[
    {
        "id": 205383,
        "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": 145,
        "title": "RAS-1967",
        "content_text": "138\n\nSALT MANUFACTURE IN HONG KONG\n\nS. Y. LIN\n\nEditor's Note. This article, which is of considerable ethnographic and nearly thirty years after-historical interest, first appeared in the pre-war publication The Hong Kong Naturalist (1930-41), Volume X, No. 1, January 1940. The editor of this interesting series, Dr. G. A. C. Herklots, Reader in Biology at the University of Hong Kong 1928-45 and Principal and Director of Research at the Imperial College of Tropical Agriculture, Trinidad 1953-60, has kindly given permission to reproduce it here. It is hoped that the article will be of interest to present-day residents of Hong Kong as well as providing for scholars a record of salt-production on the South China coast by both the leaching (percolation) and solar (evaporation) processes, now practically defunct in Tai O where the salt pans have been almost deserted for several years past. The author, Dr. Shu-yen Lin, who is now with the Fisheries Division, Joint Commission on Rural Reconstruction Taipei, Taiwan (Formosa) has also expressed his agreement to the article being reproduced. I have added a few notes which, it is hoped, will be of some interest and may encourage others to take up this interesting subject in more detail.\n\nIn three places only is salt prepared from sea-water in the Colony namely at Tai O, a fishing village on Lantau island, Sha-taukok on the frontier in Starling Inlet and San Hui in Castle Peak Bay. Of these the first is the most important.\n\nThe salt marsh at Tai O, which occupies an area of about 70 acres and is enclosed by high dykes to prevent flooding at high tide or by storms, is owned by three companies, two of which are slightly bigger than the third. The annual production in 1938 amounted to about 25,000 piculs (1,488 tons) valued at about $27,500. A small portion is consumed locally, chiefly by the fishermen in the salting of fish, and all the rest is exported.\n\nThe companies lease the salines from Government and sub-let to individual salt-makers or hire them on a piece-wage basis in the form of shares in the profits. In the former case each salt-farmer leases a small saline of about 1/10 acre from the company, paying a rental of $2.00 per month, and endeavours to produce as much salt as possible from this limited area of land. The salt produced, however, must be sold to the company from which the saline has been leased. The company should be able to pay the farmer at a fixed price (50 cents per picul for 1938-1939), immediately on receiving the salt. On the average,",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1967.txt",
        "external_url": "https://digitalrepository.lib.hku.hk/catalog/0c488p70g",
        "rank": 0
    },
    {
        "id": 205509,
        "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-1968",
        "page_number": 51,
        "title": "RAS-1968",
        "content_text": "46\n\nT. J. LINDSAY\n\nThe first leg of the race from Hankow to the Red Buoy at Woosung caused a number of upsets as ships went aground. The trip down could take as little as about 36 to 38 hours, e.g. Glenartney, in 1879, while, by contrast, Loudon Castle was hard aground near Wuhu during the night and had to unload most of her cargo and be dug out of the bank,\n\nFrom Woosung the next stage was to Singapore. In 1877 the two first ships, Loudon Castle and Gleneagles, arrived in Singapore within one hour and 40 minutes of each other after passing Woosung together. Bunkering speed made all the difference in time spent in port as Gleneagles lost six hours on her rival, although bearing heating may also have held her up for repairs. The Loudon Castle left Singapore at 11 p.m. on 2nd June and docked in London at 6 a.m. on 3rd July, while Gleneagles, leaving Singapore at 5 a.m. on 3rd June, docked at 9 p.m. on 4th July.\n\nThe 1878 race, which should have been between the same two steamers as in the previous year, was robbed of its interest when Loudon Castle went aground temporarily below Kiukiang and so lost her chance of competing, arriving in London 5 days after Gleneagles, which only spent 6 hours bunkering in Singapore.\n\nIn 1879 Glencoe, a new steamer, had a clear start, spent 84 hours in Singapore loading 950 tons of coal, and arrived in London in 40 days from Hankow. In 1880 she took 39 hours from Hankow to Woosung, after loading 4,100 tons of tea and earned £26,520 in freight. She took 37 days, 22 hours from Woosung to Gravesend, but only did slightly better than the previous year. She was, however, well clear of the other vessels who did not complete loading until several days after she left Hankow. In 1881 she left Hankow at 2 p.m. on 22nd May and arrived in London in 38 days, 15 hours.\n\n1882 was the year of the Sterling Castle, which was built purely for speed. Her dimensions were 436 ft. length, 50 ft. beam and 33 ft. depth. She was about 4,500 tons gross registry and had engines of 6,000 H.P. (although another account gives 8,000 H.P.) with steam pressure of 100 lbs per square inch. The crew numbered over 100 and a double crew was shipped in Shanghai for the voyage home. She carried a doctor, but no stewardess or milking cow. On trials, Sterling Castle did 18 knots and was claimed as the fastest steamer in the world at that time, but she burned 150 tons of coal a day. Sterling Castle loaded some 4,000 tons of tea",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1968.txt",
        "external_url": "https://digitalrepository.lib.hku.hk/catalog/66833948d",
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    },
    {
        "id": 205510,
        "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-1968",
        "page_number": 52,
        "title": "RAS-1968",
        "content_text": "The Hankow Steamer Tea Races\n\n47\n\nat around £7.7.0. and £6.10.0, a ton. She left Hankow on 20th May at 1.20 p.m., passed the Red Buoy at 6.35 p.m. on 22nd May and the Tungsha lightship at 2 a.m. on 23rd May. She arrived in Singapore at 10.30 p.m. on 28th May, loaded 1,600 tons of coal and left at 9 a.m. on 29th May. She was reported at Gravesend on 22nd June and docked in London shortly thereafter. A lengthy discussion broke out on whether or not difference in time should be accounted for. With the difference, the trip from Tungsha Lightship to Gravesend took 30 days, 2 hours and 36 minutes. Neglecting the 8-hour difference, the time was 29 days, 18 and a half hours.\n\nThe \"Glen\" vessels were out of the race that year as their new vessel Glenogle arrived in Hankow too late. However, she loaded a full cargo of some 5,206 tons of tea at £4 per ton and went home on a consumption of 37 tons of coal at 14 knots, although she was claimed to be capable of 16 knots on 120 tons of coal a day.\n\nIn 1883 Glenogle loaded 4,900 tons at £4.10.0, and left Hankow on 20th May at 11.30 a.m. Sterling Castle loaded at £5.10.0 and left on 22nd May at 3.15 a.m. after loading 5,000 tons. Glenogle passed Woosung on the evening of 22nd while Sterling Castle passed on the afternoon of 23rd. At Singapore, Sterling Castle arrived at 1 p.m. on 29th May and Glenogle at 2.30 p.m. on the same day. They both left Singapore at about the same time early on 30th May, after loading 1,800 tons and 1,600 tons of coal respectively. Sterling Castle arrived at Suez on 12th June and at Gravesend at noon on 22nd June. Glenogle arrived at Gravesend at 3 p.m. on 26th June or 291/4 days from the Tungsha lightship, which was faster than in 1882.\n\n1884 saw a revival of “Glen” supremacy as Sterling Castle had been sold to Italian interests. Glenogle carried the flag. She left Hankow at 6 a.m. on 18th May after loading 5,300 tons of tea at £5 per ton, and the Red Buoy, Woosung at 4 p.m. on the 20th May. She arrived at Singapore at 11.15 a.m. on 27th, loaded 1,500 tons of coal and left at 6 p.m. on the same day. She arrived in London on 26th June after a somewhat slow trip, largely occasioned by losing a blade from a propeller 280 miles from Singapore. Later races were between \"Glen\" vessels and the China Mutual vessels Oopack and Moyune, but the speeds were lower and the China tea trade itself had passed its zenith. In 1885 the fastest vessels had been requisitioned by the British Government as armed merchant cruisers owing to a war scare with Russia.",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1968.txt",
        "external_url": "https://digitalrepository.lib.hku.hk/catalog/66833948d",
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    },
    {
        "id": 205511,
        "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-1968",
        "page_number": 53,
        "title": "RAS-1968",
        "content_text": "48\n\nT. J. LINDSAY\n\nOne point that shows up in the accounts is the speed of coaling at Singapore. In 1880 Glencoe loaded 1,130 tons in 103 hours, in 1882 Sterling Castle 1,600 tons in 10 hours, in 1884 Glenogle 1,500 tons in 62 hours. Moyune 700 tons in 5 hours in 1887 as against Glenogle 1,200 tons in 5 hours in the same year. The “Glen\" figures of 220 tons an hour in 1884 and 240 tons in 1887 are remarkable.\n\nWhat of the conditions in these ships racing home? The stoke-hold must have been almost unbearable, so it is no wonder that difficulties with the stokers were reported. In 1882 there was trouble culminating in Singapore when a stoker of Glenogle struck the Chief Engineer. When a European shore policeman came on board the 31 stokers threatened but the policeman \"took his stand in the most daring manner and fairly cowed the men by his determined demeanour\". At Hankow, too, there was trouble in 1883 when some of Glenogle's crew were reported to have mutinied and the Navy had to be called in to deal with the situation.\n\nPassengers, too, had something to complain of. On one occasion in Singapore when two or three passengers had been granted conditional passages they found the saloon and every state-cabin crammed with tea.\n\nConditions in the China tea trade were about to change. In 1881 the North China Daily News wrote:\n\n“It is not so many years since China was the only tea producing country. It was sufficient then for the buyer to watch the deliveries at home and the export from China, to be guided, with little chance of error, in his operations. But the fatal energy of our race has reared up in British India a frightful rival to the Flowery Land, and India not only demoralises China by sending opium here, but demoralises our tea markets by sending tea in increasingly enormous quantities to London. There are no squeezing Mandarins in India, there is European supervision in packing and the firing of the leaf, and the plantations are connected with civilization by the railway and the telegraph. Everything is done to give India an unfair advantage over China. Java is competing too, and Ceylon is threatening. As yet Indian tea is hardly taken on the continent of Europe at all, but here too it will penetrate sooner or later, as it is doing into America and Australia, and then there will be no corner of the earth where the sway of China tea will be undisputed.”",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1968.txt",
        "external_url": "https://digitalrepository.lib.hku.hk/catalog/66833948d",
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    },
    {
        "id": 205512,
        "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-1968",
        "page_number": 54,
        "title": "RAS-1968",
        "content_text": "THE HANKOW STEAMER TEA RACES\n\n49\n\nIn short, the growth of Indian tea output with regular quantity and quality broke the Chinese market, in which both quantity and quality varied from year to year. The tea merchants could not afford to pay fancy freights to be first home with their tea just to have it thrown on to a well-stocked market. Moreover, steamer carriage by Suez saved so much time over clipper carriage that an extra day or two saved on swift steamer passages made little difference to the quality and to the price. Economics made itself felt and regular services at cheap rates became of more importance than a voyage a year at great speed and cost.\n\nIn the days before this had become clear, Mr. Macgregor of Macgregor, Gow & Holland, speaking at the launching of Glencoe in 1878, was reported to have said that he saw no reason why the new teas should not be brought to London as fast as the merchants cared to have them transmitted: i.e., we presume, the merchants could have as much speed as they chose to pay for.\n\nAt a luncheon after Sterling Castle's trials, her owner, Mr. Skinner, is reported as saying that it was a well-known fact that the tea which came in eight or ten days in advance of that brought by any other steamers commanded a price in the market which yielded a large profit for the exporter. For this reason, the China merchants had been in the habit of encouraging a type of vessel that had never been seen anywhere else in the world, either in sailing ship or steamer, and to the liberality of these gentlemen, who never stuck at £1 or £2 a ton of freight paid to shipowners of this country, was due the development of the beautiful vessel they were on board. He continued, \"The merchants of China have so far appreciated what we have done, and I have still faith in them to recoup us for the enormous capital invested. We have still faith in their liberality, and believe they will give us such freights as will reward us for the risk we have taken.\"\n\nWith the decline of the dominant position of China teas in the market, the need for economy became more important. The question was argued well in an article in the China Mail on 27th September, 1882, from which the following extracts are taken:\n\n\"Not so very long since we commented upon the manner in which the prognostication of Mr. Macgregor (of Messrs Macgregor, Gow & Co., London), that the speed of carrying steamers would be accelerated in the same proportion as freights increased,",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1968.txt",
        "external_url": "https://digitalrepository.lib.hku.hk/catalog/66833948d",
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    },
    {
        "id": 205513,
        "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-1968",
        "page_number": 55,
        "title": "RAS-1968",
        "content_text": "50\n\nT. J. LINDSAY\n\nhad been borne out by facts. We have also drawn attention to the improbability that magnificent vessels like the Sterling Castle could be run all the year round on the London and China line, and yet show satisfactory returns.\n\n\"To the Blue-Funnel steamer owners belong the credit of being the first to venture upon a big steamer-carrying enterprise to this part of the world; at that time, when the finest sailing vessels in the world had to be competed with on the Cape route, economy was of more importance than speed.\n\n\"With the ever-recurring annual race Home with Teas came the renewed desire to be first in point of time; and for several years the red-funnelled \"Glens” had it all their own way, until last year, when the fast and powerful Sterling Castle appeared on the scene and reduced the previous time records by a third. Both here and at Home the Sterling has evoked the admiration of all classes, and she has been freely spoken of as the fastest merchant steamer afloat, although, until she is tried against the Atlantic liners on their own route, it can hardly be said that she is the strongest and most powerful yet built.\n\n\"The latest boat built for the Glen line [the Glenogle] is a vessel the like of which is seldom seen. She is certainly the largest carrying vessel that has ever been on the line, and for power she may be fairly set down as second to her Castle rival. While the Sterling has an indicated horse-power of 8,000 and the Glenogle indicates only 6,000 horse, the Glen steamer carries 6,000 tons of measurement cargo - a capacity which is greater than the Castle steamer, owing to the much larger space occupied in the more powerful vessel by the inevitable boilers and bunkers. In the important test which is applied to such coal-consuming giants, of running a moderate speed upon a reduced consumption of coal, the Glenogle appears to have fully realised all anticipations. At her full speed it is stated she consumes 120 tons of coal per day (she has bunker capacity for 1598 tons or 133 days) with her four boilers going, and her extreme speed is, say 16 knots, while she has accomplished an average speed of 11½ knots upon a consumption of 37 tons per day. The extreme speed of the Sterling Castle, which may be put down at 19 knots under the most favourable circumstances, is obtained by the daily consumption of 150 tons of coal; but how far the speed and consumption can be modified, we are yet unable to",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1968.txt",
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    },
    {
        "id": 205515,
        "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-1968",
        "page_number": 57,
        "title": "RAS-1968",
        "content_text": "52\n\nT. J. LINDSAY\n\nTABLE I\n\nTIME TAKEN\n\nHANKOW TO LONDON\n\n  \n    Year\n    Vessel\n    Transit Time\n  \n  \n    1870\n    Erl King\n    ...\n  \n  \n    1871\n    Enterprise\n    61 days\n  \n  \n    1872\n    Deccan\n    56\n  \n  \n    1873\n    Venetia\n    50\n  \n  \n    1874\n    Glenartney\n    50\n  \n  \n    1875\n    Glenartney\n    49\n  \n  \n    1876\n    Glenartney\n    46\n  \n  \n    1877\n    Loudon Castle\n    46\n  \n  \n    1878\n    Gleneagles\n    41\n  \n  \n    1879\n    Glencoe\n    40\n  \n  \n    1880\n    Glencoe\n    40\n  \n  \n    1881\n    Glencoe\n    38\n  \n  \n    1882\n    Sterling Castle\n    39\n  \n  \n    1883\n    Sterling Castle\n    32\n  \n  \n    1884\n    Glenogle\n    31\n  \n  \n    1885\n    Glengarry\n    37\n  \n  \n    1886\n    Glenogle\n    45\n  \n  \n    1887\n    Moyunc\n    37\n  \n\nSources: 1870-1879 China Mail\n\n1880 3. 7. 1879 24. 8. 1880\n\n1881 19, 7. 1881\n\n1882 Hong Kong Telegraph 28. 6. 1882\n\n1883 3. 7. 1883\n\n1884 North China Daily News 21. 7. 1884\n\n1885 China Mail 8. 7. 1885\n\n1886 5. 7. 1886\n\n1887 4. 8. 1887",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1968.txt",
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    },
    {
        "id": 205517,
        "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-1968",
        "page_number": 59,
        "title": "RAS-1968",
        "content_text": "Freight\n\nYear\n\nVessel\n\nRate Per Cargo Carried\n\nVessel\n\nSpace Ton.\n\nFreight Rate Per Space Ton.\n\n1879\n\nAfghan\n\nFeronia\n\nFleurs Castle\n\nHankow\n\nLord of the Isles\n\nLoudon Castle\n\n£6/-/-\n\nGlenartney\n\n£5/-\n\nGlencoe\n\n6/-\n\nMalabar Orestes\n\nGlenearn\n\n4/-\n\n1880\n\nAchilles\n\nAfghan\n\n3/5 -\n\nGlenartney Glencoe\n\nBreconshire\n\nCargo Carried\n\n54\n\nT. J. LINDSAY\n\n51-1-\n\n6/10/-\n\n4100 (space) 1355 weight\n\nCairnsmuir\n\nGalley of Lorne\n\nGlamis Castle\n\n...\n\n3/-\n\n3/-\n\n3/-\n\n3/-\n\nGlenearn\n\n4/- 1-\n\nHankow\n\n3/-/-\n\nHesperia\n\nLoudon Castle\n\n3/5 1 5/10/-\n\n3675 (space)\n\n1225 weight\n\n1881\n\nAfghan\n\nHesperia\n\n3573 (space)\n\nFermia\n\nLoudon Castle\n\n51-1-\n\n1191 weight\n\nGlencoe\n\nGlenfruin\n\n6/- / 5/-/-\n\nSikh\n\n3/10/-\n\nTriumph\n\n3951 (space)\n\n3/10/-\n\n1317 weight\n\n1882\n\nAfghan\n\nHankow\n\n3/-/-\n\nBreconshire\n\nCarnarvonshire\n\n...\n\n3/-\n\nSikh\n\n37-\n\nSterling Castle\n\n6/10/-\n\nFleurs Castle\n\n31-\n\nGlencoe\n\n4/-\n\n4400 (space)\n\nGlenfruin\n\n4/-/-\n\n5206 (space)\n\nGlenogle\n\n4/-/-\n\n1719 weight\n\n1883\n\nBelgic\n\nAlbany\n\n2/10/-\n\nGlenogle\n\n£4/10/-\n\n4500 (space)\n\n3/-/-\n\nHesperia\n\nGaelic\n\n3/-/-\n\nLoudon Castle\n\n3/-/-\n\nGlencoe\n\n3/10/-\n\nSikh\n\n2/10/-\n\nGlenfruin\n\n3/-/-\n\nSterling Castle\n\n5/10/-\n\n5350 (space)\n\nTriumph\n\n...",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1968.txt",
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    {
        "id": 215635,
        "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-2001",
        "page_number": 412,
        "title": "RAS-2001",
        "content_text": "363\n\nand still important C. saluensis can be seen, against a building which has since rather ignobly become the ladies' loo).\n\nCaerhays also had, for me, the most unusual side-light on the business of importing oriental plants: in the Castle itself there is a collection of Chinese blue and white porcelain, bought at the behest of Veitch's Nurseries (for whom Ernest Wilson collected plants in China between 1899 and 1905) in order to show its clients the plants painted in their Chinese settings!\n\nWe were guided around Caerhays by the Head Gardener, Jamie Parsons, whose tour was a hugely impressive mix of information about rare plants, and the science and practicality of running a large and important garden. His tour provided the most comprehensive range of oriental trees and shrubs of all the gardens we visited, thanks to the quality of the Caerhays collection, and to the amount of time he gave us despite the demands of his work.\n\nAmongst other things, he is engaged in working on the historic records of the gardens, much helped by a garden diary stretching back over some 100 years, and in identifying the many hybrids found in the garden. He sends away slips of material from rare specimens to a specialist centre in Switzerland for grafting, in order to ensure their survival. He battles with lichen, which will swamp and kill azaleas, rabbits which can ringbark (and kill) a magnolia overnight; with replanting the 150 acres of woodland largely felled by storms and hurricanes in recent years, and with the third biggest pest in gardens' (after rabbits and deer); human beings stealing plant labels.\n\nWe also learned, sadly, that these gardens are finding it increasingly difficult to find people to come and work in them: a recent advertisement by Caerhays produced no candidates at all, despite offering accommodation. When one sees how much (often heavy) work has to be done by ever smaller teams of staff, it is understandable perhaps, but - as we learned - there can be few gardens which are more important to the future of oriental plants, in the West. We wish them well for the future. Perhaps there are RAS members looking for an energetic new career after leaving Hong Kong, helping to maintain this marvellous oriental heritage?\n\n363",
        "txt_file_path": "txt/dfo323lmgvd/RAS-2001.txt",
        "external_url": "https://digitalrepository.lib.hku.hk/catalog/zg651950g",
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]