[ { "id": 204644, "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": 125, "title": "RAS-1963", "content_text": "112 \n\nA. D. BLUE \n\nYangtse was not an easy river to navigate, and with its swift currents and shoals presented problems very similar to those on American rivers, in particular to the Mississippi. The Americans made good use of their experience in river navigation, and were also more willing to carry cargo on deck to speed up loading and discharging. They were more partial to paddle than to screw steamers, the former being better against strong currents and for reversing off shoals. This combination of factors gave the Americans a decided advantage in the early years, and the Shanghai Steam Navigation Company, belonging to the famous American trading firm of Russell and Company, was the most important company on the river for the first fifteen years of foreign trade.\n\nThe 1860's on the Yangtse was in many respects a repetition of the 1840's and 50's on the coast. Great stretches of the river were still under Taiping control, and it was constantly patrolled by British warships. Lawlessness was common among Chinese and foreign traders alike, and shipping was liable to attack from rebels, Imperial war junks, and pirates indiscriminately. Many foreign ships were engaged in illegal and immoral trades, in flagrant disregard of treaty rights, let alone of the welfare and laws of China. This applies to the sailing ships and lorchas under foreign flags, rather than to the steamers run by the Shanghai Steam Navigation Company, the other American companies of Heard and Olyphant, and the British companies of Jardine, Dent, and Lindsay. Opium trading had been legalised by the Treaty of Tientsin, and for the first decade or two at least 20% of the foreign imports into Hankow by the steamers was opium.\n\nThe salt trade was a government monopoly, and the most common illegal activity on the river was salt smuggling. Salt could be bought for the price of rice at Eching, eighteen miles above Chinkiang, and sold further up the river for at least double the price to the great detriment of the salt gabelle. Then there were foreign adventurers who supplied arms and ammunition to the rebels, and others who, if not actually smuggling themselves, convoyed native junks which were smuggling.\n\n— \n\nThe Shanghai Steam Navigation Company was formed by Russell and Company in 1862 with American, British, and Chinese capital, and performed valuable pioneer work in developing river", "txt_file_path": "txt/dfo323lmgvd/RAS-1963.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/4m90m091v", "rank": 0 }, { "id": 204645, "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": 126, "title": "RAS-1963", "content_text": "NAVIGATION ON THE YANGTSE\n\n113\n\ntransport. It was so successful that by 1872 it had a fleet of 17 steamers, had established 9 depots on the river, and found it necessary to increase its capital from Tls. 1,000,000 to Tls. 2,000,000.\" During 1866 and 1867 the Shanghai Steam Navigation Company succeeded in obtaining almost a complete monopoly of the Yangtse river trade, at least in that part of it carried by foreign ships. In these two years the rival American company of Olyphant withdrew their two steamers, Jardine's transferred their two river steamers to the Hong Kong-Shanghai run, and the Shanghai Steam Navigation Company bought the steamers of Dent, Lindsay, and Heard. Their only remaining rivals were two steamers of the recently formed Union Steam Navigation Company, a Shanghai British company. These were not serious rivals to American supremacy, but in five years' time were to be sold to a new British company which was destined to challenge the American near monopoly on the river successfully.\n\nAlthough American steamers were supreme on the Yangtse at this time, and also prominent on some of the coast runs, British trading firms were still the most powerful foreign firms in the treaty ports as a whole, including the three newly opened ports on the Yangtse. British ships were also the most prominent in the foreign trade of China, including that from the Yangtse ports. In 1869, for instance, two British ocean steamers went up to Hankow at the height of the tea season and loaded direct for Europe, and were followed by six in 1870, and nine in 1871.* This, of course, was a serious challenge to the Shanghai Steam Navigation Company.\n\nCompany. Of the Shanghai Steam Navigation Company's 17 ships at this time only five had been built in America, six having been built in Britain, and six in Shanghai; while a good proportion of their captains and officers were British. This, together with the fact that Russell and Company always had a friendly alliance\n\n\"Of the original Tls. 1,000,000 capital about one third was contributed by members of Russell and Company, another third by foreign business men in Shanghai, of whom the majority were British, and the last third by Chinese business men, also in Shanghai.\n\n* Six of their steamers were on the Shanghai-Tientsin run, with calls at Chefoo, and two on the Shanghai-Ningpo run.\n\n? As the result of a triangular arrangement between the firms of Russell, Jardine and Dent, Jardine withdrew to the coast, and helped Dent financially, and Russell agreed not to increase their services on the coast.\n\n* One of these was Holt's Agamemnon and the other the Erl King. After this Holt's sent at least two ships to Hankow each season.", "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": 204649, "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": 130, "title": "RAS-1963", "content_text": "116\n\nA. D. BLUE\n\nThere was intense rivalry between John Swire's China Navigation Company and Russell's Shanghai Steam Navigation Company in the years before the latter's ships were sold to the China Merchants Steam Navigation Company. John Swire seems to have adopted and improved on Russell's methods of soliciting business from Chinese merchants, and making his shipping services and godown facilities as attractive to them as possible. This was a policy which the \"Princely Hong\" were much slower in adopting in their shipping services. It is amusing to read F. B. Forbes's exasperated comments on a dinner party which Swire's compradores gave for their Chinese freight brokers, and at which their European clerks were present and assisted in the hostly duties.12 Forbes thought this undignified, but one imagines his real grievance was that he had not thought of this himself.\n\nThe Chefoo Convention between Britain and China was signed in 1876, following the murder of A. R. Margary, a British consular officer, on the border between Burma and China. The connection between the two events may appear remote, but at this time the murder of a foreigner, or any untoward outburst of xenophobia on the part of the Chinese, was often followed by China being compelled to surrender some of her territory or sovereignty to the foreign power concerned. In this instance the Chefoo Convention provided for the opening to foreign trade of several more ports on the coast, and a further 340 miles on the Yangtse, the section between Hankow and Ichang known as the Middle River. Ichang, at the upper end of the Middle River, became a treaty port, and also Wuhu, a port between Nanking and Kiukiang. At the same time, Anking, Hichow, Luhchow, Tatung, and Wusueh, were opened to foreign trade as ports of call. These were ports where passengers and cargo could be loaded and discharged, but where foreigners had no rights of residence. All these ports of call, except Luhchow, were below Hankow; Luhchow being on the Middle River 70 miles above Hankow.\n\nF. B. Forbes was a nephew of P. S. Forbes, a former head of Russell and Company in America. He was a director of the Shanghai Steam Navigation Company from 1863 to 1866, and from 1868 to 1872, and president from 1872 to 1874.", "txt_file_path": "txt/dfo323lmgvd/RAS-1963.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/4m90m091v", "rank": 0 }, { "id": 204663, "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": 144, "title": "RAS-1963", "content_text": "130\n\nA. D. BLUE\n\nAPPENDIX\n\nMain Companies mentioned in this article with ships plying on\n\nthe Yangtse.\n\nSHANGHAI STEAM NAVIGATION COMPANY 1862-1877.\n\nFounded by Russell & Co.\n\nCHINA NAVIGATION COMPANY. Founded 1872 by John Swire. Managed by John Swire & Sons of London, and represented in the Far East by Butterfield and Swire. This Company still runs on the China Coast.\n\nCHINA MERCHANTS STEAM NAVIGATION COMPANY.\n\nFounded 1873. Chinese owned. It still continues to operate.\n\nINDO-CHINA STEAM NAVIGATION COMPANY.\n\nFounded 1881 by Jardine, Matheson & Co. Now operates in the Far East generally with occasional calls at China ports.\n\nNISSHIN KISEN KAISHA. Founded 1907. Japanese owned.\n\nSZECHUEN STEAM NAVIGATION COMPANY. Founded 1908. Chinese owned.\n\n1", "txt_file_path": "txt/dfo323lmgvd/RAS-1963.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/4m90m091v", "rank": 0 }, { "id": 204715, "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": 18, "title": "RAS-1964", "content_text": "9\n\nJOURNAL OF OCCURRANCES AT CANTON\n\nDuring the cessation of trade at Canton 1839\n\nThe manuscript of this Journal was discovered in the library of the Boston Athenaeum by Professor E. W. Ellsworth, who transcribed it and sent it as a contribution to the Journal of the Hong Kong Branch of the Royal Asiatic Society. Although it is not possible to claim categorically that it is by W. C. Hunter it is felt that it is a valuable contribution to our knowledge of this period and therefore worthy of publication in its own right.\n\nThe Introduction by Professor E. W. Ellsworth is followed by the transcription of the actual Journal with added notes contributed by Sir Lindsay T. Ride and J. L. Cranmer-Byng.\n\nINTRODUCTION TO THE JOURNAL\n\nE. W. ELLSWORTH\n\nWilliam C. Hunter of New York traveled to China in 1824. For the next two years as a necessary prelude to a business career he studied Chinese at the Anglo-Chinese College at Malacca. Thereafter he was employed by Thomas H. Smith and Son until the company ceased operation in China in 1827. Hunter then returned to the United States but he had been fascinated with the Far East and went back within a few months. In 1829 he joined Russell and Company and remained with the firm in China for fourteen years.\n\nHunter's associates in this largest and most famous American trading association in China were A. A. Low of Salem, Massachusetts and later Brooklyn, New York, who diligently amassed a magnificent fortune and also Robert Bennett Forbes and Joseph Coolidge members of illustrious New England families.\n\nThe comfortable existence and, indeed, complacency of Hunter and the foreign commercial community at Canton was rudely shaken by developments in early 1839 which were the opening salvos of the Opium War. The longstanding problem of opium traffic in China arose with a new intensity that was sparked by dedicated reformers. Drug addiction was a fairly widespread vice compounded by economic overtones; foreigners", "txt_file_path": "txt/dfo323lmgvd/RAS-1964.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/qz20zx09r", "rank": 0 }, { "id": 204718, "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": 21, "title": "RAS-1964", "content_text": "12\n\nW. C. HUNTER\n\nThe Hunter Journal was presented to the Boston Athenaeum by Dr. Robert W. Hooper on March 27, 1858. Hooper was born in Marblehead, Massachusetts in 1810, graduated from Harvard College in 1830, received a medical degree from the same institution six years later, and thereafter became a prominent surgeon in Boston. Hooper was also a bibliophile and a trustee of the Boston Athenaeum who added substantially to its holdings by gifts. It is impossible to establish definitely how he obtained the Hunter Journal, but it seems probable that it came from his wife's family. In 1837 he married Ellen Sturgis, daughter of William Sturgis who was active in the Orient trade. Many Massachusetts men engaged in the China trade were related. In 1788 Thomas Handasyd Perkins went to China on the Astraea and launched a commercial venture with the aid of his elder brother James. 1803 their nephew J. P. Cushing also travelled there and managed the business until 1828. Other nephews of T. H. Perkins, James Sturgis, and Charles Bennet Forbes also prospered in the China trade. In 1833 the third generation of the family left Boston for the Orient and for the next decade divided his time between Manila and Canton. William Hunter was a business associate of both R. B. Forbes and Russell Sturgis and mentioned the latter in his Journal, Julian Sturgis, son of Russell had vivid memories of Hunter.\n\nIn\n\nI remember Mr. Hunter visiting my parents at Walton (England) when I was a boy, a handsome, courteous man with a brown face and white moustache, like a fine type of Anglo-Indian, and speaking Chinese for our amusement with so soft a voice that I have often wondered how much of that soft musical quality was due to him and how much inherent in that unknown tongue.2\n\nHunter finally left Canton and closed Russell and Company in May 1841. This move was recorded in the letters of William Henry Low, a young man in his twenties who arrived in Canton in September 1839 and joined his brother A. A. Low in Russell and Company.\n\n1 Russell Sturgis joined Baring Brothers and Co. of London after he ended his commercial ventures in China about 1849. He became senior partner of the English firm in 1873.\n\n2 Julian Sturgis, From Books and Papers of Russell Sturgis (Oxford, 1893), p. 206.", "txt_file_path": "txt/dfo323lmgvd/RAS-1964.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/qz20zx09r", "rank": 0 }, { "id": 204974, "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": 82, "title": "RAS-1965", "content_text": "PIRACY ON THE CHINA COAST\n\n73\n\nofficial agreement between the two countries to refer to piracy. and Article 52 gave British warships permission, when in pursuit of pirates, to enter any port on the coast. Provision was also made for co-operation between the Royal Navy and the Chinese for punishment of pirates, restoration of stolen goods, and so on, and later treaties and agreements followed the same pattern. Unfortunately, experience proved that the Chinese had undertaken more than they could carry out; and that the provincial authorities were as often unwilling, as unable, to implement the pledges of the Peking Government.\n\nThe pirates on the coast in the 1840's, 50's, and 60's, included British, American, French, and other foreign renegades, who often worked in league with Chinese merchants in Hong Kong and the treaty ports. The system of ship registry then in force in Hong Kong was even more liable to abuse than the present system, and allowed Chinese shipowners an easy means of claiming the protection of certain foreign flags. This increased the difficulties of the Navy, already hard pressed to distinguish between convoy and pirate, and between pirate, trader, and fisherman.\n\nThe most famous renegade among the pirates in the 1850's was an American sailor called Eli Boggs, for whose capture the Hong Kong Government offered a reward of $1,000. This was won by an even more famous American sailor, more often associated with blackbirding in the Pacific, than with piracy on the China coast. Captain Bully Hayes, however, made his debut on the China coast, and when that part of the world became too hot for him he moved south to Australasian and Pacific waters.\n\nHayes first appeared in the Far East in 1854 at Singapore, as master of the American barque, Canton. He was then twenty-five years old. After selling the Canton, which did not belong to him, he appeared in Hong Kong a few months later as master of another American barque, the Otranto, which was probably under charter to the famous American house of Russell and Company. In Hong Kong's Victoria Hotel, and in the company of the masters of two Jardine opium clippers, Long John Saunders of the Chin Chin and King Tom Donovan of the Spray, Hayes made the acquaintance of some naval officers, and for the rest of his time on the coast he was a great favourite with the Navy. During", "txt_file_path": "txt/dfo323lmgvd/RAS-1965.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/s752cj653", "rank": 0 }, { "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.", "txt_file_path": "txt/dfo323lmgvd/RAS-1965.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/s752cj653", "rank": 0 }, { "id": 205964, "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": 44, "title": "RAS-1970", "content_text": "HONG KONG CADETS, 1862 - 1941\n\n39\n\nwhere the need was pressing; for often the courts could not sit at all for want of interpreters and as frequently had to adjourn owing to incorrect interpretation. Sir Hercules' plan was that 'the cadets should be under 20 years of age; that they should be chosen from any of the Colleges, and not from King's College alone, as at present in the consular service.........on arriving in China, they would have teachers provided for them; when competent, as they might be in three years.........they should be considered preferable (after a further two years of experience in administration) to any office in the Civil Service that did not involve a professional training.\" The Council liked the scheme and the Secretary of State gave his approval. Regulations governing the cadetships were then published in the Government Gazette on 12 October 1861. The Regulations stipulated that 'at the end of two years' study or as soon afterwards as they shall be declared qualified by a Board of Competent Examiners, the first three Cadets shall be appointed Government Interpreters, and be employed in such of the departments as may require their services (and that) after three years' service they will be considered eligible by the Secretary of State for promotion to the higher offices in the Civil Service of Hong Kong. As it turned out, the first three cadets never held the position of interpreter. They were in such demand and were promoted so swiftly to substantive posts that their promotion was a de facto violation of the published regulations.\n\nThe first three cadets were appointed in 1862 and arrived in Hong Kong late that year. They were M. S. Tonnochy,12 W. M. Deane13 and Cecil Clementi Smith.14 There were further appointments in 1865 — Alfred Lister,15 James Russell,16 and R. G. Starkey, but the last resigned within a year and joined the North China Insurance Company. H. E. Wodehouse17 was appointed in 1867 and J. H. Stewart Lockhart18 in 1879, after an interregnum of 12 years during which the scheme was in abeyance. Only 14 cadets were appointed during the rest of the century, among them Francis Henry May19 (1881), Reginald Fleming Johnston20 (1898), and Cecil Clementi (1899), all of whom were to distinguish themselves at a later date.\n\nThe early cadets had meteoric careers. They all received acting posts before their period of study was up. Smith became", "txt_file_path": "txt/dfo323lmgvd/RAS-1970.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/ww72j0241", "rank": 0 }, { "id": 206218, "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-1971", "page_number": 35, "title": "RAS-1971", "content_text": "THE TAIPINGS AT NINGPO\n\n29\n\nNingpo, for a long time had been a difficult city to administer, but the Taiping occupation seems in retrospect to have been an exceptional period. To better appreciate this it is worth considering Ningpo in a somewhat broader perspective. For example, a year and a half before the Taipings took the city, a Jardine Matheson Company agent reported that the Ch'ing officials were unable to control the pirate-infested countryside.41 Three months after the Taipings left Ningpo, the Jardine agent gloomily reported that trade was bad and would remain so until \"a stop was put to the squeezing on the part of the Imperial Authorities.\"42 Six months after the departure of the Taipings, the agent revealed that Ningpo was in the throes of civil chaos. The unpopular tao-t'ai had been forced into hiding following a dispute with men from Frederick Townsend Ward's so-called Ever Victorious Army. The situation was resolved by Captain Dew who actually had to reoccupy the city. Dew and Harvey ignominiously had to search long and hard to find the affrighted Ch'ing official.43 Small wonder then, that the Jardine agent's report of January 1863, speaks of how the country people of Ningpo are now fondly recalling that the Taipings had always paid for what they took.44\n\nJudgment on the victorious expulsion of the Taipings from Ningpo has been varied. Consul Harvey congratulated himself:\n\nFor my part, let me state that it will be a source of great satisfaction and I may add, of pride, in after time to think that I have been placed in a position to use my feeble pen, and to have exercised my humble powers (always within the limits of my official duties) in weakening and undermining, as perseveringly and indefatigably as I have been able, the most gigantic imposture and the most blasphemous structure that ever disgraced ancient or modern pages.45\n\nForeign Secretary Russell, from London, also congratulated Harvey for the \"judgment, courage, and temper, which he displayed on all occasions....\"46 Another influential writer on these events termed Dew's accomplishment \"a brilliant feat of arms.\"47 But the Hong Kong Daily Press, for one, expressed the view of many contemporaries: \"There never was a falser, more unprovoked, or more unjustifiable act than the taking of Ningpo by the allies from the Taipings. It should, in fairness, be recorded to the eternal disgrace of Captain Roderick Dew, of HMS En-", "txt_file_path": "txt/dfo323lmgvd/RAS-1971.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/z029vt43g", "rank": 0 }, { "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", "external_url": "https://digitalrepository.lib.hku.hk/catalog/8910rj06r", "rank": 0 }, { "id": 206782, "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": 59, "title": "RAS-1973", "content_text": "EARLY STEAMSHIPS IN CHINA\n\n53\n\nHong Kong on 30th August 1849, just six months after the arrival of the P. and O's Canton. The second ship, the Hong Kong, arrived barely a month later. They went into service soon after their arrival, but not until modifications to the Canton's engines in early 1850, could they be said to be operating a regular service. They then commenced a regular schedule, leaving Hong Kong and Canton every Monday, Wednesday, and Friday at 8.00 a.m., and calling at Macao and Cumsingmoon as inducement offered. Saloon passenger rates were $8.00 between Hong Kong and Canton; $5.00 between Hong Kong and Macao; and $1.00 for Chinese passengers between any two ports. Although the two Cantons and the Hong Kong were a great improvement on earlier steamships, they were still liable to frequent accidents and breakdowns, and still often withdrawn for the more lucrative towing and salvage work.\n\nOn 21st December 1854 the China Mail wrote:\n\nWe are now pretty well supplied with river steamers, having no fewer than seven (Hong Kong and Canton of the Hong Kong and Canton Steam Packet Company; Canton, Sir Charles Forbes and Tartar of P. and O; and Spark and Ann of Russell and Company). The River Bird is on its way out (from America) and other three (Rose, Thistle, and Shamrock) are being assembled in Hong Kong. There is plenty of room for all of them, however, for every day seems to raise river steamer traffic higher in the estimation of the natives, and a very short time will elapse before Chinese merchants become steamboat proprietors.\n\nThe Hong Kong and Canton Steam Packet Company, however, was not proving profitable, and the prospect of still more competition decided the company to wind up its affairs and offer its ships for sale. Shortly after this optimistic forecast by the China Mail, river traffic was almost completely disrupted—first by the continuing Taiping Rebellion and then by the Second China War.\n\nThe fortunes of steamships as a whole, however, were very little affected by these events. Several were chartered by the Royal Navy for service in the war, and others went on coast services to Shanghai and intermediate ports. During these troubled years the foreign factories at Canton were burned, and Canton was blockaded and then captured by the Anglo-French forces on 29th December 1857. After this the tide of war moved north to the Peiho River, and peace was quickly restored to the Canton River. Admiral Seymour gave", "txt_file_path": "txt/dfo323lmgvd/RAS-1973.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/8910rj06r", "rank": 0 }, { "id": 210333, "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": 304, "title": "RAS-1984", "content_text": "283\n\n11\n\nMurrow, Stephenson & Co. (AAR1-MIMO). He seized every chance to gain advantage and became rich. He was respected by the Chinese as well as by the foreigners. Later, he established the Heng Ch'ang (97) fuel company (R) by himself. At his suggestion, three steamers, the Russell (M), the Shamrock (A), and the Merry (4), began running between Hong Kong and Macao. Then he opened a Yü-sheng (4) Store (19) and a Yu-cheng (M = Esing) Bakery. The businesses expanded daily. Yu-cheng was a Bakery using western methods to produce the finest quality goods. Its products supplied all the water and land (residents) of Hong Kong.\n\nBecause he had too many workers, he had no time to check minute details. One day, through carelessness, a worker dropped some odd things (*) into the flour. When the westerners bought and ate the bread, they all felt sick and fainted. At that time, because the French and British had attacked Canton in 1856, the Chinese Government was preparing to declare war on the French and the British. Thus, the British suspected that he was commanded by the Chinese Government to poison the British, and prepared to prosecute him. However, because of his truth and honesty, he was soon released.\n\nBecause of this unhappy incident, he went back to Macao and opened a Hang-tai (48) store to sell western goods. He lived as if nothing had happened. Four years after, in 1860, when the French captured the six prefectures of Vietnam, a French lieutenant came to Macao and met him. The lieutenant made a contract with him for building several dozen junks (##). In 1862, when the construction was completed, he went personally to deliver the junks to the French in Vietnam.\n\nBecause of his loyalty and honesty, the French Governor (iti) requested him to do business in Vietnam. Thus, he stayed in Vietnam and travelled around the country. He saw that the country was rather poor, and that the houses were all made of mat and grass. He then bought machines and established four brick-kilns, (Yuan-heng (V), Li-cheng (i), Chien-mei (#), and Kun-mei (1)), and employed workers to make bricks and tiles for building houses.\n\nThe country soon became prosperous and populated, and merchants started to congregate in the country. There were 200 Hainan Chinese who sailed directly to Vietnam at that time. Because they did not know the French law, they were arrested and accused as pirates. Before they were all sent to be shot, he personally exerted himself in their", "txt_file_path": "txt/dfo323lmgvd/RAS-1984.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/5h73wh572", "rank": 0 }, { "id": 210818, "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-1986", "page_number": 169, "title": "RAS-1986", "content_text": "152\n\nCARL SMITH\n\nDutch parentage from Malacca, who soon became dissatisfied and left for a more adventurous life at sea; J.H. Moore, born in Macau, who left after a few years, married a beautiful 15-year-old girl from Malacca and then took up newspaper editing and some unprofitable business ventures at Malacca and Singapore; and a student from overseas, William Hunter, an American.\n\nHunter's reminiscences of his days at Malacca indicate he enjoyed them. He studied hard, for it is no easy task for a foreigner to acquire competency in written and spoken Chinese. He enjoyed the companionship of J.H. Moore. When not studying they took long walks, explored the countryside, observed the ways of the people, joined in the excitement of local festivals and shared in the homely life of the missionary staff of the college.\n\nHe studied at the college for 18 months. He had arrived a boy of 12, he left a confident young man of 14. He returned to Canton where he continued studying under the direction of the Rev. Robert Morrison, but he also began learning the business of the counting house and godown. The firm to which he was apprenticed went into liquidation and Hunter returned to New York. But the \"China bug\" had bitten him, and when an opportunity came to return to China in 1830 under the patronage of Russell and Company, he eagerly accepted it.\n\nThis firm had a long history in China trade. Its roots go back to 1789; it took on the name Russell and Co in 1824. It was the largest of the American firms operating in China. It finally failed in 1891, though some members of the firm reorganised in Hongkong as Shewan, Tomes and Co. The latter is still operating in Hongkong.\n\nOne gathers from his reminiscences and references to him by others that he was a pleasant, agreeable, but not an aggressively ambitious person.\n\nWhen Hunter was visiting one of his former business associates in England, a young son of the family met him. Later he described Mr. Hunter as \"a handsome, courteous man with a brown face and white moustache, like a fine type of Anglo-Indian, and speaking Chinese for our amusement with so soft a voice that I have often", "txt_file_path": "txt/dfo323lmgvd/RAS-1986.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/jq08c7063", "rank": 0 }, { "id": 210820, "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-1986", "page_number": 171, "title": "RAS-1986", "content_text": "154\n\nCARL SMITH\n\nCanton and Macau. In Macau he was a close friend of the eccentric painter George Chinnery. In one of Chinnery's paintings, Hunter appears in a group of men gathered informally on the verandah of the mansion occupied by the English firm of Dent and Co on the Praia Grande at Macau. Along with two other old friends of Chinnery's, Hunter maintained a watch beside the artist's bed the night of his death in 1852. He also helped to take charge of the deceased's effects. It is from Hunter that we have a number of interesting anecdotes about Chinnery.\n\nAfter Hunter left Russell and Company he did business on his own and connections with American firms, particularly Augustine Heard and Co, for whom he handled some of their Macau affairs.\n\nFrom 1864 to 1868, Hunter lived in Hongkong. During this time he was a member of the Heard firm. But in 1868, he retired and moved to Paris. In 1859 he was appointed French Consul at Macau.\n\nAs he grew older he suffered poor health. In 1886, it was thought his death was imminent. Notice was sent to his children and three of his daughters set sail for France. Their ship, the Victoria, went down at sea. One of the daughters drowned, the two others were rescued. The daughter who drowned was still single. This suggests that she may have been the crippled daughter mentioned by Lieut Preble in 1855. She had been taken to Hongkong by her mother for a series of operations to cut the tendons in her foot, which turned inward, so that it could resume a more normal position. At the time Preble mentioned the operations their ultimate success was not yet assured.\n\nWilliam Hunter survived the crisis which had summoned his daughters to his supposed death-bed for another five years. He died at Nice in 1891 aged about 80.\n\nWHEN LEGGE TOOK OVER ANGLO-CHINESE COLLEGE\n\nThe Rev. Dr. James Legge, famous for his translation of the Chinese Classics into English, moved the Anglo Chinese College from Malacca to Hongkong in 1843,", "txt_file_path": "txt/dfo323lmgvd/RAS-1986.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/jq08c7063", "rank": 0 }, { "id": 210869, "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-1986", "page_number": 220, "title": "RAS-1986", "content_text": "203\n\ned his brother by raising much of the capital needed to open the mines.\n\nIn 1883 King-sing was sent to Europe and America to inspect mining operations and machinery. His elder brother took over the management of the China Merchants' during his absence. It was a time of troubles.\n\nThe French were expanding their interests in south China and war broke out. As a precaution, the property of the China Merchants' was transferred to the firm of Russell and Company. This would prevent their ships from being seized by the French as they would be flying the American flag. After cessation of hostilities and peace was restored, the Chinese again assumed control.\n\nEven though Mow-chee assumed these extra duties, he retained his position with Jardines until his death. In his latter years, however, he was able to place the management of the compradore's office under the care of his son Tong Kidson.\n\nThis son had been one of the boys sent by the Chinese Government to be educated in the United States under the Chinese Educational Mission.\n\nThe scheme was initiated by Yung Wing who had been a classmate of Tong Mow-chee in the Morrison Education Society School. Several of Kidson's cousins were also students of the mission. The most famous was Tang Shao-i, a leading political figure during the Republican period, Tong Kai-son, or as he was also called, Tong Kwok-on, after following his father Tong King-sing in the administration of the Kaiping Mining Company, became the first President of Tsing Hua College in Peking. Tong Yuen-cham, a student of the mission and a graduate of Columbia University, New York City, became Director-General of the Imperial Chinese Telegraph Administration.\n\nNo doubt the position and influence of Tong King-sing and Tong Mow-chee enabled these students of the Educational Mission to arrive at their own high position in the Government of China in the early part of the 20th century.", "txt_file_path": "txt/dfo323lmgvd/RAS-1986.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/jq08c7063", "rank": 0 }, { "id": 212331, "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": 273, "title": "RAS-1990", "content_text": "250\n\ngenerating their own supplies, switched to Hong Kong Electric.\n\nIn 1924 there were 1,369 gas street lights, compared to 469 electric. By 1936, few gas lights remained.\n\nDuring the invasion, in December 1941, a small group of Hong Kong Electric engineers and other staff, a few of whom were veterans of Britain's past wars, held the Japanese at bay in the epic defence of the North Point Power Station. Casualties were heavy. Of these, Vincent Sorby, the general manager, later died of wounds in prison camp.\n\nExcept for early days and the war years, blackouts have totalled only two hours 50 minutes. One was caused by a fire at North Point Power Station in 1930, and another when a shoal of fish was sucked into the cooling system in the same year.\n\nChina Light and Power\n\nChina Light and Power is younger than Hong Kong Electric, and until it was established, apart from a few lamps, the streets of Kowloon went lightless at night. Robert George Shewan registered the company in 1900 (some records say 1901). His main business was as a partner in Shewan, Tomes and Company. Its predecessor was Samuel Russell and Company (liquidated in 1879), which started business in Canton in 1818, an American trading firm originating in Boston which merged with Perkins and Company, another American company, in 1842.\n\nLawrence (now Lord) Kadoorie, Hong Kong's first peer, was born in Hong Kong and raised in China. His father, who became Sir Elly Kadoorie, arrived in Hong Kong, via Bombay, in 1880 from Baghdad where his was one of the leading Jewish families. Lawrence Kadoorie joined the board of China Light and Power in 1930. Since then, he has been one of the driving forces in the company.\n\nChina Light and Power commissioned its first power station, at Hung Hom, in 1903. In 1989, the company supplied electricity to nearly 1,400,000 customers in Kowloon, the New Territories, Lantau, and some outlying islands. 'China Light' is not dealt with at such length here as Hong Kong Electric because it did not come into", "txt_file_path": "txt/dfo323lmgvd/RAS-1990.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/d79206299", "rank": 0 }, { "id": 213238, "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": 60, "title": "RAS-1994", "content_text": "39\n\nEmile Ernest William Vogel had previously been an assistant in the large American firm of Russell and Co. After Mr. Hagedorn and Mr. Vogel dissolved their partnership, Vogel continued in business as Vogel and Co, until he left Hong Kong in 1881/82.\n\nE and J Meyer, Meyer and Co, Garrels, Börner and Co, Meyer, Alabor and Co, Meverink and Co, Rodatz and Co\n\nThe firm of E. and J. Meyer was in operation by the year 1863. The 1866 Hong Kong Directory names the partners as Heinrich Constantine Meyer, Wilhelm Daniel Johannes Meyer (absent) and Otto Benecke. One of the assistants was G.C.F. Rodatz, who later went into business as Rodatz and Company. The same year the firm executed a deed of assignment of its assets to Frederick August Julius Menke and Albert Eduard Deetjen (GG 1 Dec. 1866). Heinrich Constantine Eduard Meyer later appears in 1891 as a partner in the firm of Meyer and Company.\n\nAt about the same time as the firm of E and J. Meyer closed, the firm of Bahlmann and Company had financial reversals. It was dissolved. The liquidators were A. Letham and Adolph Meyer (DP 25 Aug. 1866).\n\nAdolph Emil Meyer is on the Hong Kong jury lists in 1865 as a clerk of (E. and J.) Meyer and Co., in 1866 as a merchant in Bahlmann and Co., in 1867 as an independent broker, from 1868 to 1871 as a merchant, and then successively with Meyer, Alabor and Co. and Meyer and Co. He died in March, 1884 at Hamburg, aged thirty-nine. His obituary states he was a partner in Messrs. Meyer and Co, Hong Kong (DP 9 May 1884).\n\nJohannes Alabor and Adolph E. Meyer entered into a partnership about the year 1873. In 1872, J. Alabor is listed as an assistant to A.E. Meyer, and from 1869 to that year he was an assistant in Schellhass and Company. The partnership between Meyer and Alabor, as Meyer, Alabor and Co., was dissolved in 1876 (DP 1 May 1876). Shortly after, Mr. Alabor opened an office in his own name (DP 1 July 1876) until the year 1880, when there must have been financial reversals, for he then became an assistant in the firm of Lammert and Co. He died in Hong Kong in May 1891, leaving a small estate of $1,500 (GG, H.K. Probate Calendar, 1891). The interest of Adolph Meyer was acquired after his death by Heinrich Constantine Eduard Meyer, of Hamburg and London. Johann Heinrich Garrels, who had become a partner about 1884, retained his interest in the firm.\n\nPage 60\n\nPage 61", "txt_file_path": "txt/dfo323lmgvd/RAS-1994.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/zk522640g", "rank": 0 } ]