[
    {
        "id": 209649,
        "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-1982",
        "page_number": 306,
        "title": "RAS-1982",
        "content_text": "284\n\nNOTES AND QUERIES\n\nsympathy of all right-thinking Chinese who have not been slow to express their profound abhorrence of the action'. This was certainly true of the Chinese elite. A deputation of forty leading Chinese, including Legislative Councillors, the Director of the Tung Wah Hospital and members of the Committee of the Po Leung Kuk and the District Watchmen's Committee, waited on the Governor two days after the crime to testify to the loyalty of the community and their profound horror at the outrage.\n\nThere is little evidence to show how far such sentiments were widely shared by the rest of society. The only surviving Chinese newspaper made no comment and did not even carry a report of the incident.10 The police intercepted a letter from the landlady of the place where Li had been living in which she mentioned casually that her lodger had fired at the Governor 'and most unfortunately missed him'. At least one man saw a good omen in the affair; an Indian shopkeeper when told the news reportedly smiled and said, “Very good joss. That means there will be prosperity for Hong Kong.”\n\nAny deterrent effect of the sentence passed on Li did not last for long. Four months later the Hong Kong government made a further attempt to outlaw the use of coins minted in Canton by persuading the Tramway company to refuse to accept them. Agitators convinced the public that this was an insult to the new Republican government and a boycott of the tramway began in November, accompanied by widespread intimidation and violence directed against those using the trams and Europeans in general. In December the emergency powers under the Peace Preservation Ordinance were once again brought into force by proclamation.12\n\nOn\n\nLi Hon Hing only served six years of his life sentence.13 On 18 June 1918 Sir Henry May informed the Executive Council that he proposed to pardon the prisoner and order his release from prison. No reason is given in the Minutes of the Council for this act of clemency.19\n\nN. J. MINERS",
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    {
        "id": 212332,
        "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": 274,
        "title": "RAS-1990",
        "content_text": "251\n\nbeing until this century. In the last decade of the 20th century, however, it provides three-quarters of the electricity consumed in Hong Kong. Not long after the Company placed what was reported to be the largest ever single order with British industry, in 1980, six members of the board were made Commanders of the British Empire. There have also been two Knighthoods in the Kadoorie family.\n\nTransport\n\nMotor transport was mainly introduced into Hong Kong in the present century, and, by 1909, the Colony boasted five private cars. Steam power was, however, used at sea before it was employed on land, and by 1876 there were nine steam launches operating in the harbour, and the first regular cross-harbour ferry, employing steam launches, commenced in 1880. In 1898, the Star Ferry was incorporated and took over from Dorabjee Nowrojee the previous ferry owner.\n\nBritish firms were, nonetheless, involved with transport, and a proposal was made by Jardine's, in 1881, for a system of trams on Hong Kong Island. The same year another proposal was made for a tramway to Victoria Gap, and in 1885 the original promoters sold their rights to Phineas Ryrie and Alexander Findlay Smith (Findlay Path on the Peak is named after him) for $2,000. The latter, a merchant who arrived in Hong Kong in the 1860s and who had been an employee of Scotland's Highland Railway, was the driving force. In 1881, it was he who requested approval from Sir John Pope-Hennessy, for this innovative scheme.\n\nAccording to Mrs Maud Grant-Smith, the Governor told her late husband's uncle, Findlay Smith:\n\n\"My dear chap, you are simply throwing your money down the drain. Do you imagine anyone wants to go to the top of the Peak?\"\n\nBecause His Excellency would not help, Smith brought his own engineers from Scotland. As early as the 1840s Doctor William Morrison, the Colonial Surgeon (1847 to 1859), recommended spending the summer on the Peak. He also suggested a sanatorium be built there to alleviate the effects of heat and humidity. This was constructed but by 1868 it had fallen into disrepair, and had been rebuilt as",
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    {
        "id": 212333,
        "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": 275,
        "title": "RAS-1990",
        "content_text": "252\n\n'Mountain Lodge', the Governor's summer residence. Smith was convinced the Peak Tram had a future.\n\nThe original promoters included F.B. Johnson of Britain, F.D. Sassoon of Hong Kong, C.V. Smith of Shanghai, and W.K. Hughes of Hong Kong. Capital for the new company amounted to $125,000 in $100 shares. Construction began in September 1885, when 30 to 40 families customarily spent their summers on the Peak. The Peak Hotel was opened in 1873.\n\nThe Peak Tram consulting committee included Phineas Ryrie, Findlay Smith, A. McIver, J.B. Coughtrie, and McEwen and Company. The project was completed and opened on 30th May 1888. The original tram had 30 seats, the front two of which were reserved for the Governor until two minutes before departure. The steepest gradient is one in two, at May Road, and the original steam engines were not replaced by an electrically powered system until 1926. The ten-minute journey on the cable car provided the only mechanical form of transportation to the 1305-foot high Victoria Gap until Stubbs Road was completed in 1924.\n\nIn 1905, the original firm was sold to the newly-incorporated Peak Tramways Company which included entrepreneurs such as Sir Paul Chater, H.N. Mody (Mody Road is named after this Parsee merchant), Abraham Jacob Raymond, Charles Wedderburn Dixon, and Creasy Ewens. The Kadoorie family has been connected with the Tramway since 1905.\n\nTrams and trains\n\nIn spite of the original 1883 Ordinance, mentioned above, the tramway scheme along the North shore of Hong Kong Island was delayed. It finally opened in 1904. In those early years, trams were a prestige form of travel.\n\nSimilarly, although Jardine's and the Hong Kong and Shanghai Bank formed a company in 1898, which was granted rights to build a railway from Kowloon to Canton, construction did not begin until 1906 and was undertaken, in the event, by Government. The British section was completed in 1910. By October 1911, the railway opened for through traffic to Canton.",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1990.txt",
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    {
        "id": 212336,
        "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": 278,
        "title": "RAS-1990",
        "content_text": "255\n\nThe Hong Kong Guide 1893 (republished 1982)\n\nHughes, Richard, Borrowed Place Borrowed Time, Hong Kong and its Many Faces\n\n(London 1968, reprinted 1976)\n\nHunter, W.C., The \"Fan Kwac\" at Canton Before Treaty Days 1825-1844 (republished 1965)\n\nHutcheon, Robin, The Blue Flame, 125 Years of Town Gas in Hong Kong (1987) Hutcheon, Robin, Wharf. The First Hundred Years, 1886-1986 (1986)\n\nIngrams, Harold, Hong Kong (London, 1952)\n\nJardine, Matheson & Company... an historical sketch (undated)\n\nJarrell, Old Hong Kong\n\nJones, Stephanie, Two Centuries of Overseas Trading. The Origins and Growth of the Inchcape Group) (England, 1986)\n\nKing, Frank H.H., The History of the Hong Kong and Shanghai Banking Corporation, vols. I to IV\n\nLawrence, Anthony, and Frederick Amentrout, The Taipan Traders\n\nLiu Kwang-ching, Anglo-American Steamship Rivalry in China 1862-1874 (Harvard 1962) Luff, John, Hong Kong Cavalcade (1968)\n\nLuff, John, The Hidden Years, Hong Kong 1947-1945 (1967)\n\nLuff, John, The Hong Kong Story (circa late 1960s) MacMillan, Alistair, Seaports of the Far East (1925)\n\nMorris, Jan, Hong Kong, Xianggang (England, 1988) Murray, Simon, Legionnaire (England, 1980)\n\nPeak Tramway. 1888–1988\n\nPresent Day Impressions of the Far East and Prominent and Progressive Chinese at Home and Abroad, Managing Director W.H. Morton-Cameron, Editor-in Chief W. Feldwick (1917)\n\nRoyal Asiatic Society, Hong Kong Branch, journals, various\n\nThe Thistle and the Jade. A Celebration of 150 Years of Jardine. Matheson & Co. Editor Maggie Keswick (London, 1982)\n\nTwentieth Century Impressions of Hong Kong. Shanghai, and Other Treaty Ports of China, Editor in Chief Arnold Wright (1908)\n\nWong Siu-lun, Emigrant Entrepreneurs: Shanghai Industrialists In Hong Kong (1988)\n\nUNPUBLISHED BOOKS\n\nBook 1, The Canton Dispensary 1828-1838 Book II, The Hong Kong Dispensary 1841-1862 Book III, A.S. Watson and Company 1862-1886\n\nCOMPANY BROCHURES, LEAFLETS AND MAGAZINES\n\nA.S. Watson & Co., Limited\n\nBrief History: The Hong Kong and Shanghai Banking Corporation\n\nChina Light and Power Co. Ltd. (annual reports)\n\nDeacon's\n\nThe Elements of Power, China Light & Power\n\nHistory of Hong Kong & China Gas Co. Ltd\n\nHong Kong Bank Group Magazines\n\nHong Kong Land 1889/1989\n\nHong Kong's Noonday Gun (Jardine)\n\nHutchison Whampoa Limited (annual reports)\n\nInchcape: The International Services and Marketing Group A Pictorial History of Hong Kong Electric Standard Chartered News",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1990.txt",
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    {
        "id": 212498,
        "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-1991",
        "page_number": 52,
        "title": "RAS-1991",
        "content_text": "32\n\n29\n\nThe term 'comprador' in Chinese history is quite argumentative. In late Qing times it referred to a commercial broker, an agent and employee of a foreign firm. With the rise of Chinese nationalism in the Republican period, the meaning was gradually expanded beyond its original sense to include politics in a negative meaning or collaboration with foreigners of serving interest of imperialists. In Chinese Marxist scholarship, comprador has taken on a political meaning. See Jung-fang Tsai (1981), The Predicament of the Comprador Ideologists, pp. 191-7. However, economic historians such as Wang Jingyu, realizing the role of Chinese merchants in the economic development of the nineteenth century, said they included compradors who had large investment in modern enterprises, been active in huashang fugu huodong as well as buying capital in from foreign aggressive enterprises. See Wang (1965), Shijiu shiji waiguo qinhua qiye zhong de huashang fugu yundong (The Activities of Chinese Merchants to Buy Capital-Shares from the Foreign Aggressive Enterprises in China During the Late Nineteenth Century) and (1983b) Shiji xifang ziben zhuyi dui Zhongguo de jingji qinlue (The Economic Invasion of Western Capitalism on China in Nineteenth Century), pp. 483-526.\n\n10 Xu Run, Qing Xu Yuzhi xiansheng Run zixu nianpu, pp. 4-5.\n\n31\n\nAs Xu himself stated, the estimate value of this amount after discount should be 3,219,470 taels. See ibid, p. 68.\n\n17 Other investments, though the amounts are uncertain, can also be ascertained from his autobiography. They are: a pier company at Guangdong, a grocery at Shanghai; also silk cloth shop, tea shop, partnership in Huya'an Insurance Co., Huaxing Insurance Co., Difeng Co., Shanghai Land Investment Co., Ltd., Shanghai Tramway Co., Xunhuan Newspaper in Hong Kong, a water works, and Tongyi cultivation company in Guangdong. See Qing Xu Yuzhi xiansheng Run zixu nianpu, preface.\n\n33\n\nSee Liu Kwang-ching (1962), Anglo-American Steamship Rivalry in China, 1862-1874, p. 155.\n\n14\n\nSee Hao (1970a), p. 100. As Xia Dongyuan found that in the Zheng's zhushu (will) written in 1914, Zheng regarded 4,088 taels the interest from share-stocks as one of his main sources of income. See Xia (1985b), p. 268.\n\n35 See Zheng Guanying, Zhi Li Zhaomin Fangbo lun zhuang Lundun Hongyuan Gongsi (Letter addressed to Li Zhaomin in discussing the founding of Hongyuan Company in London), in Xia Dongyuan (1988a), pp. 507-3; Wu Chang-chuan (1974), pp. 86-8.\n\n36 As Wang Shui has concluded from various sources, during 1840 to 1894 Chinese compradors had accumulated a total income of about half a billion taels, see Wang (1983), Qingdai maiban shouru de guji jiqi shiyong fangshi (An Assessment of Compradors' Income and Its Spending Ways in Qing Dynasty), pp. 298-307.\n\n37 See Thomas G. Rawski (1970), Chinese Dominance of Treaty Port Commerce and its Implications, 1860-1875, pp. 451-73.",
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        "external_url": "https://digitalrepository.lib.hku.hk/catalog/k356gt84j",
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]