overworked photos on Flickr

4-8-2 (Mountain) steam locomotive 7138 - front by Murdoch17

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Unfortunately, the 1522 is too expensive to build in it's original form (almost $4 for a dark bluish gray 6 x 6 dish?!?) so I colored it dark green to give my 2-6-0 a break pulling the express train it's had for nearly 3 years. On that note, the 2-6-0 will not be scrapped anytime soon for it's parts or any other reason. (It just looks better together than apart.) This 100% build-able engine should be here alongside another express passenger car sometime in or around December 2016.

Fictional background:

These sixteen four 4-8-2 (4 leading, 8 drivers, and 2 trailing wheels) Mountain – type locomotives numbered 7130 – 7146 were built in the mid 1930's by Baldwin Locomotive Works. These locos were designed for both freight duty and passenger traffic and as such were not streamlined. This type are basically enlarged versions of the Mountain types of 1926, and are same mechanically though the heavier weight cuts the top speed down to about 95 MPH. The Emerald Express, pulled by a overworked 2-6-0 since 1917, was upgraded with 4-8-2 number 7138 in 1936, and was painted a dark green to match the heavy-weight rolling stock.

LDD file: www.moc-pages.com/user_images/80135/1469404180m.lxf

Sachsenhausen memorial by Gerwin Filius

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The epicentre of memory at Sachsenhausen is Station Z, the section of the camp specially designed for mass murder. Though not one of the Eastern European death camps, like Auschwitz or Treblinka, Sachsenhausen was still a site of mass murder. Of the 200,000 or more prisoners who passed through the camp between 1936 and 1945, tens of thousands died from hunger, disease, overwork, violent abuse, and related measures. Station Z (grimly named because it would be the last station for prisoners who entered it) was a part of the camp where more than ten thousand Russian prisoners of war were shot to death. During the war, a gas chamber was built here too, and a crematorium. This area of the camp is where most visitors end up.

Ring-a-Day 45/365 2.14.10 by DDee Wilder

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polymer clay. Carved and backfilled

This challenge has been so valuable to me. Ordinarily I would have overworked this design until I got sick of it. But dashing it off quickly resulted in something comfortable and well-balanced that is fun to wear.

Clara Barton, founder American Red Cross by David

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Clara Barton, founder of the American Red Cross

Clarissa Harlowe Barton (better known as Clara Barton) (December 25, 1821 (although there is a confusion with her date of birth, as her birth certificate says the 25th, while her family members say that she was born the day before Christmas, the 24th)–April 12, 1912) was a pioneer American teacher, nurse, and humanitarian. She has been described as having had an "indomitable spirit" and is best remembered for organizing the American Red Cross.

Clara Barton was born to Captain Stephen and Sarah Barton in Oxford, Massachusetts. Her father was a farmer and horse breeder. Her mother managed the household. She was the youngest of five siblings. All her brothers and sisters were all at least 10 years older. Young Clara was home-educated and extremely bright. It is said that her older brothers and sisters were kept busy answering her many questions, and each sibling taught her complementary skills. As a child, Clara was a shy and retiring little girl, but at the age of 11, when her brother became ill, for 2 years Clara stayed by his side and learned to administer all his medicine, including the "great, loathsome crawling leeches." This was an early indication of what would become Clara's lifework.

Clara became a teacher at age 17, a post that she was to hold for the next 18 years. For ten years, Barton taught in a small Massachusetts town, where her brother owned a factory. After she was invited to teach in a private school in Bordentown, New Jersey, Barton recognized the community's need for free education, and despite opposition, set up one of the first free public schools in the state.

In 1854 she suffered from a serious nervous breakdown probably brought on by overwork. She took a break from teaching (which would be called a sabbatical in modern times) and attended the Clinton Liberal Institute in Clinton, New York, where she studied analytic geometry, calculus, astronomy, mathematics and natural science in addition to French, German, ancient history, philosophy and religion. Afterward, she was appointed to a job as a clerk in the Patent Office in Washington, D.C. where she learned the ins and outs of the federal bureaucracy.

When her father was dying, they had a conversation that she later said changed her life. He gave Clara a command that she would always recall:

"As a patriot he bade me serve my country with all I had, even with my life if need be; as the daughter of an accepted Mason, he bade me seek and comfort the afflicted everywhere, and as a Christian he charged me to honor God and love mankind."

When the American Civil War began, Barton resigned her position in the Patent Office to devote herself to the care of wounded soldiers on the field of battle. With the outbreak of war and the cascade of wounded Union soldiers into Washington, Miss Barton quickly recognized the unpreparedness of the Army Medical Department. In April 1861, after the First Battle of Bull Run, she established an agency to obtain and distribute supplies to wounded soldiers. For nearly a year, she lobbied the U.S. Army bureaucracy in vain to bring her own medical supplies to the battlefields. Finally, in July 1862, she obtained permission to travel behind the lines, eventually reaching some of the grimmest battlefields of the war and serving during the sieges of Petersburg and Richmond. Barton delivered aid to soldiers of both the North and South. In 1864 she was appointed by Union General Benjamin Butler "lady in charge" of the hospitals at the front of the Army of the James.

In 1865, President Abraham Lincoln placed her in charge of the search for the missing men of the Union army, and while engaged in this work she traced the fate of 30,000 men. As the War ended, she was sent to Andersonville, Georgia, to identify and mark the graves of Union soldiers buried there. This experience launched her on a nationwide campaign to identify soldiers missing during the Civil War. She published lists of names in newspapers and exchanged letters with veterans and soldiers' families. She also delivered lectures on her war experiences, which were well received. She met Susan B. Anthony and began a long association with the suffrage movement. She also became acquainted with Frederick Douglass and became an activist for black civil rights.

The search for missing soldiers and years of toil during the Civil War physically debilitated Miss Barton. In 1869, her doctors recommended a restful trip to Europe. In 1870, while she was overseas (on "vacation"), she became involved with the International Red Cross and its humanitarian work during the war between France and Prussia. Created in 1864, the International Red Cross had been chartered to provide humane services to all victims during wartime under a flag of neutrality.

When she returned to the United States, she inaugurated a movement to secure recognition of the International Red Cross society by the United States government. When she began this organizing work in 1873, no one thought the U.S. would ever again face an experience like the Civil War, but she finally succeeded during the administration of President James Garfield on the basis that the new American Red Cross organization could also be available to respond to other types of crisis. As Barton expanded the original concept of the Red Cross to include assisting in any great national disaster, this service brought the United States the "Good Samaritan of Nations" label. Barton naturally became President of the American branch of the society, which was founded on May 21, 1881. John D. Rockefeller gave money to create a national headquarters in Washington, DC, located one block from the White House.

Various authorities call her a “Deist-Unitarian.” However, her actual beliefs varied throughout her life across a spectrum between freethought and deism. In a 1905 letter to her friend, Norman Thrasher, she called herself a “Universalist.

Clara Barton continued to do relief work in the field until she was well into her 70s. She went to Cuba with a cargo of supplies in 1898, and spent six weeks on the scene of the Galveston, Texas floods, at age 79. She resigned from the American Red Cross in 1904 at the age of 83 and spent her remaining years in Glen Echo, Maryland. She died in 1912 at age 90, and is buried less than a mile from her birthplace in a family plot in Oxford, Massachusetts.

One published source sums her life up this way:

Clara Barton was one of America's greatest heroines -- a true patriot and philanthropist who, when she saw a practical need, gave every ounce of her strength to address it.

The American Red Cross she founded is one of the largest humanitarian organizations in the world. Barton herself was the most decorated American woman, receiving the Iron Cross, the Cross of Imperial Russia and the International Red Cross Medal. Her final act was founding the National First Aid Society in 1904

In 1975, Clara Barton National Historic Site was established as a unit of the National Park Service at her Glen Echo, Maryland home. The first National Historic Site dedicated to the accomplishments of a woman, it preserves the early history of the American Red Cross and the last home of its founder. Clara Barton spent the last 15 years of her life in her Glen Echo home, and it served as an early headquarters of the American Red Cross as well.

The National Park Service has restored eleven rooms, including the Red Cross offices, parlors and Miss Barton's bedroom. Visitors to Clara Barton National Historic Site can gain a sense of how Miss Barton lived and worked surrounded by all that went into her life's work. Visitors to the site are led through the three levels on a guided tour emphasizing Miss Barton's use of her unusual home, and come to appreciate the site in the same way visitors did in Clara Barton's lifetime.

AUTUMN SUNSETS ON CAPTAIN JOHNNY WALKER by Terry Kearney

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Captain Frederic John Walker, CB, DSO and three Bars, RN (3 June 1896 – 9 July 1944) (his first name is given as Frederick in the Oxford Dictionary of National Biography and some London Gazette entries) was a British Royal Navy officer noted for his exploits during World War II. Walker was the most successful anti-submarine warfare commander during the Battle of the Atlantic and was known more popularly as Johnnie Walker (after the whisky).

Early life and career

Walker was born in Plymouth, the son of Frederic Murray and Lucy Selina (née Scriven) Walker. He went to Britannia Royal Naval College, Dartmouth, where he excelled. First serving on the battleship Ajax as a midshipman, Walker as a sub-lieutenant went on to join the destroyers Mermaid and Sarpedon in 1916 and 1917 respectively. Following the end of the First World War, Walker joined the Queen Elizabeth-class battleship Valiant. He married Jessica Eileen Ryder Stobart, with whom he had three sons and a daughter.Inter-war Period, 1920s-1930s

During the inter-war period Walker partook in the particularly unglamorous unfashionable field of anti-submarine warfare. He took a course at the newly founded anti-submarine training school of HMS Osprey, Portland which was established in 1924. Walker would consequently become an expert in this particular type of warfare, and would be appointed to a post specialising in this field, serving on a number of capital ships. In May 1933 he was promoted to commander and took charge of the First World War destroyer Shikari. In December 1933 Walker took command of the Shoreham-class sloop Falmouth based on the China Station. In April 1937 Walker became the Experimental Commander at HMS Osprey.

World War II

When the Second World War began, in 1939, Walker's career seemed at an end. Still a Commander, he had been ignored for promotion to captain and indeed had been scheduled for early retirement. He gained a reprieve, however, due to the commencement of war and in 1940 was appointed as Operations Staff Officer to Vice-Admiral Sir Bertram Ramsay. Even so, Walker still had not been given a command, despite expertise in anti-submarine warfare that would no doubt be indispensable in the Battle of the Atlantic. During Walker's time in that role the legendary Dunkirk evacuations took place, in which the British Expeditionary Force (BEF) was evacuated from France. The evacuation was an immense success, with over 330,000 British and French troops being taken to the United Kingdom. He was Mentioned in Despatches for his work during the evacuation.

Walker finally received a command in October 1941, taking control of the 36th Escort Group, commanding from the Bittern-class sloop Stork. The escort group comprised two sloops (including Stork) and six corvettes and was based in Liverpool, home of Western Approaches Command. Initially his Group was primarily used to escort convoys to and from Gibraltar.

His first chance to test his innovative methods against the U-boat menace came in December when his group escorted Convoy HG76 (32 ships). During the journey five U-boats were sunk, four by Walker's group, including U-574 which was depth-charged and rammed by Walker's own ship on 19 December. The RN's loss during the Battle for HG76 was one escort carrier (Audacity), one destroyer (Stanley) and two merchant ships. This is sometimes described as the first true Allied convoy victory in the Battle of the Atlantic. He was given the Distinguished Service Order (DSO) on 6 January 1942 for, "For daring, skill and determination while escorting to this country a valuable Convoy in the face of relentless attacks from the Enemy, during which three of their Submarines were sunk and two aircraft destroyed by our forces".[3] Walker's group succeeded in sinking at least three more U-boats during his tenure as commander of the 36th Group. He was awarded the first Bar to his DSO in July 1942.

HMS Starling

In 1942 Walker left the 36th Group and became Captain (D) Liverpool, granting him some time to recuperate. He finally returned to a ship command when he became commander of the 2nd Support Group in 1943, consisting of six sloops. Walker led from Starling, a newly-commissioned Black Swan-class sloop. The group was intended to act as reinforcement to convoys under attack, with the capacity to actively hunt and destroy U-boats, rather than be restricted to escorting convoys. Walker had suggested the innovative idea to Commander-in-Chief Western Approaches Command Sir Max Horton. The combination of an active hunting group and a charismatic, determined and innovative anti-submarine specialist such as Walker would prove to be a potent force. One eccentric aspect of his charismatic nature was the playing of the tune A Hunting We Will Go over the ship's Tannoy when returning to their base.

In June 1943 Walker's own ship Starling was responsible for the sinking of two U-boats. The first, U-202, was destroyed on 2 June by depth charges and gunfire, and the other, U-119, on 24 June by depth charges and ramming. Another U-boat, U-449, was sunk by his group on the same day. One highly successful tactic employed by Walker was the creeping attack, where two ships would work together to keep contact with a U –boat whilst attacking; a refinement of this was the barrage attack, which had three or more sloops in line to launch depth charges to saturate the area with depth charges in a manner similar to a rolling barrage by artillery in advance of an infantry attack. On 30 July Walker's group encountered a group of three U-boats on the surface (two were vital type XIV replenishment boats known as "Milk Cows") while in the Bay of Biscay. He signalled the "general chase" to his group and fired at them, causing damage that prevented them from diving. Two of the submarines, U-462, a Type XIV, and U-504, a Type IX/C40, were then sunk by Walker's group, and the second Type XIV, U-461, by Australian Short Sunderland flying boat.

Upon his return to Liverpool, Walker was informed that his son, Timothy, had been killed when the submarine HMS Parthian had been lost in early August 1943 in the Mediterranean. On 14 September 1943 he was appointed a Companion of the Bath (CB), "for leadership and daring in command of H.M.S. Starling in successful actions against Enemy submarines in the Atlantic."

HMS Kite of Escort 2 conducting a depth charge attack.

On 6 November 1943 Walker's group sank U-226 and U-842. In early 1944 Walker's group displayed their efficiency against U-boats by sinking six in one patrol. On 31 January 1944 Walker's group gained their first kill of the year when they sank U-592. On 9 February his group sank U-762,U-238, and U-734 in one action, then sank U-424 on 11 February, and U-264 on 19 February. On 20 February 1944 one of Walker's group, HMS Woodpecker, was torpedoed and sank seven days later while being towed home; all of her crew were saved. They returned to their base at Liverpool to the thrilled jubilation of the city's inhabitants and the Admiralty. The First Lord of the Admiralty was present to greet Walker and his ships. Walker was promoted to captain and awarded a second bar to his DSO.

In March Walker's group provided the escort for the American cruiser USS Milwaukee which was on its way to Russia as part of the lend-lease programme. Walker's group sank two U-boats on the outward trip and a third on the return trip. Walker's last duty was protecting the fleet from U-boats during D-Day, the immense Allied invasion of France. This he did successfully for two weeks; no U-boats managed to get past Walker and his vessels, and many were sunk or damaged in the process. During this concerted effort Walker's dedication to his tasks was tremendous; he took no respite from his duties, which would ultimately contribute to his death. He was awarded the third bar to his DSO on 13 June 1944, and was again Mentioned in Despatches on 20 June 1944.

Death

Walker suffered a cerebral thrombosis on 7 July 1944 and died two days later at the Naval Hospital at Seaforth, Merseyside aged 48; his death was attributed to overwork and exhaustion.

His funeral service took place at the Liverpool Anglican Cathedral with full naval honours and attended by about 1,000 people. The scene was emotional as the naval procession followed, travelling through the streets of Liverpool to the docks where he embarked aboard destroyer Hesperus for his final journey to be buried at sea. A further honour was a Mention in Despatches on 1 August 1944. As Walker's Group had already sailed, the sailors who undertook the procession and funeral and burial at sea were mostly Canadian.

The scene at another Starbucks, from the outside by Ed Yourdon

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On my way back home from the local gym, I often stop at the local Starbucks on the west side of Broadway, between 94th and 95th Street. But sometimes the line of people waiting for the patient, overworked Starbucks guy to do whatever is required to make a latté is so long that I give up ... and on this particular day, I took the somewhat radical step of crossing the street to the east side of Broadway, where there's another Starbucks located on the SE corner of 93rd Street.

The scene at this alternate Starbucks is completely different; indeed, the whole rhythm of the place was so different and so alien that I couldn't get used to it. But it did provide some different photographic opportunities, especially since I had my iPhone in my hands, ready to pay my bill with the Starbucks app.

This photo was taken outside of the coffee-place, when I was back on the street and ready to head further uptown to my apartment. I thought it was mildly interesting, but I was annoyed by the reflection of the car in the store window -- so I only gave it a three-star rating in my Aperture photo archives. ... not good enough to warrant a five-star "public" upload on Flickr. C'est la vie...

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Whether you’re an amateur or professional photographer, it’s hard to walk around with a modern smartphone in your pocket, and not be tempted to use the built-in camera from time-to-time. Veteran photographers typically sneer at such behavior, and most will tell you that they can instantly recognize an iPhone photo, which they mentally reject as being unworthy of any serious attention.

After using many earlier models of smartphones over the past several years, I was inclined to agree; after all, I always (well, almost always) had a “real” camera in my pocket (or backpack or camera-bag), and it was always capable of taking a much better photographic image than the mediocre, grainy images shot with a camera-phone.

But still … there were a few occasions when I desperately wanted to capture some photo-worthy event taking place right in front of me, and inevitably it turned out to be the times when I did not have the “real” camera with me. Or I did have it, but it was buried somewhere in a bag, and I knew that the “event” would have disappeared by the time I found the “real" camera and turned it on. By contrast, the smart-phone was always in my pocket (along with my keys and my wallet, it’s one of the three things I consciously grab every time I walk out the door). And I often found that I could turn it on, point it at the photographic scene, and take the picture much faster than I could do the same thing with a “traditional” camera.

Meanwhile, smartphone cameras have gotten substantially better in the past few years, from a mechanical/hardware perspective; and the software “intelligence” controlling the camera has become amazingly sophisticated. It’s still not on the same level as a “professional” DSLR camera, but for a large majority of the “average” photographic situations we’re likely to encounter in the unplanned moments of our lives, it’s more and more likely to be “good enough.” The old adage of “the best camera is the one you have with you” is more and more relevant these days. For me, 90% of the success in taking a good photo is simply being in the right place at the right time, being aware that the “photo opportunity” is there, and having a camera — any camera — to take advantage of that opportunity. Only 10% of the time does it matter which camera I’m using, or what technical features I’ve managed to use.

And now, with the recent advent of the iPhone5s, there is one more improvement — which, as far as I can tell, simply does not exist in any of the “professional” cameras. You can take an unlimited number of “burst-mode” shots with the new iPhone, simply by keeping your finger on the shutter button; instead of being limited to just six (as a few of the DSLR cameras currently offer), you can take 10, 20, or even a hundred shots. And then — almost magically — the iPhone will show you which one or two of the large burst of photos was optimally sharp and clear. With a couple of clicks, you can then delete everything else, and retain only the very best one or two from the entire burst.

With that in mind, I’ve begun using my iPhone5s for more and more “everyday” photo situations out on the street. Since I’m typically photographing ordinary, mundane events, even the one or two “optimal” shots that the camera-phone retains might not be worth showing anyone else … so there is still a lot of pruning and editing to be done, and I’m lucky if 10% of those “optimal” shots are good enough to justify uploading to Flickr and sharing with the rest of the world. Still, it’s an enormous benefit to know that my editing work can begin with photos that are more-or-less “technically” adequate, and that I don’t have to waste even a second reviewing dozens of technically-mediocre shots that are fuzzy, or blurred.

Oh, yeah, one other minor benefit of the iPhone5s (and presumably most other current brands of smartphone): it automatically geotags every photo and video, without any special effort on the photographer’s part. Only one of my other big, fat cameras (the Sony Alpha SLT A65) has that feature, and I’ve noticed that almost none of the “new” mirrorless cameras have got a built-in GPS thingy that will perform the geotagging...

I’ve had my iPhone5s for a couple of months now, but I’ve only been using the “burst-mode” photography feature aggressively for the past couple of weeks. As a result, the initial batch of photos that I’m uploading are all taken in the greater-NYC area. But as time goes on, and as my normal travel routine takes me to other parts of the world, I hope to add more and more “everyday” scenes in cities that I might not have the opportunity to photograph in a “serious” way.

Stay tuned….

Maple-leaf (water colour) by Cecilia Temperli

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I am having once more another go at water colours, trying another leaf. I think this one worked out a little bit better than the last one I did earlier this year. Although, it still looks shapeless to me. I copied the leaf from one that I had pressed in a telephone book. It was very brown and dull, so made up the colours as I went along. My main problem still is overworking and stuffing it up altogether. I may give it another go at some later stage and also add a shadow to the leaf. It's a slow progress and I have to start with the basics. Humble beginnings and need plenty of practice. :)

This one is on ARCHES medium 300g/m2, 20.5 cm x 25.5 cm, and still mounted on the stretcher for easier scanning.

Palette:

Winsor & Newton Artist colours.

Cadmium yellow 108, opaque, staining.

Cadmium red 094, opaque, granulating.

Yellow ochre 744, semi-opaque.

Raw Umber 554, transparent, granulating.

Link to album 'Water colours': www.flickr.com/photos/30079014@N03/sets/72157642069302463

to infinite and beyond! (sequences XLVI) by guido ranieri da re

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verso l'infinito e oltre!

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much better large size and on black - molto meglio in grande e su sfondo nero

View On Black

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I'm sorry:

I need to take a break from flickr due to overwork...

overwork kills.

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Mi spiace:

debbo prendermi una pausa da flickr a causa del superlavoro...

il superlavoro uccide.

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Thanks for all your kind comments to my last photos …

for ~ fence Friday ~ group

happy fence Friday

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Grazie per tutti i gentili commenti alle mie ultime foto…

per il gruppo ~ fence Friday ~

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Nepal - Kathmandu - Streetlife With Coolie - 1d by Manfred Sommer

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A coolie (alternatively spelled cooli, cooly, quli, koelie, and other such variations), during the 19th and early 20th century, was a term for a locally sourced unskilled labourer hired by a company, mainly from the Indian subcontinent or Southern China.

Today, it is used varyingly as a legal inoffensive word (for example, in India for helpers carrying luggage in railway stations) and also used as a racial slur in Africa for certain people from Asia, particularly in South Africa

ETYMOLOGY

The origins of the word are uncertain but it is thought to have originated from the name of a Gujarati sect (the Kolī, who worked as day labourers) or perhaps from the Tamil word for a payment for work, kuli (கூலி). An alternative etymological explanation is that the word came from the Urdu qulī (क़ुली, قلی), which itself could be from the Turkish word for slave, qul. The word was used in this sense for labourers from India. In 1727, Dr. Engelbert Kämpfer described "coolies" as dock labourers who would unload Dutch merchant ships at Nagasaki in Japan.

The Chinese word 苦力 (pinyin: kǔlì) literally means "bitterly hard (use of) strength", in the Mandarin pronunciation.

HISTORY OF THE COOLIE TRADE

An early trade in Asian labourers is believed to have begun sometime in or around the 16th century. Social and political pressure led to the abolition of the slave trade throughout the British Empire in 1807, with other European nations following suit. Labour-intensive industries, such as cotton and sugar plantations, mines and railway construction, in the colonies were left without a cheap source of manpower. As a consequence, a large scale slavery-like trade in Asian (primarily Indian and Chinese) indentured labourers began in the 1820s to fill this vacuum. Some of these labourers signed contracts based on misleading promises, some were kidnapped and sold into the trade, some were victims of clan violence whose captors sold them to coolie brokers, while others sold themselves to pay off gambling debts. British companies were the first to experiment with this potential new form of cheap labour in 1807, when they imported 200 Chinese men to work in Trinidad.

The coolie trade was often compared to the earlier slave trade and they accomplished very similar things.

Although there are reports of ships for Asian coolies carrying women and children, the great majority of them were men. Finally, regulations were put in place, as early as 1837 by the British authorities in India to safeguard these principles of voluntary, contractual work and safe and sanitary transportation although in practice this rarely occurred especially during examples such as the Pacific Passage or the Guano Pits of Peru. The Chinese government also made efforts to secure the well-being of their nation's workers, with representations being made to relevant governments around the world.

CHINESE COOLIES

Workers from China were mainly transported to work in Peru and Cuba, but they also worked in British colonies such as Jamaica, British Guiana (now Guyana), British Malaya, Trinidad and Tobago, British Honduras (now Belize) and in the Dutch colonies Dutch East Indies and Suriname. The first shipment of Chinese labourers was to the British colony of Trinidad in 1806.

In 1847 two ships from Cuba transported workers to Havana to work in the sugar cane fields from the port of Xiamen, one of the five Chinese treaty ports opened to the British by the Treaty of Nanking in 1842. The trade soon spread to other ports in Guangdong province and demand became particularly strong in Peru for workers in the silver mines and the guano collecting industry. Australia began importing workers in 1848 and the United States began using them in 1865 on the First Transcontinental Railroad construction. These workers were deceived about their terms of employment to a much greater extent than their Indian counterparts, and consequently, there was a much higher level of Chinese emigration during this period.

The trade flourished from 1847 to 1854 without incident, until reports began to surface of the mistreatment of the workers in Cuba and Peru. As the British government had political and legal responsibility for many of the ports involved, including Amoy, the trade was shut down at these places. However, the trade simply shifted to the more accommodating port in the Portuguese enclave of Macau.

Many coolies were first deceived or kidnapped and then kept in barracoons (detention centres) or loading vessels in the ports of departure, as were African slaves. In 1875, British commissioners estimated that approximately eighty percent of the workers had been abducted. Their voyages, which are sometimes called the Pacific Passage, were as inhumane and dangerous as the notorious Middle Passage of the Atlantic slave trade. Mortality was very high. For example, it is estimated that from 1847 to 1859, the average mortality for coolies aboard ships to Cuba was 15.2 percent, and losses among those aboard ships to Peru were 40 percent in the 1850s and 30.44 percent from 1860 to 1863.

They were sold and were taken to work in plantations or mines with very bad living and working conditions. The duration of a contract was typically five to eight years, but many coolies did not live out their term of service because of the hard labour and mistreatment. Those who did live were often forced to remain in servitude beyond the contracted period. The coolies who worked on the sugar plantations in Cuba and in the guano beds of the Chincha Islands (the islands of Hell) of Peru were treated brutally. Seventy-five percent of the Chinese coolies in Cuba died before fulfilling their contracts. More than two-thirds of the Chinese coolies who arrived in Peru between 1849 and 1874 died within the contract period. In 1860 it was calculated that of the 4000 coolies brought to the Chinchas since the trade began, not one had survived.

Because of these unbearable conditions, Chinese coolies often revolted against their Ko-Hung bosses and foreign company bosses at ports of departure, on ships, and in foreign lands. The coolies were put in the same neighbourhoods as Africans and, since most were unable to return to their homeland or have their wives come to the New World, many married African women. The coolies' interracial relationships and marriages with Africans, Europeans and Indigenous peoples, formed some of the modern world's Afro-Asian and Asian Latin American populations.

Chinese immigration to the United States was almost entirely voluntary, but working and social conditions were still harsh. In 1868, the Burlingame Treaty allowed unrestricted Chinese immigration into the country. Within a decade significant levels of anti-Chinese sentiment had built up, stoked by populists such as Denis Kearney with racist slogans - "To an American, death is preferable to life on a par with the Chinese."

Although Chinese workers contributed to the building of the first Transcontinental Railroad in the United States and of the Canadian Pacific Railway in western Canada, Chinese settlement was discouraged after completion of the construction. California's Anti-Coolie Act of 1862 and the federal Chinese Exclusion Act of 1882 contributed to the curtailment of Chinese immigration to the United States.

Notwithstanding such attempts to restrict the influx of cheap labour from China, beginning in the 1870s Chinese workers helped construct a vast network of levees in the Sacramento-San Joaquin River Delta. These levees made thousands of acres of fertile marshlands available for agricultural production.

The 1879 Constitution of the State of California declared that "Asiatic coolieism is a form of human slavery, and is forever prohibited in this State, and all contracts for coolie labour shall be void."

Colonos asiáticos is a Spanish term for coolies. The Spanish colony of Cuba feared slavery uprisings such as those that took place in Haiti and used coolies as a transition between slaves and free labor. They were neither free nor slaves. Indentured Chinese servants also labored in the sugarcane fields of Cuba well after the 1884 abolition of slavery in that country. Two scholars of Chinese labor in Cuba, Juan Pastrana and Juan Perez de la Riva, substantiated horrific conditions of Chinese coolies in Cuba and stated that coolies were slaves in all but name. Denise Helly is one researcher who believes that despite their slave-like treatment, the free and legal status of the Asian laborers in Cuba separated them from slaves. The coolies could challenge their superiors, run away, petition government officials, and rebel according to Rodriguez Pastor and Trazegnies Granda. Once they had fulfilled their contracts the colonos asiáticos integrated into the countries of Peru, The Dominican Republic, Puerto Rico and Cuba. They adopted cultural traditions from the natives and also welcomed in non-Chinese to experience and participate into their own traditions. Before the Cuban Revolution in 1959, Havana had Latin America's largest Chinatown.

In South America, Chinese indentured labourers worked in Peru's silver mines and coastal industries (i.e., guano, sugar, and cotton) from the early 1850s to the mid-1870s; about 100,000 people immigrated as indentured workers. They participated in the War of the Pacific, looting and burning down the haciendas where they worked, after the capture of Lima by the invading Chilean army in January 1880. Some 2000 coolies even joined the Chilean Army in Peru, taking care of the wounded and burying the dead. Others were sent by Chileans to work in the newly conquered nitrate fields.

The Chinese Engineering and Mining Corporation, of which later U.S. president Herbert Hoover was a director, was instrumental in supplying Chinese coolie labour to South African mines from c.1902 to c.1910 at the request of mine owners, who considered such labour cheaper than native African and white labour. The horrendous conditions suffered by the coolie labourers led to questions in the British parliament as recorded in Hansard.

In 1866, the British, French and Chinese governments agreed to mitigate the abuse by requiring all traders to pay for the return of all workers after their contract ended. The employers in the British West Indies declined these conditions, bringing the trade there to an end. Until the trade was finally abolished in 1875, over 150,000 coolies had been sold to Cuba alone, the majority having been shipped from Macau. These labourers endured conditions far worse than those experienced by their Indian counterparts. Even after the 1866 reforms, the scale of abuse and conditions of near slavery did not get any better - if anything they deteriorated. In the early 1870s increased media exposure of the trade led to a public outcry, and the British, as well as the Qing government, put pressure on the Portuguese authorities to bring the trade at Macau to an end; this was ultimately achieved in 1874. By that time, a total of up to half a million Chinese workers had been exported.

The term coolie was also applied to Chinese workers recruited for contracts on cacao plantations in German Samoa. German planters went to great lengths to secure access to their "coolie" labour supply from China. In 1908 a Chinese commissioner, Lin Shu Fen, reported on the cruel treatment of coolie workers on German plantations in the western Samoan Islands. The trade began largely after the establishment of colonial German Samoa in 1900 and lasted until the arrival of New Zealand forces in 1914. More than 2000 Chinese "coolies" were present in the islands in 1914 and most were eventually repatriated by the New Zealand administration.

INDIAN COOLIES

By the 1820s, many Indians were voluntarily enlisting to go abroad for work, in the hopes of a better life. European merchants and businessmen quickly took advantage of this and began recruiting them for work as a cheap source of labour. The British began shipping Indians to colonies around the world, including Mauritius, Fiji, Natal, British East Africa, and British Malaya. The Dutch also shipped workers to labour on the plantations on Suriname and the Dutch East Indies. A system of agents was used to infiltrate the rural villages of India and recruit labourers. They would often deceive the credulous workers about the great opportunities that awaited them for their own material betterment abroad. The Indians primarily came from the Indo-Gangetic Plain, but also from Tamil Nadu and other areas to the south of the country.

Without permission from the British authorities, the French attempted to illegally transport Indian workers to their sugar producing colony, the Reunion Island, from as early as 1826. By 1830, over 3000 labourers had been transported. After this trade was discovered, the French successfully negotiated with the British in 1860 for permission to transport over 6,000 workers annually, on condition that the trade would be suspended if abuses were discovered to be taking place.

The British began to transport Indians to Mauritius in the Indian Ocean, starting in 1829. Slavery had been abolished with the planters receiving two million pounds sterling in compensation for the loss of their slaves. The planters turned to bringing in a large number of indentured labourers from India to work in the sugar cane fields. Between 1834 and 1921, around half a million indentured labourers were present on the island. They worked on sugar estates, factories, in transport and on construction sites.

In 1837, the Raj issued a set of regulations for the trade. The rules provided for each labourer to be personally authorised for transportation by an officer designated by the Government, it limited the length of service to five years subject to voluntary renewal, it made the contractor responsible for returning the worker after the contract elapsed and required the vessels to conform to basic health standards

Despite this, conditions on the ships were often extremely crowded, with rampant disease and malnutrition. The workers were paid a pittance for their labour, and were expected to work in often awful and harsh conditions. Although there were no large scale scandals involving coolie abuse in British colonies, workers often ended up being forced to work, and manipulated in such a way that they became dependent on the plantation owners so that in practice they remained there long after their contracts expired; possibly as little as 10% of the coolies actually returned to their original country of origin. Colonial legislation was also passed to severely limit their freedoms; in Mauritius a compulsory pass system was instituted to enable their movements to be easily tracked. Conditions were much worse in the French colonies of Reunion and Guadeloupe and Martinique, where workers were 'systematically overworked' and abnormally high mortality rates were recorded for those working in the mines.

However, there were also attempts by the British authorities to regulate and mitigate the worst abuses. Workers were regularly checked up on by health inspectors, and they were vetted before transportation to ensure that they were suitably healthy and fit to be able to endure the rigours of labour. Children under the age of 15 were not allowed to be transported from their parents under any circumstances.

The first campaign against the 'coolie' trade in England likened the system of indentured labour to the slavery of the past. In response to this pressure, the labour export was temporarily stopped in 1839 by the authorities when the scale of the abuses became known, but it was soon renewed due to its growing economic importance. A more rigorous regulatory framework was put into place and severe penalties were imposed for infractions in 1842. In that year, almost 35,000 people were shipped to Mauritius.

In 1844, the trade was expanded to the colonies in the West Indies, including Jamaica, Trinidad and Demerara, where the Asian population was soon a major component of the island demographic.

Starting in 1879, many Indians were transported to Fiji to work on the sugar cane plantations. Many of them chose to stay after their term of indenture elapsed and today they number about 40% of the total population. Indian workers were also imported into the Dutch colony of Suriname after the Dutch signed a treaty with the United Kingdom on the recruitment of contract workers in 1870. In Mauritius, the Indian population are now demographically dominant, with Indian festivals being celebrated as national holidays.

This system prevailed until the early twentieth century. Increasing focus on the brutalities and abuses of the trade by the sensationalist media of the time, incited public outrage and lead to the official ending of the coolie trade in 1916 by the British government. By that time tens of thousands of Chinese workers were being used along the Western Front by the allied forces (see Chinese Labour Corps).

SEX RATIOS AND INTERMARRIAGE AMONG COOLIES

A major difference between the Chinese coolie trade and the Indian coolie trade was that the Chinese coolies were all male, while East Indian women (from India) were brought alongside men as coolies. This led to a high rate of Chinese men marrying women of other ethnicities like Indian women and mixed race Creole women. Indian women and children were brought alongside Indian men as coolies while Chinese men made up 99% of Chinese colonies. The contrast with the female to male ratio among Indian and Chinese immigrants has been compared by historians. In Sumatra in the Dutch East Indies just 18,731 Chinese women and 92,985 Chinese men served as coolies on plantations. Chinese women migrated less than Javanese and Indian women as indentured coolies. The number of Chinese women as coolies was "very small" while Chinese men were easily taken into the coolie trade. In Cuba men made up the vast majority of Chinese indentured servants on sugar plantations and in Peru non-Chinese women married the mostly male Chinese coolies.

Chinese women were scarce in every place where Chinese indentured laborers were brought, the migration was dominated by Chinese men. Up to the 1940s men made up the vast majority of the Costa Rican Chinese community. Males made up the majority of the original Chinese community in Mexico and they married Mexican women.

In the early 1900s, the Chinese communities in Manila, Singapore, Mauritius, New Zealand, Victoria in Australia, the United States, and Victoria in British Columbia in Canada were all male dominated.

WIKIPEDIA

CC8_4306 by ccmanla

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Nice one I saw last weekend....I have been away, sick, and overworked lately, but am getting back to normal. I plan to do a major update (alot of stuff from 2009 that I have not posted). I am still here tho and still taking pics as much as I can.. weather/work permitting.

LMS 6201 'Princess Elizabeth' at Carlisle by Ruairidh MacVeigh

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See this locomotive in the video here: www.youtube.com/watch?v=N3oxDV2lg1s

Having just worked the "Cumbrian Mountaineer" over Shap, preserved London, Midland & Scottish Railway Princess Royal 6201 'Princess Elizabeth' readies itself for departure with empty stock bound for the adjacent sidings on what was her last railtour before overhaul.

The Princess Royal class were a set of 13 4-6-2 Pacific locomotives designed by William Stanier and built at Crewe Works between 1933 and 1935 to be the prime motive power on the West Coast Mainline between London Euston, Birmingham, Manchester, Liverpool and Glasgow, including the famous Royal Scot premier express service. At first, two prototypical locomotives were built in 1933, followed by 11 production locomotives in 1935. These were later complimented by a fleet of 38 Coronation Pacific locomotives built between 1937 and 1948, which later went on to be arguably the most power steam locomotives ever built for the British Railway network.

One of the original prototypes however was retained for use as a testbed for a new Turbine Locomotive project to help improve the efficiency of the engines, later being unofficially dubbed 'Turbomotive'. The engine was fitted with turbines instead of cylinders, with the forward turbine containing 18 rows of blading, resulting in an output of 2,400hp, corresponding to running at 62 mph (100 km/h). The turbine was designed to operate into a maximum back-pressure of 2 psi, allowing a conventional double blast-pipe to provide the boiler draught, and eliminating draught fans, which always seemed to give a disproportionate amount of trouble.

The reverse turbine had 4 rows of blades. It was engaged by a dog clutch, activated when the reverser lever being set to "0". This was originally steam-operated by a small piston and cylinder. This locomotive was later rebuilt as a conventional classmate in 1952, using new mainframes and a spare set of cylinders from one of the Coronation Pacifics, and was numbered 46202, later to be named 'Princess Anne'.

6201, LMS lot number 99, was built at Crewe for the sum of £11,675 (£685,000 today) and named Princess Elizabeth, after the then Duke of York’s eldest daughter, currently our Queen Elizabeth II, leaving the works on 3rd November 1933.

Throughout the years the Princess Royal's continued to ply their trade on the West Coast services, but the years of World War II took their toll on the fleet. The beautiful Crimson Lake was replaced by Wartime Black, and the prestige manner that these locomotives had been accustomed to was stripped away as the railways were rationalised as part of the war effort. Work hours increased, and maintenance turns reduced, meaning these engines were being forced to the very limit of their design to keep Britain moving.

With the end of the war in 1945 the workload began to decrease, but the railways had paid the price. The beauty and lavish luxury of the pre-war companies had been stripped and would never return, with all of Britain's main railway companies now almost bankrupt and working a fleet of very tired engines on a poorly maintained railway network. In 1948 the Labour Government nationalised these companies to create British Railways, hoping to modernise the network and rebuild the overworked system.

The Princess Royals and their more powerful sisters the Coronation Pacifics continued to work hard as the implementation of diesels gathered pace. Early diesels however were underpowered and suffered heavily from reliability issues, meaning on many occasions the steam locomotives that they intended to replace actually came to their rescue!

It was not all plain sailing though for the Princess Royals in the 1950's, as this decade was littered with many fatal accidents. On 21 September 1951, locomotive No.46207 Princess Arthur of Connaught was hauling an express passenger train that was derailed at Weedon, Northamptonshire due to a defective front bogie on the locomotive, resulting in the deaths of 15 people and the injury of 35.

This was followed a year later by what would turn out to be the worst rail accident in the whole of British history. On 8 October 1952, an express passenger train hauled by Coronation Class, 46242 'City of Glasgow' overran signals on a train from Perth to London Euston, striking the rear of a stopped Tring to Euston commuter train at Harrow and Wealdstone station in North London. The ensuing wreckage was then struck by a northbound Liverpool express, hauled by Jubilee Class 45637 'Windward Islands', and recently rebuilt ex-Turbomotive Princess Royal 46202 'Princess Anne', which had only entered service two months earlier. In the chaos that followed, a total of 112 people were killed and 340 were injured, with 46202 obliterated in the accident, the first and only member of the class to be lost in an accident.

The late 50's however began to see the end of these engines as good, reliable diesels began to be introduced to replace them, followed closely by electric traction on the West Coast Mainline out of Euston. In 1961 the first members of the class were withdrawn from service, including 6201, which was placed in store in March 1961, but returned to service in May of that year due to poor diesel reliability.

As more diesels were delivered, in October of the same year 6201 was again placed into storage at Carlisle Kingmoor. However, again in January 1962 6201 was returned to traffic to cover for diesel failures and continued to work until September 1962 where it was once again placed into storage. It was subsequently withdrawn by BR in October 1962 and purchased by Roger Bell. The last of the locomotives to be withdrawn was class premier and original prototype number 62000 'The Princess Royal', which was withdrawn in November 1962 and subsequently scrapped. In all, only two locomotives were preserved, number 6203 'Princess Margaret Rose' and 6201 'Princess Elizabeth'.

46201 was bought by the then Princess Elizabeth Locomotive Society straight from BR service when withdrawn in 1962. Initially kept at the Dowty Railway Preservation Society's premises at Ashchurch in Gloucestershire, and then subsequently at the Bulmers Railway Centre in Hereford. When the Bulmers Centre closed in the 1990s, the loco moved to the East Lancashire Railway. Since April 2009 it has been based at the Crewe Heritage Centre. On 3 June 2012, Princess Elizabeth's whistle signalled the start of the Thames Diamond Jubilee Pageant while the locomotive was standing on Battersea Railway Bridge. The Queen was made aware of the locomotive and waved to the crew on the footplate. On 11 July 2012 Princess Elizabeth hauled the Royal Train from Newport to Hereford and again from Worcester to Oxford as part of the Diamond Jubilee Tour. 6201 was withdrawn from service in July 2012 for a piston and valve examination at the Tyseley Locomotive Works and after repairs, she returned to service on 17 November hauling the "Cumbrian Mountaineer" from Carnforth to Carlisle. She was withdrawn for overhaul at the end of December 2012 having completed her longest period of operation in preservation.

India - West Bengal - Kolkata - Streetlife - Coolies Waiting For Job - 133 by Manfred Sommer

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