[
    {
        "id": 264660,
        "series_id": 27,
        "series_slug": "histsyn-co129-engine",
        "series_title": "CO129 Colonial Office Hong Kong Records 理藩院香港檔案",
        "series_use_hku_proxy": false,
        "document_key": "CO129-111 - Acting Governor Mercer - 1866 [1-2]",
        "page_number": 42,
        "title": "CO129-111 - Acting Governor Mercer - 1866 [1-2]",
        "content_text": "## N 6.\n\nReceived November 52, 1865.\n\nReporting payment of Expenses Amoy to identify 7 persons sent to Lorcha \"Henry Darling\" that committed the Piracy - Inspected of being the Boat \"Cok\".\n\n(Signed) R. M. Courtenay, Captain.\n\nSir,\n\nH.M. Gunboat \"Grasshopper\" Amoy November 10, 1865.\n\nI have the honor to inform you that on the 31st Ultimo I received intelligence from Tai Kong by the British Steamer \"Dumbarton\", and also a letter for the Senior Naval Officer at this Port, from Lieutenant Mainwaring, Commanding H.M. Gunboat, at Swatow, which I opened,\n\nR. W. Cardwell, Esq.,  \nSenior Officer,  \nAmoy.",
        "txt_file_path": "txt/2diw2n4r2/CO129-111 - Acting Governor Mercer - 1866 [1-2].txt",
        "external_url": "",
        "rank": 0
    },
    {
        "id": 266047,
        "series_id": 27,
        "series_slug": "histsyn-co129-engine",
        "series_title": "CO129 Colonial Office Hong Kong Records 理藩院香港檔案",
        "series_use_hku_proxy": false,
        "document_key": "CO129-113 - MacDonnell - 1866 [5-6]",
        "page_number": 517,
        "title": "CO129-113 - MacDonnell - 1866 [5-6]",
        "content_text": "516 \n\nI cannot learn that any fixed principle has been laid down for the guidance of the Queen's Officers in the matter. \n\nAbout a fortnight ago I was informed that the Steamer \"Dumbarton\" was expected from Shanghai with the new Governor of the Province of Quanting on board, \"in route\" for Canton - the seat of his Government. It was supposed the Dumbarton would remain some hours in the harbor, and I felt it improper to allow so high an Officer, my immediate neighbor, and with whom, through the Consul, I had to look forward to very frequent intercourse on important subjects, to visit this harbor without shewing him proper respect. \n\nI therefore arranged to send an Aide-de-Camp on board with my compliments, also to have carriages ready to convey the Governor to my residence, and to have a salute of 13 guns fired in his honor when landing. These were the best arrangements I could make after consulting the Consul at Canton and those most conversant with Chinese usages. You will observe that I only ordered a British Lieutenant Governor's salute of 13 guns, though the Governor of Quanting rules with very despotic power over nearly ten times the population of British North America. The Chinese ordinary salute however is only 3 guns, and as the Vice Roy both of Quanting...",
        "txt_file_path": "txt/2diw2n4r2/CO129-113 - MacDonnell - 1866 [5-6].txt",
        "external_url": "",
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    },
    {
        "id": 266048,
        "series_id": 27,
        "series_slug": "histsyn-co129-engine",
        "series_title": "CO129 Colonial Office Hong Kong Records 理藩院香港檔案",
        "series_use_hku_proxy": false,
        "document_key": "CO129-113 - MacDonnell - 1866 [5-6]",
        "page_number": 518,
        "title": "CO129-113 - MacDonnell - 1866 [5-6]",
        "content_text": "and the neighboring Province is a higher functionary, I thought it will be fitting for him a full Governor's salute of 17 guns, which I made the limit, as it appears inexpedient that any Chinese functionary should be saluted with more than the Queen's Representative.\n\nThe \"Dumbarton\" encountered very bad weather, and arriving during night left at day light. There was therefore opportunity offered of carrying out my intentions, but Consul Robertson made them known in the proper Quarter, and I enclose the correspondence which passed between him and the Vice Roy in reference thereto.\n\n517\n\nI shall however be glad to have some intimation from you that you approve the action which I took, and if not, I shall be happy to receive instructions for the future.\n\nI have the honor to be\nSir,\nYour most obedient servant,\nFrancis Macdonald\nGovernor",
        "txt_file_path": "txt/2diw2n4r2/CO129-113 - MacDonnell - 1866 [5-6].txt",
        "external_url": "",
        "rank": 0
    },
    {
        "id": 282211,
        "series_id": 27,
        "series_slug": "histsyn-co129-engine",
        "series_title": "CO129 Colonial Office Hong Kong Records 理藩院香港檔案",
        "series_use_hku_proxy": false,
        "document_key": "CO129-145 - Lieut Governor Whitfield - 1870 [6-9]",
        "page_number": 338,
        "title": "CO129-145 - Lieut Governor Whitfield - 1870 [6-9]",
        "content_text": "# XVI-RETURN of VESSELS REGISTERED at the Port of Hongkong, for the year ending 31st December, 1869.\n\n| NAME | RIG | HOUSE POWER | REGISTER TONNAGE | WHERE BUILT | REMARKS |\n| --- | --- | --- | --- | --- | --- |\n| Nina | Ship |  | 947.64 | Baltimore, U. S. A. |  |\n| Audax | Barque |  | 971.86 |  |  |\n| Ocean | Barque |  | 552.18 | St. Tropez |  |\n| Bahama | Barque | 165 | 620.34 |  |  |\n| Naomi | Schooner |  | 28.25 |  |  |\n| Bertha | Schooner |  | 226.63 | Glasgow |  |\n| Naruto | Jury | 150 | 196.12 | Cowes, Isle of Wight |  |\n| Sir Jamsetjee Jejeebhoy | Jury | 101 | 100.89 | Bombay |  |\n| Kathleen | Schooner | 84 | 300.00 | New York |  |\n| Lau Tong | Barque |  | 438.91 | Sunderland |  |\n| Kuishu | Barque | 112 | 684.99 | Cork, County of Cork |  |\n| Flying Fish | Barque |  | 342.50 | Bangkok | Sold to Foreigners |\n| Governor | Ship |  | 1,110.00 | Richmond, U. S. A. |  |\n| Duck | Schooner |  | 145.57 | Dartmouth |  |\n| Orissa | Schooner | 80 | 224.78 | Dumbarton |  |\n| Shaftesbury | Schooner | 120 | 524.17 | Sunderland | Sold to Foreigners |\n| Alicia | Barque |  | 25.49 | Bedford, Massachusset | (Poop and Round House added.) |\n\n## Emigrant Ships Cleared\n\n| No. | DATE CLEARED | SHIP'S NAME | TONS | OF WHAT PORT | MASTER'S NAME | WHITHER BOUND | ADULTS | CHILDREN | REMARKS |\n| --- | --- | --- | --- | --- | --- | --- | M | F | M | F |  |\n| 1 | 1 January | Umar Pasha | 832 | 6,758.32 | Lyttelton | China |  |  |  |  |  |\n| 2 | 3 February | Veritas | 19 |  | Guernsey | Stockton |  |  |  |  |  |\n| 3 | 6 |  | 10 |  | Tay Watt | Canton |  |  |  |  |  |\n| 4 | 7 March |  | 19 | Japan | 1049 | Salem |  |  |  |  |  |\n| 5 | 16 |  |  |  |  |  |  |  |  |  |  |\n\n## Summary\n\n| Year | Number of Vessels | Horse Power | Tons | Wreck | Broken up | Sale to Foreigners | Transferred to other Ports | Remaining |\n| --- | --- | --- | --- | --- | --- | --- | --- | --- |\n| 1869 | 18 | 400 | 1,000.58 |  |  | 465.94 | 3,290.63 | 265.42 | 30,912.41 |\n\nTotal Tons: 72,261  \nTotal Passengers: 1,708\n\nH. G. THOMSETT, R.N., Harbor Master, &c.\n\n# XVII-RETURN of VESSELS REGISTERED and STRUCK OFF in the Port of Hongkong, during the Year 1869.\n\n## Registered\n\n| No. |  | Horse Power | Tons |\n| --- | --- | --- | --- |\n|  | Great Republic |  | 3856 |\n|  | Shirley |  | 1205 |\n|  | Windward |  | 680 |\n|  | F. A. Palmer |  | Stetten |\n|  | National Eagle |  | 687 |\n|  | Helvetia |  | Hamburg |\n|  | Ferdinand Brumm |  | 4000 |\n|  | Old Dominion |  | New York |\n|  | Atrevida |  | 381 |\n|  | Great Republic |  | Sydney |\n|  | Onward |  | 1 Andreas |\n|  | Chelsea |  | 8 |\n|  | Salacia |  | Bamburg |\n|  | Parsoe |  | 845 |\n|  | L. Dimmock |  | Boston |\n\n## Struck Off\n\n| No. |  | Horse Power | Tons | By Reason of |\n| --- | --- | --- | --- | --- |\n|  | Malay |  | 308 | Singapore |\n|  | Eduard |  | 3636 | New York |\n|  | Japan |  | 632 | Liverpool |\n|  | Union |  | 585 | Lyttelton |\n|  |  |  | 640 |  |\n|  |  |  | 9866 | New York |\n|  |  |  | 457 | Sydney |\n|  |  |  | 3856 | New York |\n|  |  |  | 540 | New York |\n|  |  |  | 1047 | Hongkong |\n|  |  |  | 812 | Salern |\n\nH. G. THOMSETT, R.N., Emigration Officer, &c.",
        "txt_file_path": "txt/2diw2n4r2/CO129-145 - Lieut Governor Whitfield - 1870 [6-9].txt",
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    },
    {
        "id": 299242,
        "series_id": 27,
        "series_slug": "histsyn-co129-engine",
        "series_title": "CO129 Colonial Office Hong Kong Records 理藩院香港檔案",
        "series_use_hku_proxy": false,
        "document_key": "CO129-176 - Public Offices & Others - 1876",
        "page_number": 81,
        "title": "CO129-176 - Public Offices & Others - 1876",
        "content_text": "M..15728\n\n14838\n\n137376 78\n\nLeven Ship Yard Dumbarton 20th Nov. 1876\n\nThomas Gray toge Board of Trade\n\nLondon.\n\nMy dear Sir,\n\nMy Steamer Ocean left Hong Kong for Australia on the 20th Sept. last with a large number of passengers. She got back to that port on the 29th idem, with much difficulty with her boilers burnt by the carelessness of the second Engineer. Captain Jaques naturally desired to get rid of this man who had by gross negligence not only cost the owner of the Steamer a large sum of money, but had imperilled the lives of the passengers at that season on the China Sea.",
        "txt_file_path": "txt/2diw2n4r2/CO129-176 - Public Offices & Others - 1876.txt",
        "external_url": "",
        "rank": 0
    },
    {
        "id": 334553,
        "series_id": 27,
        "series_slug": "histsyn-co129-engine",
        "series_title": "CO129 Colonial Office Hong Kong Records 理藩院香港檔案",
        "series_use_hku_proxy": false,
        "document_key": "CO129-233 - Acting Governor Cameron - 1887 [6-8]",
        "page_number": 375,
        "title": "CO129-233 - Acting Governor Cameron - 1887 [6-8]",
        "content_text": "XVI-RETURN of VESSELS REGISTERED at the Port of Hongkong, during the Year 1886,\n\n363\n\nXV-SUMMARY.\n\nFOREIGN TRADE.\n\n  \n    NO. OF VESSELS.\n    TONS.\n    CREWS,\n  \n  \n    Name of Vessel.\n    Official Number.\n    Registered Tonnage.\n    Horse Power.\n    Rig.\n    Built of\n    Where built and when\n    Remarks, &c.\n  \n  \n    British Vessels entered with Cargoes,...\n    \n    2,938\n    44\n    3,381,287\n    40,260\n    \n    \n    \n  \n  \n    Do. in Ballast,\n    \n    2,982\n    \n    3,371,547\n    \n    124.8\n    3,911\n    \n  \n  \n    Total,\n    \n    \n    \n    \n    \n    \n    \n    \n  \n  \n    British Vessels cleared with Cargoes.\n    \n    2,660\n    291\n    2,996,666\n    344,164\n    116,888\n    9,124\n    \n  \n  \n    Do. do. in Ballast,\n    \n    \n    \n    \n    \n    \n    \n    \n  \n  \n    Total.\n    \n    \n    \n    3,340,880\n    \n    126,012\n    9,951\n    \n  \n  \n    Total of all British Vessels entered and cleared,\n    \n    5,933\n    \n    6,712,877\n    \n    252,153\n    \n    \n  \n  \n    Foreign Vessels entered with Cargoes,\n    \n    15,360\n    \n    2,253,932\n    \n    287,413\n    \n    \n  \n  \n    Do. do. in Ballast,..\n    \n    8,880\n    \n    698,685\n    \n    107,697\n    \n    \n  \n  \n    Total,\n    \n    24,240\n    \n    2,952,617\n    \n    345,110\n    \n    \n  \n  \n    Foreign Vessels cleared with Cargoes,\n    \n    18,230\n    \n    2,462,158\n    \n    \n    \n    \n  \n  \n    Do. do. in Ballast,\n    \n    5,688\n    \n    486,469\n    \n    \n    \n    \n  \n  \n    Total,\n    \n    23,918\n    \n    2,898,627\n    \n    281,216\n    59,032\n    \n  \n  \n    Total of all Foreign Vessels entered and cleared......................\n    \n    48,158\n    \n    5,851,244\n    \n    685,358\n    \n    \n  \n  \n    Total of all Vessels entered with Cargoes,\n    \n    18,298\n    \n    5,685,219\n    \n    362,245\n    \n    \n  \n  \n    Do. do. in Ballast,\n    \n    8,924\n    \n    738,945\n    \n    109,008\n    \n    \n  \n  \n    Total of all Vessels entered,\n    \n    27,222\n    \n    6,324,164\n    \n    471,253\n    \n    \n  \n  \n    Total of all Vessels cleared with Cargoes,\n    \n    20,890\n    \n    5,158,824\n    \n    398,104\n    \n    \n  \n  \n    Do. do. in Ballast,\n    \n    5,979\n    \n    780,633\n    \n    68,156\n    \n    \n  \n  \n    Total of all Vessels cleared,\n    \n    26,869\n    \n    6,239,457\n    \n    466,260\n    \n    \n  \n\nPage 363\n\nAgnes, str., 88,839 293.48 30 1 British\n\nFormosa, str.,\n\nCarisbrooke, str.....\n\n88,840 674.00 200 :\n\nDicky, str.,\n\nSual, str.,\n\nCousuelo, str., ..................\n\nKamoria, str.,\n\nPasig, str.,\n\nSeochow, str.,\n\nNone Wood Hongkong, 1886.\n\nSchooner Iron Newcastle on Tyne, 1885.\n\n65,463 973.07 140 Schooner Iron Sunderland, Durham, 1873.\n\n88,841 143.72 30 Schooner Iron Kiel, 1883.\n\n64,100 781.61 60 Schooner Iron Hongkong, 1873.\n\n88,842 15.18 10 Cutter Wood Hougkong, 1886.\n\n84,285 1,355.27 200 Schooner Iron Glasgow, 1881.\n\n58,835 257.44 15 Schooner Iron Glasgow, 1867.\n\n48,331 326.59 95 Schooner Iron Cork, 1858.\n\nSince sold to Foreigners at this Port.\n\nForeign name “Carisbrooke.”\n\nForeign name \"Dicky,”\n\nSince sold to Foreigners a Manila.\n\nForeign name \"Camorta.”\n\nForeign name \"Pasig,\"\n\nFormerly H. L. C. M. S. \"Kwang-wai.\"\n\nXVII-RETURN of REGISTRIES of VESSELS cancelled at the Port of Hongkong, during the Year 1886.\n\n  \n    Name of Vessel.\n    Rig.\n    Built of\n    Where built and when\n    Reason of Cancellation.\n  \n  \n    Amatista, str.,...\n    \n    \n    73,453 522.06 177,164\n    Madroklos,\n  \n  \n    73,454 392.36 1883\n    \n    937,513\n    \n    \n  \n  \n    Douglas, str.,\n    \n    \n    Saal, str., .................... 64,100\n    84,367 456.49 1883 60 Sehr. Iron\n  \n  \n    982.38 1883 240. Selar. Trou\n    \n    \n    \n    \n  \n\nLOCAL TRADE.\n\n  \n    \n    NO. OF VESSELS.\n    TONS.\n    CREWS,\n  \n  \n    Total of all Vessels entered.\n    4,929\n    157,909\n    50,087\n  \n  \n    Do. cleared,\n    5,026\n    165,207\n    40,999\n  \n  \n    Total of all Vessels engaged in Local Trade only, entered and cleared, .....\n    9,955\n    323,116\n    100,996\n  \n  \n    Total of all Vessels engaged in Foreign Trade only, entered and cleared,\n    54,091\n    \n    \n  \n  \n    do. in Local Trade only,\n    9,955\n    \n    \n  \n  \n    Grand Total of all Vessels entered and cleared,\n    64,046\n    12,563,621\n    323,116\n  \n  \n    \n    \n    12,886,737\n    987.413\n  \n  \n    \n    \n    \n    100,996\n  \n\nGear,\n\nAmity,\n\n62,522 519.02 1885\n\nAgnes, str.,..... 88,839 293.48 1886\n\nConsuelo, str.,...! 88,842 16.18 1886\n\n54,885 290.88 1883\n\nHongkong, 1873.\n\nAberdeen, 1882.\n\nSunderland, 1869.\n\n30 None Wood | Hongkong, 1886.\n\n10 Cutter Wood | Hongkong, 1886.\n\n1883140 Sehr. Iron Dumbarton, 1880.\n\nBarg. Wood Apreurade, Germany, 1866.\n\nSold to Foreigners at Kana-\n\nBarq. Iron gawa.\n\nRegistered de novo in consequence of alteration in tonnage.\n\nStranded, 1886.\n\nSchr. Wood Pallion, Sunderland, 1866. | Sold to Foreigners at Yoko-\n\nbama. Transferred to Singapore, 1886.\n\nSold to Foreigners at this Port,\n\nSold to Foreigners at Manila,\n\nSold to Foreigners at this Port.\n\nSUMMARY OF ALL CHINESE PASSENGERS,\n\nXVIII-AMOUNT of FEES received under the Merchant Shipping Act, 1855, and Section III of Ordinance No. 8 of 1879 in the Harbour Department, during the Year 1886.\n\n  \n    NAMES OF PLACES,\n    Matter or Duty in respect of which Fee taken.\n    Number.\n    Fee.\n    Amount.\n    Remarks, &c.\n  \n  \n    From Ports other than in China or Japan,\n    \n    \n    \n    $\n    \n  \n  \n    Do. in China and Japan,\n    \n    88,704\n    \n    612,263\n    \n  \n  \n    Do. in Macao,\n    \n    57,782\n    \n    \n    \n  \n  \n    Do. in Villages of the Colony,.\n    \n    \n    \n    $\n    \n  \n  \n    Total Arrivals.....\n    \n    768,843\n    \n    \n    \n  \n  \n    Kerrifying Desertion, ..........\n    \n    1\n    \n    \n    \n  \n  \n    Alteration in Agreement with Seamen,\n    \n    144\n    \n    144\n    \n  \n  \n    Declaration of Ownership,-\n    \n    11\n    \n    22\n    \n  \n  \n    Left for Ports other than in China or Japan,\n    \n    64,522\n    \n    \n    \n  \n  \n    dorsement of change of Master,\n    \n    \n    \n    \n    \n  \n  \n    Do. in China and Japan,\n    \n    588,430\n    \n    \n    \n  \n  \n    Endorsement of change of Ownership,..\n    \n    34\n    \n    31\n    \n  \n  \n    Do. in Macao......\n    \n    53,00!\n    \n    \n    \n  \n  \n    Do. iu Villages of the Colony, .\n    \n    9,529\n    \n    \n    \n  \n  \n    Lospection of Registry,\n    \n    \n    \n    \n    \n  \n  \n    Granting Certificate of Imperial Registry,\n    \n    1\n    \n    2\n    \n  \n  \n    Berding Mortgage of Ship,\n    \n    25\n    \n    \n    \n  \n  \n    Total Departures,.\n    \n    713,485\n    \n    \n    \n  \n  \n    Bearding Sale of Ship.....\n    \n    4\n    \n    20\n    \n  \n  \n    Recording Discharge of Mortgage,\n    \n    \n    \n    \n    \n  \n  \n    Excess of Arrivals over Departures,..........\n    \n    53,358\n    \n    \n    \n  \n  \n    Grand Total of Arrivals and Departures,\n    \n    \n    \n    1,484,328\n    \n  \n  \n    Total................$\n    \n    \n    \n    435.78",
        "txt_file_path": "txt/2diw2n4r2/CO129-233 - Acting Governor Cameron - 1887 [6-8].txt",
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    {
        "id": 394954,
        "series_id": 27,
        "series_slug": "histsyn-co129-engine",
        "series_title": "CO129 Colonial Office Hong Kong Records 理藩院香港檔案",
        "series_use_hku_proxy": false,
        "document_key": "CO129-326 - Foreign Office - 1904",
        "page_number": 291,
        "title": "CO129-326 - Foreign Office - 1904",
        "content_text": "Hull and the War.\n\nJaps purchase a Wilson Liner.\n\nC.0.\n\n22113\n\nP288\n\nJUN 04\n\n1024 1904.\n\nThe iron steamer \"Ohio\", 3,967 tons gross, 2,557 tons net, built by Messrs A. M'Millan and Son, Dumbarton, in 1880, with engines 22 in. 32 in. 45 in. and 64 in. by 42 in. stroke, in 1895 by Earle's Company owned by Messrs Thomas Wilson, Sons and Company Limited, Hull, is reported to have been sold to Japanese owners for a sum of about £12,000.\n\nand\n\nT",
        "txt_file_path": "txt/2diw2n4r2/CO129-326 - Foreign Office - 1904.txt",
        "external_url": "",
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    {
        "id": 455180,
        "series_id": 27,
        "series_slug": "histsyn-co129-engine",
        "series_title": "CO129 Colonial Office Hong Kong Records 理藩院香港檔案",
        "series_use_hku_proxy": false,
        "document_key": "CO129-423 - Governor Sir May - 1915 [7-8]",
        "page_number": 573,
        "title": "CO129-423 - Governor Sir May - 1915 [7-8]",
        "content_text": "# PORTS AND HARBOURS OF THE BRITISH EMPIRE: NOTES\n\n## UNITED KINGDOM.\n\n### (a) Glasgow \nIt is necessary to explain that the Clyde Navigation comprises the 18 miles in length of the River Clyde between the town of Port Glasgow at the seaward end up to the City of Glasgow.\n\nOf this length, the upper four miles form the harbour of Glasgow, comprising riverside quays, and docks or basins, named Kingston Dock, Queen's Dock, and Prince's Dock.\n\nFurther down the river, there is another dock called Rothesay Dock, constructed for the import and export of minerals, and although 4 miles further down the river from the harbour proper, it is included as part thereof.\n\nThe Trustees of the Clyde Navigation are the parliamentary authority for the River Clyde and the Harbour of Glasgow.\n\nThey were incorporated by the Clyde Navigation Consolidation Act, 1858, with powers, as conservators, to widen, deepen, and straighten the river, and to provide docks and quays and all the facilities of a port and work under this and amending Acts, of which the most recent is `1 & 2 Geo. V. Chap. 51`.\n\nThe Trustees, under the Clyde Navigation (Constitution) Act, 1905, are 42 in number—12 being the nominees of the Corporation of Glasgow, 3 being chosen by the County Council of Lanark (in which county the greater part of the harbour is situate), 1 by the County Council of Dumbarton, 1 each by three of the small towns on the river, and 6 by the Chamber of Commerce, Merchants' House, and Trades' House. The remaining 18 are elected by the dues-payers.\n\nThe Trustees are empowered to borrow money within limits defined by the Acts, on the security of their undertaking and of the rates and tolls leviable by them. They are required to set aside annually, as a sinking fund, after paying the ordinary expenditure and interest on money borrowed, a sum equivalent to the average annual surplus revenue of the 10 preceding years.\n\nThe portion of the channel seaward of the point where the Clyde Trustees' territory commences extends past Port Glasgow and Greenock, a length of about 4 miles, and this section is under the care of a separate body called the Clyde Lighthouses Trustees, who work under the Clyde Lighthouses Act, 1871 (`34 & 35 Vict. Chap. 132`) and subsequent Acts, of which the latest is `2 & 3 Geo. V. Chap. 25`.\n\n### (b) Liverpool \nThe Liverpool Dock Estate to-day has a frontage of 6.5 miles, with a water area of 430 acres, and a lineal quayage of 26.1 miles. There are 57 wet docks and basins and 19 dry docks.\n\nThe Birkenhead Dock Estate (i.e., on the opposite side of the River Mersey) has a shorter frontage of only 1.1 miles, but has a water area of 172 acres, and a lineal quayage of nearly 10 miles. There are six wet docks of the ordinary type, and two large sheets of impounded water (east and west Float) flanked with quays and equipped as docks throughout. There are three dry docks belonging to the Board at Birkenhead, and also several others belonging to private companies.\n\nThe total area (land and water) of the dock estate on both sides of the River Mersey (Liverpool and Birkenhead), controlled by the Mersey Docks and Harbour Board, may be taken at about 2,400 acres.\n\nThe Mersey Docks and Harbour Board, which controls and manages the docks and maintains the river and sea channels, is a public Trust and was constituted by Act of Parliament in 1857 (`20 & 21 Vict. Chap. 162`). It works under this and subsequent Acts, of which the most recent is `2 & 3 Geo. V. Chap. 12`. The Board consists of 28 members, 24 of whom are elected by the dock ratepayers, and 4 appointed by the Conservancy Commissioners of the River Mersey (namely, the First Lord of the Admiralty, the President of the Board of Trade, and the Chancellor of the Duchy of Lancaster).\n\nThe Board is empowered to borrow, on the security of the undertaking, within limits laid down by the Acts. It is required to set aside by way of sinking fund £100,000 in each year or such less sum as the surplus amounts to for the year.\n\n### (c) London \nThe total area of land and water comprising the various dock systems of the Port of London, including sites for extensions, is 2,801 acres. The water area of the docks amounts to 643 acres, and the length of quays to 26.1 miles.\n\nThe Port of London Authority was established in 1909, under the authority of the Port of London Act, 1908, `8 Edw. VII. Chap. 68`, to control the Port of London as regards the following matters, viz.:—\n\n1. The management of the docks.\n2. The administration of the River Thames, including maintenance and improvement of the channels from Teddington to Warden Point, a distance of about 70 miles.\n3. The registration of river craft and the licensing of lightermen and watermen.\n\nThe Authority also owns the dock undertakings in the port except the small terminal docks of the railway and canal companies.\n\nThe Authority consists of 29 members: 10 appointed by the Admiralty (1), the Board of Trade (2), the London County Council (4), the Corporation of the City of London (2), and Trinity House (1); 18 elected (17 by payers of dues, wharfingers and owners of river craft, and 1 by wharfingers) and a chairman elected by the Authority. The revenue of the Authority is derived mainly from charges and dues on vessels and on goods, and from rents of properties. Its estimates for each year are submitted to the Board of Trade, which, if not satisfied as to the sufficiency of the revenue to meet the charges, may order additional dues or increase of dues.\n\nThe Port of London Authority is empowered to borrow money on the security of the undertaking, and to create stock called \"Port of London Stock.\" Its borrowing is in such manner as the Board of Trade directs, but no loans for improvements may have a currency of more than 90 years.\n\n### (e) Southampton \nThe main docks (which for the most part are not enclosed) are the property of the London and South Western Railway Company. The entrance and approach channel and also the town quays are under the control of the Southampton Harbour Board, working under the Southampton Harbour Acts, 1863 to 1913, and appointed under the most recent of these Acts, `3 & 4 Geo. V. Chap. 82`. The Board consists of 26 members, 16 appointed and 10 elected. The appointing bodies are:—Admiralty, War Office, and Board of Trade (1 each), Trinity House (1), Local Authorities (9), London and South Western Railway Company (3). The electing bodies are—Southampton Chamber of Commerce (2), owners of foreign-going vessels (4), owners of coasting vessels (2), traders (1), waterside frontagers (1).\n\nMoney may be borrowed on the security of the undertaking within limits laid down by the Acts. The Trustees are required to set aside by way of sinking fund a sufficient sum to redeem the amounts borrowed within 60 years.\n\n## UNITED KINGDOM II.\n\n- Belfast\n- Bristol (Avonmouth)\n- Cardiff\n- Manchester\n- Newport\n- Swansea\n\n(For Notes, see p. 20.)\n\nPage 569\nPage 11",
        "txt_file_path": "txt/2diw2n4r2/CO129-423 - Governor Sir May - 1915 [7-8].txt",
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    {
        "id": 458362,
        "series_id": 27,
        "series_slug": "histsyn-co129-engine",
        "series_title": "CO129 Colonial Office Hong Kong Records 理藩院香港檔案",
        "series_use_hku_proxy": false,
        "document_key": "CO129-428 - Public Offices - 1915",
        "page_number": 455,
        "title": "CO129-428 - Public Offices - 1915",
        "content_text": "NORTHUMBERLAND continued.\n\nRural Districts.-Alnwick: Belford: Castle Ward: Glendale: Hexham-- (Civil Parishes of Bearl, Brumbaugh, Broomley, Bywell, Daker-shagg, Espershields, Healey, Hedley, High Fotherley, Horeley, Nafferton, Newlands, Newton, Newton Hall, Ovingham, Ovington Riding, Shotley High Quarter, Shotley Low Quarter, Spital, Stelling, Styford, Welton, Whittle, Whittonstall, and Wylam only): Norham and Islandshires: Morpeth: Rothbury.\n\nSOMERSET.\n\nUrban Districts.-Burnham: Clevedon: Highbridge: Portishead: Weston-super-Mare.\n\nRural Districts.-Axbridge: Clutton (except the Parishes of Chilcompton, Farrington Gurney, and Stone Easton): Keynsham: Long Ashton.\n\nThornaby-on-Tees.\n\nSUFFOLK.\n\nThe whole county.\n\nSURREY.\n\nThe whole county.\n\nYORKSHIRE.\n\nand\n\nCounty Boroughs.-Kingston-upon-Hull: Middlesbrough. Municipal Boroughs.-Beverley: Bridlington: Hedon: Scarborough: Urban Districts.-Cottingham: Eston: Filey: Great Driffield: Guisborough: Hessle: Hinderwell: Hornsea: Loftus: Malton: Norton: Pickering: Redcar: Saltburn-by-the-Sea: Scalby: Skelton and Brotton: South Bank in Normanby: Whitby: Withernsea. Rural Districts.-Beverley: Bridlington: Driffield: Guisborough: Kirkby Moorside: Malton: Middlesbrough: Norton: Patrington: Pickering: Scarborough: Sculcoates: Sherburn; Skirlaugh: Stokesley: Whitby.\n\nThe following areas are prohibited areas in Wales:-\n\nGLAMORGANSHIRE.\n\nThe whole county.\n\nPEMBROKESHIRE.\n\nMunicipal Boroughs.-Haverfordwest: Pembroke: Tenby. Urban Districts.-Fishguard: Milford Haven: Narberth: Neyland. Rural Districts.-Haverfordwest: Narberth: Pembroke.\n\nThe following areas are prohibited areas in Scotland:-\n\nABERDEENSHIRE.\n\nParishes.-Aberdeen: Aberdour: Auchterless: Belhelvie: Cairney: Crimond: Cruden: Culsalmond: Daviot: Drumblade: Drumoak: Dyce: Echt: Ellon: Fintray: Forgue: Fovoran: Fraserburgh: Fyvie: Glass: Huntly: Insch: Kinnellar: King Edward: Kinnethmont: Logie Buchan: Longside: Lonmay: Methlick: Monquhitter: New Deer: Newhills: New Machar: Old Deer: Old Machar: Peterculter: Peterhead: Pitsligo: Rathen: Rayne: St. Fergus: Skene: Slains: Strichen: Tarves: Turriff: Tyrie: Udny.\n\nARGYLLSHIRE.\n\nThe whole county.\n\nPage 5\n\nAYRSHIRE.\n\nParishes.-Ardrossan: Ayr: Beith: Coylton: Craigie: Dailly: Dalrymple: Dreghorn: Dundonald: Dunlop: Fenwick: Irvine: Kilbirnie: Kilmarnock: Kilmaurs: Kilwinning: Largs: Mauchline: Maybole: Monkton and Prestwick: Ochiltree: Riccarton: Stair: Stevenston: Stewarton: Symington: Tarbolton: West Kilbride.\n\nBANFFSHIRE.\n\nParishes.-Alvah: Banff: Boharm: Botriphnie: Boyndie: Cullen: Deskford: Fordyce: Forglen: Gamrie: Grange: Inverkeithny: Keith: Marnoch: Ordiquhill: Rathven: Rothiemay.\n\nBERWICKSHIRE.\n\nParishes.-Abbey St. Bathans: Ayton: Bunkle and Preston: Chirnside: Cockburnspath: Coldingham: Coldstream: Cranshaws: Duns: Eccles: Edrom: Eyemouth: Fogo: Fouldea: Greenlaw: Hutton: Ladykirk: Langton: Longformacus: Mordington: Polwarth: Swinton: Whitsome.\n\nBUTESHIRE.\n\nThe whole county.\n\nCAITHNESS-SHIRE.\n\nThe whole county.\n\nDUMBARTONSHIRE.\n\nParishes.-Arrochar: Bonhill: Cardross: Dumbarton: Kilmarnock: Luss: New Kilpatrick: Old Kilpatrick: Roseneath: Row.\n\nEDINBURGHSHIRE (MID-LOTHIAN).\n\nParishes.-Borthwick: Carrington: Cockpen: Colinton: Corstorphine: Cramond: Cranston: Crichton: Currie: Dalkeith: Edinburgh: Fala: Glencorse: Inveresk: Kirknewton: Lasswade: Leith: Liberton: Mid Calder: Newbattle: Newton: Penicuik: Ratho: Temple: West Calder.\n\nELGINSHIRE.\n\nParishes.-Alves: Bellie: Birnie: Dallas: Drainie: Duffus: Dyke and Moy: Edinkillie: Elgin: Forres: Kinloss: New Spynie: Rafford: Rothes: St. Andrews: Lhanbryde: Speymouth: Urquhart.\n\nFIFESHIRE.\n\nThe whole county.\n\nFORFARSHIRE.\n\nParishes.-Arbirlot: Arbroath and St. Vigeans: Auchterhouse: Barry: Brechin: Carmylie: Craig: Dun: Dundee Combination: Dunnichen: Eassie and Nevay: Farnell: Forfar: Fowlis-Easter: Glamis: Guthrie: Inverarity: Inverkeillor: Kettins: Kinnell: Kinnettles: Kirkden: Liff and Benvie: Logie Pert: Lunan: Lundie: Mains and Strathmartine: Marytown: Monifieth: Monikie: Montrose: Murroes: Newtyle: Panbride: Tealing.\n\nPage 4\n\nPage 5\n\nPage 5",
        "txt_file_path": "txt/2diw2n4r2/CO129-428 - Public Offices - 1915.txt",
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        "id": 459008,
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        "series_title": "CO129 Colonial Office Hong Kong Records 理藩院香港檔案",
        "series_use_hku_proxy": false,
        "document_key": "CO129-429 - Public Offices & Others - 1915",
        "page_number": 569,
        "title": "CO129-429 - Public Offices & Others - 1915",
        "content_text": "557\n\nC.O\n\n20898\n\nRECE\n\nHong Kong Education Department, RG 5 MAY 15\n\nAssistant Mastership. C.A. 494.\n\nThe candidate whose name is given below has been interviewed by the Selection Committee. Further details concerning him will be found in the accompanying application for IL.\n\nNAME:\n\nWilliam Lucas Handyside.\n\nADDRESS:\n\n59, William Street, Duntocher, Dumbartonshire.\n\nAGE:\n\nTwenty-four (24) years. Born 3rd April, 1891.\n\nEDUCATION:\n\nDuntocher Elementary School, 1895-1905.\n\nClydebank Higher Grade School and Junior Student Training Centre, 1905-1910. Glasgow University, M.A. 1910-1914.\n\nGlasgow Provincial Centre (Training of Teachers) 1910-1914.\n\nRecognised as a Certificated Teacher by the Scotch Education Department.\n\nEXPERIENCE:\n\nMilton of Campsie (Stirlingshire) Craigend School April-May 1914. Temporary Assistant Teacher.\n\nDalmuir Public School September-December 1914. Temporary Assistant Teacher.\n\nDumbarton, College Street Public School. Since January 1915, Assistant Teacher.\n\nREMARKS:\n\nDuntocher Public School, Evening Continuation Classes. Assistant Teacher September-December 1914\n\nMr. Handyside is a good example of a Scotsman who has made his way entirely himself. He is energetic and\n\n1.",
        "txt_file_path": "txt/2diw2n4r2/CO129-429 - Public Offices & Others - 1915.txt",
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    },
    {
        "id": 459012,
        "series_id": 27,
        "series_slug": "histsyn-co129-engine",
        "series_title": "CO129 Colonial Office Hong Kong Records 理藩院香港檔案",
        "series_use_hku_proxy": false,
        "document_key": "CO129-429 - Public Offices & Others - 1915",
        "page_number": 573,
        "title": "CO129-429 - Public Offices & Others - 1915",
        "content_text": "571\n\n13. School education:--\n\n14. University education, if any:—\n\n(a) Has the applicant graduated? Yes (1914)\n\nName of School or College.\n\nName of Principal.\n\nDates of joining and leaving.\n\nDuntocher Elementary School James Dalgleish 15-April 1905\n\nClydebank H. G. School and Glasgow University (Holders of Barclay Intermediate Leaving Certificate)\n\nF.A. Watson M.A., C. 1905 - June 1910 (Headmaster)\n\nLie Donald Macalister\n\nScholarships, Certificates, Degrees and other Honours.\n\nHolders of Barclay Intermediate Leaving Certificate 1905-6\n\nCertificate 1910\n\n6 Lower Certificates 3 Higher Certificates\n\nMaster of Arts consisting of Latin, Mathematics (1st Class Certificate), English (2nd Class Certificate), History, Higher English (1st Class Certificate and 4th Prize), Logic (2nd Class Certificate) and Constitutional Law and History.\n\n15. Professional training as a teacher, if any :-\n\nGlasgow Provincial Centre Hough McCallum. 1910 June 1911.\n\n(Senior Master of Method)\n\nAttendance at British History English (Literature 1st Year Honour England Honours) Special Certificates for Phonetics\n\nFirst in Examination List English Language.\n\nHonours List for Original Undergraduates and Graduates (Language)\n\nAwarded City (Glasgow) Educational Endowment Scholarship £50 (on basis of Professional Training and Academic Attainment) to present course\n\n[Abandoned owing to]\n\n16. Teaching employment:-\n\n17. Other employment:-\n\n(All employment to be entered in order of time.)\n\nName of School (or place) where employed.\n\nName of Principal or Employer.\n\nDates of joining and leaving.\n\nPosition and character of work done, also salary received.\n\nMilton of Campsie, Stirlingshire V.A. Smith (Headmaster)\n\nMay 1914 to Dec 1914\n\nTemporary Assistant Master Taught general subjects Salary £80 for month.\n\nDalmer Public School. (Old Kilpatrick School Board)\n\nCollege Street Public School (Dumbarton (Burgh) School Board)\n\nDuntocher Public School. (Old Kilpatrick School Board)\n\nWm Aitken (Headmaster)\n\nD. J. Montgomery\n\nJames Govan (Headmaster)\n\nSept. 1914\n\nTemporary Assistant Master Taught general subjects to Jr. I and II Salary £90 per annum.\n\nAssistant Teacher Teaching general subjects to Classes (Evening) - Taught English. Salary £115 per annum. Continuation Class (Evening) 1/- per hour.\n\nSinger's Manufacturing Company Limited Kilbowie Works.\n\nDec 1913\n\nTemporary (Holiday) Employment. Book-Keeping and general clerking 22/- per week.\n\n[OVER]",
        "txt_file_path": "txt/2diw2n4r2/CO129-429 - Public Offices & Others - 1915.txt",
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    {
        "id": 459017,
        "series_id": 27,
        "series_slug": "histsyn-co129-engine",
        "series_title": "CO129 Colonial Office Hong Kong Records 理藩院香港檔案",
        "series_use_hku_proxy": false,
        "document_key": "CO129-429 - Public Offices & Others - 1915",
        "page_number": 578,
        "title": "CO129-429 - Public Offices & Others - 1915",
        "content_text": "Page 576\n\nCollege Street School, Dumbarton, 26th April 1915\n\nI have pleasure in stating that the Mr. W. F. Handyside during the last three months, having charge of the Senior Assistant Teacher in this school with a little a de the I, shapes well, and gives promise of becoming, with more experience, a distinctly good teacher. His energetic, maintains good discipline and keeps his pupils always well occupied.\n\nAs a colleague he is obliging and agreeable.\n\n(Signed)\n\nJ. Aitken\n\nHeadmaster.\n\nPage 576",
        "txt_file_path": "txt/2diw2n4r2/CO129-429 - Public Offices & Others - 1915.txt",
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    {
        "id": 482210,
        "series_id": 27,
        "series_slug": "histsyn-co129-engine",
        "series_title": "CO129 Colonial Office Hong Kong Records 理藩院香港檔案",
        "series_use_hku_proxy": false,
        "document_key": "CO129-458 - Public Offices & Others - 1919",
        "page_number": 258,
        "title": "CO129-458 - Public Offices & Others - 1919",
        "content_text": "246\n\nReferees\n\nGive the names and addresses of two referees. They should be responsible persons who know you well, either in private life or professionally; and one at least should be well acquainted with you in private life.\n\n1. Name T. Miller.\n\nAddress British Linen Bank Bldgs. Dimmbarton Scotland\n\nOccupation Surgeon.\n\n2. Name Miss M. H. Vaughan\n\nAddress 27 Beesborough Gardens. London\n\nCOLONIAL NURSES.\n\n6162\n\nPREC\n\nREC 29 JAN 19\n\nSTATEMENT for the information of the Secretary of State for the Colonies, and for record in the Colonial Office, respecting Friss Emily Hurdley, who is an applicant for the post of Matron Nurse in the Colony of\n\nWestminster Miss Bandwell. F. B. Bromwich Dis. Slow:\n\nQUESTIONS.\n\n1. From what date will you be good enough to state how long you have been acquainted with the applicant?\n\nANSWERS.\n\nTestimonials.\n\nGive the name, address, and occupation of the writer of each of your testimonials. Copies certified by the Colonial Nursing Association must be sent for record in the Colonial Office. The copies may be either in M.S. or in print; and it is desirable, though not absolutely necessary, that they should be on foolscap paper not larger than this form.\n\n2. From what circumstances does your knowledge of her arise?\n\n3. (a). honest?\n\n(b). sober?\n\n(c) generally well conducted?\n\n4. Was her health good?\n\n5. If she has been employed under you, will you state the nature of her duties, and how she discharged them?\n\n6. Will you state the cause of her leaving-whether by voluntary resignation, dismissal, or otherwise?\n\nthe care of her duties\n\nNOLO\n\nthe Cam 2 the traditi\n\nnight duty;\n\non day\n\nStay here + night!\" duly\n\nLuft\n\nThre\n\nth\n\n\"both day\n\nCompletion & Orari Fraining\n\n[TURN OVER.",
        "txt_file_path": "txt/2diw2n4r2/CO129-458 - Public Offices & Others - 1919.txt",
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    {
        "id": 491012,
        "series_id": 27,
        "series_slug": "histsyn-co129-engine",
        "series_title": "CO129 Colonial Office Hong Kong Records 理藩院香港檔案",
        "series_use_hku_proxy": false,
        "document_key": "CO129-473 - Individuals - 1921",
        "page_number": 5,
        "title": "CO129-473 - Individuals - 1921",
        "content_text": "Le Bu\n\nBighe\n\n- Caut kens of cr? \"be admissit\n\nwthe admissible for such fusfoor\n\nof a wokentory dreton under this 1835 Act\n\nA\n\nLam\n\nLM\n\nBut freshape the hot\n\nIt have, Crack [ \"Wundena fit 1851, SE11]\n\nSacent hem\n\nC\n\nChim\n\ncope of the Code for farmsal\n\n} to has solo reset the reformuot and bee repoting that he she fine it\n\nreturn, dracoing attention to sc 328\n\nDrawn according\n\nWhat do you for\n\nEmili alact\n\nith niss\n\nof a 6:\n\nhe sub bantin\n\nso the\n\naffidavit.\n\nVI\n\nTur Collins\n\n7/4/21\n\nSend 2 71889 drawing attention to\n\nwhich shows before whom\n\nI agree & we might-alov\n\n241\n\nIt alli savit\n\n7\n\n#1B\n\n8/4/21\n\nbe sworn.\n\nAt once AGO\n\n8.4\n\nyour informing me\n\nwhat form this\n\nhake to meet the Registrais Ayurements None obedient servant,\n\nGavin Boyd.\n\n[BOGUJIPK__^3(MA)]\n\nDumbarton, 1st April 1971.\n\nThe Under Secretary of State, Colonial Office\n\nLondon 4.10.1.\n\nSir,\n\nYour Refe. $1789/1920.\n\nMe BM. Lamont, Avonbank, bardross, Dumbartonshire has hanked to me your letter of 28th October last to him repong the death of his brother Monday of the Hong Kong Police Force.\n\nCo\n\n2\n\nMr Jamont has since that take received a communication from the Deputy Registrar, Supreme Court, Hong Kong in which he states. that he propose to adminishes the estate With heparin podover the balance to my client for distribution among the pereos entitled one next of kin.\n\nIn point\n\nmy chind is\n\nbrother.\n\nkin.\n\nis gole next of kin of his his letter the Registret. asks my clind to forward him affideout",
        "txt_file_path": "txt/2diw2n4r2/CO129-473 - Individuals - 1921.txt",
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    {
        "id": 544844,
        "series_id": 27,
        "series_slug": "histsyn-co129-engine",
        "series_title": "CO129 Colonial Office Hong Kong Records 理藩院香港檔案",
        "series_use_hku_proxy": false,
        "document_key": "CO129-548-1 Annual reports from various government departments 3-4-1934 - 11-6-1935",
        "page_number": 150,
        "title": "CO129-548-1 Annual reports from various government departments 3-4-1934 - 11-6-1935",
        "content_text": "## Table XXI. Return of Registers of Ships Cancelled at the Port of Hong Kong during the Year 1933.\n\n| Name of Ship | Official Number | Registered Tonnage | Date of Registry | Rig | Build | Where and when built | Reason of Cancellation |\n| --- | --- | --- | --- | --- | --- | --- | --- |\n| Tecumseh |  | 4,247 | 9.5.1917 |  |  |  |  |\n| Shell | 154,062 | 244 | 13.8.1931 | Schooner | Nil | Flensburg, Germany | Abandoned as a total loss (23rd November, 1932.) |\n| Tsat Ho | 123,089 | 116 | 4... |  | Clinker | Hong Kong | Sold to Chinese Subject......1899 |\n| Aquilo | 116,054 | 173 | 15.12.1904 | + 91 | None |  | do. 1904 |\n| Chiu On | 152,092 | 11 |  |  |  |  | do. .1920 Abandoned as a total loss (31.5.1932). |\n| Wan-Liu | 142,189 | 671 |  |  |  | Shanghai ... 1908 |  |\n| Wandsworth Works | 137,809 | 2,795 | 25.6.1932 | Schooner | Isherwood |  | 1930 Transferred to Wellington, N. Z. |\n| Hoihow | 154,079 | 1,629 | 19... |  |  |  | 1895 Sold to Chinese Subject. |\n| Hermes 1 | 151,426 | 26 | 8.8.1921 |  | Clinker | Greenock 1916 | Sold to Portuguese Subjects. |\n| Libonotus | 152,096 | 178 | 6.12.1922 |  | Clinker | Hong Kong .1921 | Sold to Chinese Subject, .1922 do. \" 91 |\n| Sciron | 152,097 | 178 | 6.12.1922 |  | do. | \" 1922 | do. \" * |\n| Septentrio | 152.098 | 178 | 6.12.1922 |  | .1922 | lo. 11 27 |  |\n| Notus | 116,058 | 333 | 15.12.1904 |  | ...1884 | do. |  |\n| Seistan | 89,430 | 1,571 | 5.6.1917 | Schooner |  |  |  |\n| Argestes | 133,254 | 164 | 18.6.1914 |  |  |  |  |\n| Megaera | 120,158 | 152 | 12.1.1932 | Nil | None |  | Sold for breaking up. |\n| Tarcoola | 89,450 | 1,458 | 11.5.1932 | Schooner |  | Belfast ** 25 |  |\n| Winamac.. | 135,601 | 3,606 | 26.4.1917 |  |  | Stockton ..1914 | Yoker, Dumbarton-shire......1890 Registered anew on change of ownership. |\n| Hephaestus | 128,693 | 26 | 16.8.1910 |  |  | Willington ..1896 1902 | Hong Kong 1913 Sold to Chinese Subject. |\n| Hai Loong | 154,080 | 26 | 25.4.1933 | Nil | Schooner | \" Hong Kong |  |\n| Fatshan | 154,085 | 1,575 | 9.9.1933 | Carvel | Clinker |  | Sold to Japanese Subject. |\n| Tacoma | 135,832 | 4,233 | 9.5.1917 | Schooner | \"} | Flensburg, Germany. 1909 | Transferred to Portsmouth, |\n| Tremalni | 154,084 | 4 | 9.6.1933 |  |  |  | Transferred to London. |\n| Hoi Kong | 154,068 | 217 | 18.5.1932 |  |  |  | Sold to Foreigner. 1933 |\n| Hupeh | 154,087 | 1,628 | 7.11.1933 | Junk | Nil |  | Sold to American Subjects. Transferred to London. |\n|  |  |  |  | Schooner | Carvel Clinker | Hong Kong 1933 \" ..............1931 1910 | Transferred to London. \" |\n\nPage 150\nPage 151",
        "txt_file_path": "txt/2diw2n4r2/CO129-548-1 Annual reports from various government departments 3-4-1934 - 11-6-1935.txt",
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    {
        "id": 554283,
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        "series_title": "CO129 Colonial Office Hong Kong Records 理藩院香港檔案",
        "series_use_hku_proxy": false,
        "document_key": "CO129-562-12 Dysentry epidemic- recommendation to enforce compulsory pasteurization of milk 7-6-1937 - 17-8-1937",
        "page_number": 81,
        "title": "CO129-562-12 Dysentry epidemic- recommendation to enforce compulsory pasteurization of milk 7-6-1937 - 17-8-1937",
        "content_text": "## Veterinary staff\n| County | Whole-time | Part-time | Frequency of inspection | Remarks |\n| --- | --- | --- | --- | --- |\n| Dumbarton |  | 2 | Four times a year |  |\n| Dumfries |  | 2 | Twice a year for about 600 registered dairies and once for about 400 other premises where cattle are kept |  |\n| Dumfries, Burgh of |  |  | Three times a year |  |\n| East Lothian | 1 |  | Three times per annum |  |\n| Fife | 1 |  | Twice yearly |  |\n| Inverness |  |  | Quarterly | There have been inspections burghs of Inverness and Kingussie. Three inspections per year mainland. Registered twice per annum. Unregistered once per annum. No inspections in outer islands. |\n| Kincardine |  |  |  | *To enable all herds to be examined once during 1933 and 1934. Mr. J. Macmonemy has been appointed whole-time from 1st January to 31st March. |\n| Kirkcudbright | 1 |  | Once a year for all herds and as often again as possible | *Two extra whole-time veterinary inspectors employed each year from 1st November to 30th April. |\n| Moray |  |  | Four inspections per year |  |\n| Nairn | 1 |  | Two inspections per year |  |\n| Orkney | 1 |  | Twice yearly |  |\n| Peebles |  |  | Not known | There is also a consultant veterinary inspector employed (part-time). |\n| Perth and Kinross | 2 |  | Three times a year is being attempted this year | Inspections are made under milk and dairies act. |\n| Renfrew | 1 |  | Six times a year |  |\n| Greenock, Burgh of | 1 |  | Not known |  |\n| Paisley Burgh of | 1 |  | At least four times a year |  |\n| Ross and Cromarty | 3 |  | Two inspections per year. Twice per annum. Registered dairies once per quarter. Unregistered once a year |  |\n| Roxburgh | 1 |  | Thrice per annum | Appointment of whole-time veterinary inspector for Roxburgh and Selkirk jointly is being considered. |\n| Selkirk | ... |  | Two inspections per year. Twice per annum |  |\n| Stirling | 2 | 11 |  | Up to now no annual inspection has been completed, but the veterinary inspector examined as many herds as he could. Many dairies remain in the burghs. |\n| Sutherland | 1 |  |  | The appointment of a third veterinary inspector is being considered. |\n| Lanark |  |  |  | * Mr. Gibson has been given a temporary whole-time appointment from 1st February to 30th April, 1934, to do a general inspection. |\n| West Lothian | 1 |  |  |  |\n| Wigtown |  |  | Quarterly |  |\n| Airdrie Burgh of | 1 |  | Not less than quarterly |  |\n| Hamilton Burgh of | 1 |  | Monthly |  |\n| Rutherglen Burgh of | 1 |  | Quarterly |  |\n| Shetland |  |  |  |  |\n| Motherwell and Wishaw Burgh of | 1 |  | Monthly |  |\n| Coatbridge | 1 |  | Quarterly |  |\n| City of Glasgow | 5 |  | Eight times a year |  |\n| Midlothian | 2 |  | Meat inspection and other duties are done by the veterinary department. Registered dairies thrice per annum. Unregistered about once in each two years |  |\n\n## (b) Frequency of veterinary inspection of dairy cattle under the milk and dairies (Scotland) act, 1914 (statement furnished by the Department of Health for Scotland)\n| County | Minimum number per annum |\n| --- | --- |\n| Aberdeen-Landward area | 1 |\n| Burghs | 1-12 |\n\nPage 145\nPage 146",
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        "document_key": "CO129-562-12 Dysentry epidemic- recommendation to enforce compulsory pasteurization of milk 7-6-1937 - 17-8-1937",
        "page_number": 82,
        "title": "CO129-562-12 Dysentry epidemic- recommendation to enforce compulsory pasteurization of milk 7-6-1937 - 17-8-1937",
        "content_text": "# \n## County \n| County | Landward area | Burghs |\n| --- | --- | --- |\n| Angus | ... |  |\n| Argyll | ... |  |\n| Ayr |  |  |\n| Banff |  |  |\n| Berwick |  | ... |\n| Bute |  |  |\n| Caithness |  | ... |\n| Clackmannan |  |  |\n| Dumfries |  | 1-4 |\n| Dumbarton | 4 | 4 |\n| East Lothian |  |  |\n| Fife | 33 | 2-12 |\n| Inverness |  |  |\n| Kincardine |  |  |\n| Kirkcudbright |  |  |\n| Lanark | 3 | 3-12 |\n| Midlothian |  | 4-12 |\n| Moray and Nairn | 3-4 | 3-4 |\n| Orkney | 1 | 2-12 |\n| Peebles | 21 | 3 |\n| Perth and Kinross |  |  |\n| Renfrew |  |  |\n| Ross and Cromarty | 2-4 | 2-4 |\n| Roxburgh | 2-4 | 1-12 |\n| Selkirk |  |  |\n| Stirling |  |  |\n| Sutherland | 2 | 2 |\n| West Lothian |  |  |\n| Wigtown | 24 | 1-4 |\n| Zetland | 3 | 3-4 |\n\n## Minimum number per annum \n| County | Landward area | Burghs |\n| --- | --- | --- |\n| Moray and Nairn | 3-4 | 3-4 |\n| Orkney | 1 | 4 |\n| Peebles | 3 | 3 |\n| Perth and Kinross |  | 4 |\n| Renfrew |  | 3 |\n| Ross and Cromarty | 2-4 | :: |\n| Roxburgh | 2-4 | :: |\n| Selkirk |  |  |\n| Stirling |  |  |\n| Sutherland | 2 | 2 |\n| West Lothian |  |  |\n| Wigtown | 24 | ... |\n| Zetland | 3 | 24 | \n## \nPage 141 \nPage 147 \nPage 148",
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        "document_key": "CO129-562-12 Dysentry epidemic- recommendation to enforce compulsory pasteurization of milk 7-6-1937 - 17-8-1937",
        "page_number": 92,
        "title": "CO129-562-12 Dysentry epidemic- recommendation to enforce compulsory pasteurization of milk 7-6-1937 - 17-8-1937",
        "content_text": "## (b) Human and cow population and rateable value by counties in Scotland.\n\n(a) Exclusive of large burghs. (b) Inclusive of large burghs.\n\n| County or county borough. | Population in 1931. | Rateable value on 1st April, 1930, for general county purposes | Rateable value per head. | Number of cows in milk or in calf and heifers in milk, 4th June, 1931. | Rateable value per cow. |\n| --- | --- | --- | --- | --- | --- |\n| **ENGLAND-Continued.** |  |  |  |  |  |\n| Worcester (A.C. and C.B.'s) | 420,156 | 1,569.5 | 4.4 | 25,776 | 72.0-3 |\n| Yorks., East Riding (A.C.) | 169,692 | 313,366 | 1,837.5 | 4.2 | 24,864* | 29 |\n| Kingston-upon-Hull (C.B.) | 313,366 | 1,569.5 | 5.0 | - | - |\n| Yorks., East Riding (A.C. and C.B.) | 483,058 | 2,289.8 | 4.7 | 330,900 | 1,488.2 | 4.5 |\n| Yorks., North Riding (A.C.) | 138,489 | 604.8 | 4.4 | 24,864 | 92 |\n| Middlesbrough (C.B.) | 138,489 | 604.8 | 4.4 | 53,944* | 28 | 4.4 |\n| Yorks, North Riding (A.C. and C.B.) | 469,389 | 2,093.0 | 4.5 | 53,944 | 39 |\n| Yorks., West Riding (A.C.) | 1,530,110 | 6,829.0 | 4.5 | 120,208* | 57 |\n| Barnsley (C.B.) | 71,522 | 307.2 | 4.3 | - | - |\n| Bradford (C.B.) | 298,041 | 2,285.4 | 7.7 | - | - |\n| Dewsbury (C.B.) | 51,303 | 287.5 | 5.3 | - | - |\n| Doncaster (C.B.) |  |  |  |  |  |\n| Halifax (C.B.) |  |  |  |  |  |\n| Huddersfield (C.B.) | 145,594 | 642.3 | 4.4 | 40,335 | 16 |\n| Leeds (C.B.) | 312,853 | 2,009.3 | 6.4 | 50 | - |\n| Rotherham (C.B.) | 76,970 | 458.5 | 6.0 | 10,797 | 42 |\n| Sheffield (C.B.) | 511,742 | 2,667.3 | 5.2 | - | - |\n| Wakefield (C.B.) | 59,115 | 334.8 | 5.7 | - | - |\n| **SCOTLAND.** |  |  |  |  |  |\n| Aberdeen (a) | 270,190 | 1,999.4 | 7.4 | 185 | - |\n| Aberdeen (b) | 63,014 | 405.6 | 6.4 | 18,323 | 22 |\n| Angus (a) | 210,299 | 1,193.8 | 5.7 | 48,013 | 25 |\n| Angus (b) | 285,182 | 1,792.6 | 6.3 | 37 | - |\n| Argyll | 54,835 | 190.5 | 3.5 | 11,708 | 16 |\n| Ayr (a) | 26,601 | 123.8 | 4.7 | 4,583 | 27 |\n| Ayr (b) | 18,822 | 192.5 | 10.2 | 2,962 | 65 |\n| Banff | 25,656 | 86.8 | 3.4 | 6,405 | 14 |\n| Berwick | 63,308 | 440.5 | 7.0 | - | - |\n| Bute | - | - | - | - | - |\n| Caithness | - | - | - | - | - |\n| Clackmannan | 31,947 | 181.1 | 5.7 | 1,428 | 127 |\n| Dumbarton (a) | 98,122 | 548.1 | 5.6 | - | - |\n| Dumbarton (b) | 79,242 | 482,789 | - | - | - |\n| Dumfries (a) | 113,467 | 764.9 | 6.7 | 21,807 | 13 |\n| Dumfries (b) | 147,751 | 1,061.2 | 7.2 | 6,412 | 166 |\n| East Lothian | 58,265 | 284.9 | 4.9 | 21 | - |\n| Fife (a) | 47,369 | 325.5 | 5.9 | 2,705 | 120 |\n| Fife (b) | 197,433 | 1,184.3 | 6.0 | 12,543 | - |\n| Inverness (a) | 276,261 | 1,739.2 | 6.3 | - | - |\n| Inverness (b) | 59,500 | 230.6 | 3.9 | 18,251 | 13 |\n| Kincardine | 82,082 | 411.2 | 5.0 | 94 | 139 |\n| Kinross | 27,441 | 161.7 | 6.0 | 6,229 | 26 |\n| Kirkcudbright | 7,454 | 48.0 | 6.4 | 1,490 | 32 |\n| Lanark (a) | 30,341 | 154.7 | 5.1 | 18,260 | 8 |\n| Lanark (b) | 300,813 | 1,803.1 | 6.0 | 34,000 | 53 |\n| Midlothian (a) | 1,585,968 | 13,853.7 | 8.7 | 407 | - |\n| Midlothian (b) | 87,279 | 500.1 | 5.7 | 8,154 | 61 |\n| Moray | 526,277 | 5,671.9 | 10.8 | 696 | - |\n| Nairn | 40,805 | 222.4 | 5.5 | 6,346 | 35 |\n| Orkney | 8,294 | 48.4 | 5.8 | 2,107 | 23 |\n| Perth (a) | 22,075 | 45.3 | 2.1 | 10,622 | 4 |\n| Perth (b) | 85,965 | 635.5 | 7.4 | 16,719 | 38 |\n| Renfrew (a) | 120,772 | 950.6 | 7.9 | 57 | - |\n| Renfrew (b) | 103,606 | 833.3 | 8.0 | 12,865 | 65 |\n| Ross and Cromarty | 288,575 | 2,105.3 | 7.3 | 164 | - |\n| Roxburgh | 62,802 | 199.3 | 3.2 | 15,879 | 13 |\n| Selkirk | 45,787 | 286.3 | 6.3 | 5,791 | 49 |\n| Stirling (a) | 22,608 | 162.8 | 7.2 | 1,206 | 135 |\n| Stirling (b) | 107,289 | 640.5 | 6.0 | 10,460 | 61 |\n| Sutherland | 166,447 | 1,057.1 | 6.3 | 101 | - |\n| West Lothian | 16,100 | 74.2 | 4.6 | 4,138 | 18 |\n| Wigtown | 81,426 | 406.6 | 5.0 | 4,825 | 84 |\n| Zetland | 29,299 | 120.9 | 4.1 | 5 | - |\n|  | 21,410 | 42.8 | 2.0 | 4,895 | 9 |\n| **Total, England and Wales Administrative Counties (excluding London)** | 22,243,538 | 117,034.0 | 5.3 | 2,364,797* | 49 |\n| **County of London** |  |  |  |  |  |\n| **County Boroughs** |  |  |  |  |  |\n| **Total** | 4,396,821 | 55,447.0 | 12.6 | 13,307,572 | 85,187.4 | 6.4 |\n|  | 39,947,931 | 257,668.4 |  |  |  |\n| **Scotland (exclusive of large burghs)...** | 2,211,391 | 12,658.9 | 5.7 | 397,938 | 32 |\n| **Scotland (inclusive of large burghs)...** | 4,842,554 | 36,749.1 | 7.6 | 92 | - |\n\n*Including cows in associated county boroughs. +Including cows in the county of London.\n\n`1244/545 1500 5/34 F.O.P. 10053 Gp. 340`",
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    {
        "id": 578792,
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        "series_title": "CO129 Colonial Office Hong Kong Records 理藩院香港檔案",
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        "document_key": "CO129-592-10 Future Policy in Hong Kong- Port Administration 10-4-1946 - 15-4-1947",
        "page_number": 186,
        "title": "CO129-592-10 Future Policy in Hong Kong- Port Administration 10-4-1946 - 15-4-1947",
        "content_text": "185\n\n186\n\n4\n\nmay conveniently be outlined under the four heads of (a) port and harbour provision; (b) river conservancy; (c) lights, buoys and seamarks; and (d) pilotage.\n\n(9) Port and Harbour provision: Easily the first in importance is the undertaking of the Clyde Navigation Trustees, who administer the port of Glasgow and the river as far down as Port Glasgow. Adjoining this undertaking are the subordinate undertakings of the Cart Navigation, controlled by the Town Council of Paisley, and the Dumbarton Harbour Board at the mouth of the Leven. Port Glasgow harbour, once important, has now disappeared. Next to the Clyde Navigation Trustees, though substantially less in relative importance, comes the Greenock Harbour Trust. These are the only substantial dock authorities operating in the upper estuary and river, though account must also be taken of several marine works and wharves belonging to the railway companies and others.\n\nOn the Ayrshire coast on the lower estuary are the undertakings of the Ardrossan Harbour Company, the L.M. & S. Railway Company at Troon and Ayr, and the Irvine Harbour Company.\n\nGlasgow, Greenock, Ardrossan and the Ayrshire ports are the only ports offering facilities for ocean trade or to any substantial extent, for coastwise traffic; and, if we except the distant ports of Stranraer and Campbeltown and the war emergency ports of Faslane and Cairnryan it may be accepted that all the remaining harbours or piers on the Clyde and its tributary lochs cater only for local passenger and goods traffic and for fishing vessels.\n\n(10) River Conservancy: This function is discharged above Port Glasgow by the Clyde Navigation Trustees, and below Port Glasgow (including the remaining four miles of the dredged channel), by the Clyde Lighthouses Trust, whose area of jurisdiction extends to the Cumbraes.\n\n(11) Lights, buoys and seamarks: Channel lights and buoys between Glasgow and Port Glasgow are provided and maintained by the Clyde Navigation Trustees. Below Port Glasgow, lights, beacons and buoys are provided and maintained in the upper estuary by the Clyde Lighthouses Trust. Of the latter, three, (Little Cumbrae, Toward and Cloch) are major lights. In the lower estuary, excluding the Sound of Bute and Loch Fyne, the Northern Lighthouse Commissioners, as the general lighthouse authority for Scotland, maintain 12 major lights. In addition there are numerous minor lights mostly provided by local lighthouse authorities. Particulars of the lights, extracted from the Admiralty List of Lights for 1943, are set out in Appendix B.\n\n(12) Pilotage: Pilotage Orders under the Pilotage Act, 1913, have been made with respect to the Clyde, Ardrossan, Ayr and Irvine.\n\nThe Clyde Pilotage Authority is a separate body corporate controlling the river and firth as far down as the Cumbraes. At Ardrossan, Irvine and Ayr the respective dock authorities are the pilotage authorities.\n\n5\n\n(13) The administrative lay-out may be shown in diagrammatic form thus:\n\nClyde Pilotage Authority\n\nClyde Lighthouses Trust\n\nNorthern Lighthouse Commissioners\n\nClyde Navigation Trustees\n\n(Cart Navigation) (Dumbarton Harbour Board)\n\nGreenock Harbour Trustees\n\nArdrossan Harbour Company\n\nIrvine Harbour Company\n\nTroon (L.M.S. Railway Co.)\n\nAyr (L.M.S. Railway Co.)\n\nWe now proceed to a more detailed examination of the constituent authorities, their powers and duties.\n\nA. THE CLYDE NAVIGATION TRUST\n\n(14) The undertaking originated in the hands of the Magistrates of Glasgow, with whom there came in time to be associated various representatives of trading interests. The first act was passed in 1759, and this act and seven later acts were consolidated in the Clyde Navigation Consolidation Act, 1858, which remains the principal act prescribing the general powers and duties of the Trustees. Since 1858 some 23 private acts have been passed for the purpose of authorising new works, amending the constitution of the Trust, and effecting sundry other changes in, and additions to, the Trust's powers.\n\n(15) Under its present constitution, the broad structure of which dates from 1905, the Trust consists of no fewer than 42 members, appointed as follows:\n\nNominated by Glasgow Corporation\n\nLanarkshire County Council\n\nDunbarton County Council\n\nDumbarton Town Council\n\nRenfrew Town Council\n\nClydebank Town Council\n\nChamber of Commerce, Glasgow\n\nMerchants House, Glasgow\n\nTrades House, Glasgow\n\nElected by Harbour Ratepayers\n\n  \n    2\n    \n    \n  \n  \n    1\n    \n    \n  \n  \n    1\n    \n    \n  \n  \n    1\n    \n    \n  \n  \n    2\n    \n    \n  \n  \n    2\n    \n    \n  \n  \n    2\n    \n    \n  \n  \n    12\n    \n    \n  \n  \n    2\n    \n    \n  \n\n24\n\n18\n\nHHNNN\n\n191\n\n42",
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        "document_key": "CO129-592-10 Future Policy in Hong Kong- Port Administration 10-4-1946 - 15-4-1947",
        "page_number": 187,
        "title": "CO129-592-10 Future Policy in Hong Kong- Port Administration 10-4-1946 - 15-4-1947",
        "content_text": "(16) The undertaking extends from Albert Bridge, Glasgow, to a line between Newark Castle, Port Glasgow, and Cardross Burn, a distance of over 18 miles. The harbour section lies between Albert Bridge, Glasgow, and Rothesay Dock, Clydebank, a distance of over 6 miles. The lower 12 miles consist of the dredged channel and river approach, and in this lower section there are no quays. The dredged channel by which access is obtained to the port extends for about 4 miles below the lower limit of the Trust's undertaking, and this lower portion of the channel is under the control of the Clyde Lighthouses Trust. The whole system is open to the tide.\n\n(17) The general powers and duties of the Trustees are the dredging and maintenance of the river and docks and the provision of dock facilities, the cost to be met from dues levied under statutory schedules. In certain respects, e.g., in dealing with wrecks, leasing lands, and deepening the channel, the powers are wider than those to be found in the general harbour acts.\n\n(18) Eighty per cent. of the pre-war imports into Glasgow were distributed within the city and the industrial areas of Clydeside and Mid-Scotland, and the remaining 20 per cent. within the remainder of Scotland. About half the goods imported and exported were conveyed from and to the docks by rail, and half by road; general merchandise (as opposed to minerals), being conveyed by road to the extent of 88 per cent. From an analysis of the goods handled during the year to June, 1937, we take these particulars:\n\n  \n    General commodities\n    by rail\n    35\n  \n  \n    \n    by road\n    \n  \n  \n    Coal, minerals, etc.\n    by rail\n    Grain, 80 per cent. by road\n  \n  \n    Commercial oils and petrol\n    \n    tons 62,977\n  \n  \n    \n    \n    3,000,000\n  \n  \n    \n    \n    3,100,000\n  \n  \n    \n    \n    200,000\n  \n  \n    \n    \n    380,000\n  \n\nThe average tonnage handled by road vehicles per day was about 10,000 tons; the number of loads per 8-hour day was 3,769; and the average load was thus about 3 tons. 2,770 mechanically propelled vehicles in 1937 had dock permits, and it was then estimated that some 3,000 horse-drawn lorries could be made available. The use of such lorries is declining.\n\n(19) Though there is considerable warehouse accommodation (including cold storage) in the city, there were before the war no warehouses within the dock estate immediately accessible to ships (with the exception of a granary of 47,000 tons), the quay sheds being transit sheds only. There are practically no mills, manufactories, or works with a water frontage; and on this account, and because there is no room for mooring vessels in the river or docks, barges were not used prior to the war, and discharge into lighters was unknown. A service of tugs is provided by two private firms.\n\n(20) The time occupied in bringing a ship from the Tail of the Bank to Princes Dock is about 3 hours, and the practice is to steam with the tide. The maximum current is about 3 knots on the ebb tide. There are no dangers due to tides, shoals, or shifting sands, and we were informed by pilots with wide experience that, given the care required by the narrow waters, the task of navigating in the channel ships up to 18,000 to 20,000 tons presented no difficulty, and that, with some additional widening and dredging, ships of 30,000 tons could be brought up to Glasgow. It is, of course, well known that, by the adoption of special measures, the two giant Cunarders have both been brought down the channel. We are advised that the recent developments of Radar and similar devices have not yet proceeded far enough to make them valuable aids to navigation in the channel in fog, but that difficulties arising from fog are no greater nor more prevalent on the Clyde than at most other ports.\n\nPage 7\n\nB. THE CART NAVIGATION\n\n(21) The Cart is a tributary of the Clyde, which it enters opposite Clydebank, after flowing through a portion of Renfrewshire in the vicinity of Paisley and Renfrew. The undertaking of the Cart Navigation was entrusted in 1787 to the Magistrates of Paisley, who, owing to financial difficulties, were superseded in 1843 by temporary trustees, and in 1872 by permanent trustees. From 1891, the trustees defaulted in payment of mortgage interest, and a judicial factor was appointed by the Court. In or about 1915, the undertaking became derelict. By the Paisley Corporation (Cart Navigation) Order Confirmation Act, 1938, the undertaking was resuscitated and vested in the Corporation of Paisley, all its debts being cancelled, and the Corporation being given the powers of the former trustees, and additional powers appropriate to conservancy and harbour authorities.\n\nWhile this undertaking has had an unfortunate history, its potentialities are obvious, and the continuance and development of the barge and lighter traffic introduced on the Cart during the war is worthy of investigation.\n\nC. PORT GLASGOW HARBOUR\n\n(22) This undertaking was formerly vested in and administered by Trustees operating under the Port Glasgow Harbour Acts, 1864 to 1890. From 1893 onwards, the revenue was insufficient to pay the B Debenture interest, and from 1911 onwards, the revenue was insufficient to pay the A Debenture interest. In 1939, the arrears of interest being then £85,000 and the traffic being negligible, the Trustees were empowered by the Port Glasgow Burgh and Harbour Order Confirmation Act, 1939, to sell the undertaking to the Town Council for £3,000, and a portion has since been filled in and converted into a public park. There are, of course, important shipbuilding yards in this area.\n\nD. DUMBARTON HARBOUR BOARD\n\n(23) This undertaking is administered under local acts, passed in 1881, 1899, and 1907, by a Board consisting of 11 members, of whom 6 are nominated by the Town Council of Dumbarton and 5 are elected by harbour ratepayers. The area comprises the lower reach of the river Leven at its confluence with the Clyde. To meet the loan charges on mortgage and overdrafts, a guarantee rate has been levied by the Town Council, the limit being 4d. in the £. The dues on goods are negligible; practically the whole revenue being derived from dues on ships built in Dumbarton or putting in for repairs. There is now only one firm of shipbuilders at Dumbarton (Messrs. Denny), and the harbour undertaking is dependent on this firm for its existence, and is virtually an adjunct of the shipbuilding yards. As such, it is of importance to the Burgh and to the shipbuilding company, and the development of barge traffic on the Leven should be considered.\n\nE. GREENOCK HARBOUR TRUST\n\n(24) This undertaking has had a complicated and checkered history. The original trustees were nominated by the Superior of Greenock in the middle of the 18th century, and the administrative structure was repeatedly modified until the passing of the consolidating act of 1866, which set up a board of 25 members, of whom 16 were nominated by the Town Council and 9 elected by shipowners and ratepayers. By 1887, the Trustees had defaulted in payment of interest, and in 1888, certain financial adjustments were made by local act, and the bondholders secured the right, which they have since retained, to a substantial representation on the Trust, the membership then being fixed at 9 members from the Town Council, 6 from shipowners and ratepayers,\n\nPage 3\n\n47051",
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        "page_number": 190,
        "title": "CO129-592-10 Future Policy in Hong Kong- Port Administration 10-4-1946 - 15-4-1947",
        "content_text": "194\n\n12\n\n193\n\nnecessitating alterations to both piers, the former belonging to Dunoon Town Council and the latter to the Railway Company. Dunoon Town Council had in view the acquisition of the necessary powers under the Act, but no decisions were reached. It is to be presumed that the project will be revived after the war, for there is a strong demand for this improvement.\n\n(40) Rhu-Roseneath Ferry: In December, 1941, complaints were made (not for the first time) of the inadequacy of the privately owned ferry service between these places, but the County Council, on being approached by the Scottish Office, declined to take over the ferry under the Act. The present demands on the service are exceptional and due to war conditions, and it is meantime being operated by the Ministry of War Transport.\n\n(41) Rhubodach-Colintraive Ferry: In 1939 the County Councils of Bute and Argyll had under consideration the acquisition of this ferry and the construction of piers. The project has been deferred owing to the war.\n\n(42) Campbeltown Harbour: Financial assistance from the Development Fund was offered by the Treasury in 1937 towards the cost of harbour repairs, one of the conditions being that the Town Council to whom the harbour belongs should adopt Part III of the Act. This offer was declined. We note that there are possibilities of new coal developments in this district.\n\n(43) Tarbert Harbour: The Trustees of this fishing harbour have made application to the Treasury for an advance from the Development Fund towards the cost of a repair scheme, estimated at £10,000.\n\n(44) Carradale Harbour: The local fishermen have made representations to the County Council of Argyll as to the inadequacy of the harbour facilities. It is understood that no decisions have yet been taken, but the powers of the Act are available, and application could be made for assistance from the Development Fund.\n\n(45) We have not thought it to be within our province to examine projects of the type illustrated above more narrowly, but it is unquestionable that there is great scope for improvement in the provision of minor harbours, piers and ferry services (vehicular and passenger) on the Clyde and its tributary lochs, and a strong local demand for such improvements. For one reason or another there was exhibited prior to the war a marked lack of enterprise and initiative in regard to such services, and the tendency was in the direction of a steady decline. Owing in part to the war, the Act of 1937 has not yet had a fair trial, and it is still too soon to say whether it provides the necessary machinery for putting these facilities and communications on a satisfactory basis. But this at least is clear that the duty of providing and financing local improvements of this kind throughout the whole extensive coast lines of the estuary and its tributary lochs cannot properly be made the exclusive function of a Clyde Port Authority, nor can the expense be made a charge upon the shipping using the major Clyde ports or the goods handled at these ports. We may add that an ideal solution for many of the difficulties which exist in providing communications across the numerous narrow stretches of sheltered water would be offered by the use of some of the types of amphibious vehicles and special craft so widely used for war purposes.\n\n(46) We have added in Appendix C particulars of 19 of the more important local piers and small harbours, of which 6 are owned by local authorities, 5 by private persons, 7 by harbour or pier companies, and I by the Ministry of War Transport. There are others, some of which are virtually derelict and none of which is of more than local importance, and in certain instances we have found it impossible to trace the persons responsible for maintenance and upkeep.\n\nі\n\n13\n\nPILOTAGE AUTHORITIES\n\n(47) The Clyde Pilotage Authority, constituted under an Order of 1920, is a body corporate consisting of:\n\n7 members appointed by the Clyde Navigation Trust,\n\n4 members appointed by Greenock Harbour Trust, the Chairman of Dumbarton Harbour Board, the Chairman of Port Glasgow Harbour Trustees, the Chairman of Rothesay Harbour Trustees, and\n\n3 persons elected from the licensed pilots,\n\nmaking a total of 17 members. The structure of this Authority and the balance of representation are obviously antiquated, and were already partially out of date when the Order of 1920 was made. The only justification urged before us was that they conformed to old traditions. The Pilotage District extends from Albert Bridge, Glasgow, to the southernmost point of Little Cum-brae, and pilotage is compulsory east of a line joining Kempock Point and Kilcreggan Pier. The number of licensed pilots during the war has exceeded 120, but these have now been reduced to 85, the peace-time average being about 50.\n\nWe draw attention to the fact that it appears from the 1944 accounts that the average net earnings of a pilot was then £1,287 per annum.\n\n(48) Under the Irvine Pilotage Order, the authority is the Harbour Company, with power to delegate to a Pilotage Committee; and the Pilotage District comprises a stretch of water extending 3 nautical miles below low-water mark in the vicinity of Irvine Harbour. Similar provision is made at Ardrossan and Ayr by the Pilotage Orders applicable to these ports.\n\n(49) It is a striking fact that of the 9 larger dock or harbour undertakings which have been passed under brief historical review, at least 5 have at one time or another proved unremunerative and have defaulted in payment of their capital charges. In some cases (and to some extent in all cases) the failure of the enterprise has been attributable to decline in a major local industry, or to diversion of trade, or to other causes beyond the control of the undertakers. But the hard fact remains that a good deal of capital has been wasted in the creation of assets which proved to be redundant long before their useful life was exhausted, and that part of the waste might have been avoided if the provision of port facilities had been planned as a whole and not as a series of independent and competitive enterprises It is fair to add that this comment is inspired by the wisdom that comes after the event. It is also noteworthy that the Clyde group displays that diversity of pattern of administrative structure which characterises harbour administration in all parts of the world; for amongst the 7 undertakings still operating we find as the governing bodies 3 Trusts, 2 statutory companies, I Railway Company, and I municipality. If attention is concentrated upon the elected or nominated bodies which administer the Clyde Navigation, Dumbarton Harbour, Greenock Harbour, Clyde Lighthouses and Clyde Pilotage it will be observed that the balance of representation is unequal and to some extent out of date, and that the same persons, or the holders of the same office, tend to appear again and again in several different capacities.\n\nPage 190\n\nPage 191",
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        "series_title": "CO129 Colonial Office Hong Kong Records 理藩院香港檔案",
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        "document_key": "CO129-592-10 Future Policy in Hong Kong- Port Administration 10-4-1946 - 15-4-1947",
        "page_number": 191,
        "title": "CO129-592-10 Future Policy in Hong Kong- Port Administration 10-4-1946 - 15-4-1947",
        "content_text": "14\n\n195\n\nThe inter-locking system of representation is shown by the following table:\n\nFrom\nClyde\nGreenock\nClyde Trust\nHarbour\nPilotage\nAuthority\nTotal\n\nClyde Navigation Trust\n\nGreenock Harbour Trust\n\nLicensed Pilots\n\nDumbarton Board\n\nHarbour\n\nPort Glasgow Harbour\n\nRothesay Harbour Trust\n\nGlasgow Town Council\n\nGreenock Town Council\n\nPort Glasgow Council\n\nMerchants House, Glasgow\n\nTrades House, Glasgow\n\nChamber of Commerce,\n12\n\n12\n\nTown\n2\n2\n\nGlasgow\n2\n\nChamber of Commerce,\n18\n\n18\n\nCouncil\n\nGreenock\n\nShipowners and ratepayers\n\nDunbarton County Council\n\nStockholders\n\nLanarkshire Council\n\nDumbarton Town Council\n\nRenfrew Town Council\n\nClydebank Town Council\n\nIndependent\n\nTOTAL\n743\n\n743\n\nClyde\nDum-barton\nLight-houses\nHarbour\nBoard\nTrust\nTotal\n\n5\n\nI\n\n2\n\n80\n\n10\n\n25\n\n5\n\n3\n\nI\n\nI\n\n12\n\n5\n\nI\n\n13\n2\n\n2\n\n5\n\nII\n\n39\n\n6\n\n42\n\n17\n\n17\n\nI I\n\n20\n\n2\n\nI\n\n7\n\nI\n\nI\n\n2\n\n15\n\n196\n\nAs was to be expected, the figures suggest that the depression of the early 1930's was felt more acutely on the Clyde and the Tyne than further south.\n\n(52) Between 1914 and 1918, and much more notably between 1940 and 1944, conditions were of course wholly exceptional. For reasons which it is needless to detail, it was necessary in 1940 and thereafter to improvise and put into operation on the Clyde under conditions of extreme pressure many emergency expedients for handling, regardless of commercial considerations, unprecedented volumes of exceptional overseas imports and exports traffic, the import traffic being for nation-wide distribution and consumption, and the exports being derived from all parts of Great Britain. During these years invaluable experience was gained, and full use must be made of the knowledge so acquired. But we do not propose to narrate the war expedients, partly because their disclosure might be undesirable on wider grounds, but mainly because any long-term forecast which was coloured by recent events would be most misleading. We must assume that our investigation is directed to making provision for a period when the Clyde will not be required for the accommodation of service traffic under war conditions, or of a large volume of trade deliberately diverted from other ports. We desire to lay special emphasis on this point. Certain of the views urged upon us seemed to be largely dependent for their validity upon the indefinite continuance of active service conditions, and to be imperfectly related to the class and volume of traffic reasonably to be anticipated in time of peace.\n\n(53) As a measure of comparison between the Clyde and the rest of the United Kingdom, and between the six main Clyde ports inter se, we have abstracted the following particulars from the Annual Statements of the Trade of the United Kingdom:\n\nOn a value basis the total overseas trade of the United Kingdom amounted in 1938 to £1,451,788,899, and the share of the Clyde ports was as follows:-\n\nValue\nPer cent. of U.K.\nPer cent. of the 6 Ports\n\nGlasgow\n£60,863,438\n4.2\n93.01\n\nGreenock\n2,514,547\n.17\n3.82\n\nArdrossan\n1,189,033\n.084\nI.gr\n\nAyr\n370,018\n.025\n.55\n\nIrvine\n274,483\n.019\n*45\n\nTroon\n172,267\n-012\n-26\n\n£65,383,786\n4.5\n100.00\n\nOn a tonnage basis for overseas, imports, exports and re-exports, the figures show slightly different results owing to the high weight/value ratio of the mineral traffic conducted at certain of the ports. The 1938 figures are:-\n\nTons\nPer cent. of the 6 Ports\n\nGlasgow\n3,220,546\n71.5\n\nGreenock\n442,786\n9.7\n\nArdrossan\n355,691\n7.75\n\nAyr\n\n4.2\n\nIrvine\n272,991\n\nTroon\n184,953\n6\n\n40,284\n\n4,517,251\n100.00\n\nCHARACTERISTICS AND TREND OF TRAFFIC AT THE CLYDE PORTS\n\n(50) To assist us in forming some estimate of the task to be performed, when normal conditions are restored, by the authority or authorities then responsible for the Clyde Ports, we have studied the trade and navigation returns for a number of selected years, both in respect of the Clyde Ports and of several other United Kingdom ports,\n\nWhile exact standards of comparison would be impossible without very narrow analysis of the figures, it may be accepted for present purposes that for many years London has been easily the first of the ports of the United Kingdom, and Liverpool easily the second, the Clyde ports falling into a group which also includes such comparable ports as Hull, Bristol, Manchester and Newcastle.\n\nThe relative position of these ports has varied from time to time; but, taking one year with another, the ratio in value of traffic between (a) London, (b) Liverpool, and (c) each member of the third group, has been roughly in the proportion of (a) 7, (b) 4-5, to (c) I or less.\n\n(51) If attention is confined to the group of ports comparable with the Clyde, it is plain that between 1921 and 1938 the curves representing the volume of trade (whether measured in tonnage of shipping or in weight or value of exports and imports), have followed roughly parallel courses, which faithfully mirror the vicissitudes in the general prosperity of the country as a whole and of the hinterlands which the ports respectively serve.\n\nA",
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    {
        "id": 578812,
        "series_id": 27,
        "series_slug": "histsyn-co129-engine",
        "series_title": "CO129 Colonial Office Hong Kong Records 理藩院香港檔案",
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        "document_key": "CO129-592-10 Future Policy in Hong Kong- Port Administration 10-4-1946 - 15-4-1947",
        "page_number": 206,
        "title": "CO129-592-10 Future Policy in Hong Kong- Port Administration 10-4-1946 - 15-4-1947",
        "content_text": "44\n\n225\n\nThis division line will give the new authority the area, with its approaches, within which the vast bulk of the present and prospective traffic will be found and which constitutes in a maritime sense an area distinct from the lower estuary. It is the area suggested as appropriate by most of the affected interests.\n\nIt is true that by adopting this line we have excluded Ardrossan, Irvine, Troon and Ayr, in addition to many smaller harbours but we have done so deliberately. The main risk to be guarded against in the outer estuary is the possibility of new developments at the existing ports, or at any projected new port, which might adversely affect the plan for the estuary as a whole, and provision for this risk must be made. To meet this possibility we have made certain recommendations in Para.(137), which in our view will adequately safeguard the position.\n\n(135) Undertakings to be absorbed: Our conception is that there should from the first be incorporated in the new undertaking, and that there should pass under the initial transfer, at least the undertakings of the Clyde Navigation Trust, the Clyde Lighthouses Trust and the Greenock Harbour Trust, and the functions of the Clyde Pilotage Authority: and that the new authority should be empowered to acquire by agreement any of the other dock, pier or harbour undertakings within the area above the Cumbraes. Failing such agreement, we suggest a provision on the lines of s.10 of the Port of London Act, 1920, empowering the new authority to acquire any of these other undertakings compulsorily by provisional order.\n\nIn our view the railway passenger piers at Craigendoran, Gourock, Wemyss Bay, Largs and Fairlie should, for the present at least, continue to be operated and controlled by the respective railway companies: and this could be achieved either by deferring the power to acquire these piers, or by an agreed token transfer and re-transfer under licence. We anticipate no difficulty in the adjustment of the matter between the railway companies and the new authority.\n\nWe do not contemplate an immediate transfer of the small harbours and piers above the Cumbraes on the coasts of Bute, Argyllshire and Dunbartonshire, for they do not constitute a part of the port facilities of the Clyde but have rightly been made the subject of a different administrative and financial policy, as explained in Para.(38).\n\nIn view of the special position of Dumbarton Harbour Board as explained in Para.(23) a transfer could not properly be effected except on terms to be adjusted not only with the undertakers but with Messrs. Denny; and though similar specialities do not affect the Cart Navigation, General Terminus Quay, Renfrew Wharf and Bowling Harbour, we consider that such minor undertakings should be left to be taken over by agreement, or, if the new authority so resolves, and if agreement cannot be reached, by an application for compulsory powers.\n\n(136) Powers of the new authority: (a) above the Cumbraes: Within its own area above the Cumbraes we recommend that the new authority should be vested with the powers and duties of the absorbed undertakings, so far as still appropriate and necessary, and with all the additional powers enjoyed under their latest statutes by the leading dock authorities of the United Kingdom. Some of these powers have not been exercised to any great extent on the Clyde, such as the provision of warehouse services, stevedoring, towage and the like, but we think it essential that they should be conferred, leaving it to the new authority to determine how far such services should continue in other hands; and how far it may prove desirable to supersede\n\n45\n\n086\n\nor supplement the services of private firms. The new authority should also have powers (additional to their present licensing powers), similar to those exercised by the Minister of War Transport in Glasgow and Greenock under the war-time dock labour scheme, to regulate the operations of stevedoring and master porterage firms and to fix their maximum charges. Provision should also be made for the licensing of tugs and the control of towage charges.\n\nWithout prejudice to the rights of the Ministry of War Transport in relation to works below high-water mark, we also consider that the owners of all existing but unabsorbed pier or harbour undertakings above the Cumbraes should be laid under a statutory obligation,—(a) to maintain the works to the reasonable satisfaction of the new authority, in so far as they may affect navigation; (b) to obtain the licence of the new authority for any additions, extensions or new construction below high-water mark; and (c) to comply with the regulation of the new authority as regards user of the works to prevent unfair competition\n\n(137) Powers of the new authority (b) below the Cumbraes: It will be sufficient in our view to restrict the powers of the new authority in the lower estuary below the Cumbraes to present or future harbour works capable of being used for overseas trade or for coasting trade, other than that of West Scotland. The owners of such existing or projected harbours or docks should be laid under obligation to consult in advance with the new authority regarding new capital works for the provision of additional accommodation for ocean or coastal shipping, and the new authority should be empowered to acquire any such undertaking by agreement, or, failing agreement, to apply by provisional order for powers of compulsory acquisition.\n\nWe may observe that we have no cause to think that the railway companies or the authorities at Irvine and Ardrossan will fail to co-operate amicably with the new authority, if only in their own best interests. But on the long view some such provision as we have indicated seems indispensable in order to ensure that the new authority may with confidence proceed to frame and execute its master plan. It may safely be assumed that the new authority would only operate the suggested safeguard with a full sense of responsibility in order to protect the wider public interest against wasteful duplication of facilities and unfair competition.\n\nWe may add that we have in view the possibility that the general question of railway-owned docks may again come under review in the future; and if it should be determined to divorce railway docks from the relative railway undertakings, the new authority would be the appropriate body to assume control at Ayr and Troon.\n\n(138) In the representations addressed to us various conditions were suggested for the purpose either of committing the new authority to action in certain directions, or of limiting their activities in other directions. We are opposed to any such fettering of the discretion of the new authority. As we have stated, we contemplate that the new authority will be taken bound to maintain, improve and develop its undertaking in such fashion as to promote to the best advantage the efficient and economical working of all the facilities provided, or to be provided, in the estuary, and to do so in the general interest of the hinterland which it serves and of the country as a whole. Under some such charter an authority composed as we suggest can and should be left to study and solve its own problems, without being rigidly tied down in advance by specific requirements and prohibitions. The new authority would of course require Parliamentary approval for additional borrowing powers and for the construction of major new works.",
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    {
        "id": 578814,
        "series_id": 27,
        "series_slug": "histsyn-co129-engine",
        "series_title": "CO129 Colonial Office Hong Kong Records 理藩院香港檔案",
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        "document_key": "CO129-592-10 Future Policy in Hong Kong- Port Administration 10-4-1946 - 15-4-1947",
        "page_number": 208,
        "title": "CO129-592-10 Future Policy in Hong Kong- Port Administration 10-4-1946 - 15-4-1947",
        "content_text": "48\n\n999\n\nIn some instances, e.g. where there is no outstanding debt and no proprietary interests, all that may be required is a simple transfer of assets and liabilities, powers and duties, without any purchase consideration. We assume of course that the customary provision will be made for compensation to staff for forced loss of office, and for superannuation schemes, and the like. In many of the cases, we anticipate that the matter would present no difficulty, but in others, and notably in the case of the Greenock Harbour Trust, the position will inevitably be complex and difficult.\n\n(146) We therefore suggest a scheme on the analogy of the Railways Act, 1921, the London Passenger Transport Act, 1933, and the earlier port amalgamations, whereby an independent arbitration tribunal shall be set up, consisting of an expert or experts to be nominated in the Act or by an independent authority, such as the Lord President of the Court of Session. It will be the duty of this tribunal (a) to approve any agreed amalgamation scheme which may be submitted by the constituent authorities whose undertakings fall to be merged in the new authority; (b) failing such agreement, to settle such a scheme themselves in accordance with the principles referred to below; and (c) to adjust the allocation of the securities to be issued by the new authority in satisfaction of the transfer consideration.\n\n(147) The formulation of the principles on which the tribunal is to proceed is, as always, a matter of difficulty, but they are entitled to more guidance than is given by the bare direction, to be found in some statutes, that they must have regard to all the circumstances of the case. A just indemnity to all legitimate interests in the constituent undertakings must be combined with due regard to the extent of the burdens to be laid on the new authority, whose capacity to discharge functions of vital importance to the future of Scotland must not be impaired by the imposition of any obligations in excess of the proved necessities of the case or the true value of the assets to be taken over and thereafter maintained by the new authority. Nothing should be allowed for the fact that the amalgamation is compulsory. Account should be taken of the value on a pre-war net revenue earning basis of each constituent undertaking (a) as a separate undertaking, and (b) as a component part of the new unified undertaking, but nothing should be allowed for economies, accretions of traffic or other circumstances tending to enhance the value of such component undertakings in so far as these factors are attributable solely to the amalgamation.\n\n(148) As regards the Clyde Navigation Trust, our impression is that, broadly speaking, the financial policy and methods of accounting which have been employed over a period of years by this large and stable public utility trust are substantially the policy and methods which will appropriately be applied by the new unified authority in regard to such matters as appropriation from revenue to reserve and provisions for maintenance, renewals and obsolescence. Subject to the adjustments which may well be required on an expert scrutiny, it follows that, to a first approximation, the Trust's accounts provide as they stand the general basis for an exchange of Clyde Trust stock into more or less equivalent stock of the new authority.\n\n(149) But, for the reasons mentioned in Paras. (74) to (79), the position at Greenock is different. The financial policy and accountancy methods applied since the Act of 1913 are not those of an ordinary public utility authority or commercial undertaking, and are not those which could possibly be applied by the new authority. It will be for the suggested arbitration tribunal to consider whether, if no amalgamation had taken place and if Greenock reverted to peace-time conditions, the past financial policy could\n\n49\n\n230\n\nbe much longer continued. Further, having regard in particular to the wide fluctuations in prices and to the fact that the nominal market value of the B Deferred Debentures appreciated by about 700 per cent. between 1940 and 1943, we do not consider that the market quotations can be accepted as indicative of the true value of the debentures for purposes of amalgamation. For these reasons it may be necessary completely to recast the Greenock accounts so as to secure a common standard of comparison with the Clyde Trust before the basis of transfer can be estimated, and it may even be necessary to have the undertaking valued as at the appointed day and to investigate the provision which will have to be made in future for maintaining and renewing the wasting assets.\n\n(150) We have stressed these matters because of the plea made to us (Para. 91), that some equitable compensatory provision should be made to the B Deferred Debenture holders in respect of their valuable rights to benefit in the prosperity of the undertaking.' As already stated, we recommend that equitable compensation on the basis of a fair indemnity should be given not only to the B Deferred Debenture holders at Greenock, but to all expropriated interests; but the undertaking in which alone these stockholders have an interest is the Greenock Harbour viewed as a separate entity, and operating in isolation under the conditions to be anticipated when peace is restored. They have no claim to a perpetual lien on the future prosperity of the new unified undertaking.\n\n(151) In the case of Greenock and Dumbarton, as we have stated, there are at present certain liabilities on the local authorities respectively as guarantors of loans incurred by the undertakers. We propose that these should be discharged gratuitously as from the date when the respective harbour undertakings are absorbed. According to our conception the new authority will be self-supporting,\n\nIn the case of Greenock the harbour undertaking is exempt from liability to certain local rates, under s. 123 of the Greenock Corporation Act, 1909, and s. 210 of the Greenock Harbour Act, 1913. We propose that this exemption should continue; for we can see no justification for conferring upon this focal authority not only a gratuitous release from its guarantee obligations, but also a windfall in the form of an annual cash payment, probably a large amount, from the extended undertaking, which will be valued as a unum quid for rating purposes on the basis of its whole revenues.\n\n(152) Being unaware how far, if at all, our proposals will be accepted or what policy and projects the new authority, if created, may adopt, we have found it impossible to pursue the matter into further detail; nor have we sought to estimate the extent or structure of the new authority's capitalisation, for we do not know on what terms money may be obtainable. We must leave this question on the general statement of principles outlined above.\n\n(153) The rates and dues which would require to be charged by the new authority in order to make the extended undertaking self-supporting will of course depend upon the post-war level of wages and cost of materials, and will doubtless remain above the pre-war standard for some time. It is estimated however that an expansion of the undertaking on the lines proposed will cause no increase of rates above the level of the Clyde Trust schedule, provided that new capital expenditure does not go beyond economic justification, and that the Greenock trade maintains the 1936-38 level. Various administrative economies will be possible, but they are unlikely to affect materially the annual budget, in which administrative costs are not a very",
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        "page_number": 212,
        "title": "CO129-592-10 Future Policy in Hong Kong- Port Administration 10-4-1946 - 15-4-1947",
        "content_text": "237\n\n338\n\n56\n\n# APPENDIX A\n\nSOURCES FROM WHICH THE COMMITTEE DERIVED EVIDENCE\n\n## Dock, Harbour and Pilotage Authorities\n\nArdrossan Harbour Trust\n\nClyde Lighthouses Trust\n\nClyde Navigation Trust\n\nClyde Pilotage Authority\n\nDumbarton Harbour Board\n\nGreenock Harbour Board\n\nIrvine Harbour Board\n\nL.M.S. Railway Co.\n\nL.N.E. Railway Co.\n\n## Public Departments and Authorities\n\nMinistry of War Transport\n\nScottish Home Department\n\nRegistrar General for Scotland\n\nNorthern Lighthouse Commissioners\n\n## Local Authorities\n\nCorporation of Glasgow\n\nCorporation of Greenock\n\nCounty Council of the County of Ayr\n\nCounty Council of the County of Dunbarton\n\nCounty Council of the County of Lanarkshire\n\nCounty Council of the County of Renfrew\n\nTown Council of Gourock\n\nTown Council of Port Glasgow\n\nTown Council of Clydebank\n\nTown Council of Paisley\n\n## Trade, Shipping and Transport Interests\n\nAyrshire Coalowners Association\n\nClyde Shipbuilders Association\n\nJ. C. Denholm, Esq. (representing tramp shipping)\n\nGlasgow and Clyde Shipowners Association\n\nGlasgow Chamber of Commerce\n\nGlasgow Merchants House\n\nGlasgow Trades House\n\nGreenock Chamber of Commerce and Manufacturers\n\nInstitute of Chartered Shipbrokers\n\nLanarkshire Coalmasters Association\n\nT. Macpherson, Esq., formerly Regional Port Director, Scotland\n\nHector McNeill, Esq., Regional Port Director, Scotland\n\nMetal Industries Ltd.\n\nNational Road Transport Federation\n\nNorth West Engineering Trades Employers Association\n\nScottish Bar Iron Manufacturers Association\n\nScottish Black Sheet Makers Association\n\nScottish Commercial Motor Users' Association\n\nScottish Ironmasters Association\n\nScottish Steel Makers Association\n\nScottish Transport and General Workers Union\n\nDr. J. H. Hannay-Thompson, General Manager, Granton Harbour.\n\nTransport and General Workers Union\n\nG. A. Workman, Esq., (representing liner shipping)\n\nClyde Regional Planning Committee\n\n1\n\n57\n\n# APPENDIX B\n\nADMIRALTY LIST OF LIGHTS, 1943\n\nClyde Estuary, inwards of a line connecting Mull of Kintyre and Corsewall Point\n\n## A. Northern Lighthouse Commissioners :\n\nMull of Kintyre, 3272\n\nThe Ship, (Sanda), 3274\n\nDavaar, 3276, 3278\n\nPladda, 3326\n\nHoly Island, 3330, 3332\n\nLady Isle, 3562\n\nTurnberry, 3580\n\nAilsa Craig, 3582\n\nCairn Point, 3592\n\nCorsewall Point, 3604\n\n## B. Clyde Lighthouses Trust:\n\nSgat More (Loch Fyne), 3296\n\nOtter Spit, 3308\n\nSgeir an Eirionnaich, 3314\n\nRunnaneum, (Bute), 3344\n\nLittle Cumbrae, 3346\n\nToward, 3362\n\nGantock, 3398\n\nCloch, 3410\n\nKempoch Bell, 3416\n\nRosneath, 3420\n\nRow Point, 3424\n\nGreenock Anchorage, 3428, 3440\n\nPrinces Pier, 3444\n\nGairn Point, 3468\n\nPort Glasgow, 3478, 3476\n\n## C. Local Lighthouse Authorities:\n\n(i) L.M.S. Rly.\n\nLargs, 3356, 3358\n\nFairlie, 3360, 3361\n\nGourock, 3414\n\nTroon, 3556\n\nAyr, 3566, 3568, 3570, 3572, 3574, 3576\n\n12\n\n17\n\n(ii) L.N.E. Rly.\n\nCraigendoran, 3432, 3434\n\n(iii) Miscellaneous:\n\nCampbeltown, 3278, 3280, 3282, 3284, 3286\n\nLochranza, 3292\n\nE. Loch Tarbert, 3298, 3300\n\nArdrishaig, 3304\n\nOtter Bay, 3312\n\nInveraray, 3318, 3320\n\nRosebank, (Whiting Bay), 3328\n\nLamlash, 3334\n\nBrodick, 3338\n\nMillport, 3348, 3350, 3352\n\nBogany Pt. (Craigmore), 3364\n\nRothesay, 3368, 3370, 3372\n\nTighnabruaich, 3378\n\nAuchenlochan, 3380\n\nKames, 3382\n\nWemyss Bay, 3392\n\nInnellan, 3394\n\nDunoon, 3400, 3402\n\nKirn, 3404\n\nBlairmore, 3406\n\nCastle Point, 3426\n\nHelensburgh, 3428, 3430",
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    {
        "id": 578819,
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        "series_title": "CO129 Colonial Office Hong Kong Records 理藩院香港檔案",
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        "document_key": "CO129-592-10 Future Policy in Hong Kong- Port Administration 10-4-1946 - 15-4-1947",
        "page_number": 213,
        "title": "CO129-592-10 Future Policy in Hong Kong- Port Administration 10-4-1946 - 15-4-1947",
        "content_text": "58\n\nC. Local Lighthouse Authorities-cont.\n\n(iii) Miscellaneous-cont.\n\nGreenock:\n\nAlbert Harbour, 3446, 3448\n\nCustom House, 3452\n\nE. India Harbour, 3454, 3456\n\nVictoria Harbour, 3458, 3460\n\nScott's Yard, 3462\n\nGarvel Embankment, 3470, 3472\n\nGarvel Basin, 3466\n\nRiver Cart, 3513, 3513-1\n\nArdrossan, 3536, 3538, 3540\n\nIrvine, 3544, 3546, 3548, 3550\n\nGirvan, 3586, 3588\n\n56\n\nD. Clyde Navigation Trustees:\n\nChannel Lights,\n\nCardross, 3482\n\nGarrison, 3484\n\nDumbuck, 3486\n\nLonghaugh, 3488\n\nDunglass, 3490\n\nBowling, 3494\n\nDonald's Quay, 3496\n\nSt. Patrick's Stone, 3498\n\nDuntocher, 3502\n\nRashielees, 3504\n\nNewshot, 3508\n\nDalmuir, 3510\n\nBlythswood, 3512\n\nYoker, 3514\n\nBraehead, 3516\n\nShieldhall, 3518\n\nLinthouse, 3520\n\nMeadowside, 3522\n\n18\n\nTotal\n\n117\n\n239\n\nCampbeltown:\n\nLochranza:\n\nE. Loch Tarbert:\n\nArdrishaig: Otter Bay:\n\nInveraray: Whiting Bay:\n\nLamlash Pier:\n\nMillport: Craigmore:\n\nRothesay:\n\nTighnabruaich:\n\nAchanlochan: Kames:\n\nInnellan:\n\nDunoon:\n\nKirn: Helensburgh: Girvan:\n\nAPPENDIX C\n\nMINOR AUTHORITIES\n\nCampbeltown Town Council\n\nThe Factor, Estate Office, Brodick, Arran\n\nTarbert (Loch Fyne) Harbour Authority, Lochgilphead\n\nMinister of War Transport, Crinan Canal Office, Ardrishaig\n\nCol. McRae Gilstrap, Otter Pier, Loch Fyne\n\nInveraray Town Council\n\nFactor, Estate Office, Brodick, Arran\n\nMillport Town Council, Burgh Chambers, Ardrossan\n\nNew Craigmore Pier Co., Rothesay\n\nRothesay Harbour Trust, Rothesay\n\nHarbour Authority, Tighnabruaich\n\nHarbour Authority, Achanlochan, Argyllshire\n\nHarbour Authority, Kames, Argyllshire\n\nDunoon Estate, per Campbell and Lamond, 2, Albyn Place, Edinburgh\n\nTown Council, Dunoon\n\nPier Company, Kirn, Argyllshire\n\nTown Council, Helensburgh\n\nTown Council, Girvan, Ayrshire\n\nMull of Kintyre\n\nARGYLLSHIRE\n\nArran\n\nCampbeltown\n\nCorsewall\n\nPoint\n\n(47051) Wt 3116-689 1/46 D.L. G. 373\n\n2ut\n\n59\n\nNSHIRE\n\nано\n\nPERTHSHIRE\n\nSTIRLING SHIRE\n\nDumbarton\n\nBowling\n\nClydebank\n\nGourock\n\nGreenock\n\nGlasgow\n\nRenfrew\n\nPaisley\n\nRENFREWSHIRE\n\nArdrossan\n\nGlasgow\n\nLANARKSHIRE\n\nIrvine\n\nTroon\n\nAyr\n\nStranraer\n\nWIGTOWNSHIRE\n\nKIRKCUDBRIGHTSHIRE\n\nMull of Galloway\n\nScale of Miles.\n\n5\n\n10\n\n20",
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        "series_slug": "histsyn-co129-engine",
        "series_title": "CO129 Colonial Office Hong Kong Records 理藩院香港檔案",
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        "document_key": "CO129-592-8 Future Policy in Hong Kong 1-1-1945 - 26-11-1945",
        "page_number": 178,
        "title": "CO129-592-8 Future Policy in Hong Kong 1-1-1945 - 26-11-1945",
        "content_text": "(F5558/159/10)\n\n175\n\nExtract of letter from Mr. G. Wallinger, Chungking, dated 13th November, 1944 addressed to Mr. J.C. Sterndale Bennett, Foreign Office No: S151/25 - 1248\n\n8. John Keswick, who recently arrived here from Kandy, has had a long talk with T.V. and finds him feeling confident that he is not only out of the dog-house but in a strong position; but equally determined not to assume any responsibilities whatsoever except on his own terms which boil down pretty much to acceptance by the Generalissimo of a position as titular Head of the State and the handing over of administrative and executive responsibility to T.V.!\n\n9. That T.V. is cock-a-hoop is confirmed by Spenser Moosa of the Associated Press, who was recently invited, together with Rundle of the United Press, and Arch Steel of the Chicago Daily News, to lunch with T.V. This is the first time, since his return to Chungking a year ago, that T.V. has had any off-the-record talk with the correspondents and they appear to have gone at him with a will on the Stilwell issue, the Communists, Dumbarton Oaks, the futures of Tibet, Sinkiang, Manchuria and Hong Kong, and Uncle Tom Cobley and all! In regard to Tibet, Moosa says that T.V. used the word \"suzerainty\" which is surprising - and said \"this is a minor issue and fundamentally soluble, so that I have no fears\" He professed equal confidence about Sinkiang and Manchuria; about the latter, he seemed\n\nG\n\nto",
        "txt_file_path": "txt/2diw2n4r2/CO129-592-8 Future Policy in Hong Kong 1-1-1945 - 26-11-1945.txt",
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