[ { "id": 204983, "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-1965", "page_number": 91, "title": "RAS-1965", "content_text": "82\n\nA. D. BLUE\n\nand Wei-hai-wei, in sight of a sister ship, the Linan. The Tungchow was turned south for Bias Bay, and a few days later was recognized by another sister ship, the Sinkiang, and flags were dipped. The Sinkiang accounted for the Tungchow's being off her usual route by assuming that she was bound for the Company's dockyard in Hong Kong. This was one of the most successful piracies in the interwar years. The pirates went ashore in Bias Bay with well over £30,000 in specie, $10,000 in cash, and only the last-minute cancellation of a large consignment of silver taels prevented their haul from being much larger.\n\nThe second Tungchow piracy was almost ten years later, when she was carrying several hundreds of thousands of dollar notes from Shanghai to Tientsin. The pirates captured her the day after she left Shanghai and, as before, turned her south for Bias Bay. During the next few days they painted out her name and altered the colour of the funnel. A disquieting feature of this second piracy was the fact that the Tungchow was passed by several ships when under pirate control, including a British warship looking out for her.\n\nThis second Tungchow piracy had its amusing aspects. The passengers included a number of European school children, returning to school in North China after spending their holidays with their parents in Shanghai. The pirates made friends with them, and supplied them with fruit and other delicacies broached from the ship's stores. As before, the Tungchow was taken to Bias Bay, where the pirates went ashore with their loot. Unfortunately for them, however, the dollar notes were unsigned.\n\nThe Nanchang piracy of March 1933 was even further from the normal pattern than either of the Tungchow cases. The most normal feature was that the Nanchang was a China Navigation Company ship. This piracy took place at the mouth of the Newchwang River in Manchuria, well outside the pirates' range of operations. Also, the Nanchang, which was boarded by two junks when she lay at anchor, carried no passengers. There were no casualties in this case, but four British officers were taken prisoner, and only released after five months of tortuous negotiations and the payment of a ransom. This incident took place eighteen months after the Japanese had overrun Manchuria, and had set up the puppet state of Manchukuo; it might possibly be described as banditry—with political undertones.", "txt_file_path": "txt/dfo323lmgvd/RAS-1965.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/s752cj653", "rank": 0 }, { "id": 205612, "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-1968", "page_number": 154, "title": "RAS-1968", "content_text": "NOTES AND QUERIES\n\nJARDINE, MATHESON & CO.'S FIRST SITE IN\n\nHONG KONG\n\n149\n\nAlexander Matheson told the House of Commons Select Committee on Commercial Relations with China in 1847 that his firm had, without authorisation, commenced building \"to a certain extent\" before the first Land Sale held by Captain Elliott* on 14 June 1841 in Hong Kong. It is commonly assumed that the site of this building was at what later became known as East Point, in the present Causeway Bay area of Hong Kong, where the firm was to build extensive godowns and residences. One writer, for example, speculates that by the time of those first land sales, Jardine, Matheson & Co. had already selected for themselves a \"spacious area at East Point\" and intimates that it was there that they were building in June, 1841.2 However, even on the rather scanty evidence available, it seems clear that the site of this unauthorised building was not East Point but an area on the present Queen's Way, in the old Admiralty Dockyard.\n\nContemporary evidence, in any event, makes it unlikely that East Point was the site. Pottinger, the first Governor of Hong Kong,† gives us a graphic description of East Point as he saw it, possibly in August 1841 but more likely in mid-1842, when he returned from the military expedition against China. He describes its \"wild and uncouth state being one chaos of immense masses of granite and other rocks, that it was hardly accessible by person or on foot, either on the side of the water or the land, that the firm in question, by the application of science and extraordinary labour and by an expenditure of about £100,000 (sic), have not only made it available for their vast mercantile concerns, but have rendered it a credit and an ornament to the colony.\" The site sounds at that time, to put it mildly, somewhat unattractive though it did stand at the head of the Wongneichung Valley and would be well-placed to dominate any settlement there; there is evidence that the firm conceived a plan in 1842 for building a seawall and\n\n* Administrator of Hong Kong January-August 1841 as well as plenipotentiary for the current negotiations with the Chinese authorities. See p. 16 and Appendix I of G. B. Endacott's A History of Hong Kong (London, Oxford University Press, 1958).\n\n† Sir Henry Pottinger, Administrator and subsequently first Governor of Hong Kong August 1841-May 1844. Endacott op. cit. Appx, I.", "txt_file_path": "txt/dfo323lmgvd/RAS-1968.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/66833948d", "rank": 0 }, { "id": 205639, "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-1968", "page_number": 181, "title": "RAS-1968", "content_text": "176\n\nBOOK REVIEWS\n\nTHE SENIOR JOHN SAMUEL SWIRE 1825 - 98: MANAGEMENT IN FAR EASTERN SHIPPING TRADES, Sheila Marriner & F. E. Hyde; (Liverpool, Liverpool University Press, 1967) pp. xiv, 206, appendices, illus. 42/-\n\nThis book is the latest product of the Liverpool School of Business History which, under Professor Hyde's direction, has published a number of converging and complementary studies of the Liverpool merchant and ship-owner. Although it is claimed for these studies that \"they are collectively an expression of ideas and techniques in the progression towards more sophisticated types of analysis in the handling (sic) of business records\", a common feature of all of them is the endorsement of Charles Wilson's credo: in the history of business, biography is a powerful element.\n\nWe come to this book, then, with the previous knowledge from these other Liverpool Studies that 'The Senior' was a tenacious, aggressive character, described by a business rival as \"a person who lived by and for business alone\"; with, as well, a considerable understanding of the part played by Messrs. Butterfield and Swire in the Far Eastern shipping trades and, in particular, of J. S. Swire's role as architect and protagonist of the Eastern Shipping Conferences. The commercial history of Butterfield and Swire, and to a lesser extent of Holt's Blue Funnel Line,* has already been examined from several angles which means that the reviewer of this present study has had to read three books instead of one! (The third one is K. C. Liu's study of the Anglo-American Steamship Rivalry in China (Harvard, 1962) and which drew, if indirectly, on the Butterfield and Swire records.) This effectively strikes the note of competition arising from the establishment and operation of the China Navigation Company.\n\nWhat we have new in this latest piece of research, principally, is the story of the 'Great and Ancient' (Taikoo) Sugar Refinery and, later, of the Taikoo Dockyard in Hong Kong. This project stemmed, as the authors make quite clear, as much from the conflict between Swire's and Jardine's - Swire swore to oppose the Princely House at all points—as from a calculation that it might further the shipping interests of the firm. Indeed, one of the most valuable sections for the historian of the China Coast trade is the\n\n* Blue Funnel: A History of Alfred Holt and Co. of Liverpool from 1865 to 1914, F. E. Hyde and J. R. Harris, Liverpool University Press, 1957.", "txt_file_path": "txt/dfo323lmgvd/RAS-1968.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/66833948d", "rank": 0 }, { "id": 206154, "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": 234, "title": "RAS-1970", "content_text": "227\n\nMCKEIRNAN, V. Rev. M. J.\n\nMEFFAN, Mrs. 1. E.\n\nMICHAELIONES, Miss E. O,\n\nMIDDLEBROOK, R. W.*\n\nMILBURN, K.\n\nMILLER, A. C.\n\nMILLER, C. F. 0.*\n\nMOLTKE-HANSEN, Mrs. O.\n\nMOSLER, Mrs. M.\n\nMOYLE, G. C.\n\nMUNN, Mrs. Elizabeth\n\nNEILD, Mrs. C.\n\nNEWBIGGING, D. K.\n\nNG, Dr. Ronald C. Y.\n\nNG, Peter P. K.\n\nNICHOLS, E. H.\n\nNIXON, F. A.*\n\nNOLDE, Prof. J. J.\n\nNORONHA, J. E.\n\nO'BRIEN, Dr. J. P.\n\nOLIVER, J. R.\n\nORR, Jain C.\n\nOU, Miss G.\n\n+\n\n+\n\n-\n\n+\n\nSt. Peter in Chains Catholic Church, Kowloon Tsai, Kowloon.\n\n92 Kitano-cho, 2-chome, Ikuta-ku, Kobe, Japan.\n\nc/o The British Council, 1, St. Mark's Avenue, Leeds 2, England.\n\n165, East 66th Street, New York 21, N.Y., U.S.A.\n\nc/o Marine Dept., 102 Connaught Road, C., H.K.\n\n34 Kennedy Road, Block C, 9th Floor, H.K.\n\nc/o Royal Asiatic Society, Korea Branch, C.P.O. Box 255, Seoul, Korea.\n\nA-4, Repulse Bay Mansions, 117 Repulse Bay Road, HK.\n\n3, Macdonnell Road, Flat 602, H.K.\n\n61 Mile, Taipo Road, N.T.\n\nc/o Taikoo Dockyard, Quarry Bay, H.K.\n\n1201 Manson House, Nathan Road, Kowloon.\n\nc/o Jardine, Matheson & Co., Ltd., P.O. Box 70, H.K.\n\n164 Prince Edward Road, 1st Floor, Kowloon.\n\n304, Man Yee Building, H.K.\n\n11, Queen's Gardens, Old Peak Road, H.K.\n\nRoom 63, Hong Kong Club, H.K.\n\nc/o Dept. of Chinese, The University to the College of Arts and Science. The University of Maine, Orono, Maine, U.S.A.\n\nc/o W.F. Bollmeyer & Co., (H.K.) Ltd. 408, Yu To Sang Building, H.K.\n\nSandy Bay Children's Orthopaedic Hospital, Sandy Bay, H.K.\n\nc/o Supreme Court, H.K.\n\n17 Crown Terrace, 3rd Floor, Bisney Villas, H.K.\n\nc/o French Consulate General, P. O. Box 13, H.K.\n\n* Life Member\n\nPlease notify the Hon. Secretary of any inaccuracy", "txt_file_path": "txt/dfo323lmgvd/RAS-1970.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/ww72j0241", "rank": 0 }, { "id": 206276, "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-1971", "page_number": 93, "title": "RAS-1971", "content_text": "CHINESE ELITE IN HONG KONG\n\n87\n\nOnly a few were able to survive the perils of the business. They were not accustomed to building in the Western style and therefore often underestimated on contracts, resulting in their bankruptcy. In 1844 the Land Officer comments that \"almost all contracts hitherto entered into with Chinamen have been obliged to be finished by Government, for the works were taken at far too low an estimate, and the consequence was, when the parties found they would become losers, both contractor and security decamped, and in some instances they were imprisoned.\"16\n\nOne of the few contractors who did survive in this early period of Hong Kong's history was Tam Achoy †, alias Tam Sam Tshoy, alias Tam Shek Tsun, although he too almost went into prison for debt, escaping only through the generosity of his creditor. Achoy was generally recognized as the most prominent leader of the Chinese community when an élite was first beginning to emerge out of the hodgepodge of shopkeepers, craftsmen and traders. We have noted that he and Loo Aqui built the Man-Mo Temple where they performed in part the traditional role of village elder. He was also Trustee for the I Ts'z Temple in Taipingshan (1851) and the Temple in Queen's Road East at Wanchai (1869). In 1847 the Colonial Treasury had on deposit £185.16.8 from Tam Achoy for erecting a Chinese School in the Sheung Wan (Lower Bazaar).\n\nAchoy had come to Hong Kong at its foundation in 1841, having been formerly a foreman in the Government Dockyard at Singapore. He was granted a certificate for the easternmost of the lots in the Lower Bazaar, and soon began to buy up the interests of the adjacent property owners until he had acquired an extensive sea frontage. He built some of Hong Kong's most prestigious early buildings such as the P. and O. Building and the Exchange Building, which was bought by Government and used for many years as the Supreme Court Building. With the accumulation of increasing capital he began to broaden his interests and secured permission from Government to build and operate a market. This was a most profitable venture and when the Lower Bazaar was destroyed in the Christmas fire of 1852, he soon rebuilt it, operating it under his firm's name, Kwong Yuen. During the period after 1848, when Hong Kong became a port of embarkation for thousands of emigrants, Achoy was", "txt_file_path": "txt/dfo323lmgvd/RAS-1971.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/z029vt43g", "rank": 0 }, { "id": 206330, "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-1971", "page_number": 147, "title": "RAS-1971", "content_text": "THE DISTRICT WATCH COMMITTEE\n\n141\n\nin the Colony. In 1948 they were taken over by the Medical and Health Department.\n\n58 G. W. Skinner, Leadership and Power in the Chinese Community of Thailand, Ithaca, New York, Yale University Press, 1958, p. 79.\n\n59 James Michie wrote: \"The means taken to conciliate the Chinese (in Hong Kong) must be deemed on the whole to have been successful. There was first police supervision, then official protection under a succession of qualified officers, then representation in the Colony Legislature and on the Commission of the Peace. The colonial executive has wisely left to the Chinese a large measure of a kind of self-government which is more effective than anything that could find its expression in votes of the Legislature. The administration of purely Chinese affairs by native committees, with a firm ruling hand over their proceedings, seems to fulfil every purpose of government.\" The Englishman in China during the Victorian Era, Edinburgh and London, William Blackwood, 1900, vol. 1, pp. 280-1.\n\n60 The Labour Advisory Board was established in 1937 and consisted of the Secretary for Chinese Affairs, the Secretary and Cashier of His Majesty's Naval Yard, the Assistant Director of Supply and Transport of the China Command, a representative of the Public Works Department, the Manager of the Taikoo Sugar Refinery, the manager of the Hong Kong Electric Company, and the manager of the Taikoo Dockyard. The members consisted entirely of representatives of large government departments and employers of labour. The board rarely functioned.\n\n61 The Chinese General Chamber of Commerce was founded in 1896 principally by Ho Kai and Wei Yuk. It was called at first the Chinese Merchants Bureau. In 1913, after a period of decline, a new building costing $40,000 was erected in Connaught Road. After 1913 the Chamber became one of the most influential bodies in Hong Kong, and many members of the District Watch Committee served at one time or another on its executive committee. The Chinese Club was founded in 1899 by Sir Robert Ho Tung and modelled on the European Hong Kong Club. A description of the Club's premises is to be found in Mrs. Archibald Little, The Land of the Blue Gown, London, T. Fisher Unwin, 1902, p. 323: \"We were taken by the Committee into an upper room, where European comforts of curtains and cushioned arm-chairs were judiciously intermingled with Cantonese elegances of black carved wood and landscape marble.\" Mrs. Little was a member of the Anti-Footbinding League or Natural Feet Society.\n\n62 See G. William Skinner for a detailed analysis of Chinese associations. See especially ch. 6 of his Leadership and Power in the Chinese Community of Thailand.\n\n63 For Overseas Chinese associations, see important works by the following: Maurice Freedman, \"Immigrants and Associations: Chinese in Nineteenth Century Singapore,\" Comparative Studies in Society and History, vol. 3, no. 1, 1960, and Chinese Family and Marriage in Singapore, London, H.M.S.O., 1957; G. W. Skinner, Chinese Society in Thailand: An Analytical History, Ithaca, New York, Cornell University Press, 1957, and Leadership and Power in the Chinese Community of Thailand, Ithaca, New York, Cornell University Press, 1958; William E. Willmott, The Political Structure of the Chinese Community in Cambodia, London, The Athlone Press, 1970; and Edgar Wickberg, The Chinese in Philippine Life 1850-1898, New Haven, Conn., Yale University Press, 1965.\n\n64 See Wilfred Blythe, The Impact of Chinese Secret Societies in Malaya, London, Oxford University Press, 1969.", "txt_file_path": "txt/dfo323lmgvd/RAS-1971.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/z029vt43g", "rank": 0 }, { "id": 206446, "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-1971", "page_number": 263, "title": "RAS-1971", "content_text": "237\n\nMCCABE, Mrs. S. J.\n\nMcCOY, Dr. J.\n\n2\n\nMcDOUALL, J. C.*\n\nMCCRARY, M.*\n\nMcELNEY, B. S.\n\nFlat 1, Abermor Court, May Road, H.K.\n\nDivision of Modern Languages, Cornell University, Ithaca, New York, USA.\n\nThe Old School, Souldern, Bicester, Oxfordshire, England.\n\nFlat 6A, United Mansion, 7 Shiu Fai Terrace, H.K.\n\nc/o Johnson Stokes & Master, H.K. Bank Building, H.K.\n\nMcFADZEAN, Prof. A. J. S. c/o University of Hong Kong, H.K.\n\nMcGEE, Mrs. Joan S.\n\nMCGEE, Dr. T. G.\n\nFlat 1A, 134 Pokfulum Road, H.K.\n\nDept. of Geography, University of Hong Kong, Pokfulum, H.K.\n\nMcKEIRNAN, V. Rev. M. J. Maryknoll House, Stanley, H.K.\n\nMEFFAN, Mrs. I. E.\n\nMICHAELIONES, Miss E. O.\n\nMIDDLEBROOK, R. W.*\n\nMILBURN, K.\n\nMILLER, A. C.\n\nMILLER, C. F. O.*\n\nMOLTKE-HANSEN, Mrs. O.\n\nMOSLER, Mrs. M.\n\nMOYLE, G. C.\n\nMUNN, Mrs. Elizabeth\n\nNEILD, Mrs. C.\n\nNEWBIGGING, D. K.\n\nNG, Dr. Ronald C. Y.\n\nNG, Peter P. K.\n\nNICHOLS, E. H.\n\nNICOL, C. A. A.\n\nNIXON, F. A.\n\nB10, Repulse Bay Mansion, Repulse Bay, H.K.\n\nThe British Council, Halls Croft, Old Town, Stratford-upon-Avon, England.\n\n165, East 66th Street, New York 21, N.Y., U.S.A.\n\nc/o Marine Dept., 102 Connaught Road, C., H.K.\n\n34 Kennedy Road, Block C, 9th Floor, H.K. c/o Royal Asiatic Society, Korea Branch, C.P.O. Box 255, Seoul, Korea.\n\nA-4, Repulse Bay Mansions, 117 Repulse Bay Road, H.K.\n\n3, Macdonnell Road, Flat 602, H.K.\n\n64 Mile, Taipo Road, N.T.\n\nc/o Taikoo Dockyard, Quarry Bay, H.K.\n\n1201 Manson House, Nathan Road, Kowloon,\n\nc/o Jardine, Matheson & Co., Ltd., P.O. Box 70, H.K.\n\n164 Prince Edward Road, 1st Floor, Kowloon,\n\n304, Man Yee Building, H.K.\n\n11, Queen's Gardens, Old Peak Road, H.K. No. 8 Abermor Court, 15 May Road, H.K. Room 63, Hong Kong Club, H.K.\n\n* Life Member\n\nPlease notify the Hon. Secretary of any inaccuracy", "txt_file_path": "txt/dfo323lmgvd/RAS-1971.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/z029vt43g", "rank": 0 }, { "id": 206524, "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-1972", "page_number": 72, "title": "RAS-1972", "content_text": "66\n\nHENRY JAMES LETHBRIDGE\n\nIn 1889 Lockhart had married Edith Louise Rider Hancock, second daughter of Alfred Hancock,28 a Hong Kong bill and bullion broker, and he and his wife and two children moved in 1902 to their new home, Government House, at Ma-t'ou village, now renamed Port Edward. Ma-t'ou village had been originally the port of the old walled city of Weihaiwei29 and Government House was situated on a slight eminence overlooking Ma-t'ou village and divided from it only by an orchard planted by a Kew expert; there was not a fence anywhere. Port Edward was the centre of administration and contained the Government offices and the buildings occupied, until 1906, by the officers and men of the 1st Chinese Regiment of Infantry.30 But Port Edward was always very much of a 'pocket' capital, with only a handful of resident Europeans, mostly civil servants, and a few hundred Chinese merchants, craftsmen and fishermen.\n\nEqually the European community in Weihaiwei was always sparse, consisting of a few officials, merchants, and missionaries. With two or three exceptions all the Europeans resided on the small island of Liukung, where the native population was to a great extent drawn from the south-eastern provinces of China and from Japan. Liukung was only two-and-a-quarter miles long with a maximum breadth of seven-eighths of a mile but it became the headquarters of the permanent naval establishment and the site for the naval canteen (formerly a picturesque Chinese official yamên), the United Services Club, bungalows for summer visitors, a large hotel, and the offices of a few shipping firms. The several streets of shops were occupied mostly by Cantonese and Japanese.\n\n+\n\nIn 1903 there were only fourteen Europeans involved in the administration of Weihaiwei: the Civil Commissioner, the Secretary to Government, who also acted as magistrate, a financial assistant, three inspectors of police, two medical officers, one civil engineer, one foreman of works, two corporals, and two sappers of the Royal Engineers. The size of the establishment did not increase markedly over time, though an additional magistrate was procured. The Territory was divided by 1910 into two divisions, North and South. The North Division contained only nine of the twenty-six districts and was much smaller in both area and population than the South but it included the island of Liukung, where a small naval dockyard had been constructed, and Port Edward. It was under", "txt_file_path": "txt/dfo323lmgvd/RAS-1972.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/gm80qf99h", "rank": 0 }, { "id": 206960, "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-1974", "page_number": 31, "title": "RAS-1974", "content_text": "The Paper Chase\n\n25\n\nSo far, we have received transfers of records from 27 different government offices, the whole now occupying nearly 6,000 feet of shelving. We have therefore passed the storage capacity of our present premises and have had to resort to additional temporary accommodation on the old naval dockyard site.\n\nWhen I came to Hong Kong I was told that practically all of the government's pre-war records had perished during the Japanese occupation. It is true that pitifully little remains of the very large accumulations which must have been in government offices in 1941, and what records did survive, with a few notable exceptions, tend to be fragmentary and unrelated to one another in time or content.\n\nNevertheless the dearth is not as great as is sometimes supposed. The Rating and Valuation Department's Rates Collection Book series, which we now hold, is practically complete from 1858 to 1952, and several large and exceedingly valuable series of 19th and pre-war 20th century Land Office records have been transferred to us from the Registrar-General's Department. These include series of correspondence files dating from 1866 to 1940, Crown and Village Rent Rolls from 1843 to 1958 and 1856 to 1960 respectively and some 90-100,000 Surrendered Title Deeds, many of which date from the middle of the 19th century, and possibly earlier.\n\nOther pre-war records have reached us from the Prisons Department, Audit, the Supreme Court, the Hong Kong Regiment (The Volunteers), and the Official Receiver's Office and they are still coming. Only a few days ago some twelve volumes of Judicial Department correspondence dating from 1844 to 1903 were unearthed from a great pile of lumber and rubbish in a government record store and as my staff are still quarrying in it I have no doubt that more of them will come to light.\n\nThere is no knowing what treasures may lie in the many dungeons of government's archival limbo. Some of them are so cluttered as to be virtually inaccessible, except by emptying them, and it will be years before we have prospected them all—that is, if we succeed in finding them all. Twelve years ago a very large crate of mid-19th century records was discovered quite by accident in the roof of the Supreme Court.\n\nThe loss of Hong Kong's pre-war records is regrettable but the situation is not entirely irretrievable. As many of you know, a", "txt_file_path": "txt/dfo323lmgvd/RAS-1974.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/x633mp077", "rank": 0 }, { "id": 207260, "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-1975", "page_number": 28, "title": "RAS-1975", "content_text": "20\n\nJOHN T. MYERS\n\nin personal expenditures. Cult members assert that he is the Tai Wong Ye of their temple. The manner of his becoming their patron deity is outlined on a scroll prominently displayed in the temple office.\n\nAccording to the scroll a General Lei fled south with the Southern Sung Court in the late 13th century taking with him the tablet of his illustrious ancestor Lei Man Chung Kung. After the defeat of the Sungs at Ling Ting Island near contemporary Hong Kong the general established residence in the Lo Fu Ngam region of Kowloon. Within the area now occupied by the Lok Fu Housing Estate he is reported to have constructed a shrine in honor of his illustrious ancestor. It is further reported that the residents of the region soon recognized the Tang statesman as a powerful supernatural advocate and developed a popular devotion in his honor.\n\nWe know little about the fate of the shrine and its deity during the ensuing 600 years other than that it persisted as a small structure tended in later years by Hakka villagers. After the Second World War the Lo Fu region changed dramatically as it became the site for squatter huts housing migrants from China. The immediate vicinity of the shrine was staked out almost exclusively by squatters from the Chiu-chow speaking region of Kwangtung Province. To the best of our present information it was with the arrival of the Chiu-chow that the shrine and its patron deity became the focus of spirit-medium activity.\n\nFormer residents of the squatter settlement indicate that they found the shrine in disrepair and untended when they established their squatter huts. A small group of the Chiu-chow migrants soon undertook its repair and began active worship of the deity. After several months one of their number, a dockyard coolie, began to act strangely. An elderly kei tung judged that he had become possessed by the shrine's patron, Tai Wong Ye, and had been chosen to serve as that deity's medium. The new kei tung soon became the central focus of religious rituals sponsored by the shrine.\n\nA new phase in the temple's existence began in 1957 when the government announced plans for the removal of the squatter area preparatory to constructing on its site the Lo Fu Housing Estate. Most of the Chiu-chow squatters were allocated quarters in the soon to be completed Kwun Tong/Tsui Ping Road Resettlement Estate. The spirit-medium and 18 male devotees of Tai Wong Ye", "txt_file_path": "txt/dfo323lmgvd/RAS-1975.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/j0995146d", "rank": 0 }, { "id": 207262, "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-1975", "page_number": 30, "title": "RAS-1975", "content_text": "22\n\nJOHN T. MYERS\n\nwithout assistance. The diagnosis of spirit possession is invariably rendered by an older kei tung. It is a common belief that those chosen by the gods to serve as their mediums are persons destined to die at a rather youthful age. Their lives are prolonged in order that they may serve the possessing deity. Confirmation of a predes-tined early death is sought by the Taiwanese in the possessed's horoscope and by the Chiu-chow in his having fairy bones shan kwat.\n\nThe mere fact of spirit possession, however, is not sufficient to qualify one as a new kei tung, capable of mediating effectively between the world of man and that of the gods. To determine whether the possessing spirit is a benevolent one or an evil spectre the neophyte is initially subjected to ritual exorcisms by an older kei tung. He will also be required to demonstrate the authenticity of his possession by an ability to endure without apparent discomfort various types of bodily mutilations. At Tai Wong Ye Temple, even after he is judged authentically possessed, the neophyte is required to undergo a further period of training and observation by the senior kei tung before he is allowed to handle the petitions of worshippers during public ceremonies. The length of the \"training period\" is indeterminate depending in large measure on the judgment of the senior specialist. Once he is satisfied that the neophyte is ready the new \"Ki Tong\" is allowed to conduct unassisted public ceremonies, dispensing advice, amulets foo, and/or medicinal herbs to petitioners.\n\nDuring the period of intensive field research (1973-74) the Kwun Tong temple commanded the services of three \"official\" kei tung and one who was \"in training\". The undisputed hup cheung or cult leader was the medium who had experienced his initial possession in Lo Fu squatter camp. Employed now as a foreman of dockyard coolies he is likely on any given evening to be found at the temple. Subsequent to his possession by Tai Wong Ye he has been chosen by another deity, The Third Prince, to act as his medium.\n\nThe second medium is a Chiu-chow in his early 30's whose father is one of the founding members of the temple, i.e., one of \"The 19 Brothers\". Employed as a textile worker in Kwun Tong he frequently works overtime at the factory and is therefore more often to be found at the temple on feast days than on an ordinary\n\nPage 30\n\nPage 31", "txt_file_path": "txt/dfo323lmgvd/RAS-1975.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/j0995146d", "rank": 0 }, { "id": 207333, "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-1975", "page_number": 101, "title": "RAS-1975", "content_text": "EUROPEAN WORKING CLASS IN 19TH CENTURY\n\n93\n\nclandestine (i.e., unlicensed and unregistered) brothels. For example, John Lee, an Inspector of Brothels in 1877, had joined the Hong Kong Police in 1864 and had been appointed Inspector of Brothels by the government in 1870. As a constable he had spent part of his service on dockyard duty; appointment as an Inspector of Brothels was a step up in the world; he improved both his status and finances. Such persons, too, had chances of obtaining, corruptly, substantial sums of money from Chinese, in this case from brothel keepers and their charges.5\n\nThe increase in demand for, what may be termed, low-level European man-power, was caused by the establishment of new government departments and an expansion in the activities of the old, as ordinance after ordinance was introduced into the colony. This was particularly true of the Surveyor General's Department, renamed the Public Works Department (P.W.D.) in 1891. The carrying out of large public works projects, such as the construction of public buildings, reservoirs and roads, meant that there was an increasing need for supervisors, overseers and inspectors. There were difficulties in finding suitable men. Departments had to take what they could find locally. Some specialists badly needed by the Hong Kong government were, however, recruited in London by the Crown Agents.\n\nMany P.W.D. overseers were former Royal Engineers, who had taken their discharge in Hong Kong, and as soldiers had had experience in the building of fortifications and other military works. They were, in modern army parlance, ‘tradesmen'. But an overseer admitted to a commission of enquiry in 1902 that it was always difficult to obtain responsible assistants:\n\n\"You can get beach-combers (sic) and old sailors, but they are no earthly use if you put them on a job and you have to depend on a Chinese foreman or contractor for a knowledge of the details of the work. They must be figure heads, but it is no use to put them on a Department like this.\"\n\nHe also confirmed that ‘any European here—it doesn't matter who he is or where he is picked up—can be put on a job and is termed an Overseer'. An architect concurred, stating that many overseers were picked from the beachcomber class. It appeared that in an attempt to rehabilitate beachcombers, clergymen and benevolent societies had been sending such persons along to the P.W.D. for", "txt_file_path": "txt/dfo323lmgvd/RAS-1975.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/j0995146d", "rank": 0 }, { "id": 207396, "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-1975", "page_number": 164, "title": "RAS-1975", "content_text": "156\n\nDONALD C. BOWIE\n\nsteeply to one of the passes, Magazine Gap, through which roads passed from one side of the Island to the other. The hospital had wide shady verandahs but no lifts, and all windows had heavy wooden shutters for use during typhoons. A reservoir for fire fighting purposes had been constructed a little above hospital level and was fed by hill streams. Above that again was the Nursing Sisters Mess. About the same level as the hospital were quarters for warrant officers and a barrack block for male staff, a NAAFI block for recreation and a tennis court together with some lesser outbuildings. Below the hospital was the Sergeants Mess and a residential block for married staff, \"H\" block. There was only one approach road winding up to the hospital, Borrett Road, but there was a subsidiary road, Bowen Road, running along a contour line but not strong enough to take heavy traffic. The hospital was one of the landmarks of the Hong Kong scene when viewed from the mainland. Below the hospital the ground fell steeply to the main road linking the city of Victoria and the Island to the east, and to the Naval Command Headquarters in H.M.S. Tamar, the Naval Dockyard and the headquarters of China Command. The hospital was therefore close to legitimate enemy targets and any margin for error in artillery fire and aerial bombing was reduced still further by the precipitous slope on which it stood.\n\nThe hospital however had nowhere else to go, and Colonel Shackleton the commanding officer used his considerable ingenuity to have two operating theatres with their necessary adjuncts and X-Ray rooms constructed in the basement of the administration block. Engines for generating electricity, one capable of supplying the theatres and X-ray room, the other able to serve part of the hospital as well were installed and were of great value during hostilities and during the long period of captivity. When the hospital was severely damaged and the kitchen totally destroyed very early on by aerial bombs and shell fire, Shackleton speedily got an emergency kitchen operating in the sergeants mess and set up a protective wall of concrete blocks, known to us from a much publicised local court case as \"Mimi Lau's”, on the harbour side of the ground floor wards. Shackleton was a forceful character, apparently not aware of fear, who was ready to cut through any red tape which obstructed his aims. He liked his own way and was not an easy man to have under command, but to those relying upon his administration in war he always provided what was needed.", "txt_file_path": "txt/dfo323lmgvd/RAS-1975.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/j0995146d", "rank": 0 }, { "id": 207565, "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-1975", "page_number": 333, "title": "RAS-1975", "content_text": "324\n\nNOTES AND QUERIES\n\nsite to which it was removed in 1929. The first, and larger, of these was the Kwun Yam Temple already noted, with its associated public buildings. The bell and the earliest presentation boards (*) are dated 1873-74. The main entrance of the temple was rebuilt in 1889-90, and the undated Kung Sor (公所) or public office built onto one side of the central structure may also be attributed to this time. A separate clinic or public dispensary building was added in 1910, according to a memorial tablet of that year, which bears the names of very many subscribers.\n\nThe second of the Hung Hom temples is almost as old as the first. According to a plaque recently placed inside the building by the Chinese Temples Committee, this Pak Tai temple dates from the 2nd year of Kuang Hsü (1876-77) when it was built at the eastern end of Ching Chau Street, Hung Hom, but as stated above, was later removed for development. The oldest dated items in the present building are a bell dated 1893 presented by a Wo Hing Tong (*) and a set of incense burners dated 1901-02 presented by 'the whole community of Hung Hom Dockyard Village (紅磡澳通圍).\n\nThis temple development, and the basis it provided for local community effort, is reminiscent of the similar developments in Yau Ma Tei reported in this Journal some time ago.† The Kaifong (街坊) or neighbourhood organisation centering as in Yau Ma Tei on a local temple is credited with these community services; references to a Kaifong school and a volunteer fire brigade are also available. This self-help and enterprise of the local community, was, however, not a new phenomenon but one created to a pattern long familiar in Chinese urban communities. Hong Kong, 1976.\n\nCARL T. SMITH\nJAMES HAYES\n\nHONG KONG: TYPHOON PREPARATIONS IN 1903\n\nReaders will recall Mr. A. J. S. Lack's article 'Yaumatei Typhoon Shelter, Hong Kong, 1903-1915' in the 1973 Journal. The following description is of interest in this connection. It is taken from the Memoirs of Robert Dollar, pp. 55-56 published privately in America in 1927, and describes a visit to Hong Kong in 1903. Ed.\n\nCommonly styled in Cantonese,\n+ JHKBRAS, 6, 1966: pp. 129-131.", "txt_file_path": "txt/dfo323lmgvd/RAS-1975.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/j0995146d", "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": 208947, "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-1980", "page_number": 109, "title": "RAS-1980", "content_text": "SILK & SILVER: MACAU, MANILA TRADE\n\n77\n\nIn 1629 the Viceroy Conde de Linhares ordered that both the Macau-Nagasaki and Macau-Manila voyages should henceforth be made under the supervision and control of the Crown and the profits from them used for the upkeep of the royal dockyard at Goa and the maintenance of the Portuguese fleet in Asian waters, but it was not until 1635 that an administrator for the voyages was sent from Goa to Macau to enforce the new system.32 In the same year the Viceroy finally agreed to allow one pinnace to make the Macau-Manila voyage each year, laden with munitions for the Manila garrison and enough silk for local consumption in the Philippines without any surplus for export to Mexico, where it would compete with silks from Seville.\n\nBy the end of the 16th century Macau's trade was already being threatened from several quarters. On the one hand, the development of the Manila-Japan trade, the increasing power and cohesion of the Japanese state under the Tokugawa and the encouragement of a Japanese merchant navy by Tokugawa Ieyasu — the famous Red Seal ships33 — and, above all, the growing hostility of the shoguns towards Christianity and the missionary activities of Portuguese Jesuits and Spanish friars undermined Macau's trade with Japan. On the other hand, competition from the Dutch, whose control of the Straits of Malacca made trade and communications between Macau and Goa difficult and dangerous and whose establishment in Taiwan after 1624 extended this danger into the China Seas, had a deleterious effect on Macau's trade with Indonesia. The extortions of the Chinese merchants, who also of course carried on direct trade in competition with the Portuguese, licitly or illicitly, both with Japan and Manila, weakened Macau's position still further. Between 1613 and 1640, an average of 60 to 80 Chinese junks visited Japan yearly, though from 1634 they were, like the Portuguese, confined to Nagasaki. These difficulties culminated in the summary expulsion of the Portuguese from Japan in 1639 by the Shogun Iemitsu and in the fall of Malacca to the Dutch in 1641. The embassy sent from Macau in 1640 in a last attempt to get Iemitsu to revoke his edict of expulsion met a terrible fate. 61 of the 74 members of the delegation were beheaded by 61 executioners sent specially from Yedo to Nagasaki for the purpose. A contemporary Portuguese account of how the citizens of Macau reacted to the news of the calamity sums up well the peculiar quality of the whole Portuguese adventure in the East, its mixture of missionary zeal and ...", "txt_file_path": "txt/dfo323lmgvd/RAS-1980.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/kh04md207", "rank": 0 }, { "id": 209207, "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": 110, "title": "RAS-1981", "content_text": "96\n\nThere is no slavery carried on.\"\n\nCARL T SMITH\n\nIn commenting on the questions raised in Parliament the editor of the South China Morning Post said there could not be much harm in the traditional Chinese custom when throughout the eighty years of the Colony's history no steps had been taken to abolish it. The children in domestic service had the full protection of the law and there was no evidence that they were frequently ill-treated. What few cases are brought before the courts are sharply dealt with. He did admit that some reform might be needed, \"to guarantee the child's rights and those of its parents\", but any changes should only be introduced gradually and with the co-operation of the leading Chinese, \"whose services have never been withheld in any case having for its aim the uplifting and enlightenment of the people\".3\n\nReaction in Hong Kong -- Mass Meeting at Tai Ping Theatre – July 1921\n\nThe Chinese elite \"establishment\" in Hong Kong was disturbed by the discussion in Britain of one of their long established customs. They and the Hong Kong Government were also annoyed by a letter published in the correspondence column of all four English newspapers written by Mrs. Haselwood, the wife of a Commander in the Naval Dockyard. Her husband was officially warned that unless he stopped his wife from airing the question, he would be superseded and sent home. He refused to submit and was shortly sent home where he retired on half-pay. The Haselwoods, however, continued their campaign in Britain. When the Hong Kong Government was asked to explain Commander Haselwood's early termination of service in Hong Kong, it replied that the activities of his wife were \"causing annoyance to the Chinese community\".\n\nThe leadership of the Chinese community was sufficiently aroused by the statements being made in the English press concerning the practice that it called a mass meeting to be held at the Tai Ping Theatre in July, 1921. The meeting was convened by the two Chinese representatives on the Legislative Council, the Hon. Ho Fook, brother of Sir Robert Ho Tung and one-time compradore of Jardine, Matheson and Co., and the Hon. Mr. Lau Chu-pak, compradore of Messrs. A. S. Watson and Co. Also particularly mentioned were S. W. Tso, a solicitor, Chow Shou-son, a Hong Kong-born former official of the Chinese Government who had extensive business interests in Hong Kong, and Chau Siu-ki, shipping and insurance magnate.\n\nThe theatre was crowded with about three hundred including a", "txt_file_path": "txt/dfo323lmgvd/RAS-1981.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/ff36bt18m", "rank": 0 }, { "id": 209894, "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-1983", "page_number": 153, "title": "RAS-1983", "content_text": "131\n\nobservances on the days usually associated with earth gods in the first and second lunar months. Even in the pre-war period, and as far back as memory and local tradition serve, the group celebrated the Yue Lan festival in the seventh moon. At this time each year, a committee of residents arranged for a religious service and a performance of puppets to be performed on some open ground near the former pier that served the Shau Kei Wan-Hung Hom-Hong Kong Central District ferry.\n\nThe traditional practice for providing the leadership for these occasions differed from that described for the Nam On Fong shrine. From at least 1920 and, it is understood locally, for longer still, each year's leaders have been decided mainly by financial considerations and mutual agreement. Whichever among the group of interested parties was willing to pay the highest amount became the Chung Lei for that year. Lots could be drawn in the event of a tie, or a disputed choice, but this very seldom happened; probably because the group was fairly constant in its composition, all were known to each other, and the chance came round every year.\n\nThe Chung Lei had assistants, as elsewhere. He usually selected his own, from among his friends in the body of subscribers. This was varied for practical considerations in the early post-war stage. There were then four assistants, besides the body of chik lei. It was the practice that if the leader came from the Sai Wan Ho shops, the first and third assistant had to come from among the body of chik lei associated with the Tai Koo docks and sugar refinery, the largest single employer of labour in Shau Kei Wan. Established in 1908 and 1884 respectively, their works and dockyard were located at the Sai Wan Ho end of the Shau Kei Wan area.40 In the late 1960s, if not earlier, the ceremonies were held in matsheds erected inside the dockyard.\n\nThe chik lei could be men or women, and come from any dialect group. However, they had to come from the Sai Wan Ho end of the Shau Kei Wan. The same geographical restriction was applied to canvassing for subscriptions. The managers sent out to raise funds among the shopkeepers and residents were not permitted to go beyond the traditional boundaries of the sub-district. In addition to those chik lei who used their personal", "txt_file_path": "txt/dfo323lmgvd/RAS-1983.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/j9607p61v", "rank": 0 }, { "id": 209971, "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-1983", "page_number": 230, "title": "RAS-1983", "content_text": "208\n\nA CH'ING CANNON FROM\n\nWYNDHAM STREET, HONG KONG\n\nJAMES HAYES\n\nThe photographs at Plates 15 to 17 are of a large cannon from the Chia Ching period (1796-1820) of the Ch'ing dynasty. For some time after its discovery in 1965 it was kept in the old Marine Office at Rumsey Street, Connaught Road Central, but is presently located at the entrance to the Marine Department's dockyard beside the Canton Road Government Offices, Kowloon.\n\nA plaque on the carriage made for this cannon states that it was discovered during excavations on 4th March 1965 in the forecourt of Nos. 10-12 Wyndham Street near the \"South China Morning Post\" building. It was, probably, originally positioned at the site of the third Harbour office (1843-1845). On the barrel are markings giving the weight as 1,500 catties and showing that it was made during the tenth month of the 10th year (1805) of the reign of Emperor Chia Ch'ing by Man Tsoi (*) Man Shing (萬盛) Man Ming (萬明) and Man Tat (萬德).\n\nIt is not known whether this cannon was brought to Hong Kong when it was first made, which is unlikely in my view, or whether it was taken from elsewhere by British forces during the first China War in 1840-42.\n\nOther cannons from this period are to be found on the walls of the Tung Chung Fort, at Lantau Island. See this Journal Vol. 4 (1964) pp. 146-150, and Vol. 18 (1978) pp. 207-209 with photographs.\n\nFor two earlier cannon from Hong Kong see \"A Cannon from the end of the Ming period\" in JHKBRAS Vol. 7 (1967) pp. 152-157, with plates.", "txt_file_path": "txt/dfo323lmgvd/RAS-1983.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/j9607p61v", "rank": 0 }, { "id": 211261, "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-1987", "page_number": 322, "title": "RAS-1987", "content_text": "297\n\nthat guided the administration of the city of Canton during its four year occupation by the Allies, during which he laid the foundations of his knowledge of written and spoken Chinese, he joined the Chinese Maritime Customs at Ningpo. When that city was captured by the Taiping Army, he assisted the Sino-French \"Ever Triumphant Army\" to recapture it, and later commanded it in the operations that led to the recapture of Hangzhou, for which he received high rank and honours from the appreciative Ch'ing government. Contacts made during this time led to employment after the Rebellion, in and outside China, that lasted until his death in France in 1886. His principal achievement was the construction and administration of the Fuzhou Dockyard and its fleet of warships in the face of many difficulties. Ironically, they were destroyed by naval forces of his own nation during the hostilities of 1884-85 between France and China over Vietnam.\n\nGiquel was a rare bird for his times. Apart from his linguistic proficiency and administrative capacities, he was sympathetic towards China at a time when this was not common among his contemporaries. Moreover, he sought ever to combine his duties to his employers, the Chinese, with his loyalties towards his native land, a veritable tightrope which he conscientiously trod throughout his working life. As Dr. Leibo observes, \"A less committed individual might never have attempted such a balancing act”. (Transferring Technology, p. 5). He gave offence to many influential Frenchmen and to his government in 1872 by an article in the Revue des Deux Mondes in which he suggested that the French Concession at Shanghai should be merged with the International Settlement, and criticized French policy towards China in various aspects.\n\nWhy this should be so is hinted at by an English account which indicates how different Giquel must have been from most of his fellows. Even allowing for the fact that this is an English account, written at a time of strong rivalry between the two powers and by one side of an old and mutual antipathy, it speaks for itself:\n\nFrench officers are so quick to take offense (sic) — so quick to obtain satisfaction - so imperious, so impractical, and so totally uncommercial that they are viewed", "txt_file_path": "txt/dfo323lmgvd/RAS-1987.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/rx919b522", "rank": 0 }, { "id": 211262, "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-1987", "page_number": 323, "title": "RAS-1987", "content_text": "298\n\nby the Chinese with great dread and by foreigners with apprehension. . . \n\n(Transferring Technology, p. 69)\n\nIn truth, Giquel must have been greatly valued by the Chinese in particular, though the books show that this was at the expense of being thought too pro-Chinese by the French authorities, and even by trusted subordinates.\n\nThe book is full of such interesting and illuminating passages, either from Giquel's own pen, those of contemporaries, or from Dr. Leibo's hand. Another useful observation, this time coming from the Imperial Commissioner charged with overseeing the Dockyard project, has for us today an oddly familiar ring to it. Commissioner Shen Baozhen was pessimistic about the continuing success of the dockyard under solely Chinese direction, and to Giquel's recital of favorable signs for continued progress answered, \"Certainly, but what if Li [Viceroy Li Hongzhang] disappears? What will become of all this?” (Transferring Technology, p. 125). In other words, personalities were apparently as crucial then as they are today, in China's modernization programmes.\n\nShen's faith in Giquel was absolute. Dr. Leibo quotes from a Chinese language source which indicates that he informed Li Hongzhang at this time that his confidence in him was such that he would stake his entire career on Giquel's loyalty to China. If Giquel ever did anything to harm China, Shen promised to terminate his own public career. (ibid. p. 126).\n\nOf the two works, I found the first to be the more satisfying. It is detailed and well-organised, and uses French sources hitherto unutilized by historians. The man and his times emerge clearly, and his difficulties and dilemmas shine through the text. Relationships with high Chinese officials, as well as with European colleagues and would-be rivals, and with the French and other higher authorities are happily covered in sufficient detail to make them both interesting and illuminating, thanks to the varied sources used by Dr. Leibo.\n\nThe other is just as absorbing, especially the diary itself, but I found Dr. Leibo's Introduction less satisfying than the fuller account.", "txt_file_path": "txt/dfo323lmgvd/RAS-1987.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/rx919b522", "rank": 0 }, { "id": 211319, "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-1988", "page_number": 35, "title": "RAS-1988", "content_text": "11\n\nQueen's College (then in Hollywood Road), the Government secondary school which is still situated on Hong Kong Island. In 1913, the Technical Institute entered [6] candidates for local examinations of whom 116 passed. Subjects included shorthand, sanitation, building construction and field surveying.\n\nThe development of technical education was slow. However, in 1926 the Salesian Fathers commenced classes in shoemaking, carpentry, tailoring, and printing; at about the same time, Taikoo Dockyard, situated at Quarry Bay, opened evening classes for their apprentices.\n\nIn 1903, a positive step was taken by the Government towards the development of technical education when a committee was formed to report on the possibility of introducing a system of practical education. This Committee, under the chairmanship of Sir William Hornell, made three main recommendations. These were the establishment of a junior technical school; the provision of evening classes for apprentices; and the commencement of full-time courses at a later date.\n\nAs a result, in 1932 the Junior Technical School was established, which was Government's first venture into full-time technical education. This secondary school provided a comparatively narrow four-year course designed mainly as pre-apprentice training for the engineering trades. In 1957, 'JTS', as it was usually known, moved from its accommodation in Queen's Road East (from 1974 to the time of writing this has been occupied by the Technical Teachers College) to the three-storey building in Wood Road vacated by the then Technical College. At the same time, the name (JTS) was changed to Victoria Technical School (VTS), and a phased conversion from a trade to a secondary school, albeit with some emphasis on non-vocational technical subjects, took place.\n\nFurther progress was made in 1935 when the Catholic Salesian Society founded the Aberdeen Trade School. This provided a general education, together with training considered comparable to an apprenticeship within an institution. The School was converted into a secondary technical school in the late 1950s. The author first visited this establishment in January 1955 and recalls the high standard of projects on display.", "txt_file_path": "txt/dfo323lmgvd/RAS-1988.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/ft84gb83q", "rank": 0 }, { "id": 211320, "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-1988", "page_number": 36, "title": "RAS-1988", "content_text": "Meanwhile the Far East Flying Training School (the original name) commenced training pilots and engineers for civil aviation in 1934.10 The Far East Flying and Technical School Limited, as it was later named, was a private institution. It closed in 1983.\n\nThe first Government post-secondary technical institution was the Trade School which opened in Wood Road, on Hong Kong Island, in 1937, on a site adjacent to that on which Morrison Hill Technical Institute now stands. At the time of opening, under Principal George White, it ran courses in building, mechanical engineering, and marine-wireless operating. The college also took over the evening practice courses previously run by Taikoo Dockyard. The new, then two-storey (an additional floor was completed in 1953), Trade School building in Wanchai, was well constructed and was one of the few examples of good face-brick-work in the Colony. (It was demolished in 1988, seven years after becoming an annexe of the Morrison Hill Technical Institute.)*\n\nThus, when the Pacific War broke out in 1941, technical education was being provided at secondary, trade-school, and post-secondary levels, but not on a large scale. For example, there were about 200 full-time students attending post-secondary courses at the Trade School. This did not receive a great deal of support from employers except from the dockyards and the members of the Building Contractors' Association.\n\nDuring the Japanese occupation (December 1941 to August 1945) oral history has it that the equipment was moved away and the Trade School building was used for a period as an opium factory.\n\nIn 1947, after World War II the Trade School (renamed Technical College in 1947), the Junior Technical School, the Aberdeen Trade School, and a number of centres running evening classes in technical subjects, reopened and were soon working at pre-war capacity. To this group was added the Tang King-po Secondary School, in Kowloon, in 1953. For many years this had a trade school section which organised classes in printing, shoemaking and tailoring.11 This section was phased out in the late 1970s.\n\n*Please see Plate 1.", "txt_file_path": "txt/dfo323lmgvd/RAS-1988.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/ft84gb83q", "rank": 0 }, { "id": 211338, "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-1988", "page_number": 54, "title": "RAS-1988", "content_text": "30\n\nhad already departed. Of the original allied commissioners, only Harry Parkes was still there for the final ceremony which included a tri-national group of Chinese, French, and British dignitaries.\n\nIf the allied occupation of Canton was not as uneventful as some historical accounts record, it nevertheless had very successful elements to it and may have had an influential impact on future Sino-European relations. At least two employees of the Allied Commission, Robert Hart and Prosper Giquel, both young men at the time, went on to play major roles in future Sino-European co-operative ventures later in the century, Robert Hart as the famous director of the Chinese Maritime Customs Service and Prosper Giquel as the future European Director of the Foochow Dockyard and eventually head of several Sino-European Educational Missions of the 1870s and 1880s. That their earlier experiences had been in the somewhat more co-operative world of the Sino-European police forces and the Sino-European coolie emigration inspection teams is certainly likely to have proved significant in the careers of these two men who were later so much more able than most of their countrymen to work with the Chinese on an equal basis.\n\nNOTES\n\nAbbreviations\n\nAE Archives de la Ministère des Affaires Etrangères\n\nCCC Correspondence consulaire et commerciale\n\nCP Correspondence politique, Chine\n\nArmee Les Archives de l'Armee de Terre, Vincennes\n\nFO British Foreign Office\n\nPRO British Public Record Office\n\nSHM Service Historique de la Marine, Vincennes\n\nAN Archives Nationales\n\nRanbir Vohra, China's Path To Modernization: A Historical Review from 1800 to the Present (New Jersey, Englewood Cliffs: Prentice Hall, 1987) citing Christopher Hibbert, The Dragon Awakes. China and the West 1793-1911 (N.Y., Harper and Row, 1970), p. 229.\n\n2 Douglas Hurd, The Arrow War, Anglo-Chinese Confusion 1856-1860 (New York: Macmillan Company, 1967), pp. 121-125 and Immanuel C.Y. Hsu, The Rise of Modern China, 3rd ed. (New York: Oxford University Press, 1983), p. 121-125.", "txt_file_path": "txt/dfo323lmgvd/RAS-1988.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/ft84gb83q", "rank": 0 }, { "id": 212028, "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-1989", "page_number": 443, "title": "RAS-1989", "content_text": "418\n\nadministration of the Foochow Dockyard and its fleet of warships in the face of many difficulties. Ironically, they were destroyed by naval forces of his own nation during the hostilities of 1884-85 between France and China over Vietnam.\n\nGiquel was a rare bird for his times. Apart from his linguistic proficiency and administrative capacities, he was sympathetic towards China at a time when this was not common among his contemporaries. Moreover, he sought ever to combine his duties to his employers, the Chinese, with his loyalties towards his native land, a veritable tightrope which he conscientiously trod throughout his working life. (As Dr. Leibo observes, “A less committed individual might never have attempted such a balancing act”, Transferring Technology, p. 5). He gave offence to many influential Frenchmen and to his government in 1872 by an article in the Revue des Deux Mondes in which he suggested that the French Concession at Shanghai should be merged with the International Settlement, and criticised French policy towards China in various aspects.\n\nWhy this should be so is hinted at by an English account which indicates how different Giquel must have been from most of his fellows. Even allowing for the fact that this is an English account, written at a time of strong rivalry between the two powers and by one side of an old and mutual antipathy, it speaks for itself:\n\n–\n\nFrench officers are so quick to take offense (sic) — so quick to obtain satisfaction, so imperious, so impractical, and so totally uncommercial that they are viewed by the Chinese with great dread and by foreigners with apprehension.\n\n(Transferring Technology, p. 69)\n\nIn truth, Giquel must have been greatly valued by the Chinese in particular, though the books show that this was at the expense of being thought too pro-Chinese by the French authorities, and even by trusted subordinates.\n\nThe book is full of such interesting and illuminating passages, either from Giquel's own pen, those of contemporaries, or from Dr. Leibo's hand. Another useful observation, this time coming from the Imperial Commissioner charged with overseeing the Dockyard project, has for us today an oddly familiar ring to it. Commissioner Shen Baozhen was", "txt_file_path": "txt/dfo323lmgvd/RAS-1989.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/8336pm92h", "rank": 0 }, { "id": 212029, "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-1989", "page_number": 444, "title": "RAS-1989", "content_text": "419\n\npessimistic about the continuing success of the dockyard under solely Chinese direction, and to Giquel's recital of favorable signs for continued progress answered, “Certainly, but what if Li [Viceroy Li Hongzhang] disappears? What will become of all this?” (Transferring Technology, p. 125). In other words, personalities were apparently as crucial then as they are today in China's modernization programmes.\n\nShen's faith in Giquel was absolute. Dr. Leibo quotes from a Chinese language source which indicates that he informed Li Hongzhang at this time that his confidence in him was such that he would stake his entire career on Giquel's loyalty to China. If Giquel ever did anything to harm China, Shen promised to terminate his own public career [ibid. p. 126].\n\nOf the two works, I found the first to be the more satisfying. It is detailed and well-organized, and uses French sources hitherto not utilized by historians. The man and his times emerge clearly, and his difficulties and dilemmas shine through the text. Relationships with high Chinese officials, as well as with European colleagues and would-be rivals, and with the French and other higher authorities, are happily covered in sufficient detail to make them both interesting and illuminating, thanks to the varied sources used by Dr. Leibo.\n\nThe other is just as absorbing, especially the diary itself, but I found Dr. Leibo's Introduction less satisfying than the fuller account given in the book-length study. Personally, being interested in military matters, I would have liked to have had more information on the recruitment, organization and officering of the \"Ever Triumphant Army\". If not in this account, where else? It is too shadowy a body for my liking. Nor is there enough about Giquel in the Introduction, and unlike me, many readers may not have the other book to hand for reference. This handicap sometimes applies in reverse, since there are no maps in Transferring Technology, and the useful section in the Diary giving biographical vignettes only appears in that work. Finally, in neither work are we told anything about Giquel's wife and children, and the Giquel family, although the 1864 Diary and other papers came from his grand-daughter's home.\n\nNotwithstanding these observations, readers will find much of interest in these fascinating works which relate to a man who clearly had much to offer, did his best, and assuredly deserves to be better known and", "txt_file_path": "txt/dfo323lmgvd/RAS-1989.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/8336pm92h", "rank": 0 }, { "id": 212198, "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-1990", "page_number": 140, "title": "RAS-1990", "content_text": "117\n\nHotel, was Japanese. So were the majority of the photographers' shops. It was known that a proportion of the workers in the Royal Naval Dockyard were Japanese, passing themselves off as Chinese. Even the Chinese could not distinguish between one of their own countrymen and a Japanese after he had lived amongst them sufficiently long to speak the language fluently. There was a police regulation under which all persons entering the Colony of nationality other than British or Chinese must register. But Koreans were classed as Chinese, and so Japanese, who wished to avoid observation, described themselves as Koreans. To overcome the difficulty it would have been necessary to make registration of Chinese compulsory, and that was a task beyond the capacity of the existing police personnel; moreover, the Chinese might have resented such a regulation as a slight on their dignity.\n\nThe Hongkong weekend continued much as usual. You could run your car onto the vehicular ferry, take it over to Kowloon, and drive the 17 miles to the border of the New Territory, either by the road which wound in and out amongst the bays along the coast, or by the road which followed the railway gap through the Kowloon hills; and play golf at the Royal Fanling Golf Club where there were two eighteen hole, and one nine hole, courses. Or you could bathe from one of the numerous beaches, or go on a launch picnic. These last were popular. On Sunday morning the time would be spent taking turns on a surfboard towed behind the launch, or sunbathing on top of the awning; in the afternoon a heavy lunch would offer the lazy an excuse to sleep.\n\nThe Japanese were bombing the railway line between Hongkong and Hankow. In those days the confidence of air enthusiasts in regard to the results which could be achieved by desultory bombing had not yet been discounted by the hard test of experience. Moreover, we were yet to learn of the devotion and sacrifice, the skill and efficiency, of the Chinese railway repair gangs. With a minimum of equipment they performed wonders, and through traffic was seldom interrupted for more than a few hours. I was instructed to reconnoitre an alternative route for the despatch of supplies from Hongkong to Central China against the time when the railway might be finally disrupted. It was a thankless task because opinion in Shanghai continued to assume that the Chinese government would soon collapse under Japanese pressure.", "txt_file_path": "txt/dfo323lmgvd/RAS-1990.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/d79206299", "rank": 0 }, { "id": 212309, "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-1990", "page_number": 251, "title": "RAS-1990", "content_text": "By the 1970s, it was no longer such a competitive and profitable organisation and its operations were scaled down. A purpose-built factory was completed on Tsing Yi island in 1991.\n\nAlthough the Swire Group over five generations has always had its head office in England, it has interests throughout Asia and the South Pacific, as well as in North America and Australia. Its China Navigation Company began operations on the Yangtze River in 1872. In World War II, more than half of Swire's ships were lost. A dockyard (of which more later) was established in Hong Kong at the turn of the century.\n\nThe group, which adopts a relatively low profile, has about 28,000 employees in 1988, and is the second largest employer in Hong Kong after the Government. Its complement included, up to 1990, 78-year old Madame Ho Sau-King who had worked at Taikoo Sugar Limited since 1928.\n\nIn 1981 John Bremridge (later Sir John), Taipan of Swire's, became Government Financial Secretary for a term of five years. This was an unprecedented appointment as previous 'FSs' had been promoted through the ranks of the civil service. Like the son of the founder of Swire's, Sir John Bremridge writes and speaks to the point”.\n\nThe conglomeration of interests of this (still largely) family firm and private limited company includes an elite collection of Hong Kong enterprises. Swire's has a controlling interest in Cathay Pacific Airways, founded in 1948, as well as in HAECO aircraft maintenance company. Property is also big business and about 45 per cent of the group's net asset value is in bricks and mortar. Other interests include container terminals, technology, engineering, air catering, investment banking, travel and general trading. Sir Adrian and Sir John Swire have a family fortune estimated at HK$6.3 billion, and in 1989 Sir John was quoted by the Sunday Times Magazine as being Britain's 12th richest person, a position he held jointly with his brother.\n\nDodwell's\n\nW.R. Adamson and Company (later, Adamson Bell and Company), the forerunner of Dodwell's, was founded as a result of the efforts of a group of Cheshire weavers who needed to increase supplies of", "txt_file_path": "txt/dfo323lmgvd/RAS-1990.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/d79206299", "rank": 0 }, { "id": 212314, "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-1990", "page_number": 256, "title": "RAS-1990", "content_text": "233\n\nHong Kong for several years, Bill Wyllie, was seconded to Hutchison in 1975 by the Hong Kong and Shanghai Bank, as 'company doctor' to put the business house's finances in order. After he had achieved this he left Hutchison's in 1981.\n\nThen in the early 1980s Li Ka-shing, believed to be the richest man in Hong Kong, became the largest shareholder in Hutchison's. His company, Cheung Kong (meaning long river and signifying 'everlasting'), held a 37 per cent stake. With a Chinese Taipan the company was no longer the bastion of British management that it had been in earlier days. However, under Chairman Li Ka-shing there is an English Group Managing Director, Simon Murray.\n\nToday Hutchison-Whampoa is thriving, and its activities range from general trading, including importing and exporting, to property, engineering and building materials. The group also has major interests in such subsidiaries as Hong Kong United Dockyards (in the past Hong Kong and Whampoa Docks), Hong Kong Electric Holdings, and A.S. Watson and Company of which more later. These firms, which in the past were basically British, are thus now largely Chinese controlled.\n\nDockyards\n\nThe first Hong Kong built vessel, the 80-ton Celestial, was launched from a slip at East Point on 7th February 1843, and a Royal Naval Dockyard started in 1854 (this was phased out in the late 1950s). Docks were also built by Douglas Lapraik and J. Lamont at Aberdeen in 1857.\n\nNevertheless, it has been claimed the first 'great firm' to be established in the Colony was really the Hong Kong and Whampoa Dock Company, although the industry had its origins, regionally, in Canton. That is why the word Whampoa (a place in Canton) is included in the above name. The firm is No.1 on the Register of Companies. Austin Coates maintains in his book, Whampoa, Ships on the Shore, that the formation of Union Docks (which was absorbed into the Hong Kong and Whampoa Docks in 1870), in 1863, was\n\nthe most significant commercial and industrial moment in Hong Kong's history.", "txt_file_path": "txt/dfo323lmgvd/RAS-1990.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/d79206299", "rank": 0 }, { "id": 212315, "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-1990", "page_number": 257, "title": "RAS-1990", "content_text": "234\n\nWhen it opened, in 1868, it gave the Colony a new orientation. The first vessel the Docks built was the 46-foot launch, Duncan, for their own use, which affectionately became known as Old No.1.\n\nCertainly a considerable outlay of capital and expertise was involved, and the Docks were well supported by the P&O line, which ran a service from Hong Kong to Shanghai from 1849, and by Jardine's.\n\n**From Rangoon to Shanghai there is nothing equal to that great concern (the Docks); nor along the entire Pacific Coast of North and South America is there any undertaking equipped with better facilities...** (MacMillan, 1925).\n\nThe Cosmopolitan Docks (later purchased by Hong Kong and Whampoa Docks) began at Tai Kok Tsui in 1880, and by the 1890s the main docks at Hung Hom had built up rapidly. The local community (even by 1881 the population of old British Kowloon numbered only 9,021) was among the largest industrial settlements. It worked day and night for years with queues of ships waiting to be repaired. The Hong Kong Guide 1893 records:\n\n**The Docks**\n\nare the most extensive of any in Asia. Vessels of 550 feet in length and 30 feet draft of water can be docked at Kowloon.\n\nExtra dividends were awarded to shareholders twice a year, and sons of skilled craftsmen from Hung Hom followed their fathers into the Docks. The village was never asleep as journeymen worked on shifts around the clock. It was one of the most prosperous places in the Colony.\n\nWith a population of only 260,000, at the turn of the century Hong Kong was the second largest port in the world. By then her own ships sailed the Pacific Ocean and the seas of Asia. Easterners (the Chinese) and Westerners (the expatriates were mostly Scottish) had joined forces in the Dockyard, and the Board was representative of many nations of maritime importance. A strong sense of pride and community spirit existed. During World War I, ships of more than 5,000 tons were built.\n\nButterfield and Swire started to construct their dockyard at Quarry Bay, on Hong Kong Island, in August 1902, and work was", "txt_file_path": "txt/dfo323lmgvd/RAS-1990.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/d79206299", "rank": 0 }, { "id": 212316, "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-1990", "page_number": 258, "title": "RAS-1990", "content_text": "235\n\ncompleted in 1908 on a site of 53 acres. These were more impressive and more modern than the Kowloon Whampoa Docks, with larger machine shops and greater electric power. But public opinion still supported the Whampoa Docks and many people considered the new establishment to be a direct and unwarranted attack on one of Hong Kong's most esteemed institutions. Like Kowloon Docks, Taikoo Dockyard also had a built-in clientele, including Butterfield and Swire's China Navigation Company, Blue Funnel line, and other shipping connected with these two lines.\n\nQuarters and other facilities were provided for staff at Quarry Bay, and the aim was to make them into a 'big friendly family'. The 88-year-old F.K. (Uncle Pat) Pattinson recalled (in 1989):\n\n\"We were a separate 'colony' within the community. We worked, lived and breathed ships and shipping.\"\n\nThe author visited Taikoo Dockyard and had continuous contacts with its staff in the 1960s and early 1970s and endorses Pattinson's remarks.\n\nLong before the days of cross-harbour tunnels, the hammerhead crane, erected in 1937 in the docks at Hung Hom, provided a landmark as one traversed the harbour by ferry. Even though, in the early 1990s, Hong Kong has the largest container port and is one of the busiest ports in the world, and dockyards are still situated in the Territory (but moved to another site), the harbour looks empty to some old residents without that crane.\n\n—\n\nKowloon Docks at Hung Hom have been developed into vast housing estates. Today, Hong Kong United Dockyards (HUD) operate on the west side of Tsing Yi Island, and this was after the merger of Hutchison International and the old Hong Kong and Whampoa Docks. This was the combining of two of the largest commercial enterprises in the East. The Hutchison group of companies is now known as Hutchison Whampoa Limited. A decision was taken to build no more ships. Ferries and other vessels for Hong Kong's needs are now constructed elsewhere. HUD concentrates on conversions and repairs. The last vessel built was a tug, appropriately listed No.1066 on the Company building register. It is hoped a smaller, scaled-down dockyard will be viable.", "txt_file_path": "txt/dfo323lmgvd/RAS-1990.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/d79206299", "rank": 0 }, { "id": 212330, "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-1990", "page_number": 272, "title": "RAS-1990", "content_text": "249\n\nand at six o'clock on December 1st, 1890, 50 electric lights were switched on in Queen's Road Central, Battery Path, and Upper Albert Road. All testing had been done in secret so nothing would mar the excitement of that first night. On the second night a fault put the electric lights out and sceptics were saying, 'I told you so!' A week later, during rain, the lights went out again, and they were not restored for two days. There were no more breakdowns from then on for 26 years.\n\nLater, all streets west as far as Bonham Strand and Caine Road at Mid-Levels, and, later still, along Queen's Road East and Wanchai Road to Mission Hospital Hill (the present site of Ruttonjee Sanitorium) were lit. Hong Kong and Shanghai were the first two Asian cities to have a public electricity supply, and Hong Kong Electric is the only surviving company of the many that pioneered electric power throughout the Far East. It is one of the oldest suppliers of electricity in the world.\n\nOf the three chief men who pioneered the Hong Kong Electric venture, Bendyshe Layton is credited with providing the momentum, and Sir Paul Chater, who was a director for 37 years, was responsible for finance. Capital amounted to $300,000, divided into 30,000 shares of which half were offered to the public. The third person was William Wickham the electrical engineer. He designed and supervised the building of the first power station and remained as manager of the company until 1910.\n\nInterest in electricity soon developed, and, in the 1890s, the first private homes were wired up and electric fans began to replace punkas. Also, by 1898, the first substation was constructed to service the new tall buildings, which had electric lifts (elevators), along the newly reclaimed waterfront. By 1905 the company was supplying power for 15 lifts, hundreds of fans, the equivalent of 34,500 lamps and street lighting. The Royal Naval Dockyard, near where Queensway now runs, was a blaze of light.\n\nPower was later extended, underground, to West Point, then the centre of the colony's busy night life. Subsequently electricity reached the Peak and Shau Kei Wan, and, by 1916, Aberdeen and Ap Lei Chau were supplied. Gradually large organisations like Dairy Farm, Taikoo Docks, the Peak Tram and the University, which had been", "txt_file_path": "txt/dfo323lmgvd/RAS-1990.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/d79206299", "rank": 0 }, { "id": 212796, "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-1992", "page_number": 105, "title": "RAS-1992", "content_text": "90\n\nThree Bold Adventurers to fight alongside the Nien rebels. After being captured and carried to Chin-chiang in a cage, he was saved by two British artillery officers serving with the Taiping forces.\n\nThe third time was in Hankow when Mesny took Damström along with him as a heavy-weight. The incident occurred after Mesny 'arrested' the dishonest Chinese merchant who had swindled Dupuis. [These incidents are probably not in temporal order].\n\nDupuis, Jean\n\nA French merchant born ca. 1828, who arrived and lived in Hankow in about 1860. He built up a thriving trade in armaments. Fluent in Chinese, he introduced Mesny to the Szechuanese officials whose invitation to serve with the Szechuan Force changed his life. Mesny remarked that Dupuis was a distinguished explorer and 'conqueror of Tonkin.'\n\nGill, William J: born Bangalore 1843\n\nServed in India after being commissioned into the Royal Engineers. Inherited a fortune and indulged his passion for exploration. One of his travels was through north Szechuan province, where first he travelled alone and then later with Mesny to Burma. He wrote The River of Golden Sand in 1880, and after several other travels, in Tripoli and Afghanistan, he was murdered by Bedouins in 1882.\n\nGiquel, Prosper M. [1835-1886]\n\nA French naval officer who arrived in China during the Second China War. Formerly Commissioner of Imperial Maritime Customs at Ningpo and Hankow. He assisted the Sino-French 'Ever Triumphant Army' that fought alongside Tso Tsung-t'ang's force in Chekiang province to recapture Hangchow and Ningpo, and later commanded the force in operations that led to the recapture of Hangchow, for which he received high rank and honour from the Ch'ing government. His principal achievement was the construction and administration of the Foochow Arsenal in 1866, and dockyard with its fleet of warships. He was the only foreigner besides Gordon to receive the honour of the Yellow Riding Jacket.\n\nPage 105\n\nPage 106", "txt_file_path": "txt/dfo323lmgvd/RAS-1992.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/qf85tx75x", "rank": 0 }, { "id": 212875, "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-1992", "page_number": 184, "title": "RAS-1992", "content_text": "169\n\nfamily in the present generation and after:\n\nOur ancestors first came to live in Tsuen Wan about 235 years ago [1740]. Two brothers came from Chik Sek Market of Shi Kwan Tong sub-district (heung) of Hoi-fung County to Lai Chi Kok in Kowloon. Later, one brother moved to Sha Tsui (Yeung Uk Village), Tsuen Wan. Our founding ancestor was first buried on Tsing Yi Island, but because the authorities wished to develop that part of the island into a dockyard his remains were reburied in a formal grave at Fa Shan, Tsuen Wan. His wife was, and still is, buried at Hau Tei of Chai Wan Kok, Tsuen Wan. It has been found that both these ancestral graves have ever brought good fortune to our clansmen.”\n\nThis letter was sent in response to my enquiry about the settlement of the lineage in Tsuen Wan. I had not realized it would be a catalogue of information on founding ancestors and their graves, ending in the statement that the graves were responsible for the flourishing condition of the lineage today!\n\nAlarm and Indignation at Official Notices\n\nSometimes, there were more direct examples of the kind, originating in the posting of official notices on site. When old graves on Tai Mo Shan were being inspected and registered by our land staff in 1980, notices were posted which were guaranteed to upset their owners. One of the many affected parties, the Tang clan of Wang Toi Shan Village in the Pat Heung, sent in a very strongly worded letter to the Office:\n\nWe refer to your notice posted at the ancestral graves of our Tang clan at Sze Fong Shan, Tai Mo Shan summit, stating that the burials were in violation of public health regulations. Descendants of the clan called an urgent meeting at which it was resolved to make strong objections. The Tang clan are indigenous villagers of Wang Toi Shan in the Pat Heung, and have a history [of settlement there] which is older than the Hong Kong Government. The ancestral graves in question date back to more than a century ago, and were repaired in the 31st year of Kuang-hsu [1905], as shown by the tomb inscriptions. The prosperity of our clan is attributed", "txt_file_path": "txt/dfo323lmgvd/RAS-1992.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/qf85tx75x", "rank": 0 }, { "id": 213730, "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-1996", "page_number": 83, "title": "RAS-1996", "content_text": "54\n\nTable 22\n\nOccupations of Males. Northern District. 1921\n\n \n Occupation\n No. of Males\n \n \n \n Agricultural occupations.\n 25306\n 78.8%\n \n \n Fishing\n 3268\n 9.4%\n \n \n Masons and allied trades\n 378\n 1.1%\n \n \n Lime burners and dealers.\n 20\n 0.1%\n \n \n Buck/tile makers\n 93\n 0.3%\n \n \n Oil pressers and dealers\n 104\n 0.3%\n \n \n Boat builders\n 42\n 0.1%\n \n \n Carpenters and allied trades\n 249\n 0.7%\n \n \n Blacksmiths/other metal-workers.\n 56\n 0.2%\n \n \n Jewellers\n 52\n 0.1%\n \n \n Basketry and rattan makers and dealers\n 41\n 0.1%\n \n \n Other artisans &\n 55\n 0.2%\n \n \n Weavers\n \n 0.0%\n \n \n Sail makers\n 10\n 0.0%\n \n \n Other textile workers.\n 7\n 0.0%\n \n \n Tailors, cobblers and allied trades\n 325\n 0.9%\n \n \n Dealers in foodstuffs (See Table 22)\n 952\n 2.7%\n \n \n Dealers in wine\n 58\n 0.2%\n \n \n Builders.\n 55\n 0.2%\n \n \n Fuel dealers\n 40\n 0.1%\n \n \n Land transport workers (rail and road)\n 119\n 0.3%\n \n \n Boatmen (See Table 24)\n 371\n 1.1%\n \n \n Sailors on foreign ships and steam launches\n 841\n 2.4%\n \n \n Dockyard workers\n 20\n 0.1%\n \n \n Tobacco dealers\n 25\n 0.1%\n \n \n Doctors, dentists and medicine dealers\n 124\n 0.4%\n \n \n Opium sellers\n 4\n 0.0%\n \n \n Pawnbrokers\n 5\n 0.0%\n \n \n Other shop workers#\n 392\n 1.1%\n \n \n Hawkers, coolies, general labourers\n 886\n 2.6%\n \n \n Government service\n 63\n 0.2%\n \n \n Interpreters\n 1\n 0.0%\n \n \n Teachers\n 192\n 0.6%\n \n \n Vets, lawyers, artists\n 3\n 0.0%\n \n \n Actors, musicians\n 8\n 0.0%\n \n \n Religious, fortune tellers, geomancers, temple keepers\n 114\n 0.3%\n \n \n Domestic servants\n 23\n 0.1%\n \n \n Barbers\n 88\n 0.3%\n \n \n Cooks\n 266\n 0.8%\n \n \n Restaurant, teahouse, guesthouse workers\n 42\n 0.1%\n \n \n Laundrymen\n 2\n 0.0%\n \n \n Watchmen and miscellaneous\n 31\n 0.1%\n \n \n Total\n 34753\n 100%\n \n\n* Includes engineers, motor car repairers, scissors grinders, paper makers\n\n* Some masons and allied trades were in the building trade as well\n\n# Includes cork dealers, paper dealers, joss stick makers and dealers, umbrella makers, straw coat makers, various brokers, money changers, buyers, clerks, salesmen, shop assistants, shop accountants, shop masters, weighers", "txt_file_path": "txt/dfo323lmgvd/RAS-1996.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/3n209j641", "rank": 0 }, { "id": 214048, "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-1997", "page_number": 116, "title": "RAS-1997", "content_text": "83\n\nShelters\n\nHong Kong has been hit by many severe typhoons causing tremendous damage to shipping, a violent one occurring in 1841 wrecking the cutter Louisa on which Captain Elliot, the British plenipotentiary in China, was travelling to Hong Kong from Macau. In order to protect the smaller-sized shipping, mainly junks and sampans, from excessive danger during storms, major typhoon anchorages protected by heavy rockfill breakwaters were constructed at Causeway Bay in 1883 (c.23ha, now Victoria Park) and another in 1915 at Mong Kok Tsui (Yau Ma Tei - 65ha which has recently been reclaimed). Meanwhile, a 4ha tidal basin and smaller boat basin with slipway were completed around 1905 at the Admiralty dockyard in Victoria (now Central) to afford protection and berthing for naval vessels.\n\nA small basin was constructed in Tsim Sha Tsui in 1885 for the Water Police and, about the same time, another larger one for the Royal Naval torpedo depot. Around the turn of this century, a further anchorage was built adjacent to the old coal briquette works lying near to the end of Austin Road (the Camber Typhoon Shelter).\n\nDocks\n\nSoon after the partial destruction in 1857 of the Couper Dock at Whampoa on the Pearl River as a result of the Arrow incident, the first granite dry dock in this region, the Lamont Dock in the 4½ ha dockyard site at Aberdeen was commissioned and was a complete success from the start; it received its first ship in 1860 and could accommodate a 50-gun steam frigate of 110m length on the blocks. Subsequently the larger and deeper Hope Dock, 125m long, 30m wide at the top and 15m wide at the bottom with an entrance width of 26 metres and 6.7m clearance at neap tides, was constructed adjacent to the Lamont Dock and completed in 1867, in its time being the best in Asia and one of the finest in the world. It could take the largest vessel visiting Hong Kong, even at low water; only one ironclad in the whole of the Royal Navy would be unable to enter without first being lightened by stripping it, for example, of its heavier armament and machinery.\n\nThe smaller 100m-long dry dock at the Hung Hom dockyard in", "txt_file_path": "txt/dfo323lmgvd/RAS-1997.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/wp98g7579", "rank": 0 }, { "id": 214049, "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-1997", "page_number": 117, "title": "RAS-1997", "content_text": "84\n\nKowloon, mainly for ships in the coastal trade, was opened in 1868 to be followed soon afterwards by a shorter 80m-long dock. A few years later (1876) the 140m-long Cosmopolitan Dock and dockyard at Tai Kok Tsui were commissioned. Subsequently the much larger 168m-long Admiralty Dock at Hung Hom was completed in 1888 and later extended in length by some 8 metres in 1903, to be followed by further lengthenings in 1911 and 1931.\n\nIn the summer of 1907, the 170m-long Admiralty dry dock in Victoria, with an entrance width of 29 metres and 9m clearance at lowest spring tides, and Tai Koo's great ashlar-faced 238m-long 27m entrance-width graving dock (now a car park in the Tai Koo Shing development) at Quarry Bay, the latter capable of accommodating the largest ship then afloat (the liner Oceanic), were both commissioned. By laying down the former dock where it did and extending the original dockyard, with an 8ha reclamation which was started in 1900, the Navy sealed the long-held hopes of making Victoria a coherent city with a continuous commercial waterfront. Due to difficult foundation problems, including removal of a 1.2 to 1.8m layer of hard porous coral and the need to install hundreds of steam-driven hardwood piles through the underlying decomposed granite to secure the site, the naval dry dock finally took seven years to build whereas the larger commercial dock at Tai Koo was finished in five.\n\nThe whole of the Tai Koo dockyard development took seven years to completion in 1908, a remarkable achievement in so much that it not only included the large dock but also excavation of some 1.3M cubic metres of hillside to form a 21ha site, which included a 8ha marine reclamation, and the adjacent section of the 23m-wide cut for King's Road, and the building of an entire complex of slipways, workshops and all the ancillary works which are needed to make a large dockyard a world of its own. It is interesting to note that Admiralty engineers in 1908 regarded locally-made cement as unsurpassed in fineness and tensile strength (at 28-days around 750lb/sq in or 5.2MPa), and it was used exclusively when building the new naval and Tai Koo dockyards.\n\nWharfs\n\nBy 1843 there were several comparatively small piers and jetties on the Island located between East Point and Sheung Wan. Pedder's", "txt_file_path": "txt/dfo323lmgvd/RAS-1997.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/wp98g7579", "rank": 0 }, { "id": 214052, "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-1997", "page_number": 120, "title": "RAS-1997", "content_text": "87\n\nof the Island This was completed in 1904, partly with filling material obtained from Chinese territory. The limits in Victoria of these two earlier major reclamations are marked by Des Voeux Road and Connaught Road respectively. During the next 30 years reclamation continued on the Island, the largest schemes being those at Tai Koo for the dockyard (21ha which included 13ha of land site formation, completed 1908), Wan Chai (36ha, completed 1929) and around North Point (nearly complete before the Pacific war), together with a smaller reclamation at Shau Kei Wan.\n\nSoon after the cession of Kowloon under the Convention of Peking in 1860 there was some reclamation adjoining deep water in Tsim Sha Tsui, primarily for wharfs, and at Hung Hom for the dockyard, to be followed by extensive reclamation in Tai Kok Tsui and Yau Ma Tei and, to a lesser extent, at To Kwa Wan, Sham Shui Po and Lai Chi Kok, the latter two both lying just to the north of Boundary Street. Subsequently an important reclamation was formed by the Kowloon-Canton Railway in Tsim Sha Tsui and Hung Hom bays (16ha, completed 1910) primarily for its own use which included three deep sea berths on the extreme south-east tip of the Kowloon peninsula. In the period after 1922 there was considerable reclamation in and near Kowloon just as there was in Wan Chai on the Island. Large areas were reclaimed at Sham Shui Po (26ha, completed 1928), Kai Tak (83ha, completed 1931) and Lai Chi Kok (c35ha), all these areas lying in the New Territories close to the old Kowloon/China boundary with much of the filling being obtained from Kowloon Tong, then being developed as a garden city. Just before the Pacific war, reclamations were also started in three other areas of Kowloon Bay, at Ma Tau Kok, Ngau Tau Kok and Kwun Tong.\n\nRoadworks\n\nConstruction of Queen's Road in Victoria was started in May 1841, only four months after the British landed on the Island, by the Royal Engineers following the alignment of a narrow bridle/tow path high above the beach which extended some 7 kilometres from the water's edge at Kennedy Town on the west to within a short distance of Happy Valley on the east. Another road, from Wong Nei Chong to Shau Kei Wan was built at the same time, a causeway with two bridges being constructed to carry it across what is now known as Causeway Bay.\n\nPage 120\n\nPage 121", "txt_file_path": "txt/dfo323lmgvd/RAS-1997.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/wp98g7579", "rank": 0 }, { "id": 214056, "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-1997", "page_number": 124, "title": "RAS-1997", "content_text": "91\n\nKong village in 1936, thus providing access to the proposed second airfield site at Pat Heung. In the following year the first roadworks on the outlying islands were undertaken at Muk Wo (Mui Wo) on Lantau, primarily to provide access to the ferry pier.\n\nDrainage\n\nIn 1843, a particularly bad year for disease, some essential drainage was begun and, by 1847, 740 metres of city drains had been laid in Victoria. At Happy Valley the muddy waters discharging from the surrounding hills via Wong Nei Chong (literally yellow mud stream) created swamp and healthwise lethal conditions, in particular following heavy rain. By 1846 the rice and sweet potato farmers at Happy Valley were bought out and the flat land drained, thus making the area less unhealthy than before. In spite of drainage improvements in and around the city, the mortality rate amongst European troops remained exceptionally high, for instance in 1851 it reached 24% compared with 10% for the civilian population, this latter percentage being swollen by the deaths of seamen. In the early days, to avoid flooding in low-lying areas, main drainage nullahs (large open channels) were constructed, the earliest in the central district probably being the Murray Barracks Nullah, which ran through the naval dockyard area, and the winding Victoria Barracks Nullah. At East Point, an impressive 6m-wide and 3.6m-deep nullah, the Bowrington Canal (now decked and located under Canal Road) which carried the run-off from the Happy Valley catchment area was planned as early as 1842. In Wan Chai, Stone Nullah Lane was located above a stream which ran below Hospital Hill (to the east of Morrison Hill).\n\nThe quality of design/workmanship in the original drainage system clearly left a lot to be desired as, in 1860, a very heavy rain storm is reported to have burst most of the drains and also caused the collapse of some houses in Canton Bazaar (off Queen's Road opposite to the naval dockyard). During the violent typhoon in 1874, mounds of soil were again thrown up by bursting drains. The sewers also had other uses, for instance in 1863 twenty-two prisoners were known to have escaped from the old gaol in Hollywood Road by way of the monsoon drains whilst, in the next two years, the ingenuity and engineering skill displayed by “drain gangs\" was such that a godown, jewellery store and even the vaults of a bank were entered by using storm-water drains.", "txt_file_path": "txt/dfo323lmgvd/RAS-1997.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/wp98g7579", "rank": 0 }, { "id": 214060, "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-1997", "page_number": 128, "title": "RAS-1997", "content_text": "95\n\nwith impounded water being conveyed through a 2.2km-long 2.5m-diameter tunnel, mainly in granite, and by a 5km-long conduit winding along the northern shore of the Island beneath Bowen Road to the first two slow sand filter beds above the city, and thence into the service reservoir located at a lower level. The distribution system involved laying, between 1890 and 1892, some 30 kilometres of 75-350mm-diameter cast-iron mains together with the installation of a system of fire hydrants. Major fung shui problems were encountered during the tunnelling works, rumour being that children were to be selected for burial alive to ensure success; fortunately no ritual sacrifice was needed!\n\nOn an uncontoured 1895 version of Collinson's plan (1845), there is an interesting feature clearly marked “overhead tram\" extending 2.3 kilometres between Quarry Bay and Quarry Gap. It seems likely that it would have been used to transport materials and, perhaps, workmen associated with the early Tai Tam reservoir works. As part of the Tai Tam scheme a further small high-level reservoir at Wong Nei Chong was completed in 1899. Around this time the Braemar reservoir (now Choi Sai Woo Park) and further smaller reservoirs near Quarry Bay were built, primarily to meet the needs of the large commercial Tai Koo sugar refinery and dockyard complex.\n\nWith the population already rising to about half a million, three further concrete dams within the Tai Tam valley, the largest Tai Tam Tuk being 50m high, and associated reservoirs were completed between 1904 and 1917. The upper (42m high) and reconstructed lower (20m high) concrete dams, the latter being previously a privately-owned dam built in 1890 for a paper works, impounding the Aberdeen reservoirs were later finished in 1931 and 1932 respectively, thus completing the last economical water storage development on the Island.\n\nAfter the turn of the century engineers were already looking to the New Territories to increase the supply of water for Kowloon, which had hitherto been dependent on two wells located to the north of Yau Mai Tei. As a result, the 35m-high concrete dam for the Kowloon reservoir was completed in 1910 and three further reservoirs in the vicinity were completed during the period 1925-1931 by which time the population was already approaching a million. A commercial reservoir was also built early this century to the south of Lung Wo Tsuen to provide water for Rennie's cotton factory at Junk Bay.", "txt_file_path": "txt/dfo323lmgvd/RAS-1997.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/wp98g7579", "rank": 0 }, { "id": 214064, "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-1997", "page_number": 132, "title": "RAS-1997", "content_text": "99\n\n1941 there were thirteen operational batteries (complete with underground ammunition magazines, living quarters and access roads) on the Island, the earliest emplacements for these being built around 1895, an underground battle headquarters off Queen's Road near the naval dockyard (completed in 1940) and scores of reinforced-concrete structures comprising pill-boxes, observation posts, searchlight positions, anti-aircraft sites, bunkers, shelters, ammunition and stores dumps, tunnels and water tanks. On Stonecutters' Island the Royal Navy built between the World Wars a huge ammunition depot which included eleven large underground magazines; earlier the first land-based explosives' depot was completed here in 1876 from where it was transferred to Green Island in 1906. Of the original six battery emplacements designed and constructed on Stonecutters' Island during the period 1880-1905, only one remained commissioned at the outbreak of hostilities.\n\nThe two battery positions on Devil's Peak in Kowloon overlooking Lai Yue Mun gap were constructed soon after the New Territories' lease was signed in 1898 and a redoubt on top of the hill was completed by the Royal Engineers in 1914. The guns however were removed in 1936 and transferred to the Island. Subsequently the 18km-long Gin Drinkers' defence line was constructed during the mid-1930s across the hills to the north of the Kowloon peninsula and comprised a series of pill-boxes, trenches, bunkers and tunnels, the key feature being the underground Shing Mun Redoubt covering some five hectares on the northern flank of Smugglers' Ridge.\n\nThe decision to construct air raid shelters so that the whole urban population could be protected was not taken until 1940. In the space of about a year some 22 kilometres of 2.5m-size tunnels (of which about 80% still exist) were constructed on the Island and in Kowloon, including one adjacent to the Secretariat in Lower Albert Road which extended to Government House causing structural damage. In view of the urgent need for these tunnels, the project was arranged on a cost-plus basis and gave rise to rampant corruption, one architect involved even committing suicide to avoid giving evidence. The sub-standard pre-cast concrete breeze blocks made by the Director of Air Raid Precaution's girlfriend's firm are still (or at least until recently) known in the trade as Mimi blocks. Unfortunately the report on the Commission of Enquiry was never made public; it was taken into the Stanley internment", "txt_file_path": "txt/dfo323lmgvd/RAS-1997.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/wp98g7579", "rank": 0 }, { "id": 214761, "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-1999", "page_number": 176, "title": "RAS-1999", "content_text": "140\n\neverything off just before dark. The AIS is full of naval personnel all trying to find accommodation and food. After a mad scramble, manage to find a bed and retire early, tired and hungry.\n\nThursday eleventh. Commander Millet OC AIS asks me to form antiaircraft and defence posts for Aberdeen as RAF only people with machine guns. I fix up four posts on the roof with tommy gun posts on the verandahs. The AIS makes a wonderful target being only half a mile from the naval dockyard. A hospital has been set up next door to the armoury. For breakfast we get one slice of bread and a little butter and tiffin is the same. For supper, if we're lucky, we get hot stew. Intensive bombing of Aberdeen harbour causing heavy casualties. How we curse the bombers and wish we had a few Gladiators which would make short work of them. Jap fighters are quite slow.\n\nFriday twelfth. Up early and drive in to HK. Buy food, cash a cheque and have a steak at Jimmies. Send cables to Pam and Mother. HK shelled from Kowloon. All our troops evacuated from Mainland. Hear that Walter Rosa, Dick Stanton, Houston Boswall and Bell who messed with us at Kai Tak have all been killed. Small party of Indians still fighting on Devils Peak. Royal Scots fired on in Nathan Road by Chinese fifth columnists using automatic weapons but Scots wipe the whole lot out. Chinese reported assisting Japs on large scale. Amazed at sinking of Prince of Wales and Repulse, also Jap successes against Americans. No one however doubts the final outcome and we realize that HK is only small fry in a tremendous issue.\n\nSaturday thirteenth. I set up antiaircraft positions on Bennetts Hill and Reservoir Hill with RAF personnel. CO goes to battle HQ, leaving me in charge. Dolly goes to Little Saiwan and the Colonel to Stanley. After much sweated labour get guns etc. in position. Whimpeys is in charge of Reservoir Hill and I of Bennetts Hill. I return to AIS for the night and at midnight there's a hell of a commotion and everyone is roused as the Japs are supposed to have landed on Aberdeen Island. Whole thing a farce and return to bed.\n\nSunday fourteenth. Set up positions on Bennetts and start digging holes in side of hill for billets. Junior and I dig like mad but, owing to rocks, make little progress. Quiet day except for a few air raids. Bed extremely hard and rain comes in.", "txt_file_path": "txt/dfo323lmgvd/RAS-1999.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/s178b887x", "rank": 0 }, { "id": 214763, "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-1999", "page_number": 178, "title": "RAS-1999", "content_text": "142\n\nthe weather. Spend half the night pouring rum into semiconscious men who are dead tired after sleepless nights with very little food. We have no reserves and everyone has had a gruelling time. A Canadian sergeant from Campbell's party returns to our pillbox at midnight in a state of mental and physical collapse and reports that all his party have been killed. A few hours later another Canadian arrives in a similar condition and with the same story. Worst night I can ever remember and never was the dawn more welcome.\n\nSunday twenty first. Naval personnel recalled by the Commodore for defence of the dockyard, leaving us seventy Canadians. We all carry a good supply of grenades as the Japs are very skilled at getting to close quarters without being spotted. The Jap soldiers wear rubber shoes and are as stealthy as cats. They carry a bag of grenades, automatic weapons and a light rifle of quarter inch calibre. They always attack at night and from all directions. Their snipers seem to be everywhere. Japs now using their mortars and artillery much more, being firmly entrenched on Shu Shun Hill. Our artillery do some excellent shooting at Shu Shun and Japs run in all directions. No one seems to know where the Japs are or how many there are. The High Command, whose daily communiques reveal nothing, seem to know less than anyone else. Chang Kai Shek's army reported attacking Japs in the rear and we are told to hang on as they will be with us in a few days.\n\nMonday, Japs break through Middle Gap and are now very close to us. Scots take a heavy toll and retake some positions but Japs always come back in strength. There is no doubt now that the Japs have a very large force on the island, well equipped and experts in this guerilla warfare. Spend the night on continuous watch. The men very jumpy as every sound has to be investigated. If only one could see them instead of this hide and seek. In several cases the Japs have crept up to pillboxes and dropped grenades down the airshaft, killing everyone inside.\n\nTuesday twenty third. Several Canadians who had been given up as lost return with amazing stories. Many wounded Indians come through our lines kitless but not broken. Heavy shelling of Bennetts. Just before dark enemy start terrific bombardment of our positions. Hundreds of shells whistle just over our heads. Major Baillee rings up constantly and seems very jumpy about our positions. At two am he", "txt_file_path": "txt/dfo323lmgvd/RAS-1999.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/s178b887x", "rank": 0 }, { "id": 214766, "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-1999", "page_number": 181, "title": "RAS-1999", "content_text": "145\n\nJaps pouring hundreds of shells just over our heads into blocks of houses across the road. Finally the barrage stops and white flags appear from all the houses. The troops have got hold of quantities of beer and are singing to relieve their shattered nerves.\n\nI am too stunned to describe my own feelings but decide to try and escape. The Japs are reputed never to take prisoners. With Junior and three of my men we grab an Austin Seven and decide to make a dash for Aberdeen to try to get a boat. The engine won't start but it's all downhill. By now it's dark and the road is very narrow and tricky. We throw away our arms and get aboard. What a ride, crashing through barbed wire and road blocks in the dark but the old Austin showed her worth and we finally coasted into Aberdeen without seeing any Japs. We go straight to the AIS and get hold of a Chinese boy who says he will try to get us a boat with food and water. Then, to our horror, we discovered that the building had been locked and we could not get out as the Japs were outside. What a disappointment and we had nothing to do except find somewhere to sleep not having had a real one for ten days. My old room was a complete shambles so slept on the floor.\n\nFriday twenty sixth. Woke to a beautiful morning being unnaturally quiet and peaceful so that the last few weeks seemed as a nightmare. We were all under orders for the dockyard. Spent most of the morning smashing up thousands of bottles of beer and spirits for fear the Japs would get drunk and run amok. Got a car and set off for the dockyard passing hundreds of Chinese laden down with loot. On arrival at the dockyard we're told to go to the detention barracks, the men being locked up in the cells and we went to China Command. Had a real wash and shaved off my fortnight's growth of beard. The Colonel was in hospital having received a bullet through the neck, eight of our men were dead, and several missing. We had no kit so I decided to try and get back to the AIS. The only transport I could find was an old dairy farm lorry. Whimpey and Frank came with me. Soon we ran into several thousand Japs marching along the road looking tired and ragged. An officer signalled us to stop made me turn the lorry while troops climbed in the back. He indicated by signs that I was to drive them to HK. The troops seemed baffled by our blue uniforms but were quite friendly. Dropped our load and once more set off for the AIS. Passed hundreds more Japs but after some nasty moments finally reached our destination. Found most of our kit and got safely back.", "txt_file_path": "txt/dfo323lmgvd/RAS-1999.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/s178b887x", "rank": 0 }, { "id": 214768, "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-1999", "page_number": 183, "title": "RAS-1999", "content_text": "147\n\nand one cruiser anchor off the dockyard followed by a victory parade including a fly past of sixty bombers and fighters. All very galling.\n\nMonday twenty ninth. News is that we are to be moved to the mainland at dawn tomorrow and that we will be given no transport and can only take kit that we can carry. The GOC and Commodore are treated the same as everyone else. Obviously we are going to be humiliated. For dinner we open all the tins in store and eat royally, washed down with beer and champagne. Pack what little kit I have, also any tinned food left over.\n\nTuesday. At dawn we prepare to move off. Frank and I sling our kitbags on a pole coolie style. We sling blankets round our neck. We are determined to bear our humiliation without a murmur, our day will surely come. We form into units and after two hours waiting move off, over six thousand strong. Arrive at the ferry and, after another long wait, are ferried across to Kowloon where we form into units again. Off again but where, no one knows. After a mile or so we come back into Nathan Road. By this time we begin to feel the strain and have to rest frequently. Each unit has its own guard. Thousands of Chinese line the streets, a few jeering, but mostly quiet, and some are in tears. It would appear that we are going to Sham Shui Po, several miles away. Our guard is a decent fellow and, seeing we are having a tough time, allows coolies to carry our kit. Eventually reach SSP barracks eight hours after leaving China Command. A battle for billets commences. The whole camp has been stripped of every useful article by looters and had also been bombed. All doors, windows, furniture, and fittings had been taken leaving just hulks of buildings. Even in peace time it was an awful dump, but now it looked as if a typhoon had hit it. We found a small hut and then a tremendous hunt started for anything resembling a bed. Found some horse hair and wrapped it into one of my blankets. Several men had been here for days, being captured earlier on. Two WO's had been tied up with wire, stripped of everything, and left for three days without food or water after having seen several of their comrades bayonetted. We get rice twice a day which tastes foul and does not alleviate our hunger.\n\nWednesday thirty first. Moved to a slightly bigger hut, the Wing moving in with us, the men are in another hut close by. There are over six thousand men in the camp with no sanitation and rotten food. We", "txt_file_path": "txt/dfo323lmgvd/RAS-1999.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/s178b887x", "rank": 0 }, { "id": 215135, "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-2000", "page_number": 231, "title": "RAS-2000", "content_text": "188\n\ncopy which was corrected in 1900. Earlier versions do not, apparently, show the two Obelisks. It seems then that the two Obelisks were erected in their present forms at the end of the 19th century. I was, however, told by a Chinese Chief Inspector of the Royal Hong Kong Police, at the informal meeting organised by Chatwin, that at one stage in his career the Chief Inspector had served in the Tai Tam district. There he had met an elderly, retired police officer who informed him that, before the two concrete Obelisks were constructed, two timber obelisks stood in about the same places. This is purely oral history and, although it may well be true, I have not been able to trace anything more about them. Joseph Aspdin did not invent artificial Portland cement until 1824, in Britain. It would take time for its use to spread around the world. This meant that if obelisks were erected in the middle of the 19th century, in Hong Kong, they would likely have been made of some material other than cement concrete.\n\nThe two beacons were probably used by shipping, then, as navigational aids when entering the Bay, and sailing on into the Harbour, to avoid hazards or for use in times of bad visibility. In a Government Antiquities and Monuments Office paper a master mariner, Mr A Davidson, is quoted as saying that following the courses of the two Obelisks, 'in line,' results in a course which clears a patch of rocks lying across the entrance to Tai Tam Bay. These rocks, he states, are now lighted (Antiquities and Monuments Office, 1980).\n\nBearing in mind that just about all useful records from the Government Harbour Master's Office and the Public Works Department were lost during the Japanese occupation (1941 to 1945), it has not been possible to trace who erected the two Obelisks although attempts have been made to do so (Lack, 1994). It could have been the Public Works Department. It could have been the Royal Navy itself through its Royal Naval Dockyard. Until the late 1950s this was situated where Admiralty is today, in Central District. If it was the Royal Navy one would have thought there would have been some marking on the Obelisks, such as the Admiralty fouled anchor. One would also perhaps have expected the concrete finish of the Obelisks to have been better although they have stood the test of time.\n\nCould the Obelisks have been used for other purposes? Sometimes two sets, each comprising two beacons, are erected to clock ships in a", "txt_file_path": "txt/dfo323lmgvd/RAS-2000.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/nk328168n", "rank": 0 }, { "id": 215136, "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-2000", "page_number": 232, "title": "RAS-2000", "content_text": "189\n\nspeed test over a set distance. This is done, for example, for ships built on the Firth of Clyde, in Scotland (Sinclair, 2000). The late James A W Deacon, Superintendent of Lights in the Hong Kong Government Marine Department, told me they tried unsuccessfully to find a place for timing ships over a measured sea mile on the south side of Hong Kong Island. Eventually such a \"course\" was, it is understood, set up at Tseung Kwan O (Junk Bay), in the eastern New Territories. It seems unlikely that the two Obelisks at Tai Tam were ever used for timing ships because of their rather 'tucked away' positions. There is also no evidence of there ever having been a second pair of beacons in the vicinity.\n\nAre there other possible uses for the two Tai Tam Obelisks? I was informed firstly in the late 1970s by a master mariner and senior civil servant in the Government Marine Department, that a Royal Navy Officer, who had served in Hong Kong before World War Two, had told him that the two Obelisks had been used when submarines submerged during tests. This practice came into being (so it was said) because of the loss of HM Submarine Thetis, on 1 June 1939, on its maiden dive with the loss of 99 sailors and civilians. A diver who went down to try to effect a rescue was also lost. Only four occupants managed to escape from the submarine using the Davis Escape Apparatus. The Royal Navy Officer told the senior Marine Department Officer that submarines were sent to Tai Tam Bay, after repairs or refits in the old Royal Naval Dockyard. At Tai Tam they could dive to periscope depth, in line between the two Obelisks. Then, if anything were to go wrong, the submarine could be traced and the crew rescued hopefully relatively quickly. The now retired Marine Department member of staff acknowledges that he never had material in writing to support this statement but he believes the information was given to him in good faith.\n\nWhen this information was put to Guy Clarabutt, who served in Royal Navy submarines in Hong Kong before World War Two, he said he had never heard of such a practice (Sinclair, 2000). Neither could he remember the two Obelisks at Tai Tam (Waters, 2000). I spoke to a young British naval officer stationed at HMS Tamar, on Hong Kong Island, in 1995. He felt that such a practice was highly unlikely. In 1997, however, I raised the same question with Commodore PJ Melson CBE, Chief of Staff and Deputy to Commander British Forces. He, as", "txt_file_path": "txt/dfo323lmgvd/RAS-2000.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/nk328168n", "rank": 0 }, { "id": 215157, "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-2000", "page_number": 253, "title": "RAS-2000", "content_text": "213\n\nA Brief History of Technical Education in Hong Kong\n\nKong today. In the early 20th century it formed a department under the Director of Education. It had no building of its own but was housed in Queen's College,\n\nthen sited on Hollywood Road. In 1913 it entered a mere 161 candidates for local examinations of whom 116 passed. Subjects included shorthand, sanitation, building construction and field surveying. This first Technical Institute was\n\nabsorbed into the Hong Kong University when it opened in 1912.\n\nPost-World War One\n\nThe development of technical education was nevertheless slow, But in\n\n1926 the Salesian Roman Catholic Fathers, who have done so much over the\n\nyears to promote technical education, commenced shoemaking, carpentry, tailoring and printing courses and, at about the same time, the old Taikoo Dockyard in Quarry Bay started classes for their own apprentices.\n\nIn 1931, a committee was formed under the chairmanship of Sir William Hornell, then Vice-Chancellor of Hong Kong University, to consider the\n\npossibility of introducing a system of technical education. The Report's three\n\nmain recommendations were:\n\n* the setting up of a junior technical school,\n\n* the provision of evening classes for apprentices, and\n\n* the commencement of full-time classes at a later date.\n\nAs a result the Junior Technical School, Government's first venture into\n\nfull-time technical education, was up and running by 1932. This secondary school ran a comparatively narrow, four-year course designed mainly as pre-apprentice training for the engineering trades. I remember JTS, as it was usually called, in the mid 1950s in more or less that form, where the Headmaster, an Englishman,\n\nwas a pattern maker by trade and proud of it. For those who do not know, a\n\npattern maker was a craftsman who made timber moulds for metal castings in a\n\nfoundry. It was not until 1957, when the name was altered to Victoria Technical", "txt_file_path": "txt/dfo323lmgvd/RAS-2000.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/nk328168n", "rank": 0 }, { "id": 215158, "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-2000", "page_number": 254, "title": "RAS-2000", "content_text": "214\n\nA Brief History of Technical Education in Hong Kong\n\nSchool (VTS), that a new curriculum was phased in. It changed from being a trade school and became a secondary technical school.\n\nMeanwhile the Far East Flying Training School -- the original name -- commenced training pilots and engineers for the civil aviation industry in 1934. The Far East Flying and Technical School Limited, as it was later renamed, sited at Kai Tak, was a private institution. It shut its doors in 1983 because of the rapid expansion of government-sponsored technical education.\n\nMeanwhile, retracing our steps, further progress in the field of technical education was made pre-World War Two when, in 1935, the Salesian Society founded the Aberdeen Trade School. This provided a sound general education, together with training considered to be comparable to an apprenticeship.\n\nLike the JTS, this School too was converted into a secondary technical school in the late 1950s. I recall visiting the Aberdeen Trade School on its open day, in January 1955, when I was struck by the high standard of craftsmanship of the students' work on display.\n\nThe first Government post-secondary technical institution was the old Trade School which opened in Wood Road, Wan Chai (using the old spelling), in 1937. It stood on the corner where the Vocational Training Council's multi-storey office block stands today. At the time of opening, under Principal George White, it ran courses in building, mechanical engineering (with a bias towards automobile engineering) and marine wireless operating. The Trade School also took over the evening classes previously run by Taikoo Dockyard at Quarry Bay.\n\nThe new, then two-storey (an additional floor was added in 1953) Trade School was well constructed on the lines of other colonial-style buildings erected between the two World Wars. It had high ceilings with paddle-fans because there was virtually no air-conditioning in Hong Kong at that time (an exception was the Hong Kong and Shanghai Bank). The Trade School was one of the few examples of good face brickwork. In the 1950s navigation, commerce and textile", "txt_file_path": "txt/dfo323lmgvd/RAS-2000.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/nk328168n", "rank": 0 }, { "id": 215192, "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-2000", "page_number": 288, "title": "RAS-2000", "content_text": "PHOTOGRAPH OF HONG KONG HARBOUR AND WATERFRONT TAKEN IN 1954\n\nJACK LAO MOU CHI\n\n251\n\nThe photograph is actually five photographs joined together, approximately 30 inches by 6 inches.\n\nStarting at the Central District Vehicular Ferry to Jordan Road, it can be seen that, moving to the right, Connaught Road at the time formed the Praya or Waterfront. Near the right-hand end of the photograph both Blake Pier and Star Ferry Pier can be seen. The Star Ferry moved to its present piers, on reclaimed land, in late 1957 when a number of people complained about the extra distance to walk!\n\nBehind the two piers can be seen the Queen's Building (where the Mandarin Hotel stands today), the old Hong Kong Club building and Mercury House (Cable and Wireless). Behind is the Royal Naval Dockyard, which was where Admiralty is situated today. Beyond, of course, is Wan Chai, where Gloucester Road at that time formed the Waterfront, and still further on is North Point.\n\nOn the other side of the Harbour the skyline is formed by the Kowloon Foothills and one can pick out such landmarks as Kowloon Peak (Fei Ngo Shan), Lion Rock and Beacon Hill. Passes along the Foothills, from west to east include Kowloon Pass, Sha Tin Pass, Grasscutters' Pass, Customs Pass and Tate's Pass. Further to the north are Heather Pass and Buffalo Pass.\n\nRight over to the west of the photograph is Tai Mo Shan, Hong Kong's highest mountain.\n\nIn those days there was a clear view of the Harbour from Government House and Governors were said to use the number of ships in the Harbour as a barometer of the economy. In this photograph there does not appear to be a great deal of activity.\n\n(Question from Dan Waters, who borrowed the photograph and copied it: 'During the 1956 Riots I served as a Special Constable based at the Waterfront Police Station. I was under the impression that this", "txt_file_path": "txt/dfo323lmgvd/RAS-2000.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/nk328168n", "rank": 0 }, { "id": 215896, "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-2002", "page_number": 195, "title": "RAS-2002", "content_text": "1864\n\nThe terra \"Kowloon Battery\" appears right to the north of the expression \"Lei Yue Mun\" in the Sun On Gazetteer, referred to as the \"Sun On District Gazetteer Map.\"\n\nEmpson, 1992, p.113 (Plate 1-25)\n\n1876\n\nThe name Devil's Peak appears in a sea defences map of 1876.\n\n1888\n\n1895\n\n27 May 1898\n\nThe name Devil's Peak appears in Stanford's Map of Hong Kong and Kowloon.\n\nThe Chinese translation \"Kwei Shan,\" literally \"devil hill,\" appears alongside Devil's Peak in the revised Collinson Map.\n\nThe Committee on Armament on Certain Stations at Home and Abroad decided on 27 May 1898 that two 9.2-inch Bl. Mark X and two 6-inch QF guns were to be mounted on Devil's Peak at sites to be called Pottinger Battery and Gough Battery, respectively, to strengthen Eastern defences.\n\nEmpson, 1992, p.134 (Plate 2-3)\n\n(Plate 2-4)\n\nEmpson, 1992, p.135\n\nEmpson, 1992, pp.136-137\n\nRollo, 1992, p.70\n\nThe Kowloon Battery is universally associated with the fort outside the south gate of the Kowloon Walled City.\n\nSee p. 187 Rollo, 1992 for a drawing of a 9.2-inch BL Mark X on a Mark V mounting\n\nJune 1898\n\nJanuary 1899\n\nThe leasing of the New Territories for 100 years by the British with effect from 1 July 1898, Devil's Peak became part of British Hong Kong.\n\nConference on Armaments regarded Hong Kong as a dockyard, port, and naval base of great importance.\n\nThe 6-inch guns proposed by the 1898 Committee took shape in the form of BL guns on Centre Pivot Mark II mountings instead of QF guns,\n\nThree batteries proposed for Devil's Peak.\n\nRollo, 1992, p.72\n\n128\n\nPage 195\n\nPage 196", "txt_file_path": "txt/dfo323lmgvd/RAS-2002.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/mp4901278", "rank": 0 }, { "id": 215929, "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-2002", "page_number": 228, "title": "RAS-2002", "content_text": "162\n\nquite early on to professional military strategists. War, when it came to Hong Kong, would have to be waged by means other than conventional warfare. Realistically, occupation would be a foregone conclusion: the challenge was to struggle on by covert means and to develop some resistance mechanism. In short, a new concept of waging war, based on intelligence and action behind enemy lines.\n\nMilitary intelligence\n\nThree years after the outbreak of the Sino-Japanese war, [Hon. Ed. - I find it difficult to see how Japan's unprovoked occupation of large parts of China and the atrocities committed by its army can be termed a 'war.'] the British Army, Navy and Air Force created a 'Far East Combined Bureau.' It operated openly, employed no agents and depended on information volunteered by customs officials, commercial travellers and the like. Its offices, based within the Naval Dockyard compound, discouraged visits from casual informants, and much of its work involved monitoring personal reports from China sent by courier, rather than proactive intelligence gathering. Naval Intelligence provided support and maintained a signals station on Stonecutters Island for transmitting information to Singapore. GE Grimsdale, later to become Major General, joined the FECB in its early days. One of his earliest recommendations on curbing Japanese espionage in Hong Kong was to suggest that tourists be banned from using cameras! Later he was to acknowledge that espionage was harmless in a place like Hong Kong where defences were open and unsophisticated - one snatched photo of a ship leaving the naval dockyard revealed less than its official description in Jane's Fighting Ships.\" In any case, Japanese had been known to go to Kelly and Walsh, the booksellers in Central District, to find maps better than their standard issue 1:20,000 series.\n\nIn January 1937, Capt. Charles Ralph Boxer, of the Lincolnshire Regiment arrived in Hong Kong. Everything about Boxer contrasted strongly with the stereotype of a colonial in the Far East. Although he came from a family of military men, he was an unconventional individualist. Moreover, he was a scholar, who spoke fluent, literary Japanese, studying Japanese history and culture to the extent that he was welcomed in some of the most influential Japanese social circles. After the war, these values would pit him against bigots for whom any sympathy for the Japanese was anathema. But pre-war, he represented", "txt_file_path": "txt/dfo323lmgvd/RAS-2002.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/mp4901278", "rank": 0 }, { "id": 215979, "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-2002", "page_number": 278, "title": "RAS-2002", "content_text": "212\n\nhis knowledge of the language, sensitivity to ritual propriety, and the impressions of his previous visit among Poklo residents when he and Chalmers had spoken publicly to the mandarin and people would all help to overcome the boiling tensions. The only caution remaining in his mind was one of military reprisals for his own death, a Scottish Protestant Dissenter value he insisted on upholding, though he would on the same basis uphold judicial processes which charged persecutors of the local Chinese Christians. Taking the risk and hoping not to jeopardize the situation so that a further landslide of anti-Christian persecutions resulted, Legge soon afterwards headed to Poklo.\n\nAs was expected, land messengers from the Qing bureaucracy were sent hastily to Poklo once news was sent them about the British envoy headed in that direction. Ch’ëa joined the boat party as well, filling in Legge on all the most recent news about the disturbances and threats.78 Consequently, by the time Legge arrived at the small Poklo dockyard in his slow boat ride along the East River, he was better informed and the matter on shore, very much catalysed into action by the boldness of his coming, was in the final stages of resolution. The local superintendent of police had been sent down the river to inform Legge and his party that the matter “was settled”, the mandarin Wang having left for Wye-chow (to “finalize” matters?), but planning to participate in a public ceremony the following day when the “title deeds of the house, regularly stamped” would be placed in Legge’s possession.79 During the public ceremonies and discussions which formalized the sale of the house, involving nine Chinese public officials along with Legge and his military escort, Legge pursued more than just the transfer of the deed. News had reached him through Ch’ëa and others that “placards against foreigners and Christians” had been posted throughout Poklo and Wye-chow.80 These he insisted had to be taken down with public proclamations replacing them, “containing the 8th and 12th Articles of the English Treaty” which dictated terms regarding the “protection of Chinese Christians” and a sizeable list of missionary privileges on Chinese soil. In addition, Legge’s sources had provided the name of the recalcitrant and deceptive gentry person who had fomented much of the trouble, a\n\n79", "txt_file_path": "txt/dfo323lmgvd/RAS-2002.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/mp4901278", "rank": 0 }, { "id": 216091, "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-2002", "page_number": 390, "title": "RAS-2002", "content_text": "324\n\nold Colonial Office in Great Smith Street. Sir Christopher Cox, who headed the interview panel, said: 'Waters, you would be more suitable teaching building subjects in Hong Kong than in Trinidad. Go away and think about it!'\n\nRose, Rose I Love You was the first song originating in the People's Republic of China to become popular in Britain. Yet the composers never received royalties. They could not afford to be seen drawing money from a capitalist country. And as I listened to the refrain in Merry England, it all tied in. Serving in the Colonial Service in Hong Kong seemed terribly exciting and romantic. It made me think of Camp Coffee, Zam Buk ointment and other similar branded goods with scenes of Empire on bottles and tins which I grew up with as a child.\n\n'You're not going to the Far East?!' an acquaintance exclaimed. 'The Communists have just acquired half Korea. There's fighting in Vietnam and Malaya. Hong Kong will be the next to fall!”\n\nIn spite of adverse comments I accepted the offer from the Colonial Office which was shortly to become Her Majesty's Overseas Civil Service. After all a considerable amount of a map of the world was still coloured red. Hadn't Winston Churchill proclaimed: 'I have not become the King's first minister to preside over the liquidation of the British Empire'? At the time I could have been posted to any one of something like 55 different colonies or dependent territories within the British Commonwealth. For me, 'Go East young man!' was the watchword. Nevertheless, some said that the Hong Kong Royal Naval Dockyard was shortly to be closed down.\n\nSo, in spite of discouraging remarks, I \"burned my boats,” sold the family business as a going concern, and went shopping. I spotted cabin trunks made of sheet metal. 'Oh no,\" the shop assistant exclaimed, 'you only need those, Sir, if you are going to some humid place like Hong Kong!' 'I'll have two!' I replied.\n\nShipboard\n\nIn the early 1950s, if one flew to Hong Kong, one normally went by seaplane, landed on water and slept the night in a hotel. The journey took five days. But up until 1959 most of us travelled by sea. The\n\nPage 390\n\nPage 391", "txt_file_path": "txt/dfo323lmgvd/RAS-2002.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/mp4901278", "rank": 0 }, { "id": 216412, "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-2003", "page_number": 171, "title": "RAS-2003", "content_text": "121\n\n176,243 grt. Built in 1907 in Dumbarton, Scotland as CULNA for British India S.N. Co. Ltd. In 1923 bought by Ryuoh Kisen K.K. of Dairen, Manchuria and re-named RYUJIN MARU. Japanese flag. She was to be salvaged from the Tan Rocks however on 13th April 1942, when to the south of the Bungo Strait between Kyushu and Shikoku, to be torpedoed and sunk by U.S.S. GRAYLING SS-209 (Lieut. Commander E. Olsen).\n\n1*2,549 grt. In 1915 built at Taikoo Dockyard in Hong Kong for China Navigation Co. Ltd. (Butterfield & Swire). From 2nd August to 5th December 1922 ashore at Swatow, there blown by a typhoon. Eventually in May 1948 to be sold for breaking up.\n\n19PRO ADM 116/2843. Report 158/197 dated 6 November 1931.\n\n20770 tons. Built shortly after the Great War. Three 4.7\" guns.\n\n214,400 tons. Launched in October 1911. Eight 6\" guns.\n\n223,802 grt. Built in 1919 for Osaka Shosen K.K. On 31 May 1944 to be torpedoed and sunk to the west of the Kuril Islands by U.S.S. BARB SS-220 (Lieut. Commander E.B. Fluckey).\n\n233,001 grt. A new ship, built in 1931 by Scotts at Greenock for China Navigation Co. Ltd. (Butterfield & Swire). Between the World Wars there was a great demand for a passenger service between Shanghai and destinations to the north such as Tsingtao, Wei-Hai-Wei, Chefoo and Tientsin. The ship had been especially built for this trade with twin screw steam turbines to give 16 knots, and her cabin accommodation was luxurious. For winter service her bow was ice strengthened.\n\n241,765 grt. Also built by Scotts but rather earlier, in 1905. She too served on the Shanghai/Tientsin route but was reaching the end of her useful life. In November 1933 to be sold for breaking up in Shanghai.\n\nPRO ADM 116/2844. 158/1559 dated 24 June 1932.", "txt_file_path": "txt/dfo323lmgvd/RAS-2003.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/2v242g390", "rank": 0 }, { "id": 216482, "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-2003", "page_number": 241, "title": "RAS-2003", "content_text": "191\n\nalso want someone to translate his words to those government officials and village chiefs with whom he would have to negotiate his way up and down the river. He engaged a local small boat skipper as Nocador (coxswain); a Chaldean by the name of Judges who had served some time on board a line of Turkish steamers plying on the Tigris as bo'sun; and a steward who also doubled as interpreter. A further eleven hands were taken on to complete the crew and Plant was ready to set off on his journey of exploration up the Karun river. It was truly a journey of discovery as he had no maps or books on the river and had to rely on local knowledge provided by the Nocador. After a number of excitements along the narrow winding waterway, they stopped at the small village of Shalaliah that acted as a port to Shushter. Plant covered the last seven miles to Shuster on horseback to report the safe arrival of the Shushan to the Company's agent, one of several young Englishmen in the area serving the interests of the shipping company. As both foreigners and Christians, the company's agents lived a life of some difficulty and danger. Plant felt that his life aboard the Shushan was far more congenial.\n\nThus started the regular passenger and freight service that Plant was to run for some time. His relations with the many local officials with whom he came in contact were conducted with tact and skill - his private thoughts about them and his comments on their ways of life and business, he confined to his personal log book. The difficulties of piloting his craft up and down an uncharted river were considerable and required great resource and powers of improvisation. He found that his triple rudder could not cope with the narrow winding part of the river unless he went at full speed, which proved particularly exciting when navigating a series of blind bends. On another part of the river an unexpected eddy took him into some rocks at speed which sprung a line of rivets and opened up a section of the hull. Fortunately, the Shushan's watertight construction in sections kept it afloat but left him with the problem of making a repair - they were far from any dockyard facility. He provided the answer by lowering a weighted line through each empty rivet hole; fishing for the weight from the bank; attaching a bolt; hauling the bolt up through the rivet hole; and anchoring it with a nut which he tightened up to re-secure the sprung plate. This turned out to be a tedious, time-consuming but entirely successful means of making good a damaged hull that he later introduced to the shipmasters of the Yangtse. There were many more occasions when he was up the", "txt_file_path": "txt/dfo323lmgvd/RAS-2003.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/2v242g390", "rank": 0 } ]