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La ligne de Saint-Omer-en-Chaussée à Vers est une ligne de chemin de fer, à écartement normal et à voie unique, entièrement située dans la région Hauts-de-France ; elle permettait d'assurer des relations entre Beauvais, préfecture de l'Oise, et Amiens, préfecture de la Somme. Ligne secondaire, exploitée initialement par la Compagnie des chemins de fer du Nord à partir de 1876, puis par la Société nationale des chemins de fer français (SNCF), elle ferme progressivement de 1939, pour le trafic voyageur, à 1979, pour le dernier tronçon exploité pour le fret (de Conty à Vers-sur-Selle).

Le Musée des tramways à vapeur et des chemins de fer secondaires français, soutenu par les collectivités locales, a entamé en 2014 la pose d'une voie métrique sur les emprises de la voie normale, au départ de Crèvecœur-le-Grand et en direction de Saint-Omer-en-Chaussée, en vue de l'exploitation d'un chemin de fer touristique.

Elle constituait la ligne  du réseau ferré national.

Histoire
La ligne, alors partie d'un itinéraire « de Monsoult à Amiens », est concédée à la Compagnie des chemins de fer du Nord par une convention signée entre le ministre des Travaux publics et la Compagnie le . La convention est approuvée par une loi qui déclare d'utilité publique la ligne à la même date.

La ligne est ouverte en deux tronçons :
 Conty - Vers-sur-Selle le  ;
 Saint-Omer-en-Chaussée - Conty le .

Un déraillement est signalé le dimanche  entre Oudeuil et Blicourt, après la rupture de bandage de la locomotive qui assurait un train en provenance d'Amiens et où avaient pris place de nombreux voyageurs venus assister aux courses de l'hippodrome du Canada à Beauvais. La locomotive dévale sur  le remblai de la voie et se renverse avec son tender. Le mécanicien est tué dans l'accident, et deux voyageurs ont été blessés

La ligne, proche du front de la bataille de la Somme pendant la Première Guerre mondiale, joue alors  un rôle important, amenant à sa mise à double voie de Saint-Omer-en-Chaussée à Crèveœur-le-Grand, du  au  sur , et jusqu'à Prouzel du  au , sur . En particulier, elle a acheminé les troupes britanniques en octobre 1914 vers le front du Nord lors de la Course à la mer, puis en 1918 pour amener les troupes alliées vers Crèvecœur et Conty pour contrer l'offensive allemande du  puis celle du , lors de l'Offensive du Printemps.

Entre les deux guerres, la gare de Fontaine-Bonneleau est  agrandie par des travailleurs indochinois venus de l'Annam du fait de l'augmentation de la production et distribution de l'eau minérale locale dans toute la région.

Dans le cadre de la coordination des transports prévue par le décret du , le ministre des Travaux publics décida le  de transférer sur route le service voyageur. Cette décision prit effet le , mais le trafic voyageur a repris pendant la Seconde Guerre mondiale en raison de la pénurie d'essence et du bombardement du viaduc de Poix sur la ligne Rouen – Amiens : un train mixte (voyageurs et marchandises) circule entre Beauvais et Amiens du printemps 1942 à la Libération.

Le trafic marchandises a perduré jusqu'en 1953, à raison de deux trains journaliers.

La ligne est fermée au trafic marchandises en plusieurs étapes, entre 1969 et 1990, notamment pour les campagnes betteravières, et lorsque les communes environnantes ont été dotées de lieux de stockage pour les grains de céréales.

L'infrastructure est déclassée en 1972 pour une partie de la ligne, et l'emprise de la voie acquise en 1985 par le département de l'Oise pour la section située entre Crèvecœur-le-Grand et Croissy-sur-Celle, et une autre collectivité publique pour la partie située dans la Somme. Les sections utilisées par le chemin de fer touristique ont été acquises par les intercommunalités concernées.

Dates de déclassement ou de retranchement
 Crèvecœur-le-Grand à Croissy-sur-Celle (PK 107,052 à 118,655) : .
 Croissy-sur-Celle à Conty (PK 118,655 à 123,530) : .
 Conty à Vers-sur-Selle (PK 123,530 à 138,665) :  (section fermée le ).
 Saint-Omer-en-Chaussée à Crèvecœur-le-Grand (PK 94,304 à 107,052) : . Ce déclassement a été annulé par décision du Conseil d'État le .

Tracé
La ligne se séparait de la ligne Paris – Beauvais – Le Tréport en gare de Saint-Omer-en-Chaussée. Elle s'étendait sur  à voie unique jusqu'à Prouzel, puis à double voie sur  jusqu'à Vers-sur-Selle, s'élevant par une rampe de 10 ‰ jusqu'au seuil de Rotangy (ligne de partage des eaux entre le bassin de la Seine et celui de la Somme), puis redescendait par une rampe comparable jusqu'à la gare de Crèvecœur-le-Grand, où elle donnait correspondance avec la ligne de Saint-Just-en-Chaussée à Crèvecœur-le-Grand (ligne de chemin de fer secondaire à voie métrique du réseau départemental de l'Oise).

La ligne continuait à s'abaisser en empruntant la vallée de la Selle jusqu'à la bifurcation de Bacouel (près de la halte de Vers), où la ligne se raccordait à la transversale Amiens – Rouen.

Exploitation

Au début du , la ligne est parcourue par cinq trains voyageurs quotidiens.

En raison de la Première Guerre mondiale, la ligne est affectée aux besoins militaires et le trafic civil est assuré au mieux par deux trains entre la gare de Saint-Omer-en-Chaussée et celle de d'Amiens Saint-Roch).

Dans l'entre-deux-guerres, le service est assuré par trois trains quotidiens pour les voyageurs, mais la ligne achemine également des trains marchandises indispensables au fonctionnement économique des contrées desservies.

Par exemple, un wagon quotidien était réservé aux besoins de la fabrique de tissus du Crocq, deux autres pour l'expédition des productions de la laiterie de Fontaine-Bonneleau. La source exploitée par les établissements Caulier à Fontaine-Bonneleau expédiait ses produits vers Amiens, Beauvais et Rouen et les établissements Delacour à Beaudéduit recevaient leurs machines agricoles par wagons sur la ligne

Jusqu'en 1935, la ligne était exploitée uniquement par des trains vapeurs tractés par des machines de type 030 Mamouth, 220 Outrance ou 221 série 2600 de la compagnie du Nord du dépôt d'Amiens. Afin d'améliorer la vitesse des convois voyageurs et de réduire les déficits, deux autorails diesel de 24 places du dépôt de Creil ont été mis en service au service d'été 1934, les trains classiques restant tractés, après guerre, par des locomotives type 230 A et 230 D.

Un essai d'autorail des Aciéries du Nord a eu lieu le , permettant de parcourir la ligne entre Beauvais et Amiens en , avec une pointe à  entre Rotangy et Blicourt, alors qu'avec un train à vapeur, il fallait  avant 1932  et  après des mesures d'amélioration de la vitesse intervenues en 1932

À partir des années 1950, le service fret a été assuré par des locomotives diesel du dépôt de Longueau, qui remplaçaient les 040 B et 140 G à vapeur..

Situation actuelle : la Coulée verte

Une partie de la ligne, entre Crèvecœur-le-Grand et Bacouël-sur-Selle (29 km), a été transformée en chemin de promenade, sous le nom de « Coulée verte ». Ce sentier botanique, composé de près de 30 espèces d'arbres différentes, permet d'accéder à de nombreux  chemins de randonnées balisés permettant de découvrir les villages alentour et les paysages variés de la Vallée de la Selle. Les notices de ces promenades peuvent se trouver dans les offices du tourisme de Conty et de la Picardie verte.

L'aménagement de la plateforme de section sud  Saint-Omer-en-Chaussée, Oudeuil et Blicourt, rachetée par la Communauté de communes de la Picardie verte en 2005, en voie verte a été étudiée, mais son coût évalué à  dont un million restant à charge de l'intercommunalité après subventions, a paru trop lourd pourf les élus intercommunaux, qui estiment que ce projet devrait être porté par le département voire la région

Création du Train à Vapeur du Beauvaisis

Le Musée des tramways à vapeur et des chemins de fer secondaires français (MTVS) , la Communauté de communes de la Picardie verte (CCPV) et la Communauté de communes de Crèvecœur le Grand Pays Picard A16 Haute Vallée de la Celle se sont entendues pour déplacer les collections du MTVS en gare de Crèvecœur-le-Grand, et créer de cette gare jusqu'à celle de Saint-Omer-en-Chaussée une ligne de chemin de fer touristique à  voie métrique, sur l'emprise de l'ancienne ligne à voie normale qui sera déposée. Cela permettra d'y faire circuler l'importante collection du MTVS.

Une préfiguration a eu lieu le  près de la gare de Saint-Omer-en-Chaussée, où le MTVS avait construit une voie ferrée provisoire sur laquelle elle faisait circuler deux véhicules classés monument historiques, la locomotive 030T Corpet-Louvet ex TIV  tractant la voiture  ex CBR.

Il avait été initialement prévu d'implanter le dépôt à Saint-Omer-en-Chaussée, mais des problèmes de qualité du sol amenant d'importants surcoûts pour cette construction, le MTVS a décidé de l'implanter à l'autre extrémité du projet de chemin de fer touristique, en gare de Crèvecœur-le-Grand, où se trouve dans l'ancienne gare d'échange avec la ligne Estrées-Saint-Denis - Froissy - Crèvecœur-le-Grand  un ancien hangar à engrais, dépourvu de toit, qui sera transformé pour servir de dépôt. Ce bâtiment a été cédé par la Commune à la Communauté de communes de Crèvecœur le Grand Pays Picard A16 Haute Vallée de la Celle, qui va y remettre une toiture

La préfecture de l'Oise a accordé l'arrêté portant approbation du dossier préliminaire de sécurité du tronçon Saint-Omer-en-Chaussée - Oudeuil en . Le transport des matériels a commencé à l'été 2014 . Les bénévoles du MTVS, après avoir défriché la zone, commencent à construire des installations à voie métrique, qui leur a permis de retrouver une ancienne fosse de visite de la ligne Estrées-Saint-Denis - Froissy - Crèvecœur-le-Grand, qui constitue le seul vestige à Crèvecœur de cette ligne.

Cette ligne à voie métrique a vocation à s'étendre à terme sur  jusqu'à Saint-Omer-en-Chaussée; un premier tronçon de  a été reconstruit jusqu'au passage à niveau de la RD 149 en 2016, avant d'être prolongé jusqu'à la gare de Rotangy vers 2018. Pour cela, le passage à niveau  de la RD 149 est recréé fin . Les premières circulations régulières du train touristique auront lieu en 2017.

Notes et références

Bibliographie
 F. Banaudo, Trains oubliés : l'État, le Nord, les Ceintures, volume IV, éditions du Cabri, Menton, 1982
 Daniel Delattre, Les chemins de fer de l'Oise, éd. Delattre 60120 Grandvilliers, 1987
 Guy-Jean Néel , Une ligne picarde de chemin de fer oubliée : (Amiens) Vers-sur-Selle - Saint-Omer-en-Chaussée (Beauvais), promenade technique, historique et géographique, Bulletin de la Société des Antiquaires de Picardie, N°672 (2005) p. 110-126.
 .

Voir aussi

Articles connexes
 Liste des lignes de chemin de fer de France
 Lignes ferroviaires françaises disparues
 Ligne de Saint-Roch à Darnétal-Bifurcation
 Ligne d'Épinay - Villetaneuse au Tréport - Mers
 Ligne de Saint-Just-en-Chaussée à Crèvecœur-le-Grand

Liens externes

Ligne ferroviaire dans l'Oise
Ancienne ligne ferroviaire dans la Somme
Ancienne ligne ferroviaire dans l'Oise


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Cummings Graduate Institute for Behavioral Health Studies: Celebrating Two Years
Aug 31, 2017 Mark 0
The leadership at Cummings Graduate Institute for Behavioral Health Studies (CGI) was proud to celebrate their two-year anniversary as one of the country's most innovative, 100% online degree programs in integrated behavioral health.
Press Release (ePRNews.com) - PHOENIX - Aug 31, 2017 - Founded in June 2015, it is one of a handful of universities worldwide that grant the distinguished Doctor of Behavioral Health (DBH) degree, and is the only university in the world that exclusively focuses on the growing field of integrated healthcare. CGI credits its origins to the work of Nicholas Cummings, Ph.D, Sc.D (1924 — ), an American psychologist, author, and former president of the American Psychology Association (1979).
Dr. Cummings is a visionary who, for half a century not only was able to foresee the future of professional psychology, but also helped create it. A former president of the American Psychological Association (APA) as well as its Divisions 12 (Clinical Psychology) and 29 (Psychotherapy), he formed numerous national organizations in response to trends. Since organized psychology resisted these inevitable changes, Dr. Cummings blazed the way, expecting others would follow. He launched the professional school movement by founding the four campuses of the California School of Professional Psychology that established clinicians as full-fledged members of the faculty. As chief of mental health for the Kaiser Permanente health system in the 1950s, he wrote and implemented the first prepaid psychotherapy contract in the era when psychotherapy was an exclusion rather than a covered benefit in health insurance. The pinnacle of his historic work is the creation of the Doctor of Behavioral Health (DBH) degree and its parent school, Cummings Graduate Institute for Behavioral Health Studies.
At CGI, the Biodyne model is the nucleus. The word Biodyne is composed of two classical Greek words; bio, meaning "life," and dyne, meaning "change." The goal of the Biodyne model is life change. As an Institute, CGI strives for a "life change" – for their leadership and faculty, for their students, for their patients and for their providers. Cara English, CEO for Cummings Institute states, "At CGI we're looking for disruptors – providers with a fire in their bellies – those who aren't afraid to differentiate themselves from the herd or to advocate for the change they see as a need in the world. We're looking for mavericks. Mavericks who dig hanging out with other mavericks and who want nuts-and-bolts training, inspiration, support, and encouragement to bring those innovative dreams to life."
To learn more about the Biodyne model and all that CGI has to offer for behavioral health degree, non-degree study, workforce development and professional trainings visit cummingsinstitute.com.
Source : Cummings Graduate Institute
CATEGORIES : Education Medical Society
Tags : Behavioral Health Career Development Cummings Institute DBH Doctorate Of Behavioral Health Healthcare Mental Health Studies Nicholas Cummings Social Work Healthcare
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Some stories cannot be told in just one lifetime.
Harry August is on his deathbed. Again.
No matter what he does or the decisions he makes, when death comes, Harry always returns to where he began, a child with all the knowledge of a life he has already lived a dozen times before. Nothing ever changes.
As Harry nears the end of his 11th life, a little girl appears at his bedside. "I nearly missed you, Doctor August," she says. "I need to send a message."
This is the story of what Harry does next, and what he did before, and how he tries to save a past he cannot change and a future he cannot allow.
©2014 Claire North (P)2014 Hachette Audio
Season of Storms
What listeners say about The First Fifteen Lives of Harry August
I consider myself a hard critic. I don't hand out 5 star reviews lightly. The First Fifteen Lives of Harry August is a solid 5 stars.
This book is as close to sci-fi perfection as I have encountered in the last decade. It combines a very interesting concept (1 in 500,000 people live over and over again), a good mystery (for some reason the world is ending), and first rate characters (August and one other).
The bad guy here, the interaction of August and the person he is tracking down is first class. I don't think I have ever been so in touch with a villain before.
The back story is mesmerizing. Enough detail to put you into the characters point of view, not enough to stifle a quick read.
Claire North is awesome. I can't wait to dive into her other books.
Not what I'd feared
As you are, I'm a person who reads the reviews to see if I should invest in a book. I put this book low on my wishlist because it sounded interesting but the words "tough to read" and "sociopath" and "couldn't like the characters" kept popping up in the reviews. It should have been a little higher up on my wishlist. While I'm glad I was pre-warned that there was a lot of gruesome violence in the book (there is) and that the characters are generally callous and frequently cruel people (they are), these aspects made sense for the premise of the book. If death means nothing to you why would you care if you committed suicide by rat poison? If you live the same life over and over for hundreds of years, how could the "linears" (normal people) become anything other than paper dolls for you to play with? Once I situated the characters in their culture rather than my culture I was definitely able to understand their motivations and empathize with them.
I mean, prrrroooobably don't read this book if you're in a very fragile emotional/mental health state. Like, if the characters in The Girl on the Train or Skippy Dies effed you up, this isn't the book for you. Otherwise, it's a pretty cool book. I enjoyed that the author was brave enough to make the characters the people they would logically have been, given the situation they were placed in. I also enjoyed the general sci-fi, time travel premise because I can't really say that I've seen this particular concept before. There were a lot of cool new ideas in here about the nature of time, memory, destiny, self-determination, and the things that make humans themselves.
An unexpected treasure
I bought this book solely based on the ratings. It was a little slow getting started, but holy cow did it make up for lost time. The story was unique and fantastic, and the narration was one of the best I've heard so far. The narrator could convincingly sound like a young boy, or an old woman dying of pneumonia, and anywhere in between. Just spectacular. There were times when I couldn't understand him, no matter how many times I repeated the section, due to the speedy dialogue, but that didn't detract from the overall performance or story. If I could give this book 10 stars overall, I would.
Kurt Schwoppe
Time Travel Brilliance
Juggling fifteen lives in a single book is a recipe for confusion, but Claire North does it brilliantly. While it is somewhat like "Groundhog Day" on a lifetime scale, the storyline and underlying meanings are totally different. This book is perfect for the many people who wonder what they would do different if they had their lives to live over. As Claire North brings out, finding true purpose in a recurring life where death becomes a coping strategy, requires significant emotional intelligence. Who ever thought these themes could be so entertaining. Once you get started, be prepared to be stuck to your headphones for the duration.
Patrick W
Misleading reviews
Where does The First Fifteen Lives of Harry August rank among all the audiobooks you've listened to so far? Excellent. Who was your favorite character and why? Harry August (main character) What about Peter Kenny's performance did you like? His voice brought all the characters to life. What I found most enjoyable was how he managed to find dialectic accents and hold them accurately without issue. Did you have an extreme reaction to this book? Did it make you laugh or cry? My reaction was not to the book itself but the misleading reviews which made me so reluctant to buy this book. I heard again and again "Violent," yet in truth this book held no more violence than common television series today. There are moments where the visceral truth of the character's reality is clearly described. Any additional comments? I am sensitive to violence, either spoken, written, or portrayed. I've been known to get up and leave the room when character seem in imminent danger of being killed. I've had to stop listening to audio books with similar description. That being said, I found myself completely able to follow this book without adverse reaction. I had no severe negative reactions of the nature to this work. I must say that all those reviews that speak of violence were overstated. I regret not purchasing this book sooner. It was seriously well performed, well written piece of fiction. I am considering more works by this author based on the level of quality I encountered with this title Bottom line. If you like this genre, but have hesitated to buy this book based on reviews, Ignore the negative reviews, buy it, give "The First Fifteen Lives Of Harry August," a fair chance. If you really hate it it's returnable. I've had to do that with a few books in past. I will never return this title, ever. It is a very excellent narrative read by a person whose voice matched the characters very well. #TimeTravelPast #UnlikelyHero #Violent #Clever #Underdog #Tagsgiving #Sweepstakes
It Took Fifteen Lives to Resolve an Epic Battle
If you got fifteen repeats on your life while remembering the previous ones, how different would they be? Harry went through the same era from the early 1900's to as late as the early 2000's as a scientist, adventurer, lawyer and even an investigator of all the world religions.
He is able to remember everything and encounters others like him who have organized a club to make sure no one like them changes major events. That can have disastrous results for all of humanity and drastic measures are required for those who try. Usually it requires communicating with someone from a previous era to make sure that person is never born.The Cronus club can do this with a seven year old member telling an eighty year old member about a threat to the world. They will take the appropriate corrective action in their next life.
Harry meets one of those who wish to reshape the world they live in. Victor becomes his best friend and eventually his worst enemy. Victor is able to decimate the Cronus club and embark on a journey over many repeat lives to artificially advance science. His ultimate goal is to build a quantum mirror which he hopes will explain everything. Either that, or it will be the end of everybody's world.
They go through a marathon battle.
There are a lot interesting concepts here and I was enthralled from the first life to the final one. If you enjoyed the book Replay by Ken Grimwood, you will love this adventure. It has similarities, yet it is a vastly different story.
I usually like to put to an effort into posting a review of only great reads, so my history of mainly five stars may be tedious for some. I kind of feel like the guy always crying wolf, and when the wolf finally comes, no one pays attention.
So here is my sixth star for this book. Overall ******
Kathy in CA
Intelligent, Complex, With Lots of Entertainment
This is not what I think of when I hear a book is 'science fiction'. No outer space, no military battles, no monsters. This is a very intelligently written story about a man, Harry August, who dies and returns to repeat his life over and over again with a full memory of his past lives. Harry was not particularly pleased with this fact but was powerless to stop the process. Eventually, he learned there were other Kalachakra who had the same condition. Harry tried out many different lifestyles, none of which were worth repeating in their entirety. Things moved along with no momentous events until Harry met a great friend who was also Kalachakra but who subsequently became his greatest enemy. Could Harry save the world?
Yes, this theme has been written before but not with all the interesting twists and turns. The book somewhat reminded me of The Goldfinch, which I loved. The stories were not really similar but something really reminded me of it. It had a wonderful narration like The Goldfinch, amazing you could say. It grabbed me in the same way. (I really don't like to compare books, but I am doing it in this case, as it might help you decide to give Harry a chance.)
TFFLofHA started off a bit slow, as setting the scene can sometimes do. It picked up its pace fairly quickly and I could not put it down. I really enjoyed how it played out to a satisfying ending.
Yes, there is some real brutality and violence in the story and if you are very sensitive to this, you might want to pass. But if you are adventurous and like new and novel stories with interesting time travel ideas, this could be your next listen. I loved it.
S.McNee
Couldn't finish it. UGGH
4 hours into this I could not force myself to hit play again and resume this incredibly boring account. Told in a distracting non linear sequence of lives this is a boring rendition of an old story line.
Harry's 15 lives were far from magical/enjoyable
Maybe I was expecting too much from this book based on all the five star reviews, but I was overall, uninspired by it. First of all, while the audiobook narrator was fantastic, and all of the distinct voices and dialects really helped me get a little more into the story, I would not recommend listening to this on audiobook, at least not if it's your first read-through. I found myself needing to skip back 30 seconds or a couple of minutes way more than a normal audiobook, just to figure out what had just happened. Usually that was more because of the author's roundabout way of getting her point across vs anything surprising/exciting happening. Honestly, I wasn't really interested in a single thing that happened until maybe the just last 1/4 of the book. I read several reviews that said something similar, but they were able to get past the fact that the first 300 pages were somewhat boring based on the fact that the ending was good. To me, to make a book truly noteworthy, far more of it needs to be readable and enticing. I kept waiting for certain events to come back into play that just never did. I know they all affected Harry and his psyche and his way of viewing the world, but I expected them to have more lasting impact on the overall story. The ending was good, don't get me wrong; but much of what came before was unremarkable and probably could have been far more whittled down with the same amount of payoff at the end. I did enjoy some of the writing style, like how she switched back and forth between all of Harry's different lives and decades without too much confusion from the reader. However, I just did not come away from this dying to share the experience with someone else ( which I always want to do with books that make me think or excite me) and I would not recommend this to my other avid-reader friends.
Karen Caton
Can I give it 3.5 Stars?
Would you say that listening to this book was time well-spent? Why or why not?
I am a sucker for both time travel and replayed life stories. Not the Scottish romance in time variety, but this Groundhog Day concept fascinates me. I try to read them all. I enjoyed this book on this level, and appreciated the wrinkle of the premise... that we all relive our lives again and again, but that through an evolutionary or other cause, most now forget those past experiences, while a few remember them... and thus become the guardians of the planet in a way. They have a chance, through the repeats, to correct wrongs. Of course, villains also emerge who would use the repeat opportunities for their own personal gain or to amass power.
I liked the premise, and for the most part the execution, but I found the book a little tedious and repetitive in places. That, coupled with the lack of variation in voices, actually forced me to go back and repeat several chapters of the book to be sure I was following the story. Some questions went unanswered, some lines were less than satisfactory, but it was a nice addition to the body of this genre, overall.


text:
//
//  FLCallback.h
//  FishLamp
//
//  Created by Mike Fullerton on 9/14/12.
//  Copyright (c) 2013 GreenTongue Software LLC, Mike Fullerton.
//  The FishLamp Framework is released under the MIT License: http://fishlamp.com/license
//

#import "FishLampRequired.h"
#import "FLSelectorPerforming.h"

#if defined(__cplusplus)
    extern "C" {
#endif /* defined(__cplusplus) */

//
// simple callback struct
//

typedef struct {
    __unsafe_unretained id target;
	SEL action;
} FLCallback_t;

extern const FLCallback_t FLCallbackZero;

NS_INLINE
FLCallback_t FLCallbackMake(id target, SEL action) {
   FLCallback_t cb = { target, action };
   return cb;
}

NS_INLINE
BOOL FLCallbackIsNotNil(FLCallback_t cb) {
	return cb.target && cb.action;
}

NS_INLINE
BOOL FLCallbackIsNil(FLCallback_t cb) {
	return !cb.target || !cb.action;
}

NS_INLINE
BOOL FLCallbackPerform(FLCallback_t callback, id withObject) {
	return FLPerformSelector0(callback.target, callback.action);
}

NS_INLINE
BOOL FLCallbackPerform1(FLCallback_t callback, id withObject) {
	return FLPerformSelector1(callback.target, callback.action, withObject);
}

NS_INLINE
BOOL FLCallbackPerform2(FLCallback_t callback, id withObject1, id withObject2) {
	return FLPerformSelector2(callback.target, callback.action, withObject1, withObject2);
}

NS_INLINE
BOOL FLCallbackPerform3(FLCallback_t callback, id withObject1, id withObject2, id withObject3) {
	return FLPerformSelector3(callback.target, callback.action, withObject1, withObject2, withObject3);
}

//
// callback objects
//

@interface FLCallback : NSObject {
@private
}

- (id) initWithTarget:(id) target action:(SEL) action;

+ (id) callbackWithTarget:(id) target action:(SEL) action;

- (id) target;
- (void) setTarget:(id) target;

- (SEL) action;
- (void) setAction:(SEL) action;

- (BOOL) perform;
- (BOOL) performWithObject:(id) object;
- (BOOL) performWithObject:(id) object1 withObject:(id) object2;
- (BOOL) performWithObject:(id) object1 withObject:(id) object2 withObject:(id) object3;
@end

@interface FLCallbackWithUnretainedTarget : FLCallback {
@private
    FL_WEAK id _target;
    SEL _action;
}

@property (readwrite, weak) id target;
@property (readwrite, assign) SEL action;

@end

#if defined(__cplusplus)
}
#endif /* defined(__cplusplus) */

redpajama_set_name: RedPajamaGithub


"You did just right to keep guiding the Qi with your awareness. You've been practicing Qigong for a long time now, and it shows! Just make a note of where any stuck place is located and continue guiding the Qi, as you did. Later, you can bring attention to any stuck area and explore what door, front or back, of what chakra is related" (for more on the Microcosmic Orbit and chakra influences, see our book, Chi and Creativity: Vital Energy and Your Inner Artist, © 2007, Blue Snake Books, pp. 224-234).
Our chakras, with their emotional intelligence and the sensations they generate are our teachers. A blockage in the flow of Qi in the Microcosmic Orbit; an area of darkness; recurrent physical symptoms like a headache or a knot in the stomach, constipation, or jaw tension – they lead us to what in our life is calling for attention. In Chinese Medicine this means not just physically, but energetically, mentally, emotionally, and spiritually, as well. Besides addressing the physical source of the ailment, one might ask of an occipital headache: What's happening in my dream life, or, How is my imagination longing to express itself? One might ask of constipation: What am I holding on to that I no longer need? Of a knot in the solar plexus: How am I not being true to myself?
Kaleo shares his story of bringing healing to this area for himself through Qigong and self-hypnosis (from our book, The Creative Art of Living, Dying & Renewal, © 2014, North Atlantic Books, pp. 183-183).
A few years ago, Elise and I were back in Hawaii visiting my parents. Mom, seventy-nine years old, was in her fifth year of Alzheimer's, and Dad, at eight-six, insisted on being her sole caretaker. It touched me to watch them holding hands while they walked slowly, mom shuffling, in the local air-conditioned mall. Mom could no longer speak. Her eyes had an emptiness to them, and sometimes she didn't even recognize me. I felt a deep sense of loss and grief.
Years later on the anniversary of her death, I'm in California, at home recovering from a bout with bronchitis. I'm lying comfortably on the futon, with my finger-pads pressing gently into the hollows of my shoulders (Lung 1 acu-points). Recalling how loss and grief triggered many episodes of bronchitis and pneumonia as I grew up, I dialogue with my lungs for healing.
Closing my eyes, I greet my breath, this old friend, who has been with me for sixty-five years. Its comforting rhythm lulls me into relaxation. My lungs invite me to enter. They're kind of silvery gray. I recognize the grief. It's dark, heavy, round-shaped, fuzzy on the edges, almost prickly. It feels very old.
Whoosh! I'm in Hawaii, it's four thirty in the morning, and I'm eight years old, in bed, hiding under the covers. My parents, in the kitchen, are screaming at each other. For months they've been arguing and threatening divorce. I fold my hands in prayer, "Jesus, please help me! What have I done wrong? How can I make things better?" Suddenly, an intense cold fear shakes my body. The floor is being ripped away from under me, and I feel myself falling helplessly into a black void as huge as the night sky.
An understanding emerges. Loss, grief, and fear will always be there, but I have a choice. I can let them either bring me down or make me a kinder teacher, healer, and companion on life's journey.
My breath beckons me back into my lungs. I stand and move in Qigong to massage and nourish my lungs. They also want to be cleansed and wrapped in white light. On inhaling, I visualize pure white light entering and filling my lungs. On exhaling, I make the sound of Hsss and visualize heaviness and dark grief leaving my lungs. The grief does not fight or resist but becomes smaller, softer, pinkish-gray, and pliant. With each breath my lungs feel healthier, stronger, clearer, and filled with pure white.
This entry was posted in Chinese Medicine, Qigong, Qigong and Chinese Medicine and tagged Chi and Creativity, Five Elements, Kaleo Ching, Metal Element, Microcosmic Orbit, The Creative Art of Living Dying and Renewal on January 13, 2015 by eliseching.


text:
American Line Service - 1907
American Line Philadelphia - Queenstown - Liverpool Service - 1907
Cover of American Line Philadelpha - Queenstown - Liverpool Brochure 1907. GGA Image ID # 1144c2a3f7
The International Mercantile Marine Company
With its various Services, the American Line offers such a choice of routes, rates, ports and accommodations that no one can fail to find what will exactly suit his most exacting requirements.
If he desires to sail from New York, Philadelphia, Boston, New Orleans or Canada, he can be accommodated. If he wishes to land in Queenstown, Liverpool, Plymouth, Southampton Dover or London, or Cherbourg or Antwerp, he may have his choice; or if he prefers to disembark at the Azores or Gibraltar or at a Mediterranean port, he can do this also.
Two-Berth Room on an American Line Steamship circa 1907. GGA Image ID # 1147fabd93
If he wants a fast steamer or a slow steamer, a large steamer or a moderate sized one, or if he wants a " Cabin de Luxe " or a single berth, a high priced berth or a low priced one, or a steamer carrying one class, two classes or three classes, or if he desires to travel by one service Eastbound and by another service Westbound, without sacrificing the reduction made for the round trip, he can still be accommodated.
Dining Room of an American Line Steamer circa 1907. GGA Image ID # 114799d298
American Line - Philadelphia - Queenstown - Liverpool Service
Has been specially arranged to accommodate those passengers who want good food and service, moderate speed and to have the best accommodation the steamers afford at moderate cost. This is secured by the arrangement for carrying only one class of cabin passengers.
On this service we call this Second Cabin.
Cabin Class Smoking Room on an American Line Steamship circa 1907. GGA Image ID # 114806ee94
As there are no other cabin passengers carried, the passengers naturally have the best of everything on the steamers. They have, too, the courteous treatment of the officers on board and their comfort is looked after as carefully as if they had paid for a suite of rooms.
These steamers sail from Philadelphia on Saturdays and from Liverpool on Wednesdays, calling at Queenstown each way.
Smoking Room on an American Line Steamship circa 1907. GGA Image ID # 1147d004e8
That the steamers of this service have merited the approbation of the traveling public, is evidenced by the large number of passengers they have carried in the past, the unqualified commendations from their patrons and by the growing demand each season for accommodations.
It will, no doubt, be of interest to the intending traveler to read a brief description of these steamers, together with some general information that will prove useful in the preparation for, and enjoyment of, an ocean voyage.
The Steamers on this Service are as follows: Haverford, Merion, Friesland, Westernland and Noordland.
The accompanying illustrations will give some idea of the saloons. staterooms and deck spaces of these steamers, but they do not set forth the equally attractive facts that everything is kept in excellent order, and that everyone in the ship's company is anxious to make the voyagers happy and comfortable.
Two-Berth Room on an American Line Steamer circa 1907. GGA Image ID # 1147d00bd2
Neither do they convey the fact that the fare for the best the ships afford is only about $3.50 a day for the voyage during most of the year, being somewhat more during less than four months only.
These things are only ascertained in their entirety by one who actually makes the voyage, and it may he safely asserted that the popularity of this route has been chiefly built upon the recommendations to their friends of those who have been patrons of the line.
SS Haverford and SS Merion
American Line Steamers SS Haverford and SS Merion. GGA Image ID # 1144e0a773
The large twin-screw steamers, Haverford and Merion, of 11,635 tons each, built by Messrs. John Brown & Co., Ltd., of Clydebank, in 1901 and 1902, are examples of a type of vessel which is becoming more popular every year.
They are of the class where the claims for large cargo carrying capacity exceed those for speed, and yet where sufficient speed is maintained to make it worth while to fit extensive passenger accommodations.
Shelter Deck Looking Aft on an American Line Steamship circa 1907. GGA Image ID # 114808df28
To show what naval experts think of these vessels note the following extract from the "New York Journal of Commerce, November 4, 1905: The American Line has been awarded a gold medal by the Naval Exhibition at Earl's Court, London, for the model of the steamship Haverford.
She was decided by the experts to be a model steamship, neither too fast nor too slow, but as comfortable throughout, and so constructed as to be safe and economical with a fair earning power for her owners.
The Ladies' Saloon on an American Line Steamship circa 1907. GGA Image ID # 114834f4d5
The Haverford is a well-known liner trading between Philadelphia and Liverpool. The S. S. Merion is an exact counterpart of the S. S. Haverford.
These steamers have bilge keels and are lighted throughout with electricity.
The cuts on pages 1 and 2 will give the reader an idea of the immense size of these steamers, and the careful arrangements that have been made in regard to deck space, for the comfort of the passengers.
Deck Scene on an American Line Steamer circa 1907. GGA Image ID # 11463ce51e
On the promenade deck, and in the center of each vessel, will be found a large and well-furnished library, a ladies' parlor, and a spacious smoking room, all accessible from below, without going outside, or directly from the promenade deck.
The large and handsomely furnished dining saloon is located on the saloon deck, extending the entire width of the steamer, and contains an excellent piano. The staterooms are also on this deck, and an large, well-lighted and ventilated.
A View of the Dining Saloon on an American Line Steamer circa 1907. GGA Image ID # 114651af78
An ample number of the most improved types of solid porcelain baths will be found in the lavatories, which are conveniently located.
A large stairway leads to the ladies' parlor, the library and the promenade deck. There is another stairway in the after part of this deck, leading to the smoking room, and the promenade deck.
One-Berth Room on an American Line Steamer circa 1907. GGA Image ID # 114841658f
These steamers will accommodate about 150 passengers. The dining saloon will accommodate 112 passengers at one sitting.
SS Friesland
American Line Steamer SS Friesland 7,100 Tons (Chartered from the Red Star Line). GGA Image ID # 1146ee6f60
This well-known steamer was built in Glasgow, by Messrs. James & George Thompson, who have attained a wide reputation in the ship-building industry.
In the arrangement of boilers and machinery on this steamer, the convenience and comfort of the passengers have been carefully considered there being no openings on the promenade deck. There are three large passenger decks, the Upper, Saloon and Promenade, the last of which extends two-thirds the length of the ship.
Ladies' Music Saloon on an American Line Steamer circa 1907. GGA Image ID # 1146e73a21
The dining saloon is located well forward of the machinery, and is large and airy, being lighted by a dome-shaped skylight. It is finished in carved oak, while the ceiling is in white, the relief work being in old gold. At the entrance to the saloon is a hall from which stairways lead to the stateroom deck below, and to the promenade deck above.
The Library on an American Line Steamship circa 1907. GGA Image ID # 11490de10d
The smoking room is on the promenade deck, and is internally constructed of dark mahogany, with painted tile panels and has a tiled floor. A large number of very desirable staterooms are located on the saloon deck, and these are in great demand in the summer months, as they are unusually well-lighted and ventilated.
This steamer will accommodate about 162 passengers. There are thirty-three rooms used as two-berth rooms and twenty-five four-berth rooms. The dining saloon will accommodate ninety-eight passengers at one sitting.
SS Westernland
The American Line Steamship Westernland - Chartered from the Red Star Line. GGA Image ID # 114700b19e
The Westernland Is built entirely of steel and was constructed by the well-known ship-builders, Lairds, of Birkenhead, England.
It has a full complement of water tight compartments and bulk-heads; has four steel masts and two funnels.
The passenger accommodations are excellent. The main passenger entrance is on the promenade deck, and broad, easy stairways lead to the saloon and upper decks.
On the promenade deck, at the head of the main entrance, is the drawing room, or ladies' parlor, richly upholstered in moquette. Near amidships on this deck is the smoking room, very comfortably fitted.
The dining saloon is finished in hard woods and upholstered in frieze plush, and is well-lighted and ventilated.
On the main deck in the center of the vessel and removed from the pantries and galleys, are the staterooms. There is an unusually large number of two-berth rooms on this steamer.
All of the rooms are finished in polished mahogany. This steamer will accommodate 164 cabin passengers. There are thirty-nine two-berth rooms and twenty-three four-berth rooms. The dining saloon will accommodate eighty-two passengers at one sitting.
SS Noordland
The SS Noordland of the American Line - Chartered from the Red Star Line. GGA Image ID # 114712a527
To enter into a description of this steamer would simply be a repetition of the description of the SS Westernland, as they are sister ships, and alike with but few exceptions. On the SS Noordland, a number of rooms have been built on the saloon deck, which are especially desirable. In other respects there is no difference worthy of mention.
The SS Noordland will accommodate 154 passengers. There are thirty two-berth rooms and twenty-four four-berth rooms. The dining saloon will accommodate seventy-five passengers at one sitting.
Sailings and Rates
The steamers of the Philadelphia-Queenstown-Liverpool Service sail on Saturdays from Philadelphia, and on Wednesdays from Liverpool. (For hours of sailing see sailing list).
The minimum cost of a round-trip passage in the winter and intermediate season is at present $76.00, and in the summer season, $95.00. (For detailed information regarding seasons and rates, see rate sheet as these are subject to change.)
In 1906 the following tours were taken, showing how inexpensive a short trip to Europe has become: By S. S. Westernland from Philadelphia, July 21st: To Liverpool, to London (4 days in London), New Haven, Dieppe, Paris (5 days in Paris), to London, Warwick, Stratford-on-Avon, Chester, Liverpool, Philadelphia. Time, 36 days; entire cost, $175, = $4.86 per day.
By S. S. Merion from Philadelphia, June 23d:
To Liverpool, London (4 days in London), Hook of Holland, The Hague, Scheveningen, Amsterdam, Antwerp, Brussels, Cologne, The Rhine, Mayence, Heidelberg, Lucerne, The Rigi, Interlaken, Grindelwald, Lausanne, Geneva, Paris (5 days in Paris), Dieppe, New Haven, London, Oxford, Warwick, Stratford-on-Avon, Chester, Liverpool, Philadelphia. Time, 51 days; entire cost, $ 2 7 5 = $5.39 per day.
The above cost includes: Cabin passage on ocean steamers. In Europe, first class on local steamers; second class on railroads (third class in England), the usual custom of American tourists; accommodation at good, comfortable hotels, including meat breakfast, meat lunch, and table d'hote dinner; transfers between stations and hotels.
Conveyance of 100 pounds of baggage in Great Britain, 56 pounds on the Continent, and 250 pounds on the Atlantic; carriages and fees for sight-seeing as mentioned in the itinerary.
Gratuities to hotel servants, railroad porters and guards, and the services of a competent conductor from arrival at Liverpool to departure therefrom. Of course the cost may be somewhat reduced if no conductor is employed.
And these are only two of a large number of trips of the same kind that can be taken to suit the wishes of the traveler, and all at a correspondingly low cost.
We have arranged a few sample tours, the itineraries for which have been printed on a separate leaflet and will be sent to any one on application. We have received statement of the cost of transportation for these tours while passengers are on shore, and for which coupons may be purchased before the land trip begins.
The cost of hotels ranges from $1.85 to $2.60 per day. The following itineraries are include in a separate leaflet:
Chart of Tour Transportation Rates and Total Days - American Line - 1907. GGA Image ID # 1144e7d057
Bill of Fare
For the consideration of intending patrons, we present the following bill of fare, taken at random from the weekly menu, to which are added seasonable fruits, fish, vegetables, etc.
Thursday's Menu
Oatmeal Porridge and Milk
Boiled Hominy
Broiled Beefsteak, Mushroom Sauce
Grilled Ham and Eggs, Hashed Mutton on Toast
Sauté Potatoes
Hominy Cakes,	Muffins,	Toast
Cold Roast Beef, Cold Compressed Beef
Stewed Prunes
Tea,	Coffee
Vermicelli Soup
Veal and Ham Pie, Mashed Potatoes
Stewed Apricots, Doughnuts
Cold Roast Beef, Cold Roast Mutton
Potted Brawn
Compressed Beef, Beet Roots
Brown Bread and Butter
Cheese, Crackers
Tea, Coffee
Spring Soup
Boiled Halibut, Sauce Piquante
Roast Ox Heart,
Stuffed Roast Turkey,
Boiled Potatoes
Fig Pudding, Custard Sauce
Lemon Cheese Cakes
Outbound Passengers
Passengers arriving at Philadelphia by rail can secure a hansom or "four-wheeler" at any of the depots and be conveyed with their baggage direct to the piers, foot of Washington Avenue.
Or, they can arrange with the Union Transfer Agent on the train or at the depot to transfer the baggage at a cost of thirty-five cents for each piece, and take either a Market or Chestnut Street car east to Second Street, at either of which intersections the passenger will board a Mifflin Street car which runs south on Second Street to Washington Avenue.
The pier is two blocks from where the passenger leaves the car.
Claiming Baggage at Pier
Upon arrival at the pier, passengers should immediately claim their baggage which will be found in close proximity to the main gangway. To "claim" baggage is to point it out to the baggage - master and see that it is properly labeled.
Stateroom baggage will be placed on deck until after the steamer leaves the pier, and will then be conveyed to the rooms.
Missing Baggage
In the event of any baggage missing the steamer, passengers should notify the baggage-master, giving him the necessary information where same should be forwarded, and upon arrival at Liverpool, also notify the baggage-master there to what address they wish it sent, handing to him the keys, if it is locked baggage, in order that he can have it examined by the customs officers, and forwarded without delay.
Arrival at Queenstown
Passengers wishing to disembark at Queenstown are taken on board one of the new saloon-fitted, electric-lighted tenders, which meet the American Line steamers in Queenstown Harbor, and they are landed with their baggage at the Custom House, which is part of the new railroad station of the Great Southern & Western Railway of Ireland, where their baggage is examined, and where they can arrange to have it forwarded to any point they may desire. Ample accommodations in the way of waiting and dining rooms, telegraph offices, etc., are provided for the use of passengers.
Trains leave Queenstown frequently for Cork, which is a distance of only thirty minutes. There are usually three daily trains from Queenstown through to Dublin, and passengers have the privilege of stopping over at any intermediate station.
The Great Southern & Western Railway allows 120 pounds free baggage to first-class, 100 pounds to second and 60 pounds to third-class passengers, and almost all the Irish railways make the same free allowances.
There are first-class hotels at Queenstown, Cork, Killarney and at all other places of interest and importance visited by tourists.
The landing of Queenstown passengers an baggage occupies from five minutes to half or three-quarters of an hour.
The American Line Agents at Queenstown are Messrs. James Scott & Co., who will be pleased to give passengers any desired information.
Rail and Channel Rates and Sailings
The following rates on pages 13-14 will be of interest to the traveler, although we assume no responsibility for their accuracy, as they are compiled from the English and Continental guides, and are subject to change without notice.
Two steamers sail from North Wall, Dublin every day (except Sunday) to Liverpool, one leaving at 12 noon and the other at 8.00 p.m.
There is also connection between Dublin and Holyhead. Two services daily leave Westland Row via Kingstown. Trains meet the steamers on arrival at Holyhead, and passengers can be ticketed through to any destination in England, Wales or Scotland.
A steamer sails from Belfast (Donegal Quay) to Liverpool daily, about 8.00 p. m.; al except Sunday, at so a daily service between Belfast and Glasgow via Larne and Stranraer (twice daily during the summer) time of trip, six and one-half hours; channel passage eighty minutes.
A steamer also sails from Londonderry to Liverpool every Wednesday and Saturday; steamers of these services are lighted by electricity. There is a daily, except Sunday, steamer service between Belfast and Glasgow, and between Londonderry and Glasgow. Excellent hotel accommodations at, or convenient to, all points of interest.
The following are the approximate rates, time and distances between the places mentioned below:
Approximate Rates, Time, and Distances Between Selected Places - 1907 American Line. GGA Image ID # 1145792eb8
Arrival at Liverpool
About eighteen hours after departure from Queenstown, the American Line steamer arrives at Liverpool, landing her passengers at the Prince's Landing Stage, adjoining the new Riverside Station of the London and Northwestern Railway, from which are run, under certain conditions, special trains direct to London on arrival of steamers from America.
When there is no time to land here before the dock gates close, the steamer runs into the Huskisson Dock, where the Company's pier is located.
At either place the passengers' baggage is examined by the Custom House officials, and can be forwarded to any part of the country desired by the passengers.
There is also a cable and telegraph station at the Prince's Landing Stage, where messages can be sent to all parts of the world. The local rate in Great Britain for telegrams is one cent per word, addresses being charged for; the cable rate between Liverpool and Atlantic ports of the United States is twenty-eight cents per word, addresses also being charged for.
Passengers will, on landing in Great Britain, be asked by the customs officials if they have any of the following articles, which are liable to duty or detention:
Tobacco, cigars, cigarettes, snuffs.
Scents, wines, spirits of any sort.
Extracts of tea, coffee or chickory.
Gold or silver plate not manufactured in Great Britain.
The smallest quantities of any of these articles must be produced.
Reprints of any registered copyright works or music are prohibited.
The above articles are about the only ones upon which duty is likely to be charged in most of the European countries.
In all countries there are strict laws and regulations with severe penalties for smuggling, bribing customs officials, or even offering them a gratuity of any kind.
Passengers for Scotland
Passengers from Liverpool (Lime Street Station) for Glasgow, Edinburgh, etc., usually travel by the London and Northwestern Railway to Carlisle, thence by Caledonian Railway to points named, arriving at Central Station in Glasgow, or at Prince's Street Station in Edinburgh.
There are usually seven trains every week-day between these points, one of which has first and third-class dining cars. Stop-over privileges are allowed at all the important points between Liverpool and Glasgow or Edinburgh. (See pages 13-14).
There is a steamer nearly every week-day, sailing from Liverpool to Glasgow; fare, first class, $2.75; third class, $1.35. For other rates, distances, etc., see pages 13-14.
Passengers for the North of Ireland
Passengers whose destinations are in the eastern and northern counties of Ireland generally disembark at Liverpool, their further transportation being less expensive than by rail from Queenstown.
For Dublin and adjoining counties the most direct route is by steamer from Liverpool to Dublin twice daily, sailing from the Prince's Landing Stage, or Nelson Dock, Liverpool.
The steamers for Belfast and Londonderry leave from Prince's Landing Stage or the Prince's Dock at about 10 p.m. daily, except Sunday, for Belfast; and every Monday and Thursday for Londonderry.
Passengers for London
On arrival at Liverpool, passengers for London are, with their baggage after its inspection by the Custom House officers, transferred free of charge from the American Line steamer to either the London and Northwestern, the Great Western (which have three classes on their trains), the Midland, Great Central, or Great Eastern Railways, which three latter have only first and third class cars in their services. Stop-over privileges are allowed on all of these railroads at any station between Liverpool and London.
The ticket one way is good for ten days. The baggage, if so desired, can be forwarded from Liverpool direct to London ahead of the passengers, to await their arrival there.
If passengers wish to stop over at intermediate points, they should in all cases call the attention of the railway ticket agents to the fact, in order that the tickets may be properly endorsed. For further extension of London or Paris tickets call at American Line Offices, 27 and 29 Jame Street, Liverpool.
Points of Interest on the London and Northwestern Ry.
Passengers by this railroad start from Lime Street Station Liverpool,	arriving at Euston Station, London. Some of the principal places of interest for the tourist and traveler on the line of this railroad are Chester, Rugby, Kenilworth, Leamington, Stratford-on-Avon, Oxford, Cambridge, Manchester, Lichfield, etc.
Midland Passengers leave Central Station, Railway Liverpool, by this road and arrive at St. Pancras Station, London. The principal points of interest along this route are Manchester, Buxton, The Peak District (Derby), Matlock Baths, Haddon Hall, Chatsworth, Nottingham, Leicester, and Bedford.
Great Western Passengers by this road to Railway London have the choice of four routes. They leave from Birkenhead, which is across the River Mersey from Liverpool, and with which there is ferryboat connection every few minutes, and they arrive at Paddington Station, London.
The routes are as follows:
via Chester, Shrewsbury, Warwick and Oxford;
via Chester, Shrewsbury, Worcester and Oxford;
via Chester, Shrewsbury, Hereford, Ross and Gloucester, and
via Chester, Shrewsbury, Hereford, Newport, Bristol and Bath.
The fare by route No. 4 is higher than by any of the other routes.
The places of interest along this road are, Chester, Shrewsbury, Warwick, Leamington, Stratford-on-Avon, Kenilworth, Oxford, Windsor, Worcester, Malvern, Ludlow, Chepstow, Gloucester, Bristol, Bath, etc.
Passengers by this route leave Central Station, Liverpool, arriving at MaryleboneStation, London. Points of interest en route are Manchester, Sheffield, Retford, Nottingham, Lincoln, Leicester, Rugby and Aylesbury.
Great Eastern Railway (Cathedral Route)
Passengers by this road leave Central Station, Liverpool, and arrive at Liverpool Street Station, London. The points of interest are Lincoln, Ely, Cambridge, etc.
Passengers for the Continent
Passengers who may wish to visit the Continent after reaching London, can do so by many routes; for instance to Paris, they can travel via Dover and Calais, via Folkestone and Boulogne, via New Haven and Dieppe, or via Southampton, and Havre. For rates, etc., see pages 13-14.
Passengers for Rotterdam Antwerp The Rhine Switzerland etc.
By the Hook of Holland Route, passengers after arriving in London can travel by the Great Eastern Railway (Liverpool Street Station), leaving at 8.30 p. m. for Harwich embarking at Parkeston Quay at 10 p.m. daily, including Sunday, arriving at the Hook at 5.05 a. m. and at Rotterdam at 6.07 a.m.
Steamers for Antwerp leave Harwich (Parkeston Quay) at 10.20 p.m. daily, except Sunday. We quote below the present rates charged from London to a few points on the Continent, which may be of interest :
Approximate Rates from London to Continental Points. 1907 American Line. GGA Image ID # 1146081cdb
The tickets are available for quite a reasonable time, averaging from seven days for a ticket to Antwerp to fifteen days to Vienna. Passengers can also purchase special-rate tourist tickets in London, Harwich, Rotterdam, Antwerp, or at any of the principal stations in England, covering trips of from thirty to sixty days, and including the principal points of interest in Belgium, Holland, The Rhine Provinces, Switzerland, etc.
Scandinavian Ports
Passengers whose destination , etc, is some point in Scandinavia can proceed by rail from Liverpool to Hull, Newcastle, Grimsby, or other British east-coast port, and take steamer thence to their destination.
The rates to the principal Scandinavian and Continental ports are quoted in our Rate Sheets, and are the only ones our agents are authorized to use in selling tickets and can only be availed of by passengers purchasing the European inland transportation in connection with the ocean booking before leaving America.
There are three through trains daily from Liverpool to Hull; taking about four and one-half (4 1/2) hours to make the run; the distance is 123 miles.
The distance from Liverpool to Newcastle is about 174 miles and the run takes about six (6) hours. There are four through daily trains between these two places.
The distance from Liverpool to Grimsby is 145 miles; three through daily trains; time of run five hours.
A steamer leaves from Hull during the summer months, every Monday, at 9.00 a.m., for Copenhagen, where connections are made for Malmo, Helsingborg, Gothenburg etc. Time of passage about fifty hours to Copenhagen.
Every Tuesday, at 4 p.m., between June 2d and September 1st, for Stavanger, Bergen, Aalesund, Christiansund and Drontheim (about thirty-three hours to Stavanger).
Every Wednesday and Saturday for Hango (about four and one-half days) connecting with all Finnish points and St. Petersburg; for Copenhagen, where connections are made for Malmo, Helsingborg, Gothenburg, etc.; for Christiansand, Arendal, Laurvig, Skein and Christiania; and for Riga.
Every Thursday afternoon for Stavanger, Bergen, Aalesund, Christiansund and Drontheim. Every Saturday, at 4 p.m., for Gothenburg, where connections are made for Stockholm.
A steamer leaves from Grimsby every Monday and Thursday, at 7 p.m., for Esbjerg, where connections are made for Frederickshavn, Aalborg, Copenhagen, Malmo, Helsingborg, Stockholm and Gothenburg (due at Esbjerg Tuesday night).
Every Wednesday, midnight, for Gothenburg, where connections are made for Stockholm (about forty hours to Gothenburg).
A steamer leaves from Newcastle every Tuesday evening for Stavanger, Bergen, Aalesund, Christiansund and Drontheim. From Newcastle every Friday afternoon for Christiansand, Arendal, Laurvig, Skein and Christiania.
A steamer leaves from Harwich every Monday, Thursday and Saturday, at 9.3o p.m., for Esbjerg, connecting with Copenhagen and other points in Denmark and lower Sweden (about twenty-five hours to Esbjerg).
A steamer leaves Grangemouth every Wednesday afternoon for Christiansand, Arendal, Laurvig, Skein and Christiania, (due in Christ/ tiania on Saturday).
A steamer leaves from London every Friday afternoon for Gothenburg, connecting with Christiania and Stockholm. These steamers carry only first and second class passengers (about forty hours to Gothenburg).
The following North Sea distances and time of passage may be of interest to intending travelers who desire to visit these points:
North Sea Distances and Time of Passage for Various Points in Scandinavia. 1907 American Line. GGA Image ID # 11461a4170
Baggage. The claiming of baggage by outward passengers is explained on page 10 of this booklet. Each passenger is allowed twenty cubic feet of baggage free on the ocean steamer.
The excess charge is twelve and one-half cents per cubic foot. Each adult passenger booked through to or from London will receive transportation of baggage between Liverpool and London as follows:
On each Railroad Ticket, first-class: 240 pounds
On each Railroad Ticket, second-class: 200 pounds
On each Railroad Ticket, third-class: 120 pounds
and also free transfer of themselves and baggage between railways and steamers of American Line in Liverpool. Passengers for London should state destination when baggage is being labeled.
Baggage can be left in the Company's care at Liverpool, at a nominal charge, to await the return of the passenger.
Reservation of Berths and Contract Tickets. Berths can be secured in advance on payment of a deposit of $10.00 on each berth reserved, the balance of passage money to be paid during the intermediate and summer seasons, at least three weeks previous to the day of sailing.
When applying for berths either by mail or telegraph, please state whether accommodations are required for men or women, married couples, or families, and be careful to give the ages and sex of children and infants.
In order to secure a choice of berths for the return voyage, passengers should secure their westbound accommodations at the same time they secure the eastbound. When such westbound accommodations are secured on this side, we will issue the regular contract ticket, thus obviating the necessity of exchanging the prepaid ticket for the contract ticket in England.
When remitting the balance due on westbound tickets, passengers should advise whether or not they are citizens of the United States, and also furnish us with their foreign address. Passengers securing only westbound accommodations on this service, pay the regular deposit as above, and balance of passage money must be paid at least two weeks previous to departure from this side.
Embarking. Steamers sail from Philadelphia promptly at 10.00 a.m. Passengers embark at 8.00 a. m.
Deck Chairs. These are provided on all steamers and rented to passengers at a nominal charge of $i.00 for the trip. Apply to deck steward after sailing of steamer.
Seats at Table. Passengers may make application to the agent from whom tickets are purchased to have seats reserved at table.
It will be understood, however, that such applications will be acted upon by the second steward of the steamer in the order of their priority, and seats will be allotted accordingly immediately after the sailing of the steamer.
Stateroom Trunks. Trunks for use during the voyage should not exceed thirteen inches in height, two feet in width and three feet six inches in length.
Bicycles. These must be boxed or crated. Charge for ocean transportation, $2.50 each.
Dogs, Cats, Monkeys and Birds must be caged before being brought upon the steamer, and will be placed in charge of the ship's butcher. A charge of $10.00 each will be made for dogs, cats and monkeys. Charge for birds, $4.00 for each cage. In order to import wild animals or birds into the United States, a special permit must be obtained from the Secretary of Agriculture at Washington. Dogs to be landed in England require a special license from the Secretary of the Board of Agriculture in London. For Ireland, apply to the Veterinary Department of the Irish Privy Council, Dublin. No dogs will be received on board unless such license is shown.
Seal Skin Garments, whether old or new, are liable to seizure by the United States Customs Officers, unless certain conditions are complied with. Passengers taking such garments out or expecting to bring new ones into this country should write us fora circular giving full information on this subject.
Letters and Packages. Letters for passengers may be addressed to the care of the Company's offices in America or Europe, and they will be retained until called for, or forwarded according to instructions. All such letters should bear the address to which they should be sent if not called for. Packages sent either by mail or express, addressed to passengers, should be sent direct to the pier, and not to the Company's office. Address such packages to American Line Pier, foot of Washington Avenue, Philadelphia.
Stateroom Plans. These can be secured from our agent in your vicinity, or from this office, and intending passengers will be given any desired information.
(Prepaid Certificates) upon which no Tickets berth reservations have been made, will be honored by the American Line if presented to the European agents. These tickets must be sent with the application for return accommodations and payment made for any difference in the rate of passage.
Return Tickets (Contract Tickets) upon which accommodations have been secured for a specific berth or room and date of sailing, need not be sent to the European agents for exchange but the agents should be notified as soon as possible that the accommodations will be used.
Interchangeable Tickets
Special attention is called to the arrangement where by return tickets, issued at reduced rates by the American Line, Atlantic Transport Line, Dominion Line, Holland-American Line, Leyland Line, Red Star Line and White Star Line are interchangeable.
Passengers travelng to Europe by the American Line are thus enabled to use their return ticket by any one of the lines mentioned, or passengers holding return tickets of any of these lines may return by the American Line from Liverpool or Queenstown.
Full particulars of the conditions under which these tickets will be exchanged can be obtained upon application at this office, or to any of our agents.
Foreign Money
Foreign money can be secured or exchanged at this office, or at the pier on days of sailing or arrival of steamers.
Money Table. Showing the comparative values of the United States and other currencies, which however, are subject to fluctuation:
Foreign Currency Exchange Rates 1907. GGA Image ID # 11462cadc3
Travelers' Checks issued by the American Line are payable all over Europe and in foreign countries generally. These checks are issued in denominations of $ 10.00 , $ 20.00 , $50.00, $100.00 and $500.00, and each check shows on its face the exact amounts which will be paid in foreign money	in the different countries of Europe.
Tourists will find these checks in every way the most desirable form in which to carry funds abroad. The advantage of being able to arrange with the same company for both passage and traveling funds will also be appreciated by our patrons. Full information on application at American Line offices and principal agencies in United States and Canada.
Money and Valuables
The Company will not be responsible for Money, Jewelry and other valuables of passengers. Passengers are warned not to keep such articles in their staterooms, but are recommended to hand same sealed, and marked with the owner's name, to the Purser for deposit in his safe, but as no charge is made for carriage, the Company can accept no responsibility for loss or damage however arising.
Stationery, Stamps, Telegraph Blanks, Etc. can be secured from the saloon steward.
Permits to "Inspect" or "Meet" Steamers can be secured at this office.
Religious Services are held on the steamers of the American Line every Sunday morning.
U.S. Customs Regulations for Incoming Passengers. For full information upon this subject, apply to this office for "Circular to Tourists" and " Notice to Passengers," issued by the Treasury Department.
Passports are not necessary to United States citizens in most European countries, but travelers frequently find it to their advantage to carry with them this evidence of their citizenship. They are useful as a means of admission to certain places of interest, and also for identification at banks or post-offices.
Passport application blanks, Which can be secured at stationery stores, should be filled out, sworn to before a notary public and then sent with $i.00 to the Secretary of State, Washington, D.C., who will return the passport in due time. This should be attended to at least two weeks before sailing.
Principal Offices U.S. and Canada - American Line
1319 Walnut Street, Philadelphia
9 Broadway, New York
90 to 96 Dearborn Street, Chicago
India Building, 84 State Street, Boston
1306 F Street, N.W., Washington, D.C.
900 Locust Street, St. Louis
36 Ellis Street, San Francisco
Guaranty Building, 121 S. 3d Street, Minneapolis
219 St. Charles Street, New Orleans
9 East Sixth Street, St Paul
17 St. Sacrament Street, Montreal
41 King Street, East, Toronto
215 McDermot Avenue Winnipeg
Principal European and Agents Offices
27 and 29 James Street, Liverpool
1 Cockspur Street, S.W., London
38 Leadenhall Street, E.C., London
Canute Road Southampton
West India House, Bristol
James Scott & Co, Queenstown
Smith, Sundius & Co, Plymouth
Nicholas Martin, 9 Rue Scribe, Paris
Red Star Line, 22 Kammenstraat, Antwerp
H. Baur, 6 Boulevard Anspach, Brussels
Al. Peters, 6 Unter den Linden, Berlin
Red Star Line, 14 Karntnerring, Vienna
Le Pont & Fils, Cherbourg
Geo. Hammond & Co., Dover
H. Chr. Claussen, 4 Strandgaden, Bergen
Gustav Hohnke, Toldbodgaden, 1 B, Christiania
Joachim Prahl, Nyhavn, 49, Copenhagen
Sam Larsson, Norra Hamngatan 38, Gothenburg
Broderna Larsson, Skeppsbron 4, Stockholm
Inside Covers, American Line Brochure - Philadelphia - Queenstown - Liverpool Service, 1907. GGA Image ID # 11492044f8
Description of Brochure
Title: American Line: Philadelphia - Queenstown - Liverpool
Date Puplished: Undated - 1907
Published by: The International Mercantile Marine Company (IMM) and the American Line
Number of Printed Pages: 34
Number of Photographs: 37 (Many were scenes of Great Britain, not included on this page)
Number of Illustrations: 7
Construction: Four sheets, printed on both sides, two panels per side, each panel represents two pages. Plus Cover. Staple Binding.
Dimensions: 9.8 x 20.9 cm
Ocean Travel Vintage Brochures
Travel Guides & Location Brochures
Camera Series - Liverpool & New Brighton - 1890s
Travel Guide - 1910
Ocean Records Traveler's Guide Book - 1923
What To Know About Ocean Travel - 1924
Steamship Line Brochures
Second Cabin Accommodations - 1908
Southampton to New York Service - First Cabin Service - 1901
Philadelphia - Queenstown - Liverpool 1907
Southampton to New York Service - 1908
Letitia and Athenia - 1926
2nd and 3rd Class Rates and Accommodations - 1902
Anchor Line Transatlantic Steamships - Tours - 1904
Special Attractions for the Excursion Season 1911
Information for Passengers - 1912
The New Anchor Line Fleet - 1926
Anchor Line Cabin Class - 1930s
Baltic America Line
Brochure Baltic America Line - 1920s
Baltimore Mail Line
Outstanding Travel Value to Europe - 1930s
Europe from Baltimore and Norfolk - 1936
Blue Funnel Line
To Australia on the Nestor and Ulysses - 1913
Canadian Pacific - CPOS
Cabin Service to Europe - 1927
CGT French Line
Paquebot France - 1912 (Français)
SS France - 1912 (English)
Paquebot Normandie - 1937 (Français)
Ocean Liner Normandie - 1937 (English)
Third Class on the French Line - 1938
French Line SS Ile de France Cabin Class Deck Plan - 1951
Cunard Passenger's Log Book - 1893
Story of the Cunard Line - 1902
Håndbok For Amerika Reisen med Cunard Linje - 1907
Famous Cunarders - 1910
Franconia and Laconia For The Boston Service - 1911
RMS Franconia & Laconia - 1912
Fishguard Information for Passengers of Cunard - 1913
Cunard Passenger Log Book - 1913
RMS Aquitania Comparisons - 1914
Cunard Services to Boston - 1914
Passenger's Guide - RMS Mauretania - 1921
Cunard to Boston - 1922
The Cunard Liverpool Route - 1923
Cunard to Liverpool via Cobh (Queenstown) - 1920s
Second Class to Europe - 1927
Cunard Tourist Third Cabin Accommodations - 1920s
Cunard White Star
Tourist Class on the "Big Four" - 1949
Dollar Steamship Line
President Liners - 1925
Dominion Line
Book of Views - 1900
Hamburg America Line
The European Traveler's Memorandum Book - 1890
Across The Atlantic - 1905
Northland Trips Book of Photographs - 1908
Nordseebäder-Fahrplan - 1914
North Sea Resorts Timetable - 1914
The New Twin Screw Steamship Deutschland (1924)
Across the Atlantic in First Class - 1928
Cabin and Third Class on the MS St. Louis - 1938
In der dritten Klasse nach Nordamerika - 1938 (Deutsch)
In The Third Class to North America - 1938 (English)
Hamburg America Line & North German Lloyd
Go Tourist Class - 1936
Ships in the Transatlantic Service - 1937
Italian Line
Third Class Rates - 1938
Lamport & Holt Line
Tourist Third Cabin to South America - 1927
NGI Genoa - The Italian Line
SS Colombo
North German Lloyd
The Short Route to London via Southampton and the Continent - 1889
Berliner Cewerbe-Aussstellung - 1896
Express Liner Bremen - 1929
North German Lloyd SS Bremen - 1929
Norwegian America Line
New York to Norway - 1915
Sweden to America - 1915
Sverige till Amerika - 1915
Visit the Vikings - 1920s
Orient-Royal Mail Line
Passenger Information - 1906
About Antwerp and the Red Star Line - 1904
Red Star Line Second Class Rates - 1926
SS Belgenland Into Europe - 1924
SS Belgenland - 1924
New York Service - First and Second Class - 1921 (English)
Service de New York - Premières et Deuxèmes Classes - 1921 (Français)
Cabin Liners to Europe - 1923
Scandinavian-American Line
Skandinavien och Amerika - 1912
Scandinavia to America - 1912
Direct Services Between New York and Scandinavia - 1917
Cabin Service to Northern Europe - 1920s
Tourist Third Cabin - 1928
United States Lines
Passenger Ships Owned by the United States Government - 1922
Third Class Passage to Europe - 1923
1923-The Steamship Leviathan
New York - Plymouth - Cherbourg - Southampton - Bremen - 1924
The American Way to Europe - 1924
1938-Spring And Summer Travel
Fleet, History, Accommodations, and Services - 1907
The Famous Big 4 of the New York - Liverpool Service - 1909
Majestic: The World's Largest Ship - 1922
To Boston and New York in Third Class - 1930
Multi Line Brochures
Passage Regulations for First, Second and Cabin Class Passengers to North America - 1924


text:
Ranking the Big 12's College Football Stadiums
Braden Gall
Fall Saturdays are special.
Small towns, huge crowds, tailgating, bands, cheerleaders and student sections are just a few of the reasons college football is the best sport on the planet. When campuses jump to life across the nation each weekend in the fall, college stadiums become a staging ground for history.
There are a variety of ways to evaluate the greatness of a stadium. Huge attendance numbers, home-field advantage in the win-loss column, rich traditions, picturesque landscapes and amenities are just a few of the aspects that must be considered to rank so many great college football cathedrals.
With that in mind, here's how the stadiums in the Big 12 stack up.
1. Darrell K. Royal Memorial Stadium, Texas
Capacity: 100,119
2012 Attendance: 100,884 (4th)
Everything is actually bigger in Texas and the Longhorns' stadium tops the Big 12 based on sheer size alone. It isn't the loudest 100,000 fans in the nation, but the building is arguably the most imposing facility as it dwarfs most every other stadium in the Big 12. After the most recent run of extensive exterior construction, the amenities are second to none in the league as well. Plans are also in the works to expand the south end zone that will push DKR's capacity to upwards of 112,000 fans — which would make it the nation's largest stadium. And finally, located in the heart of one of the world's best cities, fans have a long list of attractions while pre- and post-gaming on Saturdays.
Related Content: 2013 Big 12 Predictions
2. Memorial Stadium, Oklahoma
2012 Attendance: 85,243 (13th)
Easily the No. 2 spot to catch a game in the Big 12, Norman's college football palace provides the loudest and most passionate fan base in the league. The 103.8-percent capacity and single record against Notre Dame (86,031) a year ago prove that. A recent round of renovations have added 8,000 seats, a massive new brick-lined video board, new luxury suites, a new press box and beautiful brick exterior. Large gaps in the end zone seating keep the capacity well below that of a certain arch rival in Austin and likely limit the decibel levels as well.
3. Boone Pickens Stadium, Oklahoma State
2012 Attendance: 56,557 (32nd)
Named after billionaire benefactor T. Boone Pickens just a few years ago, the Cowboys' home stadium got a massive facelift, new additions, extra seats and a beautiful new façade. The single-tiered, true horseshoe building is now flanked on the west by a 146,000-square foot, state of the art facility that contains all of the Pokes' football operations. The West end zone is still flanked by historic Gallagher-Iba Arena. The brick and mortar exterior creates a massive set of exterior columns that majestically climb above the Stillwater skyline. There isn't a bad seat in the house and when packed, BPS is as raucous as any place in the nation. Keeping the seats full during down times as well as the overall lack of size is what keeps this gorgeous facility from competing with Texas' or Oklahoma's.
4. Milan Puskar Stadium, West Virginia
2012 Attendance: 55,916 (33rd)
When it comes to rabid, passionate supporters, the Mountaineers are much closer to SEC levels rather than Big East. And the surrounding mountains of Morgantown are a fantastic setting for a college football Saturday. That said, the building isn't one of the nation's biggest and the stadium itself is a fairly straight-forward facility that likely could use another round of renovations.
5. Jones AT&T Stadium, Texas Tech
Mike Leach had his issues departing Lubbock but he is largely responsible for the consistent growth and development of Texas Tech's home venue. The stadium has been improved and upgraded in 2005 (luxury suites, parking garage), '07 (master plan), '08 (Spanish façade), '09 (6,000 east side seats) and '13 (new jumbotron). The atmosphere is electric and the facilities have advanced dramatically from over the last decade. The trip to Lubbock makes getting to a game slightly more difficult than even some of the other Big 12 outposts.
6. Jack Trice Stadium, Iowa State
Iowa State is home to one of the most underrated home atmospheres in the nation in a building named after Iowa's first black athlete. The passion of the fans cannot be questioned as the Cyclones outdrew their capacity in 2012 on a team that barely reached the postseason the last two seasons. In the works are future expansions of the south end zone and east concourse. The move will upgrade the facilities across the board and will add an upper deck to the end zone. This isn't the most daunting home field experience, but it has consistently over-delivered compared to its team success.
7. Bill Snyder Family Stadium, Kansas State
It's small on three sides and has some quirky lines, but Bill Snyder Family Stadium will rock when the Wildcats are rolling. Like Iowa State, this building was over capacity on average a year ago as the team clinched its first Big 12 title since 2003. A 2006 renovation expanded seating in the north end zone and also upgraded the locker rooms. It isn't the biggest or fanciest building in the conference, but this place will over-deliver much like Jack Trice will on game day.
8. Amon Carter Stadium, TCU
Named after prominent Ft. Worth businessman Amon Carter, TCU completely rebuilt its home venue following the 2010 season. The $164 million renovation changed the quaint worn down stadium into a state of the art football facility that provides more room to grow in the near future. The beautiful Southwestern art deco blends with the new football facilities as well as the popular design trend in the DFW area. The building is brand new and fans showed up in force last year (over capacity) but it is still small and will take time to build-up the long-term tradition and pageantry that exists throughout college football's blueblood venues.
9. Floyd Casey Stadium, Baylor
Long named Baylor Stadium, the school changed the name in 1988 when longtime supporter and trustee Carl B. Casey and his father Floyd Casey were honored. The simple, straightforward, single-tiered bowl has long struggled to draw big crowds but that is something Art Briles has changed. The Baylor tarp is still needed for most games and last spring, the Board of Regents approved a new on-campus facility to be completed by 2014.
10. Memorial Stadium, Kansas
A poor home win-loss record (209-199-16), the old-school athletic track circling the field and simple styling make this the worst venue in the conference. The last major upgrade took place over a decade ago, the attendance is fairly small and the building itself lacks tradition and character.
2013 Big 12 Team Previews
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