[
    {
        "id": 210167,
        "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-1984",
        "page_number": 138,
        "title": "RAS-1984",
        "content_text": "117\n\nmight, then, depend on the existence of a local junk trade. Such a trade existed east and west of the island, before and after British rule, and though it cannot be proved that they did act in this way, there were certainly fearful attacks outside the Lyemun Passage in the 1840s and after, with piratical craft from or operating out of Shau Kei Wan blamed among others.11 At the least, the town's shopkeepers probably victualled pirates and helped to sell or dispose of stolen goods.\n\n41\n\nAn experienced official wrote at a later time:\n\n\"Previous to 1866, Piracy in Colonial and neighbouring waters was of common occurrence, and Shau Kei Wan bore a very bad name as the centre where Junks fitted out for piratical purposes. Its close proximity to the Lyemun Pass enabled Masters of heavily manned and armed Junks to follow vessels that had been ascertained to have opium, or other valuable cargo, on board. These were too frequently come up with and attacked at night, stinkpots and arms of all descriptions being freely used.\" Governor MacDonell's \"notice was [then] attracted to the unenviable character Hong Kong bore as a Pirate resort.1,42\n\nThe demands of agriculture and shopkeeping, and the pleasures of occasional or indirect piracy apart, the main pursuits of Hong Kong at the time of its cession were the production and export of granite building slabs and the trade in fish, landed by fishing vessels at the coastal market villages, and there dried and salted, and then graded, warehoused and subsequently shipped out to major centres of population in the surrounding and adjacent parts of China. Quotations from contemporary sources confirm the position. Charles Gutzlaff, Prussian missionary and civil servant, holding at the time the appointment of Chinese Secretary to the Government of Hong Kong, wrote in 1846:\n\n\"The only produce of Hong Kong, for exportation, is granite, and, though a very contemptible article, still it employs many hands, a great number of boats, each about 70 to 100 tons, and some capital. There are seldom less than a hundred of the above craft which monthly leave this with a full cargo for the",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1984.txt",
        "external_url": "https://digitalrepository.lib.hku.hk/catalog/5h73wh572",
        "rank": 0
    },
    {
        "id": 211122,
        "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": 183,
        "title": "RAS-1987",
        "content_text": "158\n\nsent to Hongkong to inquire into the affair and in consequence the petitioners had gone into hiding.\n\nIn the petition, the Chinese merchants humbly requested Her Majesty to intercede for them with the Chinese Government in the case of the seizure of a junk called the Kum Hop Shing.\n\nIt had been stopped near the Lyemun Pass in January 1874, as it neared Hongkong from Taiwan.\n\nWhen it could not produce a receipt bearing the \"Grand Chop\" for duties paid on its cargo, the junk was taken to Canton where it was sold at auction.\n\nThe Hongkong merchants interested in the affair held that no document with the \"Grand Chop\" was needed for goods coming to Hongkong from Taiwan.\n\nThey first appealed to the British Consul at Canton for redress. He told them the question must be referred to him through the Hongkong Government.\n\nThis then was done, but the final decision of the consul was that the Chinese were within their rights in seizing the vessel. This, of course, from the Hongkong view, was most unsatisfactory.\n\nThe petitioners firmly believed that the consul's decision was wrong and had only been made because he had been \"cajoled by Canton authorities.\"\n\nThey claimed that the promise made by Captain Charles Elliot, the British Plenipotentiary for Trade in China, in a proclamation he issued in June 1841, was not being honoured. The document was entitled (they said) \"An Invitation to Chinese Merchants.\"\n\nThe petitioners of 1874 regarded the 1841 proclamation as the constitutional foundation stone of their position in Hongkong.\n\nCaptain Charles Elliot had stated that \"merchants and traders of Canton and all parts of the Empire... have free permission",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1987.txt",
        "external_url": "https://digitalrepository.lib.hku.hk/catalog/rx919b522",
        "rank": 0
    },
    {
        "id": 215815,
        "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": 114,
        "title": "RAS-2002",
        "content_text": "47\n\nHarbour, and engulfed everything in their way up to a quarter mile (400 meters) inland. At least 200 people were killed (a heavy loss, considering that the area was sparsely populated back then), and the Tai Po Road (one of Hong Kong's few major roads at the time) and KCR were temporarily put out of commission, which isolated the survivors from the rest of Hong Kong for two days.26\n\nIn Victoria Harbour (between Kowloon and Hong Kong Island), 28 of the 101 steam vessels present were stranded, resulting in five deaths. Shore facilities on both sides of the harbour were wrecked, including Kai Tak Airfield. Fortunately for this part of Hong Kong, which was and remains the most congested part of the territory, no tidal wave struck here because the eastern entrance at Lyemun Pass was too narrow for enough water to break through. But Victoria Harbour was still vulnerable to strong winds and rough seas, which were what caused all that damage in its vicinity.27\n\nThe implications that the \"Great Typhoon of September 1937” (typhoons didn't acquire female names until after the war) had on a potential Allied landing in Hong Kong were profound. First, all kinds of operations would be impossible during a typhoon. Everyone would worry about how to take shelter from the storm rather than fight the enemy. Given the expected relative positions of the two sides, the Allies were sure to be more exposed to the elements than the Japanese because they were on the offensive and had to establish LoC inland. Second, Hong Kong was intended to serve as a port of entry for LoC into China. With its extensive waterfront facilities, Victoria Harbour would have served as the primary berthing area for ships, and Tolo Harbour was considered a good secondary anchorage. Depending on the path of any typhoon that hits Hong Kong, Victoria Harbour may be afforded some protection by the mountains that surrounded it on the Kowloon side.28 Tolo Harbour (and neighbouring Plover Cove) was roomy and calm enough for ships - as long as there was no typhoon.29\n\nOnce a typhoon hits Tolo Harbour, as it did in 1937, this area is at a disadvantage. Typhoons usually approach Hong Kong from the east or southeast, and Tolo Channel and Tolo Harbour are in the eastern part of Hong Kong. The winds in a typhoon blow in an anti-clockwise direction, which is an arc-like motion from east to west when one is facing north. In the case of Tolo Channel (which is the outlet to the sea",
        "txt_file_path": "txt/dfo323lmgvd/RAS-2002.txt",
        "external_url": "https://digitalrepository.lib.hku.hk/catalog/mp4901278",
        "rank": 0
    },
    {
        "id": 215935,
        "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": 234,
        "title": "RAS-2002",
        "content_text": "168\n\nparticularly vulnerable to guerrilla harassment. SOE targeted China in its plans, but had to hold them in abeyance pending the outright declaration of war, since Britain was supposed to be neutral.\n\nKendall and his friend Eddie Teesdale were trained at the SOE base at Singapore. Kendall also had explosives experience from his days as a mining engineer. Kendall organised a group of hand-picked volunteers, who included the talented Administrative Cadet Ronald Holmes, a Russian-born businessman named Monia Talan, a PE instructor Colin McEwan, Dr Harry Talbot, Bobby Thompson, Hugh Williamson, all to play a role later in underground services. In addition, two police officers trained with them to learn SOE techniques. Intriguingly, with the group was also at least one Chinese, a man recorded only as ‘Brigadier Lee of North China.'\n\nKendall's men met secretly at a camp near Kam Tin, each weekend, usually trained by Teesdale, as Kendall was often in China. They received training in cipher and intelligence work, weapons, wireless and explosives. They also spent much time literally walking through the scrubland, often in the dark, getting to know the trails and terrain at first hand, in preparation for the day that they would have to work behind Japanese lines. Weapons were stored in Kendall's bungalow near Shing Mun, where Holmes and Teesdale lived for extended periods. They also set up five hidden stores, for supply in the event of a prolonged campaign behind Japanese lines. In the event, the Japanese found the main store, in a cave on Tai Mo Shan about 1,800 feet up on the south-east slope. Another was in an old lead mine at Lin Ma Hang, near the border at Sha Tau Kok. It was later raided by villagers, who would have seen troops of Indian soldiers carrying supplies there on mules. On the outbreak of battle, Col Newnham ordered Kendall and Talan out of the New Territories and into Lyemun Pass, to fix limpet mines to scuttle a ship being used by the Japanese as an observation post.\n\nThe remaining SOE men in the New Territories, led by Holmes and Teesdale, spent a month behind Japanese lines, crossing back and forth across the border, collecting information, setting up contacts and reconnoitring.\n\nZ Force was by no means the only undercover agency operating in Hong Kong: there are hints and rumours of a much wider, high-level series of groups, but firm proof is hard to substantiate. By definition such work would be secret. For security reasons networks had to operate",
        "txt_file_path": "txt/dfo323lmgvd/RAS-2002.txt",
        "external_url": "https://digitalrepository.lib.hku.hk/catalog/mp4901278",
        "rank": 0
    },
    {
        "id": 216396,
        "series_id": 26,
        "series_slug": "histsyn-rashkb-journal-engine",
        "series_title": "RASHKB Journal 皇家亞洲學會香港分會學刊",
        "series_use_hku_proxy": false,
        "document_key": "RAS-2003",
        "page_number": 155,
        "title": "RAS-2003",
        "content_text": "105\n\nH.M.S. HERMES1: CHINA STATION, 1930/33\n\nJONATHAN PARKINSON\n\nIn volume 41 of the Society's Journal, pages 326/328, to illustrate his article Keith Stevens kindly reproduced photographs of the aircraft carrier HERMES at Hankow during the great floods of 1931.\n\nThis was not her only rather unusual experience of this commission.\n\nOn passage from Sheerness, where on 3rd October 1930 she had re-commissioned under the command of Captain E.J.G. Mackinnon, DSO, HERMES spent Christmas at Singapore. Approaching Hong Kong on Friday, 2nd January 1931 she passed Gap Rock2 at 0357 hours and four hours later flew off her aircraft of Flights 403 and 440 to Kai Tak. At 1039 she secured to No. 1 buoy in Victoria Harbour.\n\nThe Governor of Hong Kong at the time was Sir William Peel. He spent most of Tuesday, 20 January at sea in the ship witnessing flying exercises. The destroyer THRACIAN, Commander N.L. Veresmith, conveyed His Excellency from and back to the colony.\n\nAfter lunch on 5th June HERMES slipped for Wei-Hai-Wei. There the climate in summer enabled exercises to be carried out with greater zest than in the steamy waters off South China. Once clear of Lyemun Pass her aircraft flew on. She had an easy passage up the coast and through the Formosa Strait. During the morning of 9th June when crossing the Yellow Sea full power trials were carried out during which she achieved 25 knots. Just before noon, HERMES once more proceeding at her economical speed of 12 knots, the easternmost promontory of the Shantung peninsula was sighted.\n\nTwo hours later the atmosphere onboard changed abruptly.\n\nA signal was received from MARAZION,3 Commander E.A. Aylmer, reporting that the submarine POSEIDON had been sunk in a collision.\n\nCaptain Mackinnon altered course and increased speed to 19 knots. Another boiler was flashed up and shortly thereafter our ship was...",
        "txt_file_path": "txt/dfo323lmgvd/RAS-2003.txt",
        "external_url": "https://digitalrepository.lib.hku.hk/catalog/2v242g390",
        "rank": 0
    }
]