[ { "id": 204408, "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-1962", "page_number": 40, "title": "RAS-1962", "content_text": "CURRENCY PROBLEMS\n\n31\n\nlifted. This issue was forced upon an unwilling community at the dollar-copper exchange rate, i.e., fifteen hundred cash for one silver dollar. A little more than a year later the issue was redeemed at the rate of one million for one silver dollar. Up to the time of my last visit to that district some twenty years ago, the issue was still referred to as the \"sand plate currency\".\n\nBut as with the brass cash so the copper cash content value soon rose above the market rate and the good old suction pump once again went to work directing the flow of China's coinage into the mills of Nippon. Just at this time, one worthy old ship master, commanding a ship on the berth from Tientsin to Hong Kong and calling at way ports, made a reputation for himself. On the occasion under reference he was seen to be experiencing difficulty on clearing Chefoo harbour. His ship was riding well down by the head and considerable trouble was experienced in heaving the anchor. When the harbour authorities came to the assistance of the ship it was found that the anchor chain locker was so full of copper coins that the anchor chain could not be stowed. To the present day, in certain local circles, the old sea-dog is affectionately referred to as the master of the floating copper mine.\n\n++\n\n+\n\n44\n\n44\n\nAs already stated, the baser currencies of brass and copper were related to the value of silver. Silver bullion circulated in the form of slabs, ingots and \"shoes\". The latter ranged from the one tael shoe especially cast for the distribution of the Imperial bounty (similar to the Maundy Thursday distribution of Royal charity) up to the fifty ounce Hunan Yuan Pao. Banks' bullion storage was usually cast in bars. Not only did the fineness of the silver vary from province to province but there was also a variation in the tael so that inter-provincial accounts required cross-rate computations. Thus the traveller on an extended journey had to carry with him a supply of silver which could be changed along the way to replenish his subsidiary currency for daily expenditure. Here again a problem presented itself for such exchanges could only be effected in quantities and weights for which he had transport facilities. For instance a traveller on horseback could only change a very small piece of silver at a time otherwise the deadweight of the cash would be beyond his means of transport. I remember once being on a horseback journey in the company of a Scot. We had been", "txt_file_path": "txt/dfo323lmgvd/RAS-1962.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/9s166f47f", "rank": 0 }, { "id": 204660, "series_id": 26, "series_slug": "histsyn-rashkb-journal-engine", "series_title": "RASHKB Journal 皇家亞洲學會香港分會學刊", "series_use_hku_proxy": false, "document_key": "RAS-1963", "page_number": 141, "title": "RAS-1963", "content_text": "NAVIGATION ON THE YANGTSE \n\n127 \n\nthan a hundred feet above the river. The cliffs in Windbox Gorge rise to over 700 feet above the river, and it was here that in the record year the river level rose 275 feet in a short time. \n\nIn 1917, after there had been regular services operating on the river for some years, the Chinese Maritime Customs issued a series of recommendations for steamers intending to ply on the Upper River, based on the experience gained over these years. The maximum size for steamers intending to run all year round was 210 feet long by 31 feet beam and 94 feet draft, with a minimum speed of 12 knots. If they were intended to negotiate the main rapids under their own power, a speed considerably in excess of 12 knots was recommended. It was also recommended that the hull be divided into watertight compartments, and that ships should have a flat bottom. Ships over 130 feet long were recommended to have twin screws and two boilers, and if their beam was over 22 feet three rudders; all others having two rudders. Other recommendations and regulations related to steering gears, windlasses, and capstans, and illustrate the peculiar problems posed by navigation on the Upper Yangtse. By 1931 there were over a dozen special-type ships on the Upper Yangtse, half of them British, running regularly between Ichang and Chungking. Three of the others were Chinese, two American, and one French. There were also several small oil tankers. Above Chungking there were about two dozen smaller motor launches running, but in this part of the river a great part of the traffic was still handled by native craft of various types. In 1931 the American West China Shipping Company's last ship was wrecked in the Upper River, and the Dollar Company sold their last ship, the Alice Dollar, to the China Navigation Company, who renamed her the Wantung. This left British steamers predominant on the Upper River for the short time after that it remained open to foreign trade. \n\nAll ships operating on the Yangtse required pilots. On the Lower River these were mostly foreigners of the various countries which formed the Woosung-Hankow Pilots' Association. This was not a branch of the Chinese Maritime Customs, although these pilots were licensed and recognised by the Customs. On the coast and on other rivers, the Chinese Pilotage Service, which was a branch of the Customs, was the recognised authority. There was no official body of pilots on the Middle River, but there was", "txt_file_path": "txt/dfo323lmgvd/RAS-1963.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/4m90m091v", "rank": 0 }, { "id": 204723, "series_id": 26, "series_slug": "histsyn-rashkb-journal-engine", "series_title": "RASHKB Journal 皇家亞洲學會香港分會學刊", "series_use_hku_proxy": false, "document_key": "RAS-1964", "page_number": 26, "title": "RAS-1964", "content_text": "JOURNAL OF OCCURRANCES AT CANTON\n\n17\n\nand Bengal, except the Turkey which belongs to Baring Brothers and Company, London.\n\nAt night the linguists took me on board their boat stationed in the creek opposite the Factories and gave me supper, after which I was returning home to turn in when two of Houqua's13 coolies on guard at the gate contrived to slip inside the gate a small bag containing two boiled capons, a boiled ham, three loaves of bread and some crackers tied up in leaves. I paid them half a dollar. The articles were brought by order of Houqua.\n\n29th\n\nTwo sheep, four pigs, sixteen hams, ten fowls, sixteen geese, and six bags of rice were brought today for distribution amongst the American residents. The linguists say they are from the Commissioner* and deputy Governor* and a mark of Imperial favor for having consented to deliver up the opium.\n\nOur situation is one of great mystery. Although the Chinese say that having promised to deliver up the opium we have risen in the Commissioner's esteem yet today no foreigner is allowed to pass up China Street which we were allowed to do till this morning, and a strong guard has been posted there of about fifty men with pikes, staves, shields and so on.\n\n30th 10 p.m.\n\nHouqua's head man came in just now in a great fright and told me that our cook and coolie, who have been in our Factory since last evening and who contrived to get in over the roof of the rear Factory, must immediately leave as the Commissioner had just issued another edict threatening with death any native who sold a particle of food to, or who served a foreigner in any way inside his Factory.\n\nI communicated this to the cook and coolie who consent to remain till morning.\n\n31 March, Sunday\n\nThis morning at 9 a linguist from Old Tom's establishment brought us a basket of bread and eggs.\n\nEvery night the force stationed to guard the Factories consists of about 500 men drafted from the different Hongs and armed principally with pikes or lances and long heavy staves.\n\nWord illegible.\n\nEach", "txt_file_path": "txt/dfo323lmgvd/RAS-1964.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/qz20zx09r", "rank": 0 }, { "id": 204972, "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": 80, "title": "RAS-1965", "content_text": "PIRACY ON THE CHINA COAST\n\n71\n\nPiracy was firmly rooted along the South China coast. Then, during the First China War, many junks were allowed to act as armed privateers, and when the war was over, became pirates rather than return to peaceful trade. Hong Kong and its neighbouring islands had always been centres of piracy, or the home of fishermen ambitious to earn a dishonest dollar or two from piracy. The new British colony must have appeared like manna from Heaven to these people, and the colony's first years were marked by an increase in piracy. There was a similar increase in piracy around Singapore at the same time. The founding of Singapore in 1819 had resulted in a great increase in native trade in the area, and this suffered severely from attacks by well-armed Chinese junks, which sometimes attacked European ships. Captain James Brooke with his sea Dyaks played a big part in suppressing piracy in these waters.1\n\nThe period between the First and Second China Wars is one of the most confusing in Chinese history. On one hand is the founding of a British colony at Hong Kong, the opening of the treaty ports, and the inception of regular shipping services along the coast; while on the other is the persistence of lawlessness and piracy. In the background is the increasing weakness of the Manchu Dynasty, and during the last years of the period, the Taiping Rebellion.\n\nWhen the East India Company controlled the China trade, there was little need for naval protection in Chinese waters, and the Cantonese were traditionally opposed to the Royal Navy. The large and well-armed East Indiamen and \"Country\" ships were perfectly capable of fighting their way past the pirates who infested the Canton River delta, as were smaller, but faster and equally well-armed opium clippers. In spite of Chinese objections, however, British warships visited Canton on several occasions. Anson called in the Centurion in 1741, on the famous voyage on which he captured the Manila galleon, and Cook in 1779 with the Resolution and Discovery after his three-year cruise in the Pacific. Cook's ships were careened, refitted, and provisioned at Canton, the East India Company advancing the money in return for bills on the Admiralty in London.\n\n1 The first white Rajah of Sarawak.", "txt_file_path": "txt/dfo323lmgvd/RAS-1965.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/s752cj653", "rank": 0 }, { "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": 206012, "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": 92, "title": "RAS-1970", "content_text": "CHINESE EMIGRATION AND THE DECK PASSENGER TRADE 87\n\nhundreds were to be seen, and the 1937 census showed Bangkok to have 196,000 Chinese females to 336,000 males. This shortage of female compatriots in the early centuries induced many Chinese to intermarry with the local Malays, Siamese, or Indonesians; and until well into the present century there always seemed a reasonable chance that the overseas Chinese would merge into the local communities. The relaxation of anti-emigration laws and the cheap and easy communications provided by the steam-ships, however, enabled more and more Chinese women to emigrate, and this reversed the previous trend towards assimilation. This factor may have been as important as political developments in increasing tension between the newly independent states of South-east Asia and their Chinese populations.\n\nBy the end of the 19th century the combination of enlightened public opinion and official action had mitigated the worst abuses of the continued coolie trade to South America and the West Indies. At the same time economic developments in South-east Asia were greatly increasing the already large demand for Chinese labour in that region. Rubber and tea plantations, tin mines and rice mills, all required labour which the local populations were either unable or unwilling to supply. As a result the centuries-old emigrant trade from south China increased many times over, and it was with this comparatively recent mass emigrant trade that the China coast steamship companies were most concerned. This became one of the most profitable sections of the China coast trade.\n\nThe domestic deck passenger trade had been important from the earliest days of foreign shipping on the China coast. The opium clippers had only carried European passengers, mail, and specie, in addition to opium; but all other foreign ships on the coast looked on deck passengers as a very important source of revenue. In a country so ill-equipped with roads as 19th century China, shipping played an indispensable role in passenger transport. In 1849, for instance, when the Hong Kong, Canton, and Macao Steam Packet Company was formed and commenced a regular service between the three ports, the cost of a deck passage between any two of these ports was one dollar. The speed, regularity, and safety of the foreign steamships soon enabled them to capture the cream of the deck passenger trade from the junks.", "txt_file_path": "txt/dfo323lmgvd/RAS-1970.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/ww72j0241", "rank": 0 }, { "id": 207801, "series_id": 26, "series_slug": "histsyn-rashkb-journal-engine", "series_title": "RASHKB Journal 皇家亞洲學會香港分會學刊", "series_use_hku_proxy": false, "document_key": "RAS-1976", "page_number": 189, "title": "RAS-1976", "content_text": "174 \n\nA. D. BLUE \n\nproblems involving steam navigation on the Upper Yangtze may be said to have been solved, or at least understood. Only political unrest, civil wars, and the preoccupation of Britain with the First World War prevented further development.\n\nSzechwan suffered severely from the breakdown of the central government after 1915. At times trade was almost at a standstill because of civil war and organised brigandage, and to a lesser extent because of floods and famines. In spite of this, steam navigation on the Upper Yangtze flourished, a tribute to the keen business instincts and adaptability of the Chinese merchants. The first British steamer to appear on the Upper Yangtze since the Pioneer of 1900 was the Asiatic Petroleum Company's Anlan which went into service in 1918, and was followed in the following year by their Anning.* In addition to carrying petroleum products, these ships carried a few European passengers.\n\nThis heralded a period when there was a great increase in steam navigation on the Upper Yangtze, remarkable in that it took place against a background of continuing and increasing civil war, political unrest, and general trade depression.\n\nOther British companies followed the Asiatic Petroleum Company. In 1919 Mackenzie and Company of Shanghai built the famous Loong Mow at Shanghai's Kiangnan Dockyard, 196.5 feet long by thirty-one feet beam, moulded depth of nine feet six inches and gross registered tonnage of 1,112. The twin reciprocating engines and oil-fired water tube boilers were built by Thorneycroft of Southampton, and the luxurious accommodation for both Chinese and foreign passengers led her to be called \"The Queen of the Gorges\". Soon after this the China Navigation and the Indo-China Steam Navigation Company at last built their own ships for the Upper Yangtze, until then having used chartered junks flying their house flags for their Upper River trade. Then the Stars and Stripes appeared with several Dollar Line ships and some small tankers of the Standard Oil Company; and in 1925 by several steamers of the Yangtze Rapids Steamship Company. For a time this latter company operated a through service between Shanghai and Chungking. French, Italian, and Japanese steamers also appeared at this time. By the end of 1925 there were at least thirty-two steamers on\n\n*This company was the Far Eastern branch of the Shell Company.", "txt_file_path": "txt/dfo323lmgvd/RAS-1976.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/hq382988q", "rank": 0 }, { "id": 207802, "series_id": 26, "series_slug": "histsyn-rashkb-journal-engine", "series_title": "RASHKB Journal 皇家亞洲學會香港分會學刊", "series_use_hku_proxy": false, "document_key": "RAS-1976", "page_number": 190, "title": "RAS-1976", "content_text": "LAND AND RIVER ROUTES TO WEST CHINA\n\n175\n\nthe Upper Yangtze-eight British, seven American, three Chinese, six French, five Italian, and three Japanese.\n\nPolitical troubles, however, had forced the pioneering Szechwan Steamship Company out of business in 1920. During the previous few years its Shutung and Shuhun had so often been forced to carry troops for the different war lords as to make their operations uneconomic. After 1920 the Chinese flag was flown by the China Merchants Steam Navigation and the Ming Steamship Company, both of whom seemed more able to accommodate themselves to the political changes. Captain Plant, however, was still active on the Upper Yangtze, but in a different capacity. He had left the Szechwan Steam Navigation Company in 1913 to become River Inspector in the Chinese Maritime Customs, and his work was one of the factors contributing to the development of steam navigation on the Upper Yangtze in the early 1920s.\n\nThere was a period during the brief heyday of the Kuomintang government between 1927 and the outbreak of the Sino-Japanese War in 1937, when shipping on the Upper Yangtze almost settled into a regular pattern. Probably 1928 was the peak year, when there were seventy small steamers in regular service between Ichang and Chungking; the smallest about thirty tons and the largest just over 1,000 tons. The average time between Ichang and Chungking was three days, as against an average of a month by junk. Britain had fifteen ships of 5,357 tons; China twenty-six of 3,672 tons; and America eleven of 2,934 tons.\n\nLosses, however, were heavy. Several of the smaller companies were forced out of business, some selling their ships to the China Navigation Company. In this manner, the latter acquired the famous Loong Mow in 1923, which was renamed Wanliu I, and the Alice Dollar in 1926, which was renamed Wantung. This company also built six ships at Yarrows on the Clyde between 1922 and 1926. These included the Wanhsien, 210 feet long with a loaded draft of eight feet and reciprocating engines of 3,000 indicated horsepower, the most powerful ship on the Upper Yangtze; two turbine steamers of less than half this tonnage, the Kiating and the Kintang, for the low water season; and two small motor ships, the Siushan and Suiting, of 296 gross tons for the Top River above Chungking. British shipping was supreme on the Upper Yangtze for the last few years of the treaty port era, since political troubles hampered", "txt_file_path": "txt/dfo323lmgvd/RAS-1976.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/hq382988q", "rank": 0 }, { "id": 211441, "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": 157, "title": "RAS-1988", "content_text": "133\n\nthe truck, Uncle hired drivers to take the produce to Honolulu. I had many rides on the truck to pick up bananas which Okinawa immigrants grew on what used to be pineapple fields. Uncle prospered and was dubbed *Mayor of Kaneohe*. When it was time for him to retire from farming, he bought a piece of Cobb-Adam's land on Kamehameha Highway, one lot removed from Lilipuna Road. Uncle was extended credit from C. K. Ai, who was a friend of my parents, so that he could buy lumber from City Mill Company to build a simple but spacious home and a large garage for his trucking business.\n\nWhen Uncle was struggling to make ends meet, Father would try to help with small loans. During the First World War, when the price of guano was rising fast, Father bought a ton of the fertilizer and stored it under our School Street home. Uncle would pay the current price for each bag he took, and when the ton was used up, the profit was divided between Father and Uncle. Because the price of animal feed was also rising, Mother would wake Ruth, Helen and me at early dawn, competing with a neighbour, to gather algaroba beans from a back lot for Uncle at one dollar a bag.\n\nThere was little social life in those days. Uncle was a member of a fraternal society in Heeia, namely, the Bow Yee Tong, established in 1903. Mother told me that this was a Triad society, where members were initiated and sworn in as 'blood brothers' by secret rituals, so secret that they were not revealed even to their wives. In later years, after the death of Aunt, Uncle became a devout Buddhist and frequently visited a temple in Honolulu.\n\nUncle registered seven of his ten children with the Board of Health on 15 October 1918. At that time, he gave his name as Cheung Yau and Aunt's as Wong Fung, and his age at 38 and hers 33. Their children are:\n\nAnnie Ah Hoon (21 Apr 1902-1936) married Henry Auyoung\n\nMary Ah Moy Hiki (9 Oct 1904-) married Joseph Liu\n\nHelen Ah Sam (11 Dec 1906-) married Robert Zane\n\nAlice Ah Lin (15 Dec 1909-) married Frank Carpino (died 1982) 1927\n\nReuben Ah Kau (17 Jun 1911-) married Eunice Ching\n\nAaron Ah Mung (13 Oct 1913-8 Oct 1985)", "txt_file_path": "txt/dfo323lmgvd/RAS-1988.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/ft84gb83q", "rank": 0 }, { "id": 211793, "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": 208, "title": "RAS-1989", "content_text": "183\n\nJanuary 27 1874 William Suter's Incompatibility of Temper and Tom Taylor's Masks and Faces or Before and Behind the Curtain opened the season in the New Lyceum Theatre. This one lasted much longer than its predecessor, indeed, until 1929 when it was sold to be resuscitated in the French Concession in 1931.\n\n——\n\nBut to return to pre-1867 conditions, some final notes should be added. Shanghai saw its first tentative steps in lighting its streets with gas in 1865 which was no luxury as the state of the roads was often rather dubious. Lighting in the theatre therefore, both the auditorium and the stage, was by means of either candles or oil lamps, the danger and inadequacies of which require no further comment.\n\n—\n\nRegulation of the climate in the hall was also difficult. Temperatures in Shanghai can be as low as 12°C in January and as high as 40°C in June-August. In order not to deter the audience, heating had to be provided in winter, which was duly advertised: \"Thoroughly warmed with splendid stoves\", whereas in summer which was certainly in the early years an unusual time for entertainment - one could read that \"to obviate the excessive heat of a crowded house, the Company beg to state that they have had two large Punkahs hung and have otherwise improved the ventilation\" (a punkah was a large rectangular fan suspended from the ceiling and moved by servants).\n\nPerformances started generally at 8 o'clock or 8.30 (even 9) (1864-1865) and entry prices were $3 for the best seats and $2 for the other ones (back seats and gallery) (The Mexican dollar, one of the currencies used in Shanghai, fluctuated in value, but may be said to have been worth about 4/6 during these years — so no \"shilling gallery\" here).\n\nIn addition to the godown theatres there were a number of other localities where artistic entertainment occurred in 1865. On February 23 1865 a concert was given at the Astor House Hotel. This hotel had been founded by an American, D.C. Jansen, in 1860 and it was situated in a part of the Settlement known as Hongkew (or American Settlement), north of the Soochow Creek, near the bridge. It was destined to become one of the most famous hotels in Shanghai and it was rebuilt several times. But in 1865 it was still a low construction. Other concerts, on October 17 1864, February 15 and March 1865, were given at the Shanghai Club, a redoubtable pillar of society located at the southern end of the Bund where it was opened in 1864. It was built in a neoclassical", "txt_file_path": "txt/dfo323lmgvd/RAS-1989.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/8336pm92h", "rank": 0 } ]