[
    {
        "id": 212384,
        "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": 326,
        "title": "RAS-1990",
        "content_text": "303\n\nmiddle for the upper part of the grinder to turn on.\n\nThey then filled the baskets with a kind of very fine earth called \"Wong Nei\" (黃泥) (which contains no sand grains) which was available only in some places like Au Tau (凹頭) in Yuen Long. Kei Lun Wai (雞卵圍) in Tuen Mun and Pak Fan Chin (白粉田) in Lam Tsuen. They crushed and tamped the earth with wooden poles until the basket was packed. On the surface of the earth they then drew some geometrical patterns according to which the grinder teeth (*) would be placed. The grinder teeth were made of bamboo strips two to three inches long and 2/3 inch wide. These were made from a different type of bamboo. The bamboo teeth were inserted vertically into the earth with a wooden hammer according to the pattern drawn on the earth surface. When all the bamboo teeth were fixed side by side with one another into the earth, the worker had to make sure that there was no room for the teeth to move. If the teeth still had room to move, they either set more teeth into the earth or filled the grinder with very fine silt and packed it with the wooden hammer again until the teeth stayed very firm. They usually finished the work of the lower part of the husk remover first and then started work for its upper part. A hole would be reserved in the middle to accommodate the axis. It took about three days' time of two skilled workers to produce a husk-grinder.*\n\nRiden Sung Chi-Pui\n\nTHE BRITISH MERCHANTMAN “NORNA”\n\nOn the 24th of April 1862, the Hong Kong China Mail reported that the sailing barque Norna had been wrecked on an uninhabited atoll in the Caroline Islands. The facts surrounding the rescue of her crew highlight the tenacity and application of the naval authorities of the China Station in Hong Kong.\n\nThe Norna was built in Sunderland in 1851 and, although no complete details of her exist today, it is known that she was barque rigged and measured 460 tons gross. Her length was about 100 feet.\n\n* See Plates 10-13.",
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        "external_url": "https://digitalrepository.lib.hku.hk/catalog/d79206299",
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    {
        "id": 214207,
        "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-1998",
        "page_number": 65,
        "title": "RAS-1998",
        "content_text": "28\n\nso different Chinese ethnic sub-groups laugh at each other. In the early 1950s, when many Shanghainese came to Hong Kong from the Mainland, the sally going the rounds among the Cantonese was: First the Shanghainese travelled in a small car. Now they ride in a big car. For the Westerner who is slow on the uptake this means, when they first came to Hong Kong they drove a car. Later, they could not afford it so they travelled by bus.\n\nIn China too, at one stage there was a tendency, as in other societies years ago, to deride cripples and the mentally retarded (Sypher, 1956; 202). In England in the Middle Ages, a hunchback was expected to caper around and amuse others. Jews, the village idiot, and the 'Chinaman' with his pigtail were usually all good, certainly in the 19th century, for a giggle (Pan, 1990; 84). More recently, there was the case of the Duke of Edinburgh meeting some British students studying in China and the Duke saying to them: 'If you stay here too long you'll get \"slitty\" eyes.' Many people seemed to think it was an insensitive remark and in bad taste. A few however felt, no doubt like the Duke himself (and indeed a few Hong Kong Chinese), that it was all intended in good, clean fun.\n\nWe must not forget that a witch was burned alive in Sunderland, England, as late as 1722, which was an occasion of some merriment. Even today many children enjoy 'cruelty' in their humour, such as the slip on the banana skin or the bucket of water tipped on the head. The author recalls how a colleague, a Chinese teacher, was given the nickname of tsoh hau ue (left [sloping] mouth fish) (false halibut) in the 1950s. Although humour can conceal or even help to heal pain, there are people of all nationalities who delight in the misfortune of others, and, even today, a few get pleasure from stoning a hedgehog to death which is stuck in a hedge.\n\nFrequently one hears about oppressive authority in Chinese life and there are sometimes attempts to 'skewer' an incident, by the oppressed, with a good joke. Everyone loves to make the leaders look stupid.\n\nThere is the one about the three Chinese in a prison cell during the Cultural Revolution. The first said: 'I'm here because I supported Deng",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1998.txt",
        "external_url": "https://digitalrepository.lib.hku.hk/catalog/1g05n0794",
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    {
        "id": 214512,
        "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-1998",
        "page_number": 370,
        "title": "RAS-1998",
        "content_text": "339\n\ncucumber. When we asked why we could not have stayed here as well, we were told that \"it would not be appropriate.\" Draw from that what you will.\n\nInstead we stayed at the adequate Pacific Ocean Hotel. Perhaps a better choice would have been the Yantai Marina Hotel on the eastern end of the sea front. This would have been nearer to the Chefoo School and the other main places of interest to us along the seafront.\n\nWeihaiwei - An Uncertain Possession\n\nThe pace never slackened for a minute. The following morning it was “all aboard” for another anachronistic piece of Britishness. On the way to Weihaiwei, about an hour's ride from Yantai, we received a briefing from Carol Tan on the background to Britain's involvement in this piece of territory that was leased by the British from 1898 to 1930.\n\nOne or two of the party, including myself, had been there before. Indeed, Jessie Stewart had lived there as a child in the 1930s. Gillian Sunderland's family had lived here many years ago, and Rowan Callick's grandfather had been a member of the Weihaiwei Masonic Lodge. But none of us had been to Liu Kung Island, the site of the naval base, and so this part of the journey was to be a bit of a challenge - not least for the \"organiser\".\n\nPort Edward\n\nany\n\nWhat we wanted to see in Weihaiwei fell into two areas: remains of the former Port Edward in the city itself and those on Liu Kung Island. Armed with a vast collection of old photographs from the early days of the British tenancy, thanks to Arthur Hacker, we went off in search of what we could find. The most likely area seemed to be the low hill rising at the north end of the bay around which the present-day city is clustered.\n\nUp above the small naval base, set off from the main road by a small garden, is a small but charming bungalow. Was this the former governor's residence? Some controversy here. The majority view was that the building was not grand enough. Perhaps it was the naval",
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    },
    {
        "id": 215819,
        "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": 118,
        "title": "RAS-2002",
        "content_text": "51\n\nHong Kong's temperatures don't go as high as India's, but they are hot enough to affect machinery. The B-29's new instruments were especially vulnerable. In tropical areas (Hong Kong is semi-tropical), temperatures inside a B-29 during a hot day could reach 150°F (65.5°C). Besides affecting crew comfort, the heat takes a toll on the B-29's engines, which would be damaged if the temperature of its cylinder heads exceeded 428°F (220°C). If the engines haven't yet been damaged, they would have suffered decreased efficiency due to the higher temperatures, thereby requiring longer takeoffs. Temperature variations also affect the air pressure of a B-29's tyres. Improper inflation of tyres affects the takeoff and landing distance of an aircraft, and could result in shorter tyres life.42 Hence, early morning takeoffs were recommended if the B-29 were to operate from Hong Kong. A temperature of 75°F (24°C) demanded a 10 percent increase in runway length (due to the lower efficiency of the B-29's engines), and 20 percent if the temperature reached 100°F (37.7°C). But summers in Hong Kong would not be conducive to the efficient operation of a B-29, for even early morning temperatures during this period would have reached or exceeded 75°F.44\n\n43\n\nHumidity and heavy rains can cause corrosion, fungal build-up, and ultimately malfunctions on idle B-29s. Electrical equipment is particularly at risk to such weathering, and when that is gone, the B-29 has lost its technological edge. Idle engines are also affected by heavy weathering, which can contaminate engine oil with impurities and thus damage the engine.45\n\nThen there is the all-powerful typhoon, which could pose a serious threat to B-29 operations. In July 1946, Hong Kong was hit by another typhoon, and Kai Tak got the worst of it. Winds of up to 130 knots were recorded. The runway was holed, and five transport planes and two Sunderland flying boats, all unserviceable, were lost - a testimony to the vulnerability of grounded aircraft to the weather and anything else. The toll would have been higher had some aircraft not been evacuated prior to the typhoon's arrival. Although the Allies did not have the power of foresight during the war, they already knew about the 1937 typhoon, which also damaged Kai Tak.46\n\nA loss of seven planes might have seemed tolerable to the materiel-rich Allies, but not so in the case of the B-29. It was the most expensive project of the war (US$3 billion in those days) - even more expensive",
        "txt_file_path": "txt/dfo323lmgvd/RAS-2002.txt",
        "external_url": "https://digitalrepository.lib.hku.hk/catalog/mp4901278",
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    },
    {
        "id": 215826,
        "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": 125,
        "title": "RAS-2002",
        "content_text": "58\n\n1.\n\n1 Edward S. Miller, War Plan Orange: the U.S. Strategy to Defeat Japan (Annapolis, MD: Naval Institute Press, 1991), p.14.\n\n2 Miller, p.21-22, 24.\n\n3 Miller, p.33-36.\n\n(1) Steven T. Ross (ed.), American War Plans, 1919-1941, vol.2 (New York: Garland Publishers, 1992), p.125-126. (2) Miller, p.4-5, 31-32.\n\n• Ernest J. King & Walter Muir Whitehill, Fleet Admiral King, A Naval Record (New York: WW Norton & Co., Inc., 1952), p.432. The JCS was the military committee that directed the war on the American side.\n\n6 Charles F. Romanus & Riley Sunderland, Stilwell's Command Problems, 1956 of U.S. Army in World War II: the China-Burma-India Theater, (pt. Washington, DC: Office of the Chief of Military History, 1976), p.10.\n\n7 Christopher M. Bell, \"Our Most Exposed Outpost: Hong Kong and British Far Eastern Strategy, 1921-1941,\" The Journal of Military History, 60 (January 1996), p.65.\n\n• Colonel Lindsay T. Ride, \"Memorandum on the Liberation of Prisoners-of-War, Hong Kong,\" 30 Sep 43, p.11-13; Series 2/33, BAAG (British Army Aid Group) Correspondence Concerning Operations, September 1942-November 1943; Personal Papers of Sir Lindsay Tasman Ride (microform); Canberra, ACT: Australian War Memorial, 2001 (hereinafter known as the Ride Papers).\n\n* Unless otherwise noted, information for this section was collected from Weather Information Branch, HQ, USAAF, R&A Report #71087, \"Climate of Hong Kong (China),\" October 1943; Intelligence Reports (\"Regular Series\"), 1941-1945; Research and Analysis Branch Division; Records of the Office of Strategic Services (OSS), RG226; National Archives (NA), Washington, DC.\n\n10 Later, it was reported that an all-weather road ran from Hong Kong to Canton, and the Japanese had improved other roads nearby to the same capacity. See \"G-2 Estimates of the Following Places: Haiphong-Liuchow Peninsula-Hainan Island-Hong Kong-Swatow-Amoy-Foochow-Santuao-Wenchow-Hangchow Bay Region-Laoyao-Chingtao-and the Tip of the Shantung Peninsula to Include Wei Hai Wei,\" 17 Feb 45, p.5; Ch.7-Intelligence, Correspondence, 1945, Folder",
        "txt_file_path": "txt/dfo323lmgvd/RAS-2002.txt",
        "external_url": "https://digitalrepository.lib.hku.hk/catalog/mp4901278",
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    },
    {
        "id": 215829,
        "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": 128,
        "title": "RAS-2002",
        "content_text": "61\n\n28\n\nChic Publishers, 1996), p.12-14. (3) Heywood, p.17:\n\nTyphoon winds that approach Hong Kong from the southeast blow on Victoria Harbour from the north, so Kowloon's mountains can serve as a partial barrier. See Donald Alan Mantner & Samson Brand, An Evaluation of Hong Kong Harbour as a Typhoon Haven (Monterey, CA: Environmental Prediction Research Facility, Naval Postgraduate School, 1973), p.53.\n\n29 Navy Department, \"Advanced Base: Hong Kong,\" p.14-15. However, Tolo Harbour could do little more than serve as a secondary anchorage because shore facilities in Tai Po were limited.\n\n30\n\n31\n\n32\n\n(1) Heywood, p.7-8. (2) Adamson & Kosco, p.12. Although described by many sources as a \"tidal wave,\" the wave would be more appropriately described as a storm surge because it is not caused by the moon.\n\nHKRO, A Statistical Survey of Typhoons and Tropical Depressions in the Western Pacific and China Sea Area From 1884 to 1947 (Hong Kong: Government Printers, 1951), p.3 (hereafter referred to as HKRO, Statistical Survey). See also P.C. Chin's Tropical Cyclone Climatology for the China Seas and Western Pacific From 1884 to 1970, Vol. I: Basic Data (Hong Kong: Government Printers, 1972) for maps of typhoon tracks for each year.\n\n33\n\nThe evasion option became more popular after the war, probably because of better typhoon location and tracking methods. See Mantner & Brand, p.78-79, 88. The authors cited British and American dissatisfaction with Hong Kong as a \"safe haven\" for ships during a typhoon.\n\n34 HKRO, Statistical Survey, p.9.\n\n35\n\nRomanus & Sunderland, Stilwell's Mission to China, 1953 of U.S. Army in World War II: the China-Burma-India Theater (rpt. Washington, DC: Office of the Chief of Military History, 1984), p.12-13.\n\nCPS 83, \"Appreciation and Plan for the Defeat of Japan,” 8 Aug 43, Map F; CCS 381 Japan (8-25-42), sec.6; Geographic File, 1942-45; Records of the U.S. Joint Chiefs of Staff, RG 218; NA, Washington, DC. The map shows that Hong Kong lay within the minimum area required for the air bombardment of Japan.\n\n* United States Army Air Force, B-29 Erection and Maintenance Manual (Dayton,",
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    },
    {
        "id": 215832,
        "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": 131,
        "title": "RAS-2002",
        "content_text": "64\n\n53 Ronald Spector, Eagle Against the Sun: the American War with Japan (New York: Vintage Books, 1985), p.489.\n\n54 (1) South China Weekly Situation Report No.4, 30 Mar 45; Series 1/1; War Diary, January-April 1945; also includes South China Weekly Situation Reports Nos.1-23, 9 Mar-23 Oct 45; Ride Papers. (2) South China Weekly Situation Report No.14, 8 Jun 45 (rest of details the same as above).\n\n55 Romanus & Sunderland, Time Runs Out in CBI, 1959 of U.S. Army in World War II: The China-Burma-India Theater (rpt. Washington: Office of the Chief of Military History, 1976), p.332-334.\n\n56 Adamson & Kosco, p.149-150, 190.\n\n57 Commander in Chief, U.S. Pacific Fleet and Pacific Ocean Areas Report, Serial 0395 of 11 February 1946; Entry 351; World War II Action and Operational Reports; RG38; NA, Washington, DC,\n\n58 Alderson, p.57.\n\n59 Adamson & Kosco, p.52-53, 185-187. Interestingly, the carriers in question, the USS Hornet (CV-12) and USS Bennington (CV-20), had survived previous Japanese attacks (including Kamikazes) without suffering anything worse than strafing, but they couldn't escape the typhoon.\n\n60 CPS107/1, p.15.",
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