[ { "id": 344851, "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": "CO129-248 - Public Offices & Others - 1890", "page_number": 849, "title": "CO129-248 - Public Offices & Others - 1890", "content_text": "12788\n\n843\n\nRECR\n\nRec'd 3, JUL 901 B3,\n\nJenxier\n\nTo the\n\nUnder Secretary of State\n\nColonial Office, S.W.\n\nDowning Street.\n\nH.\n\nFor\n\nWalton Breck, Rath Liverpool.\n\n2ve July 1890.\n\nI respectfully beg to request that you may be pleased to give favourable consideration to this application for the appointment of Assistant Surveyor (7th Class) to the Board of Trade, Hong Kong.\n\nHaving had nearly 14 years' experience in the Engineering profession, which includes an apprenticeship at the Barrow Shipbuilding Co. (now the Naval Construction and Armament Works) and at the expiration of that time, worked for 2 years as Engineering Draughtsman for Messrs Laird, Barrow Bros., Birkenhead & Messrs Jones, & Sons, Engineers, Liverpool. I have also served at sea as a Junior Engineer in the capacity of 4th Engineer, in the employ of Messrs Lamport & Holt's \"Brazil\" steamers & Mr Alfred Holt's \"D'Elina\" steamers for 4 years, and obtained a First Class Certificate from the Board of Trade.\n\nI was at Krivcastle for 10 months and left the employ of the latter to work for Messrs Lowe's Engineering Co. at Birkenhead, and subsequently for Messrs C. H. Fawcett, Denny Scott & Co., Bag.\n\nI have been in the service of Messrs Richardsons, Westgarth & Co., Engineers, Middlesbrough, making drawings of work outside of the works, and remained in that employ.\n\nPage 363\n\n...\n\nPage 363", "txt_file_path": "txt/2diw2n4r2/CO129-248 - Public Offices & Others - 1890.txt", "external_url": "", "rank": 0 }, { "id": 369282, "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": "CO129-287 - Public Offices & Others - 1898", "page_number": 458, "title": "CO129-287 - Public Offices & Others - 1898", "content_text": "My Lord:- \n\n## COPENHAGEN, C.O. 449 November 23rd, 1898\n### REC (Rec'd 29 NOV '98)\n\nWith reference to Air Charles Scott's despatch No.11, Commercial of February 19th last, I have the honour to transmit herewith together with a translation, a copy of a publication forwarded to me by the Danish Ministry for Foreign Affairs, concerning the abolition of the regulations which were in force to prevent the introduction of infectious diseases from Middlesborough. \n\nI have, &c. \n\n(Signed) Edmund Fane. \n\nMarquess of Salisbury, K.G., \n&c.", "txt_file_path": "txt/2diw2n4r2/CO129-287 - Public Offices & Others - 1898.txt", "external_url": "", "rank": 0 }, { "id": 369283, "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": "CO129-287 - Public Offices & Others - 1898", "page_number": 459, "title": "CO129-287 - Public Offices & Others - 1898", "content_text": "## PAB\n\nAt Bobr BIOS -200 GT6V 10.\n\nlation.\n\n**PUBLICATIOM**\n\nC. 0. 150 26066\n\nRece & (REG 29 NOV 98)\n\nconcerning the abolition of the regulations at present in force to prevent the Introduction of infectious diseases from Middlesborough.\n\nThe regulations at present in force to prevent the introduction of infectious diseases from Middlesborough are hereby cancelled.\n\nThere are no quarantining in force at present.\n\nA. The regulations in the Law concerning the steps to be taken to prevent the introduction of infectious diseases in the Kingdom, dated July 2nd, 1880, 2nd Section, I are in force as regards the following places:\n\n| Places |\n| --- |\n| The ports of Egypt, |\n| The ports at the Red Sea and |\n| The ports in Tonkin and Cochin China and India, the Dutch Indian Colonies included. |\n\nF. Prohibition against import and order of disinfection.", "txt_file_path": "txt/2diw2n4r2/CO129-287 - Public Offices & Others - 1898.txt", "external_url": "", "rank": 0 }, { "id": 370675, "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": "CO129-290 - Governor Sir Blake - 1899 [1-4]", "page_number": 276, "title": "CO129-290 - Governor Sir Blake - 1899 [1-4]", "content_text": "# CHINA OVERLAND TRADE REPORT.\n\nJanuary 19, 1898.\n\nthat the Justices of the Peace will do their duty in the matter and, having commenced the campaign against the sale of injurious liquor, will carry it through to a successful issue.\n\n## ENGLISH TEACHING FOR HONG-KONG CHINESE,\n\n27% \n\n## THE FUTURE OF KOREA,\n\n(13th January.)\n\nWe are still without any definite confirmation of the reported agreement between Great Britain, Russia, and Japan with reference to China and Korea, but the opinion appears to be generally entertained that the trouble is over. If it be correct that the British Government is going to lend money to China direct, it may be assumed that British influence will make itself felt in the administration of the Empire, though without the assumption of any formal protectorate or absolute control. The problem in that direction would be comparatively easy of solution when once the international jealousies had been cleared away. The Chinese Government, though powerless to repel attack from without, possesses sufficient strength to preserve order in the various provinces, and with the guidance of foreign advice would be able to consolidate its authority, provide a decent administration, and in course of time to establish an efficient army and navy. The granting of financial assistance by Great Britain implies that China is to be allowed to avail herself of such advice. But what about Korea, with its wretched government and chronic rebellions? Bad as is the administration in China, it is vastly superior to that of Korea, And it is difficult to see how order is to be maintained in the latter country, or foreign interests to be protected, without some measure of direct foreign control. And who is to exercise that control? If Russia and Japan would consent to withdraw in favour of England, the solution would no doubt be eminently satisfactory from our own point of view, but it can hardly be expected that the other Powers will look at it in the same light. Possibly the settlement may take the form of a tripartite control, England, Russia, and Japan being equally represented. That may turn out to be the only possible solution of the difficulty, but it is one that can hardly fail to lead to further difficulties in the future. The joint control of Egypt by France and England broke down, and a joint control in Korea would almost inevitably prove equally unstable. So far we have had no indication of what Lord SALISBURY's policy in the matter may be.\n\n## SIR THOMAS SUTHERLAND AND THE SHIPPING CONFERENCE,\n\nThat hardy annual, the subject of teaching the Chinese to speak English, was again in evidence at the distribution of prizes at Sir THOMAS SUTHERLAND'S speeches at the Queen's College on Friday last, when Sir JOHN CARMINGTON was the orator of the occasion. Far be it from us to depreciate the importance of teaching English to the Chinese, especially so, as Sir THOMAS dealt with the important and vexed question of the Shipping Conference. There is also a reference to Hongkong, to the disposal of the Company's property in this colony, and to the revolution which has passed over the business of steamship companies since the opening of the Suez Canal. The Shipping Conference, however, was the main subject dealt with, and it must be admitted that the speaker made a remarkably able and effective defence of the general principle involved, viz., that of combination amongst steamship owners, though he did not dispose of all the complaints of shippers. It was shown that regular lines could not be maintained without some agreement amongst themselves as to rates. To that the shipper can hardly object, for though his interest is in favour of low charges, he must recognise the shipowners' right to a profit and be prepared to pay for the greater regularity of communication which the established lines afford over tramp steamers. But what is objected to is the preferential treatment accorded to the Conference lines in competition with the outsider ships from British ports, and it is on that point that Sir THOMAS SUTHERLAND'S speech will be subjected to the closest scrutiny. Dealing with the freight on iron and iron materials, which form the chief export from Antwerp, it was stated that some time ago there was great struggle between certain German lines which brought the freight down to 10s. a ton or even lower. When the P. & O. Company found that this cut-throat competition was not to be an affair of days or weeks, but that it was pretty sure to continue until one of the German lines swallowed up the other, they lowered the freight at Middlesbrough from 15s. to 10s., or whatever the rate was from Antwerp, and he believed their example was followed in Liverpool and the rate similarly reduced there. If that course was always followed there would be no cause of complaint. But the inquiry instituted by Mr. CHAMBERLAIN with reference to the trade of British colonies and foreign competition brought to light several instances in which foreign trade received the benefit of preferential freights. The Hongkong Committee drew attention to the fact that the rates of freight on piece goods charged at that time by the Conference steamers from New York to Hongkong and Shanghai averaged from 25s. to 30s. per ton as compared with 57s. 6d. from London and Liverpool. At Cape Colony also it was stated that freight was the main factor in letting in the United States, 22s. 6d. per ton being charged for furniture from New York and 31s. 3d. to 33s. 6d. from London. Even if differences such as these exist only for a time they must nevertheless exercise a considerable influence while they last and give the foreigner an opportunity of securing a footing in markets that were previously supplied from Great Britain.\n\nAt the same time it is as well to recognise that when a person goes to one of Her Majesty's foreign dominions populated by native races he cannot reasonably expect to find English the common language of the people, is it? In India and the Straits Settlements the European population find it convenient to learn the native language in order to be able to communicate with their servants and tradesmen, and were the Chinese language less difficult no doubt the same course would be adopted in Hongkong; but as Chinese is not a language that can be picked up, and as few can afford the time and large expenditure of effort requisite for its systematic study, we have to get on as best we can with the aid of \"pidgin\" English or the aid of interpreters.\n\nThe wonder is, having regard to the character of the population, that English will carry a person through as well as it does. Every Englishman of course hopes for the time when English will be the universal language, and it is the duty of a colony situated as Hongkong is, on the borders of an empire numbering over three hundred million, to do its best to bring about that desired consummation; but the Chief Justice says that when he came to the colony, about twenty months ago, he was very much struck with the general ignorance of the English language which prevails among the Chinese population of Hongkong. Having given a number of instances of this ignorance, His Honour said, \"Now this is a strange state of things, and we look to Queen's College to remedy this state of things.\" But there is in reality nothing at all strange about it. We have in Hong Kong but a very small indigenous population, the great bulk of the inhabitants being persons born in China who have never had the opportunity of learning English even if they had the inclination. Of the 201,528 of Chinese land population enumerated at the census taken last year only 9,033 returned themselves as having been born in Hongkong, and a still smaller number, namely, 1,523, acknowledged the colony as their native place. Taking an outside estimate, therefore, hardly more than five per cent. of the population can have come under the influence of our local educational agencies. Small wonder, then, that the bulk of the population are unable to speak English. If Queen's College were required to remedy this state of things it would have to establish branch schools in all the towns and villages of the province of Kwangtung, from which the population is chiefly drawn. But even if the alien character of the population were less pronounced than it is we still fail to see that there would be cause for surprise in the fact that the majority can speak only their own language.\n\n## THE SANITARY BOARD AND OBSTRUCTIONS IN LANES.\n\nAt the meeting of the Sanitary Board on Thursday there was considered an application for the renewal of a lease of Crown land in Lan Kwai Fong Lane. The application had been referred to the Sanitary Board because the property affected obstructs the entrance to the lane, access to which is gained by an archway under the house. The Medical Officer of Health opposed the granting of the application, and was supported by Mr. EDE, whereas the Director of Public Works proposed that the lease be extended as an annual lease so long as the lane continues in its present position and the houses are not raised higher. The Hon. F. H. MAY, who presided, seconded the Hon. R. D. ORMSBY'S amendment, but, the Board being equally divided, declined to give a casting vote, and the question, so far as the Sanitary Board is concerned, is thus left open. The Government really is, but it appears clear that some very definite line has been laid down, and much curiosity must be felt as to its character. The circumstances of Korea are radically different from those of China and call for different treatment.", "txt_file_path": "txt/2diw2n4r2/CO129-290 - Governor Sir Blake - 1899 [1-4].txt", "external_url": "", "rank": 0 }, { "id": 415405, "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": "CO129-350 - Public Offices - 1908", "page_number": 100, "title": "CO129-350 - Public Offices - 1908", "content_text": "## 11.\n\nSuch a vessel as above named 180 ft. long 33 ft. beam and with a moulded depth of 15 ft. with powerful twin screw engines, steam steering gear, winch and capable of carrying 1000 tons on about 13 ft. draft could be built in this country for about £12,500 and we enclose a drawing of the existing Middlesborough Barge which it will be seen is a seagoing vessel of good type.\n\n## 12.\n\nThe prime cost of £12,500 for 1000 tons deadweight compares very favourably in proportion to deadweight carried.\n\nare fitted with two special steam winches for working the hopper doors, having cylinders 6\" x 10\", and one steam winch aft for warping purposes with cylinders 5\" x 10\".\n\nWith and otherwise as per particulars named in offer. With regard to the cost of working we have as desired looked into this and have made enquiries of the G.C.C., and we find that they are capable of doing about 1 trip per day, the cost of wages, stores, fuel, repairs including docking and painting say once per year works out at about £23 per week of 60 working hours or equal to nine trips, this works out at a fraction over a d per ton of the deadweight carried, exclusive of insurance and interest on capital, and does not include cost of loading this being done by dredgers. This appears to us to be a very good result, and even this cost might be reduced by employing cheaper foreign labour.\n\nThe trip is about 12 miles down the river and 12 miles back, equal to about 24 miles per trip. We have not included the marine insurance as this will we think be affected by the local conditions and work that the barges are required to do. Possibly for carrying sewage the vessel would require doors fitted over the well, but of course His Excellency will be better able to judge of the local requirements than we can.", "txt_file_path": "txt/2diw2n4r2/CO129-350 - Public Offices - 1908.txt", "external_url": "", "rank": 0 }, { "id": 455185, "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": 578, "title": "CO129-423 - Governor Sir May - 1915 [7-8]", "content_text": "# PORTS AND HARBOURS OF THE BRITISH EMPIRE: UNITED KINGDOM.\n\n## NOTES.\n\n### Belfast.\nThe harbour consists partly of quays and basins, and partly of docks, both tidal and enclosed. The harbour is under the control of the Belfast Harbour Commissioners, appointed under the Belfast Harbour Act, 1847, and subsequent Acts, of which the most recent is the Belfast Harbour Act, 1901.\n\nOf the Commissioners, 21, of whom one-third retire annually, are elected by Belfast shipowners who are also ratepayers. Two, of whom one is the Mayor of Belfast, are ex-officio members. The Commissioners are empowered to borrow, upon the security of the undertaking, by means of the issue of Consolidated Stock within limits laid down by the Acts. Any money borrowed has to be repaid within 60 years from the date of borrowing, by means of a sinking fund.\n\n### Bristol.\nThe docks at the Port of Bristol are the property of the Corporation of Bristol. They comprise the old City docks, 7 miles from the mouth of the River Avon, the Portishead Dock, on the Somerset side of the river, and the Avonmouth and Royal Edward Docks, on the Gloucester side of the river. The two former deal with the small Continental and coastwise trade, whilst the Avonmouth and Royal Edward Docks deal with the overseas trade. The docks are managed by the Docks Committee of the Corporation (the members of which are elected by the City Council of Bristol), under the Bristol Dock Acts, 1848, and subsequent Acts, of which the most recent is 1 & 2 Geo. V. Chap. 44, and are in charge of a General Traffic Manager.\n\nMoney is borrowed on the security, partly of the dock revenue and partly of the Borough Fund and Borough Rate of the City of Bristol. The Acts lay down the various amounts which may be obtained upon loan and require the consent of the Board of Trade before money is borrowed for the general purposes of the docks. Provision is made for repayment of the amounts borrowed within specified periods.\n\n### Cardiff.\nThe Bute Docks at Cardiff are the property of the Cardiff Railway Company, created under the Bute Docks and Cardiff Railway Acts, of which the latest is 2 & 3 Geo. V. Chap. 39. They include, in addition to the Queen Alexandra Dock, to which reference is made in the preceding pages, the Roath Dock and Basin, and the East and West Bute Docks.\n\n### Manchester.\nThe Manchester Ship Canal and the docks at Manchester are controlled by the Manchester Ship Canal Company, which was incorporated in 1885 and works under the Manchester Ship Canal Act of that year and subsequent Acts, of which the most recent is 3 & 4 Geo. V. Chap. 59.\n\nA large proportion of the capital was provided by the Corporation of the City of Manchester, and at present 11 out of the 21 Directors of the Company are appointed by the Corporation.\n\nThe canal is 35 miles in length.\n\n### Newport.\nThe harbour of Newport is controlled by the Harbour Commissioners appointed under Act 8 Will. IV, s. 66 and subsequent Acts, of which the most recent is 6 Edw. VII. Chap. 62.\n\nThe Trustees now number 47 in all. Five are nominated by local Lords of Manors; 1 by the Tredegar Wharf Company, 2 by the Great Western Railway Company, 2 by the Alexandra Docks and Railway Company, 1 by the Newport Chamber of Commerce, 12 by the Corporation of Newport. The Mayor of the Borough is also a member. The remaining 23 are elected, 10 by the registered shipowners of Newport, 5 by persons connected with the iron and kindred industries, and 8 by persons connected with the coal and kindred industries.\n\nThe Trustees are empowered to borrow on the security of their rates, tolls, &c., within limits laid down by the Acts, but any sums borrowed must be repaid within 50 years or less from the time of borrowing, by means of an adequate sinking fund.\n\nThe Corporation of Newport is empowered to charge the Borough Rates as collateral security for amounts borrowed by the Trustees.\n\nThe Alexandra Docks are the property of the Alexandra (Newport and South Wales) Docks and Railway Company. The docks at Newport include the Town Dock, also owned by the Company.\n\n### Swansea.\nThe Port of Swansea consists, in addition to the King's Dock, to which reference is made in the preceding pages, of the Prince of Wales Dock, the North Dock, and the South Dock.\n\nThe port is controlled by Trustees appointed under the Swansea Harbour Act, 1854, and subsequent Acts, of which the most recent is 3 & 4 Geo. V. Chap. 6.\n\nThe Trustees number 26 in all. Of these 4 represent the Gower Estate; 1 is the Earl of Jersey for the time being, and 9 are appointed by the Swansea Borough Council and known as Corporation Trustees; the remaining 12, known as Proprietary Trustees, must be connected with the business interests of the Port of Swansea, and are elected for six years (4 retiring in rotation every two years) by persons interested, according to qualifications set out in the Acts, in collieries, manufactories, &c., in the neighbourhood, payers of harbour dues, local shipowners, and shareholders in local shipping companies.\n\nThe Trustees are empowered to borrow, within limits laid down by the Acts, upon the security of the undertaking. A sufficient sum has to be set aside by way of sinking fund to enable all money borrowed to be repaid within 60 years from the date of borrowing.\n\n## UNITED KINGDOM.\n\n### Humber (Hull and Immingham).\n### Leith.\n### Tees (Middlesbrough).\n### Tyne (Newcastle, North Shields, South Shields).\n\n(For Notes, see p. 30.)\n\nPage 550\nPage 574", "txt_file_path": "txt/2diw2n4r2/CO129-423 - Governor Sir May - 1915 [7-8].txt", "external_url": "", "rank": 0 }, { "id": 455186, "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": 579, "title": "CO129-423 - Governor Sir May - 1915 [7-8]", "content_text": "## PORTS AND HARBOURS OF THE BRITISH EMPIRE: Humber Hull and Immingham,\n\n### Question.\n\n1. At bar or entrance, what is:\n (1) the minimum width?\n (2) the minimum navigable depth, L.W.O.S.T.?\n\nAt the mouth of the Humber, the minimum width is 1 mile, and the minimum navigable depth is 60 ft. (L.W.O.S.T.).\n\n(Note—If between the entrance and the deep sea, there are bars or shoals, where a lesser depth occurs than the minimum indicated above, a list of such obstructions and of the depths over them (L.W.O.S.T) should be given.)\n\n2. In the approach channel from bar or entrance to berthing accommodation, what is:\n (1) the minimum and maximum width?\n (2) the minimum and maximum depth, L.W.O.S.T.?\n\nThe width of the channel up the Humber varies from about ½ mile (at Hull) to 1 mile, and the depth from ... to ... (L.W.O.S.T.).\n\n3. What is:\n (1) the rise and fall of tides:\n (a) ordinary springs,\n (b) ordinary neaps?\n (2) the rise of ordinary neaps above L.W.O.S.T.?\n\n (1) (a) Ordinary springs, 22·65 ft.\n (b) Ordinary neaps, 10·04 ft.\n\n### UNITED KINGDOM\n\n#### Leith.\n\nThe entrance to Leith Harbour is from the Firth of Forth.\n\n#### Tees (Middlesbrough).\n\nThe entrance to Middlesbrough is from the River Tees.\n\n(1) (a) Ordinary springs, 15 ft. 9 ins.\n (b) Ordinary neaps, 10 ft. 9 ins.\n(2) Rise of ordinary neaps above L.W.O.S.T., 12 ft.\n\n#### Tyne (Newcastle, North Shields, South Shields).\n\nThe width of the entrance to the Tyne between the Pier Heads is 1,180 ft., and the depth is 30 ft. (L.W.O.S.T.).\n\nThe width of the dredged channel from the Pier Heads to a point nearly abreast of Cliffords Fort is about 400 ft. in width. From thence to the Northumberland Dock, it varies from about 570 ft. to about 1,020 ft. From the Northumberland Dock to Newcastle Quay, it varies from about 135 ft. to about 780 ft.\n\nThe channel from the Bar to the Northumberland Dock is in course of being dredged to about 30 ft. (L.W.O.S.T.), and from thence to Derwenthaugh (above Newcastle) to about 25 ft. (L.W.O.S.T.).\n\n(1) (a) Ordinary springs:\n At Shields: 15 ft.\n At Newcastle: 14 ft.\n (b) Ordinary neaps: 11 ft.\n(2) Rise of ordinary neaps above L.W.O.S.T., about 11 ft. 4 ins.\n\n4. What is the maximum available depth of water:\n (a) at piers or wharves, L.W.O.S.T.?\n (b) in the case of enclosed docks, in the entrance locks, if any, and at dock quays, H.W.O.N.T.?\n\n#### Hull.\n\nThe new joint dock is the deepest in the port. The depth of water at the entrance lock to this dock is 32 ft. 11½ ins. (H.W.O.N.T.) over the inner sill, and the maximum depth of water in the dock itself is ... ft. ... ins.\n\n#### Immingham.\n\nThe depth of water at the entrance lock to the Immingham Dock is 43 ft. 6 in. (H.W.O.N.T.) over the inner sill, and the maximum depth of water in the dock itself is ... ft.\n\n#### Tees (Middlesbrough).\n\nThe Imperial Dock is the deepest in the port. The depth of water at the entrance lock to this dock is 28 ft. 11 ins. (H.W.O.N.T.) over the inner sill, and the maximum depth of water in the dock itself is ... ft.\n\nThe depth of water in the entrance lock to the Middlesbrough Dock is 27 ft. (H.W.O.N.T.) over the inner sill, and the depth in the dock is the same as on the sill.\n\n#### Tyne (Newcastle).\n\nThe maximum depth of water which has been dredged in connection with the berthing of vessels on Tyne is 33 ft. (L.W.O.S.T.) at a shipyard fitting-out berth. At No. 1 and No. 2 coal shipping staiths, Whitchill Point, belonging to the Tyne Improvement Commissioners, the approximate depth is 27 ft. (L.W.O.S.T.).\n\nOtherwise, the greatest depth is to be found in the Tyne Dock, on the south side of the river, belonging to the North Eastern Railway Co. The depth in the entrance lock of this dock is 27 ft. 9 ins. (H.W.O.N.T.) over the inner sill, and the maximum depth of water in the dock itself is ... ft.", "txt_file_path": "txt/2diw2n4r2/CO129-423 - Governor Sir May - 1915 [7-8].txt", "external_url": "", "rank": 0 }, { "id": 455187, "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": 580, "title": "CO129-423 - Governor Sir May - 1915 [7-8]", "content_text": "## PORTS AND HARBOURS OF THE BRITISH EMPIRE: Humber (Hull and Immingham).\n\n### 5. What are the respective lengths of piers, wharves, or in the case of enclosed docks) dock quays, where the maximum depth of water, referred to in Question 4, exists? What percentage does the total of these lengths bear to the total accommodation at the port?\n\n#### Hull\nThe length of quays in the new joint dock, having a depth of ... ft., is ... ft. This represents ... per cent. of the total accommodation at Hull belonging to the North Eastern and Hull and Barnsley Railway Companies, which amounts in all to ... ft.\n\n#### Immingham\nThe length of quays in the Immingham Dock having a depth of ... ft., amounts to ... ft. This represents ... per cent. of the total accommodation at the dock, which amounts in all to ... ft.\n\n#### Leith\nThe length of quays in the Imperial Dock having a depth of ... ft. is 4,800 ft. This is about 17 per cent. of the total accommodation at the harbour and docks, which amounts in all to ... ft.\n\n## UNITED KINGDOM\n\n### Tees (Middlesbrough)\nThe depth of 27 ft. (H.W.O.N.T.) in the Middlesbrough Dock is available along the whole length of the dock sides (viz., 6,805 ft.).\n\n### Tyne (Newcastle, North Shields, South Shields)\nThe depths of water referred to in the first part of question 4 are at single berths. The length of quays at the Tyne Dock having a depth of ... ft. is ... ft., ... per cent. of the whole accommodation of the dock, which amounts to ... ft. A full reply to the second part of this question is impracticable, as almost the whole of both banks of the Tyne within the jurisdiction of the Tyne Improvement Commissioners is lined with public and private quays, wharves, staiths, &c., and shipbuilding and repairing yards, so that the river has the appearance of a huge dock.\n\n### 6. What are the dimensions (length, loaded draught and beam at that draught) of the largest vessel which, under existing circumstances, can be (a) berthed any pier or alongside wharf (L.W.O.S.T)? (b) in the case of enclosed docks- (1) admitted direct to (2) admitted through the entrance lock of any important dock or docks, H.W.O.N.T.?\n\n### 7. What are the dimensions (length, breadth and depth over sill H.W.O.N.T.) of the largest dry dock or floating dock in the port?\n\n| Port | Length | Breadth | Depth over Sill (H.W.O.N.T.) |\n| --- | --- | --- | --- |\n| Hull (Joint Dock entrance lock) | 750 ft. | 85 ft. | 32 ft. 11 ins. |\n| Immingham (entrance lock) | 840 ft. | 90 ft. | 43 ft. 6 ins. |\n| Leith (Imperial Dock entrance lock) | 350 ft. | 70 ft. | 26 ft. 11 ins. |\n| Middlesbrough (Middlesbrough Dock entrance lock) | ... | 80 ft. | 27 ft. |\n| Tyne (Tyne Dock entrance lock) | ... ft. | ... ft. | 27 ft. |\n\nThe dimensions of the Graving Dock (No. 1) at Hull are: Length 550 ft., Breadth 72 ft., Depth over sill 22 ft. (H.W.O.N.T.). The dimensions of the Imperial Dry Dock No. 11 at Leith are: Length 575 ft., Breadth 73 ft., Depth over sill ... ft. (H.W.O.N.T.). The dimensions of the Hebburn Graving Dock at Newcastle are: Length 711 ft., Breadth 90 ft., Depth over sill ... ft. (H.W.O.N.T.).\n\n### 8. How much capital expenditure has been incurred up to the end of the last completed financial year- (a) on entrance and approach channels? (b) on entrance locks (in the case of enclosed docks) and on berthing accommodation (including transit sheds, cranes, &c.)? (c) on other works (including land)? On how much of the total capital expenditure is interest now being paid?\n\nAbout £2,500,000 has been incurred up to ..., distributed as follows: (a) ..., (b) ..., (c) .... The total amount expended by the Tyne Improvement Commissioners on capital account up to December 31st, 1913, was £6,904,234 10s. 10d., distributed as follows: (a) ..., (b) ..., (c) ....", "txt_file_path": "txt/2diw2n4r2/CO129-423 - Governor Sir May - 1915 [7-8].txt", "external_url": "", "rank": 0 }, { "id": 455188, "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": 581, "title": "CO129-423 - Governor Sir May - 1915 [7-8]", "content_text": "# PORTS AND HARBOURS OF THE BRITISH EMPIRE: \n## UNITED KINGDOM. \n### Humber (Hull and Immingham). \n### Leith. \n### Tees (Middlesbrough). \n### Tyne (Newcastle, North Shields, South Shields).\n\n9. (1) In the last completed financial year, what were the charges for-\n(a) interest on capital ?\n(b) sinking fund, if any?\n(c) dredging, charged to revenue?\n(d) repairs and maintenance?\n(e) running and all other expenses charged to revenue, excepting (f)?\n(f) improvements paid for out of revenue, if any?\n\n(2) In the last completed financial year, what were the charges debited to capital account, and what were the principal subheads under which they were distributed?\n\n10. What was the gross revenue for the last completed financial year?\n\nThe gross revenue for the year ended May 15th, 1913, was £163,545 19s. 9d. \nThe gross revenue of the Tyne Improvement Commissioners for the year ended December 31st, 1913, was £477,278 0s. 1d.\n\n11. (1) Can the depth of water \n(a) at the entrance and in the approach channel?\n(b) in the case of enclosed docks, at the entrance lock, if any, of any important dock or docks?\n(c) at the principal berths?\nbe deepened to 40 feet at L.W.O.B.T. (in the case of the berths at enclosed docks, H.W.O.N.T.), and can accommodation be provided for vessels 1,000 feet in length, and of 100 feet beam? \nIf not, to what extent can deepening be effected, and for vessels of what dimensions (length, draught, and beam at that draught) can accommodation be provided?\n\n(2) In what period? \n(3) At what approximate cost-\n(a) for the entrance and approach channel?\n(b) in the case of enclosed docks for the entrance lock, if any, of such important dock or docks?\n(c) for the principal berths?\n\nThere is ample depth of water in the Humber to admit of vessels of any size coming up to both Immingham and Hull. The length and beam of the vessels which can be at present accommodated is limited by the size of the entrance locks to the docks, for which see answers to question 6.\n\nExisting berths could hardly be deepened as suggested, but new harbour works are contemplated which would give a depth of 20.25 ft. (L.W.O.S.T.), with quays nearly 2,000 ft. in length. \nIt is estimated that these works would take 10 to 12 years to complete, and would cost probably £1,000,000.\n\nThe North Eastern Railway Company obtained, in session of 1914, parliamentary sanction for the construction of a riverside quay on the south side of the Tees and about 4 miles to the east of Middlesbrough Dock. \nThe quay will provide for a depth of 30 ft. (L.W.O.S.T.) and will accommodate vessels 700 ft. in length and of 80 ft. beam, drawing water up to little less than the depth mentioned. Vessels 1,000 ft. in length could be accommodated at the quay, but, under present conditions, a vessel longer than 700 ft. could not with safety be brought up and turned round in the Tees.\n\nSimilarly, the present depth in the river is only 16 ft. (L.W.O.S.T.), which is being gradually dredged to 20 ft., and ultimately the Tees Conservancy Commissioners aim at having a depth of 25 ft. (L.W.O.S.T.). There is at present a depth of 32 ft. in the river (H.W.O.S.T.).\n\nThe Engineer to the Tyne Improvement Commissioners advises that he sees no engineering reason why the channel in the lower portion of the River Tyne up to, say, the entrance to the Northumberland Dock could not be deepened to 40 ft. (L.W.O.S.T.), and that there is no insuperable engineering difficulty in the provision of a mooring tier for vessels up to 1,000 ft. in length and of 100 ft. beam, with a depth of 40 ft. (L.W.O.S.T.). It is estimated that three or four years would be required for carrying out the work alluded to, but it is impossible to give particulars of the approximate cost.\n\nPage 577", "txt_file_path": "txt/2diw2n4r2/CO129-423 - Governor Sir May - 1915 [7-8].txt", "external_url": "", "rank": 0 }, { "id": 455189, "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": 582, "title": "CO129-423 - Governor Sir May - 1915 [7-8]", "content_text": "## Question \n\n**PORTS AND HARBOURS OF THE BRITISH EMPIRE:** \n\n12. What extra charges for the maintenance \n(a) of the entrance and approach channel, \n(b) in the case of enclosed docks, of the entrance lock, if any, to such important dock or docks, \n(c) of the principal berths \nwould be involved as a result of these improvements? \n\n(Note—Where detailed estimates have not already been prepared only approximate figures are desired.) \n\n| Port | Response |\n| --- | --- |\n| Humber (Hull and Immingham) | It is probable that extra charges would be incurred for the maintenance of quays with the depth indicated in Answer to the preceding question, but no estimate has been made as yet. |\n| Tees (Middlesbrough) | |\n| Tyne (Newcastle, North Shields, South Shields) | The present charges for maintenance would be increased as a result of these improvements, but no estimates as to amounts have been made out. |\n\n13. State any additional particulars necessary to show the existing and contemplated capacity of the port \n(a) in general, \n(b) for the accommodation of vessels of large size and deep draught. \n\n(Note—In answer to this question brief details should be given of important schemes of improvement now in progress or in contemplation, and of their estimated cost, in so far as they have not been given in reply to Question 11.) \n\nThe new works referred to in answer to question 11, only contemplate a depth of 30 ft. (L.W.O.S.T.), with a maximum of 25 ft. (L.W.O.S.T.) ultimately is not present, instead it is written \"The new works...depth of 90 ft. (L.W.O.S.T.), with a maximum of 25 ft. (L.W.O.S.T.) ultimately\". \nThe Cunard liner, \"Mauretania,\" 790 ft. in length, was built and completed for sea in the River Tyne. When leaving the port this vessel had a draught of 32 ft. 6 ins. Building berths up to 1,000 ft. in length have been constructed on the Tyne. \n\nPage 578", "txt_file_path": "txt/2diw2n4r2/CO129-423 - Governor Sir May - 1915 [7-8].txt", "external_url": "", "rank": 0 }, { "id": 455190, "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": 583, "title": "CO129-423 - Governor Sir May - 1915 [7-8]", "content_text": "## PORTE AND HARBOURS OF THE BRITISH EMPIRE: NOTES.\n\n### CANADA (EASTERN) AND NEWFOUNDLAND).\n\n#### Humber (Hall and Immingham)\nThe entrance to, and the channels of, the Humber are under the control of the Humber Conservancy Board, appointed under the Humber Conservancy Act, 1852, and subsequent Acts, of which the most recent is 7 Edw. VII. Chap. 97. The Board has statutory jurisdiction as a Conservancy, Pilotage, and Local Lighthouse Authority.\n\nThe Board consists of 37 members. Of these 24 are nominated, 3 by the Board of Trade, 6 by the Hull Trinity House, 1 each by four railway companies concerned, 2 each by the Chambers of Commerce of Hull, Great Grimsby, and Goole, 1 each by the Hull and Grimsby Corporations, 1 by the Goole Urban District Council, and the remaining 2 by other local bodies. The remaining 13 are elected, † by the shipowners of Hull, and 3 each by the shipowners of Grimsby and Goole.\n\nThe Board is empowered to borrow within limits laid down by the Acts, but sums borrowed must be repaid within 50 years.\n\nThe docks at Hull are the property partly of the North Eastern Railway Company and partly of the Hull and Barnsley Railway Company, whilst the two Companies own jointly the new Joint Dock to which reference is made in the preceding pages.\n\nThe docks at Immingham are the property of the Great Central Railway Company.\n\n#### Leith\nThe harbour and docks at Leith are controlled by the Leith Docks Commission appointed under the Leith Harbour and Dock Act of 1875 and subsequent Acts, of which the most recent is 3 & 4 Geo. V Chap. 87.\n\nThe Commission consists of 15 members, of whom 3 each are appointed by the Corporations of Edinburgh and Leith, 1 each by the Company of Merchants of Edinburgh and by the Chamber of Commerce and Manufactures of Edinburgh and the Chamber of Commerce of Leith, 2 by the shipowners of Leith and 4 by the payers of dock rates at Leith.\n\nThe Commission is empowered to borrow within the limits laid down by the Acts. Loans may be secured by means of bonds or mortgages on the undertaking. A sinking fund equivalent to one-sixtieth of the total amount of debt outstanding has to be set aside in each year.\n\n#### Tees (Middlesbrough)\nThe entrance to, and the channels of the Tees are controlled by the Tees Conservancy Commissioners appointed under the Tees Conservancy Act, 1852, and subsequent Acts, of which the most recent is 2 & 3 Geo V. Chap 78.\n\nThe Commissioners now number 23, of whom 5 each are appointed by the Borough Councils of Stockton and Middlesbrough, 5 are appointed by the Board of Trade, and 2 each are elected by the ratepayers of the parish of Yarm, the Stockton shipowners, the Middlesbrough shipowners, the Stockton payers of Tees dues, and the Middlesbrough payers of Tees dues.\n\nThe Commissioners are empowered to borrow within limits laid down by the Acts, by means of the issue of debenture stock. Such an amount must be set aside in each year by way of sinking fund as will enable the amount borrowed to be repaid within 10 years.\n\nMiddlesbrough Dock is owned by the North Eastern Railway Company. There are also wharves on both sides of the Tees owned by private firms.\n\n#### Tyne (Newcastle, North Shields, and South Shields)\nThe entrance to the channels and the whole of both banks of the River Tyne for a distance of about 19 miles from the sea are under the jurisdiction of the Tyne Improvement Commissioners appointed under the Tyne Improvement Act, 1850, and subsequent Acts, of which the most recent is 8 Edw. VII. Chap. 85.\n\nThe Commissioners now number 32. Of these 17 are nominated, 2 by the Board of Trade, and 15 by the Newcastle City Council, and the Boroughs of Gateshead, Tynemouth, South Shields, and Jarrow. The remaining 15 are elected, 5 each by the shipowners, coalowners, and traders who pay Tyne dues.\n\nThe Commissioners are empowered to borrow within limits laid down by the Acts, on the security of the Tyne Consolidated Fund. Under 61 Vict. Chap. 8, all money borrowed has to be repaid within 10 years from 1898.\n\nThe docks are partly owned by the Commissioners and partly by the North Eastern Railway Company, whilst the quays at Newcastle are owned by the Corporation.\n\nOther quays, wharves, staiths, yards, &c., along both banks of the river are owned by various riparian corporations and by private companies and persons.\n\n### CANADA (EASTERN) AND NEWFOUNDLAND\n\n- Halifax\n- Montreal\n- Quebec\n- St. John (New Brunswick)\n- St. John's (Newfoundland)\n\n(For Notes, see p. 40)", "txt_file_path": "txt/2diw2n4r2/CO129-423 - Governor Sir May - 1915 [7-8].txt", "external_url": "", "rank": 0 }, { "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", "external_url": "", "rank": 0 }, { "id": 528945, "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": "CO129-532-3 Mui Tsai system 4-12-1930 - 9-11-1931", "page_number": 62, "title": "CO129-532-3 Mui Tsai system 4-12-1930 - 9-11-1931", "content_text": "# 928 \n\n## 11 MAY 1931 \n\nSupply: Committee\n\n...ment, as showing how difficult it is to arrive at any true facts and statements about this very difficult problem. I have been reading and receiving information from all quarters during the last 18 months, and confess that to-day I still find it very difficult to know exactly what is the true position in Russia, but I am hoping that we shall be able shortly to present some report which at any rate may satisfy the hon. and gallant Member.\n\nWith regard to the speech of the hon. and gallant Member for Banff (Major Wood), I would remark - and this will account for the fact that my observations here also will be very few - that it was one of the most skilful speeches that I have ever heard in this House for ventilating a subject which was practically entirely out of order, because the whole solution of this problem, as the hon. Member knows perfectly well, and as I know perfectly well, lies in what can be done by the Export Credits Department, which, however, does not form part of our discussion to-day. The hon. and learned Member for East Fife (Mr. Duncan Millar) who backed him up - I am not sure whether or not he was aware how entirely his colleague was out of order - referred to the fishing question, and hoped that I would give a long and detailed account of our action in that regard. I can only assure him that I could not venture to do so, as I should be out of order.\n\nMr. MILLAR: I raised a separate point altogether. I asked what steps the Department had taken to secure information with regard to other markets for cured herrings, and reminded the hon. Gentleman that a questionnaire had been sent out by the Fishery Board through his Department.\n\n## 924 \n\nMajor WOOD: Is the hon. Gentleman sure that this matter is entirely a question of export credits? Is there no other question involved?\n\nMr. GILLETT: I think that the question raised by the hon. and gallant Member is. Certainly the action that I have been taking in regard to it has been entirely on those lines, and I understood that that was his point.\n\nMajor WOOD: There is the question of bulk purchases.\n\nMr. GILLETT: Certainly, and that is being dealt with on the lines I have suggested. The hon. Member for West Middlesbrough (Mr. Griffith) asked a question in regard to the Japan report. I think I mentioned, however, that that report is not yet published; I am hoping that it will appear within the next week or 10 days. The hon. Member also asked what is being done in regard to smaller investigations in the way of following up. Of course, we usually consider that the trades concerned will themselves follow up the reports that have been brought to their notice, but I can assure the hon. Member that the officials of my Department are in constant touch with the different trades, and that we keep ourselves informed as far as possible as to what action is being taken, and see that things are done on the lines suggested by those who have visited the countries concerned.\n\nThe hon. Member also asked me a question with regard to the iron and steel trade, but I think that what he had in mind is really more the concern of the Board of Trade, which has that matter under consideration. If, however, the hon. Member should require any further information on that matter, I shall be very glad to see whether it can be procured for him. In conclusion, I should like to thank hon. Members in all quarters of the Committee for the kind references they have made to the work of the Department. As I have said, I believe that the work of the Department can be of very great assistance to industry, and one of the things which the business men who are connected with the Overseas Development Council have urged upon me is the extreme importance of making the Department more widely known. They said, \"You have the ...\n\nMr. MILLAR: It was your Department.\n\nMr. GILLETT: I rather believe that the hon. and learned Member is now wandering away into the sphere of the Ministry of Agriculture, but I will certainly look into the matter, as my Department would be concerned with the export of herrings.\n\nMr. GILLETT: It may be that some side of my Department was concerned with the matter.", "txt_file_path": "txt/2diw2n4r2/CO129-532-3 Mui Tsai system 4-12-1930 - 9-11-1931.txt", "external_url": "", "rank": 0 }, { "id": 533804, "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": "CO129-539-14 Establishment of a vehicular ferry service for Hong Kong Harbour 30-3-1932 - 1-12-1932", "page_number": 17, "title": "CO129-539-14 Establishment of a vehicular ferry service for Hong Kong Harbour 30-3-1932 - 1-12-1932", "content_text": "No. 160.\n\nGOVERNMENT HOUSE,\n\nHONG KONG, 30th March, 1932.\n\nSir,\n\n1 on 1/284\n\n428469/30\n\nWith reference to my reserved despatch of the 22nd April, 1930, and your telegram of the 23rd July, 1930, I have the honour to inform you that the construction of the Vehicles Ferry piers is now well advanced.\n\n2. In order to facilitate the embarkation of passengers and vehicles at all states of the tide, it is proposed to instal electrically operated ramps on the piers, and the Crown Agents for the Colonies have been authorized to place a contract for the supply of the steelwork and machinery required for these ramps with Messrs. Head, Wrightson & Co., Ltd., of Middlesbrough.\n\n3. Mr. Adam Anderson, Executive Engineer in charge of the Port Development sub-Department of the Public Works Department, who is responsible for the design of the arrangements for embarking and disembarking the vehicles traffic, is due to arrive in England about the middle of May on special duty in connection with this work. He has been instructed to consult with the Crown Agents.\n\nTHE RIGHT HONOURABLE\n\nSIR P. CUNLIFE-LISTER, G.B.E., M.C., M.P.,\n\n&c.,\n\n&c.,\n\n&c.", "txt_file_path": "txt/2diw2n4r2/CO129-539-14 Establishment of a vehicular ferry service for Hong Kong Harbour 30-3-1932 - 1-12-1932.txt", "external_url": "", "rank": 0 }, { "id": 549423, "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": "CO129-555-1 Hong Kong Tramways Ltd.- petition 10-7-1935 - 4-10-1935", "page_number": 66, "title": "CO129-555-1 Hong Kong Tramways Ltd.- petition 10-7-1935 - 4-10-1935", "content_text": "98\n\nC\n\nC\n\n74\n\nway and trackless trolley undertakings have sunk heavy capital expenditure in track, electrical equipment and other plant, and are unable to transfer their services to other routes. The Committee reached the conclusion, which was generally accepted, that so long as such undertakings are providing adequate and efficient services, they are in principle entitled to some measure of protection, so far as their strictly local traffic is concerned, from the competition of public service vehicles conveying passengers stage by stage between points served by the trams and trolley vehicles.\n\nCC\n\n\"\n\n\"\n\nSir Cyril then proceeded to deal with what is known as the Leicester case.\n\nBriefly this was a Ministry of Transport order which forbade motor buses other than those owned by the Leicester Corporation to pick up and set down the same passenger on such portion of the route as lay within 440 yards of any Leicester tramway track.\n\nIn most areas the facts which weigh most heavily with the Commissioners are the answers to the following questions:-\n\n(1) Who first operated the route?\n\n(2) Is the proposed operator a person which can be relied upon to provide a proper service and obey the various requirements of the law?\n\n(3) Has he been regular in his past services?\n\n(4) Has he been guilty of fare-cutting or any other method of unfair competition?\n\n(5) Is the route not already adequately served?\n\n(6) Would the proposed new service be a sound commercial proposition and, if so, would it only be such to the disadvantage and expense of an existing and long established service?\n\nEven when the Commissioners have made their decision regarding new fares or a new bus route there is adequate machinery for appeal by any transport undertaking which has been adversely affected. Two recent cases of appeal relate to Middlesbrough. In one the decision on the Corporation's appeal in the first case ensured that the Corporation's tramway service and their omnibus service were given absolute protection over the whole length of their route which was affected for the first time by the operation of a competing motor bus service.\n\nThe second appeal was against the decision of the Traffic Commissioners to attach certain conditions to road service licences respecting fares. The decision on this appeal was that in order adequately to protect the services of the Middlesbrough Corporation the minimum fare on competing bus service over the Middlesbrough Municipal routes was raised from 3d. to 4d.\n\nIt was exactly such acts of injustice in England of which this company now complains that created the Road Traffic Act of 1930. Yet five years later we have the Government of Hong Kong acting in a manner which would be censured by the Home Government if the case of which we now complain were reported officially to the Ministry of Transport or about which a question were put in the House of Commons.\n\nIt is a sad commentary on the manner in which a highly efficient and long established public utility company in this Colony can be treated that it was through a Chinese newspaper that this company was first made acquainted with the startling news that a competing bus company was to be permitted by Government to reduce its fares to the lowest tram fare.\n\n75\n\nIt cannot be too strongly emphasised that the Hong Kong Government seems to be out of touch with modern policy as now being pursued by the Ministry of Transport in these matters and that such a situation as that in which we now find ourselves could not arise in England to-day. Under the Road Traffic Act of 1930, the established Transport authority for the area would be given an opportunity to submit its views regarding the probable effect on its financial integrity of any such concession to a second comer over its routes as are referred to in the article in \"C Wah Kiu Yat Po\". It is part of the Policy of the British Government in general (and its Ministry of Transport in particular) to afford adequate protection to the long-established transport authority-particularly in the case of railways and electric tramways against wasteful competition by new companies anxious to cut into the business of the recognised undertaking operating under statutory powers.\n\nIn about 4 years' time the Government will be entitled to 25% of our working profit and one would think that, as they will enjoy such a large share of the profits, the Government would take a special interest in seeing that the company received fair play. In addition to the royalty, we shoulder another very heavy obligation in respect of our permanent way. For the whole of the distance between Kennedy Town and Shaukiwan, in addition to the Happy Valley section, we maintain the centre of the roadway to the extent of about 10 miles in length and 15 feet in width.\n\nFurther, we are at present engaged in spending about $300,000 on the construction of part of the new 100 ft. Road between Causeway Bay and Taikoo and I would go so far as to say that, unless we are given an assurance by the Government that uncontrolled motor bus competition in the future will be forbidden, the Board should seriously consider to what extent the company is justified in proceeding with this big commitment on the Shaukiwan route on which it has embarked. We are not only laying our tram track but are actually building the foundations of the centre of the road (and in certain parts where the sub-soil is soft we have to resort to piling operations). Are we going to this great expense partly for the convenience of the China Motor Bus Co.? In this connection one vital point should always be borne in mind if we are to continue to consider the claims of that large proportion of the Colony's population who have very slender means. There does not exist at the present time a vehicle other than the electric tramcar which can economically carry passengers between Shaukiwan and Hong Kong at a rate of something under one cent per mile. It is only by carrying passengers in excess of, say, 30,000,000 per annum that such low fares remain a sound commercial proposition. Any hasty step, therefore, threatening to rob the Company of a large proportion of such traffic is calculated, eventually, to undermine the sound financial foundation upon which the Hong Kong Tramways Limited rests.\n\nThis would be a bad thing for the Colony and would ultimately lead to an increase in tram fares.\n\nAt present on the longest service, Shaukiwan to Western Market, (a distance of 6 miles) the Company could-under the Tramways Ordinance-charge 15 cents third class. The present charge, however, is only 5 cents.\n\nWith regard to the extension of bus routes now reported in to-day's Chinese newspapers to have been sanctioned by the Police it is significant that a similar application by the China Bus Company was considered (and presumably refused) by the Governor-in-Council as recently as November-December, 1933.\n\n(sd.) L. C. F. BELLAMY, General Manager.\n\n99", "txt_file_path": "txt/2diw2n4r2/CO129-555-1 Hong Kong Tramways Ltd.- petition 10-7-1935 - 4-10-1935.txt", "external_url": "", "rank": 0 }, { "id": 554274, "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": "CO129-562-12 Dysentry epidemic- recommendation to enforce compulsory pasteurization of milk 7-6-1937 - 17-8-1937", "page_number": 72, "title": "CO129-562-12 Dysentry epidemic- recommendation to enforce compulsory pasteurization of milk 7-6-1937 - 17-8-1937", "content_text": "# APPENDIX 5.\n\nStatement showing the number of occupiers of agricultural holdings over one acre in extent within an approximate radius of five miles of certain towns, who returned four or more dairy cattle* on the 4th June, 1932 (Ministry of Agriculture's annual livestock).\n\n| Town or group of towns | Number of occupiers |\n| --- | --- |\n| Liverpool, Birkenhead and St. Helens | 400 |\n| Birmingham, Wolverhampton and Walsall | 402 |\n| Blackburn | 553 |\n| Bolton | 338 |\n| Bradford, Halifax, Leeds and Huddersfield† | 1,280 |\n| Brighton | 36 |\n| Bristol | 308 |\n| Burnley | 598 |\n| Coventry | 324 |\n| Croydon | 49 |\n| Derby | 498 |\n| East and West Ham and Leyton | 14 |\n| Gateshead, Newcastle, South Shields and Sunderland | 323 |\n| Hull | 303 |\n| Leicester | 210 |\n| Manchester, Salford and Stockport | 502 |\n| Southend | 53 |\n| Middlesbrough | 204 |\n| Portsmouth | 57 |\n| Southampton | 161 |\n| Norwich | 135 |\n| Nottingham | 188 |\n| Plymouth | 336 |\n| Stoke-on-Trent | 492 |\n| Sheffield | 179 |\n| Preston | 656 |\n| Blackpool | 244 |\n| Oldham | 281 |\n| Bournemouth | 65 |\n| Cardiff | 193 |\n| Rhondda | 123 |\n| Swansea | 79 |\n| Total | 9,584 |\n\n## Annex to appendix 5.\n\nIn submitting the above statement, the Ministry of Agriculture and Fisheries wrote:-\n\nThe 5-mile radius was taken in every case from approximately the centre of the town, but, where a parish fell reasonably within the circle, all the occupiers in that parish returning four or more dairy cattle have been included.\n\nWhere the circle round one town definitely overlapped that round another, or where the towns adjoin, the towns have been grouped; it would be difficult to allocate certain parts of a parish to one town and other parts to its neighbour.\n\nLondon has been omitted from the statement. The small numbers of cowkeepers found round the East and West Ham group and Croydon indicate how far it is necessary to go outside London before the area is reached where dairy cattle keepers are found in any numbers.\n\nThe imperfections of the figures given in the statement as an indication of the number of producer-retailers in the country are, of course, very obvious; for instance, some cow keepers within the 5-mile radius may not be producer-retailers, while there may be numbers of producer-retailers outside the radius. The figures supplied should, therefore, be used with great reserve.\n\n* i.e., cows or heifers in milk or in calf.\n\n† The overlap in this group was not so pronounced as in the other groups; the four towns might almost have been considered individually.", "txt_file_path": "txt/2diw2n4r2/CO129-562-12 Dysentry epidemic- recommendation to enforce compulsory pasteurization of milk 7-6-1937 - 17-8-1937.txt", "external_url": "", "rank": 0 }, { "id": 554294, "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": "CO129-562-12 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`", "txt_file_path": "txt/2diw2n4r2/CO129-562-12 Dysentry epidemic- recommendation to enforce compulsory pasteurization of milk 7-6-1937 - 17-8-1937.txt", "external_url": "", "rank": 0 }, { "id": 566820, "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": "CO129-579-3 Sino-Japanese War- shipping 30-10-1938 - 23-12-1939", "page_number": 68, "title": "CO129-579-3 Sino-Japanese War- shipping 30-10-1938 - 23-12-1939", "content_text": "SOUTH CHINA MORNING POST\n\n27th July, 1939.\n\n68\n\nCannot be Enforced\n\nMr. Cheshire in his recent work on Private International Law, p. 197 writes \"It is axiomatic that Law cannot enforce a contract that is illegal by its proper law in England. The dearth of authority for this proposition is not surprising, for few would be bold enough to sue on a contract that is prohibited by the legal system to which it properly belongs.\"\n\nIn The Torni (1932) p. 78 at 88 Greer L.J. in considering the judgments in the Court of Appeal in In re Missouri Steamship Co. (Ch. D. 321) said: \"I regard the decision as meaning that if, in the country where the contract was made, the contract was illegal—not merely void and unenforceable but illegal—then the courts in this country would recognise the illegality and act in accordance with the law of the country where the contract was made.\"\n\nMr. Cheshire puts it thus: \"It has been suggested that a contract which is illegal by the law of the country where it is made cannot be enforced in England.\n\n\"Bold and sweeping statements of this nature are seldom tenable in Private International Law. This particular one, at any rate, derives little confirmation from the decisions usually cited in its favour, since they were concerned with cases in which the lex loci contractus was also the proper law. The casual place of completion cannot as a rule raise legal effects.\n\n\"It is academic and impracticable to suggest that a contract must be regarded as a nullity everywhere merely because it happens to have been made in a country by the law of which it is illegal. But what is true is that if that country is something more than the 'locus contractus,' if, for instance, one of the parties is resident there, or if the subject matter of a contract of sale is situated there, then, even though the law of that country is not the proper law, nevertheless any imperative provision by which it prohibits and illegalises the contract will be recognised by the English Courts.\"\n\nThree Arguments\n\nMr. Sheldon has submitted three interesting arguments in opposition to the making of the order prayed.\n\nFirstly, he contends, the fact that the local branch of the Company is precluded by existing circumstances from carrying on business in the Colony is not in itself a ground for making a winding-up order, and he relies on the case of In re Middlesborough Assembly Rooms Co. (1879) 14 Ch.D. 104.\n\nIn that case, a company formed for building and letting assembly rooms resolved, owing to trade depression, to suspend work for more than a year. A shareholder presented a petition for winding-up. He was supported by one-eighth in value of the shareholders, whereas the petition was opposed by four-fifths in value.\n\nIn these circumstances, the Court of Appeal held that a winding-up order ought not to be made.\n\nSecondly, he argues, the Supreme Court of China has made an order which is entirely nugatory. The only assets within the jurisdiction of that court are fourteen ships based on Chefoo or Dairen, and, notwithstanding the order of the court, these ships are still trading. This court will not make a useless or ineffective decree (Ferguson vs. Wilson L.R. 2 Chancery Appeals p.77).\n\nTwo Fallacies\n\nThat argument is based on two fallacies.\n\nIn the first place, the company has within the jurisdiction of this court substantial assets, and it has not been suggested that any order which I make will not be immediately effective so far as these assets are concerned.\n\nIn the second place, the fact that certain foreign nationals are in contempt of an order of a competent court is no reason why I should disregard that order or fail to treat it with proper respect. The case of de Jager vs. A.G. for Natal (1907) Appeal Cases 326 is direct authority for the proposition that the company in Chefoo is still subject to the jurisdiction of the Chinese courts.\n\nAs Lord Loreburn there said in delivering the judgment of the Judicial Committee: \"The protection of a State does not cease merely because the State forces, for strategical or other reasons, are temporarily withdrawn, so that the enemy for the time exercises the rights of an army in occupation. On the contrary, when such territory reverts to the control of its rightful sovereign, wrongs done during the foreign occupation are cognisable by the ordinary courts.\"\n\nIn the third place, he maintains the contributories are the best judges as to whether there is any danger to the local assets of the company. Their considered view is shown by the fact that whereas the petition is presented by contributories holding 1,500 shares, it is opposed by 50,000 in value, and it is a familiar and settled principle that a court will not interfere with a domestic forum.\n\nIt is perhaps not surprising that the majority of the contributories resident either in the province of Shantung, which is in Japanese occupation, or in Dairen in Manchukuo, should desire to trade with the enemy. It may, for aught I know, be a profitable undertaking: it is in any event more profitable than having the company's ships laid up in harbour or forcibly seized by the Japanese forces.\n\nHigh Treason\n\nIt is clear, however, from Mr. T. F. Lo's affidavit that these activities of the company are, by Chinese law, illegal, in fact treasonable, and I have not been referred to any authority for the proposition that, in order to meet the wishes of a majority of shareholders, I should connive at and, in fact, facilitate high treason by subjects of a friendly power.\n\nMr. D'Almada, who followed Mr. Sheldon, has advanced another argument. Assuming every argument put forward by Mr. Potter, Mr. D'Almada submits that the true remedy is not a winding-up order but an injunction to restrain the local branch from doing illegal acts.\n\nIn my opinion, that case is easily distinguishable. It was a petition for the winding-up of an English Company, whereas here I have to consider a petition for the winding-up of the local branch of a foreign company which has already been wound up by order of a competent court. I know of no authority for keeping alive a branch where the parent trunk is in process of dissolution.\n\nIt seems to me to disregard two facts, firstly, that the company has been wound up in China and that we are concerned here only with a branch, and, secondly, that, having no representatives here except a Japanese corporation whose contract of agency is illegal by the laws of China, there is no one on whom an injunction could be served.\n\nHaving come to the conclusion which I have already reached on Mr. Potter's first ground, it is not strictly necessary for me to state my views on the second and third grounds, but in case, on appeal, the Full Court holds that the first ground falls, it will obviate the necessity for a rehearing de novo if I record that, in my judgment, the petition is one which should be granted on all the three grounds advanced.\n\nThere will be an order for the winding-up of the branch of the company within the jurisdiction of this Court. There will be liberty to appeal, and the costs of the petitioners will be paid from the local assets of the company.", "txt_file_path": "txt/2diw2n4r2/CO129-579-3 Sino-Japanese War- shipping 30-10-1938 - 23-12-1939.txt", "external_url": "", "rank": 0 }, { "id": 568077, "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": "CO129-581-16 British propaganda in Hong Kong 18-4-1939 - 29-10-1939", "page_number": 29, "title": "CO129-581-16 British propaganda in Hong Kong 18-4-1939 - 29-10-1939", "content_text": "F 411.\n\nBritish Finance and Commerce.\n\nBy Robert Hackay.\n\n29\n\nExport Trade.\n\nGreat Britain's export trade keeps pace with the industrial expansion which is the main feature of British economy this year. The value of British exports in July was 7.7 per cent higher than in July, 1938. For the first seven months of this year British exports were £276,619,000, compared with £270,628,000 in the corresponding period of last year, and the visible adverse balance of trade is £18,000,000 lower than it was a year ago. There has been a substantial increase in British exports to the United States, Russia and Scandinavia, and smaller increases to many other countries.\n\nThe volume of exports has also been considerable, as is shown in the rise in British export cargoes to all destinations. Tonnage of ships leaving United Kingdom ports with cargo during the quarter ended on the 30th of June was the highest for any June quarter since 1930, and showed an increase of 8 per cent compared with a year ago. Apart from important contracts which British firms have obtained in foreign markets, thus contributing to the larger volume of export cargoes, there have been increased shipments of coal to countries abroad. Iron and steel exports have also been greater, as is instanced by shipments of finished iron and steel from the port of Middlesbrough. These totalled 42,186 tons in July, the highest total for any month this year. Among the chief foreign purchasers of British steel were South Africa, Egypt, India, Holland, Belgium and the Argentine.", "txt_file_path": "txt/2diw2n4r2/CO129-581-16 British propaganda in Hong Kong 18-4-1939 - 29-10-1939.txt", "external_url": "", "rank": 0 }, { "id": 570706, "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": "CO129-585-3 Sino-Japanese conflict- shipping 17-1-1940 - 13-11-1940", "page_number": 34, "title": "CO129-585-3 Sino-Japanese conflict- shipping 17-1-1940 - 13-11-1940", "content_text": "34\n\nmerely because it happens to have been made in a country by the law of which it is illegal. But what is true is that if that country is something more than the locus contractus, if for instance one of the parties is resident there, or if the subject matter of a contract of sale is situated there, 'then, even though the law of that country is not the proper law, nevertheless any imperative provision by which it prohibits and illegalises the contract will be recognised by the English Courts.'\n\nThe\n\nMr. Sheldon has submitted three interesting arguments in opposition to the making of the order prayed. Firstly, he contends, the fact that the local branch of the company is precluded by existing circumstances from carrying on business in the Colony is not itself a ground for making a winding-up order, and he relies on the case of In re Middlesborough Assembly Rooms Co (1879) 14 Ch.D.104. In that case a company formed for building and letting assembly rooms resolved, owing to trade depression, to suspend work, and did so suspend work for more than a year. A shareholder presented a petition for winding-up. He was supported by one-eighth in value of the shareholders whereas the petition was opposed by four-fifths in value. In these circumstances the Court of Appeal held that a winding-up order ought not to be made. In my opinion that case is easily distinguishable. It was a petition for the winding-up of an English Company whereas here I have to consider a petition for the winding-up of the local branch of a foreign company which has already been wound up by order of a competent Court. I know of no authority for keeping alive a branch where the parent trunk is in process of dissolution. Secondly, he argues, the Supreme Court of China has made an order which is entirely nugatory. Only assets within the jurisdiction of that Court are fourteen ships based on Chefoo or Dairen, and notwithstanding the order of the Court these ships are still trading. This Court will not make a useless or ineffective decree (Ferguson vs. Wilson L. R. 2 Chancery Appeals p.77) That argument is based on two fallacies. In the first place the company has within the jurisdiction of this Court substantial assets and it has not been suggested that any order which I make will not be immediately effective so far as these assets are concerned. In the second place the fact that certain foreign nationals are in contempt of an order or fail to treat it with proper respect. The case of De Jager vs. A.G. for Natal (1907) Appeal Cases 326 is direct authority for the proposition that the company in Chefoo is still subject to the jurisdiction of the Chinese Courts. As Lord Loreburn there said in delivering the judgment of the Judicial Committee 'The protection of a State does not cease merely because the State forces, for strategic or other reasons, are temporarily so that the enemy for the time exercises the rights of an army in occupation. On the contrary, when such territory reverts to the control of its rightful sovereign wrongs done during the foreign occupation are cognisable by the ordinary Courts'.\n\nwithdrawn,\n\nIn the third place, he maintains the contributories are the best judges as to whether there is any danger to the local assets of the company. Their considered view is shown by the fact that whereas the petition is presented by contributories holding 1500 shares it is opposed by 50,000 in value, and it is a familiar and settled principle that a court will not interfere with a domestic forum. It is perhaps not surprising that the majority of the contributories, resident either in the province of Shantung, which is in Japanese occupation or in Dairen in Manchukuo should desire to trade with the enemy. It may, for\n\n/aught", "txt_file_path": "txt/2diw2n4r2/CO129-585-3 Sino-Japanese conflict- shipping 17-1-1940 - 13-11-1940.txt", "external_url": "", "rank": 0 }, { "id": 570712, "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": "CO129-585-3 Sino-Japanese conflict- shipping 17-1-1940 - 13-11-1940", "page_number": 40, "title": "CO129-585-3 Sino-Japanese conflict- shipping 17-1-1940 - 13-11-1940", "content_text": "40\n\nIt follows also that the Court is bound to treat the acts of the Courts of the Sovereign Republic of China as acts which cannot be impugned and to hold the order of the Chungking District Court, confirmed as it was on appeal by the First Divisional Court of Szechuen, for the winding-up of the Ching Kee Company to have been duly and effectively made by a Court of competent jurisdiction, and that the existence of the Company in China, was except for the purposes of its winding-up, terminated by that order.\n\nI cannot therefore see how it can be contended that the company, the corporate juristic existence of which has ceased, should be deemed to be still in being merely because it is still carrying on its activities in North China. If I understand him aright, Mr. Sheldon submits that those activities, sponsored as they must be by the Japanese, have converted the company into an alien enemy of China, whatever force there might be in this contention if the company were still incorporated for all purposes under the laws of China, seems to me that its winding-up as a corporation has automatically deprived it of any such status.\n\nIt may well be that the persons responsible for its continued activities under the aegis of Japanese interests have broken the laws of China by trading with enemy subjects but it is the individuals and not the corporation who are now carrying on the business. The corporation itself is dead. Since then the parent trunk has for all practical purposes ceased to exist, how can this Court be reasonably asked to say that a branch is still alive?\n\nIn re Russian Bank for Foreign Trade (1933, 1 Ch. 745) and Lazard Brothers & Co. v. Midland Bank (1933 A.C.289) are the clearest possible authority for the proposition that, once a foreign corporation has been dissolved by an act of the foreign state which gave it being, the corporation will no longer be regarded by English law as still existent, and, as Maughan J. (as he then was) said in his judgment (p.764) in the former case, the branch of such a corporation is nothing but \"a submerged wreck floating on the ocean of commerce.\"\n\nIt is true that in each of those cases the Russian Corporation concerned had been swept out of existence and was completely inanimate, whereas here some of the activities of the company are admittedly still being carried on in North China, but the fact still remains that the existence of the company as a juristic person has been destroyed by the order of the Chungking District Court and with its destruction the Hongkong Branch, which must depend for its legal being on the continued existence of the company, cannot be deemed to be still alive.\n\nEven were it possible to regard the branch as able to carry on separate existence, it is obvious that such existence could only be maintained either by exposing the company's ships to the risk of almost certain seizure by an enemy power or by permitting the affairs of the branch to be managed by an enemy corporation. It is this feature, apart from the fact that we are here dealing with a branch and not with the parent corporation itself, that makes the case clearly distinguishable from In re Middlesborough Assembly Rooms Company (14 ch. D.104) which is relied on by the appellants.\n\nThere the company had suspended...\n\nPage 40\n\nPage 41", "txt_file_path": "txt/2diw2n4r2/CO129-585-3 Sino-Japanese conflict- shipping 17-1-1940 - 13-11-1940.txt", "external_url": "", "rank": 0 }, { "id": 579941, "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": "CO129-592-9 Future Policy in Hong Kong- Port Administration 13-1-1945 - 4-3-1946", "page_number": 108, "title": "CO129-592-9 Future Policy in Hong Kong- Port Administration 13-1-1945 - 4-3-1946", "content_text": "10th \n\nGLEN LINE LTD.\n\nREGULAR SERVICE TO THE FAR EAST\n\nFROM ANTWERP, MIDDLESBROUGH & LONDON.\n\nTELEGRAPHIC ADDRESS.\n\n\"MACGREGOR, LONDON.\"\n\nTELEPHONE,\n\nROYAL 3857 (3 LINES).\n\nMy dear Gent,\n\nREFERENCE\n\nCEW/ER.\n\n20, BILLITER STREET,\n\nLONDON, E.C.3.\n\nHONG KONG COMMITTEE.\n\n24th September, 1945.\n\nFurther to my letter of the 17th inst., I have consulted Alfred Holt & Company. As important property owners, they would be grateful if I could advise whether the Committee is primarily a technical or a constitutional body,\n\ni.e., is it chiefly to get the place going again or to line up the extent upon which the Owen Report should be implemented.\n\nPerhaps you would be kind enough to let me know so that the question of representation on the Committee which was offered to me could be further considered.\n\nYours sincerely,\n\nG. E. J. Gent, Esq.,\n\nO.B.E., D.S.O., M.C.,\n\nColonial Office, Downing Street, LONDON, S.W.1.", "txt_file_path": "txt/2diw2n4r2/CO129-592-9 Future Policy in Hong Kong- Port Administration 13-1-1945 - 4-3-1946.txt", "external_url": "", "rank": 0 }, { "id": 579945, "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": "CO129-592-9 Future Policy in Hong Kong- Port Administration 13-1-1945 - 4-3-1946", "page_number": 112, "title": "CO129-592-9 Future Policy in Hong Kong- Port Administration 13-1-1945 - 4-3-1946", "content_text": "112\n\nGLEN LINE LTD.\n\nREGULAR SERVICE TO THE FAR EAST\n\nFROM ANTWERP, MIDDLESBROUGH & LONDON.\n\nTELEGRAPHIC ADDRESS.\n\n\"MACGREGOR, FEN, LONDON.\n\nTELEPHONE,\n\nROYAL 3857 (3 LINES).\n\n20, BILLITER STREET,\n\nLONDON, E.C.3.\n\n17th September,\n\n1945.\n\nMy dear Gent,\n\nREFERENCE\n\nCEW/ER.\n\n54145/1\n\n45145/1/45, dated 15th inst.\n\nThank you for your letter\n\nI think it possible that Alfred Holt & Co., would prefer to have a direct representative on your Committee, or if that were not possible, they might prefer that someone in Messrs. John Swire & Sons., represented them.\n\nMessrs. Butterfield & Swire, the Eastern Office of Messrs. John Swire & Sons., are Messrs. Alfred Holt & Co's. General Agents in China and have a more intimate knowledge of Hong Kong and its problems than I myself have.\n\nI trust that if my ideas are correct there will be no objection to someone being substituted for me on your Committee.\n\nYours sincerely,\n\nO.B.E., D.S.O., M.C.,\n\nG. E. J. Gent, Esq.,\n\nColonial Office,\n\nDowning Street,\n\nLONDON, S.W.1.", "txt_file_path": "txt/2diw2n4r2/CO129-592-9 Future Policy in Hong Kong- Port Administration 13-1-1945 - 4-3-1946.txt", "external_url": "", "rank": 0 } ]