[ { "id": 204616, "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": 97, "title": "RAS-1963", "content_text": "84 \n\nJ. L. CRANMER-BYNG \n\nnorth-west gate of Peking I took a pedicab, but when we reached the Wangfuching and ran into columns of marching children the driver began to show signs of fright, so I paid him off and started to walk. By now I realized that I had left it too late to reach the Legation gate before the demonstrators arrived, so I made a wide circuit and eventually reached the Hsinchiao Hotel near the Chungwenmen (Hatamen Gate). Having been told that the demonstration would probably end by about 10 p.m., because a previous demonstration over the Suez episode had lasted until that time, I decided to wait at the Hsinchiao Hotel until the coast was clear. Just before 11 p.m. I walked to a point near to the entrance of the British Legation and mingled with the sightseers, but found the demonstrators still hard at work. It was rather like a rowdy Bank Holiday evening on Hampstead Heath. There were large crowds strolling about watching the demonstrators who were still queueing up five or six abreast and moving forward very slowly towards the gate of the Legation. Once opposite the open gate they performed their slogan-shouting, sometimes accompanying their shouts with gesticulations and a series of jumps, before being waved on by cadres who appeared to be controlling the demonstration. All along the road facing the wall of the Legation ran a water pipe with taps every few yards so that in the summer heat of Peking no one need go thirsty. Among the bushes growing down the centre of the street (where once the Imperial Canal flowed) were canvas latrines, while the whole area was lit up at night by arc lamps fixed among the trees, and the front of the Legation gateway was picked out by powerful spot-lights. Nests of amplifiers had been fixed to the trees near the gate so that the inhabitants of the Legation had no difficulty in hearing the slogans being chanted, such as 'Ying-Kuo lang kan ch'u-ch'u' 'English wolves get out'. Since the demonstrators seemed particularly fiery at this stage I decided to retreat and try again at dawn. After a few hours sleep at the Hsinchiao Hotel I again approached the Legation gate only to find a long queue of new demonstrators, refreshed by a night's sleep, taking some vocal exercise before going to work. At this stage I decided that it was quite safe to enter the gate of the Legation, and joining the queue I moved forward gradually until opposite \n\nI", "txt_file_path": "txt/dfo323lmgvd/RAS-1963.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/4m90m091v", "rank": 0 }, { "id": 205507, "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": 49, "title": "RAS-1968", "content_text": "44\n\n# THE HANKOW STEAMER TEA RACES\n\nT. J. LINDSAY*\n\nClipper ships, with their vast spread of canvas, racing home with the season's China teas have earned the admiration of artists and the narrative skill of many authors. But the steamer tea races from Hankow have attracted much less attention. Endurance of the crews aloft in clippers catches the imagination more than the endurance of the stokehold gangs, and the development of reliable and fast ocean-going steamers is not as picturesque a subject as that of the sailing ship.\n\nNevertheless, at the time, the annual steamer tea race from Hankow caused excitement enough in Far Eastern waters. Although steamers also sailed laden with tea from Foochow and from Japan, it was the race from the centre of China, with the first hazardous leg down the Yangtsze to Woosung, that held the public interest. Until 1869, when the Suez Canal was opened, the Clipper ship could hold its own with the steamer service to China via the Cape. But the much shorter route afforded by Suez, which cut across the wind routes and so was suitable only for steamers, meant the end of sailing vessels in the high-value cargo eastern trade.\n\nThe steamer tea races resulted in a reduction of transit time from Hankow to London from sixty-one days in 1870 to thirty-one days in 1883 (see Table I), although in later years a few more days were added to the passage. The account of the races in the following pages covers the eleven-year period from 1877 to 1887.\n\nEvery year in the beginning of May came Hankow's short period of excitement and glory. The tea buyers from Shanghai and England, the chuszes,† arrived to pit their wits against the Chinese\n\nMr. Lindsay joined Butterfield and Swire in Shanghai in 1933. He studied Chinese in Peking in 1934, served in Shanghai and Tsingtao, and was interned in Shanghai during the Pacific War. He was transferred to the firm's Hong Kong office in 1949 and was Staff Manager until he retired in 1966. He was a Councillor and Hon. Treasurer of the Hong Kong Branch of the Royal Asiatic Society until his retirement, and is M.A.\n\n† The newspapers use chaszes without characters. Matthews Dictionary gives ch'a shih (*) as the name for tea-tasters. The tea-taster was usually the tea-buyer, so perhaps the phrase \"tea-merchant\" would best cover it.", "txt_file_path": "txt/dfo323lmgvd/RAS-1968.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/66833948d", "rank": 0 }, { "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", "rank": 0 }, { "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", "rank": 0 }, { "id": 206399, "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": 216, "title": "RAS-1971", "content_text": "190 \n\nREV. JAMES LEGGE\n\nthe excitement and activity. Then came the close of the war in America, which had produced a feverish activity in the cotton market, ultimately disastrous to many. There followed, in 1866, the commercial disasters consequent on the fall of Overend and Gurney, and the panic at home, with the crashing of banks and the downfall of Houses which had been supposed to be firm as the foundations of the mountain behind us. It was a time of trouble and darkness. Sir Hercules came to the Colony when the tide was rising, and he had it at the flood for the greater part of his time. There remains the Robinson Road to perpetuate his name. When he went away, Mr. Mercer took his place as acting governor, an able man and accomplished, who would have done better for himself had he ventured to assume more responsibility. Then came Sir Richard MacDonnell to the helm at a time of great difficulty; but here I must bring my reminiscences of Hongkong to a close. The events of Sir Richard's incumbency are fresh in the memory of most of you, fresher, indeed, than in my own, for I was absent from the Colony during his administration for three whole years. There are none of us but would rejoice to hear of the reinvigoration of his health. In these recent years the capabilities of the telegraph wire and of the Suez Canal have come fully into play. Their effects on the Colony have already been great, and they will yet be greater.\n\nAnd now, as I draw to a conclusion, permit me to observe that the more than thirty years of my residence in the East have witnessed events of almost unparalleled magnitude and change all over the world. What wars and revolutions have taken place in Europe! in America! in India! in Africa! But great as they have been, they have not been greater than those which have taken place, here in the Far East. When I think of China opened as it has been, and of Japan pursuing with much more willing and rapid steps the career of progress, I can scarcely realize the contrast between the state of things in 1839 and 1872. We sometimes doubt if China be really moving, but moving it is; and if I sometimes fret at the slowness of its advance, and wish that there were more in it of the mobility of its neighbour, yet in the end that slowness tends to increase my respect for the country and its people. There must be a great future yet for the country. In Great Britain there is an area of 12,000 miles of coal fields,", "txt_file_path": "txt/dfo323lmgvd/RAS-1971.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/z029vt43g", "rank": 0 }, { "id": 206781, "series_id": 26, "series_slug": "histsyn-rashkb-journal-engine", "series_title": "RASHKB Journal 皇家亞洲學會香港分會學刊", "series_use_hku_proxy": false, "document_key": "RAS-1973", "page_number": 58, "title": "RAS-1973", "content_text": "52 \n\nA. D. BLUE \n\nand Canton. Jardines were neither owners or agents of the Corsair, but there seems to be no doubt that they sponsored this service. The Corsair had been built in 1827 for the Irish Sea service, but after several years went out to Australia. She arrived in China from Australia early in 1846 consigned to Jardines, and soon afterwards was making two trips per week between Hong Kong and Canton, and also doing occasional towing and salvage work. She continued on the river until July 1849 and then disappears from the scene, probably because of her age, either being dismantled or allowed to fall to pieces.\n\nFrom this time British and American steamers appeared at Hong Kong at short intervals, most for the river service, but some for service between Hong Kong, Shanghai, and intermediate ports. Landmarks from the British point of view were the entry of the P. and O. into both the river and the coast services, and the formation of the Hong Kong and Canton Steam Packet Company. The P. and O. started their mail service from Ceylon to Hong Kong by the Lady Mary Wood in 1845, operating this in connection with their Suez-India service. Early in 1849 they put their iron paddle steamer Canton on the Canton River service, a steamship much superior to any of the others then operating on the river. When the Canton suffered severe damage through running on a sunken rock, she was replaced by the Sir Charles Forbes, which the Company chartered from the Bombay Steam Navigation Company. When the Canton returned after repairs, she was put first on the Hong Kong-Amoy service, and then on the Hong Kong-Shanghai service. The P. and O. originally ran these ships mainly as feeders for their overseas ships, and charged very high freights. In 1854, however, and about the time the Hong Kong and Canton Steam Packet Company was about to be liquidated, the P. and O. increased their river service and made it more attractive to outsiders.\n\nThe Hong Kong and Canton Steam Packet Company was formed in 1847, Alexander Campbell of Dent and Company and Alexander Matheson of Jardine, Matheson and Company being the men mainly responsible. Nearly all the foreign merchants in Hong Kong and Canton took shares in the new company, the first steamship company to be formed in China, although they knew that the P. and O. were on the point of improving their river service. Two sister ships were ordered in England, and the first of these, the Canton arrived in", "txt_file_path": "txt/dfo323lmgvd/RAS-1973.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/8910rj06r", "rank": 0 }, { "id": 207132, "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-1974", "page_number": 203, "title": "RAS-1974", "content_text": "NOTES AND QUERIES\n\nThe purpose of the visit is to see\n\n197\n\n(a) the quiet residential terraces of this part of Kennedy Town, namely Tai Pak Terrace, Hee Wong Terrace, Ching Lin Terrace, To Li Terrace, and Hok Si Terrace;\n\n(b) the Lo Pan Temple which stands at the western end of\n\nChing Lin Terrace.\n\nKennedy Town was named after an early Governor of Hong Kong, Sir Arthur Kennedy in whose term of office, April 1872 - March 1877, the district was first developed. Kennedy ‘was genial, and possessed a great sense of humour, much common sense, and a strong Irish accent'. For a short but interesting and lively account of the events of his governorship see Endacott's History of Hong Kong (Oxford University Press, 1958, pp. 160-169),\n\nEndacott gives the following reason for the development of Kennedy Town, then located on the western fringe of the city of Victoria\n\nThe telegraph and the Suez Canal had brought changes in commercial practice; large stocks used to be kept by the European firms to meet any advantageous price changes; but now shipments could be arranged far more quickly. The result was that large godowns in the eastern district were no longer necessary, and coolies moved to the western part of the city in search of employment. To meet this change a new Chinese area was laid out on partly reclaimed land, and named Kennedy Town after the Governor.\n\nThe Five Terraces\n\nCarl Smith has very kindly provided the following information about the development of the particular section of Kennedy Town in which we are interested:\n\nThe area we are visiting today, lying between Pokfulam Road and the sea shore and from Holland Street to Sands Street, was the earliest development in what is now Kennedy Town. George Underhill Sands was granted a Crown Lease in 1873 for 330,634 square feet at Belcher's Bay. The lot was numbered Marine Lot 239. It not only had a sea frontage suitable for docks and a ship slipway, but it extended up the hillside toward Pokfulam Road. Sands died in 1877 and his executors sold the lot with its patent slips and shipways to the Hong Kong and Whampoa", "txt_file_path": "txt/dfo323lmgvd/RAS-1974.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/x633mp077", "rank": 0 }, { "id": 207506, "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-1975", "page_number": 274, "title": "RAS-1975", "content_text": "266\n\nDONALD C. BOWIE\n\nwhere they fed us and found our guard. In the Empress of Australia, Major MacIntyre was senior medical officer and he turned out to be a fellow graduate of the University of Glasgow, a coincidence which turned out to be much to my advantage.\n\nApparently at this time I was making returns to some authority or other relating to money transactions while we were prisoners. In the Civil Internment Camp in Stanley, I believe that a few people who could get money sent in lent sums to others for repayment after the war at exorbitant rates of interest. This practice was frowned upon by the British leaders in the camp, and the returns I refer to undoubtedly had to do with transactions of this kind. The hospital had been free of such speculators who operated on this scale.\n\nOn 8 September I received a message from my wife and on 9 September we embarked in the Empress of Australia for a destination that was unknown. Next day we took on board all who were being evacuated from Stanley camp, having anchored just off the peninsula there. On 13 September we disembarked in Manila and were sent to an Australian officers camp where we were medically examined and interrogated on 15 September. While in Manila all messing arrangements were kept going throughout the whole 24 hours for the benefit of those who felt they needed much food.\n\nOn 18 September we reembarked in the Empress but our Q.A. sisters had taken the other route home via Canada. We voyaged home via Singapore, Colombo, Aden, Suez where all the troops were re-equipped with warm clothing, then after a short stop in Port Said we landed in Liverpool on 28 October having been delayed for 24 hours outside the port by storms and high winds. My thoughts went back to a similar 24-hour delay when my wife and I originally landed in Hong Kong some six and one-half years earlier.\n\nWhile we were in Colombo a very interesting event occurred. Our accommodation in the Australia was on wartime standards and some of our men reacted very unfavourably to the crowded conditions. The atmosphere in the troop decks had become fiery at times. While we were anchored in Colombo, Lady Mountbatten came on board looking very smart in her Red Cross uniform. She went below to the troop decks, climbed on a mess table and spoke in simple and direct terms to the men. She drew their attention probably for the first time to the vastly different conditions in which life was being lived in ships and at home after six years at war. Her talk showed her sympathy and her understanding and I have", "txt_file_path": "txt/dfo323lmgvd/RAS-1975.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/j0995146d", "rank": 0 }, { "id": 207726, "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-1976", "page_number": 114, "title": "RAS-1976", "content_text": "A HAWAIIAN KING VISITS HONG KONG, 1881\n\n99\n\nkindly put me in communication with the British Minister in Rome so that I can command his good offices. . . . In the matter of decorations. Sir John ranks high among the Colonial Governors of England.\" And a Grand Cross of Kalakaua was later conferred on him.\n\nHong Kong Chinese merchants who traded with the people in Hawaii came to call on the King, and told him that their countrymen in his Kingdom appreciated the opportunities in the islands and were loyal to the Hawaiian government.\n\nAt the last State banquet in Hong Kong, as Armstrong reported, \"the lifeless air and heavy food made the King drowsy. The numerous receptions and late hours had deprived the King of sleep. His eyelids dropped . . . The Governor's wife was seated on the King's right, and I was seated next to her. I feared a nasal explosion if the King's doze should deepen, and devised ways of preventing it. It was a case of emergency. I whispered to the Governor's wife what my fears were, and asked her aid in preventing a loss of royal dignity. The clever wife of the Governor whispered to me, 'Will any special piece of music waken him up?' . . . She quietly called the majordomo, and in a minute the military band in the balcony filled the air with the music of 'Hawai'i Pono'i' (the Hawaiian National Anthem).\" The King woke up and the banquet ended.\n\nPage 100\n\nOn April 21, 1881, the Royal group left Hong Kong on the ship Killarney for Bangkok. Acting Consul General F. Bulkeley Johnson sent his report to W. L. Green, \"His Majesty the King and suite arrived here on the 12th [April] and left on the 21st April for Bangkok on a visit to the King of Siam.\"\n\nAnd the King and his party travelled to Singapore, Penang, Calcutta, Suez, Cairo, Rome, London, Brussels, Vienna, Paris, Madrid and Lisbon. King Kalakaua, in his July 12, 1881 letter from London, wrote of his meeting with Queen Victoria, “She came up to me and took my hand and then sat on a sofa asking me to sit down on a chair facing the sofa near her. She said that I was making a very long tour. I answered very fluently asked particularly where I learnt English as my accent was perfect.\" \n\nHomeward bound, the group crossed the Atlantic on the S. S. Celtic to New York. Then to Philadelphia, Washington, where he called on President Chester A. Arthur, and overland to California", "txt_file_path": "txt/dfo323lmgvd/RAS-1976.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/hq382988q", "rank": 0 }, { "id": 209831, "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-1983", "page_number": 90, "title": "RAS-1983", "content_text": "68\n\nactive and/or passive vocabularies, their attitudes to Chinese culture and the Chinese language. An attempt is made to analyse the extent to which their knowledge of Chinese loan words is conditioned by their life style. Of the 300 questionnaires sent out, 128 were returned. We selected at random 100 as our sample. While we did attempt to find answers to the vexed problem of what constitutes full integration for a loan word partially through the responses, our conclusions were by no means dependent on the subjective answers of the respondents, but were based very much on linguistic criteria. By way of comparison we sent an abridged questionnaire to respondents living in Britain and the United States, most of whom had never been east of Suez; we were astounded by the extremely low rate of recognition by both groups.\n\nGiven the sociological factors, which act as incentives or disincentives to learning a language, and the vastly disparate nature of the two languages, it should come as no surprise although it often does—that the number of loans from Chinese which have entered the English vocabulary, in various stages of integration, is very low indeed, far lower than English words which have entered into the lexicon of Hong Kong Chinese. The exchange has by no means been an equal one to date.\n\nThe list of English loan words in Hong Kong Chinese given in our earlier monograph comprises almost 400 items while our list of Chinese loans comprises only about a quarter of this number, and a larger number in the former list meet our tentative criteria of full integration. What is more, our studies seem to indicate that with a few exceptions like tea, kowtow and tycoon, kaolin, gung ho, Chinese loan words are usually restricted to strictly 'Eastern' or specifically Chinese contexts and are sometimes used on a sort of transliterated 'once-off' basis in novels or journalistic writing with a view to giving stylistic flavour, for example, Tien-tze AF, immediately glossed in Elegant's Dynasty as 'The Son of Heaven' (p. 20). Most Chinese terms have, as in the nature of lexical borrowing in general, been taken over because of the need to find a name for a thing new to the borrowing culture and hence without a name in the borrowing language.\n\nPage 90\n\nPage 91", "txt_file_path": "txt/dfo323lmgvd/RAS-1983.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/j9607p61v", "rank": 0 }, { "id": 212308, "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": 250, "title": "RAS-1990", "content_text": "227\n\n19th century. In 1891 the Hong Kong Telegraph spoke of the firm in less than complimentary terms;\n\nthe everlasting Bugbears of Eastern commerce, the nigger-drivers, the sweaters, the Jews worse than Jews,\n\n-\n\nfor no Jew was ever so full of hatred and persecution and intolerance of all others...\n\nYet Swire's was sometimes also accused of having more liberal racial views, and comments were rife when B&S invited Chinese brokers to a dinner. A recorded comment was:\n\n+++\n\nthe Swire lot blustering away among the Chinamen (hobnobbing) with every unwashed devil in the place\n\nJohn Swire died in 1898, wealthy and prestigious.\n\nDuring World War I Governor Sir Henry May accused Swire's of reluctance to help the war effort for failing to provide volunteers for the defence of the Colony. Today, with people in their employ like Lady Lydia Dunn, Howard Young and others, Swire's can certainly no longer be accused of lacking in community spirit.\n\nFrom 1878, Jardine's acted as agents for the China Sugar Refining Company at East Point. But after going East, Swire soon started to diversify. John Samuel's first marriage was to the owner of a sugar refinery, and not only did he consider he knew something about the business but a study conducted in Hong Kong satisfied him there was potential for two refineries. Consequently, Taikoo Sugar Refining Company was first registered in 1881, although it did not commence production until 1884, at Quarry Bay, in a refinery based on a design of a factory in Scotland.\n\nBy the early 1900s Taikoo was the largest sugar refinery east of Suez, with a turnover of approximately 2,000 tons a week. At one stage it was said to be the largest in the world under one roof. The company was the first in Hong Kong to provide living accommodation on site for its staff. A new factory was completed in 1925. This had to be refitted after World War II, but in the early 1950s there were about 650 workers and it was still the largest sugar refiner in the Far East.", "txt_file_path": "txt/dfo323lmgvd/RAS-1990.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/d79206299", "rank": 0 }, { "id": 212320, "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": 262, "title": "RAS-1990", "content_text": "239\n\nBoswell (1815 to 1860), a graduate of Edinburgh University, who set up in private practice (previously owned by Doctor Anderson) in Macau in 1845. He was a physician and his wife, Elizabeth (née Stedman), joined him the following year. Watson was also an amateur artist and a friendship with the famous George Chinnery lasted from 1845 to Chinnery's death in 1852.\n\nWatson wrote to his sister in Scotland, in 1848, about Macau:\n\n“Counting ourselves, there are just four families and one or two Americans and French. There are Portuguese of course, but I do not class them as foreigners as it is a Portuguese settlement.”\n\nLife out East for Watson meant 14 years of hard work, ill health, and a constant struggle to make enough money for him and his family to go home. Nevertheless, in Macau he was surrounded by a happy family; he lived (as he phrased it) in a “sweet abode the prettiest spot on earth with a spacious open terrace and a wonderful view.”\n\nWatson sold his practice to a Doctor B. Kane (it took time to dispose of it as Macau was on the decline), and he moved to Hong Kong in 1856 where he became part owner of the Hong Kong Dispensary. His rent for a house on Queen's Road then was $1,200 a year. Watson was also involved with the Victoria Dispensary but this closed in 1857 because of lack of business. It appears there were too many British doctors competing for custom. Watson was said to operate the most successful practice in the Colony.\n\nIn 1857, he was closely involved when patriots of China attempted to poison Europeans by putting arsenic in the bread at the Ah Lum Bakery. He managed to rush home to warn his family before they had eaten breakfast. Fortunately, because the amount of arsenic was excessive, it induced vomiting and nobody died. To the intense annoyance of the European community Ah Lum was acquitted for lack of evidence.\n\nWatson sent his family back to Britain in 1857, and he himself returned to Scotland by the overland route (by ship to Port Suez,", "txt_file_path": "txt/dfo323lmgvd/RAS-1990.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/d79206299", "rank": 0 }, { "id": 212911, "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-1992", "page_number": 220, "title": "RAS-1992", "content_text": "205\n\nout as soon as I was able to make out my surroundings. I have never seen such a dense swarm of mosquitoes. Thank goodness we never had to use this shelter.\n\nOur departure for Hong Kong that spring was dramatic. From the hospital we took the ancient hospital motor boat down the creeks to Canton. We found the river steamer for Hong Kong moored in the fast flowing stream. It was surrounded by an impenetrable mob of sampans carrying people fleeing from the Japanese attack on Canton which was expected any day. Our motor boat could not get to the gangway so we transferred to a sampan. We approached the ladder from downstream as most of the boats were tied to the steamer upstream. We soon found out why because as each sampan cast off from the ladder another, aided by the stream, pushed its way in from upstream. We could make no headway. The only possible approach was from the bows. As we worked our way slowly down we saw that the captain was getting worried by the crowds swarming on board. He had to sail or be swamped. Our luggage was manhandled across the intervening sampans but my father would not allow us to be passed along in the same way, which I thought was a pity. The captain saw us and waited only until our sampan at last made the steps. He then gave the order for his crew to chop through the mooring ropes of all the sampans still tied on. Once freed of these, he weighed anchor and set off for Hong Kong - an overnight journey.\n\nP & O to England – Canadian Pacific to China\n\nIn 1933 my father was due for leave so the whole family, now comprising four children and parents, set off on the P. & O Rawalpindi, a ship which was converted to be an armed merchantman during the war and sunk by a U boat. Travel by sea was the most commonly used way to reach Europe. From about 1933 one could go a little faster by taking the Trans-Siberian railway. Fast mail was marked 'Via Siberia' on the envelopes. The sea journey involved four days at sea to Singapore and trips to the Botanical Gardens there. Then on to Penang, Colombo, Aden, through the Suez Canal perhaps with a stop at Marseilles, where some in a hurry got on the train through France to England, a stop at Gibraltar and thence to Plymouth where we got off for a train to Herefordshire. Most passengers went on to Tilbury in London. There was a leisurely routine about the trip. Beef tea was served on the deck mid-morning and tea in the afternoon. An enterprising steward rounded up a number of children to help him gather up the", "txt_file_path": "txt/dfo323lmgvd/RAS-1992.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/qf85tx75x", "rank": 0 }, { "id": 214988, "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-2000", "page_number": 84, "title": "RAS-2000", "content_text": "40\n\nAmongst the equipment issued to each coolie in France were boots, ankle and puttees, two pairs of socks, one towel and one piece of soap, one groundsheet and one blanket in the summer and three in the winter, and an enamelled mug instead of a tin mug.\n\nTransportation to France\n\n31\n\nThe Chinese Labour Corps was officially formed on 21 February 1917 with Lt. Col. B.C. Fairfax appointed as the officer-in-charge as early as 15th November 1916. In the meantime, the first labourers left China in January 1917 and the first to leave France to return to China left in November 1918. Some of those sent from China died en route to France on the sea voyages. These ships travelled either via South Africa or Suez to England via the Panama Canal or sailed to Canada, the labourers being transported across Canada by train and then sailing on to England. These routes were chosen so as to confuse German intelligence and to avoid the submarine menace. None was lost in this way despite a German presence still in northern China at that time. Thence both groups were shipped to France.\n\nThose travelling via Canada landed at William Head, Vancouver Island, the old quarantine station and, following authorisation, travelled by train to Halifax, Nova Scotia. They were guarded, to prevent escape, and consequently the usual poll tax of Can$500, levied by the Canadian Immigration Department, was waived. Over a thirteen-month period, over 84,000 were so transported. From Canada, they would be shipped to the UK to Liverpool or Plymouth, then from Folkestone to Noyelles-sur-Mer in France.\n\nG.E. Cormack, who acted as an escorting officer to five hundred labourers, was stationed at the collecting depot, a German silk factory near Qingdao. This town had earlier in the War been captured from the Germans by the Japanese, assisted by a small British force. On a monolith at one of the forts was a Prussian eagle with an inscription in German stating that this town had been captured by the Germans from the Chinese. Over this, there was a Japanese inscription stating that Qingdao had been captured from the Germans by the Japanese! China had declared war on Germany on 14th March 1917.\n\nAgain, to quote from G.E. Cormack's memoirs, he sailed, with", "txt_file_path": "txt/dfo323lmgvd/RAS-2000.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/nk328168n", "rank": 0 }, { "id": 214993, "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-2000", "page_number": 89, "title": "RAS-2000", "content_text": "45\n\nwas selected and marked with the so-called Chinese eyes like those on a sea-going junk. It served with the 6th Battalion first as Fly-paper though subsequently it was re-named Fan-tan. The 6th Battalion later adopted the eyes as a regimental symbol. Mr David Fletcher of the Tank Museum at Bovington, in correspondence with the author, was not aware that this symbol was not generally adopted in the Great War. The 6th ultimately converted to Whippets, on which Mr Fletcher had never seen the Eyes symbol. When the 6th Battalion was disbanded after the Great War its various honours and customs were passed to the 4th Battalion which then adopted the Eyes as a Battalion symbol. The 4th Battalion used it on their vehicles from the 1920s and, when they amalgamated with the 1st Battalion RTR in 1993, it was adopted by them. In the 1930s the 6th Battalion was reconstituted and was still around to take part in the 1956 Suez action and never got back their Eyes symbol!\n\nIn the main exhibition hall of the Imperial War Museum in London there is a Mark V tank with \"European\" eyes. These tanks were introduced in the Spring of 1918 and first saw action at Le Hamel in France in July 1918. This tank, Devil [T9171] was believed to have served with B Company of the 4th Battalion of the Tank Corps and was still in service in 1925. This tank, belonging to the 4th Battalion, would have been entitled to the Eyes symbol.\n\nCamps and Recreation\n\nCamps were maintained behind the Front lines, some of the larger being at Boulogne, Calais, Dunkirk with the Head Quarters at Noyelles-sur-Mer. Hospitals were at Noyelles-sur-Mer, Arques, Moulle and Calais, with the Shorncliffe Military Hospital at Folkestone also being used for sick and injured Chinese. There was a prison for Chinese at Noyelles.\n\nLabourers died as a result of disease, bombings, gassing and, after the war, when clearing the battlefields and when digging graves, by the many unexploded bombs and grenades. Many also died as a result of the post-war influenza epidemic known as the Spanish Flu. I have seen two photographs, taken of the funeral procession of the German flying ace, Baron Manfred von Richthofen [the Red Baron] at Bertangles cemetery on 22nd April 1918 and amongst the crowd looking over the", "txt_file_path": "txt/dfo323lmgvd/RAS-2000.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/nk328168n", "rank": 0 }, { "id": 214999, "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-2000", "page_number": 95, "title": "RAS-2000", "content_text": "51\n\nyoung for demobilisation, he volunteered to join the HQ of the CLC instead of serving with the Army of Occupation of the Rhine, and served with them until being demobilised. In February 1920 he volunteered for repatriation duty and from Le Havre assisted to escort 1000 labourers on the S.S. Melita to St John's, Newfoundland, a voyage lasting five days. Seven days journey by Canadian Pacific Railways took them to Vancouver City and then by ferry to the quarantine station at William Head on Vancouver Island, where they were joined by another 5000 coolies who were also awaiting repatriation. After quarantine, with 12 British officers and other ranks, 4730 coolies sailed on the M. S. Dollar to Qingdao, a crossing of twenty-one days, where the coolies were demobilised. Mellor then sailed via Shanghai, Hong Kong [staying two months], the Suez Canal to London, where he was demobilised in late 1921.\n\nAgain, a further confusion in these figures of those who died arises, as, according to a list of names provided by the Commonwealth War Graves Commission, of those labourers who have graves, world-wide, the number buried is 1952. Their list also includes, separately, names and graves of non-nationals [i.e. Brits, etc.] who were either serving with or were attached to the CLC from other regiments and these totalled 58. A total of 191 Chinese from the Corps served later with the Slavo-British Legion in Northern Russia in 1920. Between March and December 1919, 50,861 labourers were repatriated with shipments continuing for several more years. About 60 men remained behind in France to carve inscriptions on the tombstones of their dead fellow workers, and this may explain why some of the characters on the stones are unusual, if not incorrect. We understand that headstones are today replaced at fairly frequent intervals providing an enduring picture of well-cared for military cemeteries. The stones are produced nowadays in France by a team working for the Commonwealth War Graves Commission [CWGC] using automatic laser guided tools. This means that the Chinese characters are taken from identical templates which may explain why the character that we saw for the surname Liu has two different forms, each of which is identically turned out on headstones but without any apparent reason for the use of the popular version on some and the obscure version on many more. According to the CWGC a typical headstone would bear one of five phrases engraved both in Chinese and English, the name of the corps, number and date of death in English and the name and province of the casualty in Chinese. We only", "txt_file_path": "txt/dfo323lmgvd/RAS-2000.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/nk328168n", "rank": 0 }, { "id": 215423, "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": 200, "title": "RAS-2001", "content_text": "149\n\neach one in his niche, over stone bases with their names carved on them in the same order as we have them on the main altar, all in bronze with their foundry signs: hands and faces painted red; vestments gilded throughout the length of the body, with no other colour. On the second frieze and third storey with columns that rest on the middle window the Image of Our Lady of the Assumption, titular saint of the Church, has its niche, which image steps on a large gilded moon; over her head two Angels in the round of the same metal appear to be holding a closed crown, each one of which holds out his arm on the side where he is. Below these another pair seem to go through the air giving a hand in favour of Our Lady's ascent.\n\nThe third frieze, which runs underneath the last storey, gave place to the last niche. It has on its base the Image of the infant Jesus with a cross on the globe of the world on his hand and which does not differ from the others in anything, except that it is of lesser height than them. Inside the field of the pointed summit which makes a straight triangle - on which rests the stone pedestal on which is to be fixed the iron cross with rod arms that is the crown of the whole work, for which alms were given this year as I said above - from the middle of rays carved in the stone, a kind of image of a dove goes fourth, representing the Holy Spirit with its wings wide open, in gilded bronze and of significant size. Note: for all of this magnificent and sumptuous work expenses were met with alms ....' (italics mine).\n\nThere are several quite remarkable points here. Apart from their gilded garments, the first is that the faces and hands of the images of the Jesuit saints were painted red. That these bronzes were painted is highly unusual. If the faces and hands were actually painted red is perhaps arguable. But the gilded garments of the four bronzes could well have been intended to imitate the technique of gilding practised on carved statues since Late Gothic retables.\n\nBrightly painted images are known in medieval Spanish portals, an obsolete practice in the seventeenth century. It was, however, still in use in the case of some Latin American retable-façades, as the researches of Humberto Rodríguez-Camilloni on the façade of San Francisco, Lima, Peru, have disclosed.21\n\nWhat has equally remained unknown because it is missing in José", "txt_file_path": "txt/dfo323lmgvd/RAS-2001.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/zg651950g", "rank": 0 }, { "id": 215556, "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": 333, "title": "RAS-2001", "content_text": "283\n\nan important strategic port for merchants.\n\nIn the process of competing with Macao as the doorway to China trade, Hong Kong had its moments of hesitation. It had its own internal problems to solve during the three decades after 1841, such as building roads, houses, godowns, and having to provide an attractive and safe environment for trade. Only in 1875, after Hong Kong had developed into a port which was busy receiving Chinese junks from the north as well as Japanese vessels from the East and European steamers from the West was the first lighthouse at Cape D'Aguilar constructed to facilitate the navigation route leading to its harbour.\n\nShips from the West\n\nTo build lighthouses was a need formed by several elements. First, the marine navigation route from Europe to Asia used to go round the Cape of Good Hope off South Africa. In 1869, the Suez Canal was opened for navigation, shortening the distance between Europe and East Asia by 20 to 30 per cent as well as cutting the cost, facilitating more frequent sea traffic.4 Secondly, the Industrial Revolution in Europe increased drastically the supply of consumer goods which, in turn, demanded more and more large steamships with greater speed to carry them. Thirdly, shipping costs depend not only on the size and speed of the vessel or the time needed for the transportation. Part of the cost goes to the insurance against the danger of shipwrecks. The safe route with good navigation aids affected the cost of the goods directly. Because of the above elements, the demand for building lighthouses on the sea route to Hong Kong became more pressing with the increase of trade.\n\nOld lighthouses\n\nBefore the setting up of lighthouses in Hong Kong there were already lighthouses in nearby waters. On the Eastern approaches to the Singapore Straits Horsburgh Lighthouse was established in 1851.5 Off the west coast of Taiwan located on Xi Yu Island of the Pescadores/Penghu Islands, the Fisherman Island Lighthouse (Yureng Tao Lighthouse) was set up as early as 1778.6 In Macao, the Guia lighthouse (Farol da Guia), built in 1865, claims to be the oldest on the China coast. These lighthouses, however, did not provide enough help for\n\n7", "txt_file_path": "txt/dfo323lmgvd/RAS-2001.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/zg651950g", "rank": 0 }, { "id": 216092, "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": 391, "title": "RAS-2002", "content_text": "325\n\nPeninsula and Oriental Line had four passenger ships: the Chusan, the Carthage and the Corfu. I sailed on the Royal Mail Ship Canton. As a newly joined Hong Kong government servant I went on half pay as soon as I stepped on the boat. It took 31 days from Southampton to Hong Kong.\n\nIn first class one dressed every night for dinner, except the first night and nights in port. With a long voyage some passengers were like bears with sore ears. For others there were games like deck quoits, dancing, the ceremony of \"crossing the line\" and shipboard romances. Others were seasick. Regarding romance the pretext for \"Romeo\" at night was to take a girl up to the boat deck to show her the Southern Cross. One lady boasted: 'I was taken up twice on one night and both men pointed to the wrong constellation!'\n\nThere were sea birds and flying fish to watch out for, and some wonderful sunsets in the Indian Ocean. Just as the brilliant sun dipped below the horizon you could occasionally see a green flash. Looking over the ship's rail at night one could frequently see phosphorescent, microbial animal and plant life in the tropical waters. Sometimes one could see this when one flushed the toilet in the darkness of one's cabin.\n\nAt Port Said gilly gilly men (Egyptian magicians) were allowed on board to entertain passengers. Or you could go ashore, visit the Pyramids and elsewhere, and catch the ship at the other end of the Suez Canal (that was the way people travelled on the so-called overland route, before the Suez Canal was completed in 1869.)\n\nAden, with low taxes, was a good place for shopping. Or one could visit the museum there to look at a stuffed Manatee with its broad, flattened tail. Fond of sitting on rocks, these sea creatures were said to have provided the substance for seamen's tales about mermaids. Other customary ports of call for British passenger ships were Bombay, Colombo, Penang and Singapore. P. & O. ships were manned partly by lascar seamen with stewards from the Portuguese Goa. There was a splendid array of cuisine with China, Indian and Ceylon teas. The Indian curry cook could serve a different curry for every lunch of the 31-day voyage.\n\nSome Britons preferred to travel on foreign ships which were not", "txt_file_path": "txt/dfo323lmgvd/RAS-2002.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/mp4901278", "rank": 0 }, { "id": 216101, "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": 400, "title": "RAS-2002", "content_text": "334\n\nWhen I arrived in the mid-1950s, only one government department - Medical and Health - was headed by a Chinese. But he was not a local and came from Malaya. Today, of course, the boot is on the other foot. Only persons of Chinese nationality can become Government Secretaries.\n\nAlthough the Peak Reservation Ordinance was not brought back into force after World War Two, there was, nevertheless, quite a bit of covert racism - certainly among staff in the college where I taught. My old boss told me, when he learned I intended carrying on studying Cantonese, 'Only policemen and cranks learn Cantonese.' Immediately I thought, \"Yes, and I'm one of the cranks!\" One British colleague would openly say to other Europeans that he had lived in Hong Kong for 20 years and was proud that he could not count, in Cantonese, beyond three. 'After all, this is a British colony!' He used to say that no Chinese had crossed the threshold of his home as a guest. 'As a tradesman, yes. But not as a guest.' Another colleague who was not quite so racist frequently said, \"The Chinese are all right, but they need a European behind them.\"\n\nBut then I recall being stationed in the Suez Canal Zone in 1942 in, at the time, the largest military camp in the world. At Qantara railway station there were 10 toilets labelled as follows:\n\nOfficers European\n\nOfficers Asiatic\n\nOfficers Coloured\n\nWarrant Officers and Sergeants European\n\nWarrant Officers and Sergeants Asiatic\n\nWarrant Officers and Sergeants Coloured\n\nOther Ranks European\n\nOther Ranks Asiatic\n\nOther Ranks Coloured", "txt_file_path": "txt/dfo323lmgvd/RAS-2002.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/mp4901278", "rank": 0 } ]