe chassis—and thus crucial engine mounts—destroyed, the car’s heavy engine block also broke free and hurtled into the crowd. Spectators who had climbed onto trestle tables to get a better view of the track found themselves in the direct path of the lethal debris. Levegh was thrown free of the tumbling car, and his skull was fatally crushed when he landed.
As the somersaulting remains of the 300 SLR decelerated, the rear-mounted fuel tank ruptured. The ensuing fuel fire raised the temperature of the remaining Elektron bodywork past its ignition temperature, which was lower than other metal alloys due to its high magnesium content. The alloy burst into white-hot flames, sending searing embers onto the track and into the crowd. Rescue workers, totally unfamiliar with magnesium fires, poured water on the inferno, greatly intensifying the fire. As a result, the car burned for several hours. Official accounts put the death total at 84 (83 spectators plus Levegh), either by flying debris or from the fire, with a further 120 injured. Other observers estimated the toll to be much higher.
Fangio, driving behind Levegh, narrowly escaped the heavily damaged Austin-Healey, which was now skidding to the right of the track, across his path. Macklin then hit the pit wall and bounced back to the left, crossing the track again. He struck the barrier near the location of the now burning 300 SLR, causing the death of a spectator, although Macklin survived the incident without serious injury.
A young man snatches the ceremonial sword of King Baudouin of Belgium during a procession with the newly appointed President Kasa-Vubu, on the eve of the independence of the Belgian Congo, Leopoldville; June 30, 1960
Ambroise Boimbo was a Congolese citizen who snatched the ceremonial sword of King Baudouin I of Belgium on June 29, 1960 in Léopoldville (now Kinshasa) on the eve of the independence of the Belgian Congo. He was a former soldier who originated from Monkoto in the Équateur Province.
The king’s entourage was driving from the airport into the city when it slowed to enable the monarch to stand and salute the flag of an honour guard of the Force Publique drawn up by the side of the road. A widely published photograph, taken by journalist Robert Lebeck, shows an exuberant Ambroise Boimbo, in jacket and tie, flourishing the sword while Baudouin and Congolese President Joseph Kasa-Vubu appear unaware of the incident. Further photographs taken by Lebeck show Boimbo encircled by Belgian and Congolese colonial gendarmes, as they wrestled him to the ground. According to media reports the “nationalist demonstrator” was taken away in a police vehicle but released later the same day at the king’s request. The sword was apparently quickly retrieved and returned to King Baudouin, who was filmed wearing it at the Independence speech-making ceremonies the next day on June 30.
To some commentators the seizure of the sword symbolized the independence of the Congo, although others saw it as simply an instance of high-spirited behavior at a time of celebration.
It was built in 1886, to replace the first railway station that was built in Classical style (the old one was moved to Ronse, because it’s the third oldest in the world).
It was decided in 1899 that this one was a nuisance to the neighbourhood, since it cut off the Western part of Bruges. The works for a new railway station outside the city started in 1910, but were delayed by the first world war. Only in 1936 was the third railway station finished.
Ten years later the second building (this one) was demolished.