[ { "id": 204648, "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": 129, "title": "RAS-1963", "content_text": "NAVIGATION ON THE YANGTSE\n\n115\n\njourney by chair. He was the first Englishman to travel by this route, which it was hoped would develop into an important trade route from Upper Burma and West China.\n\nIn 1872 John Swire of London formed the China Navigation Company to trade on the Yangtse, and started by purchasing the two steamers of the Union Steam Navigation Company, following this up a year later with three ships of their own specially built on the Clyde. In this same year of 1873 the China Merchants Steam Navigation Company was formed, a Chinese company partly under government control and direction. This company purchased the steamers of the Shanghai Steam Navigation Company in 1877, and so became the owners of the largest river fleet. A few years later Jardine returned to the Yangtse with the Indo-China Steam Navigation Company, and by the early 1880's the greater part of the Yangtse trade was shared between these three companies: the China Navigation Company, the China Merchants Steam Navigation Company, and the Indo-China Steam Navigation Company.\n\nThe formation of the China Navigation Company in 1872 was a logical development from that of the Blue Funnel Line by Alfred Holt in 1866. Alfred Holt and John Swire were close friends and business associates, and when the latter opened an eastern branch of his company in Shanghai he took over the agency of the Blue Funnel Line ships. One reason behind the formation of the China Navigation Company was to provide cargoes for the Blue Funnel ships to and from the Yangtse. Alfred Holt was unwilling to operate ships so far from his personal control, but was willing to support the Swire enterprise. The inauguration of the Blue Funnel Service to the Far East, the opening of a Far Eastern branch of John Swire and Company in Shanghai in the same year, and the formation of the China Navigation Company six years later, meant the introduction of a new and powerful combination to the China coast. Holt and Swire, in association with the Clyde shipbuilding family of Scott, were soon to play a very important part in the China trade, and in the shipping of the whole of the Far East. Malaya, the Dutch East Indies, Japan, and Australia, were all to come within their orbit before many years had passed.\n\nIn 1881 the various shipping interests of Jardine were merged into the Indo-China Steam Navigation Company, of which Jardine were made permanent managers. For a list of the main shipping companies plying on the Yangtze see Appendix on p. 130.", "txt_file_path": "txt/dfo323lmgvd/RAS-1963.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/4m90m091v", "rank": 0 }, { "id": 204650, "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": 131, "title": "RAS-1963", "content_text": "NAVIGATION ON THE YANGTSE\n\nUPPER & MIDDLE YANGTSE\n\nChengtuy SZECHUAN Chungking TID\"E 100 MILES 200 HUPLE H sichang Shesi 117 Hankow Yoshow FUNGTING GLAKE HUNAN Changsha 1104/2\n\nIt was not until 1878, two years after the Chefoo Convention was signed, that the first steamers went up beyond Hankow. In that year the China Navigation Company and the China Merchants Steam Navigation Company commenced a joint service between Hankow and Ichang. For technical reasons they were unable to maintain this service during the winter months of low water, and it was not until 1884 that a regular all-year-round service was commenced by Archibald Little with his small steamer Y-Ling, the other companies following suit a short time later. By 1901 there were twenty-two steamers running regularly between Hankow and Ichang, during daylight hours only, and it was not until 1920, after intensive surveys by the Chinese Maritime Customs, that night-time sailing was possible.\n\nA further section of the Yangtse was opened to foreign trade after China's defeat by Japan in the war of 1895, namely the 400 miles from Ichang to Chungking. At the same time Chungking and Shasi, the latter between Hankow and Ichang, became treaty ports. With the addition of Chungking to the list of treaty ports,", "txt_file_path": "txt/dfo323lmgvd/RAS-1963.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/4m90m091v", "rank": 0 }, { "id": 204656, "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": 137, "title": "RAS-1963", "content_text": "NAVIGATION ON THE YANGTSE\n\n123\n\nThe Peking government claims that even greater floods took place during the summer of 1954, but because of the reconstruction work carried out on the dyke system by the Communists, the damage was much less. The dyke system, they say, has been still further strengthened since 1954.\n\nIn spite of its great depth along much of its length, navigation on the Yangtse always posed special problems. The main channel changes course from time to time, while the strength of the current varies from season to season. Foreign steamers usually carried two pilots, but in spite of all precautions many steamers have been lost on the river. Towards the end of the era of foreign shipping, losses had been greatly reduced by means of more efficient pilotage, greater knowledge and better charts, improved lighting, and other aids to navigation.\n\nLife on the Yangtse was very different from that on the coast, and had a strong fascination for most of those who experienced it. The river steamers penetrated right into the heart of China, where conditions were widely different. Even in the 1920's and 1930's the countryside and towns bordering on the Middle and Upper River remained much as they had been in the previous five or six hundred years. Foreign trade and influence had barely touched the fringes of social life and customs evolved many centuries earlier.\n\nThe heyday of Yangtse travel was in the 1920's and 1930's, when it was possible to travel in comfort, and even luxury, although not always in complete safety, from Shanghai to Chung-king, and beyond to Chengtu and Sui Fu. At that period there were four large companies operating regular services along the whole navigable length of the river, with something like a hundred steamers between them. There were also several small companies operating a few steamers each. The China Merchants Steam Navigation Company with 31 ships had the largest river fleet, followed by the China Navigation Company and the Indo-China Steam Navigation Company with 21 ships each, and then the Japanese Nisshin Kisen Kaisha with 15 ships. A German company had started a service in 1900, at the same time as the Japanese, but had been compelled to withdraw during the 1914-18 war, and had never resumed the service. At least four steamers left Shanghai for Hankow every day, where connection was made", "txt_file_path": "txt/dfo323lmgvd/RAS-1963.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/4m90m091v", "rank": 0 }, { "id": 204663, "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": 144, "title": "RAS-1963", "content_text": "130\n\nA. D. BLUE\n\nAPPENDIX\n\nMain Companies mentioned in this article with ships plying on\n\nthe Yangtse.\n\nSHANGHAI STEAM NAVIGATION COMPANY 1862-1877.\n\nFounded by Russell & Co.\n\nCHINA NAVIGATION COMPANY. Founded 1872 by John Swire. Managed by John Swire & Sons of London, and represented in the Far East by Butterfield and Swire. This Company still runs on the China Coast.\n\nCHINA MERCHANTS STEAM NAVIGATION COMPANY.\n\nFounded 1873. Chinese owned. It still continues to operate.\n\nINDO-CHINA STEAM NAVIGATION COMPANY.\n\nFounded 1881 by Jardine, Matheson & Co. Now operates in the Far East generally with occasional calls at China ports.\n\nNISSHIN KISEN KAISHA. Founded 1907. Japanese owned.\n\nSZECHUEN STEAM NAVIGATION COMPANY. Founded 1908. Chinese owned.\n\n1", "txt_file_path": "txt/dfo323lmgvd/RAS-1963.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/4m90m091v", "rank": 0 }, { "id": 205332, "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-1967", "page_number": 94, "title": "RAS-1967", "content_text": "THE CHINA COASTERS\n\n87\n\nChina Navigation Company, the Indo-China Steam Navigation Company, and to a lesser extent to ships of some smaller British companies such as the Douglas Steam Navigation Company and the Hong Kong, Canton and Macao Steamboat Company. The 'outside' ships belonged to a disparate group of owners, British and Chinese, in both Hong Kong and Shanghai; and officers on the 'regular' ships considered themselves superior to those on the 'outside' ships. The latter were usually old ships which had passed their best days in the service of the regular companies. Some maintained a respectable standard of seaworthiness and seamanship, but many had a bad reputation in this respect. British masters and chief engineers were carried mainly to satisfy the requirements of the classification and insurance societies. Like the ships themselves, many officers on the outside ships had formerly served on the regular ships.\n\nBy the First World War, at least so far as the regular companies were concerned, China coast shipping had become divided into a number of liner services, for each of which a particular type of coaster had been designed. The China Navigation Company was then the largest company, and its principal trades were the Yangtse and Tientsin trades based on Shanghai, the interport trade between Hong Kong and Shanghai which also served the intermediate ports, and the Singapore and Bangkok emigrant trades and the Canton River trade based on Hong Kong. The Indo-China and the China Merchants Steam Navigation Companies were similarly organised, but neither was so vitally concerned with the emigrant trades in the south; and the Indo-China Steam Navigation Company's largest ships operated their long-established service between Calcutta, Singapore, Hong Kong, Shanghai, and Japan.\n\nOne important trade which was seasonal, did not fit into this framework. This was the beancake trade between Manchuria and South China, in which the China Navigation Company was predominant. Newchwang was the main export port, and most of the trade was concentrated in the few months of spring after the Newchwang River was opened to navigation, and the few months of autumn before it was closed by ice. When the China Navigation Company first entered the beancake trade in the 1870's, they employed specially designed coasters, but this practice was gradually discontinued. By the early 1900's, by which time the", "txt_file_path": "txt/dfo323lmgvd/RAS-1967.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/0c488p70g", "rank": 0 }, { "id": 206015, "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": 95, "title": "RAS-1970", "content_text": "90 \n\nA. D. BLUE \n\nwith this menace. North-bound ships also carried several dead Chinese in their coffins, and spare coffins to accommodate any who might die on their way home. These latter were not buried at sea, but were invariably carried on to China for interment in their ancestral village, \n\nNot every Chinese who emigrated to the 'Nanyang' became a wealthy 'towkay', but most overseas Chinese communities were by Chinese standards prosperous, and all retained their liking for traditional Chinese foods and delicacies. This resulted in a substantial south-bound trade in such things as Swatow cabbages and oranges, live and preserved fish, lychees, Chinese wine, and preserved eggs; all of which paid high freight either to the shipping company or to some member of the crew. \n\nAmoy and Swatow had always been the major ports for emigration to South-east Asia, and they retained this importance until emigration came to an end shortly after the outbreak of the Pacific War; while Hong Kong was always the base for most of the ships engaged in the emigrant trade. The China Navigation Company was the coast company most concerned with the emigrant trades to the south during this century, although the three principal coast companies — China Navigation, Indo-China Steam Navigation, and China Merchants Steam Navigation Companies — were all equally concerned with the deck passenger trades on the coast and on the Yangtse. \n\nL \n\nFor most of the inter-war years the China Navigation Company operated weekly services from Amoy and Swatow to Bangkok and Singapore respectively, with four ships on each service. They had also one ship on a fortnightly service between Amoy and Manila, and four ships on a weekly service between Shanghai and Haiphong, with calls at the intermediate ports of Amoy, Swatow, Hong Kong, and Canton. In this latter trade cargo and deck passengers were equally important. The Bangkok trade had previously been operated by a German company, Nordeutscher Lloyd, which had bought out an earlier British concern, the Scottish Oriental Company, in 1899. Butterfield and Swire had been agents for both companies in south China, and when the German company in turn sold out during the early years of this century, Butterfield and Swire inherited this increasingly valuable", "txt_file_path": "txt/dfo323lmgvd/RAS-1970.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/ww72j0241", "rank": 0 }, { "id": 207801, "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-1976", "page_number": 189, "title": "RAS-1976", "content_text": "174 \n\nA. D. BLUE \n\nproblems involving steam navigation on the Upper Yangtze may be said to have been solved, or at least understood. Only political unrest, civil wars, and the preoccupation of Britain with the First World War prevented further development.\n\nSzechwan suffered severely from the breakdown of the central government after 1915. At times trade was almost at a standstill because of civil war and organised brigandage, and to a lesser extent because of floods and famines. In spite of this, steam navigation on the Upper Yangtze flourished, a tribute to the keen business instincts and adaptability of the Chinese merchants. The first British steamer to appear on the Upper Yangtze since the Pioneer of 1900 was the Asiatic Petroleum Company's Anlan which went into service in 1918, and was followed in the following year by their Anning.* In addition to carrying petroleum products, these ships carried a few European passengers.\n\nThis heralded a period when there was a great increase in steam navigation on the Upper Yangtze, remarkable in that it took place against a background of continuing and increasing civil war, political unrest, and general trade depression.\n\nOther British companies followed the Asiatic Petroleum Company. In 1919 Mackenzie and Company of Shanghai built the famous Loong Mow at Shanghai's Kiangnan Dockyard, 196.5 feet long by thirty-one feet beam, moulded depth of nine feet six inches and gross registered tonnage of 1,112. The twin reciprocating engines and oil-fired water tube boilers were built by Thorneycroft of Southampton, and the luxurious accommodation for both Chinese and foreign passengers led her to be called \"The Queen of the Gorges\". Soon after this the China Navigation and the Indo-China Steam Navigation Company at last built their own ships for the Upper Yangtze, until then having used chartered junks flying their house flags for their Upper River trade. Then the Stars and Stripes appeared with several Dollar Line ships and some small tankers of the Standard Oil Company; and in 1925 by several steamers of the Yangtze Rapids Steamship Company. For a time this latter company operated a through service between Shanghai and Chungking. French, Italian, and Japanese steamers also appeared at this time. By the end of 1925 there were at least thirty-two steamers on\n\n*This company was the Far Eastern branch of the Shell Company.", "txt_file_path": "txt/dfo323lmgvd/RAS-1976.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/hq382988q", "rank": 0 }, { "id": 207802, "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-1976", "page_number": 190, "title": "RAS-1976", "content_text": "LAND AND RIVER ROUTES TO WEST CHINA\n\n175\n\nthe Upper Yangtze-eight British, seven American, three Chinese, six French, five Italian, and three Japanese.\n\nPolitical troubles, however, had forced the pioneering Szechwan Steamship Company out of business in 1920. During the previous few years its Shutung and Shuhun had so often been forced to carry troops for the different war lords as to make their operations uneconomic. After 1920 the Chinese flag was flown by the China Merchants Steam Navigation and the Ming Steamship Company, both of whom seemed more able to accommodate themselves to the political changes. Captain Plant, however, was still active on the Upper Yangtze, but in a different capacity. He had left the Szechwan Steam Navigation Company in 1913 to become River Inspector in the Chinese Maritime Customs, and his work was one of the factors contributing to the development of steam navigation on the Upper Yangtze in the early 1920s.\n\nThere was a period during the brief heyday of the Kuomintang government between 1927 and the outbreak of the Sino-Japanese War in 1937, when shipping on the Upper Yangtze almost settled into a regular pattern. Probably 1928 was the peak year, when there were seventy small steamers in regular service between Ichang and Chungking; the smallest about thirty tons and the largest just over 1,000 tons. The average time between Ichang and Chungking was three days, as against an average of a month by junk. Britain had fifteen ships of 5,357 tons; China twenty-six of 3,672 tons; and America eleven of 2,934 tons.\n\nLosses, however, were heavy. Several of the smaller companies were forced out of business, some selling their ships to the China Navigation Company. In this manner, the latter acquired the famous Loong Mow in 1923, which was renamed Wanliu I, and the Alice Dollar in 1926, which was renamed Wantung. This company also built six ships at Yarrows on the Clyde between 1922 and 1926. These included the Wanhsien, 210 feet long with a loaded draft of eight feet and reciprocating engines of 3,000 indicated horsepower, the most powerful ship on the Upper Yangtze; two turbine steamers of less than half this tonnage, the Kiating and the Kintang, for the low water season; and two small motor ships, the Siushan and Suiting, of 296 gross tons for the Top River above Chungking. British shipping was supreme on the Upper Yangtze for the last few years of the treaty port era, since political troubles hampered", "txt_file_path": "txt/dfo323lmgvd/RAS-1976.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/hq382988q", "rank": 0 }, { "id": 210334, "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-1984", "page_number": 305, "title": "RAS-1984", "content_text": "284\n\nCHOI CHI CHEUNG\n\n14\n\n13\n\ndefence. Thus, the 200 Hainanese were saved. He stayed in Vietnam for more than 40 years. He had a very good relationship with the French. He started many new businesses and expanded the old ones. Chinese and foreigners owed him more than a hundred million, but he just left and didn't ask (them to pay back). Within the 40 years, he helped and encouraged many people from his native place and his lineage, and he protected many Chinese in Vietnam. The French law was strict and the ignorant could be accused easily. However, they were released whenever he spoke out for them. Thus, all the Chinese in Vietnam felt very grateful to him and depended on him in many things. Moreover, he contributed a lot to the petitions presented to exempt the Associations(f) and the free cemeteries() from tax. These actions were all praised and well known.\n\nIn 1879, he was appointed by the China Merchants Steam Navigation Co.() to import rice into China (from Vietnam).1 Many famous diplomats, such as: Chung-hou( ), Kuo Sung-tao(#), Tseng Chi-tse(##), Shao yu-lien( ), Wang Chih-chun( 2), Hsieh Fu-cheng(# ), Lung Tien-yang(U), Huang Tsun-hsien(F) etc., wanted to know him, and relied on him as their host (when they passed through Vietnam).2 However, he was never arrogant, and he always treated them with great hospitality and respect.\n\nOn his 70th birthday, in 1888, his sons and grandsons celebrated it for him in Vietnam. Many officials and merchants came to the banquet. The French Government Offices(2), companies, schools, and mints(*) all raised flags to celebrate, and a holiday was given as if they were having their national celebration. At that time, the French Governor( t) awarded him a First Honoured Star(MSA) with a written citation.\" This excited the whole country, and everyone thought that it was a most honorific reward. However, he took it all casually.\n\nHe was filial and had a fraternal personality. The way he took care of his parents when living and at the time of their death was all according to the traditional ways. He lived with his brothers with fraternal love. He treated his nephews as if they were his sons. He liked to study, and even the old scholars could not equal what he wrote. Thus, his sons were well brought up, and succeeded in the official examinations.\" For himself, he, according to the Ch'ing regulations, donated money and got the title of Hua-ling-tao( = official ...)", "txt_file_path": "txt/dfo323lmgvd/RAS-1984.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/5h73wh572", "rank": 0 }, { "id": 210787, "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-1986", "page_number": 138, "title": "RAS-1986", "content_text": "121\n\nBritish Navy stationed at Hong Kong which eradicated free-booting from the China coast. Equipped with the newest steam gun-boats designed for navigation in shallow water, the British commenced a blitz on piracy in 1863, and in a short period rousted the privateers from their haunts in Hainan's shallow river estuaries. To prevent a revival of piracy, the Guangdong provincial government was provided with similar gunboats officered by Englishmen, to patrol the waters surrounding Hainan,\n\nRestoration of trade\n\nThe quashing of piracy led to a rapid restoration of trade between Hainan and the mainland, which in turn, aroused for the first time the interest of foreign merchants in this unknown island which had previously been dismissed as merely a sanctuary for pirates and banditti. This interest resulted in the opening of K'iungchow as a treaty port in 1876 and the development of a thriving trade with Hong Kong. A steamer link with the British colony was established and Hainan produce was ferried on the regular service. Raw sugar, vegetable oils and livestock (cattle, pigs, ducks, chickens and frogs) were the chief exports, while betel nut, copra, rattan, sisal hemp, hides, tallow, medical herbs and incense timber were shipped in small quantities (Henry, 1886; Moninger, 1919). Unfortunately, Hainan did not escape the baneful effects of opium which became the island's principal import (Henry, 1886), its use being justified in warding off the deadly malaria endemic throughout the island (Swinhoe, 1872a).\n\nWith the flurry of business activity, companies formed with foreign and Cantonese capital mushroomed everywhere in Hainan, each striving to secure as large a share as possible of the agricultural and mineral resources of the island. Unfortunately, Hainan did not surrender its untapped wealth easily, and the harshness of the tropical climate sent most enterprises quickly into bankruptcy. Those that did succeed were large, well-financed operations such as the K'iu Hing Kunz Sz, a large plantation near Nada involved in the production of rubber, coffee and tobacco (McClure, 1922). Even this company with over 20,000 rubber trees and 300,000 mature coffee bushes experienced hardship mainly caused by labour shortages, although these may have been", "txt_file_path": "txt/dfo323lmgvd/RAS-1986.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/jq08c7063", "rank": 0 }, { "id": 210891, "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-1986", "page_number": 242, "title": "RAS-1986", "content_text": "225\n\nshareholders will, in all likelihood, result in a species of competition such as must gradually work a complete revolution in enterprises of the natives.\n\nThe foreign businessman did not have long to wait before this prognostication began to be realised. In 1872, under the patronage of the Chinese Government, the China Merchants Steam Navigation Co was organised at Shanghai. Progressively the Chinese entered areas of business formerly monopolised by foreigners.\n\nIn 1877 the On Tai Insurance Co was organised in Hongkong. At the annual meeting of the Chinese Insurance Co, the chairman took notice of the new competition. The two companies had almost the same constituencies.\n\nThe chairman reported at the meeting that this overlapping threatened to have a serious effect on the company's resources, but as yet was not as disastrous as had first been expected. He remarked: “This is proof that the habit of insuring is being developed amongst the natives of this mighty empire.”\n\nIn 1881 the On Tai Insurance Co applied for and was granted membership in the Hongkong General Chamber of Commerce. They were its first Chinese members.\n\nAt the annual meeting at which the firm was elected as a constituent member, Ho A-mei thanked the chamber and then asked if the rules permitted him, as a new member, to propose anything. If so permitted, he wished to bring up a matter that was to the general interests of the commercial life of the whole Colony. The chairman ruled him to be quite in order.\n\nA-mei then proposed: “That a memorial be addressed to His Excellency, the Governor, asking that restrictions recently put upon emigration to Honolulu be done away with.”\n\nNot only had Ho A-mei a long-standing interest in emigration, but the Wo Hang firm of the Li family, whose interests he represented and who were the principal shareholders in the On Tai Insurance Co, had been engaged in the sending of Chinese labour", "txt_file_path": "txt/dfo323lmgvd/RAS-1986.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/jq08c7063", "rank": 0 }, { "id": 212488, "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-1991", "page_number": 42, "title": "RAS-1991", "content_text": "22\n\nHao has selected modern enterprises such as steam shipping, coal mines, cotton textile, and machine manufacturing and detected the share of investment by compradors as being substantial.\n\nIn steamship enterprise, compradors' capital in British and American steamship companies established between 1862 and 1875 amounted to 499,975 taels; a modest 19.5% of the total of 2,559,000 taels. However, in steamship companies wholly Chinese-owned and under Chinese directorate between 1871 and 1893, compradors' investment amounted to 54.5% while the government had only 6.94% of the total capital of 1,958,000 taels. In the modern coal mines, compradors' capital amounted to a bigger share of 62.7% or a total of 1,350,116 Mexican dollars. In the total Chinese investment of 18,047,544 dollars in cotton textile manufacturing, compradors' share was 23.23%, second only to the 33.89% of gentry-officials, and in the machine manufacturing industries, the largest share of investment fell to the compradors with a percentage of 27.68 or a total sum of 2,887,000 dollars. The compradors were the first Chinese merchants to invest in the insurance business. They were the pioneers in introducing new types of business such as insurance and later other business methods such as contract, insuring, and limited liability.\n\nNew forms of business like the joint-stock company with limited liability proved successful in attracting investment from the private sector in some guandu shangban enterprises, which also were the first Chinese large-scale modern enterprises like the China Merchants' Steam Navigation Co., the Kaiping Coal Mines, and the Shanghai Cotton Cloth Mill, in which compradors' capital shared 77.8, 100.0, and 70.4 percentages respectively. Definitely, compradors played a decisive role in forming the above enterprises, for they were the first generation of modern enterprises owned and operated by Chinese.\n\nCantonese Compradors in Shanghai\n\nThe compradors played the role as entrepreneurs in modern Chinese enterprises. They were not only fund suppliers but also employed new ways of raising the large amounts of capital needed for these large-scale industrial projects. The typical examples of Cantonese compradors active in Shanghai were Xu Run, Tang Tingshu, and Zheng Guanying. They successfully used the joint-stock system in raising capital for the China Merchants' Steam Navigation Co. in 1873 and Shanghai Cotton", "txt_file_path": "txt/dfo323lmgvd/RAS-1991.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/k356gt84j", "rank": 0 }, { "id": 212491, "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-1991", "page_number": 45, "title": "RAS-1991", "content_text": "25\n\nItem\n\nTable 5\n\nXu Run's Investment in Modern Enterprises\n\n \n Company\n Amount (T)\n %\n Place\n \n \n China Merchants' Steam Navigation Co\n 480,000\n 33.44\n Shanghai\n \n \n Yun Wo Insurance Co.\n 100,000\n \n Shanghai\n \n \n Chi Wo Insurance Co.\n 50,000\n 10 45\n Shanghai\n \n \n Kaiping Coal Mines\n 150,000\n \n Tianjin\n \n \n Guichi Coal Mines\n 100,000\n \n Anhui\n \n \n Sanshan Silver Mines\n 60,000\n \n Rehe\n \n \n Pingchuan Copper Mines\n 60,000\n \n \n \n \n Jinzhou Mines\n 50,000\n \n \n \n \n Other Mines\n 10,000\n 29 96\n \n \n \n Shanghai Cotton Mill\n 50,000\n \n Shanghai\n \n \n Shang Jinglun Cotton Mill\n 170,000\n \n Shanghai\n \n \n Craseman & Hagen's Filanda (Yantai Saosi Ju)\n 10,200\n \n Yantai\n \n \n Paper Manufactury\n 20,000\n \n Shanghai\n \n \n Chinese Glass Works Co.\n 30,000\n \n Shanghai\n \n \n Shanghai Dairy Farm Co.\n 30,000\n \n Shanghai\n \n \n Hong Kong Liyuan Sugar Refinery\n 30,000\n \n Hong Kong\n \n \n Tianyi Land Reclamation Co\n 5,000\n \n Jinzhou\n \n \n Taggu Cultivation Co.\n 30,000\n 2.44\n Tianjin\n \n \n Zhongshan Tongyi Ranyuan Cultivation Co\n 1,000($)\n \n Guangdong\n \n \n Total\n 1,435,200\n 99.99\n \n \n\n(+$1,000)*\n\n* Mexican dollars have not been added in the total or calculated in the percentage\n\nSource: Xu Run, Qing Xu Yuzhi Xiansheng Run Zixu Nianpu.\n\nbut educated in Hong Kong. He first came to Shanghai as an interpreter in the Chinese Maritime Customs in 1859. It is believed that he was introduced by an officer named Horatio Nelson Lay whom Tang had met in Hong Kong. Tang was recruited as a comprador by the Jardine, Matheson & Co. in 1863 but he left in 1872. During the decade of his compradorial career, he invested, planned, organized and assisted in the sale of stocks of a number of enterprises. These enterprises were called modern because they had adopted a new form of ownership, organization and management. Moreover, some of them such as steam navigation and insurance companies were the first to take place in China. Unlike Xu\n\nPage 45\n\nPage 46", "txt_file_path": "txt/dfo323lmgvd/RAS-1991.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/k356gt84j", "rank": 0 }, { "id": 212492, "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-1991", "page_number": 46, "title": "RAS-1991", "content_text": "26\n\nRun, it is difficult to assess Tang's personal wealth accumulated during his compradorial years due to the absence of sources. However, it is not impossible to have an idea of his business activities through his connections with other Cantonese merchants and compradors.\n\nTang Tingshu left Jardines in 1873 when he was appointed General Manager (Zongban) of the recently organised China Merchants' Steam Navigation Co. The reason why he was appointed to the post was first his political patronage from Li Hongzhang; and second, his experience in organising steamship business. Tang put capital in Jardine's associate companies such as the Canton Insurance Office in 1868 and China Coast Steam Navigation Co. in which he had 40% of shares at 40,000 taels. Tang was mostly interested in this modern steamship business; he invested in and became one of the directors of the Union Steam Navigation Co. and also North China Steamer Co. established in 1867 and 1868 respectively. In 1870, Tang with his friends, purchased the steamer Nanzing and sold it to Jardines in which he had a personal investment of not more than fifteen thousand taels. At that time, Tang also put his capital into the steamer Suwonada of Augustine Heard & Co. and ships of two small steamship companies, Morris Lewis & Co. and H. Muller & Co. Although no evidence shows why the foreign owners of these companies invited Tang to join in partnership other than the motive of raising capital, it is certain that Tang was not inexperienced, for he was, as expressed by Liu Kwang-ching, \"in some cases actually performing full managerial functions\" in the modern steamship enterprises. More interesting is that Tang brought with him Cantonese capital as well as managerial staff to the China Merchants' Steam Navigation Co. Tang and Xu had entered with many management officers. Starting from Shanghai, these Cantonese spread to other treaty-ports such as Tianjin or Hankou.\n\nTang frequently joined with Xu Run and another Cantonese comprador at Shanghai, Zheng Guanying, in coordinating business investment. For example, with Xu Run, he invested in Anhui Guichi mines in 1877; Pingchuan Copper Mines in 1887 and Qian'an Iron Works in 1888. With Zheng Guanying, he invested sixty-five thousand taels in Tianjin Tanggu Cultivation Co. in 1881, and ten years later, they planned to build a paper manufactory. Tang and Zheng united to open two wharf companies, one at Foshan in 1882 and one at Canton in 1890. And last but not least, Tang and Xu as well as Xu's uncle, contributed a thousand taels each in founding, in 1872, the first Cantonese Chamber of Commerce in", "txt_file_path": "txt/dfo323lmgvd/RAS-1991.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/k356gt84j", "rank": 0 }, { "id": 212494, "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-1991", "page_number": 48, "title": "RAS-1991", "content_text": "28\n\nmissionary named John Fryer. Though he studied only in evening class, he learned to speak English as well as his uncle. In 1859, through his personal ties with Xu Run, he was introduced to Dent & Co. to work as an assistant in freighting and warehousing until 1868 when the firm was dissolved. Zheng then turned to a foreign tea company Heshengxiang as a comprador and later became a manager, and eventually the owner. In 1874, Zheng joined the Butterfield & Swire Co. as a comprador to its affiliate China Navigation Co. until 1881. He then turned to assist Sheng Xuanhuai in managing the China Merchants' Steam Navigation Co. thus terminating his compradorial career.\n\n34\n\nFrom Table 6 we can see Zheng was interested in a lot of modern enterprises. In absence of sources, we are unable to know the exact amount of his investment. A preliminary estimate as shown in the table was about thirty thousand taels. This is near Yenping Hao's assessment of forty thousand taels. Modern enterprises in which Zheng invested varied from commercial and financial to industrial and mining; they were scattered over Shanghai, Tianjin, Canton and other Chinese cities as well as Southeast Asia. As previously discussed, Zheng favoured joint-stock companies. He thought it was a powerful business organization and he considered it reasonable to have opened company accounts as a way to solicit support of shareholders. Zheng was quite conservative in starting a new undertaking. He had objected to Tang Tingshu's plan to establishing the Hongyuan Co. in London in 1881.35 Instead he had shown his genius in solving technical problems occurring in some guandu shangban enterprises such as China Merchants' Steam Navigation Co., Kaiping Coal Mines, Imperial Telegraph Administration, Hanyang Iron Works, Shanghai Cotton Mill and Canton-Hankow Railway Co., for which he had won appreciation from his patrons including Li Hongzhang and Sheng Xuanhuai. He had helped Sheng Xuanhuai in reorganizing the Hanyang Iron Works, Daye Iron Mines with Pingxiang Coal Mines into one limited liability company under the name of Hanyeping. It was incorporated at the Ministry of Commerce in 1908. One year later, he also reorganized the China Merchants Steam Navigation Co. into a public company. Moreover, he was a pioneer in introducing the latest methods in organising joint-stock companies, as he had translated the company laws of Hong Kong promulgated in 1865 from English to Chinese.\n\nAs a Cantonese comprador, merchant and so-called comprador-merchant as mentioned before, Xu, Tang and Zheng were all regarded as outstanding in performing entrepreneurial activities, particularly in", "txt_file_path": "txt/dfo323lmgvd/RAS-1991.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/k356gt84j", "rank": 0 } ]