[ { "id": 204656, "series_id": 26, "series_slug": "histsyn-rashkb-journal-engine", "series_title": "RASHKB Journal 皇家亞洲學會香港分會學刊", "series_use_hku_proxy": false, "document_key": "RAS-1963", "page_number": 137, "title": "RAS-1963", "content_text": "NAVIGATION ON THE YANGTSE\n\n123\n\nThe Peking government claims that even greater floods took place during the summer of 1954, but because of the reconstruction work carried out on the dyke system by the Communists, the damage was much less. The dyke system, they say, has been still further strengthened since 1954.\n\nIn spite of its great depth along much of its length, navigation on the Yangtse always posed special problems. The main channel changes course from time to time, while the strength of the current varies from season to season. Foreign steamers usually carried two pilots, but in spite of all precautions many steamers have been lost on the river. Towards the end of the era of foreign shipping, losses had been greatly reduced by means of more efficient pilotage, greater knowledge and better charts, improved lighting, and other aids to navigation.\n\nLife on the Yangtse was very different from that on the coast, and had a strong fascination for most of those who experienced it. The river steamers penetrated right into the heart of China, where conditions were widely different. Even in the 1920's and 1930's the countryside and towns bordering on the Middle and Upper River remained much as they had been in the previous five or six hundred years. Foreign trade and influence had barely touched the fringes of social life and customs evolved many centuries earlier.\n\nThe heyday of Yangtse travel was in the 1920's and 1930's, when it was possible to travel in comfort, and even luxury, although not always in complete safety, from Shanghai to Chung-king, and beyond to Chengtu and Sui Fu. At that period there were four large companies operating regular services along the whole navigable length of the river, with something like a hundred steamers between them. There were also several small companies operating a few steamers each. The China Merchants Steam Navigation Company with 31 ships had the largest river fleet, followed by the China Navigation Company and the Indo-China Steam Navigation Company with 21 ships each, and then the Japanese Nisshin Kisen Kaisha with 15 ships. A German company had started a service in 1900, at the same time as the Japanese, but had been compelled to withdraw during the 1914-18 war, and had never resumed the service. At least four steamers left Shanghai for Hankow every day, where connection was made", "txt_file_path": "txt/dfo323lmgvd/RAS-1963.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/4m90m091v", "rank": 0 }, { "id": 206016, "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": 96, "title": "RAS-1970", "content_text": "CHINESE EMIGRATION AND THE DECK PASSENGER TRADE\n\n91\n\ntrade for their own China Navigation Company. During most of the inter-war years a Norwegian company also operated a weekly service between Swatow and Bangkok in opposition to the China Navigation Company; but the latter's faster and more modern ships enjoyed the lion's share of this trade. The Singapore trade was an inheritance from the Blue Funnel Line, and came to the China Navigation through their close connection with the Holt family.\n\nFor several decades before the First World War much of the emigrant trade to Indonesia was in the hands of German companies, but when German overseas shipping was eliminated after the outbreak of war in 1914 this trade passed to Dutch companies, in particular the K.P.M. and the J.C.J.L. lines. Previous to 1890 a consortium of Dutch planters had employed coolie brokers in Singapore and Malaya for recruiting purposes, and Malaya was always something of a reservoir of Chinese labour for much of South-east Asia, especially for Indonesia and Siam. Entry into Malaya was easier than elsewhere, and there were more frequent and cheaper shipping services between south China and the Straits. It was always a comparatively simple matter for Chinese—authorised or unauthorised—to cross the short Malacca Straits into Indonesia or the ill-defined boundary between Malaya and Siam.\n\nThe Indo-China Steam Navigation Company was not nearly so deeply involved in the southern deck passenger trades as the China Navigation Company, but their Japan-Calcutta ships took part in the Straits trade on their way up and down the coast, and their Hong Kong-Sandakan ships had a near monopoly of the comparatively small trade to British North Borneo. Most coasters on the Hong Kong-Shanghai service called at Canton and carried deck passengers, but there was also a small fleet of specially designed river steamers employed between Hong Kong, Canton, and Macao, which provided daily and nightly services between the three ports, and thus an out and in connection for emigrants. The Canton river steamers were smaller editions of the Yangtse steamers, and their night departure from the Praya at Hong Kong, when they were a blaze of flamboyant and garish lights, was a spectacular sight before the Second World War. The six or seven hour passage between Hong Kong", "txt_file_path": "txt/dfo323lmgvd/RAS-1970.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/ww72j0241", "rank": 0 }, { "id": 208017, "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-1977", "page_number": 56, "title": "RAS-1977", "content_text": "40\n\nG. C. EMERSON\n\nwas summoned to Japanese Headquarters in Camp and informed of the surrender.\n\nThe first days after the surrender were tremendously exciting ones as friends and relatives arrived from the city and prisoners-of-war came from the two Kowloon P.O.W. camps. On 23rd August, Mr. Gimson moved into the city and began re-establishing the Government. Nearly two weeks passed after the surrender before the British fleet arrived on 30th August. At 5.00 p.m. that afternoon, the Commander of the Fleet, Rear Admiral Cecil Harcourt, came to Camp and attended a very moving flag-raising ceremony. It was several weeks before the Camp was finally closed. Many ventured into the city to begin picking up the lost threads of their lives but many, particularly those whose health was poor, remained in Camp waiting to board the ships which took them away from Hong Kong.\n\nFrom this brief account, it may sound as if internment was not a particularly bad experience. Such an impression would be far from the truth. Internment was a dreadful experience. Not only were the physical aspects - lack of food and of clothing, the over-crowding, the insufficient food, etc.- most unpleasant, but the mental aspects were extremely bad also. The humiliation of defeat, the separation from loved ones and the years of waiting for release are impossible to imagine for those of us who have never had such experiences. While the horrors of the German concentration camps fortunately never were experienced in Hong Kong, internment in Stanley Camp was a terrible experience for almost all the internees.\n\nI would like to finish by reading you a few lines from a poem written by Mr. C. J. Norman, later Commissioner of Prisons, Hong Kong, in 1954. The poem is entitled “A Farewell to Stanley”.\n\nA Farewell to Stanley! It's over.\n\nOf Internees there isn't a sign. They've left for Newhaven & Dover\n\nFor Hull & Newcastle-on-Tyne.\n\nNo tales where the rumours once started.\n\nThe kitchen's devoid of its queues.\n\nThe strategists all have departed\n\nWith the lies which they peddled as 'news'.", "txt_file_path": "txt/dfo323lmgvd/RAS-1977.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/np198x23n", "rank": 0 }, { "id": 214504, "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-1998", "page_number": 362, "title": "RAS-1998", "content_text": "331\n\nwe had met Howard Song, the excellent local guide, and \"Mr White' the bus driver, and had arrived at the hotel (The Qingdao Shangri-La), checked in and been allocated rooms, it was already dinnertime. No problem, as all that had been planned for that day was dinner - a Chinese banquet style dinner in the hotel.\n\nMike, Sarah and I were able to brief the tour members on the story so far, how the trip had been planned and what we were going to see. I think that such a formal briefing had not been done on earlier trips but it seemed to have been well received. Following that, tour member Carol Tan, a Research Fellow at the University of Hong Kong, gave a talk on \"British Jurisdiction on Chinese Soil\" - an interesting and useful explanation of how the legally-minded British went about establishing the necessary legal framework in the many territories that came under their control. Particular reference was made to Hong Kong and Weihaiwei.\n\nTsingtao - A German Home from Home\n\nTsingtao is already well known for the remaining wealth of evidence of German influence, perhaps the most famous being the Tsingtao Brewery. The problem facing us in organising this leg of the trip was not so much what to include, but what to leave out. Arriving, as we did, on a Saturday ruled out the brewery. Visitors are normally welcome, but only during the hot summer months does beer production continue seven days a week, so as to satisfy the thirst of all who depend on the brewery's products. The port area would have been interesting, to see what is left of the original German plan for its mighty naval base. Chiao-chou Bay would also have been interesting, to go and imagine the sights that first faced the German fleet when it arrived in the area. For those with strong stomachs, I have heard that the sewer system is still a masterpiece and a tribute to German organisation and engineering. But all these had to be left out owing to time constraints.\n\nHow the plan worked out was to split the city into two parts - the \"downtown\" area, with its official buildings; and the former military and residential area, with its remaining villas and barrack buildings.", "txt_file_path": "txt/dfo323lmgvd/RAS-1998.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/1g05n0794", "rank": 0 }, { "id": 215942, "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": 241, "title": "RAS-2002", "content_text": "175\n\nHong Kong shipyards to do marine engineering could also be used to make armour cladding for ships and vehicles. Hong Kong was also the base from which British aircraft manufacturers wanted to penetrate the Chinese market - the Far East Flying School wanted to train Chinese to fly so they would buy British rather than American or German planes. Hong Kong was also a centre for financial transactions both within and outside the banking system, a source for remittances and money transfers, more secure than Shanghai after the Japanese conquest. A large KMT community operated out of and lived in Hong Kong: almost a parallel government. While there was sympathy for the Nationalists, the colonial administration was uncertain how to maintain a balance between the Japanese and the Chinese Government. Riots against Japanese living in Hong Kong had been suppressed, and no protests made against Japanese attacks on the junk fleet. When the St Johns Ambulance wanted to send an ambulance to bombed Canton, the Colonial Office refused permission. Groups of Chinese 'terrorists' were arrested and deported from time to time. As late as May 1941 the colony's police force raided premises at 98 Robinson Road and destroyed a wireless transmitting station which had been operating for three years. The leader of this group was Chan So, an agent of General Wu Te Ching. When Governor Northcote sought guidance, the Colonial Office was advised by the Foreign Office that British policy had to vary according to circumstances, and support for China should be rendered 'compatible with the safety of Empire and avoidance of actual hostilities with the Japanese.'xix Nonetheless, there was a significant understanding between the Goumindang and the British when it came to matters of mutual benefit. When war officially broke out, their clandestine relationship could come out into the open. When Phyllis Harrop,\n\na civilian consultant working with the police reported for duty right after the outbreak of hostilities, she was assigned to work with the KMT who had already started to occupy offices with the police.\n\nThe Japanese were all too aware of the importance of Hong Kong to the KMT. The Japanese Foreign Minister had softly but firmly reminded the British Ambassador to keep the KMT under control. Even before their push to the south, the Japanese had identified KMT activists and targeted educated, articulate overseas Chinese as a threat and source of resistance. In Malaya and Singapore, they were to massacre thousands of Chinese in the wake of their advance, a fact obscured by the emphasis on the sufferings of Europeans interned in camps. In Hong Kong, on", "txt_file_path": "txt/dfo323lmgvd/RAS-2002.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/mp4901278", "rank": 0 } ]