text:
Talk:Dominant minority

White Americans during the mid 19th century
I periodically look at this article and every time I do, I notice that someone has deleted the section on White Americans in the south as a dominant minority. I assume that whoever keeps removing it must be disputing that African Americans outnumbered White Americans in certain Southern states, since no one can reasonably argue against the political and legal superiority held by White Americans during this time. African Americans did in fact make up a majority of the population in several states (Mississippi, Louisiana, and South Carolina), and this time I added a link from the US Census bureau to prove it (https://web.archive.org/web/20141224151538/http://www.census.gov/population/www/documentation/twps0056/twps0056.html). African Americans had been historically concentrated in the South and did not begin moving into other areas (mostly Northeastern and Midwestern cities) until the Great Migration in the early 20th century. When they did this, their population became diluted across several regions and eventually White Southerners in those states regained their majority status. In Louisiana, African Americans made up an absolute majority or a plurality until the 20th century. And in Mississippi and South Carolina, African Americans were the undisputed majority until at least 1930. As a result, White Americans were a minority of the population, yet retained all political power after the end of Reconstruction. Therefore, White Americans from the South from the mid 19th to the early 20th centuries do in fact belong on this page as a dominant minority.

Removed biased sentence
> For instance, Nelson Mandela gained his immense popularity after years of resistance against the apartheid government of South Africa; some militant members of the dominant minority (Afrikaners) reacted to his democratic ascent with anti-civilian terrorism, by setting off car bombs at polling stations during the election that brought him to power.

While this may be factually accurate, it is deceptive. The words "resistance" was used when referring to acts by the ANC. Most objective viewers would label it as "terrorism", e.g.:

http://en.wikipedia.org/wiki/Church_Street_bombing

http://www.sahistory.org.za/dated-event/amanzimtoti-blast-kills-five

Less people died than during the isolated instances of white resistance than compared to ANC terrorism.

(More people actually died during ANC-IFP clashes, i.e. black-on-black violence) — Preceding unsigned comment added by 219.110.159.209 (talk) 02:51, 13 July 2013 (UTC)

African Americans as dominant minority in the US
I don't really understand why, but African-Americans are listed as a dominant minority. This is clearly not the case so I am removing them from the list. If someone believes this can be justified please cite you sources. Snake666 (talk) 21:04, 7 March 2009 (UTC)
 * I agree with You, but I do, however, understand why they were added. Because of Barack Obama. twitter.com/YOMALSIDOROFF (talk) 02:45, 15 June 2013 (UTC)

Obama is a Mulatto, and thus not definitive of a black american. 107.222.205.242 (talk) — Preceding undated comment added 00:18, 27 February 2014 (UTC)

Before another Vote for Deletion:
Just to note that I decided to be bold. So, do bite the newcomers. That is all. El_C

Nah, it's good! Terrapin 19:08, 16 Aug 2004 (UTC)

 * Thanks, appreciated. Sadly though, that is not the point. The VfD was implemented in a discourtious fashion. It was my firt day on WP, no one bothered informing me of it. It was slipped under my nose, and the vote was concluded before I even found out it took place. Now that is not a welcoming reception to a newcomer on his or her first day on Wikipedia. El_C

Added a tag. Lots of countries have been dominated by a minority, but the article discussing only two of them. A complete article should discuss examples such as the Fulani in medieval northwest Africa and the Manchus in Qing China. - Nat Krause 03:51, 7 Nov 2004 (UTC)

 * This is a good point. Such examples deserve to be discussed in this article. I suggest that White minority rule, currently a link to this article, be turned into an article in its own right. The case of the whites in southernmost Africa was quite different from that of the Manchus in Qing China, who became so assimilated to the Han majority that by the end of the dynasty there was virtually no cultural or linguistic substance to a separate Manchu identity. The whites in South Africa and "Rhodesia" had no intention of assimilating culturally or otherwise to any Black population, and they certainly did not become Black themselves. Shorne 12:53, 7 Nov 2004 (UTC)

Violence
In both South Africa and Rhodesia, majority rule was brought about through violent upheavals.

Wait a minute. While the ANC was certainly a violent organization (indeed, described by many as a terrorist organization), and while the pressure its violence put on the white government may have contributed to the collapse of apartheid, it seems to me that larger factors in apartheid's collapse were international financial, political and moral pressures, as well as changing attitudes among South African whites. Hasn't that been a major source of praise for the new South Africa, that the transition was peaceful and that there was no violent revolution?

Similarly, Rhodesia's white minority government, rather than having been dislodged by force of arms, decided to end its economic and political isolation, and peacefully handed over power after being promised that whites would receive protectively disproportionate representation in the legislature and respect for their private property. LeoO3 04:26, 24 Jun 2005 (UTC)

 * Partly agree. While it's valid to describe Rhodesia's Second Chimurenga as a "violent upheaval" (thousands killed in action during a military struggle that lasted 15 years and destroyed the economy), SA is questionable. MK and Poqo bombs didn't bring about the end of apartheid - sanctions did. Humansdorpie 15:04, 1 August 2005 (UTC)

Types of dominant minority

 * I have always seen the term "dominant minority" to refer to ethnic, racial or religious groups rather than to political ones. As such, i think the references to the rise of the Nazis and to electoral politics in Tony Blair's constituency should probably be removed. What do people think?

Also, virtually all societies have a dominant class normally called an aristocracy or the bourgeois or the upper-class. The unusual thing about some societies (like South Africa) is that there is also a racial minority that is dominant. This is unusual and, as i said above, i think it is cases like that for which the term 'dominant minority' can most usefully be applied to. Vino s 17:03, 29 August 2005 (UTC)

 * On the market dominant minority discussion, merging with this page was suggested. It seems valid that the idea of a market dominant minority could be considered a special case of a dominant minority and included here -- M0llusk 15:46, 29 June 2006 (UTC)

Merge to dominant minority
Could be under a separate section, but AFAISI its a good idea to integrate. -St|eve 21:17, 2 October 2005 (UTC)

 * An effort should be undertaken to determine 1) are minoritarianism and dominant minority actually terms describing the same thing?, and if so, 2) Which one is the prevailing naming for such a thing?  That said, at this time, I would prefer having two articles that point to each other, and clarify what the differences are in these terms--I have a strong feeling they're not exactly the same thing. —  Stevie is the man!  Talk 02:33, 5 October 2005 (UTC)
 * I believe the two are sufficiently different to merit their own aricles, although some sort of "See also" section probably wouldn't be amiss. nae'blis (talk) 21:03, 12 October 2005 (UTC)

Whites in SA
I see that the link to Whites in South Africa is redirected to Afrikaners. I think that there should be a own article about whites in SA. And why the afrikaners? The Afrikaners are not the only whites in SA? The is also Anglo-Africans... �Dr.Poison 21:25, 27 April 2006 (UTC)
 * That should be corrected. It is impossible to understand South African cultural circumstance without understanding that Afrikaners have tended to be poor and have little interest in commerce relative to groups of mostly British Anglo-African English speakers who dominate commerce. -- M0llusk 19:21, 19 August 2006 (UTC)

 * That is not true. Anglo Africans are a minority of the white population in South Africa anyway, and Afrikaans people are NOT poor and bad businessmen. —Preceding unsigned comment added by 90.214.50.5 (talk) 09:13, 14 July 2010 (UTC)

White Business Ownership
The claim white South African's own a majority of the Businesses in South Africa is not bourne out by the source. The article in turn quotes the http://ww2.oldmutual.co.za/old-mutual-investment-group/insights/magazines/tomorrow-2016/who-owns-the-jse which hat the following statistics for 2013: Black ownership of the JSE exceeds that of white South Africans. — Preceding unsigned comment added by 105.27.172.154 (talk) 11:43, 24 January 2019 (UTC)
 * 39% foreign owned
 * 22% White South African
 * 13% Black ownership through institutional investors
 * 10% Direct Black ownership.

 * Not to mention, that article is based on the idea of "White Monopoly Capital", which has been shown to be nothing more than political PR to hide a corruption scandal. See the wiki page White Monopoly Capital for more info. Any objections to removing the line in the article? - Rooiratel (talk) 11:12, 19 June 2019 (UTC)

Indians in Fiji should not be on the list
They are the majority in Fiji

also they don't really fit the criteria for an elite since qoute the wiki article on Fiji

Commodore Frank Bainimarama refused to hold elections by 2010, elections that the Commonwealth of Nations had demanded after the 2006 coup. He states a need for more time to end a voting system that heavily favours ethnic Fijians at the expense of the multi-ethnic minorities. Critics claim that he has suspended the constitution and was responsible for human rights violations by arresting and detaining opponents.[31][32] — Preceding unsigned comment added by 99.225.28.6 (talk) 15:45, 7 July 2011 (UTC)

why no talk about Jews
they run all Muslim countries by owning banks and media!!! — Preceding unsigned comment added by 50.96.146.233 (talk) 13:59, 21 May 2012 (UTC)

 * Seriously though, why no mention of Jews as the dominant minority in Europe and the United States? 79.102.4.181 (talk) 03:58, 12 July 2012 (UTC)

 * I have added it. Jews have influence far beyond their proportion as a population. Did you know, for example, that over half of Democrat campaign contributions come from Jews?Winston S Smith (talk) 20:23, 15 September 2013 (UTC)
 * http://www.jpost.com/Opinion/Columnists/Candidly-Speaking-Obama-Netanyahu-and-American-Jews

 * Catholics and Mormons are overrepresented too. That doesn't make them a dominant majority.  Dominant minority is more when a minority group has (or had) nearly exclusive access to political power to the exclusion of the majority group.  Like Whites in South Africa and Hawaii, or Jews in the West Bank. EvergreenFir (talk) 23:03, 6 October 2013 (UTC)

 * No group is over represented to the degree that Jews are. The problem is that the definition of the word contradicts itself. The first sentence of the definition completely contradicts the second sentence. If the first sentence is used for the definition, then the Chinese in Southeast Asia, a commonly cited example, would not apply. If the second sentence were used, then the Jews would apply. It says the second sentence is "most commonly used" so I would add a reference to the Jews but I don't want to be accused of edit warring. Someone else should do it for me.Winston S Smith (talk) 03:56, 10 October 2013 (UTC)

No sources?
Where are the reliable sources for the list of supposed dominant minorities? — Preceding unsigned comment added by 50.103.157.86 (talk) 17:14, 6 February 2013 (UTC)

Jews in the USSR
This seems blatantly untrue. Ethnic Russians were the leading political figures in the USSR, both from its foundation and during its seven decades of existence. This seems to harken back to old tropes about Bolshevism being a Jewish plot; it is also unsourced. I am removing it. — Preceding unsigned comment added by 87.157.41.122 (talk) 11:00, 30 July 2013 (UTC)

Ethnic Russians, really? Much different in early days. Stalin was from Georgia, as were Beria & his gang, which ran the KGB as a Georgian Mafia. Lenin was part Jewish, as were Trotsky & a large % of leaders in early years. Yagoda ran NKVD, Great Purge & White Sea Canal which killed millions. Lazar Kaganovich & brother engineered Moscow metro & famine in Ukraine. Naftaly Frenkel ran Kolyma gold mines where millions vanished. When Stalin purged Jews in 1930's & was accused of anti-Semitism, a large # of them had to be in high places for the event to happen. Same with Doctor's Purge later. I'm not saying they were all bad, but the bad guys are easy to find, which argues for a dominant minority. https://www.ynetnews.com/articles/0,7340,L-3342999,00.html Hermosa19  Hermosa19 (talk) 20:45, 7 January 2019 (UTC)

WASP reference
Why are WASPs listed as the dominant minority in the United States? It's ridiculous, just ask our Black president, Catholic vice president, Supreme Court with no protestants on it, Catholic speaker of the House, ect. The sources cited are from the 60s and 70s, they are outdated. This should be removed. Two Tune (talk) 19:26, 5 December 2014 (UTC)

"Austrians"
The term "Austrians" at the time of both the Austrian Empire and Austria-Hungary referred very specifically to the people of Upper-Austria, Lower-Austria, and the Greater Vienna Capital Region. People from Tyrol, Voralburg, Styria, and various others like the Transylvanian-Saxons referred to themselves as "Germans", in fact this was the most common name for this ethnic group until after Austrian independence from the Allies during the Cold War the Austrians began to see themselves as "a separate ethnic group/people", even though many Austrians still regard themselves as "Germans" today.

--1.55.196.214 (talk) 15:28, 8 May 2017 (UTC)

Communists in Communist countries?
In Poland, the party had 3 million members in a society of almost 40 million.82.177.40.227 (talk) 09:02, 6 September 2017 (UTC)

General clean-up and missconception of the context
The article is truly a mess in general, but one thing a lot of people is getting wrong is that having some sort of overrepresentation of a minority whether in economy, Congress or any other important space is not the same as been a dominant minority. Jews in Russia are an example, even as 50% of the economic oligarchy, that's still not been a dominant minority unless they also hold most power positions in government, army and law enforcement. Same with Evangelicals in Brazil, or Jews/Mormons/Catholics in the US, having a large representation in Congress (more than their percentage in population) again repeit after me: is not the same as been a dominant minority. A dominant minority is a minority that controls the State. That holds power in all the sense of the word, not that is just very rich or that has a lot of seats in Parliament, is a group that holds most of the political, economic and legal power. WASP in the US are a good example of that in fact (albeit it was removed) disregarding that some presidents (like one in 50) are not WASP occasionally. So with that in mind the examples section really need a clean-up. --Dereck Camacho (talk) 09:56, 27 December 2017 (UTC)

 * Speaking of which, empires should not count, otherwise all empires in history should go there. The concept about the dominant minority is about societies rule by a ethnic group that is the minority, all empires had one particular nationality over others but is a different dynamic, especially due to the distant between the periphery and the metropolis which in many cases are basically different countries loosely linked politically. --Dereck Camacho (talk) 05:54, 19 January 2018 (UTC)
 * Per your definition above (local minorities in control of the state), i have reinserted examples that can be reliably sourced. Krakkos (talk) 18:25, 31 August 2019 (UTC)
 * Adding entries based on "your definition above" is OR. Let's leave out the list, which is a POV-magnet, and discuss any proposed additions here, particularly including reliable sources describing them exactly that way. Jayjg (talk) 23:53, 1 September 2019 (UTC)
 * As per WP:NAD, Wikipedia "groups articles based on what they are, not what they are called by". This article is not about the term "dominant minority", but the concept, as defined in the lead. The lead of this article states: "A dominant minority, also called elite dominance is a minority group that has overwhelming political, economic, or cultural dominance in a country, despite representing a small fraction of the overall population... The term is most commonly used to refer to an ethnic group which is defined along racial, national, religious, cultural or tribal lines and that holds a disproportionate amount of power." The content you removed referred to ethnic minorities that have held political power in various countries throughout history. It was sourced from top scholars such as Peter Heather, Michael Grant, Johannes Brøndsted, Edward Arthur Thompson, Herwig Wolfram and others. It is therefore relevant and reliable sourced. The fact that content is a "POV-magnet" does not justify removal. Wikipedia is not censored. Krakkos (talk) 09:06, 2 September 2019 (UTC)
 * The article isn't a dictionary entry, so your WP:NAD link isn't relevant. Actually relevant, on the other hand, is WP:NOR. You say a group is a "dominant minority". OK, provide sources that describe them as a "dominant minority". If it's so obvious, I'm sure multiple reliable sources will have described the group that way. Jayjg (talk) 18:44, 2 September 2019 (UTC)
 * WP:NAD is a WP:POLICY which applies to all articles on Wikipedia. Indeed this article is not a dictionary entry for the term "dominant minority". It is rather, as stated in the lead (i have already explained this, but you didn't seem to hear it), an article about the topic of "a minority group that has overwhelming political, economic, or cultural dominance in a country". Therefore, the relevance of a source is not only determined by its relevance to the term, but also by its relevance to the general topic. Krakkos (talk) 19:26, 2 September 2019 (UTC)
 * WP:NAD is policy, but since this article isn't a dictionary definition, it's not relevant here. And even if it were relevant, you couldn't "fix" the problem by adding original research. And finally, I hear what you're saying, but unfortunately, it's not correct. Jayjg (talk) 15:57, 3 September 2019 (UTC)
 * Your WP:NOR link states: "To demonstrate that you are not adding OR, you must be able to cite reliable, published sources that are directly related to the topic of the article, and directly support the material being presented." Although they didn't match the term, the sources i provided were directly related to the topic and directly supported the material presented. Therefore there was no original research. Krakkos (talk) 19:36, 2 September 2019 (UTC)

The lead of this article actually isn't a reliable source; all the more so, your interpretation of that lead. "Dominant minority" is a very specific term, with a specific meaning; only reliable sources can determine which groups were "dominant minorities", not Wikipedia editors, per WP:NOR. I'm afraid that the only way of proving that the sources are directly related to the topic and directly support the material presented is if they "match the term". Jayjg (talk) 15:57, 3 September 2019 (UTC)

Brazil is not a black-majority country
Besides it's true that Afro-Brazilians are poorer than Euro-Brazilians, only 7% of the population of the country is black. [1] Pardos are actually another ethnic group. Yes, they can be result of black and white miscigenation (the mulattos) but they also can be of indian and white descent (the mestizos), with a third group (a minority) of black and indian descent (the cafuzos). They make 43% of Brazilians. [2] White Brazilians are 47% of the population, making them the majority of the people, principally in the South and Southeast of the country. If you count White, Mulatto and Mestizo populations, almost 90% of brazilians have european ancestry, despite not all of them being White.[3]

So qualify the white brazilian elite as an "alien elite" is very weird. Yes, there is racism in the country and the black people are impoverish, but whites aren't a minority within the country.

179.209.44.205 (talk) 01:01, 23 June 2023 (UTC)
 * Exactly.
 * There is racism. There is strong racial unequality.
 * But it is really weird to claim that a white Brazilians, 47% of the population, are a "small fraction" of the population. Knoterification (talk) 02:50, 19 July 2023 (UTC)
 * The first link listed by 178.209.44.205 goes to the home page of a government agency, & not to any specific page or article that supports that editor's statement.
 * The second link was a study that European ancestry was predominant, with proportions ranging from 60.6% in the Northeast to 77.7% in the South. The study also indicated based on self-classification, could be segregated into the following proportions for color: 48.4% White, 43.8% Brown, 6.8% Black, 0.6% Yellow, 0.3% Indigenous and 0.1% with no declaration. By my calculation, the proportion identify as brown or black, 43.8% + 6.8%, add up to 50.1%. So a bare majority consider themselves as brown or black.
 * The third link is a study that states Only five immigrant groups were considered: Iberian (Spaniards and Portuguese); Italian; German; East European and Japanese. Since it appears not to discuss those who would come from brown or black ancestry, I am unsure why it was included here.
 * Peaceray (talk) 23:57, 21 September 2023 (UTC)
 * https://portal.unit.br/blog/noticias/preto-pardo-e-negro-entenda-quais-sao-as-diferencas/
 * Pardo means any multiracial person, with a multiracial phenotype.
 * https://portal.unit.br/blog/noticias/preto-pardo-e-negro-entenda-quais-sao-as-diferencas/
 * The majority of Brazilians are pardos (45,3%). White people are 42,8%
 * Blacks are a minority (10,6%).
 * https://educa.ibge.gov.br/jovens/conheca-o-brasil/populacao/18319-cor-ou-raca.html#:~:text=O%20IBGE%20pesquisa%20a%20cor,10%2C6%25%20como%20pretos. Knoterification (talk) 00:29, 22 September 2023 (UTC)
 * Also, this North American article used over here makes the false claim 56% of Brazilians self-identify as black, which as shown by the IBGE, is not the case.
 * Pardos include people of mixed white and black origins and phenotypes, but also people of mixed indigenous and white origins and phenotypes.
 * https://time.com/5915902/brazil-racism-quilombos/
 * Not even all pardos have the right o affirmative action in university, only those with overt African phenotype.
 * https://agenciabrasil.ebc.com.br/geral/noticia/2016-08/governo-define-regras-para-candidatos-negros-em-concursos-publicos Knoterification (talk) 00:41, 22 September 2023 (UTC)
 * https://agenciabrasil.ebc.com.br/geral/noticia/2016-08/governo-define-regras-para-candidatos-negros-em-concursos-publicos Knoterification (talk) 00:41, 22 September 2023 (UTC)

title: Talk:Dominant minority


text:
Grammy Award for Best Jazz Fusion Performance

The Grammy Award for Best Jazz Fusion Performance was an award given to a song or album for excellence in the jazz fusion genre, a combination of rock and jazz. It was given at the Grammy Awards, which began in 1958 under the name Gramophone Awards. Honors in several categories are presented at the ceremony annually by the National Academy of Recording Arts and Sciences of the United States to "honor artistic achievement, technical proficiency and overall excellence in the recording industry, without regard to album sales or chart position".

Originally called the Grammy Award for Best Jazz Fusion Performance, Vocal or Instrumental, the award was first presented to the jazz band Weather Report at the 22nd Grammy Awards in 1980 for the album 8:30. In 1988, the category name changed to Best Jazz Fusion Performance and was moved to a newly created Fusion field. The category name was retired before the 33rd Grammy Awards (1992) with the addition of the award for Best Contemporary Jazz Performance (currently known as Best Contemporary Jazz Album).

The Pat Metheny Group holds the record for the most wins in this category, with a total of five. David Sanborn is the only other musician to win the award more than once, with two. The composition "Birdland", written by Weather Report, earned two musicians the award: The Manhattan Transfer won in 1981 and Quincy Jones won in 1991 for the version that appears on the compilation album Back on the Block. The award went to artists or groups originating from the United States each year it was presented. Lyle Mays holds the record for the most nominations, with eight (including five with the Pat Metheny group, two as a solo artist, and one shared with Metheny, of which five came in consecutive nominations between 1981 and 1985). The group Spyro Gyra holds the record for the most nominations without a win, with six. In 1990, Terri Lyne Carrington became the first solo female artist to be nominated for the award. No female artists were nominated in 1991, the final year the award was presented, making Carrington the only female solo artist to be nominated throughout the category's lifetime.

Recipients
undefined Each year is linked to the article about the Grammy Awards held that year.

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


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Talk:Detection Club

Removed the link to a list of members, as that list no longer exists, and no other list seems googlable. The link to an oath is also stale, and should be either removed or replaced. Joshua Kronengold (talk) 05:41, 23 December 2013 (UTC)

It looks like most of this is a straight copy from this website: . I think the list of titles is from here, although I don't think you can copyright just a list.

This is definitely a copy, although at least the author edited it a little. Bart133

 * Could someone write a paragraph about the "known list of publications"? As far as I'm concerned, the following questions need to be answered:

 * (1) Who is the author / are the authors of those books? Right now, there is no mention of the fact that they were written jointly, but why?
 * (2) Are they all novels or do they include theoretical books?
 * (3) Were they published, i e written for the public?
 * (4) Are they available today?

 *  20:51, Nov 13, 2004 (UTC)

If the club was founded in the 1930s, then why was Agatha Christie nearly kicked out of it for a novel she published in 1926? (see the Murder of Roger Ackroyd).

Big D 25 Jan 2006

Changed to 1920s as I found another source, and it makes a little more sense. Big D 27 Jan 2006

Silly Links
I removed the link on "this day" in "continued to this day" because:
 * It linked to 2006.
 * Even if it were fixed to always link to the current year, it is pointless and misleading. Anyone reading the page would, I think, expect the given link to go somewhere discussion the club's existence today, or maybe even its history... but certainly not to an article on (current year).

I removed the link to code of ethics because it was a link to a disambiguation page. Rather than re-pointing it to the correct page, I struck it for similar reasons to the this day link: it'd be expected to be a discussion of the club's code of ethics, not of codes of ethics in general. Derobert 00:55, 26 July 2007 (UTC)

Current membership
It seems likely that the linked list of members, the one at the Golden Age of Detection wiki, is out of date. Neither Clare Francis nor Michael Ridpath is on the chart, and both of them have stories in The Detection Collection, edited by Simon Brett. So far I haven't been able to find a more current roster of the Club's members, so if anyone has a line on one your help would be appreciated.Bjones (talk) 04:38, 16 February 2015 (UTC)

Crime on the Coast
In this edit removed Crime on the Coast from the list of books, on the grounds that it was not actually sponsored by the club. As confirmed by http://www.goodreads.com/book/show/192891.Crime_on_the_Coast_No_Flowers_by_Request and http://paradise-mysteries.blogspot.com/2011/09/forgotten-book-crime-on-coast-no.html (and I'm sure I could find better sources) A joint edition of this with No Flowers by Request was published in 1984 as by the Detection Club, with the club name prominently featured on the Cover. I actually own a copy of this edition, and I will check to see what the introductory matter shows about the authorship and original sponsorship (If I can find my copy). But I can confirm that it was marketed as by the Club -- I bought it for that reason, having enjoyed The Floating Admiral. I suggest that, pending additional checking, Crime on the Coast should perhaps be restored to the article with a mention of the joint edition. DES (talk) 20:15, 11 September 2015 (UTC)

Current president
added Martin Edwards as the president citing this blog entry as a source. I have removed the blog entry and replaced it with a cn tag. Blogs are not, in general, relaible sources, and as this is Edwards's own blog it is not an independent source. As this is presumably not a controversial statement, and there seems little doubt that it is in fact true, i did not remove it, merely left the citation needed tag in place. Also, when a proper source is found, it should be put inside a  tag, not as an inline external link, but that is a matter of formatting which anyone could fix given the proper source. DES (talk) 18:18, 22 November 2015 (UTC)

has now provided a more reliable source, and I have formatted it as a standard citation. Thanks. DES (talk) 19:30, 22 November 2015 (UTC)

title: Talk:Detection Club


text:
Grammy Award for Best Original Jazz Composition

The Grammy Award for Best Original Jazz Composition was awarded from 1961 to 1967. In 1961 the award was called the Grammy Award for Best Jazz Composition of More Than Five Minutes Duration. The award was presented to the composer of the music.

Years reflect the year in which the Grammy Awards were presented, for works released in the previous year.


text:
U.S. Route 117

U.S. Route 117 (US 117) is a north–south United States Highway located completely within the state of North Carolina. A spur route of US 17, the highway runs for 114 mi from the Port of Wilmington, south of downtown Wilmington, to US 301 near Wilson. From its southern terminus, US 117 runs along Shipyard Boulevard and College Road, concurrent with North Carolina Highway 132 (NC 132) through Wilmington. US 117 intersects the eastern terminus of Interstate 40 (I-40) and parallels the interstate until reaching Faison, passing through Burgaw, Wallace, and Warsaw. The highway diverges from I-40 in Faison, running north-northeast through Mount Olive, Goldsboro, and Pikeville to its northern terminus. US 117 meets the southern end of I-795 in Goldsboro, and parallels that route before reaching its northern terminus at US 301 south of Wilson.

The general alignment of US 117 was originally signed as NC 40, one of the original North Carolina State Highways running from Fort Fisher to the Virginia state line. Upon the creation of the United States Numbered Highway System in 1926, US 17-1 was assigned concurrent with NC 40 from Wilmington to Virginia. US 17-1 was decommissioned in 1932 and US 117 was established, running from Conway, South Carolina to Wilson via Myrtle Beach and Wilmington. In 1939, US 17 replaced US 117 between Conway and Wilmington, truncating the southern terminus to Downtown Wilmington. US 117 has undergone several realignments since 1940, some of which have created special routes of US 117. In 2003, the southern terminus of US 117 was adjusted again, rerouting the highway along College Road and Shipyard Boulevard to the Port of Wilmington. Between 2006 and 2007, US 117 was routed onto a new freeway between Goldsboro and US 264 in Wilson. The freeway was subsequently renumbered as I-795 and US 117 was placed on its original routing north of Goldsboro. A southerly extension of I-795 from Goldsboro to I-40 is planned along the US 117 corridor.

Route description
As the entire route is located within the U.S. state of North Carolina the North Carolina Department of Transportation (NCDOT) is responsible for maintenance along the entirety of US 117. NCDOT measures average daily traffic volumes along many of the roadways it maintains. In 2019, average daily traffic volumes along US 117 varied from 1,400 vehicles per day near Watson Road in Wayne County and Great Swamp Loop in southern Wilson County to 56,500 vehicles per day alongside the University of North Carolina Wilmington in Wilmington. US 117 is a part of National Highway System, a network of highways in the United States which serve strategic transportation facilities, in two segments. The southern terminus of the first segment is located at the Port of Wilmington in Wilmington and the northern terminus is at Holly Shelter Road in Castle Hayne. The southern terminus of the second segment is located at the intersection with US 117 Connector near Calypso and the northern terminus is located at an interchange with US 13 and US 70 in northern Goldsboro. When it is not a part of the National Highway System, US 117 makes connects to it at Interstate 40 (I-40) near Wallace and Warsaw, at North Carolina Highway 24 Business (NC 24 Bus.) in Warsaw, and at US 301 near Wilson.

Wilmington to Wallace
US 117 begins at the Port of Wilmington at an intersection with River Road. The highway runs eastward along Shipyard Boulevard a four-lane divided highway. US 117 intersects US 421 at Carolina Beach Road and continues along Shipyard Boulevard for 2.7 mi until reaching North Carolina Highway 132 (NC 132) at South College Road. At the intersection, US 117 turns to the north, running concurrently with NC 132. South College Road is a six-lane highway from Shipyard Boulevard to Wilshire Boulevard, with two northbound lanes, three southbound lanes, and a central turning lane. US 117 and NC 132 meet US 17 and US 76 at an intersection with Oleander Drive. Following South College Road, the highway makes a slight bend to the northeast before widening to a six lane divided highway and intersecting Wilshire Boulevard. Access to the University of North Carolina Wilmington (UNCW) is provided at intersections with Hurst Drive, Crews Drive, and Randall Parkway/Randall Drive. North of New Centre Drive, US 117 and NC 132 makes a slight turn to the northwest, before meeting US 17 Business at a partial cloverleaf interchange with Market Street.

North of Market Street, the road name switches from South College Road to North College Road. The highway meets US 74 at an intersection with Martin Luther King Jr. Parkway along the Wilmington city limits. North of the intersection, the highway runs through the community of Kings Grant before meeting the eastern terminus of I-40. The northbound lanes of US 117 run concurrently with I-40 for 0.52 mi until reaching exit 420B. The southbound lanes utilize an on-ramp to the freeway and run concurrently with I-40 for 0.2 mi at its eastern terminus.

North of I-40, US 117 and NC 132 follow northwestward along North College Road, a four-lane divided highway. The highway narrows to a two-lane road north of an intersection with Murraysville Road. The highway utilizes an overpass to cross over I-140 but does not connect with the Interstate. Access to the North Campus of Cape Fear Community College is provided by utilizing Blue Clay Road, which intersects US 117. The highway crosses a railroad branch owned and operated by CSX Transportation. US 117 intersects NC 133 at a roundabout south of Castle Hayne. The roundabout marks the northern terminus of NC 132, while NC 133 follows US 117 to the north. US 117 and NC 133 passes through downtown Castle Hayne before crossing the Northeast Cape Fear River and entering into Pender County. North of the bridge, the highway briefly runs adjacent to the river, before reaching an intersection that marks the point where the US 117 and NC 133 overlap ends. US 117 travels north for 3.6 mi until intersecting NC 210 in Rocky Point.

The highway exits Rocky Point to the north and is routed to the east of the communities of Ashton and St. Helena. South of Burgaw, US 117 Business splits from the mainline route at Walker Street. US 117 widens to a two-lane road with a central turning lane as it continues as a bypass of downtown Burgaw. The U.S. highway meets NC 53 in a retail area, northeast of downtown Burgaw. US 117 continues 0.2 mi northwest of NC 53 before reaching the northern terminus of US 117 Business at Timberlake Drive. The central turning lane ends at the US 117 Business intersection and the highway continues north of Burgaw along a two lane highway. Entering into a rural area of Pender County, US 117 makes a turn to the northeast north of the terminus of Old Savannah Road and subsequently crosses over I-40. US 117 runs to the east of I-40 for 5.7 mi before meeting the Interstate at a diamond interchange (I-40 exit 390) south of Wallace. The highway briefly becomes a four-lane undivided road at the interchange but narrows to two-lanes on either side. US 117 meets NC 11 0.4 mi northeast of I-40. NC 11 runs concurrently with US 117 for 2.4 mi to the northwest until reaching the outskirts of Wallace. North of the NC 11 intersection, US 117 is renamed as Norwood Street, and enters Wallace from the south. The highway becomes a four-lane undivided road south of Medical Village Drive and runs through the central business district of Wallace. US 117 intersects NC 41 at East Main Street in downtown Wallace. Exiting Wallace to the north, US 117 narrows to a two-lane road north of Stallings Road.

Wallace to Calypso
Beginning in downtown Wallace, US 117 begins to parallel the W&W Subdivision railroad, owned and operated by CSX Transportation. The W&W Subdivision is a former part of the historic Wilmington and Weldon Railroad. US 117 enters into a residential area on the eastern side of Teachey and travels east of the downtown area. A central turning lane is added to the roadway at Rosemary Road and continues as US 117 continues north. The highway enters Rose Hill from the south, running along Sycamore Street. Southeast of downtown Rose Hill, US 117 intersects Charity Road which provides access to Greenevers and I-40. The roadway widens to a four-lane undivided roadway between Charity Road and Ridge Street. North of Ridge Street, the roadway narrows to a two-lane road. US 117 exits Rose Hill to the north and runs through a rural area between Rose Hill and Magnolia. Approaching Magnolia from the south, US 117 widens to a four-lane undivided roadway. The highway travels through central Magnolia and meets NC 903 at an intersection with Main Street. As the highway progresses north, the roadway narrows to two-lanes at Pickett Street and leaves Magnolia. US 117 travels 3.3 mi north of Pickett Street before meeting I-40 and NC 24 at an folded diamond interchange (I-40 exit 369). The highway continues to the north, paralleling the railroad to the east. The highway enters into Warsaw along Pine Street and runs through a residential area south of downtown. US 117 meets NC 24 Business and NC 50 at an intersection with College Street. The intersection marks the southern end of the concurrency between US 117 and NC 50. Both highways run to the north along Pine Street and exit Warsaw.

North of Warsaw, US 117 primarily runs through a rural area until reaching Faison. The highway briefly runs through the community of Bowdens, located between Warsaw and Faison. US 117 and NC 50 enter into Faison along Center Street. On the southern side of the town, the highway begins to make a gradual turn to the northeast. US 117 intersects NC 403 and NC 50 in the downtown area of Faison. NC 50 turns west to run concurrently with NC 403, marking the northern end of the US 117 and NC 50 concurrency. The highway completes its northeastern turn as it exits Faison, paralleling both the railroad and US 117 Connector located to the north. Nearing Calypso, the highway widens to a four-lane divided highway and makes a turn to the north. US 117 crosses over the railroad and runs along the western side of Calypso. The highway then makes a turn to the northwest and meets US 117 Connector at an intersection. At the intersection, US 117 turns to the northeast, following the four-lane divided highway toward Mount Olive.

Calypso to Wilson
North of the intersection with US 117 Connector, US 117 follows a four-lane divided highway to the north. The highway is routed to the west of Mount Olive but provides access to the town through several intersecting roads. US 117 meets NC 55 at a diamond interchange north of downtown Mount Olive. The interchange marks the beginning of a freeway which US 117 follows for 7.8 mi. Two interchanges, at Country Club Road and Oberry Road, are located between Mount Olive and Dudley. US 117 is routed to the west of Brogden, and no interchanges provide access to the town. North of Brogden, US 117 meets US 117 Alternate at an at-grade intersection, marking the end of the freeway. The U.S. highway continues north, intersecting US 13 east of Mar-Mac. US 13 runs in concurrency with US 117 from the intersection until northern Goldsboro.

US 117 turns to the northeast, crossing the Neuse River to the south of Goldsboro. The highway lanes briefly split and US 117 intersects NC 581 at Arrington Bridge Road. NC 581 begins to run concurrently along US 117 and US 13 to the north. Beyond NC 581, the highway makes a turn from the northeast to a slightly northwestward direction. It meets the southern terminus of US 117 Business at George Street which continues toward downtown Goldsboro. Beginning at the intersection, US 117 runs along the western side of the downtown area of Goldsboro. US 117 and US 13 diverge from NC 581 at an intersection in western Goldsboro. NC 581 continues north, providing access to the southern terminus I-795 via. NC 581 Connector. Turning to the northeast, US 117 and US 13 begin to run along a freeway outside of downtown Goldsboro. The highway has an interchange with Ash Street before meeting US 70 and US 70 Business at an interchange with Grantham Street. US 70 runs in concurrency with US 117 and US 13 to the east along the freeway. At an incomplete trumpet interchange, US 117 exits the freeway and follows a four-lane divided highway to the north. Beginning at the interchange, the highway once again begins to parallel a railroad operated by CSX Transportation. US 117 meets the northern terminus of US 117 Business at an intersection with William Street. The U.S. highway turns northward to follow William Street. On the outskirts of Goldsboro, US 117 meets US 70 Bypass at an interchange and begins to parallel I-795 as it continues to the north.

Exiting Goldsboro to the north, US 117 runs north along a two-lane highway toward Pikeville. The highway provides access to Wayne Executive Jetport through an intersection with Airport Road. Entering into Pikeville from the south, US 117 runs along Goldsboro Street and runs through downtown. In the central business district of Pikeville, US 117 intersects Main Street, which runs west to I-795. North of Pikeville, the highway makes a reverse curve, crossing over the railroad it runs parallel with. The highway enters Fremont from the south, running along Wilson Street. US 117 meets NC 222 at Main Street. The highways run concurrently for 0.09 mi between Main Street and Carolina Street. At Carolina Street, NC 222 turns to the west toward Kenly. US 117 turns slightly further northward and exits Fremont. The highway diverges from the railroad while still running roughly along a similar alignment. North of Fremont, US 117 primarily runs through rural areas of Wayne County and Wilson County. The highway is routed to the west of Black Creek. Nearing its northern terminus, US 117 makes a slight turn to the northwest crossing over a pair of railroad tracks operated by CSX Transportation. North of the railroad, the highway makes a gradual turn westward. US 117 reaches its northern terminus at an intersection with US 301 south of Wilson. The terminus lies between I-795 freeway and the I-587 and US 264 freeway, both of which have interchanges with US 301.

History
A transportation corridor between Wilmington and Wilson was established in 1840 with the completion of the Wilmington and Weldon Railroad. The railroad generally followed the US 117 corridor from Wilmington to Wilson, running through Wallace, Warsaw, Mount Olive, and Goldsboro. The railroad then continued northeast, generally following the US 301 corridor to Weldon. A 1916 commission proposed a system of state highways in North Carolina, consistent with the Federal Aid Road Act of 1916. Among this proposed system was a highway generally running along the railroad from Wilmington to Wilson, via. Kenansville and Goldsboro. The highway then continued further north to Halifax and Roanoke Rapids, before eventually ending at the North Carolina-Virginia state line. Much of the road was unimproved at the time. The only improved section was in New Hanover County.

Predecessor highways
Upon the creation of the North Carolina State Highway System in 1921, the route between Wilmington and Virginia was assigned as NC 40. NC 40 began in downtown Wilmington and ran northeast to Castle Hayne. The highway ran through Burgaw and was routed to the east of both Wallace and Teachey. While approaching Kenansville, the highway did not enter the town limits. West of the town, it turned to the west and was routed to Warsaw where it met NC 24. In Warsaw, the highway turned to the north until reaching Faison where it turned to the northeast. NC 40 ran through Mount Olive and Dudley before reaching Goldsboro. North of Goldsboro, NC 40 ran to the north, intersecting NC 22 southwest of Wilson. NC 40 then turned to the northeast, running through Wilson, Rocky Mount, and Halifax. North of Halifax, the highway turned to the northwest, following the Roanoke River to Roanoke Rapids. The highway crossed the river near Roanoke Rapids and continued northwest to the Virginia state line. Three sections of the highway were paved in 1924. These sections were between Wilmington and Burgaw, Warsaw and Goldsboro, and Fremont and Elm City. Much of the remaining route was either a gravel, sand, or topsoil road. Only the section between Roanoke Rapids and the Virginia border remained unimproved in 1924.

By 1926, NC 40 was rerouted north of Roanoke Rapids to run along an unimproved road to the northeast toward Pleasant Hill. The highway met NC 481 in Pleasant Hill and turned to the north until reaching the Virginia state line. Additionally, the highway was predominantly paved by 1926, with the exception of a segment between Halifax and Weldon, and between Roanoke Rapids and Pleasant Hill. Upon the creation of the United States Numbered Highway System, US 17-1 was assigned along the entirety of NC 40 between Wilmington and Virginia. By 1929, NC 40 was extended south from Wilmington to Carolina Beach. US 17-1 was not extended south alongside NC 40. US 17-1/NC 40 was rerouted north of Weldon in 1930. The new route followed the former alignment of NC 481 through Garysburg before running north to the Virginia state line. NC 481 was rerouted to follow the former alignment of NC 40 between NC 48 south of Rosemary to US 17-1/NC 40 in Pleasant Hill.

Establishment
US 117 was established in 1933 beginning at US 701/South Carolina Highway 38 (SC 38) to US 301 southwest of Wilson. US 17-1 was replaced by US 117 between Wilmington and Wilson, while US 301 replaced the highway between Wilson and Petersburg, Virginia. Beginning in Conway, the highway ran concurrently with SC 38 to the southeast, running through Socastee, South Carolina to Myrtle Beach. In Myrtle Beach, US 117 turned to the northeast to follow SC 49 until reaching the North Carolina state line. In North Carolina, the highway followed concurrently with NC 30 to Wilmington. The highway generally followed modern-day US 17, running through Shallotte, Supply and Bolivia before crossing a toll bridge into Wilmington. In Wilmington, the highway turned to the north to follow NC 40 along the former alignment of US 17-1. In Castle Hayne, US 117 used Old Bridgesite Road to cross the Northeast Cape Fear River. The highway continued north through Burgaw, Warsaw, and Goldsboro until reaching its northern terminus at US 301/NC 22 southwest of Wilson.

US 17 was rerouted to replace US 117 between Wilmington and Conway in 1935. As a result, the southern terminus of US 117 was moved to US 17 at Market Street in downtown Wilmington. The same year, NC 40 was decommissioned in favor of overlapping U.S. Highways. This marked the end of the US 117/NC 40 concurrency. US 117 was placed on a new routing between Wallace and Warsaw in 1940. The new routing ran through Wallace and Magnolia before entering Warsaw from the south. The former alignment of US 117 between Wallace and Kenansville became part of NC 11, while the section between Kenansville and Warsaw removed a concurrency with NC 24.

Realignment and upgrades
Between 1949 and 1953, US 117 was placed onto its modern-day crossing of the Northeast Cape Fear River north of Castle Hayne. In 1951, US 117 was rerouted onto a bypass along the western side of Goldsboro. The former alignment of US 117 along George Street, Ash Street, and William Street became US 117A. The highway was rerouted onto another bypass east of Burgaw in 1952. The new routing used the current alignment of US 117 around the downtown area. The former alignment through downtown Burgaw became US 117A. A bypass of Mount Olive and Calypso was constructed in 1960, with the former route becoming US 117 Business.

The southern terminus of US 117 was adjusted on September 11, 1969. The highway was removed from its routing along Third Street in downtown Wilmington. Instead, it was routed to cross the Isabelle Holmes Bridge. Beyond the bridge US 117 turned to the south and ended at US 421/NC 133 in Brunswick County. In August 1973, the southern terminus was adjusted slightly to the north. Instead of turning south after crossing the Isabelle Holmes Bridge, US 117 continued west along a former secondary road to US 421. The Mount Olive and Calypso bypass was extended north in November 1988, bypassing Dudley and Brogden to the west. US 117 was subsequently removed from its routing through the town and placed onto the new bypass, which is its current routing. US 117 Business decommissioned and the former route of US 117 between Calypso and Brogden became US 117 Alternate.

In February 2003, the northern terminus of US 117 was adjusted with the completion of a new freeway along the southside of Wilson. The pre-2003 alignment of US 117 at its northern terminus followed modern-day Dorthy Lane and Lattice Road to US 301. With the new construction, US 117 was rebuilt to turn to the west before reaching US 301. US 117 was subsequently routed concurrently with US 301 to the north until reaching US 264. At US 264, US 117 turned to the west, following the freeway to its new northern terminus at I-95. On March 19, 2003, the southern terminus of US 117 was moved from US 421 in Brunswick County to the Port of Wilmington. South of Castle Hayne, the highway was removed from its concurrency with NC 133 along Castle Hayne Road and the Isabelle Holmes Bridge. US 117 was rerouted to run along College Road along a concurrency with NC 132. The highway then diverged from College Road at Shipyard Boulevard which it followed until reaching the port.

As early as 1993, North Carolina State Highway maps indicated a proposed freeway bypass of US 117 running between Goldsboro and Wilson. Upon its completion in September 2006, US 117 was rerouted to follow the new freeway. The US 117/US 301 concurrency was eliminated and the US 117/US 264 concurrency was shorted to 4.3 mi. The former alignment of US 117 through Goldsboro, Pikeville, and Fremont became US 117 Alternate. Trucks larger than 48 ft were not allowed to utilize the new freeway. The Surface Transportation Assistance Act specifies that trucks over 48 ft in length can utilize only Interstate Highways and specific routes approved by the state. As a result, the North Carolina Department of Transportation (NCDOT) sought approval from the American Association of State Highway and Transportation Officials (AASHTO) to sign the freeway as I-795. The original application to AASHTO detailed that US 117 would run concurrently with I-795 for its entire length. The request was initially denied, as the freeway connected with US 264 before connecting with I-95. North Carolina appealed the decision, and on October 12, 2007, the Federal Highway Administration designated I-795 along the freeway between Goldsboro and I-95. The highway was officially redesignated as I-795 on April 22, 2009. US 117 was shifted onto its former alignment through Goldsboro and Pikeville, ending at its modern-day northern terminus at US 301.

In July 2017, NCDOT awarded a contract to ST Wooten to build two interchanges along US 117 at Country Club Drive and Oberry Road. The project is part of a larger project to improve US 117 to Interstate Highway standards between I-40 and Goldsboro. The project was completed in the spring of 2020.

Future
NCDOT is planning to improve roughly 24 mi of US 117 between I-40 in Sampson County and I-795 in Goldsboro to Interstate Highway standards. The segment is proposed as a southern extension of I-795 and is listed as Federal High Priority Corridor 81. As of December 19, 2020, four of the six project segments are currently funded in the 2020-2029 State Transportation Improvement Projects (STIP). Initial public meetings for the project occurred in November and December 2019. Right of way acquisition between Country Club Road and Genoa Road in Wayne County is expected to begin in 2024. In 2028, right of way acquisition will begin between Genoa Road and I-795.

The Wilmington Urban Area Metropolitan Planning Organization (WMPO) plans for four projects to occur along US 117 in New Hanover County. Project U-5792 and U-5881 would convert College Road (US 117/NC 132) to a freeway between I-40 and Oriole Drive. The project would include the construction of three new interchanges, at Kings Drive, US 74 (Martin Luther King Jr. Parkway), and Ringo Drive. Additionally, the interchange at US 17 Business (Market Street) would be redesigned. Construction of the US 74 interchange (Project U-5792) is expected to begin in 2026. The remainder of the project (Project U-5881) is expected to begin right of way acquisition in 2029. Project U-5704 would redesign the College Road (US 117/NC 132) and Oleander Drive (US 76) intersection and install access management between Shipyard Boulevard (US 117) and Wilshire Boulevard. The project is expected to begin right-of-way acquisition in 2029. A similar access management project (Project U-5702A) would install access management along College Road between Shipyard Boulevard and New Centre Drive.

Burgaw business loop
U.S. Route 117 Business (US 117 Business) is a business route of US 117 which runs through the town of Burgaw. The highway runs for 2.0 mi from US 117 southeast of downtown to US 117 north of downtown. US 117 Business shares a 0.3 mi concurrency with NC 53 between Wilmington Street and the Jacksonville Highway. The special route was originally established in 1952 as US 117A when US 117 was rerouted east of downtown Burgaw. In 1960, NCDOT renumbered US 117A in Burgaw and Goldsboro to US 117 Business, establishing the current routing.

US 117 Business begins at an intersection with US 117 in southeastern Burgaw. From its southern terminus, the highway runs northwestward along Walker Street. Between Hayes Street and Satchwell Street, US 117 Business makes a slight curve, giving the highway a northern orientation. Entering into downtown Burgaw from the south, US 117 Business runs along the eastern side of the Pender County Courthouse. US 117 Business meets NC 53 at an intersection with Wilmington Street in downtown. Both highways run in concurrency to the northeast, exiting downtown Burgaw. At Bridgers Street, US 117 Business/NC 53 turns to the east to follow the street. East of Cowan Street, the business route makes a turn to the northeast. NC 53 diverges from US 117 Business at the Jacksonville Highway, marking the end of the concurrency through Burgaw. US 117 Business follows Timberly Lane to the north until reaching its northern terminus at US 117.

 * Major junctions

Calypso Connector
U.S. Route 117 Connector (US 117 Conn) is a 5.2 mi spur route of US 117 running from I-40/NC 403 to US 117 in Calypso. Despite being signed as north–south, the highway physically travels in an east–west direction. The highway shares a brief 0.2 mi concurrency on its southern end with NC 403. East of the intersection, US 117 Connector continues along a four-lane divided highway. It meets NC 50 at an intersection north of Faison. NC 50 is the last intersection along US 117 Connector until it meets US 117 north of Calypso.

The road which eventually became US 117 Connector was built in 1995 as a secondary road running from NC 403 to US 117. US 117 Connector was established on March 9, 2009, running from I-40 to US 117 north of Calypso. The new designation replaced the secondary road and created a concurrency with NC 403 along the southernmost 0.2 mi of the highway.

 * Major junctions

Calypso–Mount Olive business loop
U.S. Route 117 Business (US 117 Business) was a 5.94 mi business route of US 117 through the towns of Calypso and Mount Olive. The business route began at US 117 southwest of the central business area of Calypso. It then ran to the northeast, parallel with the Seaboard Coast Line Railroad to the located to the east. The highway exited Calypso to the northeast and traveled 1.4 mi through rural Duplin County before crossing into Wayne County. US 117 Business entered the town of Mount Olive from the southwest and continued to run in a northeastern orientation along Breazeale Avenue. It intersected NC 55 in the northernmost town limits of Mount Olive. US 117 Business continued northeast for 0.95 mi before meeting its northern terminus at US 117.

US 117 was originally routed through the towns of Calypso and Mount Olive. In 1960, US 117 was placed onto a bypass to the west of both towns. The former routing was designated as US 117 Business. The highway lasted from 1960 to 1988 when the US 117 bypass was extended north to Brogden. US 117 Business was decommissioned and US 117 Alternate was signed along the entirety of former US 117 between Calypso and Brogden.

 * Major junctions

Calypso–Brogden alternate route
U.S. Route 117 Alternate (US 117 Alt) is a 12.6 mi alternate route of US 117 running through the towns of Calypso, Mount Olive, and Brogden. The highway travels from US 117 in Calypso to US 117 north of Brogden. US 117 Alternate was established on November 28, 1988. US 117 Alternate was a renumbering of US 117 Business through Calypso and Mount Olive, and a partial renumbering of US 117 between Mount Olive and Brogden. The routing of US 117 Alternate consists of the former routing of US 117 prior to the completion of a bypass around Calypso, Mount Olive, and Brogden.

The southern terminus of US 117 Alternate is located at an at-grade intersection with US 117 in Calypso. The highway runs northeast through Calypso along a two-lane highway, paralleling a CSX Transportation railroad to the east. Exiting Calypso to the northeast, the highway runs through a rural area between Calypso and Mount Olive. US 117 Alternate enters Mount Olive from the southwest, initially running through a residential area of the town. At Henderson Street, the highway widens to a five-lane undivided highway, with two lanes in each direction and a turning lane. US 117 Alternate meets NC 55 at an at-grade intersection in northern Mount Olive. North of Mount Olive, US 117 Alternate closely parallels US 117. The highway crosses through the western area of the unincorporated community of Dudley. In the center of the community, US 117 Alternate intersects Oberry Road and Sleepy Creek Road, which provide access to US 117. US 117 Alternate runs through western Brogden and exits the community to the northwest. Shortly before its northern terminus, the highway makes a slight turn to the north. US 117 Alternate reaches its northern terminus at US 117 between Brogden and Mar-Mac.

 * Major junctions

Goldsboro business loop
U.S. Route 117 Business (US 117 Bus) is a 4.2 mi business route of US 117 through the city of Goldsboro. The southern terminus of US 117 Business is located at an intersection with US 13/US 117/NC 581 on the south side of Goldsboro. The highway travels north along George Street through a commercial area of southwestern Goldsboro. US 117 Business meets US 70 Business at an intersection with Ash Street. The highway turns onto Ash Street to run concurrently with US 70 Business to the east. In downtown Goldsboro, US 117 Business intersects Center Street at a roundabout. US 117 Business continues east for 0.20 mi until reaching Williams Street. At the intersection, US 117 Business turns to follow Williams Street to the north, marking the end of the US 70 Business concurrency. The highway meets US 13/US 70/NC 111 at an interchange north of downtown Goldsboro. US 117 Business and NC 111 run concurrently for 0.6 mi between the freeway and Patetown Road. The highway continues north of Patetown Road for 450 ft until reaching its northern terminus at US 117.

The alignment of US 117 Business was once part of the route of US 117 prior to 1951. In 1951, US 117 was shifted onto a newly constructed bypass of Goldsboro, similar to the alignment it follows today. US 117A was established along the former routing through downtown Goldsboro. In 1960, US 117A was renumbered as US 117 Business alongside US 117A in Burgaw. Between 1960 and 1961, the highway shared a concurrency with NC 102 along George Street and Ash Street. NC 102 was decommissioned along much of its route west of Snow Hill, ending the concurrency.

 * Major junctions

Goldsboro–Wilson alternate route
U.S. Route 117 Alternate (US 117 Alternate) was a 23.6 mi alternate route of US 117 between Goldsboro and Wilson, North Carolina. The southern terminus of US 117 Alternate was located at an intersection with US 117/US 13/NC 581 on the west side of Goldsboro. US 117 Alternate ran along a freeway to the northeast concurrently with US 13. The highway met US 70/US 70 Business at an interchange with Grantham Street in northwest Goldsboro. From the interchange, US 70 began to follow concurrently with US 13 and US 117 Alternate to the east. US 117 Alternate exited the freeway at an incomplete trumpet interchange marking the end of the US 13/US 70 concurrency. The highway continued northeast until meeting US 117 Business, where it made a slight turn onto Williams Street. US 117 Alternate followed Williams Street to the north, leaving Goldsboro. US 117 Alternate ran through the downtown areas of Pikeville on Goldsboro Street. Continuing north, US 117 Alternate passed through the downtown area of Fremont along Wilson Street. The alternate route ran concurrently with NC 222 between Main Street and Carolina Street in downtown Fremont. North of Fremont, US 117 Alternate passed the town of Black Creek to the west. It intersected US 301 south of Wilson, and turned north to run concurrently with US 301 for 0.4 mi. US 117 Alternate met US 264 at an interchange south of Wilson. At the interchange, US 117 Alternate turned west to follow concurrently with US 264. After 0.6 mi, US 117 Alternate met its northern terminus at an incomplete interchange with US 117/US 264. US 117/US 264 continued to the west toward I-95.

US 117 Alternate was established on September 7, 2006, as a renumbering of mainline US 117 through Goldsboro, Pikeville, and Fremont. At the time, US 117 was placed onto a freeway routing along modern-day I-795. The alternate route continued to exist between 2006 and 2009 while US 117 was routed along the freeway. In April 2009, I-795 was officially designated, and US 117 was removed from its freeway routing between Goldsboro and I-795. US 117 was rerouted to follow its pre-2006 routing, along US 117 Alternate between Goldsboro and US 301. As a result, the entire alternate route was decommissioned on March 9, 2009.

 * Major junctions

title: U.S. Route 117


text:
Grammy Award for Best Jazz Vocal Album

The Grammy Award for Best Jazz Vocal Album is an award presented at the Grammy Awards, a ceremony that was established in 1958 and originally called the Gramophone Awards, to recording artists for quality works (songs or albums) in the vocal jazz music genre. Awards in several categories are presented at the ceremony annually by the National Academy of Recording Arts and Sciences of the United States to "honor artistic achievement, technical proficiency and overall excellence in the recording industry, without regard to album sales or chart position".

History
Until 2001 this award was titled the Grammy Award for Best Jazz Vocal Performance. From 1981 to 1991 (except for 1985) this category was presented as separate awards for Best Jazz Vocal Performance, Female and Best Jazz Vocal Performance, Male.

Years reflect the year in which the Grammy Awards were presented, for works released in the previous year.

title: Grammy Award for Best Jazz Vocal Album


text:
U.S. Route 218

U.S. Highway 218 (US 218) is an original United States Highway that was created in 1926. Although technically a spur of US 18, US 218 neither begins nor ends at US 18, but overlaps US 18 for 8 mi near Charles City, Iowa. US 218 begins at U.S. 136 in downtown Keokuk and ends 319 mi away at Interstate 35 (I-35) and US 14 at Owatonna, Minnesota. A large portion of US 218 in Iowa is part of the Avenue of the Saints, which connects St. Louis, Missouri, and Saint Paul, Minnesota.

Iowa
US 218 begins in downtown Keokuk at an intersection with US 136 and US 61 Business (US 61 Bus.) at Main and 7th streets. The highway heads north along Main Street with US 61 Bus. As they exit Keokuk, the business route ends at an intersection with the mainline US 61, which bypasses the city. US 218 and US 61 head north concurrently for a few miles before US 218 exits to the northwest; US 61 follows the Mississippi River north towards Fort Madison. US 218 travels northwesterly for almost 10 mi along a two-lane road. As it approaches Donnellson, it meets up with and joins Iowa Highway 27 (Iowa 27), the Avenue of the Saints.

The two highways head north on a four-lane expressway. In Donnellson, they meet Iowa 2 at a diamond interchange. Further north, and east of Houghton, they intersect Iowa 16 at an at-grade intersection. Prior to crossing the Skunk River, the roadway angles to the northeast and a freeway bypass of Mount Pleasant begins. From the east, the highways are joined by US 34 and Iowa 163. The four highways loop around the city's eastern side and begin traversing the northern side when US 34 and Iowa 163 split away to continue bypassing Mount Pleasant; US 218 and Iowa 27 continue north.

From Mount Pleasant it continues to the Iowa City area, which it bypasses to the south and west. The US 218/IA27 concurrency intersects with I-80, and continues north with I-380 towards Cedar Rapids. There US 218 diverges from IA 27 and joins the US30/US151 bypass of south Cedar Rapids. US 151 heads south at Exit 248, and the US 30/218 concurrency continues west for 15 miles, where US 30 continues on as a 4 lane highway and US 218 exits north as a rural 2 lane highway. US 218 heads northwest through Vinton and La Porte City before it reaches the Waterloo area.

Route 218 remains a 2 lane highway until it becomes a freeway right before US 20 and once again joins I-380 for a couple miles to downtown Waterloo. When I-380 ends, US 218 continues through downtown Waterloo and then to Cedar Falls, where it crosses the Cedar River. It continues northwest as a 4 lane highway through Waverly, Charles City, and Osage until the Minnesota state line.

Minnesota
US 218 enters the state at Lyle, in Mower County. It follows along the east side of the Iowa, Chicago, and Eastern Railroad line as it continues northward through farm fields. Southeast of Austin, US 218 angles northeastward to bypass the city, its former route following County Road 45 (CR 45) into town.

US 218 passes by the Austin Municipal Airport just before its interchange with I-90. The highway runs concurrently with I-90 for nearly 3 mi through northern Austin. When US 218 departs from the Interstate and turns back north, it becomes a four-lane divided highway for a short distance. After its junction with State Highway 251 (MN 251), the highway angles north-northwestward again following the IC&E rail line, this time on the west side of the tracks.

The highway enters Dodge County for less than a mile, then reaches Steele County, Blooming Prairie, and an eight-block-long concurrency with MN 30. It continues north-northwesterly after leaving Blooming Prairie, traveling through predominantly agricultural scenery. It passes by Oak Glen Lake before going through the unincorporated community of Bixby.

After passing through the unincorporated community of Pratt, US 218 meets US 14 at a folded diamond interchange. US 218 runs westward concurrently with US 14, while its historic route through downtown Owatonna continues ahead as CR 48. After an interchange with CR 45 (former US 65), US 14/US 218 passes by Kaplan's Woods Park and reaches I-35, where US 218 ends.

Legally, the Minnesota section of US 218 is defined as Route 40 in Minnesota Statutes § 161.114(2).

History
In 1913, work on the road that is now US 218 was begun. At this time it was called the Red Ball Route. It was called this because the original route was marked with poles which had red balls, 6 in in diameter, mounted on each side. In 1920, the Minnesota portion of the route was designated as Constitutional Route 40, as part of the Babcock Amendment that established the Minnesota trunk highway system.

In Iowa, US 218 was extended from its previous southern terminus, at its intersection with US 30 in Benton County, in 1934 when US 161 was split and renamed. The former US 161 had extended from Dubuque, through Cedar Rapids, to Keokuk. After the split, the section of former US 161 from Dubuque to Cedar Rapids extended US 151 south, and the section of US 30 from the former terminus of US 218 to its intersection with the former US 161 in Cedar Rapids, along with the section of former US 161 from Cedar Rapids to Keokuk, extended US 218 south.

In 1965, US 218 was rerouted along bypasses of Austin, Minnesota and Owatonna, Minnesota, the latter following a route that would later become the US 14 bypass of that city as well.

In 1985, US 218 was bypassed around Iowa City and Coralville, joining I-380 at the I-80 interchange. US 218 to Cedar Rapids was replaced by Iowa 965.

Future
The Iowa Department of Transportation has plans to rebuild the AOTS interchange with I-80 and I-380/US 218/Iowa 27 in Coralville. As the Eastern Iowa region has grown, traffic has increased, and the current arrangement of the interchange with its cloverleaf ramps has been deemed unsafe. The Iowa DOT proposes to rebuild the interchange as a turbine interchange, which will eliminate weaving. The project is scheduled to begin in 2020.

Mount Pleasant business route
U.S. Highway 218 Business (US 218 Bus.) was designated along a former routing of US 218 through Mount Pleasant, the northernmost 0.7 mi are officially known as Iowa 438. The routing was created as a result of construction of the Avenue of the Saints corridor through Iowa. The new Avenue of the Saints corridor took US 218/Iowa 27 and US 34 around the eastern and northern edges of Mount Pleasant. The Iowa 438 section of US 218 Bus. serves as a connector from southbound US 218/Iowa 27 to westbound US 34.

Waverly business route
US 218 Business (US 218 Bus.) in Waverly was designated December 2, 1998, on the old segment of US 218 after it was routed around Waverly. The business route spans 6.6 mi. It intersects Iowa 3 in downtown Waverly and the two routes run concurrently for about 1 mi. South of Iowa 3, US 218 Bus. is officially known as Iowa 116. US 218 Bus. begins at exit 198 on US 218/Iowa 27 south of Waverly and ends at exit 205 on US 218/Iowa 27.

Charles City business route
US 218 Business (US 218 Bus.) in Charles City was designated along the old alignment of US 218 in 2000 after the construction of the Avenue of the Saints corridor created a bypass around Charles City. Upon its designation, the route was officially known by two Iowa state highways: Iowa 337 and Iowa 162. Iowa 337 was turned over to local jurisdictions in 2001 and Iowa 162 was turned over in 2006 after US 18 was relocated through Charles City.

title: U.S. Route 218


text:
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