[ { "id": 204537, "series_id": 26, "series_slug": "histsyn-rashkb-journal-engine", "series_title": "RASHKB Journal 皇家亞洲學會香港分會學刊", "series_use_hku_proxy": false, "document_key": "RAS-1963", "page_number": 18, "title": "RAS-1963", "content_text": "PROTESTANT CEMETERY IN MACAO\n\nexplore trade possibilities outside the Americas.\n\n13\n\nThe New England states especially took the lead in this expansion of maritime trade, and towns like Salem and Boston soon became busy ship-building and overseas ports. Boston ships sailed east to the Pacific via the Cape of Good Hope, while those from Salem sailed west round the Horn; when, as was inevitable on a globe, east met west in the Far East, they agreed to an east-west boundary line which ran south of Canton and the Philippines; the area of South China was thus in the Salem sphere, and hence most of the early American traders in this area belonged to early Salem, Beverly, and Danvers families.\n\nThe procedure that had to be followed by foreign ships trading with Canton was briefly this. They made their first China landfall amongst the Ladrone Islands; here they took on a pilot from a junk, and he brought them to Macao; anchoring in the roads off Taipa, they made contact with the Chinese officials who were at that time established on the Praya Grande at Macao; on being cleared by them for Canton, the ships were allowed to proceed to Bocca Tigris at the river mouth, where, after a further delay, they were eventually given a Grand Chop, which was the permit to sail up river. The ships anchored at Whampoa, and the almost endless negotiations for discharging their cargoes and reloading with their purchases began. In the early part of the nineteenth century, the foreign floating population of Whampoa ran into thousands, and the sickness, accident, and mortality rates were very high.\n\nUp river, disposal of the dead was one of the easiest of all local business transactions; the Chinese had no such things as enclosed cemeteries, and neither had the foreigners; burials involved no legal or civil procedures; one merely negotiated with a Chinese landowner for a hillside plot and hired a few labourers. On Danes Island, French Island, at Whampoa, Lintin, Capsingmoon, and Cumsingmoon, there lie buried thus hundreds of foreigners whose frail memorials, if they ever existed, have long since disappeared.* In westernized Macao, however, the situation was different. There were enclosed cemeteries there, but they were consecrated by the Roman Catholic Church and therefore were not available to the other Europeans who were\n\n*For a map of the Pearl River estuary see p. 93.", "txt_file_path": "txt/dfo323lmgvd/RAS-1963.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/4m90m091v", "rank": 0 }, { "id": 204726, "series_id": 26, "series_slug": "histsyn-rashkb-journal-engine", "series_title": "RASHKB Journal 皇家亞洲學會香港分會學刊", "series_use_hku_proxy": false, "document_key": "RAS-1964", "page_number": 29, "title": "RAS-1964", "content_text": "20 \n\nW. C. HUNTER \n\nthere was a large Chop posted on the wall of the Company's Factory giving a review of the correspondence between the Commissioner and the foreigners up to this time. \n\nAt 5 p.m. the coolies brought us 6 buckets of water and 4 bundles [of] hay for the cows and promised to bring us some spring water tomorrow. \n\nApril 2, Tuesday \n\nNew China Street, Hog Lane and the alley in front of Cox's house have been built up with bricks for the double purpose of preventing the escape of foreigners and to keep all Chinese out of the Square. None but those on duty are permitted to come in front of the Factories. The guards are erecting more mat sheds by the water side. Supplies of bread, fruit, spring water and other things brought to each Factory. \n\nEverything very dull in the day time. The Factories, deserted by the Chinese who used to live in them, are as desolate as possible, and at night dark and dreary. We have, however, quantities of food supplied us by the Consoo. \n\nHired six of the coolies on guard at our Factory gate to wash out the Hong, and paid them 25 cents each. We have a fellow to look after our cows who comes in and goes out at pleasure, the linguists having furnished him with a pass. All the coolies, police and soldiers stationed around the Factories are each supplied with a pass which they are obliged to show on passing in and out of the gate at the end of Old China Street which is the only entrance into the Square, all the other avenues having been bricked up. The pass is a small piece of wood attached to a red string with the characters Yaou-Pae, meaning \"a pass attached to the waist\" where it is fastened. Beneath these characters are others, private marks. \n\nThe washerman came yesterday and brought our clean clothes and took some away to be washed, having no pass a linguist came in with him and remained till he went away. Everything taken from the Factories, I am told, is first carried to the Consoo House, where, with the carriers, all are examined. A precaution taken to prevent any letter or note being carried out of the Hongs which might be sent to the vessels at Whampoa, at Lintin, or Macao.", "txt_file_path": "txt/dfo323lmgvd/RAS-1964.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/qz20zx09r", "rank": 0 }, { "id": 204741, "series_id": 26, "series_slug": "histsyn-rashkb-journal-engine", "series_title": "RASHKB Journal 皇家亞洲學會香港分會學刊", "series_use_hku_proxy": false, "document_key": "RAS-1964", "page_number": 44, "title": "RAS-1964", "content_text": "JOURNAL OF OCCURRANCES AT CANTON\n\n33\n\nbeing to get rid of the opium as quick as possible and thereby procure our release. The latest accounts from below are that 12,391 chests have now been delivered to the Chinese. We hear also that Saoqua, one of the Hong merchants at Chumpee, met with a serious accident getting into his own boat from one of the ships. While here old Houqua, one of our best friends, has been confined to his house for a week past with dropsy of which he has a bad attack.\n\nNearly all the Factories have now their compradores, cooks, and coolies and here and there a servant. Our imprisonment is the same as before but the guard at night do not keep up such a continual beating of gongs and blowing of horns as they did. Sunday evening, 28 April, 1839\n\nThis evening while taking tea at Elmslie's, Houqua and Mouqua came in. They each sat down and ate some jelly and bread and took a cup of tea. The former had just had a letter from Pwankuqua dated at Chumpee yesterday, which said that 13,900 odd chests had been delivered. After half an hour's chat on various matters they went over to see Captain Elliot at the hall. Wrote to J. & P. Sturgis at Macao, gave the letter to Delano to be forwarded.\n\nWe heard this morning of the arrival of the Cowasjee Family from Calcutta and Singapore with 500 chests of opium. The Columbia and John Adams sailed from the latter place five days before her. The Columbia we understand for Lintin direct and the John Adams to touch at Bankoff. This news was received with great delight throughout our prison as they may in some measure hasten our release or the catastrophe, whatever it is to be. No passage boats or ship boats allowed to run.\n\nMonday, 29 April 1839\n\nSeveral days since we heard that three lascars had been brought from the coast of Chinchoo at which place they probably deserted from some ship and were lodged at the Consoo House. Today they were released and sent out to the Factories. Nothing can be made of their story except that they belonged to an opium vessel on the coast and had landed and were left behind. This was of course carefully concealed from the Name-Hoe who questioned them at Consoo House. We hear today that Mouqua is better and Saoqua also. He requested permission of the Yum Chae to come up which was refused.", "txt_file_path": "txt/dfo323lmgvd/RAS-1964.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/qz20zx09r", "rank": 0 }, { "id": 204831, "series_id": 26, "series_slug": "histsyn-rashkb-journal-engine", "series_title": "RASHKB Journal 皇家亞洲學會香港分會學刊", "series_use_hku_proxy": false, "document_key": "RAS-1964", "page_number": 134, "title": "RAS-1964", "content_text": "A RECONNAISSANCE OF MA WAN\n\n113\n\nCaptain Proctor in his passage from Chusan in the Endeavour in October last, came through what is called the Cowhee Passage. It was then blowing hard from the south east. The pilot carried him to the westward of Cowhee, and he anchored for the night in 8 fathoms water, soft mud, off the point L. In the morning he passed to the southward of the Bottoe Islands, having 5 and 6 fathoms over soft mud all the way in shore.\n\nOn the morning of the 17th we got under weigh and passed close to the northward of the Bottoe Islands, we then stood over to the north shore, and worked up to the northward of the islands of Lonkoo25 and Lintin. The weather was so thick that we were frequently out of sight of land. At the turn of tide we anchored near some fishing stakes in 4 fathoms water, Lintin bearing SSE distant about 15 miles. On the 18th we weighed and worked up to Anson's Bay, and on the 19th we passed the Bocca Tigris, and reached the Indiamen at the second bar. The 20th in the evening the Jackall arrived at Whampoo.\n\nSigned: HENRY WM. PARISH\n\nLieut. Royal Artillery\n\nN.B. The soil in general is free from stone, but the surface of the hill on the north west side of the island is covered with stones of a moderate size, and proper for building.\n\nGeographical Comments\n\nAny note on the value of Parish's survey of Ma Wan (Cowhee) and Lantao Island must inevitably take into account the state of nautical knowledge of Hong Kong waters at the time. This was probably sketchy; indeed, Parish himself states that he made a major revision to the outline of Lantao. His own work was very accurate, and his records of depths and currents off Lantao and around Ma Wan are confirmed exactly on modern charts26. His constant harping on the difficulties of navigation, however, cannot be ascribed entirely to the awkwardness of the local topography; bad weather (of which he had plenty), and a clumsy square-rigged ship, cannot have helped to raise his opinion of the area.\n\nThe channels around Ma Wan and North Lantao contain some of the deepest and most dangerous waters in Hong Kong. Both on rising and falling tides, there is a concentration of currents of up to seven knots along both east and west coast of Ma Wan, and these converge in the channel between Lantao Island and", "txt_file_path": "txt/dfo323lmgvd/RAS-1964.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/qz20zx09r", "rank": 0 }, { "id": 204837, "series_id": 26, "series_slug": "histsyn-rashkb-journal-engine", "series_title": "RASHKB Journal 皇家亞洲學會香港分會學刊", "series_use_hku_proxy": false, "document_key": "RAS-1964", "page_number": 140, "title": "RAS-1964", "content_text": "A RECONNAISSANCE OF MA WAN\n\n115\n\nAs it happened, the north end of Lantao remained almost untouched for 150 years. It was leased to Britain in 1898 for 99 years, but little development was undertaken until 1960, when large schemes of reclamation and resettlement were prepared. The slumbering rural character of the island is now beginning to change rapidly.\n\nWhy was Ma Wan chosen for survey? Nearness to Macao? Access to the Pearl River and Canton? Ships occasionally came down the China coast from the east, and took a short cut to Canton through the Kap Sui Mun Channels, but Parish's report seems to suggest that this was regarded as a hazardous piece of sailing. These ships, however, would all have to pass Ma Wan, and so the island was at that time the best-known in Hong Kong waters. Also, the approach in a square-rigged sailing vessel to the then uncharted coast gave a confusing variety of small islands, promontories, and near-islands. The approach from the west was probably better known, and was easier to find. But it is to be regretted that Parish was forced by his orders and the bad weather to waste so much energy on such an unsuitable site.\n\nCONCLUSIONS\n\nWhen the East India Company's trading monopoly to China came to an end in April 1834 the position of English merchants at Canton changed. Lord Napier was sent out as Superintendent of Trade, though the Foreign Secretary, Lord Palmerston, tended to regard him as a representative of the King. Napier soon came into conflict with the officials at Canton over what may be called matters of national prestige, and relations between England and China began to deteriorate. More especially relations were embittered over the increasingly large amount of opium being brought to China from India in British-owned ships. It was illegal to import opium into China by Chinese law, and as a result a swarm of Chinese middlemen co-operated with the foreign merchants in smuggling opium along the coast, especially in the province of Kwangtung. However, in 1821 the Kwangtung authorities were much stricter in enforcing the anti-opium smuggling regulations and as a result the foreign merchants could no longer bring it up to Canton, but instead took it to the \"outer anchorages\" where permanent receiving ships were stationed during the trading season (approximately October until April). The main base for opium smuggling was the island of Lintin", "txt_file_path": "txt/dfo323lmgvd/RAS-1964.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/qz20zx09r", "rank": 0 }, { "id": 206056, "series_id": 26, "series_slug": "histsyn-rashkb-journal-engine", "series_title": "RASHKB Journal 皇家亞洲學會香港分會學刊", "series_use_hku_proxy": false, "document_key": "RAS-1970", "page_number": 136, "title": "RAS-1970", "content_text": "A BRITISH WARTIME CHART SHOWING HONG KONG\n\n131\n\nThe name \"Iron River\" given to the present-day Hebe Haven may be related to the fact that Ma On Shan to the north has iron-ore (Magnetite) deposits on its south western side. It would seem to indicate that the deposits were known in the eighteenth century, if not worked.\n\nMers (Mirs) Bay is shown as being very small. A number of soundings near the entrance indicate the visit of a ship, so the error in its size and shape would seem to be yet another indication of poor visibility causing errors in observation.\n\nSuggested Identification of Place Names\n\n(Alphabetical Order)\n\n \n Botoe Is.\n East Brother (Siu Mo To)\n \n \n Cape Lintin and Bay\n South West Point and Deep Bay\n \n \n Castle Land\n Nam Tau Peninsula\n \n \n Chang Cheou Is.\n Cheung Chau\n \n \n Chin-falo\n Tsing Yi Island\n \n \n Co-chee\n Ma Wan Island\n \n \n Co-long\n Kowloon City\n \n \n False Hook\n Wong Chuk Kok (on Lamma Island)\n \n \n Fan-Chin-Cheou or He-ong-kong\n Hong Kong\n \n \n Furado or Poo Toy\n Po Toi Island (N.B. Fury Rocks, 1 Sea Mile to N.E. on modern charts)\n \n \n Hay-tae-man Bay\n Tai Shan Bay\n \n \n Ichou\n Chi Chau\n \n \n I of Gatto\n Shek Wu Chau\n \n \n Iron Point\n Fat Tau Point\n \n \n Keyzers Hook\n Fan Lau Point\n \n \n Lammon\n Lamma Island (Nam A Island)\n \n \n Lang Shitoe or Chato Id.\n Lafsami\n \n \n Lantoe or Magpyes Island\n Lantao Island\n \n \n Lantoe Bay\n Bay at Sham Tseng\n \n \n Lentua\n Lantao Island-Peninsula north of Cheung Chau\n \n \n Lintin\n Lintin\n \n \n Lon-ko\n Lung Kwu Chau", "txt_file_path": "txt/dfo323lmgvd/RAS-1970.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/ww72j0241", "rank": 0 }, { "id": 206777, "series_id": 26, "series_slug": "histsyn-rashkb-journal-engine", "series_title": "RASHKB Journal 皇家亞洲學會香港分會學刊", "series_use_hku_proxy": false, "document_key": "RAS-1973", "page_number": 54, "title": "RAS-1973", "content_text": "48\n\nA. D. BLUE\n\nThe Forbes completed the last few days of her passage under sail, in order to reserve a few tons of coal for the river passage. When the Chinese pilot came on board to take her up to Lintin she was under steam with wind and tide against her. He showed no astonishment, however, and quietly gave the helmsman his orders as if everything was normal. At last the captain could stand his bland indifference no longer, and asked him if he had ever seen a steamship before. The pilot calmly replied that this mode of propulsion had once been common in many parts of China, but had fallen into disuse. He knew that everything was alright so long as black smoke came from the funnel, but as soon as white steam appeared he was uneasy. Chinese acquainted with 'pidgin English' came to call a paddle steamer like the Forbes \"outside walkee\", and a screw steamer \"inside walkee\".\n\nAlthough this attempt to beat the monsoon failed in terms of the charter, it was still considered a success. During the passage between Singapore and Lintin coal had been transhipped from the Jamesina to the Forbes three times, each transhipment taking 3 to 4 hours. It was thought that 2 or 3 days could have been saved by speedier bunkering at Singapore and speedier transhipment at sea. That the experiment was not repeated was due to several factors. One was the lack of suitable fuel at Canton; the Forbes burned wood on her return passage. Another was the prospect of objections from the Chinese authorities.\n\nThe most important factor, however, was the greatly improved sailing ships which were being built at that particular time. In 1829, just a year before the Forbes-Jamesina experiment, the first and most famous of the opium clippers, the Red Rover, appeared on the scene. In her maiden voyage the Red Rover made the round trip between Calcutta and Macao in 55 days, carrying 800 chests of opium. She had equally successful passages in the next two years, by which time she had at least three rivals on the run. From then no one thought of employing steamships against the north east monsoon in the South China Sea, and the success of the opium clippers kept steamships out of the opium trade for another twenty years. The Red Rover, like many of her successors and rivals was built in India, at the Howra Dock Company's yard. She was launched in September 1829, and for her first few years was owned by her captain, the famous Captain Clifton, in partnership with", "txt_file_path": "txt/dfo323lmgvd/RAS-1973.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/8910rj06r", "rank": 0 }, { "id": 206779, "series_id": 26, "series_slug": "histsyn-rashkb-journal-engine", "series_title": "RASHKB Journal 皇家亞洲學會香港分會學刊", "series_use_hku_proxy": false, "document_key": "RAS-1973", "page_number": 56, "title": "RAS-1973", "content_text": "50\n\nA. D. BLUE\n\nJardine should not pass up the river. In the outcome, the passengers for Canton continued their journey in a sailing boat, and the Jardine returned to Lintin.\n\nSome time later the Chinese repeated their demand that the Jardine must leave the country, and as her machinery needed repair, she left for Singapore under sail, and arrived there on 28th February 1836. After several ineffectual attempts to repair the engines and to sell her, the engines were removed and the Jardine was converted permanently to a sailing ship. As such she returned to China on 23rd September 1836, but was recognised at Lintin as the \"smoke ship\" which had been turned away some nine months before. Although now minus the offending engines and paddle wheels, the hoppo decreed that she must leave. Her later history is obscure, but she seems to have continued in Jardine, Matheson and Company's fleet as a schooner. In his British Trade and the Opening of China, 1800-1842, Michael Greenberg includes her in a list of the Company's ships on the China coast in 1840.\n\nIt was the operations of the steamships of the Royal Navy and of the East India Company in the First China War, 1840-1842, which proved the value and practicability of steamships in Chinese waters. By the end of the war there were 48 British warships on the coast, including hospital, troop, and supply ships. Fourteen of these were steamships, nine wooden and five iron, the best known being the Nemesis.\n\nThe Nemesis was a pioneer in several respects, and it was her exploits in the First China War which advertised the many advantages of steam over sail in coastal waters. She was the first iron steamship to round the Cape of Good Hope, and to operate in Chinese waters for any length of time. Her outward passage to China in 1840 was probably the longest and most perilous voyage undertaken by a steamship up to that time; and some of the problems posed by her iron construction were never fully solved in her time—compass errors and the effects of lightning, for instance. She was flat bottomed and of shallow draft, only drawing six feet when fully loaded. She had two movable sliding keels, one fore and one aft of the engine room, and was divided into seven watertight compartments. With her shallow draft (she could be made to draw as little as five feet when necessary) the Nemesis was especially handy for inshore work on the coast and rivers. She probably demoralised", "txt_file_path": "txt/dfo323lmgvd/RAS-1973.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/8910rj06r", "rank": 0 }, { "id": 209270, "series_id": 26, "series_slug": "histsyn-rashkb-journal-engine", "series_title": "RASHKB Journal 皇家亞洲學會香港分會學刊", "series_use_hku_proxy": false, "document_key": "RAS-1981", "page_number": 173, "title": "RAS-1981", "content_text": "28.48\n\nJUAN YUAN'S MANAGEMENT OF SINO-BRITISH RELATIONS IN CANTON, 1817-1826\n\n159\n\nThe Topaze crisis, lasting from late 1821 into 1822, was the most serious confrontation between the Chinese and the British to that day, especially since the controversy involving all the significant issues of the day, including naval presence, jurisdiction over foreigners, and opium smuggling, came so close on the heels of the Terranova crisis. British trade at Canton was stopped for several months. The British factory, fearful that they would be held responsible for the misdeeds of sailors from the frigate Topaze, fled to their ships at Chuenpi on 11 February 1822. At the end of the crisis Juan Yüan made a compromise by not insisting on the surrender of the already departed criminals, but the British capitulated by abandoning the policy of using \"threat of force as a means of protecting or forwarding British interests in China\" at least for the time being. The Court of Directors of the East India Company \"advised the First Lord of the Admiralty to stop all peace-time visits of His Majesty's ships to the China coast unless assistance was urgently requested by the Governor-General of India\". An Order in Council was subsequently issued to this effect in 1823,\n\n1\n\n$\n\nIn December 1821, rancour from the Terranova case had hardly died down. Foreign traders realized that they could not escape completely the newly reinstituted stringent anti-opium laws even by sacrificing Terranova. The Emily, Terranova's ship, as well as three British ships, all with opium on board, were sent away from their Whampoa anchorage to Lintin, where they remained for three years without discharging or taking on cargo. During this period, two British warships, HMS Curlew and HMS Topaze, had sailed into the Pearl Estuary to \"protect\" these commercial vessels. Sailors had gone ashore \"to fetch fresh water\" from time to time. On 14 December 1821, a group of sailors from frigate Topaze came ashore. Only this time they brought along their pet goat. Unfortunately, the goat dug up potatoes, eating a number of them, and damaging the potato patch. A Chinese peasant, Huang I-ming, owner of the patch, then called upon his wife, brothers and neighbours to trample upon the sailors with sticks and stones, and in the fracas two urns of wine on the side of the hut were broken. When the sailors were driven aboard their ship, they discharged the cannon to disperse the pursuing and cursing villagers. During the skirmish among the potatoes a number of British sailors were injured, but none died. The next morning, the sailors, reinforced, went ashore again to revenge their mates. They chopped down the door of the hut of Huang I-ming, and fired a musket, killing him instantly. His son-in-law, also injured by the fusillade, died a", "txt_file_path": "txt/dfo323lmgvd/RAS-1981.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/ff36bt18m", "rank": 0 } ]