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Title: Proclamation to the People of New Orleans, 12/20/1803
Creator(s): U.S. House of Representatives. (03/04/1789 - )
Persistent URL: arcweb.archives.gov/arc/action/ExternalIdSearch?id=593571
"Proclamation: To the People of New Orleans," December 20, 1803 (ARC Identifier: 593571); Records of the United States House of Representatives; Record Group 233; National Archives.
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The Peebles Railway was a railway company that built a line connecting the town of Peebles in Peeblesshire, Scotland, with Edinburgh. It opened on 4 July 1855, and it worked its own trains.
The friendly North British Railway later promoted a line, at first identified as the Galashiels, Innerleithen and Peebles Railway, from Peebles to Galashiels, making a connection with the Peebles Railway there, and also with the Caledonian Railway which had its own line at Peebles. The GI&PR line was built by the North British Railway and opened on 1 October 1864.
In 1860 the Peebles Railway company leased its line to the North British Railway, which operated the Galashiels and Edinburgh sections as a continuous through route.
Road transport of goods and passengers provided fierce competition in the 1950s and the line closed in 1962. No railway use is now made of the former lines.
History
Before the Peebles railway
In the eighteenth century Peebles had become an important manufacturing town, chiefly for woollen weaving and also the preparation of cotton and linen products, and also brewing. Its location on the banks of the Upper River Tweed put it on the communication routes of the area, constrained by the hills north and south surrounding Windlestraw Law and Dollar Law respectively.
When the turnpikes were introduced, Peebles was within five hours of Edinburgh by post-chaise. In 1807 Thomas Telford was commissioned to design a double-track waggonway connecting Glasgow and Berwick, a distance of 125 miles (201 km), running through Carluke, Peebles and Melrose. The waggonway would have been horse-operated, and was intended to form an outlet for iron products and lime to the borders area, and agricultural products, in particular grain, to the industrial towns of central Scotland.
The mountainous terrain of the route would have required steep gradients which would have been challenging for horse traction, and the estimated cost of construction was £365,000, a huge amount at that time, and the scheme was dropped.
A second waggonway scheme was proposed in 1821, this time designed by Robert Stevenson, on an alternative route but it too was considered too ambitious to be practicable.
In 1838 the Edinburgh and Glasgow Railway was authorised by Act of Parliament. Although local railways had been operating in Scotland, this was a major advance, connecting the two great cities. As the construction progressed, public opinion became active over making a connection between central Scotland and the merging English railway network. The controversy became very heated, and a great number of schemes were put forward, including some that would run through Peebles. Not all of the schemes were realistic, and in time they reduced to what became the North British Railway line between Edinburgh and Berwick, the Caledonian Railway between Edinburgh and Glasgow and Carlisle through the valley of the River Annan, and what became the Glasgow and South Western Railway via Kilmarnock and Dumfries. These great companies were all authorised by Parliament in the middle years of the 1840s.
The Caledonian Railway proposed the Caledonian Extension Railway in 1845, to run eastward from the Lanark area through Biggar and Stobo to Peebles, continuing through Galashiels to Kelso; this would have cost £1,500,000, the same as the Caledonian Railway itself from Edinburgh and Glasgow to Carlisle. However the proposal was rejected in Parliament.
In 1845 too, the North British Railway suggested a Peebles branch from Galashiels on the line that it was then building, which became the Waverley Route. The townspeople of Peebles did not think an eastward line to Galashiels was their highest priority. Supporters of an independent railway to Edinburgh had also been active, and on 23 June 1845 a meeting was held in Edinburgh. It was told that a line had been designed leaving the Edinburgh and Hawick Railway near the later Niddrie station.
In the 1846 Parliamentary session, the Edinburgh and Peebles Bill failed standing orders, and the North British Peebles branch was withdrawn by its proposers: neither line would proceed.
The Peebles Railway
As the Scottish railway network developed in the following years, the cost of transporting goods to and from towns connected to a line fell dramatically; and Peebles, and other towns not connected, felt at a marked disadvantage in the cost of the necessities of living, and in moving its manufactures to markets, and this heightened the feeling that Peebles must have a railway line. John Bathgate was the principal promoter of the Peebles Railway.
In April 1852 a meeting was held, at which a revised version of the failed Edinburgh and Peebles scheme was tabled. The engineer Thomas Bouch was engaged. The line would run through Penicuik and join the Hawick line at Eskbank, near Dalkeith, shortening the length of new construction, and the line could be built for £80,000. There was considerable enthusiasm locally and in London for the line and numerous persons registered for shares, although in the event many of them did not proceed with the commitment they had made. Enthusiasm took hold of the provisional committee too, for they sought tenders for the construction of the line and accepted one.
There remained the issue of actually obtaining the Act of Parliament incorporating the company, but this went through without great difficulty and on 8 July 1853; the Peebles Railway was authorised, with capital of £70,000.
Getting the line ready
The directors put in hand the construction of the line, under Bouch's supervision, and the share subscriptions were coming in satisfactorily. They considered the working of the line, and talked to the North British Railway but found their financial terms unacceptable. They went to some lengths to explore the possibility of getting an independent contractor to work the line, but this proved fruitless, and the company decided to work the line itself. They set about procuring the rolling stock, and planning the workforce, for operating and for track and rolling stock maintenance, that would be required.
On 2 April 1855 the line was ready enough for the steam locomotive Soho to be brought to Peebles, but this seems to have been a demonstration run, for it was not until 29 May that passenger coaches and goods wagons were brought to Peebles.
The line was considered ready for inspection by the Board of Trade Inspecting Officer, and Captain Tyler visited on 28 June. The inspection was thought to have gone well, but the formal approval received from the Board of Trade stipulated working by one engine only, and that sidings were required to shunt goods trains before passenger trains[note 2] were started. The Company had issued printed bye-laws and regulations, but these referred to disciplinary matters and not to operating rules; the Company had two locomotives and appear not to have given thought to signalling arrangements. While considering what was to be done, the Company started operating within the BoT requirements, and on 4 July 1855 the train service started. This apparently involved the construction of a passing loop at Penicuik.
Relations with the contractor for constructing the line appear to have deteriorated in the final months, and after opening it was stated in a General Shareholders' Meeting that there was an outstanding debt of £5,600, but that the Board would not pursue for damages.
The line in operation
Three trains operated in each direction daily, except Sundays. Leaving Edinburgh the Peebles coaches were attached at the rear of an NBR Hawick train, and detached at Eskbank. There the Peebles Railway locomotive coupled to the detached portion and took the train on to Peebles. The physical junction was at Hardengreen. The locomotives ran tender first from Eskbank to Peebles.
The trains were an instant success, carryings being beyond what could have been anticipated, and the first full week brought in receipts of £99, climbing a month later to £166. The stations were Peebles, Eddleston, Leadburn, Penicuik, Roslin and Hawthornden, but at the last minute it was agreed to provide a station at Bonnyrigg, and this was opened a month after the opening of the line itself.
In 1856 the North British Railway operated seven trains each way daily except Sundays, of which four were passenger trains. One of these was a "fast passenger" service leaving Peebles at 08:50 and taking 65 minutes, returning at 16:20 and also taking 65 minutes.
Soon after the opening one of the locomotives, St Ronans, became defective, "because it could not negotiate the curves on the track". Although the Company owned two locomotives and was only allowed to use one at a time, nonetheless it found it necessary to hire in a replacement. The other locomotive was named Tweed. The locomotive fleet was soon augmented but the details are unclear. The carriage stock was also required to be increased, but these acquisitions were straining the capital resources of the company and deferment of payment was practised.
The electric telegraph was installed on the line (and the NBR section), giving Peebles telegraph communication with Edinburgh for the first time, from 1858.
Additional capital
A Parliamentary Act was obtained on 27 June 1857 authorising the issue of an additional £27,000 in shares; improvements and rectification of some deficiencies in the original construction of the line needed attention.
In 1859 it was decided to install turntables at Peebles and Hardengreen Junction, as the tender-first running was said to cause excessive wear on the locomotives and the track. The North British Railway had to install the Hardengreen turntable and this seems to have been delayed, being ready in 1860.
The track had been laid with the cheapest materials at the advice of the engineer Thomas Bouch, and already in 1858 it was giving trouble, being in need of major renewal. The routine maintenance was carried out by platelayers with the assistance of a labourer, each responsible for about two miles of route. In August 1860 all the wooden bridges on the line were tarred and repainted.
Extending the line
The Peebles lines in 1866
The Peebles lines in 1866
For some time the community of Innerleithen had agitated for a railway connection, by the building of an independent line from Peebles. A number of attempts were made to bring this about without success, until in 1860 a line was proposed from Galashiels to Peebles through Innerleithen. Agreement was made for the North British Railway to run the trains. The railway was promoted as the Galashiels, Innerleithen and Peebles Railway (GI&PR). A Parliamentary Bill failed in 1860, but being re-presented the following year as an NBR branch, it gained the Royal Assent on 28 June 1861. The capital authorised was £95,000.
A Caledonian dependency, the Symington, Biggar and Broughton Railway, had been extended to Peebles and the GI&PR line would meet it, as well as the Peebles Railway, there.
The first section, from Peebles to Innerleithen, was opened on 10 October 1864 and the remainder on 18 June 1866. The Peebles Railway terminus at Peebles was unsuitable for the through services contemplated, and after unsuccessful overtures to the Caledonian Railway proposing a joint station, the North British Railway built a new single platform station to serve the Galashiels line and the Peebles Railway trains. It was a modest affair, opening in 1864. The Peebles Railway station continued in use for the time being, renamed Peebles (Old).
The train service now operated from Galashiels to Edinburgh via Peebles, as a through route; there were five trains daily, two on Sundays, with some short workings.
The Caledonian Railway station at Peebles was on the south side of the River Tweed and a connection was to be made crossing the river; the connection with the GI&PR line was intended to be a triangle, allowing through running towards Galashiels and towards Edinburgh.
It is doubtful whether the eastward curve was completed, although the earthworks were formed.[note 6] The NBR wished to prevent the Caledonian gaining access to Galashiels, which the curve would have enabled.
When the line opened throughout, the NBR operated passenger trains through from Edinburgh to Galashiels via Peebles.
Lease to the North British Railway
From about 1858 the Peebles Railway considered sale of its line to the NBR "before major expenditure on the line would be required". The NBR itself was planning to absorb several local railways and negotiations were fruitful. On 14 April 1860 a shareholders' meeting heard the proposed sale, but rejected it. The Company Chairman resigned immediately. A further proposal, to lease the line to the NBR, was tabled the following year, on 1 February 1861, and shareholders voted for it. The terms were generous: the line was profitable but considerable upgrade work was necessary. The NBR agreed to pay for PR shareholders to receive between 5% and 6% dividends, as well as considerable other expenses including purchase of the Peebles Railway rolling stock for £20,000. The Peebles Railway (Lease) Act authorised the move on 11 July 1861.
Connecting lines
The Peebles Railway company determined not to extend its line or make branches, but it co-operated with independent concerns that wished to do so and to make connections with its line. In North British Railway days a similar policy was followed.
The Leadburn, Linton and Dolphinton Railway was authorised by Act of 3 June 1862, to form a junction with the Peebles Railway line at Leadburn. It opened on 4 July 1864. The Dolphinton station was separate from the Caledonian Railway station there, although shunt transfers were possible through a siding connection.
During the construction of the Dolphinton line, there was a collision at the junction at Leadburn on 29 October 1863. A construction train working on the Dolphinton line ran away on a steep gradient to Leadburn. The only protection to the main line was a scotch block at Leadburn, and the runaway vehicles ran over the block and collided head on with an approaching passenger train on the Peebles line; a boy was killed and several persons were injured.
The Esk Valley Railway was being promoted in 1860; it was to run to Polton, a village with several important paper mills, from a junction with the Peebles Railway at Hardengreen. The North British Railway provided much of the deposit required to submit the Parliamentary Bill, and the Peebles Railway gave its consent. The Esk Valley Railway got its authorising Act on 21 July 1863, and the line opened on 16 April 1867. The point of divergence of the Esk Valley line was a short distance south of Hardengreen Junction, and the Esk Valley line ran parallel with the Peebles Railway for that section; it was later agreed to convert the two single lines to operate as one double track from Hardengreen Junction to Esk Valley Junction.
The first station on the Esk Valley line was to be called Bonnyrigg. It was closer to the town than the Peebles Railway Bonnyrigg station, but the Peebles Railway was unwilling at first to change the name of its own station. The PR later agreed to change the name of its Bonnyrigg station to Bonnyrigg Road. This led to confusion of passengers, and the NBR renamed the station Broomieknowe and the Peebles Railway station reverted to Bonnyrigg.
The nominally independent Penicuik Railway was authorised by Act of 20 June 1870, for a 4-mile (6.4 km) branch from Hawthornden on the Peebles Railway to Penicuik. It was opened on 2 September 1872, and the company was absorbed by the NBR on 1 August 1876 along with the Esk Valley Railway.
The Peebles Railway had a Penicuik station, which was a considerable distance from the town, and it was now renamed Pomathorn
The North British Railway had renamed Roslin as Rosslyn in 1864 and renamed it again Rosslynlee in 1872 because of the Rosslyn station on the Penicuik Railway line. Rosslyn on the Penicuik line was renamed Rosslyn Castle on 11 Feb 1874. Rosslynlee closed from 1 January 1917 to 2 June 1919.
Amalgamation
From 1870 the Peebles Railway and the NBR considered amalgamation, and agreement having been reached, the North British Railway (Additional Powers) Act of 13 July 1876 authorised the amalgamation, which became effective on 1 August 1876.
Angling Club Cottage Platform
Edinburgh Angling Club had acquired a house, named The Nest, close to the River Tweed, near Clovenfords. (The location is on Cliff Road, a short distance west of the roundabout junction of the present-day A72 and A707.) In 1898 an unadvertised halt named Angling Club Cottage Platform was provided there for the use of club members. The halt became disused in the mid-twentieth century.
The twentieth century
Passenger train services had now been enhanced to six daily from Galashiels to Edinburgh via Peebles with an additional Saturdays Innerleithen to Edinburgh train; by now the typical journey time was a little under an hour from Peebles to Edinburgh. A Peeblesshire Express was introduced for business travel from Peebles to Edinburgh. It left Peebles at 08:44 daily, stopping at Leadburn to attach a portion from Broomlee on the Dolphinton branch, arriving at Edinburgh at 09:37. The return train left Edinburgh at 16:32 Monday to Friday, and 13:33 on Saturdays.
In 1905 the North British Railway extended and improved the Peebles station, although it remained a one-platform station, with no passing loop.
The Border Show was held in Peebles by the Highland and Agricultural Society in July 1906, and the North British was asked to arrange special services at reduced rates, which it declined to do. In 1904 the NBR had declared that it considered Peebles an inappropriate location for the heavy traffic that the show would attract, due to the limited track facilities there. 20,000 visitors daily were expected, requiring 20 to 30 trains. Considerable public criticism resulted, and in March 1905 the NBR realised that the rival Caledonian Railway was improving its own Peebles branch. This resulted in an immediate move to arrange the necessary facilities. Additional stabling sidings and a passing loop were provided, and the Old station was to be reopened temporarily for passenger use. The company was still concerned about line capacity and issued a public notice that "The Company will not guarantee passengers will reach Peebles and will not be responsible for delays." In the event the trains ran and some delays were experienced. The NBR lost considerable good will because of its stance over the matter.
There was a daily goods service over the link line between the Caledonian and North British stations at Peebles, but there was never a regular passenger service. Light engines used it after the closure of Peebles (NBR) engine shed if they required to turn, using the Caledonian turntable. However some passenger excursions used the link. On 25 June 1936 a Caledonian Railway excursion from Lanark ran to Galashiels, using the link, and reversing in Peebles NBR station.
In 1923 the railways of Great Britain were "grouped" following the Railways Act 1921; the North British Railway was a constituent of the new London and North Eastern Railway (LNER). Twenty five years later, nationalisation of the nation's railways took place, and the Peebles route was part of the Scottish Region of British Railways. Now that both railway lines to Peebles were under the same ownership, Peebles NBR station was renamed Peebles (East) on 25 September 1952, although the former Caledonian Railway branch had closed to passengers by then. The NBR station reverted to simple Peebles in February 1958.
Diesel multiple unit trains were introduced on the line from 17 February 1958 after a demonstration run on 11 June 1956; a considerably enhanced passenger service was introduced in the Edinburgh suburban area, extending out as far as Rosewell.
A new station, Rosslynlee Hospital Halt, was opened on 11 December 1958 to serve Rosslynlee Hospital; the exiting Rosslynlee station was not conveniently situated for the hospital. The House Steward at the hospital sold tickets.
However the general decline in local rural passenger services was hastened by the improving bus services, and the Peebles line was nominated for closure. The final passenger trains ran on 3 February 1962, and the following day the route between Hawthornden Junction and Galashiels via Peebles was closed completely.
The Edinburgh suburban passenger service from Edinburgh to Rosewell and Hawthornden continued until Saturday 8 September 1962, being closed from 10 September. The Penicuik branch continued to operate a goods train service, and the Peebles Railway section from Hardengreen Junction to Hawthornden Junction (where the Penicuik line diverged) remained open to serve those trains, until they ceased in 1967.
The entire network of lines is closed to railway activity; the section between Hardengreen Junction and Rosewell has been converted to a cycleway.
Locations on the line were:
Hardengreen Junction; the Peebles Railway diverged from the Hawick line;
Esk Valley Junction; the Esk Valley line diverged;
Bonnyrigg; renamed Bonnyrigg Road from 1868; closed 10 September 1962;
Hawthornden; variously known as Rosewell and Hawthornden, and Hawthornden Junction and Rosewell; closed 10 September 1962;
Hawthornden Junction; the Penicuik Railway diverged;
Roslin; renamed Rosslyn 1864; renamed Rosslynlee 1872; closed 1 January 1917; reopened 2 June 1919;
Rosslynlee Hospital Halt; opened 11 December 1958;
Penicuik; renamed Pomathorn 1872; renamed Pomathorn Halt 1947;
Leadburn; the Dolphinton line diverged; the summit of the line at 935 feet was near Leadburn; closed 7 March 1955;
Earlyvale Gate; opened June 1856; trains stopped at the level crossing on market days etc.; closed 28 February 1857;
Eddleston;
Peebles; closed after 1 October 1864, superseded by new station built by NBR.
North British Railway extension to Galashiels: opened 1 October 1864; closed 5 February 1962.
Peebles; renamed Peebles East 1950; renamed Peebles 1958;
Cardrona;
Innerleithen;
Walkerburn; opened 15 January 1867;
Thornilee; opened 18 June 1866; soon renamed Thornielee; closed 6 November 1960;
Angling Club Cottage Platform; opened 1898; closed after 1932;
Clovenfords; opened 18 June 1866;
Kilnknowe Junction; convergence with the NBR line to Galashiels.
A recent request from Alex 'Westhouses' Fisher inspired me to do some more scans from the old and 'cellar damp damaged' journals! This has had unexpected consequences!
Firstly, the notation is sparse, in fact on many occasions a bare minimum, though the historical nature of the notes is vast! Secondly, it has sparked memories of occasions and faces long since forgotten! Thanks, Alex, this one's for you - a light engine move from Wath to Rotherwood!
www.flickr.com/photos/37578663@N02/8708738712/in/photostr...
CDV, around 1870
Photographer: Georg Müller
Herkulesbad, bei (by) Mehadia
Transylvania/Hungary
Today it belongs to Romania known as Băile Herculane.
Fényképész: Georg Müller, Herkulesfürdő, Mehádia mellett.
A fürdõk korabeli neve Traianus római császár idejében: „Ad aquas Herculi sacras” (Herkules szent vizeihez) illetve a „Thermae Herculi ad Mehadiam” (Herkules mehádiai hévizei).
Can someone help me translate this letter?
I think it's in German, and that my double-great grandfather brought it to America with him when he was a child.
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I just purchased Alan Bean's training copy of his G&N Dictionary for Apollo 9, for which he was a backup pilot. And…I found a very interesting bit of history.
Bean is often credited with salvaging Apollo 12 after it was struck by lightening by executing "Flight, try SCE to 'Aux'" instruction to restore telemetry. From what I am learning by going through his Apollo 9 training materials, it appears that Bean he could have also dealt quickly with Apollo 11’s famous 1201 and 1202 alarms.
During Apollo’s Lunar decent, Armstrong appeared to be unfamiliar with the 1201 and 1202 alarms…as you can see from the flight transcripts…
102:38:26 Armstrong: (With the slightest touch of urgency) Program Alarm.
102:38:28 Duke: It's looking good to us. Over.
102:38:30 Armstrong: (To Houston) It's a 1202.
102:38:32 Aldrin: 1202. (Pause)
102:38:42 Armstrong (on-board): (To Buzz) What is it?
(To Houston) Give us a reading on the 1202 Program Alarm.
102:38:53 Duke: Roger. We got you...(With some urgency in his voice) We're Go on that alarm.
But, just another few moments later a 1201 alarm occurred. (Another Executive alarm, No VAC areas available). About 24 seconds later there was another 1202. Just 16 seconds later, with the lander at 770 feet with a sink rate of 27 ft/sec, yet another 1202 occurred. Mission control in Houston called a "go" in each case. Neil Armstrong’s heart rate rose from 120 to 150 during this period. Ummm...really? =)
I have always assumed from the above that the 1201 and 1202 alarms were obscure, but Alan Beans Apollo 9 G&N Dictionary suggests that like the lightening strike, we would have been ready.
Title: Treaty of Alliance with France
Production Date: February 6, 1778
Treaty of Alliance with France, 1778; International Treaties and Related Records, 1778-1974; General Records of the United States Government, Record Group 11; National Archives.
Persistent URL: arcweb.archives.gov/arc/action/ExternalIdSearch?id=2524341
Access Restrictions: Unrestricted
Use Restrictions: Unrestricted
Maybe I shouldn't admit this,but I was born in 1959(I know I come across as a young lad!) and actually was in a crib about 5 miles from this farm at that time.I always wondered when the first frost was that year,and the question of when the corn tasseled that year was burning a hole in my soul!LOL
Description: Cock throwing, also known as cock-shying or throwing at cocks, was a blood sport widely practised in England until the late 18th century. It was also traditionally associated with Shrove Tuesday.
Here we have an Order of the Alderman (City of London) prohibiting the sport not only on Shrove Tuesday, but also at other times.
“Tuesday 28th January, 1717
This court considering the great obstruction, hindrances, dangers and injuries that frequently do happen to many of his Majesty’s subjects passing and re-passing in and through the streets, lanes, and other common passages and places of this City and Liberties thereof, about their lawful occasions, by the great numbers of unruly and disorderly persons that oftentimes assemble and meet together in the same about illegal sports and pastimes, and among the rest, on Shrove Tuesdays, and other days, to throw at Cocks: for remedy whereof in time to come, this court doth strictly charge and command that no person or persons whatsoever do on Shrove Tuesday next, or at any other time or times throw at any Cock or Cocks, or meet or assemble in the said streets, lances, and public passages and places, about any unlawful sports or pastimes whatsoever, to the pestering thereof (or obstruction and annoyance of his Majesty’s subjects passing and re-passing in and through the same as aforesaid) upon pain of being prosecuted as rioters, and breakers of his Majesty’s peace, or otherwise as the law in such cases both direct. And this Court doth also require, that all Constables, Beadles, and other Officers of this City, and Liberties thereof, do take and apprehend all and every person and persons who shall act in contempt hereof, and carry him or them before a Magistrate of the said City, to the intent he of they may be punished according to their demerit. And if any Constable or other the said Officers be remiss herein, they will be severely proceeded against for such neglect of their duty. And it is ordered, that this Order be forthwith printed, and set up in the most public places of the said City and Liberties thereof; and that a sufficient number of them be sent to every Alderman of the same City, to be distributed by his Beadle amongst the Constables within his Ward.”
Date of Execution: 1717
Collection: City of London (COL)
Reference No: COL/SJ/27/591
Discover more about the different customs and traditions historically associated with Shrove Tuesday on our online catalogue.
File name: 10_03_001101b
Binder label: Medical
Title: Ayer's Cherry Pectoral for cold, coughs and all throat and lung diseases. (back)
Date issued: 1870-1900 (approximate)
Physical description: 1 print : chromolithograph ; 14 x 8 cm.
Subject: Girls; Birds; Cherries; Patent medicines
Notes: Title from item.
Statement of responsibility: Dr. J. C. Ayers & Co.
Collection: 19th Century American Trade Cards
Location: Boston Public Library, Print Department
Rights: No known restrictions.
After Franklin left we found this story in our cabin's guestbook. Poor city boy was a little traumatised and we all learnt to hide our food. I'm just sad I missed the whole thing!
This photo shows a stack of 118 Medicare statements which arrived in the mail a few days ago.
My elderly mom has been having some nasty health challenges in the past few months which have resulted in three hospitalizations, each followed by stays of one to two weeks in skilled nursing facilities (SNF). I have only opened four of the 118 Medicare statements so far. I suspect we will soon be receiving the corresponding statements from her co-insurance provider, and it will be interesting to see if they aggregate the statements to some extent, or if we will be getting 118 of those also. The metered postage for these statements came to more than $40.
The statements from the hospital and SNF for the first two of my mom’s three hospitalizations have amounted to more than $200,000. The total price tag for her medical care for 2009 will probably approach $300,000. It’s a bit scary, but it will be interesting to see how much she will be paying out-of-pocket for all this. There will definitely be at least one hospital deductible of more than $1000, maybe three. The rest is a total question mark at this point.
The fees on the hospital/SNF statements are astounding. Some of the line items are clearly inflated. For a two week SNF stay, the pharmacy charges alone were more than $1300. This was mostly for similar medications for which my mom usually pays less than $100/month.
Thank goodness for Medicare and co-insurance! Luckily my parents were good savers and my mom has some assets remaining to cover co-insurance premiums and to pay off the out-of-pocket fees that will result from her medical care. It’s sad to think about the plight of the elderly who don’t have co-insurance and have much heftier out-of-pocket expenses when they need care. There are probably many who are financially ruined by these types of medical problems, many others who simply don't pay for their care and feel terrible guilt. I'm sure there are many who simply don't get the treatment they need and die sooner than if they received care.
The U.S. Census Bureau estimates between 45 and 50 million of the U.S. population below age 65 are uninsured. Hopefully Congress will make some significant progress toward alleviating this awful situation in the coming weeks and months.
© All rights reserved
Parish Magazine, November, 1943; page 1.
Rev Canon F C Learoyd.
Rev J C W Harradine.
Deaconess Grace Wardle.
Mr John Booth (verger).
ArchívNet 2014/1
Szécsényi András
A „zsidórendeletek” hatása
Szőke Lajos rádió-ügye
Az alább közölt források Szőke Lajos budapesti lakos, nyugalmazott MÁV-főmérnök beszolgáltatásra ítélt rádiója körüli hercehurcát mutatják be. Amikor a Szőke család a zsidó rendelkezések miatt 1944 tavaszán kényszerűen az egyik lakásból a másikba költözött, a rádió a leltárba vett egyéb tárgyakkal együtt ottmaradt, s a felszólítás dacára sem volt képes beszolgáltatni. A precíz mérnökember pedig hiába próbált elmagyarázni a Postaigazgatóságnak a felszólítás teljesíthetetlenségét, hatóság továbbra is követelte tőle készüléket…
1.Szőke Lajos nyilatkozata a budapesti II. kerületi Retek utca 17. szám alóli kilakoltatásáról és ingóságai zár alá vételéről továbbá lakásváltozásáról, a budapesti II. kerületi Retek utcából 17. 4. emelet 1. szám alól a Retek utca 17., 4. emelet 1. szám alá költöztetéséről. – 1944. április 28.
Jelzet: Holokauszt Emlékközpont, Gyűjtemény, 2013. 17. 15.
2. Lakásváltozási bizonylat Szőke Lajos részére a budapesti II. kerületi Retek utca 17., 4. emelet 1. szám alól a Harisbazár utca 5. szám alá költözésről. – 1944. április 28.
Jelzet: Holokauszt Emlékközpont, Gyűjtemény, 2013. 17. 14.
3. Szőke Lajos lakásleltára(i) a Budapest, II. kerületi, Retek utca 17. szám alatti ingatlanban hagyott használati tárgyakról. – 1944. április 15.
Jelzet: Holokauszt Emlékközpont, Gyűjtemény, 2013. 17. 13.
4. Szőke Lajos bejelentő nyilatkozata az 1600/1944. M. E. számú rendelet alapján a zsidó vagyonáról, aláírással. – d. n.
Jelzet: Holokauszt Emlékközpont, Gyűjtemény, 2013. 17. 16.
5. Szőke Lajos lakásleltára házi ingóságairól (Budapest, IV. kerület, Harisbazár utca 5. szám). – 1944. április 24., 11 kézírásos füzetlap.
Jelzet: Holokauszt Emlékközpont, Gyűjtemény, 2013. 17. 20.
6. Szőke Lajos levele a M. Kir. Postaigazgatóságnak. Ebben leírja, hogy a kilakoltatás miatt nem tud eleget tenni bejelentett rádiója beszolgáltatásának. – 1944. április 24., 11 kézírásos füzetlap.
Jelzet: Holokauszt Emlékközpont, Gyűjtemény, 2013. 17. 17.
7. Az M. kir. Postaigazgatóság levele Szőke Lajosnak bejelentett rádiókészüléke beszolgáltatásának igazolásáról. – 1944. július 3.
Jelzet: Holokauszt Emlékközpont, Gyűjtemény, 2013. 17. 21.
8. M. kir. Postaigazgatóság levele Szőke Lajosnak rádióengedélye visszavonásáról és a készülék kötelező beszolgáltatásáról – 1944. május 13.
Jelzet: Holokauszt Emlékközpont, Gyűjtemény, 2013. 17. 19.
9. Szőke Lajos kérvénye a M. Kir. Postaigazgatóságnak a rádió-beszolgáltatás elengedéséről a kolozsvári román megszállás alatti ellenállása miatt. – 1944. április 9.
Jelzet: Holokauszt Emlékközpont, Gyűjtemény, 2013. 17. 11.
10. A Magyar Zsidók Központi Tanácsának felszólítása Szőke Lajos részére a kiürített lakásban maradt ingóságokról készült leltár beszolgáltatásáról a Síp utca 12. szám alatti irodába. – 1944. május 2.
Jelzet: Holokauszt Emlékközpont, Gyűjtemény, 2013. 17. 18.
I got this menu in a "paper lot" at a local auction. I thought I'd share it here - complete with the menu items listed inside, through other scans in the photostream.
Some items look familiar, some not so much; and look at those 1945 prices!
Report Cards of Arthur and Frank Sherratt of Saltley, Birmingham, Warwickshire from 1899 – 1902.
Arthur was the son of Thomas (an Estate Agents Clerk) and Lizzie Sherratt of Green Lane, Aston, Birmingham.
One of the reports also mentions Arthur’s older brothers Thomas. In 1907 he married a Sarah Ellen Gooding at Birmingham. In 1911 they were living at 4 Holly Terrace Kenyon Street. Birminham with their daughter Ellen Lidler Sherratt. Arthur was a Cycle Maker.
The Preamble from the Framework for Peace in the Middle East Agreed at Camp David from September 17, 1978. An outcome of the Camp David Accords, signed by Egyptian President Anwar El Sadat and Israeli Prime Minister Menachem Begin on 17 September 1978, following thirteen days of secret negotiations at Camp David, it was the first of two framework agreements signed at the White House. The first part or preamble was a framework for negotiations to establish an autonomous self-governing authority in the West Bank and the Gaza strip and to fully implement SC 242.
The Jimmy Carter Library and Museum, located on the site where Union General William T. Sherman orchestrated the Battle of Atlanta in 1864 at 441 Freedom Parkway, was opened to the public on October 1, 1986. James Earl "Jimmy" Carter, Jr. served as the 39th President of the United States from 1977 to 1981 following two terms as a Georgia State Senator, representing the 14th district, and one as the 76th Governor of Georgia, from 1971 to 1975. The museum and library, run by the National Archives and Records Administration as part of the Presidential Library system, are housed in a 69,750 square feet building with 15,269 square feet of space for exhibits and 19,818 square feet of archive and storage space. The library stacks house 27 million pages of documents; 500,000 photos, and 40,000 objects, along with films, videos, and audiotapes covering cover all areas of the Carter administration, from foreign and domestic policy to the personal lives of President and Mrs. Carter. Privately owned areas of the complex ouse Carter's offices and the offices of the Carter Center, a non-profit human rights agency.
Benjamin Diamond nous a donné rendez-vous à la Maison de Verre de Pierre Chareau, à Paris. Il est à l’origine du tube interplanétaire « Music sounds better with you » co-écrit avec Thomas Bangalter et Alan Braxe pour Stardust. Les connaisseurs s’en souviennent comme si c’était hier. Après trois albums et des Dj Sets un peu partout dans le monde, cet icône de la French Touch sera de passage dans la Vallée de la Loire, pour une soirée organisée au 80′s.
Le Collectif Orléans Will Kill New York est plutôt pointu et assez ambitieux. Ils ont fait venir pas mal de DJ à Orléans, comme Boombass (Cassius), Don Rimini, Breakbot, DatA, Toxic Avenger, A-Trak, Brodinski et récemment tes potes Kavinsky et DSL. La soirée, vendredi soir, au 80′s promet d’être réussi! C’est la première fois que tu vas mixer dans la Vallée de la Loire?
Benjamin Diamond: Oui c’est la première fois que je viens mixer dans la région. Je ne mixe pas souvent en France, cela me fait très plaisir!
Mais tu connais bien la région je crois?
Benjamin Diamond: Je connais bien la région oui, cela fait plus de vingt ans que je me rend régulièrement dans ma maison de campagne , entre Amboise et Tours (près de Vouvray). C’est là, au calme, loin du disturbing de la vie parisienne que j’ai écrit mon troisième album Cruise Control.
Et pourquoi cette rencontre dans ce monument de l’architecture moderne? Es-tu sensible à cette forme d’art?
Benjamin Diamond: Je suis particulièrement sensible à ce genre d’édifices, parce que d’une part je crois qu’il est unique dans son genre, et parce que j’aime bien les endroits cachés, difficile à trouver. J’aime prendre le temps de flâner et de découvrir de manière tout à fait hasardeuse, derrière une porte dans la rue, une véritable oeuvre d’art/habitation.
La Maison de Verre est l’oeuvre majeure de Pierre Chareau. Conçue pour un médecin réputé, elle rassemblait le lieu de vie familial, son cabinet ainsi que son laboratoire. Il a également créé beaucoup de mobilier et d’éléments de décoration. Malgré une rénovation récente, on retrouve encore de nombreux éléments de décoration d’origine, créés par Pierre Chareau, au Grand Hôtel de Tours.
Benjamin Diamond: Effectivement, j’avais séjourné une première fois au Grand Hôtel de Tours, tout à fait par hasard, et j’ai pu admirer le bar. J’en avait entendu parler, c’est vraiment une expérience unique, c’est un lieu que j’invite tout le monde à découvrir… C’est à la fois un endroit très agréable pour prendre un verre, mais c’est l’occasion de découvrir une véritable oeuvre artistique et esthétique .
Pierre Chareau a participé à la révolution artistique et sociale des Années Folles. Il a été l’un des précurseurs du mouvement moderne. J’ai envie de faire un rapprochement avec les débuts de la French Touch… Peux-tu nous raconter en deux mots cette aventure?
Benjamin Diamond: J’ai eu la chance d’être là au bon moment. J’ai réussi il y a dix ans à écrire un morceau qui se propage au travers des générations, c’est une chance inouïe.
On te retrouve sur le line-up de nombreuses soirées à Kiev, Hvar, Bogota, Varsovie, Mexico, Paris et même à Orléans ce week-end! Après 3 albums et 10 ans à la tête de ton label Diamond Traxx, que nous réserves-tu encore de beau pour 2013?
Benjamin Diamond: J’ai arrêté mon label pour me consacrer à ma musique exclusivement. Je me suis occupé de pas mal d’artistes pendant ses dix dernières années, et je me suis dit qu’il était temps que je pense un peu à moi. Je suis en train de terminer un maxi qui devrait sortir en début d’année sur un label allemand (Kompakt) et un album à sortir pour le printemps… J’espère faire une tournée ensuite. Le live, c’est une choses très importante pour moi.
On sera sera dans la salle, c’est certain! Et là pour te recevoir à nouveau avec grand plaisir. Je te dis à à bientôt pour cette soirée « évènement », qui aura lieu le vendredi 25 novembre 2011, à partir de minuit, au 80′s. Entrée: 10€
Soirée Résidence Secondaire – Benjamin Diamond
Club 80′s
255 rue de Bourgogne
45000 Orléans
+ 33 2 38 53 89 14
Orléans Will Kill New York
Onze Mètres Carrés
grand-hotel-tours.com/residence-secondaire-benjamin-diamo...
Format: Dokument
Dato / Date: Ukjent
Sted / Place: Trondheim
Wikipedia: Margarin
Eier / Owner Institution: Trondheim byarkiv, The Municipal Archives of Trondheim
Arkivreferanse / Archive reference: 3-050-1-3
NOEN ORD TIL VELVILLIG EFTERTANKE!
MARGARIN
har praktisk talt den samme næringsverdi som et annet kjent næringsmiddel - hvilket margarinloven hindrer oss fra å benevne - sier videnskapsmannen.
MARGARIN
har den fordel å være betydelig billigere.
KJØP
HAUK
MARGARIN
Den stigende omsetning er beste bevis for at kvaliteten er glimrende.
HAUK MARGARIN egner sig like godt til bakning og stekning som til bordbruk.
HAUK MARGARIN er billigste margarin i handelen men tilfredsstiller dog alle fordringer til en førsteklasses vare.
HAUK MARGARIN blir kun fremstillet av
A.s Fabriken
Arild
Trondheim
HUSMOREN:
Spare på rette sted er
ubetinget nødvendig.
Forlang derfor altid
HAUK MARGARIN
Title: Treaty of Alliance with France
Production Date: February 6, 1778
Treaty of Alliance with France, 1778; International Treaties and Related Records, 1778-1974; General Records of the United States Government, Record Group 11; National Archives.
Persistent URL: arcweb.archives.gov/arc/action/ExternalIdSearch?id=2524341
Access Restrictions: Unrestricted
Use Restrictions: Unrestricted
Excellence Playa Mujeres
Riviera Maya, Mexico
Blogged here: www.travelhyper.com/2011/05/mexican-vacation-the-food/
Draft Will of Emma Adeliza Bedford, Widow, of York Villa, Grange Road, Ramsgate, Kent dated December 1885.
Executors: Walter Sydney Stacey, brother and Eliza Culverwell, sister.
Beneficiaries: Henry Palmer Chapman, son of late husband’ sister Mary Frances Chapman. Arabella Christiana Jones, Annette Jorgine Andersen, Louise Smith, niece, wife of William Marten Smith, her sister Susan Anne Berg, wife of Joseph Berg, and sister Adelaide Maugham, wife of Thomas Maugham, sister Rose Wylie, Walter Alexander Hore, her late husband’s half brother of Pole Hore, Wexford, Ireland, Halvor Shansen of Becker Sherbourne, Minnesota, USA. Eliza Carter, wife of Richard Carter, Jane Cole.
Series: NRS 13886 Surveyor General's Sketch books.
Title: Clarence Heads - Tracing shewing oyster banks near Clarence Heads [Sketch book 8 folio 160]
Dated: 1862
Digital ID: NRS13886[X772]_a110_000031
Rights: www.records.nsw.gov.au/about-us/rights-and-permissions
We'd love to hear from you if you use our maps/plans.
These maps and plans are on our website.
Many other photos in our collection are available to view and browse on our website using Photo Investigator.