Pittsburg County is a county located in the U. S. state of Oklahoma. As of the 2010 census, the population was 45,837, its county seat is McAlester. The county was formed from part of the Choctaw Nation in Indian Territory in 1907. County leaders believed that its coal production compared favorably with Pittsburgh, Pennsylvania at the time of statehood. Pittsburg County comprises OK Micropolitan Statistical Area; the area forming Pittsburg County was part of the Choctaw Nation after the Choctaw tribe was forced to relocate to Indian Territory from its home in the Southeastern United States in the early 1830s. Unlike the State of Oklahoma, whose county boundaries follow the precise north-south, east-west grid provided by Oklahoma's township and range system, the Choctaw Nation established its internal divisions using recognizable landmarks, such as mountains and rivers, as borders; the territory of present-day Pittsburg County fell within two of the three administrative super-regions comprising the Choctaw Nation, the Moshulatubbee District and Pushmataha District, within those districts, into Atoka County, Jack's Fork County, Gaines County, Sans Bois County, Tobucksy County.
Some important trails, including the Texas Road and one route of the California Trail passed through what is now Pittsburg County. In 1840, James Perry established a village called Perryville that became an important stop near the place where the two trails crossed. During the Civil War, Perryville served as an important supply depot for Confederate forces until the Union Army captured and burned the town, it became defunct after the Missouri and Texas Railway bypassed it in 1872, the remaining inhabitants moved to McAlester. The Butterfield Overland Mail route followed a route through this area. James J. McAlester moved to the Choctaw Nation in 1872, opened a trading post and married a Chickasaw woman; this qualified him to obtain citizenship rights in the Chickasaw Nations. When the MK&T built its line, McAlester laid claim to the coal deposits in the Perryville area, which he and some partners leased to the Osage Coal and Mining Company, owned by the Missouri Pacific Railroad and acquired by the MK&T in 1888.
Pittsburg County was formed on July 1907 as an original county from Choctaw land. County leaders, thinking its coal production compared favorably with Pittsburgh, named the new county after the Pennsylvania city with the "h" removed. Coal mining continued to expand until the early 20th century. Production began to decline after 1920, never recovered. By 1966, the county production was no longer reported. According to the U. S. Census Bureau, the county has a total area of 1,378 square miles, of which 1,305 square miles is land and 72 square miles is water; the county's topography is hilly to mountainous. The Ouachita Mountains extend into the southeastern portion; the Canadian River drains most of the county and with Eufaula Lake form the northern boundary of the county. The southern part of the county is drained by several creeks that flow into the Kiamichi River and into the Red River. McIntosh County Haskell County Latimer County Pushmataha County Atoka County Coal County Hughes County As of the census of 2010, there were 45,837 people, 18,623 households, 15,389 families residing in the county.
The population density was 13/km². There were 22,634 housing units at an average density of 6/km²; the racial makeup of the county was 73.6% White/Caucasian, 3.3% Black or African American, 13.8% Native American, 0.40% Asian, 0.03% Pacific Islander, 0.78% from other races, 7.6% from two or more races. 3.14 % of the population were Latino of any race. 17.4% were of American, 12.7% Irish, 11.3% German, 9.4% English and 7.2% Italian ancestry according to Census 2010. There were 18,623 households out of which 29.00% had children under the age of 18 living with them, 54.90% were married couples living together, 11.20% had a female householder with no husband present, 30.40% were non-families. 27.70% of all households were made up of individuals and 13.30% had someone living alone, 65 years of age or older. The average household size was 2.40 and the average family size was 2.90. In the county, the population was spread out with 23.50% under the age of 18, 7.80% from 18 to 24, 26.90% from 25 to 44, 24.60% from 45 to 64, 17.10% who were 65 years of age or older.
The median age was 39 years. For every 100 females there were 101.50 males. For every 100 females age 18 and over, there were 100.10 males. The median income for a household in the county was $28,679, the median income for a family was $35,190. Males had a median income of $28,470 versus $19,886 for females; the per capita income for the county was $15,494. About 13.60% of families and 17.20% of the population were below the poverty line, including 22.70% of those under age 18 and 13.30% of those age 65 or over. Although Pittsburg county was noted for its coal production, agriculture has long been important to the county economy. Just after statehood, farmers controlled 20 percent of the county's land area; the most important cash crops were cotton. By 1960, sorghum had become the most important crop. In 2000, wheat had become the top crop. Manufacturing became significant when the U. S. Navy built an ammunition depot at McAlester during World War II, it employed 8,000 people in 1945. The U. S. Army took over the facility in 1977.
The Corps of Engineers built Eufaula Lake between 1956 and 1964, which brought tourism, land development and a major source of hydroelectric power. Haileyville Hartshorne Krebs McAlester Arpelar Blanco Longtown Bache Blocker Bugtuss
Vlissingen Naval Base was a base for the Admiralty of Zeeland, the Dutch Navy. It has a number of major marine facilities of historic significance, it housed a shipyard for the Admiralty of Zeeland, the national shipyard Rijkswerf Zeeland. Shipyard de Schelde would take over the grounds of the Rijkwerf, still continues to build warships as Damen Schelde Naval Shipbuilding; the location of Vlissingen on the mouth of the Schelde means that it can be reached by the biggest ships. Such was the case in the Middle Ages and this is still the case in the 21st century. What made Vlissingen a safe place for ships were the man-made facilities of the port. Large numbers of warships could lay in ordinary in the wet dock, be repaired either in the dry dock or on one of the slipways of the Rijkswerf; the city walls of Vlissingen were expanded in the early seventeenth century. This made room for a large harbor. From 1609 to 1614 an area corresponding to the current dock and the now disappeared sea lock was dug out.
Just north of the place of the dry dock there was a sea lock with a bridge over it, the Sasbrugge. It explains why the city magistrates were referring to a wet dock or'Dokke', before the present dock was made. East of the Sasbrugge the new Oosterhaven was an open tidal harbour, it was called'herberghe' a big harbor, not perfect, but was a safe place from storm and moving ice in winter. The new harbor was not finished by digging out some ground. In 1622 the city decided to make a quay of 115 meter, which would become the Houtkade, with the Dishoeckhuis. In 1628 the continuation of this quay to the Sasbrug was ordered, and in 1629 the quay of the Peperdijk was ordered. The lock below the Sasbrug did not function well, there were problems with the dock. Ships were on the ground, could not be put on their sides to careen them, it seems these problems brought about the ideas for a bigger and better wet dock for the fleet of the Dutch Republic. In 1687 Stadtholder [ sent a letter to the States General requesting approval for the Zeeland Admiralty to create a suitable dock for the ships of the republic, that would otherwise decay.
The city government had some reservations about the removal of some private shipyards, founded around the existing dock. After threats that the dock would otherwise be made in Veere, the city agreed in April 1688; the council soon after gave permission to demolish the old Rammekenspoort, in the way. The new and much larger wet dock was started in 1687 and finished in 1693, the total cost became 598,000 guilders, it consisted of a deeper stretch of water closed off by a sea lock. Near the end it was a bit shorter than the previous dock; the old Sasbrug was removed and replaced by a floating bridge in 1694. A big fleet could stay inside this dock, safe from enemies, storm and always with enough water below the keel. In times of peace this was just as important as during war, because most ships would lay in ordinary, it meant that most of the masts and equipment were removed and only minimal maintenance was done. One can imagine that such a ship moved by the tides and hitting bottom now and is damaged and decays much quicker than a ship lying in still water.
The dock would have to be dug out. In 1810 the French dug out the dock to 4.7 m below low tide. The sea lock was a major technical challenge because of its proximity to the sea, the unstable underground; the foundations were destroyed by movements in the ground, the naval shipworm and water rising up below the foundations. In 1744 the first sea-lock became defunct. In order to build a new sea lock dams were made on both sides of the existing lock. A new lock was built from 1745 - 1753, it was 39.30 m long, 14.60 wide, deep 2.5 m below low tide. It was a solid construction, because it would take 30 years before significant repairs were necessary; the repairs were only the doors. In 1806 the French widened the upper part of the sea lock to 17.5 m, a creative act, but it did not lead to a properly functioning lock. In 1810 the French lengthened the lock to 46.22 m, it became 17.5 m wide overall and was made deeper by a dangerous construction. On the other hand, the costly work was finished in 1812. In 1833 some wooden parts of the lock were found floating in the water.
In 1834 the situation was investigated. It led to provisional repairs in 1834-1835. In the early 1840's repairs were made by diving candle-light. From 1847 till November 1848 the lock was made dry and thorough repairs were made on the sea-side of the lock for a cost of 243,000 guilders; the first dry-dock of the Netherlands was built adjacent to the dock from 1704-1705, at a cost of 37,000 guilders It was nicknamed'Perry's dokje' after Captain John Perry who designed it in 1697. Perry was an engineer known for his book The State of Russia under the Present Czar and other works; the curious location of the dock between two bodies of water has to do with the constant water level in the dock. The traditional way to empty a dry dock was to put a ship in at high tide, to get rid of most the water by letting it flow out at low tide. Of course the latter could not be done on the dock side; the dry dock has a ship shaped form in order to lessen the amount of remaining water that had to be pumped out. The pumps were driven by a horse-mill.
The main problem of the dry dock that engineers were not able to keep the water from the dock out of the dry dock. The solution for making a waterproof lock gate for a dry dock was
The Renard R.36 was a Belgian all-metal fighter aircraft designed to replace the Fairey Firefly II within the Belgian Air Force. Designed to improve on the Renard Epervier, never adopted by the Belgian government, the prototype R.36 first flew on 5 November 1937. Following testing the R.36 was selected by the Belgian Air Force in late 1938, with 40 aircraft provisionally ordered, to be delivered in two years. However, on 17 January 1939 the prototype, OO-ARW, crashed near Nivelles, killing pilot Lt. Viscount Eric de Spoelberch; the official investigation was inconclusive, no evidence of material failure being discovered, with the most probable causes being radio equipment coming loose during a high-G manoeuvre, jamming the controls, or the pilot becoming incapacitated. The airframe had accumulated 75:30 hours' flight time; the order was dropped in favour of licence production of the Hawker Hurricane by SABCA. R.36 Single-seat fighter powered by a 680 kW Hispano-Suiza 12Ycrs engine, one built.
R.37 Version of R.36 powered by a 820 kW Gnome-Rhône 14N-21 radial engine, one aircraft captured by German forces in May 1940. R.38 Derivative of R.36 aircraft powered by a 770 kW Rolls-Royce Merlin II. One built, first flown on 4 August 1939 reaching a speed of 326 mph during testing. Prototype scrapped. Planned armament was two 13.2 mm FN Browning machine guns. R.40 Former unfinished R.36 aircraft completed with a Merlin engine following French interest, not finished and components captured by German forces. R.42 Twin fuselage variant of the R.36 similar to the F-82 Twin Mustang. Armament would have been doubled that of the R-36. BelgiumBelgian Air Force Data from General characteristics Crew: 1 Length: 8.8 m Wingspan: 11.64 m Height: 2.9 m Wing area: 20 m2 Empty weight: 1,770 kg Gross weight: 2,470 kg Powerplant: 2 × Hispano-Suiza 12Ycrs V-12 liquid-cooled piston engine, 680 kW each Propellers: 3-bladed variable-pitch propellerPerformance Maximum speed: 505 km/h at 3,000 m Range: 1,000 km Time to altitude: 4,000 m in 4 minutes 56 secondsArmament Guns: 1 × engine mounted 20 mm cannon, 4 × wing-mounted 7.7 mm machine guns Green, William.
The Complete Book of Fighters. London: Salamander. ISBN 1-85833-777-1. de Wulf, Herman. "Renard's Neutrality Fighters". Air International. Vol. 12 no. 4. Pp. 185–188. S. A. M. #31: The Belgian Alternative
Alfred Rutter Clarke referred to as "Rutter Clarke" or "A. Rutter Clarke", was an Australian stockbroker and investor whose company Clarke and Co. founded by his grandfather, William Clarke, operated in three states, specialised in mining ventures. He was born in Prahran, Victoria the son of Alfred Edward Clarke and his wife Caroline and brought up in the family home, "Royston", Dandenong Road, Victoria, he was elected to the newly formed Melbourne Stock Exchange in its youngest member. Around 1892 he moved to Adelaide, bought a house "Merriwa" on North-East Road and established a sharebroking company there, he returned to Melbourne in 1905 and joined Clarke and Co. which he took over from his father A. E. Clarke in 1908, he was a member of the Stock Exchange committee from 1906 to 1911 and resigned his membership of the Exchange in 1928. In 1897 he organised the sale of the Ivanhoe mining company. In 1909 he was a director of the Mararoa mine at Western Australia, he was a director of the Great Boulder Mining Company Richard E. P. Osborne left the Isle of Man in 1868 when his father started work at the Kapunda copper mine, was educated at Whinham College and was a member of the Adelaide Stock Exchange from 1896 to 1924, when he joined the Adelaide office of Clarke and Co.
He lived at Aldgate. R. E. Wallen was a partner for some time of both E. A. A. Rutter Clarke. F. H. Bathurst was a partner joined The Argus as finance correspondent. Geoffrey Rutter Clarke, his son was a partner A. J. Taylor secretary of the Melbourne Stock Exchange, was a partner. On 27 June 1895 Rutter Clarke married a daughter of Sir Frederick Sargood, their children were: Geoffrey Rutter Clarke married Susan May "Susie" Pender of Naracoorte, South Australia on 28 March 1923. Kenneth Sargood Rutter Clarke Audrey Mr Rutter Clarke was fond of sport and was a keen cricketer and tennis player, he wrote interesting articles on international cricket and horse racing for newspapers such as The Barrier Miner. In 1907 he built a magnificent home, "Merriwa" on Orrong Road, under architect Walter Richmond Butler, established a large and exquisitely planned garden which featured an expanse of indigenous flowering plants unmatched outside Botanical Gardens. In February 1917 the car he was driving on High Street, St Kilda and killed William Fitzsimmons, who had jumped down from the seat of his lorry into the path of the oncoming vehicle.
The following September he sold "Meeriwa" to Mrs. Charles Moore, the wealthy owner of Charles Moore and Co.. His next home was "Myoora" the home of Robert Harper, MLA, close to the Toorak tram terminus. Dame Nellie Melba had been a tenant of this stately mansion for five months in 1902, his palatial weekender, "Ellerslie" at Mornington, Victoria owned by Sir Frederick Sargood, was destroyed by fire in April 1908. Arson was suspected. A new residence was built and the property on 30 acres was sold in 1920, his last residence was "Braemar", Grandview Grove, Armadale
Zander Insurance is an independent insurance agency headquartered in Nashville, TN. One of the largest agencies in the country, Zander shops rates across all lines of insurance, including: term life, disability and auto, long-term care, group benefits, business insurance, more, while offering a comprehensive ID theft protection product. Zander has earned the business and endorsement of radio and television personalities including Dave Ramsey, Eddie George, Tony Gaskins. In 2012, Zander partnered with Answer Financial Insurance to provide home and auto insurance across the United States. Zander is a fourth-generation family-and-employee-owned business. Zander Insurance was founded in 1925 by Herman Zander. In 1929, Julian M. Zander incorporated the agency, maintaining an active role in the business until shortly before his death in 1983. In 1957, his son, Julian “Bud” Zander, joined the agency. In 1986, – great grandson of Herman Zander – joined the family business, in 2013 became the company’s CEO.
Dave Ramsey Answer Financial Official website Benefits24 Group
Clément Lhotellerie is a French road racing cyclist. Lhotellerie was an accomplished mountain-biker and cyclo-cross rider before switching to the road, he had won the French cyclo-cross championships in U23 categories. He turned professional for Skil–Shimano cycling team in 2007. In early 2008 he finished second in the first stage and the overall classification of Vuelta a Andalucía, he won the Mountains classification of Paris–Nice and finished second in the third stage and eleventh in the overall classification. Lhotellerie returned to the amateur ranks with Team Peltrax-CS Dammarie-lès-Lys. On 2 July 2009 his team announced that he had tested positive for methylhexanamine, which Lhotellerie claimed was from contaminated geranium oil. Clément Lhotellerie at Cycling Archives Palmares on CyclingBase