click links in text for more info

Calhoun County, Georgia

Calhoun County is a county located in the U. S. state of Georgia. As of the 2010 census, the population was 6,694; the county seat is Morgan. The county was created on February 20, 1854. Calhoun County is named for John C. Calhoun, the seventh Vice President of the United States; as the county seat, the city of Morgan boasts a historic Courthouse. Calhoun County hosts a single tri-colored traffic light, located in the city of Arlington, which showcases north-south and east-west railroad tracks; the County and its Cities hold several annual festivals. Still Pond Vineyard & Winery, a family-owned and operated Vineyard, bordering Baker County in southern region, hosts 3 festivals including a Bud Break Bash the first Saturday in April, a Grape Stomp the first Saturday in August, a Holiday Festival the first Saturday in December; the city of Edison hosts the Billie Lane King Cotton Charity Horse Show the second Saturday of May. The city of Arlington hosts the oldest festival in Georgia, May Day, on the first Saturday of May and the city of Leary hosts the Leary Christmas Parade on the second Saturday in December.

Calhoun County is proud to be the county that enacted the Southwest Georgia High Cotton 65-mile Yard Sale which takes place the second Saturday in November along Georgia Highway 37. The largest locally governed. Calhoun Memorial Hospital closed in 2013 in Arlington; the hospital was a 25-bed critical access hospital, founded as a Hill-Burton hospital in 1951. Calhoun Nursing Home, a 60-bed long-term care facility, is now operated by Miller County. Willowood Assisted Living, a 15-bed personal care home fostering secure independence for Seniors, is located in Edison. Pataula Charter Academy is located in Edison. Calhoun County Elementary School is located in Arlington and Calhoun County Middle & High School is located in Edison, as well as the Calhoun County Library. Calhoun State Prison is located in Morgan and the city of Leary has two peanut buying points. Large farms and Quail Hunting Plantations decorate the pastoral landscape and complete scenic roadways in this rural Georgia community. Calhoun County proudly supports agriculture as the local lifeblood industry.

In 2008, SGRITA was founded in Arlington. The firm is a wireless broadband service, being developed through grant participation to serve the greater Southwest Georgia area. Since SGRITA has been bought out several times and is now operated out of Blakely, Georgia. According to the U. S. Census Bureau, the county has a total area of 284 square miles, of which 280 square miles is land and 3.2 square miles is water. The vast majority of Calhoun County is located in the Ichawaynochaway Creek sub-basin of the ACF River Basin; the county's western and southwestern corner, from Arlington running northwest to west of Edison, is located in the Spring Creek sub-basin of the same larger ACF River Basin. State Route 37 State Route 41 State Route 45 State Route 55 State Route 62 State Route 216 State Route 234 Terrell County Dougherty County Baker County Early County Clay County Randolph County As of the 2010 United States Census, there were 6,694 people, 2,002 households, 1,292 families living in the county.

The population density was 23.9 inhabitants per square mile. There were 2,409 housing units at an average density of 8.6 per square mile. The racial makeup of the county was 61.3% black or African American, 34.7% white, 0.4% Asian, 0.3% Pacific islander, 0.1% American Indian, 2.1% from other races, 1.0% from two or more races. Those of Hispanic or Latino origin made up 3.9% of the population. In terms of ancestry, 7.3% were American, 6.3% were Irish. Of the 2,002 households, 32.7% had children under the age of 18 living with them, 38.2% were married couples living together, 22.6% had a female householder with no husband present, 35.5% were non-families, 32.5% of all households were made up of individuals. The average household size was 2.49 and the average family size was 3.20. The median age was 38.7 years. The median income for a household in the county was $30,522 and the median income for a family was $37,309. Males had a median income of $27,096 versus $20,845 for females; the per capita income for the county was $12,452.

About 20.3% of families and 28.8% of the population were below the poverty line, including 42.0% of those under age 18 and 14.6% of those age 65 or over. As of the census of 2000, there were 6,320 people, 1,962 households, 1,347 families living in the county; the population density was 23 people per square mile. There were 2,305 housing units at an average density of 8 per square mile; the racial makeup of the county was 60.60% Black or African American, 38.26% White, 0.14% Native American, 0.06% Asian, 0.44% from other races, 0.49% from two or more races. 2.99 % of the population were Latino of any race. There were 1,962 households out of which 31.20% had children under the age of 18 living with them, 41.70% were married couples living together, 23.20% had a female householder with no husband present, 31.30% were non-families. 28.70% of all households were made up of individuals and 12.70% had someone living alone, 65 years of age or older. The average household size was 2.55 and the average family size was 3.15.

In the county, the population was spread out with 22.10% under the age of 18, 11.30% from 18 to 24, 33.30% from 25 to 44, 20.80% from 45 to 64, 12.60% who were 65 years of age or older. The median age was 36 years. For every 100 females there were 130.10 males. For every 100 females age 18 and over, there were 139.80 males. The median income for a househ

Acre-class destroyer

The Acre-class destroyers were a class of six destroyers built during World War II for the Brazilian Navy. None were completed before the end of the war, they are referred to in some sources as the Amazonas class. Built in Brazil to a modified British design along with some U. S. equipment, they were built to replace six H-class destroyers ordered from Britain but purchased by Britain for use in the war. Due to design complications, the ships took a long time to complete, having been finished from 1949 to 1951; the ships received a refit in the early 1960s with new electronics and gun no. 2 being replaced by a 40mm Bofors mounting. Two ships were decommissioned in 1964 and the remaining four from 1973 to 1974; the six ships were: List of ships of the Second World War List of ship classes of the Second World War Gardiner and Roger Chesneau. Conway's All The World's Fighting Ships 1922–1946. London: Conway Maritime Press, 1980. ISBN 0-85177-146-7. Whitley M. J. Destroyers of World War Two: An International Encyclopedia.

London: Cassell Publishing, 2000. ISBN 1-85409-521-8

Rodessa, Louisiana

Rodessa is a village in Caddo Parish, United States. The population was 270 at the 2010 census, it is part of the Shreveport–Bossier City Metropolitan Statistical Area. Rodessa is located in northwestern Caddo Parish at 32°58′17″N 93°59′45″W, it is the incorporated place in Louisiana closest to the state's northwest corner. Louisiana Highway 1 passes through the village, leading south 7 miles to Vivian and northwest 15 miles to Atlanta, Texas. According to the United States Census Bureau, Rodessa has a total area of 1.2 square miles, all land. As of the census of 2000, there were 307 people, 119 households, 81 families residing in the village; the population density was 367.7 inhabitants per square mile. There were 131 housing units at an average density of 156.9 per square mile. The racial makeup of the village was 70.36% White, 27.69% African American, 1.63% Native American, 0.33% from two or more races. Hispanic or Latino of any race were 0.33% of the population. There were 119 households out of which 36.1% had children under the age of 18 living with them, 48.7% were married couples living together, 14.3% had a female householder with no husband present, 31.9% were non-families.

28.6% of all households were made up of individuals and 17.6% had someone living alone, 65 years of age or older. The average household size was 2.58 and the average family size was 3.17. In the village, the population was spread out with 31.6% under the age of 18, 8.5% from 18 to 24, 28.7% from 25 to 44, 17.9% from 45 to 64, 13.4% who were 65 years of age or older. The median age was 31 years. For every 100 females, there were 108.8 males. For every 100 females age 18 and over, there were 100.0 males. The median income for a household in the village was $21,750, the median income for a family was $28,125. Males had a median income of $31,750 versus $13,977 for females; the per capita income for the village was $10,693. About 22.0% of families and 24.6% of the population were below the poverty line, including 34.8% of those under the age of eighteen and 11.6% of those sixty five or over. Dan Flores, historian of the American West

Grimsby District Light Railway

The Grimsby District Light Railway was one of three standard gauge railways, all part of the Great Central Railway, promoted by the latter to connect the wider world to Immingham Dock which it built in the early Twentieth Century on an uninhabited, greenfield site on the south bank of the Humber, England. The three railways were: The Barton and Immingham Light Railway, which enabled workers to get to the dock from Hull; the Humber Commercial Railway, the main artery for goods to and from the dock, The Grimsby District Light Railway, which connected the dock with Grimsby, its established neighbour to the south east. All three lines became part of the LNER in 1923 part of the Eastern Region of British Railways on nationalisation in 1948; the Barton and Immingham route closed in 1963. In 2016 the Humber Commercial Railway route remained the port's major artery, carrying imports towards Barnetby and beyond. By 2016 the GDLR survived, it was but a shadow of its former self. The GDLR's immediate purpose was to convey men and materials to the dock workings, with the primary permanent aim of enabling workers to travel between Grimsby and the dock to work.

The secondary permanent aim was to enable materials and locomotives to transfer between the new engine shed at Immingham and the intensively railway-served port of Grimsby and the railway-promoted seaside resort of Cleethorpes. The GDLR became a railway with two lines - a conventional light railway used by ordinary trains and an electric tramway which ran parallel to the conventional line for a significant part of its route; this tramway was publicised by the Great Central as the Grimsby District Electric Railway and by the LNER as the Grimsby and Immingham Electric Railway, by which name it became recognised, but all three were one, as set out in a Light Railway Order of 15 January 1906. The two lines were not physically connected; the conventional line was completed in May 1906, connecting at its south eastern end to the Great Central's Great Coates branch and thereby to the Grimsby to Sheffield Victoria line and the wider world. It was single track. At its Immingham end it ended in a field near what would become Immingham East Junction.

Lady Henderson performed the ceremonial cutting of the first sod for the massive Immingham Dock undertaking near this spot on 12 July 1906, with the VIP party brought to the site in the GCR directors' saloon and lesser guests brought in open wagons, spruced up for the occasion. Both trains used the GDLR. Contractors building the dock used the conventional line for the next three years transporting materials, but transporting workmen in a train of ex-Metropolitan Railway carriages, which became known locally as the "Navvy Mail"; the Great Central decided to provide a public passenger service along the line and built 240 feet single wooden platformed stations 4 miles 14 chains apart named Grimsby Pyewipe Road and Immingham Halt. The line and the stations were inspected by the Board of Trade on 3 January 1910 and services started the same day using a steam rail car, it was intended that part of the GDLR would be an electric, passenger-carrying tramway to transport peaked flows of workers between the dock and Grimsby, the nearest centre of population.

The 1906 Light Railway Order permitted the construction of a line from a triangular junction with Great Grimsby Street Tramways at the confluence of Victoria Street and Freeport Wharf, over Corporation Bridge along Corporation Road and across country to Immingham Dock. This permission did not imply any legal or managerial connection between the line and Grimsby Tramways permission to build a physical connection and, by implication, permission to run trams over both concerns' metals by agreement; this would seem a triumph of optimism over sense, as Corporation Bridge was not strong enough to carry trams and there were no firm plans or money to replace it. When it was replaced in 1928, with heavy government financial backing, the wind had left Grimsby Tramways' sails and they were converting to trolley bus and internal combustion engine services. Corporation Bridge was a bridge too far. Orders for the construction of the electric tramway were placed in 1909 and the line passed inspection in November 1911, though with the dock not yet completed there was no urgency to open the line.

A trial service was run on 6 May 1912, followed by a "Big Bang" undertaken without ceremony on 15 May 1912 when: the Humber Commercial railway was completed, connecting with the GDLR at Immingham East Junction, the GDLR's electric tramway was opened between Immingham Town and Corporation Bridge, the service between Grimsby Pyewipe Road and Immingham Halt along the conventional GDLR line was withdrawnFrom this point readers are referred to the Grimsby and Immingham Electric Railway article for details of the tramway's development and decline. Electric cables running from the power station at Immingham Dock to feeders along the tramway were carried on distinctive masts along the seaward side of the GDLR's conventional line, lending it an unusual appearance; the masts vaguely resembled commonplace lineside telegraph masts, but their narrow A-shaped structure and heavier wire-bearing crosspieces were sufficiently different to catch the eye. The conventional GDLR line was doubled in 1914, only to be singled in 1917, the lifted tracks being sent abroad as a contribution to the war effort.

The Great Central's final estimates in 1922 included provision for reinstating the second track, but the LNER never did so. Towards the end of the Second World War Grimsby Corporation bought substantial tracts of land between the GDLR and the Humber Bank for post-war industrial development; the 200 acres H


Bodhamalai is a hill in Namakkal district of Tamil Nadu. Keelur, Gedamalai are some hill villages of Bodhamalai. Bodhamalai is a parts of Eastern ghats in Salem Namakkal district of Tamil Nadu; the Kolli hill is located forty kilometres south from Bodhamalai. The Yercaud or Shevaroy Hills of Salem district is located seventy kilometres north from Bodhamalai; the nearest town Rasipuram is located twenty kilometres South from Bodhamalai. Salem is located forty four kilometres north from Bodhamalai; the district capital Namakkal is located forty eight kilometres south from Bodhamalai. Mettala is located twenty one kilometres east from Bodhamalai. Vennandur is located thirty kilometres west from Bodhamalai. Here the hill tribes live little. All of them live here. No bus facility. You have to go for a walk; this Bodhamalai village people are believing lot of dwarf people were living in the hills. They lived with amazing super nature power and They had hidden the treasure. Many secrets are buried here; the same thing is.

One of the oldest man who living in hill told the hills are believed to have traces of their lives on this mountain. The quintessential housing claimed to be the home of the dwarfs is so incredible that science can not be found; some search for the golden treasure supposed to be hidden by the dwarves. There are several crores of treasures. In fact, the dwarfs have no idea. Nobody has found that treasure until today. Many of the palaces of the dwarfs are found in ruins, it is not too large. Several species of herbal plants grow in Bodhamalai; the local people sell herbal leaves, tuber, crust of herbal plant. Some is smuggled illegally for herbal medicine productions. Nowadays Tamil Nadu government is controlling this type of illegal activities, and government promote people's needed essential in to the villages in Bodhamalai

Discovery Bay Tunnel

The Discovery Bay Tunnel is a toll tunnel that links Discovery Bay Road at Yi Pak Au to Cheung Tung Road at Siu Ho Wan beside the North Lantau Highway. It was built for the Discovery Bay residential development on the north-eastern coast of Lantau Island, Hong Kong, it is open 24 hours everyday to vehicles approved by the Transport Department. The toll charge ranges between HK$50.00 to 250.00 depending on the type of vehicle. As the development is car-free, private vehicles are discouraged from entering. Private cars or private delivery vans can only enter with special permits issued in advance, between the hours of 09:00 and 18:00 every day; the tunnel is managed by HKR International Limited. The tunnel website on HKR