[ { "id": 305486, "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": "CO129-187 - Governor Hennessy - 1880 [1-4]", "page_number": 227, "title": "CO129-187 - Governor Hennessy - 1880 [1-4]", "content_text": "## Kowloon War.\n\nII or upwards M.L.R.\n8 M.L.R.\nY\" M.L.R.\n\n# \n11 \n7 \n\nKellets Island.\n\"M.L.R.\n64 pr Converted M.L.R.\n7 Inch B.L.R.\n\nBelcher.\nor upwards M.L.R.\nY\" M.L.R.\n\nGreen Island.\n// \n4 \nN \n* \n3 \n\n223 \n\nKowloon Wo \nKellets Isla \nBelcher \nStone Cutter arriving \nSoland Required Ertillery.\n\nThese guns have been apportioned so as to be most effective at the ranges where they would probably be employed.\n\nI am of opinion that no effective Artillery defence of the town of Victoria can be made with the guns now in the Island. Any Modern Iron Clad approaching Hallets Bank could bid defiance to them, especially when the chance of striking a normally moving object is so remote as to considerably modify the amount of protection adjudged to each gun.\n\nIt is presumed that it will be admitted that the distances are so great as to necessitate the necessity for localization of the garrisons and barracks. This is imperative in the case of the Artillery, where local knowledge is Essential to Effective service, and constant attention is necessary to maintain the necessary armament in a proper condition.\n\nTaking the strength of the various detachments at different stations:\n\n| Location | Guns |\n|-----------------|-----------------------------|\n| Green Island | 8 M.L.R., Y\" M.L.R. |\n| Stone Cutters Island | 11\" or upwards M.L.R., 9\" M.L.R., 64 pr converted M.L.R., 7 Inch B.L.R. |\n| **Grand Total** | |\n\n26 \n+ \nguns would be effective against wooden Ships. Those guns are already in Hong Kong, on a boat.", "txt_file_path": "txt/2diw2n4r2/CO129-187 - Governor Hennessy - 1880 [1-4].txt", "external_url": "", "rank": 0 }, { "id": 333390, "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": "CO129-231 - Acting Governor Marsh - 1887 [1-3]", "page_number": 212, "title": "CO129-231 - Acting Governor Marsh - 1887 [1-3]", "content_text": "Enclosure II,\n\nA\n\n128\n\n2 7 7 3 J JA\n\n-\n\n7211 1\n\n209\n\nStrong Hong\n\n19th January 1887\n\nCommanding Royal Enquirer\n\ntoward the\n\nI have to forward\n\nthe following report on the question of\n\nConstructing a breakwater on Hallets Bank\n\nin Hong Kong Harbour.\n\nTwo schemes are proposed:\n\n1st To block the bank with sunken junks\n\nladen with stones.\n\n2nd To construct a rough breakwater of stone\n\nWith regard to the former, it is not distinctly said whether the junk obstruction is to be a permanent arrangement, or one to be provided only in case of Emergency. The tone of the correspondence appears to point to the latter conclusion. In either case, I would suggest the position shown", "txt_file_path": "txt/2diw2n4r2/CO129-231 - Acting Governor Marsh - 1887 [1-3].txt", "external_url": "", "rank": 0 }, { "id": 337160, "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": "CO129-238 - Governor Des Voeus - 1888 [7-8]", "page_number": 191, "title": "CO129-238 - Governor Des Voeus - 1888 [7-8]", "content_text": "I shall address you further.\n\nAlan War date.\n\nWith regard to the forefront question of blocking Hallett's Bank, I must draw your attention to Desp. W. 130 of the 22nd July 1887, the proposals in which do not seem to have been clearly understood. You will learn from the nature of the letter to the War Office, which is on my desk, No. 79 of the 9th instant, that I look unfavorably on the construction of a permanent breakwater on account of the cost, and also if such a work is not to be one of breakwaters, which would take a matter of some years' time.", "txt_file_path": "txt/2diw2n4r2/CO129-238 - Governor Des Voeus - 1888 [7-8].txt", "external_url": "", "rank": 0 }, { "id": 339253, "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": "CO129-241 - Governor Des Voeus - 1889 [1-7]", "page_number": 689, "title": "CO129-241 - Governor Des Voeus - 1889 [1-7]", "content_text": "## Proofread Text\n\nI am commanded to refer to my telegram of today's date, arresting attention to the fact that it will be necessary to await arrival of information before negotiations can proceed.\n\nI think we had better maintain the status quo and not take any decision until we could get particulars from India.\n\nIn the meantime, let Capt. Inman see W. Price (to Hallett) and ascertain what he has to propose? S.W.7.17/7.\n\nThen we will see Price and discuss the question of supervision with him and the Governor's dispatch and Kill Ycorn undertaking (who is not always very trustworthy). This cannot be done till the latter comes back from Carlsbad as the result of their conference; meanwhile it is absolutely most imperative to get authority for the immediate transfer, which will be wanted in any case and which now that works are in full operation is a matter of urgency. Mr. Price tells me...", "txt_file_path": "txt/2diw2n4r2/CO129-241 - Governor Des Voeus - 1889 [1-7].txt", "external_url": "", "rank": 0 }, { "id": 353923, "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": "CO129-262 - Governor Sir Robinson Acting Governor O-Brien - 1894 [1-4]", "page_number": 313, "title": "CO129-262 - Governor Sir Robinson Acting Governor O-Brien - 1894 [1-4]", "content_text": "Excellent standing\n\nMilton - Anything\n\ni to this\n\nbachtete\n\nLilient\n\nLepe\n\nK\n\nThis is from a letter from Pahang. Regarding\n\nthe Raffles Institution, it holds the same position at Singapore\n\nas the Central School, or as it is now called, Queen's\n\nCollege at Hongkong. It is known that the former is a\n\ngrant-in-aid school and the latter a purely government school, but they\n\ndo the same thing by practically filling the same position.\n\nHat is the leading educational institution?\n\n4799\n\n309\n\n1. Yes, I think that is done.\n\nKath...\n\nabout this school.\n\nThe Hongkong school gives an English education from the ABC to\n\nthe Standard of the Oxford Examination. It is an elementary School. Is the same\n\n2. Not quite. Candidates for admission have to pass into Raffles' early examination. The constant condition has been to fill boys to cater\n\nRaffles' intention; they have passed the 4th Standard in the following: English, Shorts, and Many...\n\nto enter back the Principal, who, with the Raffles' (or Hallett's) has never favored the...", "txt_file_path": "txt/2diw2n4r2/CO129-262 - Governor Sir Robinson Acting Governor O-Brien - 1894 [1-4].txt", "external_url": "", "rank": 0 }, { "id": 368751, "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": "CO129-286 - Acting Governor Major Gen Black Governor Sir Blake & Public Offices - 1898 [11-12]", "page_number": 572, "title": "CO129-286 - Acting Governor Major Gen Black Governor Sir Blake & Public Offices - 1898 [11-12]", "content_text": "# Cost of transport. Traders.\n\n18 as the true object of attempts to find a direct route from India, Siam, or French Indo-China into south-west China. Only an unimportant fraction of the trade of Ssucbuan or Kneichou is ever likely to flow through Yunnan, the imports required by those provinces going naturally by the Yangtze. Similarly, Cooper said that beyond the export and import trade with Yunnan, it was difficult to conceive what further advantage Burma would reap from communications with Western China. In this General Mesny and other authorities concur. The difficulties are obvious. External trade from any direction must traverse a vast mountain barrier, and the through trade must needs be limited to a few valuable goods. Richthofen asserts that the natural direction of the trade of Western China is up the Yangtze, and cannot be made to go west or south across the barrier, except a small portion, and that only if a railway be built. But a railway would involve a heavy expenditure, and prospective profits would be incommensurate with the outlay.\n\nConsidering the difficulty of the routes and the consequent long carriage of goods, the cost of freight by porters, mules, &c., is important, for expensive transport may render the sale price of many commodities prohibitive. The standard in Yunnan is usually one of weight (so many catties of 1.3 lbs.), and the distances are reckoned in li, nominally a measure of distance (1 li = 660 yards), though really one of time, 10 li, or an hour's journey, varying in distance with the difficulty of the route. The length of a stage in Yunnan also varies according to the accommodation available. But General Mesny says it ranges from 20 to 30 miles a day. The cost of transport is about the same on all routes. Mr. Bourne states that 2.3d. per ton per mile is a fair rate for pack animals in Yunnan, and he thinks that this charge is considerable in a country where values are low. But he has probably much understated the cost of carriage, which Mr. Holt Hallett estimates at 1s. per ton per mile, while another authority, Mr. Jensen, of the Chinese Telegraph Service, puts the rate at 30 dollars per 100 li for 160 to 173 lbs. by mule, or roughly 5d. to 6d. per ton per mile. The rates vary with the number of mules and the nature of the loads.* The heavy charges for transport make it imperative that foreigners should lay their merchandise as near as possible to the various centres of consumption at the lowest profitable prices. Under present conditions, transit is long, slow, and expensive. General Mesny does not recommend the building of railways because of the natural obstacles, but he thinks that some of the trade routes might be improved, especially the routes from the Yangtze and the Red River, and perhaps also the Bhamo route. Mr. Turner, whose experience appears to be mainly of the Tali-Fu district, holds that Yunnan is not in a decayed or decaying condition, and that, apart from metals, it has still a few not unimportant exportable products; but the question, he says, is whether these products can be sold at such a price as to bear Rs. 7 per ton per day of mule transport to Burma. He wonders, however, that there is any trade at all, considering the severe roads, made of rough blocks of stone, slippery and difficult for men and animals.\n\nnear\n\nRetail trading of a local kind is carried on to a large extent in Yunnan, for the Chinese are born merchants. The articles of largest consumption carried from place to place are tea, sugar, paper, salt, and cotton—tea, salt, and cotton being especially important in the transit trade. Traffic in foreign goods and silver is carried on by hucksters from Hunan, who bring these articles to Yunnan and Kueichou and take back opium. The general trade, wholesale and retail, is conducted by the Chinese, as distinguished from the indigenous population. Rocher says that dealings with them require time and patience and a personnel trained to the special kind of business. Their clothes of blue cotton show that Chinese men and women do not readily change their habits in making purchases, but means and opportunity might give them a taste for fashion in dress. Merchants often make very long journeys. The Lyons mission found representatives of Chinese firms from Hong Kong and Canton at most places they visited in Yunnan, Kueichou, and Ssuchuan. A large guild of Cantonese merchants visit North Tonkin and Yunnan each year, going via Pakhoi and proceeding as far as Momien. They sell watches, needles, mirrors, and other European goods in exchange for opium. In the Chinese Shan States on the Burma frontier, markets are held every fifth day.\n\n## Exchange.\n\nThe trade, mostly in native articles with a few foreign piece goods, is conducted mainly by barter. Banking business is undeveloped, though there are two banks at Yunnan-Fu. Owing to the lack of credit facilities, coin has to be carried in bulk. Mr. Bourne says that the lack of exchange banks accounts for the long journeys traders make with their goods.\n\nThere are, however, excellent arrangements for transmitting money by caravan over the main routes of Yunnan, with insurance against loss by robbery. About 2 per cent covered the postage, registration, and insurance of silver sent by native post for Mr. Morrison from Chungking to Yunnan-Fu. The tael is the current silver coin, but its quality and the terms of exchange vary considerably from place to place, and the most useful and portable form of currency is pure silver in unstamped ingots of one tael or more. The ordinary currency among the people is cash, but a string of 1,000 cash weighs about 7 lbs. and is worth less than three shillings. The exchange value of cash, which has risen in recent years in Yunnan as in the rest of China, varies considerably in places at no great distance from one another. An interesting bi-metallic question, indeed, is agitating China owing to the continued fall in silver relatively to copper cash, a decline of 30 per cent in five years. The authorities cannot coin cash at the government standard except at a heavy loss, and have therefore ceased to coin. The diminished supply in conjunction with an increased demand for cash has forced up the value, with the result that there is constant haggling about both the quantity and the quality of the coins. Foreign merchants are placed at a special disadvantage, for their silver buys an ever-diminishing quantity of articles from gold countries, and those articles sell for an ever-diminishing quantity of cash in China. Among the Shans, salt is sometimes used as currency, as in Caindu in the days of Marco Polo, but silver is tending to displace it. In exchanges across the Tonkin frontier, tin is practically the currency, but as it is insufficient for transactions owing to its limited production, cotton, salt, tobacco, and foreign goods imported are mainly paid for in opium, which is exported for this purpose in large quantities to Kwangsi and Kwangtung.\n\n## Internal taxation.\n\nAmong the chief obstacles to commerce in Yunnan, as elsewhere in China, are the likin on merchandise in transit and other internal taxes. For forty years, taxation has grown more onerous as the financial burdens of the Government have increased. The frequency of likin stations, which are placed at all large towns and along all main routes by land or water, depends on the amount of trade and the extent to which it can be taxed without being extinguished. Accurate information about the tariff is hard to obtain, and neither party really pays any attention to the authorised tariff, the terms being decided by a process of bargaining. Besides the burden of the taxation itself, merchants suffer extortion in respect of exchange, the weight of silver, &c., and bribes have to be given to prevent undue delay. In short, likin is a field for wholesale peculation. The Government reaps comparatively little from it, but the chief collectors amass large fortunes, while a host of underlings subsist on petty exactions. Even if the taxation were well administered, likin is objectionable in its form and incidence. Needless to say, smuggling of opium and other portable articles is freely practised in order to evade likin. As likin is levied at stations not far distant from one another, the farther goods travel, the more they pay, the higher the price becomes, and the more difficult is it for would-be consumers to purchase the goods. Though extremely unfavourable to general trade development, likin does not so much affect foreign commodities. Under the Treaty of 1858, British subjects have the option of freeing their goods from all internal taxation by payment of 2 per cent ad valorem, that is, one-half of the 5 per cent import or export duty, when a transit pass shall issue. The advantage of the transit pass grows with the distance traversed, as more likin stations are passed without additional taxation. But frequent endeavours are made by the authorities to override treaty rights. The likin collectorate for Yunnan is managed at Yunnan-Fu, and its proceeds go to the provincial government. Everything\n\nPage 554\nPage 585\n\n* In India 4 annas (or 4d.) per ton per mile is usually estimated as the cost of cartage for bulky goods. Mr. Bourne's estimate of 2.3d. per ton per mile for pack animals therefore appears extremely low. His colleagues on the Blackburn Mission give 3d. to 6d. per ton per mile as the rate on the route from Sui-Fu to Yunnan-Fu, which is probably correct for Yunnan generally.", "txt_file_path": "txt/2diw2n4r2/CO129-286 - Acting Governor Major Gen Black Governor Sir Blake & Public Offices - 1898 [11-12].txt", "external_url": "", "rank": 0 }, { "id": 368756, "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": "CO129-286 - Acting Governor Major Gen Black Governor Sir Blake & Public Offices - 1898 [11-12]", "page_number": 577, "title": "CO129-286 - Acting Governor Major Gen Black Governor Sir Blake & Public Offices - 1898 [11-12]", "content_text": "# \n559 \n\n## Hlaindet to the Takaw Ferry. Mekong Routes.\n\nThe railway schemes of Messrs. Colquhoun and Hallett.\n\n28 \n\nand also a large local trade. Mr. Turner also says that the Burma-Kunlon line presents no immediate prospect of success owing to the lack of merchandise to convey--what is large for mule transport being small for an expensive railway. At present there are few articles of export and none in large quantities, and little promise of any. He describes the road between Shunning and Tali as bad, with only one place of importance on the way, the busy little town of Menghua-Ting, situated in a plain growing a large quantity of rice and opium. There is considerable agreement that Shunning has little trade except in the necessaries of life. But the country generally is not unfertile, for Prince Henry says that though the right bank of the Mekong is poor up to Mienning, beyond that town and up to Tali there are beautiful, populous, and very rich plains recalling that of Tunghai in south Yunnan. Lieutenant Roux goes even further, and, after referring to Mienning as a small town with a rather important trade with Burma, he says that beyond it he traversed one of the richest parts of Yunnan, passing through several important commercial centres such as Yincho, Shunning, and Menghua. Captain Daly holds that the area to be served by the Kunlon line will probably be eventually confined to western, central, and south Yunnan, with Shunning as the centre. The chief trade centres of west Yunnan are, he says, Yungchang and Lungling, a town south-east of Momien, by which a large traffic used to pass. He believes that when the Kunlon line is opened the trading community of Lungling will move en masse to Kokang (which is, in Mr. Scott's opinion, the richest tract in the Shan States), with its thriving market town of Malipa (Tawnio), only 25 miles from Kunlon Ferry, and connected with Yungchang by a fairly good road. Panlong is another trading centre of importance not far from Kunlon. Other towns which the railway to Shunning would render more accessible are Tali (with Atentzu and Yungpei to the north) and Ssumao, from which it may possibly divert some trade. Indian yarn might be delivered in Yunnan via Kunlon when the line is opened at least as cheaply as through Tonkin. Many officers and civilians, however, doubt whether the line can be a commercial success for many years, though Mr. Bagley, the chief engineer, expects that the traffic with the Shan States alone will make it pay.\n\nNo direct route from Kunlon to Yunnan-Fu has ever been explored. There is said to be a trade route via Shagwe (on the Mekong), Chintong, and Gokia to Hsinhsing and thence to Yunnan-Fu, but the distance is not known. Even if the railway were constructed to Yincho, several marches would remain to be done by road. Only west Yunnan, then, need be considered as to trade and communications.\n\n## (c.) Hlaindet-Mone-Takaw Ferry Route.\nThis is the only path besides the Bhamo route that is much frequented. Hlaindet is 80 miles south of Mandalay, and the route to Takaw (via Kyaniykon and Natit) occupies 21 days from Mandalay. Takaw, 130 miles south of Kunlon, is a narrow defile. From Takaw to Kenghung via Kengtung takes 19 days. But the difficulties of this route are great. There are said to be fifteen ranges of mountains between Hlaindet and Kenghung, and the likin duties beyond Kenghung are stated to be heavy. In spite, however, of these drawbacks, Chinese caravans come to Mone from Tali-Fu, Puerh, Ssumao, and Yunnan-Fu.\n\n## MEKONG ROUTES.\nIt appears desirable to devote a short section to those of the routes by the Mekong which do not go direct from Burma to China. The Mekong is navigable up to, and a little within, the borders of Yunnan, in passing through which it traverses for the most part wild solitudes where cultivation is impossible. Here and there on its banks are likin stations, with a few miserable cabins. Lieutenant Roux speaks of travelling near the river for eight days north from Dayakeu and passing two fine plains, Mong Pan and Mong Ka, situated amid wild and desolate mountains. Navigation is practicable in parts of the river, but rapids and cascades, especially those of Khong and Kemmarat, render through traffic impossible. One of the best-known Burma-China railway schemes, that of Messrs. Colquhoun and Hallett, was designed to tap south-west China by the Kenghung route to Ssumao. Mr. Hallett has argued that any line to China north of Mandalay is out of the question, and that the Chinese Government would not construct a railway from Kunlon to the Mekong because of the physical difficulties. The proposed line would go from Moulmein through Zimmé (in Siam), thence towards the Mekong, which would be touched at Kenghsen, and afterwards to Kenghung and Ssumao. It is contended that Ssumao is admirably situated for trade; that the railway can be constructed at a reasonable expense; that valuable plains would be opened to commerce; that the line would tap a rich and prosperous part of China and enable us to compete with France; and that, if the line were carried to Ssumao, this town would become the starting point of a railway system for south-west China. M. Chailley Bert remarks that this route is shorter and has less steep ascents than the Hlaindet route, but it would traverse Siam and also a rough, mountainous, and little-known country on the right bank of the Mekong, or else abut on French Laos. It is worth noticing that the trade of the Upper Mekong is comparatively insignificant; only ten or eleven caravans passed through Zimmé from Yunnan in 1896, with goods valued at £2,250. But the paramount objection to this scheme is the political one that the railway would traverse territory not under the control of the British Government, and this objection has become strengthened since the French advanced to the Mekong. It therefore appears unnecessary to criticise Messrs. Colquhoun and Hallett's statements about the richness and populousness of south-west Yunnan and the commercial importance of Ssumao, or their proposal for carrying a railway beyond Ssumao to the valley of the Yangtze. A railway even as far as Ssumao would be very long, and difficult and costly to construct, and could hardly compete successfully with lines from Haiphong and Bangkok. A Siamese railway to Korat is nearly completed.\n\n## Routes.\n\nThere are two Siamese routes, both passing through the Shan States. Siamese By the Mekong route traffic passes to Kenghung and Ssumao, but the difficulties are very great. By the Menam route boats can reach Zimmé in three weeks from Bangkok, though goods rarely take less than six weeks. But both these routes involve a long transit and a number of likin payments, which means a heavy price for laying down goods in Yunnan.\n\nThe French have attached importance to a route by the Mekong, but find The French navigation difficult. The valley of the Namu, which branches off from and the Mekong. the Mekong above Luang Prabang, offers to commerce an easier and shorter way than that of the Upper Mekong, but its length is sufficiently great to be a drawback. It is said by a recent French writer that gunboats can go up to Luang Prabang and even to Kenghsen for at least part of the year, and it is claimed that this route is diverting trade from Siam to Cambodia and Cochin China. According to M. Macey, English products penetrate to the Upper Mekong by many routes, and the French hope to bring back to their territory the ancient caravans, and to establish agencies and depôts in Muong-Lu. Navigation is at present slow, but it is asserted that the improvements projected will make the river navigable at any time on the borders of French territory. But M. Rocher and others declare that the Mekong will never be a way of penetration into China for the French at all comparable with the Red River, and that the sooner they renounce their illusions about it the better.\n\n## Kenghung via Ssumao to Yunnan-Fu.\nThe Mekong routes are directed Kenghung to towards Ssumao through Kenghung, the road from which reaches Ssumao, Yunnan.Fu. after traversing a rich cotton and tea country, in seven days. The whole journey from Kenghung to Yunnan-Fu takes 22 days, according to General Mesny, over very rugged roads. This route is known as the \"great route.\" Beyond Ssumao the country is extremely difficult, a belt of mountains 130 miles wide forming the watershed of the Red River and its chief tributaries. For eleven stages there are difficult ascents and descents. The road goes via Puerh and Talang (an important market in south Yunnan) to Yuanchiang-chou, a squalid town in a malarious plain. (The Yuan River, or Upper Red River, has a sharp fall and steep and precipitous bluffs, and is never likely to serve the purposes of commerce.) The country traversed has many ruined villages, little cultivation, and a small population, mainly Shans and Lolos. Beyond Shibping-chou, a prosperous and important town, the road joins the main route from Tonkin to Yunnan-Fu. Kreitner suggested a railway by this route.\n\n29 \n\n## \n570", "txt_file_path": "txt/2diw2n4r2/CO129-286 - Acting Governor Major Gen Black Governor Sir Blake & Public Offices - 1898 [11-12].txt", "external_url": "", "rank": 0 }, { "id": 596674, "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": "CO129-623-7 Japanese activities in Hong Kong- possible opening of a Japanese bank 1-10-1950 - 30-4-1952", "page_number": 3, "title": "CO129-623-7 Japanese activities in Hong Kong- possible opening of a Japanese bank 1-10-1950 - 30-4-1952", "content_text": "M' Hall\n\nI have\n\nmin. 12/11.\n\nI have added to the off, to take in M' Melmouth's,\n\nH.J. Anderm 12/11.\n\nMall\n\n12/1der\n\n3 A.J. Phelps Isy\n\nSow 1243 Comb\n\n4 Hong Kong\n\nMiss Hallett\n\nMr Malme M' Hall.\n\n15.11.S\n\n(61 Q U.K.L.M Tokyo)\n\n9.11.51\n\n?\n\nachim\n\nm (4) will be taken\n\nW\n\n2. Register\n\nG.D. pps?\n\nJAAaderm...\n\nan\n\nTalu.\n\nG.D pps.\n\ngabhambers. 21/4\n\n3\n\nYes.\n\nMalone\n\n2/ks alice\n\n(4) Transferred to 95112/15 15.\n\nMr Phelps, Try, rand apologies that he had not written since Nov.\n\n(a) they do not want us in H.K. as\n\nre (3) said kk with many. He added that they would like to take the matter up with 2 of (3).\n\nsuggested in para (b) they do not know the 'right quarters' to approach as hinted in (para 3).\n\nTry, would like to know whether the bank has been opened, pl. see if any inf. can be found.\n\nLeave recent reports on Was Notes Trade Co. If so, pl. extract them.\n\nJ.J. Anderson\n\nHKP408/2 10,\n\n24/4", "txt_file_path": "txt/2diw2n4r2/CO129-623-7 Japanese activities in Hong Kong- possible opening of a Japanese bank 1-10-1950 - 30-4-1952.txt", "external_url": "", "rank": 0 } ]