[
    {
        "id": 204976,
        "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",
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        "document_key": "RAS-1965",
        "page_number": 84,
        "title": "RAS-1965",
        "content_text": "PIRACY ON THE CHINA COAST\n\n75\n\npirate fleets appeared. The Hong Kong press was very critical of both the Navy and the Hong Kong Government, claiming that the latter was criminally careless in granting convoy and gunpowder licenses, and pointing out that scarcely a pirate junk was captured without having Hong Kong men in its crew and that many pirate junks were fitted out in Hong Kong. They omitted, however, to point out the connection between the opium trade and piracy. Opium was highly prized, and on one occasion in 1851 one hundred and fifty chests were seized from a Jardine opium clipper, and two of their European employees taken prisoner.\n\nThe steamship, more than the Royal Navy, was responsible for the decline in the old-fashioned style of piracy, in which a fleet of junks had an overwhelming advantage over a sailing ship becalmed in coastal waters. Steamships appeared on the coast in increasing numbers in the years between the two China Wars, and by the end of the Second War most of the foreign coasters were steamships. A steam hose was more effective against pirates than joss sticks, and the comparative immunity of foreign steamships from piracy was another powerful inducement for Chinese merchants to patronize them, thus weighting the balance more heavily in their favour.\n\nAn action in which the Peninsular and Oriental river steamer Canton was involved displayed other advantages which steamers brought to anti-piracy operations. The Canton was on her way from Canton to Hong Kong when she met H.M.S. Columbine, a sailing ship, engaged with a fleet of pirate junks. When the Canton arrived on the scene the wind had fallen, and the junks were using their oars and sweeps to get out of range of the Columbine's guns. The Canton took the Columbine in tow, enabling her to sink a number of the junks before they got clear. Two years later another river steamer called Canton, belonging in this case to the Hong Kong and Canton Steam Packet Company, captured a pirate junk in the river.\n\nIn these actions, in which dozens or hundreds of junks were involved, it would probably be more accurate to describe the Chinese as bandits or rebels, than as pirates. Such fleets attacked towns and villages as often as they attacked ships, and like the Japanese pirates of the thirteenth to sixteenth centuries, plundered",
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    {
        "id": 204978,
        "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": 86,
        "title": "RAS-1965",
        "content_text": "PIRACY ON THE CHINA COAST\n\n77\n\nWest River, and which were stationed permanently on those rivers. These were divided into two squadrons, one for the Yangtze, and one for the West River, with a senior naval officer in charge of each squadron under the overall command of the Commander-in-Chief of British naval forces at Hong Kong. The officer in charge of the Yangtze squadron was called Rear Admiral, Yangtze. The assumption of this title seems to have aroused little comment from the Chinese, unlike the British public's reaction when the Kaiser called himself Admiral of the Atlantic a few decades later.\n\nAs old-fashioned piracy died out with the coming of steamships, a new kind designed to cope with the new conditions appeared. While some of the new pirates may have been recruited from the old, the new piracy required a knowledge of modern shipping practices unlikely to have been common among the old fishermen cum pirates. As before, however, the new-style piracy was most prevalent around Hong Kong, embarrassingly close to the headquarters of the anti-piracy forces. It was adding insult to injury when the steam launch Wo Fat Shing was pirated in Hong Kong Harbour in 1927, and $30,000 in gold bars stolen. The newspapers made great play out of such facts. Highly coloured accounts of pirate companies being established in Hong Kong along sound business lines, replete with boards of directors and so on, were common in the British and American press in the 1920's and early 30's. The rumour that some of these companies had attractive Chinese women in command added some spice to these stories.\n\nOne of the earliest cases of this new kind of piracy took place in 1874, when the Hong Kong, Canton, and Macao Steamship Company's small river steamer Spark was pirated between Canton and Macao.2 The Spark's captain, mate, purser, one fireman, and four passengers were murdered. The pirates went ashore in the ship's boats, and the engineers took refuge in the bunkers then took the ship to Macao. The Spark was only 133 tons burden, but she had over 150 passengers who had prudently taken...\n\n2 The Spark was one of the oldest steamers on the river. She had been built in New York in 1849 for Russell and Company, sent out in sections and assembled at Whampoa. She was sold to the Hong Kong, Canton, and Macao Steamship Company in 1870.",
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    {
        "id": 205410,
        "series_id": 26,
        "series_slug": "histsyn-rashkb-journal-engine",
        "series_title": "RASHKB Journal 皇家亞洲學會香港分會學刊",
        "series_use_hku_proxy": false,
        "document_key": "RAS-1967",
        "page_number": 172,
        "title": "RAS-1967",
        "content_text": "NOTES AND QUERIES \n\n165 \n\ntimes) as the sole export agent for producers of a special kind of incense which, then as now, was widely used for ritual worship in temples and in the home. Incense is said to have been shipped to Aberdeen by sea from Kowloon Point, to which it had been brought from various parts of the San On and Tung Kwun districts. It was then re-shipped in large trading vessels to Canton, from which it was carried overland to the north to such cities as Soochow. (It is not entirely clear to me why such a round-about route was taken to bring incense to Canton.) The cultivation and trade in this specially-favoured type of incense is said to have received a fatal blow in the early Ching period when the government evacuated the coastal areas to deny the aid and collaboration of their inhabitants to the anti-Manchu ruler of Formosa and his sympathisers.14\n\nSir Show-son CHOW (1861 - 1959). Sir Show-son CHOW who died only a few years ago, at a great age, was one of the most famous members of the Hong Kong community. He was truly a local man as his ancestors had lived in Little Hong Kong for several hundred years. His successful career, though the result of his own merits, was made possible through his father, whose abilities removed him from a farming village to the business centre of Canton and the position of compradore to the Hong Kong and Canton Steamship Company. He was in business in Canton and it was there that his son, the future Sir Show-son, was educated. By reason of this opportunity, and his own undoubted capacity, the son was selected as a free scholar by the Chinese Government as one of the first batch of Chinese youths to be sent to America for a Western education. This was in 1874, when the boy was only 13 years old. He returned to China in 1881 and for the next 16 years held important posts in Korea in the Korean Customs Service and the Chinese consular service in that country. He was President of the China Merchants Steam Navigation Company at Tientsin, 1897-1903 and was managing director, Imperial Chinese Railways of North China, Peking-Mukden line, 1903 - 1907. From then until 1910, he was Customs Superintendent of Trade and Counsellor for Foreign Affairs at Newchwang, North China. On his return to Hong Kong after the 1911 Revolution his wide experience, undoubted ability and excellent reputation led to his being appointed to directorships in many firms and public utility concerns. He was appointed a member of the Legislative and Executive Councils and was knighted in 1926. He also",
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    {
        "id": 205728,
        "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",
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        "document_key": "RAS-1969",
        "page_number": 34,
        "title": "RAS-1969",
        "content_text": "28 \n\nT. C. CHENG \n\nNOTES \n\n1 During these early years, schools like the Morrison School, operated by the Morrison Education Society founded by Dr. Robert Morrison, the Anglo-Chinese School (or Ying Wah School) operated by Dr. James Legge of the London Missionary Society (Dr. Legge is best known for his translation of the Chinese classics and for his appointment as the first professor of Chinese at Oxford University in 1874), and St. Paul's College operated by the Anglican Bishop, were dismal failures whether from the missionary or from the educational point of view. In 1855, the Governor Sir John Bowring had this to say about St. Paul's College: \"For the last six years, £250 a year has been voted by Parliament to the Bishop's College for the education of 6 persons destined to the public service, and not a single individual from that College has been yet declared competent to undertake the meanest department of an interpreter's duty\n\nSee E. J. Eitel, Europe in China, London; Luzac and Co., 1895, p. 349.\n\n2 On p. 60 of Fragrant Harbour by G. B. Endacott and A. Hinton, a statement was made that Ng Choy was \"educated at the old Central School (Queen's College)\". I find no evidence to support this.\n\n3 As a result of the founding of the Government Central School (the present Queen's College) in 1862, a number of educated Chinese well-versed in both Chinese and English had been produced, who began to regard Hong Kong as their home town and who began to develop a keen interest in the welfare of Hong Kong. Thus leading Chinese founded the Tung Wah Hospital in 1870 and the Po Leung Kuk in 1880. It is of interest to note that in the 1870's, the educated Chinese actually pressed for the election of representatives to form a Chinese Municipal Board. In 1878, when the foreign community protested against Sir John Hennessy's policy of lenient treatment of prisoners, the Chinese in Hong Kong for the first time despatched an address to Queen Victoria which was in effect a vote of confidence in the Government.\n\n4 G. B. Endacott, Government and People in Hong Kong, p. 94. *G. B. Endacott, Government and People in Hong Kong, p. 94.\n\n6 In 1862 an Institute of Foreign Languages was founded in Peking and translation bureaux were established to translate scientific books into Chinese. In 1866 the first modern shipbuilding yard was started in Foochow, Fukien, and from 1872 to 1875 four batches of selected young Chinese scholars, totalling 120, were sent to the U.S.A. to further their studies.\n\n7 General Chan (陳炯明, Chen Chiung-ming) revolted against Sun Yat-sen in Canton in June 1922. For details about this revolt, see Tang Leang-li's The Inner History of The Chinese Revolution, London, p. 140.\n\n8 G. B. Endacott, A History of Hong Kong, p. 199.\n\n9 G. B. Endacott, Government and People in Hong Kong, p. 98.\n\n10 After 2 years there, Yung Wing (容閎, Rong Hong) went to Yale University and was the first Chinese to graduate from that famous institution in 1854. Yung later became a famous person in the history of modern China, being responsible for the opening of the first school of mechanical engineering in Shanghai; the formation of the China Merchant Steamship Navigation Company; the translation of many scientific books into Chinese; and the sending of young Chinese scholars to the U.S.A. for western studies in the 1870's. In the case of Wong Foon, after 2 years' study in the U.S.A., he crossed the Atlantic to Scotland and entered the University of Edinburgh where he graduated with honours in medicine and surgery. He returned to Canton in 1857 and distinguished himself as a surgeon. See also Lo Hsiang-lin, Hong Kong and Western Cultures, Honolulu, East-West Center, 1964, Chapter 4, \"Yung Hung (Yung Wing) and Foreign Schemes\".",
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    {
        "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",
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    },
    {
        "id": 206780,
        "series_id": 26,
        "series_slug": "histsyn-rashkb-journal-engine",
        "series_title": "RASHKB Journal 皇家亞洲學會香港分會學刊",
        "series_use_hku_proxy": false,
        "document_key": "RAS-1973",
        "page_number": 57,
        "title": "RAS-1973",
        "content_text": "EARLY STEAMSHIPS IN CHINA\n\n51\n\nthe Chinese more than all the rest of the British warships put together,\n\nChinese opposition to steamships was overborne after the First China War, and in the years between then and the Second China War 1857-1858, steam navigation in China was established on a secure foundation. During the first two decades of steam, American ships were as prominent as British on the Canton River and on the coast, and sometimes more technically efficient. This was largely because the Americans made good use of their experience on the Hudson and Mississippi Rivers, and also because their early steamships were designed specially for coastal and river conditions. Many of the early British steamships were merely sailing ships equipped with engines.\n\nThe earliest American steamers were associated with Russell and Company, and Robert Benet Forbes was the man mainly responsible for bringing most of these early steamships to China. The first was the Midas, built at East Boston in 1844, which was the first American steamship to round the Cape of Good Hope, as well as being the first to be seen in China. The Midas arrived at Hong Kong on 21st May 1845, and was put on a twice weekly service between Hong Kong and Canton, the first regular steamship service in China. She also engaged in towing and salvage work, which was usually more profitable than carrying passengers or cargo; so that the advertised regular sailings were often more honoured in the breach than in the observance.\n\nThe Midas was followed by the wooden screw bark Edith, also built at East Boston, which arrived at Macao on 2nd September 1845 and Hong Kong a few days later. The Edith was originally intended to run in the opium trade between India and China, but plans were changed and she was loaded with general cargo for Shanghai. Bad weather and engine trouble foiled two attempts to make this passage, and the Edith was eventually sent back to Boston via Rio de Janeiro, reconditioned at Boston and then chartered to the United States War Department.\n\nIn 1846 Forbes sent the small 20 ton screw steamer Firefly on another ship to Hong Kong, and put her in service between Hong Kong and Whampoa until 1849, usually making two trips daily. She was withdrawn in 1849 and sent to California by sailing ship.\n\nIn 1846 Jardines were successful in inaugurating the first British steamship service on the river, with the Corsair between Hong Kong",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1973.txt",
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    },
    {
        "id": 206781,
        "series_id": 26,
        "series_slug": "histsyn-rashkb-journal-engine",
        "series_title": "RASHKB Journal 皇家亞洲學會香港分會學刊",
        "series_use_hku_proxy": false,
        "document_key": "RAS-1973",
        "page_number": 58,
        "title": "RAS-1973",
        "content_text": "52 \n\nA. D. BLUE \n\nand Canton. Jardines were neither owners or agents of the Corsair, but there seems to be no doubt that they sponsored this service. The Corsair had been built in 1827 for the Irish Sea service, but after several years went out to Australia. She arrived in China from Australia early in 1846 consigned to Jardines, and soon afterwards was making two trips per week between Hong Kong and Canton, and also doing occasional towing and salvage work. She continued on the river until July 1849 and then disappears from the scene, probably because of her age, either being dismantled or allowed to fall to pieces.\n\nFrom this time British and American steamers appeared at Hong Kong at short intervals, most for the river service, but some for service between Hong Kong, Shanghai, and intermediate ports. Landmarks from the British point of view were the entry of the P. and O. into both the river and the coast services, and the formation of the Hong Kong and Canton Steam Packet Company. The P. and O. started their mail service from Ceylon to Hong Kong by the Lady Mary Wood in 1845, operating this in connection with their Suez-India service. Early in 1849 they put their iron paddle steamer Canton on the Canton River service, a steamship much superior to any of the others then operating on the river. When the Canton suffered severe damage through running on a sunken rock, she was replaced by the Sir Charles Forbes, which the Company chartered from the Bombay Steam Navigation Company. When the Canton returned after repairs, she was put first on the Hong Kong-Amoy service, and then on the Hong Kong-Shanghai service. The P. and O. originally ran these ships mainly as feeders for their overseas ships, and charged very high freights. In 1854, however, and about the time the Hong Kong and Canton Steam Packet Company was about to be liquidated, the P. and O. increased their river service and made it more attractive to outsiders.\n\nThe Hong Kong and Canton Steam Packet Company was formed in 1847, Alexander Campbell of Dent and Company and Alexander Matheson of Jardine, Matheson and Company being the men mainly responsible. Nearly all the foreign merchants in Hong Kong and Canton took shares in the new company, the first steamship company to be formed in China, although they knew that the P. and O. were on the point of improving their river service. Two sister ships were ordered in England, and the first of these, the Canton arrived in",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1973.txt",
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    },
    {
        "id": 206786,
        "series_id": 26,
        "series_slug": "histsyn-rashkb-journal-engine",
        "series_title": "RASHKB Journal 皇家亞洲學會香港分會學刊",
        "series_use_hku_proxy": false,
        "document_key": "RAS-1973",
        "page_number": 63,
        "title": "RAS-1973",
        "content_text": "Canton\n\n1848 Wood 235 gross\n\nW. Pilcher, Northfleet, Kent.\n\n133'0\" X 18'0\" X 11'9\"\n\nPaddle, by H. W. Harrison, Northfleet, Kent.\n\nRemarks: First ship of Hong Kong & Canton Steam Packet Company.\n\nHong Kong\n\nQueen\n\n1849 Wood\n\nas above\n\n1853 Wood 137 net\n\nLamont & Co., Hong Kong.\n\nas above\n\n? \n\n?\n\nRemarks: First steamship to be built in Hong Kong.\n\nNote. Ships in above list arranged in chronological order of building, and particulars were obtained from a variety of sources. Most of the above were auxiliary ships, that is, they were equipped with sails as well as engines, and methods of calculating tonnages varied,\n\nEARLY STEAMSHIPS IN CHINA\n\n57",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1973.txt",
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    },
    {
        "id": 210190,
        "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",
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        "document_key": "RAS-1984",
        "page_number": 161,
        "title": "RAS-1984",
        "content_text": "140\n\nJAMES HAYES\n\n77\n\nSee despatch No. 76 Civil from Governor, Hong Kong to Lord Stanley, 28 December 1844 in CO129/7/9807, especially p. 323. Ako Mayers, Dennys and King, op cit, p. 57.\n\nSee J.W. Hayes The Hong Kong Region op. cit. and The Rural Communities of Hong Kong op. cit. D. Faure The Structure of Chinese Rural Society: Lineage and Village in the Eastern New Territories, Hong Kong (Hong Kong, 1986), J.W. Hayes Secular Non-Gentry Leadership of Temple and Shrine Organisations in Urban British Hong Kong JHKBRAS, Vol. 23, 1983 pp. 113-137, passim.\n\nJ.W. Hayes The Rural Communities of Hong Kong op cit. p. 63.\n\n80 See D. Faure Visit to Stanley, elsewhere in this Journal.\n\nJ.W. Hayes Secular Non-Gentry Leadership op. cit. JHKBRAS, Vol. 23, 1983, pp. 127-132.\n\nSee note 10.\n\n12\n\n81 科大街\n\n陸鴻基,吳倫霩霹 A*.\" ****\" op. cit. p. 821 (D. Faure, B. Luk, A. Ng The Historical Inscriptions of Hong Kong).\n\n84 J.W. Hayes The Hong Kong Region op. cit. pp 61-64, and 64-69, and J.W. Hayes Secular Non-Gentry Leadership op. cit. pp. 113-121.\n\n85\n\n科,陸,吳, 香港碑銘 #‚É‚1⁄2‚“ ***(op. cit.) (Faure, Luk, Ng, The Historical Inscriptions of Hong Kong, op. cit.) p.76.\n\n*,4,5,\" *** \"(op. cit.) (Faure, Luk, Ng, The Historical Inscriptions of Hong Kong, op. cit.) p. 102. For the Kaifong hall, see also D. Faure Visit to Stanley elsewhere in this Journal.\n\nH 科,陛,吳, 香港郈銘 (op. cit.) p. 98 (Faure, Luk, Ng, The Historical Inscriptions of Hong Kong).\n\n63\n\n*.,,\" \"(op. cit.) (Faure, Luk, Ng, The Historical Inscriptions 科,陸,吳, 香港碑銘 of Hong Kong), p. 152 (Foundation of Tin Hau Temple 1873 by group lead by General Managers and two grades of Managers 總理, 董理, 個事), p. 166 (Refoundation of Tin Hau temple 1876 by group lead by General Managers and Managers), p. 347 (Foundation of Tam Kung temple 1905 by group lead by General Managers and Managers #), p. 388 (Repair of Tam Kung Temple 1908 by group lead by Managers).\n\n89 The possibility certainly exists. Revd. Carl Smith's researches show that some Hong Kong village men took advantage of the new situation to acquire language skills and advance their fortunes through service as government interpreters and clerks to solicitors, or by acting as compradores for Western business firms. The most famous of them all, Sir Shouson Chau, born in Little Hong Kong in 1861, was sent to America with the \"First Hundred\" Chinese boys (of the Chinese government's educational mission) in the 1870s. He graduated later from Columbia University, served the Ch'ing government as a high official and afterwards returned to Hong Kong where he was a member of both the Executive and Legislative Council. His father was compradore of the Canton Hong Kong Steamship Company with its head office in Canton, and according to family history his grandfather, the village head of Little Hong Kong in 1841, assisted Captain Charles Elliott in posting up one of his first official proclamations on the Island in 1841. (Letter quoted at note 18 above, together with the biography in Chinese and English at pp 4-5 of Prof. Woo Sing-lim's The Prominent Chinese in Hong Kong (Hong Kong, The Five Continents Book Co., 1937)). See also D. Faure Visit to Stanley elsewhere in this Journal.",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1984.txt",
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    {
        "id": 212311,
        "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": 253,
        "title": "RAS-1990",
        "content_text": "230\n\nVan Horne threatened, \"I will crush you. Don't you attempt to start a steamship line of your own. If you do, we will run you off the Pacific.\"\n\nDodwell retired from the East in 1899, the year his firm became a limited company.\n\nIt has continued to prosper. But much of its success in earlier days was due to the personal contribution of Dodwell himself. Profits increased from his shipping department. He also played a prominent part in the shipping world as a whole. G.B. Dodwell, a man of high principles, died in 1925.\n\nGilman's\n\nRichard James Gilman, a tea-taster, who worked for the old established company of Dent's in Canton, set up a partnership, known as Gilman and Bowman, in a Canton factory in 1840. By 1863 the firm was also represented at Kiukiang, Hankow and Tientsin, employing 21 staff. In many ways the firm was similar to Dodwell's, but on a smaller scale, and it was substantially involved in shipments of tea from Shanghai and Foochow in the 1870s.\n\nGilman's was also active in the import-export trade and shipping, and in 1862 it was appointed agents for Lloyd's at Canton, Hankow, Foochow, Hong Kong and Macau. In these ports its reputation in shipping circles was high, especially after the famous tea race of 1866. 'Taeping (sic) Yeung Hong' (KF) (Great Peace Foreign Firm) chartered the 'Taiping' (named after Gilmans) which beat 'Ariel', the rival ship, by 20 minutes over a 99-day voyage from Foochow to London.\n\nGilman's also played an important part in promoting the Hong Kong and Shanghai Bank, when it was established in 1864, and it was represented on its Board in its earlier days.\n\nGilman's failed, however, to heed the warning that there was a growing preference for Indian and Ceylon teas in Britain, and, heavily indebted to its London agent Ashton & Company, it came close to bankruptcy. Gilmans had to abandon its Shanghai and Hankow branches in the 1880s. But, with the huge demand for joss sticks in Southern China, the agency for the Australian Sandalwood Company helped",
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        "id": 212336,
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        "series_slug": "histsyn-rashkb-journal-engine",
        "series_title": "RASHKB Journal 皇家亞洲學會香港分會學刊",
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        "document_key": "RAS-1990",
        "page_number": 278,
        "title": "RAS-1990",
        "content_text": "255\n\nThe Hong Kong Guide 1893 (republished 1982)\n\nHughes, Richard, Borrowed Place Borrowed Time, Hong Kong and its Many Faces\n\n(London 1968, reprinted 1976)\n\nHunter, W.C., The \"Fan Kwac\" at Canton Before Treaty Days 1825-1844 (republished 1965)\n\nHutcheon, Robin, The Blue Flame, 125 Years of Town Gas in Hong Kong (1987) Hutcheon, Robin, Wharf. The First Hundred Years, 1886-1986 (1986)\n\nIngrams, Harold, Hong Kong (London, 1952)\n\nJardine, Matheson & Company... an historical sketch (undated)\n\nJarrell, Old Hong Kong\n\nJones, Stephanie, Two Centuries of Overseas Trading. The Origins and Growth of the Inchcape Group) (England, 1986)\n\nKing, Frank H.H., The History of the Hong Kong and Shanghai Banking Corporation, vols. I to IV\n\nLawrence, Anthony, and Frederick Amentrout, The Taipan Traders\n\nLiu Kwang-ching, Anglo-American Steamship Rivalry in China 1862-1874 (Harvard 1962) Luff, John, Hong Kong Cavalcade (1968)\n\nLuff, John, The Hidden Years, Hong Kong 1947-1945 (1967)\n\nLuff, John, The Hong Kong Story (circa late 1960s) MacMillan, Alistair, Seaports of the Far East (1925)\n\nMorris, Jan, Hong Kong, Xianggang (England, 1988) Murray, Simon, Legionnaire (England, 1980)\n\nPeak Tramway. 1888–1988\n\nPresent Day Impressions of the Far East and Prominent and Progressive Chinese at Home and Abroad, Managing Director W.H. Morton-Cameron, Editor-in Chief W. Feldwick (1917)\n\nRoyal Asiatic Society, Hong Kong Branch, journals, various\n\nThe Thistle and the Jade. A Celebration of 150 Years of Jardine. Matheson & Co. Editor Maggie Keswick (London, 1982)\n\nTwentieth Century Impressions of Hong Kong. Shanghai, and Other Treaty Ports of China, Editor in Chief Arnold Wright (1908)\n\nWong Siu-lun, Emigrant Entrepreneurs: Shanghai Industrialists In Hong Kong (1988)\n\nUNPUBLISHED BOOKS\n\nBook 1, The Canton Dispensary 1828-1838 Book II, The Hong Kong Dispensary 1841-1862 Book III, A.S. Watson and Company 1862-1886\n\nCOMPANY BROCHURES, LEAFLETS AND MAGAZINES\n\nA.S. Watson & Co., Limited\n\nBrief History: The Hong Kong and Shanghai Banking Corporation\n\nChina Light and Power Co. Ltd. (annual reports)\n\nDeacon's\n\nThe Elements of Power, China Light & Power\n\nHistory of Hong Kong & China Gas Co. Ltd\n\nHong Kong Bank Group Magazines\n\nHong Kong Land 1889/1989\n\nHong Kong's Noonday Gun (Jardine)\n\nHutchison Whampoa Limited (annual reports)\n\nInchcape: The International Services and Marketing Group A Pictorial History of Hong Kong Electric Standard Chartered News",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1990.txt",
        "external_url": "https://digitalrepository.lib.hku.hk/catalog/d79206299",
        "rank": 0
    },
    {
        "id": 213225,
        "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-1994",
        "page_number": 47,
        "title": "RAS-1994",
        "content_text": "26 \n\nJan, 1869). Ferdinand Nissen retired in 1876 because of ill-health (DP 2 Jan. 1877). Hans Christian Heinrich Hoppius — usually known as Heinrich \n\ndied in Hong Kong on 12 December 1894 aged fifty-four. He had arrived in Hong Kong in 1862 at the age of twenty-one. He had been the President of the German Club since its establishment (DP 13 Dec. 1894). He was apparently unmarried as he mentions neither wife nor children in \n\nhis will. \n\nWhen Mr. Joost left the firm in 1873 two new partners were admitted, Albert Gultzow and Paul Gerhard Hubbe (DP 28 Jan. 1874). Mr. Gultzow is not on the Hong Kong jury list after 1885. Mr. Hubbe retired from the firm in 1886 (DP 2 Mar. 1887). Nicolaus August Siebs joined the firm in 1881 (DP 2 Jan. 1882, though the original text refers to 1877, it is likely to be a typo or OCR error as the context suggests a later date). The branch at Canton was closed for some years but reopened in 1877 (ibid). The business of the Foochow branch was transferred to Gustav Siemssen in 1888 for him to continue in his own name (DP 30 Jan. 1888). \n\nAt the time of liquidation in 1914 the partners were A. Fuchs in Hamburg, O. Stuckmeyer in Shanghai, H.A. Siebs in Hong Kong, E. Sibert in Hankow and E. Hoeft in Tsingtau. \n\nThe firm was operating a coastal steamer service of three vessels in 1872. Within twenty years the firm's shipping interests had expanded to the China Coast Navigation Co, the German Steamship Co. of Hamburg and the Kingsin Line. In 1893 the firm represented some twenty insurance companies, most of them were German-based. \n\nArnhold, Karberg and Co, \n\nArnhold, Karberg and Co. was established in September 1866 by Jacob Arnhold, Peter Karberg, and Alexander Levysohn. The new company was a reorganisation of the former Oxford and Co. which in turn was the reorganised firm of L.E. Lebert and Oxford of Canton. The following notice was published in a Hong Kong newspaper: \"Interest of L.E. Lebert of Hamburg ceased 4 December last [1857] in L.E. Lebert and Oxford of Canton, from this date business will be carried on as Oxford and Co. A. Bourjau and C.A. Hubener are authorized to sign. Macao, 12 February 1858,\" (FC 18 Mar. 1858). Messrs. Bourjau and Hubener later opened a business under their own names. In June 1865 Joseph Oxford, Henry Danziger, Jacob Arnhold, and Alexander Cosman Levysohn, trading under",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1994.txt",
        "external_url": "https://digitalrepository.lib.hku.hk/catalog/zk522640g",
        "rank": 0
    }
]