[ { "id": 204640, "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": 121, "title": "RAS-1963", "content_text": "108 \n\nA. D. BLUE \n\nprovided that the river be opened to foreign shipping. This commenced the modern or more correctly the European history of the river. \n\nBy the terms of the Treaty of Tientsin three ports on the river were opened to foreign shipping and trade - Chinkiang, Kiukiang, and Hankow, Hankow, by far the largest and most important of the three, was six hundred miles from the mouth of the river. The Franco-Chinese Treaty, signed at the same time, provided for the opening of Nanking. At that time, however, and for a further six years, Nanking was occupied by the Taiping rebels, and no attempt was made to trade there, and it was not until 1899 that the Chinese Maritime Customs opened a station there. \n\nWhen the Treaty of Tientsin was signed in 1858 most of the Lower Yangtse was in a disturbed state because of the Taiping Rebellion, and a great part of the river was under rebel control. In these circumstances, therefore, it was not expected that the river would be opened to foreign trade until the restoration of Imperial authority. Lord Elgin, the British Plenipotentiary, however, was unwilling to wait for this, and persuaded the Chinese authorities to allow him to make a voyage up the river. His expedition consisted of the frigates Retribution and Furious, and three small gunboats, Cruiser, Lee, and Dove. After being fired on by the rebels at two places, Hankow was reached on 6th December 1858, the first time it had been visited by a foreign ship. \n\nLord Elgin went ashore at several places on the river, and made short excursions into the country. He found the people to have no sympathy with the rebels, and thought they welcomed the prospect of foreign trade. He also thought them reasonably prosperous and contented, and not too heavily taxed. At Hankow he found coal and iron, the latter in abundance, also considerable quantities of imported cotton and woollen goods; but he formed the opinion that British manufacturers would have to exert themselves to supplant native goods. It was a pleasing fallacy, he wrote, to imagine that it was only the malign influence of intriguing mandarins which caused the Chinese to prefer native to foreign goods. James Matheson, one of the founders of Jardine, Matheson and Company, frankly admitted on several occasions the superiority of Chinese nankeens over Manchester cotton goods.", "txt_file_path": "txt/dfo323lmgvd/RAS-1963.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/4m90m091v", "rank": 0 }, { "id": 204642, "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": 123, "title": "RAS-1963", "content_text": "110\n\nLOWER YANGTSE\n\nHUPEH\n\nHankow\n\nDWILONA.\n\nLAKE\n\nAnking\n\nNanchang\n\nKIANGSI\n\nA. D. BLUE\n\nKIANGSU\n\nChakiang\n\nNandung,\n\nMuhu\n\nEAST\n\nCHINA SEA\n\nYANGTSE ESTUARY\n\nsung*\n\nShanghai\n\nHangchow\n\nHANGCHOW\n\nBAY\n\nNingpa\n\nCHEKIANG\n\nCHUSAN ARCHIPELAGO\n\n0\n\n120°E\n\n100 MILES 200\n\ntrade with foreign countries. In the following year Killick and Martin's famous tea clipper Challenger was towed up to Hankow by Lindsay's steamer Fire Cracker, and loaded the first cargo of tea at Hankow. It was cheaper to send tea to Hankow by water than by porterage over the Meiling Pass to Canton; so the opening of Hankow to foreign trade continued the decline of Canton as a tea port, which had commenced twenty years earlier with the opening of Foochow. Freights were considerably higher from Hankow, but so was insurance, and towing was also expensive. The Challenger was said to have paid £1,000 for being towed. Many famous clippers, such as the Cutty Sark, loaded tea at Hankow in the late 60's and early 70's.\n\nHankow, with its sister cities of Hanyang and Wuchang on the south side of the river, was at the heart of the Yangtse Valley, and was the main urban concentration in the interior of China. The French priest M. Huc, who travelled extensively through China in the years 1844-6, estimated the combined population of the three\n\nT", "txt_file_path": "txt/dfo323lmgvd/RAS-1963.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/4m90m091v", "rank": 0 }, { "id": 204646, "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": 127, "title": "RAS-1963", "content_text": "114 \n\nA. D. BLUE \n\nwith Howqua, the great Canton hong merchant, until 1861 and were also associated with Baring Brothers, the London bankers, shows that the Shanghai Steam Navigation Company was far from being a purely American concern. The initiative in its formation and its success, however, was almost entirely due to the determination and ability of the Shanghai heads of Russell and Company, and in particular to Edward Cunningham, the firm's managing partner in Shanghai in the vital years of 1862, 63, and '64.\n\nBecause of American influence in the early days, and the similarity between navigational problems on the Mississippi and on the Yangtse, the luxurious river steamers which plied on the Lower and Middle Yangtse during the heyday of foreign trade were very similar to the Mississippi steamers of Mark Twain's day. They had the same tall, narrow funnel, and the long promenade deck extending almost the whole length of the ship, which Hollywood has made so familiar. At the forward end of this deck was the dining saloon, and at the after end the lounge. Both of these were elegantly, and even ornately furnished, the entrance to the lounge being flanked with potted shrubs leading to a wide stairway down to the lower deck. The best cabins were on the promenade deck. Unfortunately no one with Mark Twain's genius has written a ‘Life on the Yangtse' to match his Life on the Mississippi, an omission now very unlikely to be repaired.\n\nIn his journey up the Yangtse and overland to Burma in 1874, which was to end in his tragic murder, A. R. Margary travelled from Shanghai to Hankow by the Shanghai Steam Navigation Company's Hirado.\" Margary described his cabin as large and airy, and the Hirado as a wonderful structure and not like a ship at all. She had a tall narrow funnel in front of each paddle box, tier upon tier of cabins built on the smallest possible hull, and the general appearance of a gaudy palace of pleasure full of windows and terraces floating upon the water. Margary continued by mandarin boat10 to Yochow, and then across the Tungting Lake and by the Yuan River to the border of Kweichow, and then completed his\n\n10\n\n\"The Hirado was one of the largest steamers on the river at this time, being of 1,294 gross tons. She had been built in America for Dent and Company in 1866, and sold by them to the Shanghai Steam Navigation Company in 1867.\n\n10 A long, narrow junk divided into 5 or 6 compartments.\n\n1", "txt_file_path": "txt/dfo323lmgvd/RAS-1963.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/4m90m091v", "rank": 0 }, { "id": 204654, "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": 135, "title": "RAS-1963", "content_text": "NAVIGATION ON THE YANGTSE \n\n121 \n\nA mere recital of the dates on which the different ports and sections of the Yangtse were opened to foreign trade gives little idea of the difficulties encountered in establishing regular steamer services on the river. Some of these difficulties were political, some economic, and some technical. Physical factors inclined to divide the river into three sections - Lower, Middle, and Upper. The Lower River was the 600 miles from the mouth to Hankow, navigable for ships of up to 10,000 tons in the high water season, and for ships of about half that size all year round. The Middle River was the 340 miles from Hankow to Ichang, and this was navigable for 3,000 ton ships in the high water season, and for slightly smaller ships all year round. The third section was the Upper River, the 400 miles from Ichang to Chungking, which included the famous Yangtse Gorges. At Chungking the bed of the river is 600 feet above sea level, as compared with 130 feet at Ichang, and it is this fall of 470 feet in 400 miles, 1.17 feet per mile, which is the cause of the strong currents and rapids in this section of the river. Only small, very powerful, and specially designed ships could navigate the Upper River. There are some seventy gorges and rapids on the Upper Yangtse, and at some places the river is only 150 yards wide. It is probably the most dangerous stretch of water in the world, and the Chinese estimated that one in ten of junks going through were seriously damaged, and one in twenty lost, while a thousand lives were lost each year. Judging by the many accidents and near accidents, and the callous disregard of life shown by junk men, this is probably an under-estimate. There is some justification, therefore, for an old Chinese saying that \"it is more difficult to ascend to Szechuen than to heaven\". \n\nDuring the high water season ships of up to 1,400 tons could navigate the Upper Yangtse between Ichang and Chungking, but in the low water season ships of less than half that size could do so. Companies operating on the Upper Yangtse, therefore, had two types of ship, one for the high water and one for the low water season. \n\nThere was a bewildering variety of native craft operating on the different sections of the Yangtse, ranging from the large ocean-going junks which sailed on the Lower River and to coast ports, to the smallest junks on the highest reaches of the river above \n\nPage 135\n\nPage 136", "txt_file_path": "txt/dfo323lmgvd/RAS-1963.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/4m90m091v", "rank": 0 }, { "id": 204655, "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": 136, "title": "RAS-1963", "content_text": "122\n\nA. D. BLUE\n\nChungking. Junks which sailed on the Middle River and above were designed for shoal water, and were lighter in construction as well as smaller than the Lower River junks, but still strong enough to withstand constant grounding. Naturally the largest type of junk was found on the Lower River, and this was as big as ocean-going junks. Such junks rarely went above Nanking. River junks were not usually painted like sea-going junks, but were coated with wood oil instead.\n\nOn the Upper River there were many types of junks, such as only the ingenuity of Chinese could devise. Among the more exotic types designed to cope with the peculiar and exacting conditions found on certain stretches of the Upper River were junks with crooked bows and others with crooked sterns. The largest junks on the Upper River were 120 feet long and carried 60 tons of cargo up river and about 90 tons down river, and took 25 to 60 days between Ichang and Chungking, depending on the season and state of the river. These large junks had a crew of about 100 men, of whom three-quarters were trackers.\n\nThe Yangtse is subject to remarkable changes in level, caused by the melting snows in Tibet, and by the time taken by these to reach the Lower River. In the high water season of summer the level in the Middle and Lower River is as much as 35 feet above the winter level. In August 1866 the rise at Hankow was 50 feet, and it has been twice as much in the Upper River. During floods great stretches of the Lower River become immense lakes, exceeding 20 miles in width at places between Nanking and Hankow. At such time no land can be seen between the deck of a river steamer and the distant foothills. Thousands of villages may be inundated during such a flood, and every few years when flooding is more than usually severe, hundreds of thousands of lives are lost. The greatest floods on record were those of the summer of 1931, when 25 million people in an area of 700,000 square miles were affected, and 140,000 were drowned. On this occasion the streets in the Wuhan cities were flooded to a depth of 9 feet, and the surrounding country to 35 feet. The Yangtse Valley is so fertile, however, and the pressure on the land so great, that the inhabitants always return when the river falls, after encamping in the hills during the floods.", "txt_file_path": "txt/dfo323lmgvd/RAS-1963.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/4m90m091v", "rank": 0 }, { "id": 204657, "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": 138, "title": "RAS-1963", "content_text": "124\n\nA. D. BLUB\n\nwith the Middle River steamers for the next stage of Ichang. At Ichang another change was made into the Upper River steamers for the journey through the Gorges to Chungking, where motor launches took over for the final stages to Sui Fu and Chengtu. In the high water season some of the Lower River steamers extended their run to Ichang, and some of the Upper River steamers extended their run to Sui Fu, but Chungking was usually regarded as the upper limit of navigation for all practical purposes.\n\nChungking became internationally famous when it became China's war time capital. Before that it was comparatively unknown to the outside world, although, under various names, a city has occupied the site for some 4,000 years. It is a unique site, a high, rocky bluff on the peninsula formed by the junction of the Yangtse and the Kialing Rivers, nearly 1,400 miles from the mouth of the Yangtse, and in the very heart of China. At this point the normal variation between high and low water seasons is 75 feet, and has been known to reach 100 feet. In the low water season the city is reached by innumerable broad flights of steps leading up from the river, most flights having 240 steps. The transport of goods from the river to the city provided work for an army of porters and ponies. Until 1934 all the water for the city was carried up those steps by coolies who earned the equivalent of a farthing for a load of two heavy wooden buckets.\n\nWhen A. G. Morrison passed through the city in 1894 he estimated the population to be about 200,000. He described the coolies as being hungry and wretched in the midst of plenty, and riddled with malaria and phthisis. Although he estimated that about 40% of the men and 5% of the women were opium smokers, he thought it a law-abiding city. Szechuen is one of the richest provinces in China, and Chungking's exports included silk, hides and skins, bristles, tung oil, musk, rhubarb, and wool, some of these things coming from Tibet.\n\nThe loss of the German steamer Suichsiang in 1900 and a narrow escape of H.M.S. Woodlark in the same year, coupled with the Boxer troubles, postponed the establishment of a regular steamer service between Ichang and Chungking for several years. When this was eventually established in 1908 the honour belonged to a Chinese company, the Szechuen Steam Navigation Company. The formation of this company was largely due to the inspiration", "txt_file_path": "txt/dfo323lmgvd/RAS-1963.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/4m90m091v", "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": 204661, "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": 142, "title": "RAS-1963", "content_text": "128\n\nA. D. BLUE\n\nan unofficial association of Chinese pilots stationed at Hankow, whose members were employed by the companies on this section of the river. For the Upper River there was a branch of the Chinese Pilotage Service, whose members were licensed by the Customs, and an apprenticeship of five years was required to qualify as a pilot on the Upper River.\n\nThe Yangtse was opened to foreign trade through British diplomatic and naval action, and the Yangtse Valley was always a particular preserve of British commerce and industry. This was tacitly recognised by the other Powers, even during periods of intense international rivalry. By the early 1920's it was estimated that British investment in the Yangtse Valley, including Shanghai, was over £200,000,000. This was almost as much as was invested in the whole of British India at that time, and much more than was invested in British Africa. More than half of the shipping regularly employed on the Yangtse was owned by two British companies—the China Navigation Company of John Swire of London, and the Indo-China Steam Navigation Company of Jardine Matheson and Company of Hong Kong. Both Companies also had substantial investments in other industries in the Yangtse Valley, as well as in docks, wharves, and warehouses.\n\nThe operations of the British Yangtse steamers were severely curtailed shortly after the outbreak of the Sino-Japanese War in 1937. Within a few months of the outbreak of the war the Japanese had captured Shanghai, and soon after that Nanking, the capital. The capital had previously been moved up river to Hankow, and when Hankow in turn was threatened it was moved further up to Chungking, which remained the capital for the remainder of the war. The capture of Hankow resulted in the closure of the Lower River to British shipping, but the services above Hankow were still maintained. After Ichang was captured in June 1940, a still more restricted service was maintained in the Upper River until the end of the war. No British ships operate on the Yangtse nowadays, and the Red Ensign is seen only on the rare occasions when a British ship under charter to the Chinese government visits Nanking or Hankow.\n\n17 By Shanghai is meant here the Chinese city surrounding the International Settlement and the French Concession.", "txt_file_path": "txt/dfo323lmgvd/RAS-1963.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/4m90m091v", "rank": 0 }, { "id": 204662, "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": 143, "title": "RAS-1963", "content_text": "NAVIGATION ON THE YANGTSE\n\n129\n\nMany of the Chinese government's most ambitious plans are connected with the Yangtse. The bridge at Wuhan, first mooted in 1913, was completed in 1958 at a cost of $35,000,000, and after only two years and four months work. This is of double-deck construction, and 4,465 feet long. The lower level carries a double railroad track, and the upper level vehicle and pedestrian lanes. The bridge crosses the river just below Hankow, and is high enough to allow the largest ocean ships likely to call at Hankow to pass under all year round. Then there is the Three Gorges Dam project, between Ichang and Chungking. This is to provide hydro-electric power, flood control, irrigation, and to improve navigation. A much greater project is the plan to divert Upper Yangtse water into the Yellow River, and surveys have been made to see how much of the Yangtse's flow can be diverted for this purpose.\n\nAt present that part of North and North West China drained by the Yellow River has 51% of the cultivated land of China, but only 7% of the surface water flow; while the area around and south of the Yangtse with only 33% of the cultivated land has over 76% of the surface water flow. From these vast schemes under-way or planned, it is plain that in the future the Yangtse will play an even greater role in China's history than in the past.", "txt_file_path": "txt/dfo323lmgvd/RAS-1963.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/4m90m091v", "rank": 0 }, { "id": 205329, "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": 91, "title": "RAS-1967", "content_text": "84 \n\nA. D. BLUE \n\nChina coasters came from all parts of the Commonwealth, but with a preponderance of English, Irish, Scots, and Welshmen. There was never any lack of Welshmen, and no coaster was complete without its Jones or Evans, invariably prefixed by 'Dai' or 'Taffy'. Australians and New Zealanders were not uncommon, and there were also a few Anglo-Indians. In my time, however, I can recall only one Canadian and one South African. One pleasant feature of coast life was the friendship and harmony between deck and engine departments, something still too rare on home ships. The small number of Europeans on the average coaster may have contributed to this, seldom more than three mates and four engineers, with the radio officer often a Hong Kong Chinese.\n\nThe riverboats were a special species of 'China coaster', and many of their officers spent their entire careers on the Yangtse. The Lower Riverboats, which ran between Shanghai and Hankow, operated a fortnightly schedule, of which three days were spent in Shanghai and two in Hankow. During the summer months of high water, however, some Lower Riverboats continued to Ichang, which extended their schedule to three weeks. Jardines, the China Navigation Company, and the China Merchants Steam Navigation Company each had a daily sailing from Shanghai to Hankow, calling at the intermediate ports, of which the most important were Chinkiang, Nanking, Wuhu, Anking, Kiukiang, and Yochow and Shasi on the Middle River between Hankow and Ichang. The China Navigation Company's Lower Riverboats left the French Bund at three o'clock in the morning, so that they could navigate the tricky Lungshan Crossing at the estuary in daylight, and it was not unknown for junior officers to miss their ship. By catching an early morning train from Shanghai, however, they could rejoin at Nanking in the afternoon, an extreme form of pierhead jump.\n\nIf riverboat men were a special species of 'China coaster', the men who sailed on the Upper Yangtse were a distinct sub-species. The Upper Riverboats ran between Ichang and Chungking, the section of the Yangtse which included the famous and spectacular Yangtse Gorges. The men on these ships had some justification for considering themselves the aristocrats of the China coast. The slightest error in navigation, or the slightest engine mishap, would almost certainly have meant a serious casualty. The Gorge boats", "txt_file_path": "txt/dfo323lmgvd/RAS-1967.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/0c488p70g", "rank": 0 }, { "id": 206774, "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": 51, "title": "RAS-1973", "content_text": "EARLY STEAMSHIPS IN CHINA\n\nA. D. BLUE*\n\nIn East Asia: The Modern Transformation, Professor J. K. Fairbank writes, \"This carrying trade on China's waterways was to prove the Westerners' main point of entry into the Chinese economy, for here the introduction of the steamship could alter the inherited technology\" As late as 1880 there was still not a single mile of railway in China, nor a single machine-driven loom or spindle. At that date, however, the three leading steamship companies owned forty-two steamships operating on the various routes on the Canton River, the Lower Yangtse, and between the various treaty ports on the coast. As K. C. Liu points out in his Anglo-American Steamship Rivalry in China, 1862-74, the steamship was not only a technological innovation. It was also a business innovation, because it brought with it new methods of capital organisation and management on a scale hitherto unknown in China. Many Chinese of the scholar-official class also recognised the importance of steamships, and of guns, and—by inference—the political system which made these things possible. From the mid 19th century onwards, memorial after memorial to the Throne emphasised this. Sir Charles Snow was not exaggerating so very much when he wrote that the steam engine helped to shape the modern world as much as Adam Smith or Napoleon. Unfortunately for China, officials closer to the Throne discouraged its occupants from pursuing modernisation.\n\nSteam navigation in China began in the south, on the Canton River, and—like so many other aspects of the Western invasion—came by way of India. The first steamship in Asia seems to have been the Nawab of Oude's steam yacht, about which little information has survived. According to Prinsep, this was built at Lucknow in 1819, and equipped with an eight horse-power engine sent out from England, so she must have been very small. She is said to have been capable of seven to eight knots, but when the Nawab tired of her was allowed to go to ruin. Apart from this, the first\n\n* Mr. Blue is well-known to readers of the Journal. An engineer officer of the British Merchant Marine since 1928, he has now contributed five articles on Eastern marine subjects.", "txt_file_path": "txt/dfo323lmgvd/RAS-1973.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/8910rj06r", "rank": 0 }, { "id": 210956, "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": 18, "title": "RAS-1987", "content_text": "June 24\n\nJuly 15\n\nProf. Alan Griffiths\n\n\"Victorian Flower Power'\n\nMr. Phillip Bruce\n\n\"The Bogue Forts'\n\nSeptember 29\n\nDr. Elizabeth Sinn\n\n'Kowloon Walled City' (repeat)\n\nOctober 17\n\nRev. Carl Smith\n\n\"History of the Wanchai District'\n\nOctober 28\n\nMr. Mitya New\n\n'Expatriates in Pre-Revolutionary China'\n\nNovember 27\n\nDr. Betty Wei Peh-T'i\n\n'Shanghai: Crucible of Modern China'\n\nFebruary 8\n\nMs. Veronica Pearson\n\n'Health and Welfare in Modern China'\n\nFebruary 27\n\nProf. Jean Chesneaux\n\n'China in the eyes of French intellectuals'\n\nLocal tours were made to the following places of interest: Wanchai and the Ruttonjee Sanitorium (7 November, led by Rev. Carl Smith and Dr. Elizabeth Sinn), Stonecutters Island (3 December, led by Phillip Bruce), the Hong Kong Bank Picture Collection (18 December, led by Mrs. Anita Wilson), Tai Po and Island House (9 January, led by Dr. Patrick Hase) and Sam Tung Uk Museum and Tin Hau Temple in Tsuen Wan (10 February, led by Dr. James Hayes).\n\nTours outside Hong Kong included two visits to Shekou, Humen and the Bogue Forts on 18/19 and 25/26 July organised and led by Phillip Bruce, and an eight-day visit to the Yangtse River Gorges starting 29 August led by Dr. Michael Lau.\n\nYou will, I am sure, agree that these activities have given a great deal of pleasure to members of the Society. Our thanks and appre-\n\nviii", "txt_file_path": "txt/dfo323lmgvd/RAS-1987.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/rx919b522", "rank": 0 } ]