[
    {
        "id": 204646,
        "series_id": 26,
        "series_slug": "histsyn-rashkb-journal-engine",
        "series_title": "RASHKB Journal 皇家亞洲學會香港分會學刊",
        "series_use_hku_proxy": false,
        "document_key": "RAS-1963",
        "page_number": 127,
        "title": "RAS-1963",
        "content_text": "114 \n\nA. D. BLUE \n\nwith Howqua, the great Canton hong merchant, until 1861 and were also associated with Baring Brothers, the London bankers, shows that the Shanghai Steam Navigation Company was far from being a purely American concern. The initiative in its formation and its success, however, was almost entirely due to the determination and ability of the Shanghai heads of Russell and Company, and in particular to Edward Cunningham, the firm's managing partner in Shanghai in the vital years of 1862, 63, and '64.\n\nBecause of American influence in the early days, and the similarity between navigational problems on the Mississippi and on the Yangtse, the luxurious river steamers which plied on the Lower and Middle Yangtse during the heyday of foreign trade were very similar to the Mississippi steamers of Mark Twain's day. They had the same tall, narrow funnel, and the long promenade deck extending almost the whole length of the ship, which Hollywood has made so familiar. At the forward end of this deck was the dining saloon, and at the after end the lounge. Both of these were elegantly, and even ornately furnished, the entrance to the lounge being flanked with potted shrubs leading to a wide stairway down to the lower deck. The best cabins were on the promenade deck. Unfortunately no one with Mark Twain's genius has written a ‘Life on the Yangtse' to match his Life on the Mississippi, an omission now very unlikely to be repaired.\n\nIn his journey up the Yangtse and overland to Burma in 1874, which was to end in his tragic murder, A. R. Margary travelled from Shanghai to Hankow by the Shanghai Steam Navigation Company's Hirado.\" Margary described his cabin as large and airy, and the Hirado as a wonderful structure and not like a ship at all. She had a tall narrow funnel in front of each paddle box, tier upon tier of cabins built on the smallest possible hull, and the general appearance of a gaudy palace of pleasure full of windows and terraces floating upon the water. Margary continued by mandarin boat10 to Yochow, and then across the Tungting Lake and by the Yuan River to the border of Kweichow, and then completed his\n\n10\n\n\"The Hirado was one of the largest steamers on the river at this time, being of 1,294 gross tons. She had been built in America for Dent and Company in 1866, and sold by them to the Shanghai Steam Navigation Company in 1867.\n\n10 A long, narrow junk divided into 5 or 6 compartments.\n\n1",
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    {
        "id": 204662,
        "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": 143,
        "title": "RAS-1963",
        "content_text": "NAVIGATION ON THE YANGTSE\n\n129\n\nMany of the Chinese government's most ambitious plans are connected with the Yangtse. The bridge at Wuhan, first mooted in 1913, was completed in 1958 at a cost of $35,000,000, and after only two years and four months work. This is of double-deck construction, and 4,465 feet long. The lower level carries a double railroad track, and the upper level vehicle and pedestrian lanes. The bridge crosses the river just below Hankow, and is high enough to allow the largest ocean ships likely to call at Hankow to pass under all year round. Then there is the Three Gorges Dam project, between Ichang and Chungking. This is to provide hydro-electric power, flood control, irrigation, and to improve navigation. A much greater project is the plan to divert Upper Yangtse water into the Yellow River, and surveys have been made to see how much of the Yangtse's flow can be diverted for this purpose.\n\nAt present that part of North and North West China drained by the Yellow River has 51% of the cultivated land of China, but only 7% of the surface water flow; while the area around and south of the Yangtse with only 33% of the cultivated land has over 76% of the surface water flow. From these vast schemes under-way or planned, it is plain that in the future the Yangtse will play an even greater role in China's history than in the past.",
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    {
        "id": 205325,
        "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": 87,
        "title": "RAS-1967",
        "content_text": "80\n\nTHE CHINA COASTERS\n\nA. D. BLUE\n\nJames Matheson sent his San Sebastian from Canton to ports in Fukien Province in 1820, to open up new markets for opium, and this is generally considered the pioneer voyage in the China coast trade. Although Matheson was Danish Consul at Canton at this time, and the San Sebastian sailed under Spanish colours, it is correct to describe this voyage as a British venture. The men who sailed the opium clippers, therefore, were the first 'China coasters', and since that time 'China coasters' have considered themselves a breed apart, distinct from the rest of the British Merchant Navy. The tradition of more liberal manning, of better pay, food, and conditions in general, pioneered by the opium clippers has continued to the present day.\n\nMany of the customs and practices of the lordly East Indiamen and of the Indian 'country ships' were inherited by the humbler 'China coasters'. The East Indiaman's captain could, and was expected to, make a fortune from carrying passengers and private cargo, in addition to the company's, and in self defence the latter stipulated a definite scale of perquisites for each member of the crew, from captain down to bosun and carpenter. Generous as this was, it was invariably exceeded. There was a much greater variety of 'pidgin' (=business) on the China coast, although it did not comprise such a high proportion of the China coaster's total earnings. As on the East India Company's ships, dabbling in certain types of 'pidgin' was considered legitimate and carried no moral stigma.\n\nThe most common and profitable pidgin came from deck passengers. It was on the emigrant runs to the Straits and Bangkok that this type of 'pidgin' was most prolific. I was introduced to this on my first ship on the coast, the Antung. The Antung was\n\nThe author served as an Engineer Officer with the China Navigation Company from 1928 until 1938, and was on the Yangtse in 1930 in the Shengking and again in 1934 in the Wuhu. He was captured by pirates in the Newchang river in Manchuria in 1933 and held prisoner for five and a half months. Two of his articles have been published previously in the Journal. \"European Navigation on the Yangtse\" in Vol. 3, 1963, and \"Piracy on the China Coast\" in Vol. 5, 1965.",
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    {
        "id": 205327,
        "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": 89,
        "title": "RAS-1967",
        "content_text": "82\n\nA. D. BLUE\n\nAs I have said, stowaways and private cargo of this kind were considered legitimate 'pidgin'. Many snug villas on the south coast of England and the Clyde coast of Scotland owe their origin to legitimate 'pidgin' and 'squeeze'. Opium, drugs, and arms and ammunition came into a different category, however, and Europeans involved in this kind of 'pidgin' were usually acting under duress. Any unsolved murder, suicide, or disappearance of a European officer invariably gave rise to lurid rumours of entanglement with unscrupulous opium gangs.\n\nI once found a dozen or so small flat tins, like sardine cans, tucked away among some clothes in a rarely used drawer in my cabin. I was new on the coast at the time, and pleasantly thrilled when told that it was opium. I was advised that the best thing to do was to throw it over the side, and the outcome was that the messroom boy disappeared at the next port. My only other experience of opium was its sickly sweet smell, which I used to encounter when going along the 'tween decks at night. There were always a few groups of passengers there indulging in a mild session of opium smoking. Even today, some forty years later, any similar smell takes me back to the dimly lit 'tween decks of the Antung, Kwangtung, or Kiangsu, and revives all my old memories of the China coast.\n\n'China coasters' were run on the compradore system in those days, a maritime analogy to the system common in much of Sino-Western commerce ashore in the ports. Under this system the deck passenger accommodation was hired from the owners by a Chinese compradore, who carried his own staff to look after the deck passengers.\n\nThe compradore was also in charge of the cargo, for which in turn he was paid by the owners, and his staff which looked after the deck passengers when at sea acted as stevedores and tallymen in port. The compradore was responsible for stolen or damaged cargo, and insured himself against this, often through the owners acting in their capacity as insurance brokers. The chief steward and his staff looked after the captain, officers, and saloon passengers; while the bosun and Number One Fireman each catered for his own department. The compradore was a responsible Chinese business man, with influential connections at all the ports at which his ship called, and a great part of the ship's success depended on him. Harmonious relations between the captain and the compradore, therefore, were",
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    {
        "id": 205334,
        "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": 96,
        "title": "RAS-1967",
        "content_text": "THE CHINA COASTERS\n\n89\n\non the outside passage, low-powered ships would have done little more than hold their own against the monsoon.\n\nOn the present day ships trading from Hong Kong around Far Eastern and South Pacific waters many of the old China coast customs still survive. The 'sew-sew' women, for instance, are now peculiar to Hong Kong alone, but used to flourish in Shanghai and Singapore in the old days. In groups of two or three these women board every ship soon after its arrival in Hong Kong to darn the socks and repair the clothes of the officers, and every officer soon after his arrival on the coast has his regular 'sew-sew' woman. They are middle-aged women, severely dressed in black with shining black hair strained back tightly in buns, and invariably sporting a few gold teeth. Whichever 'sew-sew' woman an officer employs on his first visit to Hong Kong usually remains his 'sew-sew' woman for the rest of his time on the coast, and no rival will ever try to solicit his custom. The 'sew-sew' women are scrupulously honest, and are allowed the complete run of the accommodation. They go into their client's cabin unattended, and ransack his drawers and wardrobe looking for clothes to mend, and when these have been collected, retire to a sunny corner of the deck to carry out the repairs. When they return with the clothes later, payment is the subject of shrill but good-natured bargaining.\n\nA similar system still operates in Hong Kong with regard to barbers, tailors, shoemakers, compradores, and others. The compradore in this connection is a petty trader, who deals in a wide variety of goods, from toilet materials and patent medicines to dubious literature. Either he or the tailor will also carry out miscellaneous commissions for their clients, such as posting letters and parcels and so on. An older institution than any of the above, however, were the flower boat girls. Like the 'sew-sew' women they were more common in Hong Kong than in the other ports and were an inheritance from the old days at Canton and Macao. When I returned to the coast twelve years after the end of the Pacific War, and after an absence of almost twenty years, I was pleased to find the 'sew-sew' women, barbers, tailors, and shoemakers plying their trades as busily as ever. The flower boat girls, however, had disappeared from the scene.\n\nPearl Buck, in her biography of her missionary father, Fighting Angel, London, Pan Books, 1964, pp. 84-85, has this to say of river steamers",
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    {
        "id": 205413,
        "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",
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        "document_key": "RAS-1967",
        "page_number": 175,
        "title": "RAS-1967",
        "content_text": "168\n\nNOTES AND QUERIES\n\nble for financing and managing these arrangements, and its leaders were not allowed to canvas outside their own Fong to obtain funds. The Hung Shing Temple, being the larger and older of the island's two temples, was the hub of these activities.26\n\nIV. ABERDEEN DOCKS\n\nWhilst passing through Aberdeen you should note the old Dry Docks a little to the west of the Post Office. One was built in 1863 but two years later (to quote from the Centenary Brochure of the Hong Kong and Whampoa Dock Co., Ltd.):\n\n\"In 1865, the Company concluded negotiations with Mr. John Lamont for the purchase of his property at Aberdeen, comprising the Lamont Dock then in working order, and the Hope Dock then in course of construction, together with the Workshops, Machines, etc.\n\nThe Hope Dock was opened in June, 1867, by the then Governor of Hong Kong, Sir R. G. MacDonnell, and for a number of years was largely used for docking ships of Her Majesty's Navy and other large vessels.\n\nV. SHEK WAN POTTERY FIGURES AT THE TIN HAU TEMPLE, ABERDEEN.\n\nOn your way from the Ap Lei Chau ferry pier to the Resettlement Department Office in the Shek Pai Wan Estate (for tea), you should note the Tin Hau Temple on the left at the foot of Aberdeen Reservoir Road. This is an old temple which was given its last major repair in 1873. Any members who attended Professor Skinsnes' recent illustrated talk on Shek Wan Pottery should have a look at the roof decoration on the way. It gives the name of the firm who made it and is dated the equivalent of 1873.",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1967.txt",
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    {
        "id": 206006,
        "series_id": 26,
        "series_slug": "histsyn-rashkb-journal-engine",
        "series_title": "RASHKB Journal 皇家亞洲學會香港分會學刊",
        "series_use_hku_proxy": false,
        "document_key": "RAS-1970",
        "page_number": 86,
        "title": "RAS-1970",
        "content_text": "CHINESE EMIGRATION AND THE DECK PASSENGER TRADE 81\n\nUntil the treaty port era that began with the Treaty of Nanking 1842, most Chinese emigration was voluntary, and mainly to South-east Asia. Then the situation changed. Almost coincident with the opening of the treaty ports and the expansion of foreign shipping on the coast, a widespread demand for cheap labour arose in many parts of the tropics, to replace the recently emancipated slave labour, and also to supply the additional workers required for the increased agricultural and industrial development which followed the establishment of European administrations. In many of these places contract labour from China provided the solution.\n\nMuch of the contract labour was voluntary; but many thousands of the Chinese emigrants to the Spanish and ex-Spanish colonies of South America and the West Indies were kidnapped, abducted by unscrupulous crimps, or sold by cruel or poverty-stricken relatives. The coolies themselves were not always blameless, and many accepted engagement money and then failed to turn up at the collecting centres, or absconded before joining the ship. The labour agents employed by the centres received a capitation fee for every coolie they delivered at the coast, and were specially active during famines and depressions. In 1853 the capitation fee was three dollars per head, but in addition these agents often appropriated any money advanced to the coolies on the score of defraying expenses, and also charged them with the capitation fee, maintenance costs at the depot, and other expenses. As a result the unfortunate coolie often found himself saddled with a heavy debt which might amount to several months' wages before he ever set foot on the promised land. But whether voluntary or forced, the coolies were herded into wretched barracoons at the coast while waiting for their ship, and then suffered great hardship and cruelty on the voyage. In spite of repeated protests, British ships and Hong Kong played an invidious part in this infamous traffic in the early treaty port years.\n\nHowever, the British government soon made attempts to ameliorate the abuses of the emigrant trade but only succeeded in diverting much of it to other ports such as Whampoa, Macao, Cumsingmoon, Amoy, and Swatow. The Chinese Passengers' Act, passed in 1855, prescribed certain standards of food, accommodation, medical attention, and so on; and two years later a",
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    {
        "id": 206008,
        "series_id": 26,
        "series_slug": "histsyn-rashkb-journal-engine",
        "series_title": "RASHKB Journal 皇家亞洲學會香港分會學刊",
        "series_use_hku_proxy": false,
        "document_key": "RAS-1970",
        "page_number": 88,
        "title": "RAS-1970",
        "content_text": "CHINESE EMIGRATION AND THE DECK PASSENGER TRADE 83\n\nlanded in Cuba alive. Losses of up to 40% were not uncommon on such voyages, and it is not surprising that the emigrant trade was sometimes called the \"Pig Trade\".*\n\nMost of this emigration continued to be in sailing ships as the early steamships were not particularly popular in the emigrant trade; it was thought the passengers were not landed in such good condition as from sailing ships. The number of days at sea was not so important as the number and condition of the passengers landed. It is probable, however, that like the contemporary objections against carrying tea in steamships, the objections against steamships in the emigrant trade were mainly based on prejudice.\n\nBetween the 1840's and the 1870's, when emigration to South America and the West Indies was practically uncontrolled, conditions on the long passage from the China coast were as bad as those on the notorious 'Middle Passage' of the African Slave Trade. Sometimes they were so intolerable that the Chinese rose in revolt, and attempted to kill the captain and crew. Sometimes they would set the ship on fire, hoping either to capture the ship or escape in the confusion. Emigrant ships were usually provided with barricades on deck in those days, like those on convict ships, to prevent the coolies from attacking the officers' and crews' quarters, a device later adopted as an anti-piracy precaution on late 19th and early 20th century emigrant ships in the South-east Asian trades.\n\nDuring this same period Indians were emigrating to the West Indies, Mauritius, Fiji, and other places, and the Indian section of the emigrant trade has been studied more intensively than the Chinese. The Indian trade was not subject to such great abuses as the Chinese, as it was under more effective control at each end. Indians were also more amenable to discipline, so there was less danger of revolt on Indian emigrant ships. Their passivity and personal habits, however, made them more liable to illness, and the greatest dangers in the Indian emigrant trade\n\n* S. Wells Williams, Chinese Commercial Guide (Hong Kong, 1863) pp. 223-224, shows that coolies for the American countries were known as \"chü-tsai ## or pigs\" among contemporary Cantonese \"by an allusion to their [i.e. the Cantonese] mode of catching and carrying off swine in round baskets\". It is not known whether this phrase, which is still remembered today as 7, is of earlier origin. Ed.",
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    {
        "id": 206010,
        "series_id": 26,
        "series_slug": "histsyn-rashkb-journal-engine",
        "series_title": "RASHKB Journal 皇家亞洲學會香港分會學刊",
        "series_use_hku_proxy": false,
        "document_key": "RAS-1970",
        "page_number": 90,
        "title": "RAS-1970",
        "content_text": "CHINESE EMIGRATION AND THE DECK PASSENGER TRADE 85\n\nat the French settlement on New Caledonia, after which the French authorities sent a ship to rescue the survivors on Rossel Island. Only one small Chinese boy was found, whose story was that the rest of the passengers and crew had been eaten by the natives. This was accepted as gospel by the press in Sydney where the boy was taken, although there were some glaring inconsistencies in his story, and it was repeated in the British Admiralty Sailing Directions. Not until thirty years later was it seriously questioned, when its most important critic was Sir William MacGregor, the first Australian administrator of New Guinea. It is now generally believed that, rather than wait to be taken on to Australia and a life-time of labour to repay the inflated cost of their passages, the Chinese had preferred to take a chance in New Guinea. Food, including the highly prized luxury bêche-de-mer, was comparatively plentiful, and life in New Guinea with freedom must have appeared infinitely preferable to life in the Australian goldfields saddled with a heavy personal debt. When the first official census was taken in New Guinea, many Chinese were recorded, of whose origins there was no satisfactory explanation.\n\nAnother notable incident in the history of Chinese emigration, and which had a happy conclusion, concerned the Peruvian ship Maria Luz in 1872. The Maria Luz had left Macao with over 300 indentured labourers for the Peruvian guano islands, and was forced into Yokohama harbour in distress. One coolie jumped overboard and swam to H.M.S. Iron Duke, where he reported that the passengers on the Maria Luz had either been kidnapped or decoyed on board under false pretences. As a result of the publicity and outcry which this caused, all the passengers were sent back to China. Peru had then no treaty relations with Japan, but threatened war unless Japan apologised and indemnified her. The British government, however, warned Peru that any hostile act on her part would invite retaliatory action by the Royal Navy; and the whole question was referred to France, who gave her verdict in favour of Japan. This case focussed public attention on the many unsavoury aspects of the emigrant trade, and also led to the opening of diplomatic relations between China and Japan.\n\nIt is necessary to remind ourselves that conditions in many of the emigrant ships to South-east Asia during the 1850's and\n\nPage 90\n\nPage 91",
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    {
        "id": 206012,
        "series_id": 26,
        "series_slug": "histsyn-rashkb-journal-engine",
        "series_title": "RASHKB Journal 皇家亞洲學會香港分會學刊",
        "series_use_hku_proxy": false,
        "document_key": "RAS-1970",
        "page_number": 92,
        "title": "RAS-1970",
        "content_text": "CHINESE EMIGRATION AND THE DECK PASSENGER TRADE 87\n\nhundreds were to be seen, and the 1937 census showed Bangkok to have 196,000 Chinese females to 336,000 males. This shortage of female compatriots in the early centuries induced many Chinese to intermarry with the local Malays, Siamese, or Indonesians; and until well into the present century there always seemed a reasonable chance that the overseas Chinese would merge into the local communities. The relaxation of anti-emigration laws and the cheap and easy communications provided by the steam-ships, however, enabled more and more Chinese women to emigrate, and this reversed the previous trend towards assimilation. This factor may have been as important as political developments in increasing tension between the newly independent states of South-east Asia and their Chinese populations.\n\nBy the end of the 19th century the combination of enlightened public opinion and official action had mitigated the worst abuses of the continued coolie trade to South America and the West Indies. At the same time economic developments in South-east Asia were greatly increasing the already large demand for Chinese labour in that region. Rubber and tea plantations, tin mines and rice mills, all required labour which the local populations were either unable or unwilling to supply. As a result the centuries-old emigrant trade from south China increased many times over, and it was with this comparatively recent mass emigrant trade that the China coast steamship companies were most concerned. This became one of the most profitable sections of the China coast trade.\n\nThe domestic deck passenger trade had been important from the earliest days of foreign shipping on the China coast. The opium clippers had only carried European passengers, mail, and specie, in addition to opium; but all other foreign ships on the coast looked on deck passengers as a very important source of revenue. In a country so ill-equipped with roads as 19th century China, shipping played an indispensable role in passenger transport. In 1849, for instance, when the Hong Kong, Canton, and Macao Steam Packet Company was formed and commenced a regular service between the three ports, the cost of a deck passage between any two of these ports was one dollar. The speed, regularity, and safety of the foreign steamships soon enabled them to capture the cream of the deck passenger trade from the junks.",
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    {
        "id": 207314,
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        "series_title": "RASHKB Journal 皇家亞洲學會香港分會學刊",
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        "document_key": "RAS-1975",
        "page_number": 82,
        "title": "RAS-1975",
        "content_text": "74\n\nHELGA WERLE\n\nback of the stage (military and civil hats should be separated, so that those who wear them will not fight with each other!). The costumes are all taken to the left back corner and the other trunks which contain the dressing-tables of the lead-actors (one character of their name is painted on the trunk) are placed wherever space is left. There is one old man in charge to look after the patron-deity of the troupe. He will place the shrine in the middle of the back-stage against the back-wall. The rolled up carpet is taken to the stage.\n\nAll this preparatory work is done in complete silence, everyone is afraid lest their name should be uttered before the ceremonial (P'o-t'ai k'ai-lo “breaking of the stage and opening the gongs\") otherwise they would be unlucky. If one would name an actor, evil spirits not yet cleared from the stage would get hold of him, and during the performance this actor would slip or forget his text, or he would be unable to sing in tune or otherwise damage the success of the presentation.\n\nIn the right back corner of the backstage a space is subdivided for a latrine which is not to be used before the p'o-t'ai ceremony. No outsider is allowed on stage and backstage before the ceremony as they have no knowledge of the strict rules that govern the preparations for a performance. In the afternoon between 3 and 6 o'clock everything is ready for the p'o-t'ai ceremony. All the actors of the troupe are assembled, and all the percussionists sit at their drums and gongs on the left side of the stage.\n\nTwo actors of the troupe who are especially trained for this ceremony go out on the stage and stick a coloured strip of paper-money to the four corners of the stage. Then one of them seizes an enormous trident-fork and the other a live cock, which has been especially chosen for its high comb. The one who holds the cock then bites into the cock's comb until it bleeds. He rushes to the four corners of the stage and, holding the cock's head in one hand, he smears blood on the paper-money he stuck there before. And then they both run madly from the left stage entrance to the front of the stage, from there out through the right exit of the stage, rushing through the backstage to the left entrance of the stage. They then cross the stage to the right side where the string and wind instruments of the orchestra are positioned and then back to the left side, where throughout this ceremony all available percussions are beaten in a frantic rhythm. During this mad rush blood",
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        "document_key": "RAS-1975",
        "page_number": 83,
        "title": "RAS-1975",
        "content_text": "NOTES ON CHIUCHOW OPERA\n\n75\n\nfrom the cock's comb is sprinkled over stage, backstage and musical instruments. These two actors are in military costume and sometimes have painted faces. One is fiercely brandishing his trident against the invisible evil spirits. They are followed by another person holding a red bucket, who throws handfuls of rice mixed with salt and black beans in all the directions in which the cock's blood is dripped.\n\nAfter they visit the percussions they go to the front of the stage, where in the middle a staircase leads down to the auditorium. There they bow three times to the deity sitting in the temple facing the stage. This is the end of the ceremony (see drawing on p. 73).\n\nWhile the 'p'o-t'ai' ceremony is in progress the old man in charge of the patron-deity shrine directs the actors to light joss-sticks and bow and kotow in front of the shrine.\n\nThe cock used in the p'o-t'ai ceremony is either set free or bought at a high price by those who raise chickens, as such a cock guarantees success.\n\nBefore the ceremony starts a warning is given that children should leave the area and avoid seeing the ceremony, as they may be frightened or even terrified. They may be shocked for life or instantly drop dead.\n\nAfter the performance there is also a short ceremony performed by two actors who portray the young man's and young girl's role. There is no music at all, they walk very fast over the stage and utter a text the words of which are known only to the initiated and are taboo to the rest of the actors. The same is true for the words uttered at the p'o-t'ai ceremony.\n\nThis troupe does not eat beef, and should its actors eat beef on a day on which they perform, they may suddenly feel very ill on stage. If this is the case they drink a bowl of water mixed with black vinegar, which will make them vomit the beef. They then bow before the shrine backstage, ask forgiveness for their mistake and promise never to do it again. Whereupon they feel better and can go on performing. The troupe's cook never serves beef, only fish and pork, salted vegetables, peanuts and rice-gruel, typical of the Chiuchow cuisine.\n\nMost Chiuchow opera troupes venerate Tien Yüan Shuai Bi General T'ien, but although the Sang Ngai opera troupe's shrine,",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1975.txt",
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    {
        "id": 207339,
        "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": 107,
        "title": "RAS-1975",
        "content_text": "EUROPEAN WORKING CLASS IN 19TH CENTURY\n\n99\n\nadjacent to the European business centre, the so-called Central District (Chung Wan), or, eastwards along Queen's Road, in the district of Wan Chai.\" Once Kowloon was acquired, pong-paân were attracted to this new area of settlement because of low rents and the propinquity of the docks, wharves and godowns soon established there, which in time gave employment to numerous European overseers. At the end of the century, Kowloon had become the principal habitat of lower class Europeans. There were terraces of houses occupied solely by them. A witness wrote:\n\nThese are generally employees in the dockyards, or clerks, or the families of engineers and mates of the small steamers that have their headquarters in Hong Kong... Hong Kong looks down on Kowloon with all the well-bred contempt of Belgravia for Brixton. And even in the despised suburb on the mainland these social differences are not wanting. The wives of the superior dock employees are the leaders of Kowloon society; and the better half of a ship captain or marine engineer is only admitted on sufferance to their exclusive circle.18\n\nBut the part of Victoria most frequented, especially at night, by the European lower orders—soldiers, sailors, merchant seamen, beach-combers and others—was Tai Ping Shan, a densely populated Chinese residential area west of the Central District. In 1875 a visitor to Hong Kong wrote:\n\nPassing westward along Queen's Road, we come upon a quarter of the town much frequented by seamen of all nations. Here spirits are sold in nearly every second shop, and bands of common sailors may be seen spending their time and money on questionable drink in more questionable company, roaring out some rough sea-song in drunken chorus, or dancing to the time of a drum and flute, accordion or cornopean. The piles of Chinese houses which rise above this locality embrace Tai-Ping-Shan, or the hill of great peace. The name is a fine one, but a fine name will not hide the sins of the place. Tai-Ping-Shan is inhabited, for the most part, by Chinamen; but men are found there belonging to all the nations of the East. As for women, these are principally Chinese; they are numerous enough, but of the lowest type. There are strange hotels in this quarter,\n\n* There are a number of 19th century street maps available for early Hong Kong, held in the Public Records Office, Hong Kong.",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1975.txt",
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    },
    {
        "id": 207560,
        "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": 328,
        "title": "RAS-1975",
        "content_text": "320\n\nNOTES AND QUERIES\n\nFoo Akow. In 1877 some of the premises were listed by streets; viz Main Street with forty houses and shops, Back Street with twenty small family residences, the Praya with five substantial buildings recently built, and six wooden houses near the Dock.\n\nIn 1880 the use of the premises are again given, though not all premises used for business purposes may be so recorded. The following summary, however, gives some indication of the business development of the settlement. There were seven chandlers, two eating houses, three barbers, and one each of druggist, rice shop, fruit dealer, and painter. By this date there were four more buildings on the Praya, and a fairly new group of houses opposite the entrance to the Dock premises. It might also be of interest to list the buildings contained within the Dock company's compound: the West Dock, ‘sheer legs', caisson, timber sheds on stone pillars and tiled offices, boiler maker's engine shop, moulder's shop and smith, the East Dock, pumping house, coal sheds, work shop, dwelling house, mat sheds, saw mill, boat building sheds, a new house with stores and new shops.\n\nThe business of the village in 1884 consisted of thirteen grocers, three eating houses, six barbers, two opium shops, two druggists, and on the beach to the west of the village four boat-building establishments. In addition there were single individuals listed as carpenter, fishmonger, shoe dealer, fruiterer, vegetable seller, and painter. This is probably not an exhaustive list of business and trades carried on, but it gives a fair picture of the local tradesmen at that time.\n\nThis year 1884 was a turning point in the physical development of the village, for in December of that year two fires within five days destroyed the major part of the settlement. The first fire broke out in a mat shed on December 11, and twenty-two timber houses with tile roofs for the temporary occupation of workers at the dock were consumed, whilst some dozen other buildings were pulled down to stop the progress of the fire. The newspaper notice (Daily Press, Dec. 12, 1884) remarks that \"the loss of property sustained was not very great, but a number of pigs were burned to death.\" The more serious fire was on December 16th, \"among the matsheds and shanties of a swarm of squatters who have settled down there.” The sight of the flames leaping into the sky seen from the Hong Kong side caused “a decidedly uncomfortable time to some of the shareholders of the Dock Company by the doubt as to whether the",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1975.txt",
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    },
    {
        "id": 207562,
        "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": 330,
        "title": "RAS-1975",
        "content_text": "322\n\nNOTES AND QUERIES\n\ngreat blaze they saw was not being fed by the engine sheds and the numerous and extensive buildings of the Company there.\" (Daily Press, Dec. 17, 1884).\n\nAfter the fire, the area was laid out into regular lots and the government began disposing of them at public auction. It was at this time that the building sites were regularized and the streets were officially named. Fronting the Dock Company's property and the sea was Bulkely Street, with buildings only on the north side. Behind it was Market Street (now Wuhu Street). The Public Market built in 1886 occupied a block on the north side of this street in the centre of the laid out portion of the village. These were the two main streets running east and west. At the east end of the village was Hill Street, (now Tientsin Street) running north and south, next to the west was Dock Street, then Station Street leading up to the Police Station situated on a hill behind the village, then an unnamed street (now Marsh Street) and finally Temple Street leading up to the Kun Yam Temple nestled under the hill behind Market Street. Also behind Market Street both on the east and west side of the village were rows of small family houses.*\n\nIn the 1890's the area of Hung Hom near the present Chatham Road was being developed for industrial establishments. The area was known as West Hung Hom. At the turn of the century, there was at Hung Hom a match factory, a sugar candy factory, a glass factory, and a dozen or so boat building yards. There was also a Hotel and Tavern, owned by an Indian who left a will.\n\nVarious Hong Kong capitalists invested in Hung Hom lots. The partners of Lapraik and Company owned several blocks in front of the Market House. These were later sold to the Hong Kong Land Company. When new lots were laid out to the west in the 1890's, Ho Tung and later Lau Chu Pak, of the Yaumati Ferry Company, bought several of the blocks. Li Kwong also owned valuable lots at Yaumati.\n\n(b) Some local institutions: Schools\n\nA Government-subsidized village school was established under the direction of the local community, and several Christian schools were opened. The Church Missionary Society had lots at the east end of the village, the London Missionary Society in 1883 applied\n\n* Two maps showing Hung Hom in 1892 and 1901 are printed respectively at p. 321 and between pp. 322 and 323.\n\nPage 330\n\nPage 331",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1975.txt",
        "external_url": "https://digitalrepository.lib.hku.hk/catalog/j0995146d",
        "rank": 0
    },
    {
        "id": 207789,
        "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": 177,
        "title": "RAS-1976",
        "content_text": "LAND AND RIVER ROUTES TO WEST CHINA (With especial reference to the Upper Yangtze)\n\nA. D. BLUE*\n\nWest China, and in particular the provinces of Szechwan and Yunnan, interested British merchants in India before the end of the eighteenth century, and this interest increased after Britain got a foothold in Lower Burma in the early nineteenth century. Not until Britain was established at Shanghai and on the Lower Yangtze, however, did the British China traders take any great interest in West China. Until the 1860s, therefore, the initiative in opening West China to British trade came from the West, and concentrated on reviving the old caravan routes from Upper Burma into Yunnan. The Treaty of Yandabo between Britain and Burma in 1826, which established Britain in Arakan, Assam, Manipur, and Tenasserim, rekindled interest in these old routes. Sino-Burmese contacts went back many centuries, but were usually recorded from a diplomatic or military aspect, although it was well known that there had been considerable trade along these routes. At this time Canton was the only British foothold on the China coast, and the much shorter land route across Burma seemed to offer many benefits to British and Indian merchants in both India and Burma. Then, and for many years afterwards, India was the source of most of China's foreign imports, cotton and opium in particular, and much of British policy in the Far East was concerned with maintaining and extending this trade.\n\nAn interesting side product of this China-India relationship was the proposal to import workers from west China for the infant Assam tea industry. The East India Company had become interested in the possibility of tea production in Assam as early as 1823, when indigenous tea plants were found in the Upper Brahmaputra\n\n* The author served as an Engineer Officer with the China Navigation Company from 1928 until 1938, and was on the Yangtze in 1930 in the Shengking and again in 1934 in the Wuhu. He was captured by pirates in the Newchang river in Manchuria in 1933 and held prisoner for five and a half months. Five of his articles have been published previously in the Journal. \"European Navigation on the Yangtze\" in Vol. 3, 1963, \"Piracy on the China Coast\" in Vol. 5, 1965, \"The China Coasters\" in Vol. 7, 1967, \"Chinese Emigration and the Deck Passenger Trade\" in Vol. 10, 1970 and \"Early Steamships in China\" in Vol. 13, 1973.\n\nPlates 20-25 and the sketch-maps at the end of the volume illustrate this article.",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1976.txt",
        "external_url": "https://digitalrepository.lib.hku.hk/catalog/hq382988q",
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    },
    {
        "id": 207798,
        "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": 186,
        "title": "RAS-1976",
        "content_text": "LAND AND RIVER ROUTES TO WEST CHINA \n\n171 \n\nwhich was brought out in sections and assembled in Shanghai. The Chinese, however, refused to allow the Kuling above Ichang, and after a year of wrangling, Little sold her to the China Merchants Steam Navigation Company, reputedly at twice she had cost him, and she was put on the Hankow--Ichang service. \n\nLittle was not disheartened, however, and set himself up in business in Chungking, among other activities specialising in insuring cargoes on the Upper Yangtze. At last in 1898, three years after the Treaty of Shimonoseki, he had the satisfaction of taking his wooden twin-screw launch Leechuan through the gorges to Chungking, acting as his own captain and chief engineer. The Leechuan was too small to carry any cargo, and needed trackers to pull her up the rapids; but this success enabled Little to enlist support from friends and form the Upper Yangtze Steam Navigation Company. The new company built a much larger steamer in Britain, the Pioneer, at Dennys of Dumbarton. This was a paddle steamer 180 feet long, sixty feet across the paddle boxes, drawing six feet when carrying a full cargo of 150 tons deadweight, and several hundred deck passengers. \n\nThe Pioneer made her first voyage between Ichang and Chungking in 1900, a few months after two British river gunboats, Woodcock and Woodlark had also made the passage; but these only drew two to two and a half feet of water. These gunboats, later, sometimes went a further 130 miles above Chungking to Suifu, at the junction of the Yangtze and Min Rivers. A similar type of French river gunboat also made the passage between Ichang and Chungking in 1901, the Orly, under the pilotage of Captain Plant who had commanded the Pioneer on her successful voyage. In later years these, and similar gunboats, made regular patrols along the open stretch of the Upper Yangtze above the rapids and gorges, between Wanhsien and Suifu. \n\nIn December 1900 the first of many serious casualties occurred on the Upper Yangtze, when the German steamer Suichsiang was wrecked at the Tungling Rapid thirty-six miles above Ichang on her maiden voyage. This and the Boxer and other political troubles delayed further attempts to establish a regular steamer service on the Upper Yangtze for many years. When this eventually came about in 1908 it was through the initiative of Captain Plant of Pioneer fame. The Pioneer was requisitioned by the Royal Navy during the Boxer troubles, and used to evacuate British subjects down the Yangtze, and rechristened H.M.S. Kinsha. Afterwards",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1976.txt",
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    },
    {
        "id": 208603,
        "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-1979",
        "page_number": 60,
        "title": "RAS-1979",
        "content_text": "THE MARYKNOLL MISSION, HONG KONG 1941-46\n\nNOVEMBER\n\n33\n\nPat Wong, an old Maryknoll friend from our first days in Hong Kong, and now visiting the Colony from his new home in Honolulu, took the new men to their first Chinese banquet with no casualties reported.\n\nThe Kongmoon contingent among the new men, with Father O'Melia as guide and teacher, take off for the Tan Chuk Seminary in the Wuchow Mission as the new site for the Language School; a safety precaution in view of the worsening conditions between the Japanese and the British-American bloc. Father Siebert, assigned to Kaying, will leave for there later on.\n\nThe Stanley staff went to the dock to greet the S.S. Van Buren and the other new missioners but they were not on board - a mystery!\n\nBrother William arrived from Shanghai where he has been staying with Father Whitlow for some time. He is unable to return to Korea at present.\n\nFather Don Hessler arrived from Kweilin by plane for a rest after his recent bout with typhoid. Father Barney Meyer goes to the Paris Foreign Mission compound, \"Nazareth,\" for a retreat preparatory to his coming jubilee. Father Feeney and Father Bauer arrive, the latter for treatment at St. Paul's for a bad case of dysentery. The end of the month brought Passionist Bishop Cuthbert O'Gara by plane from Kweilin.\n\nPART II: WAR AND OCCUPATION, DECEMBER 1941 -- AUGUST 1945\n\nWith the proximity of the Japanese across the border, the atmosphere in the Colony was rather tense. When Canton fell to the Japanese, there was a mass flight of refugees to Hong Kong. It was then estimated that some one hundred thousand came in 1939, bringing the population of the Colony at the outbreak of hostilities to approximately one million six hundred thousand, and it was thought that at the height of the influx, some half a million were sleeping on the streets.\n\nThen, on the fateful date of December 8th, the quiet of the Maryknoll House was rudely broken by the events of what was, no...\n\nPage 60\n\nPage 61",
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    {
        "id": 208613,
        "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-1979",
        "page_number": 70,
        "title": "RAS-1979",
        "content_text": "THE MARYKNOLL MISSION, HONG KONG 1941-46\n\n43\n\ninto the harbor fairway. Our first thought was that the Japanese were attempting a landing on Hong Kong, especially as soon after the barges left the docks, shells began falling all around them. One or two of the barges were hit and immediately the same kind of smoke came from the burning barge. Shells kept falling all around, but few of the boats were hit or sunk and they continued drifting until they came to a standstill some hundreds of yards away from the docks, and where they remained for several days. Apparently the British were trying to destroy their own supplies lest they fall into the hands of the Japanese.\n\nFriday, bringing the news of the Japanese occupation of Kowloon, was a tense day for the citizens of Hong Kong. Many of the Kowloon residents had already moved over to Hong Kong, others were caught in Hong Kong and now could not return to their homes or families on the other side. From our vantage point in the Bishop's house we could look across the harbor and pick out familiar buildings and spots, but all along the dock area and at the Kowloon Ferry wharf there was not a sign of life, and Kowloon seemed a wholly deserted city. However, at one time, a few British shells from Hong Kong batteries spattered against the buildings near the Star Ferry, but nothing could be seen moving in that area. Later on we learned that the Japanese were setting up big mobile guns in the streets just back from the Ferry. We also learned later that when British lorries tried to move through the streets of Kowloon, Fifth Columnists often obstructed their passage, and as soon as the Japanese began to infiltrate into the city, looting began. It was also said, but we cannot vouch for the truth of the statement, that a number of British and Chinese police remained in Kowloon to attempt to maintain order, even when the Japanese had arrived. The regular troops, of course, had all crossed to Hong Kong. During all this time the daily papers were printing communications from the Governor's Office that the situation was well in hand and that there need be no anxiety for the future.\n\nThe next day, Saturday, there was a lull in fighting, and out of the silence and gloom which had settled over Kowloon a lone ferry or tug boat could be seen slowly leaving the Star Ferry Wharf and heading for Hong Kong. At its mast was a white flag, and it bore a peace mission, consisting of a few Japanese officers, who had with them as hostages, two British women. They were met at Blake Pier",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1979.txt",
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    },
    {
        "id": 208645,
        "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-1979",
        "page_number": 102,
        "title": "RAS-1979",
        "content_text": "The Maryknoll Mission, Hong Kong 1941-46\n\n75\n\nAh Fung and Ah Chin return but bring us the sad news that they cannot stay in Camp with us. We are sorry to see them go, as they had been of great help to us, and Ah Fung especially, thoroughly loyal. So from now on, we wash our own dishes, wash our own clothes, and keep the deck in ship-shape condition ourselves. Our newly elected Council decides on having patrol duty around our building. Our new kitchen stove, built of brick and cement blocks, is nearly finished, thanks to the engineering and spade work of Brother William and his co-workers. Just in front of our building, there is a fourteen-car garage, and we hope to fix this up for our needs, one of which is said to be a Community Dining Room. A few more arrivals from Hong Kong. Smokers queue up for cigarettes and pay $1.00 a pack.\n\nJanuary 30th — Father Raymond Quinn celebrated a Missa Cantata of Requiem for the fallen soldiers in Hong Kong. Some two hundred people were present in the Club rooms and Bishop O'Gara spoke. Father Allie and his choir rendered the music.\n\nJanuary 31st — A canteen opens on the \"Hill\"—the distributing center for our Camp supplies—and canned milk is offered for sale to those who have the wherewithal. We Americans are living in four blocks, and today we elect our Block representative. We occupy Block \"A\" and we elect Mr. Paul Malone. Beans for supper.\n\nFEBRUARY\n\n1-Sunday-Three Masses as on the previous Sunday, and there were from 70 to 80 Communions. We play baseball, or rather soft-ball, as we find enough material for the game. Result, Maryknollers 14, the rest of the Americans, 13, in a ten-inning game. While we have Sunday Mass in the former Prison Warders' Club (now re-named \"The American Club\"), we have also made arrangements for an afternoon service in St. Stephen's Hall, consisting at the present of Rosary, Litany and discourse by Bishop O'Gara. At six o'clock, Americans and others gathered in the new American Club for a song-fest. The Rev. Mr. Higgins led with his cornet and everybody sang various popular songs. Father Allie presided at the piano, and all voted the occasion a happy one. In a letter received from Bishop Valtorta, Bishop O'Gara is appointed his Vicar General in Camp.",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1979.txt",
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    },
    {
        "id": 208683,
        "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-1979",
        "page_number": 140,
        "title": "RAS-1979",
        "content_text": "THE MARYKNOLL MISSION, HONG KONG 1941-46\n\n113\n\nChen is a model of cleanliness and order, and everything is absolutely shipshape. No one is allowed in the galley and he takes great pride in his work. It is easily seen he has had Navy training. His clarion call for meals is: \"Come and get it or I'll throw it on the deck!\" and that brings us all running with our plates and cups.\n\n5—Another rumor that our papers for release have arrived on \"The Hill\".\n\nWe are just getting on to Mr. Gingles' method of feeding us. Our ordinary fare seems to be just rice with a thick gravy or soup, but every few days we get quite a delicious meal. It seems he saves up the best pieces of meat and vegetables for a few days and then gives us a square meal, served in an appetizing manner. Today we had such a meal, with a real slice of meat, a whole sweet potato, some spinach, cooled in the refrigerator, and, of course, rice. For supper just rice and stew but stew with a flavor. It seems he darkens the gravy by the addition of a little burnt sugar.\n\n6-Rice and gravy for both meals, and there are “seconds” for those who wish, Mr. Gingles is certainly generous with what he has. We try a little mint in our tea. Today, Mr. Gingles, Dr. Molthen, Mr. Salmon and Miss Dorrer, all Americans, sign papers for release, so we are going to lose our good cook! We also understand that a number of Britishers are also on the list for release. No more word about our own papers! The British at length begin to use our large community kitchen and marvel at its completeness, considering all Camp conditions.\n\n8-Another good meal, with meat balls, spinach, a few beets and delicious gravy. Another report about our papers being on \"The Hill.\"\n\n9-Mr. Gingles gives us a treat in the way of cinnamon buns. A little extra flour also gives us an extra piece of bread. High wind and plenty of rain. Perhaps there is a typhoon in the offing. We have had some pretty heavy rain storms so far, and as a consequence, the summer has not been too hot.\n\n10-Wind and rain keep us indoors. The American Club Library is open again for Americans so we have some reading matter for these rainy days. Coffee cake for tiffin,\n\n11-The Maryknoll Sisters make us some doughnuts and occasionally they give us a piece of chocolate candy.",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1979.txt",
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    },
    {
        "id": 208704,
        "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-1979",
        "page_number": 161,
        "title": "RAS-1979",
        "content_text": "134\n\nREVS. J. SMITH AND WM. DOWNS\n\nCamp only on the actual day of departure, and had to go direct to the steamer.\n\nAs to the actual departure from Hong Kong, we had heard many conflicting reports of the strict search of person and inspection of baggage at the wharf, and we were not a little concerned, though we did not have much of this world's goods to be worried about, but it was all we had to our name. We had heard that many departing passengers, Chinese and foreign, had been subjected to a very strict search, and in some cases, all one's belongings had been confiscated, or thrown out on the floor. We also were told that we could take with us only what we could carry; that we were allowed to take only $200.00 in yen out of the Colony; that no foreign currency could be taken out; and that we could take only a few books, without a special permit. Also, that anything that looked new and that might be offered for sale, would be liable to confiscation, as many people were thus taking out new goods with the intention of selling them in Kwangchauwan or in China at fabulous prices. So, we packed our few suitcases and duffel bags accordingly, packing them also with a view to transportation conditions in the interior. Ostensibly, of course, we were going only to Kwangchauwan but our missions in the interior were our real goal, and we hoped that there would be no difficulty in crossing the border to Kwangchauwan. Kwangchauwan, be it noted, was then a leased territory under the flag of France.\n\nIn the service to Kwangchauwan, the Japanese had a couple of very small cargo boats and one, a larger and finer coasting steamer, formerly belonging to the Moelier Line, and which the Japanese had salvaged after its crew had scuttled it. We were booked for this boat, but as the service was not very regular, our departure was delayed a couple of days, the first group leaving on the 13th of January. The rest of us went to the dock to see them off, and to watch them go through the mill of inspection. This did not seem too severe, and after waiting in line for a couple of hours, the boat pulled away from its berth at noon, and we returned to Bethany to await our turn.\n\nSister Paul and some of her Sisters had already gone ahead as far as Macao and Kwangchauwan, and we were to pick them up there. On the 19th of the month, the second group got away, and with not too much difficulty in the way of baggage. The Bishop and",
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    {
        "id": 209252,
        "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-1981",
        "page_number": 155,
        "title": "RAS-1981",
        "content_text": "EDUCATION AS A BY-PRODUCT OF FISH MARKETING\n\n141\n\nNOTES\n\n1 Inside front cover, programme of the F.M.O. schools Joint Graduation Ceremony, 1979. It is to be sung to the tune \"Walk, for the Night is coming\". This translation was by the writer and Mrs. Belinda Chiu-Bing Acton.\n\n2 F.M.O. Annual Report 1978-9, p. 7\n\n3 F.M.O. Schools Summer Camp Programme, 1980\n\n4 T. Acton, Gypsy Politics and Social Change, Routledge & Kegan Paul, London, 1974) pp. 170-1\n\n6 T. Acton 'Educating the children of herdsmen and fishermen' in China Now No. 89, April 1980\n\np. 28\n\n8 A.J.S. Lack, \"The Yaumatei Typhoon Shelter\" in the JHKBRAS (1973)\n\n7 F.M.O. Annual Report 1978-9, p.3\n\n• Ibid.\n\nBarbara E. Ward. \"Chinese Fishermen in Hong Kong: Their post-peasant economy\" in M. Freedman ed. Social Organisation: Essays presented to Raymond Firth, (London, 1967) pp. 271-2.\n\n10 Wu Yuey Len \"Life and Culture of the Shanam Boat People\" in the Nankai Social and Economic Quarterly, 9:4 (1937) pp. 837-46.\n\n12\n\n11 F.M.O. Annual Report 1978-9, p. 12 and Appendix 1.\n\nDick Worrall Gypsy Education Van Leer/Walsall Council for Community Relations (Walsall, 1979) ch 5,9.\n\n13 West Midlands Education Authorities Education Service for Travelling Children Gypsy Education in the West Midlands, (Wolverhampton, 1976) p. 25.\n\n14 F.M.O. Schools Joint Graduation Ceremony programme, 1979, p. 3.\n\n16 Romani, i.e. descended from a group that left India at the end of the first millennium AD, and has since spread over much of the world, retaining a sanskritic language, Romanes, often in a form creolised with the language of the host country.\n\n16 T. Acton, Gypsy Politics and Social Change, ch. 7,8,15,16,17.\n\n18\n\n17 T. Acton, \"The Ethnic Composition of British Romani Populations\" in Roma, Journal of the Indian Institute of Romani Studies, 4:4 (1979) p. 48.\n\n18\n\nS.F. Balfour \"Hong Kong before the British\" in the JHKBRAS 10 (1970) reprinted from the Tien Hsia Monthly, (Shanghai), vols. 11 & 12.\n\n19 Wu Yeuy Len, op.cit. and also \"The Boat people of Shanam\" in the Nankai Social and Economic Quarterly 9:3 (1936)\n\n20 Ho Ke-en, \"A Study of the Boat People\" in the Journal of Oriental Studies (1965) pp. 1-41.\n\n21 T. Acton \"The Dissolution of the Tanka image”, to be published in China",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1981.txt",
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    {
        "id": 209647,
        "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": 304,
        "title": "RAS-1982",
        "content_text": "282\n\nNOTES AND QUERIES\n\nGeneral Post Office (where the World Wide Centre now stands). He slipped out into the road between the soldiers, who were presenting arms as the governor passed, and rushed to the governor's chair. He rested his elbow on the beam of the chair and fired a revolver at the governor at point-blank range. Just as he fired, one of the Sikh constables escorting the governor was able to strike his hand upward and deflect the bullet. At the same moment, the police sergeant leapt from behind and seized the gunman's right hand. Before he could be overpowered he attempted to recock the gun with his left hand, in order to fire again, but he was quickly pulled to the ground and arrested. There were cries from the crowd of ‘Lynch him', ‘Kill him', ‘Let us have him' as he was led away.\n\nThe action of the constable in knocking the revolver aside probably saved Sir Henry's life. He was sitting well back in the sedan chair and the bullet passed about a foot in front of him and then passed through to lodge in the woodwork of Lady May's chair on the other side. Sir Henry stood up in his chair, waved away the smoke from in front of his face and made sure that no-one was injured. He smiled to Lady May, who had given out a cry, and then ordered the procession to proceed according to plan. The rest of the morning's ceremonial then proceeded as if nothing out of the ordinary had occurred.\n\nAs the prisoner was led away he was reported to have said: 'I am sorry I missed my aim; I do not care whether I die or not'. The revolver was found to be loaded in all the four remaining chambers which had not been fired. The assailant was identified as Li Hon Hing, and he was said to be the son of a man imprisoned fifteen years previously for bribery at the time when May was head of the police force.\"\n\nFour days later Li was brought before the magistrate and pleaded guilty to the charge of attempted murder. Police witnesses described the events in detail, but had been unable to uncover any evidence of accomplices or of any widespread conspiracy. The defendant made an incoherent rambling statement from the dock in which he accused May of ill-treating the Chinese in a high-handed way both in Hong Kong and in Fiji,",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1982.txt",
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    {
        "id": 210479,
        "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-1985",
        "page_number": 86,
        "title": "RAS-1985",
        "content_text": "67\n\ncontact between Hakka landsmen and Tanka (Cantonese) fishermen in Kau Sai was very slight. In the normal circumstances of daily life and occupation, in matters of kinship and the vast majority of ritual and social occasions as much before the exodus in 1952 as after the fishermen simply ignored the local land people. The immediately following chapters, which treat of occupational, economic and family organization on the junks can safely do the same.\n\n5. THE BOATS\n\n33\n\nIn this chapter I describe the three main types of boat operating from Kau Sai in terms of the accommodation they provide for the tasks that have to be performed on them. These include caring for children and old people, doing the family cooking and much of its washing, copulation, birth and death, as well as fishing operations and most things connected with them.\n\n14\n\nAll Chinese junks have certain features in common. Among them the best known is probably the system of sub-division into watertight compartments. This was a Chinese invention of the early T'ang dynasty, only much later introduced into Europe. Bulkheads run both transversely and longitudinally, forming a kind of chequer-board pattern of watertight holds extremely convenient for storing fish, water, salt and ice, as well, of course, as items of gear and personal possessions. In some junks one or more outside compartments may be used for housing fresh fish alive, holes in the hull admitting a constant flow of clean sea water. The standard of sub-division on a Chinese junk is said to be far above that required by international regulations for the safety of passenger ships, and a junk is almost unsinkable by bilging alone.\n\nNearly all junks have a high stern and poop deck and are relatively low in the bows. Together with the usual forward rake of the masts (particularly marked in the larger vessels) this gives them a characteristically leaning, rather urgent, look. Except on the big long-liners, whose crews may include as many as sixty persons each trip, the forward part of the junk is used for carrying gear, fish and so on, not for accommodation. In general",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1985.txt",
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    },
    {
        "id": 211458,
        "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-1988",
        "page_number": 174,
        "title": "RAS-1988",
        "content_text": "150\n\nHome would be beneficial. It was a harrowing experience when the sedan chair carrying Father did not reach the junk on time, and Mother had me run back to the wharf to wait for him, just in time to help him up the junk as it was edging out. If I had fallen off the narrow plank which served as the passageway between land and boat, no one would have wanted to take my place to appease the water spirits.\n\nWe left Hong Kong on the S.S. Nile, this time first class, in December 1919. The passengers were required to line up on deck on that very cold New Year's Day at Kobe (?) to pass inspection by Japanese officers. As a result, Father became seriously ill and died the next day, 2 January 1920, reportedly of double pneumonia. Mother was extremely grief-stricken and I was too stunned to be of support to her then. A telegraph to Mr. C. K. Ai paved the way for Father's remains to be admitted into Hawaii without difficulty, because Father had been originally admitted under the status 'labourer' which gave him no right of re-entry in those days of strict immigration regulations for the Chinese. Father was laid to rest in the Pauoa Chinese Christian Cemetery that had just been organized in 1919. Because he had often expressed his distaste for an elaborate funeral that included a noisy Hawaii band, Father's services at the church were simple and dignified. In 1932, Mother had his remains cremated and reburied in a beautiful porcelain urn beside the cremated remains of Ruth and Me Yuk in the Pokfulam Chinese Christian Cemetery in Hong Kong, since Father had often expressed a longing for the land of his birth. And he, like his father, never saw his native village again once he had left it.\n\nIn his letter of recommendation dated 14 September 1899, F. W. Damon described Father as 'faithful, industrious, and of good and reliable character'. Father was more than that. His love for his family is revealed in his frequent letters to his father and his brothers. His gift of Me Yuk to First Paternal Uncle and the gift of Ting Cheong to Second Paternal Uncle to Father's memory are manifestations of their closeness and love for each other. Whenever I recall Father reading to us \"The Children's Hour\" by Longfellow, I feel his tremendous love for his children and sense the happiness we gave him. Always striving to increase his knowledge and to better himself and his family, he often quoted his favourite poet, 'Let us be up and doing, with a heart for any fate, still achieving, still pursuing, learn to labour and to wait'. For, from his own past experience,",
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    },
    {
        "id": 211813,
        "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-1989",
        "page_number": 228,
        "title": "RAS-1989",
        "content_text": "203\n\n21.1.1858 (Thur)\n\nEntertainment by Mr. George Henri.\n\nR: As there appeared no review of Mr. George HENRI's miracles on December 29 there is some doubt as to whether they were indeed performed on that date: perhaps they were postponed to January 21. Then the Herald showed itself “so astonished that had he asked us what we wished him to do next we should have requested him to produce Yeh before our eyes\". This alluded to Yeh Ming-ch'en, the Chinese Imperial Commissioner for Foreign Affairs who had played a major role in the second Anglo-Chinese war. He had been captured on January 5 1858 and taken to Calcutta by the British. (NCH 23.1.1858).\n\n9.2.1858 (Tue)\n\nT.J. DIBDIN: \"The Birthday” (1799)\n\nT: Comedy (3 acts)\n\nC. DANCE: \"The Dustman's Belle\" (1846)\n\nT: Comedy (2 acts)\n\nJ. KENNEY: \"Raising the Wind\" (1803)\n\nT: Farce (2 acts)\n\nC: Officers of H.M.S. Pique\n\nTh: On board ship\n\nR: The description of the circumstances under which the Herald's reporter was drawn to the \"Pique\" (a British frigate with crew of 350) is too vivid for the reader to forgo: Tuesday last was a depressing day for a melancholic tempered man, and even we, not constitutionally sad, felt its influence. The morning dawned through an atmosphere in which rain and mist were struggling to see which should do its worst to make everything look disagreeable. As the day moved on, the rain gained the ascendancy and pelted down most pitilessly; overhead the sky looked dull and murky; underfoot the soil of Shanghai, mingling lovingly with the weeping clouds, produced a mixture as tenacious as the grasp of a miser, and dirty as the soul of a time-serving parasite. The mail, with the usual fatality which crowds one mishap upon another, though overdue, had not arrived. To take the gun was simply to commit a felo de se in a sea of mud; and to hum a snatch of a tune was as great an exertion as to dance an Irish jig in fetters, or laugh at the present Sir R. Peel's facetiousness.* In this desolate mood we were plunged, when suddenly a bright recollection flashed upon us. We rose hastily from our chair and consulted a paper which had been lying neglected in a corner: it was the Pique's playbill. The sight of the 'Birthday', the 'Dustman's Belle' and 'Raising the Wind' acted like a charm upon us, and a few minutes afterwards we had crossed the Bund, escaped the insidious dangers of those man-traps of jetties which the Municipal Council are daily suffering to grow more and more like that bridge with many pitfalls invented in the vision of Mirza (this is a reference to \"The Vision of Mirza\" by Joseph Addison, first published in \"The Spectator\" in 1711 and reprinted in 1856 – JH); and committed the safety of our person to a China-boatman and his magnified eggshell. The rain pelted, but we laughed at it; the gusts blew spitefully, but we clutched the tighter and defied them; the darkness did its best to mislead us, but the bright glow from a sailor's pipe guided us with more trustworthiness and safety than a beacon light under certain auspices could have done, and we reached the Pique in safety. Here we found all light, bustle and tiptoe expectation. The main deck had been cleared of its grim everyday tenants - the cold frowning implements of old Mars and their room occupied by the flimsy, but joy-inspiring fripperies of Thespis. We passed along row after row of happy, eager faces and took our seat in front, amongst the guests whom the ship's company of the\n\n* Sir Robert Peel (1822-1895), diplomat and politician; popular in social life and gifted with \"rare powers of irony, but also \"absence of dignity\" and a \"want of moral fiber in his volatile character\" (Dictionary of National Biography, Vol. 44, p. 223-224).",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1989.txt",
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    {
        "id": 211871,
        "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-1989",
        "page_number": 286,
        "title": "RAS-1989",
        "content_text": "261\n\n^And now as regards my room, I have taken pains to put it a little in order, and have now got everything nearly to rights. Around the room hang my clothes. I have hung my lamp, which with its ground glass globe gives a nice light during the evening when I am alone. I have eight photographs round the room, hung up in fine order. I have placed 'Anna' in the central position, and the rest in order round it. I very much regret not having more. Not one of our family is there. But I must have them on paper, sent out in a letter, one or two at a time, and in that way I shall hope to get them all in time. I very much wish I had mother, father and all our family. If it had not been for the hurry and confusion of getting off so soon, I should have got them taken. I had explained it in my own mind, but forgot it in the hurry.\n\nThe plum cake, biscuits, jams, etc. have already proved very useful, and what are left will prove more so during the voyage, especially since we stop nowhere till we get to Hong Kong. Captain Moult has lived at Hong Kong, and gives me a very pretty idea of what the place is. Yet it does not frighten me at all, for I have made up my mind to take it all as it comes. I must stop for the present as it grows dark. We are now past the Bay of Biscay, and hope soon to have mild and more agreeable weather.\n\nThursday, March 28th\n\nSince my last entry nothing of importance has occurred. We are now off Portugal, and are going along beautifully before a fair wind. Nearly all day I have been on deck, either walking to and fro, which is the only exercise I can get, or sitting in the warm sunshine. Every day we get into a warmer temperature, so that soon the deck will form the chief resort during the day. It is very comfortable indeed. Tomorrow if all is well up goes the easy chair, and there I shall sit and study, or watch the ship's course over the blue waves. She sails along very rapidly, and the pleasure of seeing her dash through the water is great, when I bear in mind that every mile she goes over makes one the less.\n\nYet it is a rather long time to have to look forward to before seeing land again. We are not to stop before reaching Hong Kong, and so there is no chance of sending you any news before I reach the end of my journey, unless we are becalmed near some homeward bound ship. I am very sorry for this, because I know you will be rather in a way at not hearing from me. Still, however, it cannot be helped.",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1989.txt",
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    {
        "id": 211872,
        "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-1989",
        "page_number": 287,
        "title": "RAS-1989",
        "content_text": "262\n\nToday I saw some porpoises floundering about in the water, and soon we may expect to see some flying fish. I am now getting into pretty near regular habits, and am thriving uncommonly well. The provisions are the best of everything. As much wine, spirits, etc. as I could drink, if I were one of that description of person. There is no mistake about living well; but of course one cannot expect it to last all the voyage. I have more than recovered what I had lost by the seasickness, and I shall soon, I hope, begin to look stout and hearty. I am on very friendly terms with everybody on board, and manage to hold a corner with the captain once in a way, although of course I cannot feel at home and friendly with people who live in a manner so opposed to all my notions of right and wrong. Three weeks ago I left home. What a long, long, three weeks it has been.\n\nThursday, April 4th\n\nAnother very fine day it has been, and nearly all the time I have been on deck sitting and reading or thinking in my easy chair. The time has passed very rapidly and pleasantly. Some hours have I spent in thinking of home, and all that I have left behind. The more I think of it, the more hard it seems; but I console myself with thinking there is a \"need be\" for it. Often, too, I am looking forward to my arrival, if spared, at Hong Kong. There will be not one there to look up to, since the chaplain has left, and I have not a letter of introduction to anyone there. It is rather a strange predicament to be in, but I must try and make the best of it.\n\nFor nearly a week we have had nothing but foul winds, so that we are not yet come to Madeira, after 25 days sailing. It is very poor work since we ought to have done it in one half of the time. It quite disheartens the captain and everyone else to be knocking about so long, and doing nothing, hardly, after all. The sun is now getting powerful; today it was quite hot, and has regularly browned my face for me.\n\nSince Sunday I was rather unwell, with a bilious attack, I suppose through eating too much, for the sea air gives me a ravenous appetite. I took some homeopathy last night, and today it has put me about right.\n\nI am beginning to learn a good many of the nautical terms, which at first seemed quite like Greek to me. I hope soon to know the names of all the parts of the ship. Our new steward answers very well, and I believe gives everybody satisfaction.",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1989.txt",
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    {
        "id": 211875,
        "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-1989",
        "page_number": 290,
        "title": "RAS-1989",
        "content_text": "265\n\nshade in the saloon. It will not at any part of the voyage be very much hotter. I hope to be able to endure the heat without much inconvenience.\n\nI have got into a kind of system of living of which I will give you today as an instance. Rose at half past six, had a wash all over in salt water, and then at half past seven went up on deck for half-an-hour's parade. Breakfast at half past eight. Study Chinese from nine till twelve. Lunch, and then read Milton till dinner time, committing some portions to memory. At four o'clock I went at Milton again till six, when I stopped to view the sunset and walk up and down for half an hour. Then tea, and am now here writing.\n\nToday several whales played round the ship. One was estimated at 50ft long. One I saw was I believe 30ft, and leaped clean out of the water. As yet we have not caught a fish of any kind, but hope to when we reach the line, which we expect to do in eight or ten days with a fair wind.\n\nIt is now about one fourth of the voyage over, which is a great comfort to think of. The other day we killed a sheep, and now have only one left. We have still fowls enough to last for some time to come, although we generally have two every day.\n\nI am often thinking of what lies before me in China, and expect I shall find it rather strange at first, but I mean to make the best of it come what may. The sun has regularly browned my face, and made me look quite a different person, quite unlike the palefaced fellow I used to, and I am getting quite stout, so much so as to burst my waistcoat. We now have an awning spread over the deck, so that the deck is very cool and comfortable.\n\nFriday, April 19th\n\nI have nothing of any importance to add to my journal, yet I may as well put down what there is. This morning's observation showed that we have very nearly reached the line. Tomorrow if all is well we shall be crossing it. The captain and others have been joking me a great deal about what I have to undergo, according to the usual custom, on this occasion. They talk about having a long boat half filled with water for my ducking, and preparing a fine lather and iron hoop for the purpose of shaving me. But I only laugh at their nonsense, although they may perhaps want to try it on as a bit of fun. So if they do I must even make",
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    {
        "id": 211876,
        "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",
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        "document_key": "RAS-1989",
        "page_number": 291,
        "title": "RAS-1989",
        "content_text": "266\n\nthe best of it.\n\nThe weather has now grown intensely hot. In the shade the thermometer is now standing at 84°, which is rather inconveniently warm. Since we have a lady on board, we are obliged to keep ourselves quite dressed, and really sometimes at meals it is very oppressive. At night even lying without clothes at all is very warm work. But in the day time on deck it is a trifle cooler when there is any breeze. In fact I have almost lived on deck for above a fortnight. It is pleasant of a night, especially now the moon shines. The stars however are all strangers to me. There is one fine constellation, the southern cross which is very pretty. The north star is just now going out of sight, and after tomorrow I shall not see it again for a while.\n\nI am getting more and more used to sea, although I shall never be very fond of it. It is all very pleasant to sit on deck and read all day, but soon one gets tired of it. It is the same thing every day, and no variety. Not even a sail has appeared for several days. The other day I saw a herd of grampusses, and the other evening a great fellow about 30 feet long, came blowing around the ship for some time. The flying fish are now very numerous, and sometimes a great shoal of them dart out at once from the water, and skim along above the waves. Today I spent some time in watching the stormy petrels as they skim along. Several of them have followed the ship for some days.\n\nI am now making some progress with Chinese, so that I can get on slowly through the gospel of St. Matthew in Chinese. I should do famously if the Chinese servant on board was only a Cantonese. I can of course make him understand in writing, but his pronunciation is as different as French from English. I also shall try to get some German if possible out of Captain Moate, so that I can discourse with the German missionaries.\n\nWe must now call at Anger [Anjer] for a fresh supply of fowls, and perhaps of water. I shall then hope to get hold of some fruit, which of course cannot be procured on board ship. I am very glad we may stop there, because I shall perhaps be able to send you a line just to say I am all right. I expect there will be a wonder at not hearing from me sooner. I fear however it will be impossible, since there appears no chance of falling in with an homeward bound ship. My health continues good, and if this hot weather does not last, I hope to keep all right.",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1989.txt",
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    },
    {
        "id": 211884,
        "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-1989",
        "page_number": 299,
        "title": "RAS-1989",
        "content_text": "274\n\ntime. First she reared up, and then plunged down under the water, so as to be as nearly as possible upright. Of course under such circumstances everything gave way; no fixtures hardly were left standing. I was in the saloon, or rather entering it from my cabin, and holding fast to the door post, just managed to save my bacon. The state cabin windows were dashed in and the captain's cabin flooded. The saloon was like a pond. I hurried to my cabin, and found everything shaken off the shelf, and all the contents of the shelf swimming on the deck in prime confusion. I hurriedly threw them into the sleeping berth, and let them drain there. The dressing case was dashed open, and its contents mingled with the rest. What a pickle to be in and no mistake, and expecting every moment to go under.\n\nAs the storm increased, the masts snapped off just like so many carrots, about half way down, rendering the two topmost sails on each of the three masts quite useless. The sails were nearly all made ribbons of, or were blown away entirely. The captain went about like a madman, and were it not for the first mate, who is a thorough sailor, I do not know what would have become of us. I did not feel at all alarmed at it myself, but took it all as coolly as if nothing at all were the matter. I knew that we were all in the hands of a merciful and gracious God, who could control the winds and the waves, and casting all my trust on him, I did not fear what might happen. I felt quite resigned to suffer whatever was his will concerning me. However, after some time the storm providentially abated, and gradually grew calmer, although the next morning it was quite a heavy gale still. I went on deck as well as I could among the ruins, and truly it was sad to see the devastation that was done.\n\nIt took all day Saturday and Sunday to clear away the wreck of the masts and tackle. Enough sail was left to keep the ship in motion, at a few miles an hour, and so on we went crippled, and fortunately not beyond repair.\n\nIn the morning some of the men saw a wreck at a distance. The mate did not tell me of it till noon, and the captain was not told of it till four o'clock. Upon close questioning the men who saw it, they reported it as the hull of a ship which was probably dismasted during the night and almost foundered. It was a barbarous thing not to have mentioned it, as we might easily have gone to their help, but when it was known it was too late. All who did not see it supposed it to be merely a few spars",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1989.txt",
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    },
    {
        "id": 211887,
        "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-1989",
        "page_number": 302,
        "title": "RAS-1989",
        "content_text": "277\n\nwith everybody. Capt Moate always styles him \"Bull dog\" and I never hear him speak of him but under that honorable name.\n\nThere are several men who have not yet recovered from the injuries in the storm. One was severely hurt and asked leave to go to his berth, when the captain gave him a kick which fetched him down, and sent him rolling up and down the deck as the ship rolled. This morning he mixed up a cargo of jalap and salts, and everyone that could not come to work had to swallow enough for a horse. Ever since we started he has had some one on the black books, and whoever gets there always remembers it.\n\nMrs Harper keeps herself shut up all day long in her cabin, and not once a day do I see her sometimes, and not once a week does she dine or take a meal with us. She is a regular Catholic, and regards the rest of us as so many heretics. Indeed I set my foot in it before I knew she was a Catholic, by speaking rather strongly against popery in an argument with the captain.\n\nYesterday I spent a good deal of time in watching the men at their work. I suffer much for want of exercise, although I walk about as much every day as I can. Yet it is nothing like a good walk in the fields. Tomorrow I intend to commence a course of salt water as medicine, and adopt grandfather's system of taking it.\n\nMonday, June 17th\n\nAfter long tossing about in the Southern Ocean, and enduring cold as well as rough weather, you may imagine what a relief it is to be going along very peacefully into the tropics, which we shall enter in a few hours. Everything appears altered, and seems to look cheerful and happy. The air is beautifully mild; the sky is quite clear, and everything tends to make the deck once more a comfortable place to spend the long and tedious days. We are now also just getting into the SE monsoons which will take us straight to our resting place, Batavia, where we hope to arrive by next Monday. The wind being light, we as yet make scarcely any progress, on account of our want of sails. None of the masts have been put up yet, although we hope to fit up the main top mast by tomorrow night, when we hope to go on faster. You may imagine how I long to see land once more, for tomorrow makes a hundred days since leaving England. It will be about 30 days before we can reach Hong Kong, yet",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1989.txt",
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    },
    {
        "id": 211888,
        "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-1989",
        "page_number": 303,
        "title": "RAS-1989",
        "content_text": "278\n\nit is a comfort that the greater part of the journey is over, and the best of it is that it is the worst part, for we can now reckon on fair winds nearly all the rest of the way.\n\nSince I made my last entry we have had an accident of some sort nearly every day. The topsail yard sprung again and had to come down and up for the fourth time. What could be expected when the Sabbath was broken to repair it in the first place. It was the beginning of our misfortunes.\n\nOur provisions and water hold out very well; and in fact it appears we shall have all the best last. For a fortnight past we have been regularly feasting. There are six fowls left still, I am so tired of fowls that I would always prefer a piece of salt beef; which let me say is the best I ever tasted. The potatoes are getting rather \"seedy\" but that is no matter for next week we shall have plenty of yams that are far better.\n\nThere has been a comet in sight every morning for some time. This morning I go up at half past five to go on deck and inspect it. I suppose you can see it in England. It is gradually increasing in size and looks much like the one in 1858.\n\nI find the early rising was so beneficial that I mean to turn out early every morning to acquire the habit of doing so when I reach China. I had a cup of tea, etc. at six o'clock, which I think will also be a good idea. All hands in the cabin have coffee at six, but they make it so strong and disagreeable to my fancy that I cannot take it; so I have hitherto gone without, and had tea for breakfast at half past eight.\n\nI shall know a thing or two about navigation before I am done. Every day I keep finding out something fresh.\n\nThe captain has used some of the men rather cruelly in my estimation, In fact all his actions partake of such a brutal character that I am thoroughly disgusted with him. I cannot endure it sometimes, and manage to tell him of it pretty plainly in an indirect way, so as to lead him to pass sentence on himself. Sometimes after I have put matters before him he confesses he is the worst man he ever met with, and that no man could be worse than he is; he also has confessed to me that his conscience torments him sometimes. But it is useless to argue with an ignorant headstrong man, so I can do little in the way of convincing him. I have",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1989.txt",
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    },
    {
        "id": 211903,
        "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-1989",
        "page_number": 318,
        "title": "RAS-1989",
        "content_text": "293\n\nfrom our journey's end. The wind for days has sent us along at two or three miles an hour; but we hope it is now freshening for good. We ought here to have the regular SE monsoon, but it seems we do not deserve it. The captain tries to persuade everybody that it is through someone on board; and often he makes out that no ship can sail, with a b---- of a parson on board, as he considers me. All I wonder at is that his swearing has not been more severely punished, and that worse visitations have not befallen us. It is truly wretched to live with such a man, whom you perpetually feel to be your enemy, and whom you know hates you from the very bottom of his heart. Nowhere can I get out of the way of his swearing; and his daily conversation, saying nothing of his swearing, is enough to disgust even the lowest of the low.\n\nThe night before last an amusing incident occurred, which at the time was rather alarming. Of course you know these islands are infested with Malay Pirates, who attack every ship that falls in their way, and murder the crew to get the cargo, after which they sink the ship. About four o'clock I was woke out of sleep by a shout. I heard the captain run on deck and in a tone of despair say: \"Good God, it is a pirate boat alongside; we shall all be murdered.” I instantly got up, and dressed, and after putting my watch out of sight, was ready to sell my life only after trying my best at fighting. I determined that if I was robbed, the fellows should pay dearly for what they got. No one had seen the boat come alongside. The lookout had not seen it through negligence, and the second mate on the quarter deck had not seen it, because it lay the other side of the mainsail. But nobody moved, and there the boat lay, till at last we came to look closely at it, and found that it was an old tree that had been washed away by the sea, and drifted along side of the ship. The shoals of fish following it and leaping out of the water, sounded like the oars of a boat. Poor captain's guilty conscience made him a coward. He did nothing and said nothing through fright. His heart I believe was up in his mouth, and he came down to his cabin, where I heard him vomiting at a fine rate. It just shows what he is, with all his bullying. It was, however, very gratifying to find out our mistake. Yet I cannot reflect that if it had been a true alarm, there could have been but little resistance, since the firearms are kept out of the way and out of order. We have nearly 50 muskets, but not one can be used. Our two signal guns are both dismounted, and lie down on the main deck.\n\nThe heat continues very great, but it does not effect me in the least.",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1989.txt",
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    },
    {
        "id": 211904,
        "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-1989",
        "page_number": 319,
        "title": "RAS-1989",
        "content_text": "294\n\nIn fact since reaching Java I never enjoyed such good health. Captain Moate continually jokes me about my stoutness. I am really getting quite a corporation, in spite of having my clothes continually saturated with perspiration. Even now as I write the perspiration stands in great drops on the backs of my hands.\n\nOur diet holds out wonderfully well, in fact we laid in a good store in Batavia. Every morning I have a great dish of rice and curry. It is a capital dish and the condiments in the curry tend to strengthen the stomach, so that I can now almost digest a brick bat. I mean to live chiefly on it at China if all is well. Today there has been a pig killed, so tomorrow there comes a feast of liver and crow and roast pork. Meat here never keeps over a day, even under the most favourable circumstances.\n\nA few days more and with a fair wind we ought to finish our journey. I shall begin to pack up tomorrow. I brought a piece of American Drilling at Batavia. I got forty yards for eight rupees. Already I have made myself two pairs of trousers and nearly finished a third. I cannot however finish them off before reaching China. All on board in the cabin dress in white, as is the universal custom in Java, and China.\n\nMy cabin is like a little oven on account of the hot sun shining on it all day. At night I sleep with my window open and of course never think of bed clothes. It is only towards morning that the temperature of the room becomes bearable. All day nearly I sit on deck under the awning, where there is generally a fresh breeze blowing when there is a breath of wind. Walking about or taking exercise is an utter impossibility on account of the heat.\n\nI find however the benefit of taking nothing of stimulative drinks. I am always myself, which is more than I can say of the rest of the folks. Only fancy a man taking these things during the day:- at seven o'clock a stiff glass of grog, made with full quarter pt [pint] of rum. Ditto at eleven, at twelve, at five, at eight and at midnight. At dinner a large glass of beer, and three or more glasses of port or sherry. I might have just as much if I liked to drink it, only I know a trick worth two of it. Captain Moate is almost if not quite a slave to spirits. He envies me for looking so stout, while he is continually troubled with a dysentery and is quite thin.\n\nA The Chinese has come off rather badly lately on account of this",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1989.txt",
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    },
    {
        "id": 212204,
        "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": 146,
        "title": "RAS-1990",
        "content_text": "cannibalisation. Until the Japanese advance, in the autumn of 1944, flowed over Hengyang you could see a harlequinade of locomotives there in various states of disintegration. Without these reserves, saved through the foresight of the railway personnel, the Chinese would have found it impossible to maintain the service between Kukong, Hengyang, Kweilin and the west as long as they did.\n\nThere was much activity in the airfields, the civil field over at Wuchang, and the military field near the Race Club behind Hankow. From the latter the Russians were operating light bombers, which would pass over in twos and threes on missions beyond Kiu Kiang; and Russian fighters laid in wait for Japanese raids. As I was riding down the Bund one day in a rickshaw - petrol was scarce and under control - a single Russian bomber flying overhead, for no apparent reason, blew up.\n\nThe foreign married women and children had long since left Hankow. The two faded cabaret dancing-halls prospered even more than usual. Artistes, who spoke Russian with a Harbin accent, so I am told, made lots of hay; but, as will happen when news and women both are short, it was chiefly at the clubs that the men foregathered. It was the fashion to go out to the Race Club of an evening. There on the lawn after sunset you would see the British, the Americans, and the French. Hitler had recently recalled the officers of von Falkenhausen's mission, so that the usual sprinkling of German officers was missing, but occasionally Russian air-force officers came to sit huddled in a group by themselves.\n\nI was able to book a berth on a ship of the China Merchants Steam Navigation Company leaving for Kiu Kiang. It is an overnight journey. I do not propose to enlarge on the minor discomforts of travel in China. In the railway carriages, in the ships, and even in the cinemas, the bedbugs and fleas take a long rest during the winter from November to February. It was only June and so I was up on deck soon after dawn to watch the familiar banks go by. As we moved alongside the same old hulk I observed the Kiu Kiang Bund. It had grown shabbier. The process of degeneration, which appears to follow on the withdrawal of the foreigner, was evident. Flaking paint, dirty window panes, broken plaster, left their mark. The Chinese are not good at maintenance, whether it be of houses or machines.\n\nApart from Shanghai, Hankow, and Tientsin, where there were large\n\nIII",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1990.txt",
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    },
    {
        "id": 212387,
        "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": 329,
        "title": "RAS-1990",
        "content_text": "306\n\nthe San Bernadino Strait and searched the east coasts of Samar and Mindanao.\n\nBy the 24th December the Sphinx had arrived in Davao and made preparations for an eastward search through the Caroline Islands. Following fruitless enquiries in Palau from the local chieftains, the Sphinx churned her way further east through the myriad islets and atolls.\n\nBy the time HMS Sphinx had reached the Enderby atolls, Cmdr Brown had begun to lose hope of finding the Norna survivors. One last possibility lay ahead of him. Truk (now known as Chuuk), was the group of islands closest to St Augustine on the intended route of the Norna's castaways. In the early morning of the 3rd March 1862, HMS Sphinx eased her way through Truk's 100 mile circular coral fringe.\n\nNo sooner had they entered the lagoon than they saw an European style boat being rowed frantically towards them. The four lascar occupants scrambled up to the Sphinx's deck and explained they were from the shipwrecked barque Norna. They also told Brown that the rest of the crew were being held captive as slaves on various other islands in the group; they themselves had managed to escape.\n\nAfter a minor skirmish with the natives, HMS Sphinx rescued all the castaways from the Norna save for one who had died a few months earlier from the treatment meted out by the Trukese. It had been all but a year since the Norna was wrecked on the reefs of Oroluk Lagoon.\n\nOn the 19th March 1862, HMS Sphinx set course for Guam where they arrived six days later. After 10 days of rest and recreation, Brown set the Sphinx on course for Hong Kong and came to anchor close by the guardship, HMS Princess Charlotte, which was anchored not far from today's Kellet Island.\n\nHMS Sphinx had more than successfully acquitted herself in her endeavours. She had sailed and steamed nearly 6,000 miles through the little known waters of the Western Pacific in search of a crew who might or might not have survived. However, the naval authorities in Hong Kong firmly believed there was more than a fair chance of",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1990.txt",
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    },
    {
        "id": 212917,
        "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": 226,
        "title": "RAS-1992",
        "content_text": "211\n\nthe loading and unloading of cargo, listening to the varied languages of the coast in Foochow, Amoy and Swatow. It was always a thrill to catch the odd Cantonese phrase as we neared home. At one port we took on board a large number of pigs which were housed in pens on the deck forward of the accommodation. The loading of these pigs involved tremendous squealing generated by the beating of the pigs to make them move. We thought this was cruel so, in the evening, when the loading was finished, several of us sought out the bamboo poles that had been used for beating the pigs and threw them overboard. At sea off the ports we would come across massive fishing fleets. On one occasion our ship was in collision with one of these fishing junks and took the crew on board. We heard that one man had been lost but the rest rescued, including the family of the owner. They looked a miserable wet group on board and I imagine there was a good deal of argument about whose fault the collision was and bargaining about compensation. In any event the ship was stopped for several hours before the fishermen were taken off by one of the other boats.\n\nStorms and Pirates\n\nThese journeys were made in the winter so there was no danger from typhoons but the North East Monsoon produces almost continuous gales in the Taiwan Strait and China Sea. This monsoon sped us on our way south and held us up on the way back. The little ships bucketed about all over the place but any seasickness was soon over. It was great fun hanging over the very bows in a big sea watching the ship's stem come right out of the water and plunge back. The year when the sea froze over we found the first ice in the form of tiny plates like fish scales. These got larger and larger until we found drifts of serious ice. The ship had to take one or two runs at some of these drifts and we had a great struggle to get alongside when we reached the port in Chefoo.\n\nPirates were common on the China coast but only once was a school party involved in a piracy. This was the Shanghai party travelling back to school on the Tungchow in, I think, January 1936. The pirates, believing that this ship had a load of silver, got on board in Shanghai as deck passengers. The deck passengers were segregated from the cabin area and bridge by bars and locked gates while armed White Russian guards patrolled the decks near the bars day and night. Once at sea the pirates killed the White Russian guard and took over the ship. The ship disappeared for days. Nobody had any idea where on the thousands of",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1992.txt",
        "external_url": "https://digitalrepository.lib.hku.hk/catalog/qf85tx75x",
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    },
    {
        "id": 213443,
        "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-1995",
        "page_number": 39,
        "title": "RAS-1995",
        "content_text": "6\n\nfrequently in consultation with rural committees and village representatives.\" For example, during the year 1956-57, of 138 land disputes which the District Officers dealt with, 30 were settled through rural committees or other local bodies, 92 were settled out of court and 16 were decided in court.” And in the following year, of 112 land disputes, 19 were settled through rural committees or other local bodies, 70 were settled out of court and 23 were decided in court. The method of disposal of one such case is recounted in the District Commissioner's report for the year 1948-49:\n\n\"For the first time since 1913 a land dispute, which had dragged on for nearly a year, was resolved when one of the parties satisfied the District Officer Taipo of his good faith by decapitating a cock in a local temple, a supreme test of honesty. As the dispute was not formally heard under Part II of the Ordinance, the legality of this expedient will fortunately not be subject to review by a Judge.\n\n1920\n\nThirdly, the Full Court ruled that it had no jurisdiction to entertain a further appeal from the decision of a judge of the Supreme Court under section 23 of the New Territories Regulation Ordinance, 1910,\n\nThere are, however, a further eight unreported cases of the Supreme Court sitting in its appellate jurisdiction from decisions of the land officer in land cases arising in the New Territories. The cases all date to the first post-war decennium until 1956. The pre-war records of the Supreme Court were destroyed during the Japanese occupation 1941-45; and since 1956 there has been no appellate proceeding of this type.\n\nWithout proof by evidence in court, it would clearly be dangerous to rely upon works describing customary law obtaining generally or in certain areas of China in the past, as information as to customary law obtaining in the New Territories for Chinese customary law \"is subject to divergencies not only from Province to Province but sometimes from clan to clan in the same neighbourhood.\" Such books may have some comparative value. It is, however, to be regretted that it is difficult in Hong Kong today to trace even one copy of those works written in English to which reference was made by the 1948 Committee.*2\n\nApart, then, from the Report of that Committee, which covers the wider field of Chinese customary law generally obtaining in Hong Kong",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1995.txt",
        "external_url": "https://digitalrepository.lib.hku.hk/catalog/95941j25g",
        "rank": 0
    },
    {
        "id": 214048,
        "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-1997",
        "page_number": 116,
        "title": "RAS-1997",
        "content_text": "83\n\nShelters\n\nHong Kong has been hit by many severe typhoons causing tremendous damage to shipping, a violent one occurring in 1841 wrecking the cutter Louisa on which Captain Elliot, the British plenipotentiary in China, was travelling to Hong Kong from Macau. In order to protect the smaller-sized shipping, mainly junks and sampans, from excessive danger during storms, major typhoon anchorages protected by heavy rockfill breakwaters were constructed at Causeway Bay in 1883 (c.23ha, now Victoria Park) and another in 1915 at Mong Kok Tsui (Yau Ma Tei - 65ha which has recently been reclaimed). Meanwhile, a 4ha tidal basin and smaller boat basin with slipway were completed around 1905 at the Admiralty dockyard in Victoria (now Central) to afford protection and berthing for naval vessels.\n\nA small basin was constructed in Tsim Sha Tsui in 1885 for the Water Police and, about the same time, another larger one for the Royal Naval torpedo depot. Around the turn of this century, a further anchorage was built adjacent to the old coal briquette works lying near to the end of Austin Road (the Camber Typhoon Shelter).\n\nDocks\n\nSoon after the partial destruction in 1857 of the Couper Dock at Whampoa on the Pearl River as a result of the Arrow incident, the first granite dry dock in this region, the Lamont Dock in the 4½ ha dockyard site at Aberdeen was commissioned and was a complete success from the start; it received its first ship in 1860 and could accommodate a 50-gun steam frigate of 110m length on the blocks. Subsequently the larger and deeper Hope Dock, 125m long, 30m wide at the top and 15m wide at the bottom with an entrance width of 26 metres and 6.7m clearance at neap tides, was constructed adjacent to the Lamont Dock and completed in 1867, in its time being the best in Asia and one of the finest in the world. It could take the largest vessel visiting Hong Kong, even at low water; only one ironclad in the whole of the Royal Navy would be unable to enter without first being lightened by stripping it, for example, of its heavier armament and machinery.\n\nThe smaller 100m-long dry dock at the Hung Hom dockyard in",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1997.txt",
        "external_url": "https://digitalrepository.lib.hku.hk/catalog/wp98g7579",
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    },
    {
        "id": 214050,
        "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-1997",
        "page_number": 118,
        "title": "RAS-1997",
        "content_text": "85\n\nWharf, one of the oldest landing stages, originally consisted of a simple wooden pier which needed to be replaced as successive reclamations advanced the seafront. In the mid-1880s when it was rebuilt it was still the principal landing place on the Island, being by this time a substantial wooden structure. Numerous other piers and jetties have always been scattered along the north shore which generally served the smaller-sized coastal and harbour shipping, larger ocean-going vessels making increasing use of the deep-water facilities in Kowloon. In 1911, the main piers in the central district were Queen's Pier (rebuilt in the mid-1920s), Kowloon (Star) Ferry Pier, Blake Pier (previously Pedder's Wharf) and the old P&O Jetty. By 1930 there were still some 30 piers and jetties on the Island jutting out into the harbour. The effects of severe typhoons caused immense damage to vessels and facilities, and heavy loss of life, for example that in 1874 resulting in the deaths of 2,000 persons; old photographs show a devastated harbour with the remnants of numerous piers sticking out of the wreckage-strewn waters.\n\nBy 1887, on the Mainland there were three principal jetties, ranging in length from about 110 to 145 metres lying just north of the south-west tip of Kowloon peninsula and a 150m-long vertical seawall to the south. The dock area itself incorporated a 1.2km-long narrow-gauge steel tramway system which was manually operated along the wharfage and through the extensive godowns. As a result of the devastating 1906 typhoon, in which 10,000 lives were lost (over 2% of the total population), enormous damage was caused to the existing wharfs and to the new Star Ferry pier which was completely severed and marooned from the land. A 200m-long 13m-wide wharf with 9 metres of water at low tide was added to the complex in 1916 which was long and deep enough to allow the largest ship visiting Hong Kong at that time to come alongside. By 1925 there were already 18 deep-water berths available in Kowloon.\n\nEarly in the century there were also piers and wharves for passenger ferries and commercial vessels in other locations, for instance in 1904 a berth was constructed at Lai Chi Kok to serve the oil tank farm and, shortly afterwards, at the end of Boundary Street there was a 36m-long 2m-wide pier with sufficient depth of water to enable freight to be transferred to and from steam launches.",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1997.txt",
        "external_url": "https://digitalrepository.lib.hku.hk/catalog/wp98g7579",
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    {
        "id": 214510,
        "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": 368,
        "title": "RAS-1998",
        "content_text": "337\n\nis good and allows for reasonably fast travel; the journey took about three hours. I had suggested to the guide beforehand that perhaps a stop along the way for \"refreshment\" would be in order. The bus pulled into an establishment that looked for all the world like a desert caravanserai, or some hostelry from the Wild West. The only commodity of any sort on sale was a type of large black mushroom, and a tea-like drink made from it. Our main interest, however, was with the toilet facilities - until we saw them, that is. A few of us were in enough need to make the considerable effort to go inside. Others decided to cross their legs for another couple of hours. I can only presume that German influence had not spread this far north.\n\nOn the way into the city of Yantai a large street-side sign was spotted saying \"No Whistling within the City Boundary\". Nobody could explain the purpose of this, unless it was a reaction to endless British tourists whistling Colonel Bogey.\n\nThe first point of interest in Yantai was the Fujian Hall. This was not in keeping with the colonial flavour of the trip, but was relevant to us southerners as being an outpost built in the north by the Fujian community that had been very active in business in the early days of Chefoo.\n\nMost of the old British remains are concentrated in a fairly small area - from the promontory of Yantai Hill east along the sea front to the former Chefoo School.\n\nYantai Hill is the place that once housed the British and other foreign consulates. It is very pleasant to walk the narrow roads and paths in this small area. A number of buildings remain, although very few are still used. Some are boarded up, and some remain only in the form of their foundations. It is not clear which was which, even with the benefit of old maps from the last century. However, a clear impression can be had of the peace and tranquility that still reign here, and of the commanding position that the residents must have had. I could almost hear a scratchy wind-up gramophone playing and the chink of ice in glasses of G&T.\n\nTo the west of the hill is the port, and there are still a number of small dock-side buildings that might date from the 19th century, but",
        "txt_file_path": "txt/dfo323lmgvd/RAS-1998.txt",
        "external_url": "https://digitalrepository.lib.hku.hk/catalog/1g05n0794",
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    },
    {
        "id": 215078,
        "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": 174,
        "title": "RAS-2000",
        "content_text": "131\n\nconnection with Chinese history when comparing the same with the Western system. There was also a slight derangement of time over the year, by one day only, with the intercalary moon being so arranged as to have only one solar period in it.\n\nAlthough the months were divided into two fifteen-day periods, markers for rituals, these periods had no particular relevance to the lives of the common man. What did have marked relevance for the majority of the population was the artificial division of the month into three ten-day periods, used mainly to mark rest days. However, as the seven-day week of the Judeo-Christians does not follow the natural laws by which events and phenomena operate, it was an alien concept to the majority of Chinese until 1911 when the western Gregorian calendar was introduced by the Republic.\n\nThe day was divided into twelve equal hours, each of 120 minutes - though the concept of such minuscule divisions as minutes within an hour used to be beyond the comprehension of the great majority of Chinese. Short periods of time used to be described as the length of time it took for a standard incense stick to burn down.22\n\nThese twelve Chinese hours were referred to using the twelve 'branches' or horary characters. These not only provided names for each of the twelve hours of the complete day but also, in combination with the ten celestial 'stems,' they gave titles for the years.\n\nMonths were referred to by twelve [or thirteen in intercalary years23] ordinary and literary names completely unconnected with the stems and branches.\n\nThe twelve hour day began with 11p.m. to 1 a.m., the hour of the rat and known by the first of the 'twelve branches' Zi; the second hour, 1 a.m. to 3 a.m. was the hour of the ox and known by the second 'branch', Chou. The remainder of the twelve branches' were Yin, the hour of the tiger; Mao, the hour of the hare; Chen, the hour of the dragon; Si, the hour of the snake; Wu, the hour of the horse; Wei, the hour of the sheep; Shen, the hour of the monkey; You, the hour of the cock; Xu, the hour of the dog; and finally, Hai, the hour of the pig.",
        "txt_file_path": "txt/dfo323lmgvd/RAS-2000.txt",
        "external_url": "https://digitalrepository.lib.hku.hk/catalog/nk328168n",
        "rank": 0
    },
    {
        "id": 215285,
        "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": 62,
        "title": "RAS-2001",
        "content_text": "Singapore were being exported to the West Indian colonies. In November 1932 a Canadian manufacturer of rubber shoes complained to the Canadian minister of trade and commerce that in the last two months 15,000 pairs of rubber shoes had been imported into Barbados from Singapore at prices far below that of shoes produced in Canada. The Canadian minister wrote directly to Cunliffe-Lister asking for his help. He expressed the fear that unless something was done additional factories would be erected in Singapore and Hong Kong to take advantage of the new tariff and cheap Asiatic labour. The colonial secretary replied that it would be impossible to introduce in any colony legislation discriminating against goods produced in another colony; this would cut across the principle of solidarity between various parts of the empire which had been accepted at Ottawa and would inevitably cause a serious revulsion of feeling in these colonies.35\n\nExports of rubber boots and shoes to the West Indian colonies continued to increase at an alarming rate throughout 1933. They even penetrated the Canadian home market. Factories in Hong Kong which had previously exported their boots and shoes to China and the Philippines found themselves priced out of these markets by new protective tariffs and turned to export their products to the West Indies and Britain. Canadian and British footwear manufacturers faced with the loss of markets which they had formerly monopolised claimed that the Singapore factory was owned by Japanese interests who were seeking to evade heavy duties by setting up factories within the empire. In fact all the factories in Singapore and Hong Kong were owned and managed by Chinese businessmen. The empire content of the shoes was over 90 per cent since they were made from Malayan rubber and British canvas by British subjects working in a British colony and carried to Britain in British ships. There were no grounds for denying imperial preference to Hong Kong products in accordance with the Ottawa agreements. The Canadian prime minister, R.B. Bennett, complained to Cunliffe-Lister that the importation of rubber shoes was utterly demoralising the Canadian industry; thousands of workers would lose their jobs unless action was taken to prevent the continuation of this destructive and unfair competition.\" The colonial secretary replied that it would obviously not be politically possible to invite the legislative council of the Straits Settlements to pass legislation prohibiting the manufacture of rubber shoes in Singapore or their export to markets overseas.\" \n\nMeanwhile another industry long established in Hong Kong was causing embarrassment to the Colonial Office. The governor sent a telegram to London complaining that the Hong Kong and Whampoa Dock Company had tendered to build a 500 ton coaster for Australia but had discovered that it was liable to a 15 per cent duty and could not claim exemption since imperial preference was granted only to ships built in Britain. The governor",
        "txt_file_path": "txt/dfo323lmgvd/RAS-2001.txt",
        "external_url": "https://digitalrepository.lib.hku.hk/catalog/zg651950g",
        "rank": 0
    },
    {
        "id": 215397,
        "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": 174,
        "title": "RAS-2001",
        "content_text": "號襬浹囅匋踹\n\n自然戒獳魚在鲜的)\n\n附端自附件,上裝飾,卷結縫藎爋賰\n\n. \n\n可,群了載點幾望對諾層,翠灦的圖案, 當中有植物,花卉、蛇、維辭饜肄垴酯物。不論是裡子讚是卷翔,沒有颱方領辦\n\n饼子的蓝面刻有四個漢字“德繈專行: 意思是“以德行護香港”,中央推顯色带出了盧押名字的英語縮寫,蘿的內面能辎用絲織成的衛,講越中國古代的\n\n來,只有關首的招呼語及顯耀的伫開闢\n\n\"ANT THAT RAAPO-\n\n泰軸內文:一個金色的外推包圍署、廚外\n\n是一系列純人目眩的交骧圖案,但据菲镪\n\n動植物。在維的頂部,\n\nAll of the features of the embroidered scroll and its casker are well\n\nrecognized symbols and emblems of legendary tales, supernatural and\n\npropitious signs (Box). Unfurled, the satin scroll bangs by two omate silver brackets in the form of bars, an emblem of happiness and longevity and signifying good luck.\n\nThe foot of the scroll is wrapped around an ivory roller with ornately\n\ncarved end pieces. Wound on to its roller, the scroll sits in a red sandal wood casket which is almost entirely covered with intricate carved designs including plants, flowers, snakes, birds and other animals. There are few unoccupied spaces on either the casket or the scroll.\n\nThe lid of the casket is embellished with four Chinese characters Tak Yam Heung Gong (de yin xiang jiang), meaning \"Virtue shadows over Hang Kong\". In the centre of the lid appears a silver monogram of Lugard's initials. On the underside of the lid is a painting on silk depicting a classical scene.\n\nAll of the embroidered characters appear in dark blue silk except for the\n\nsalutation and the valediction \"Respectfully Yours\", which symbolically is in red signifying truth and sincerity.\n\nOutside of the gold framed text appears a stunning array of linked images\n\nmany different types of fauna and flora. At the top, ringed by bamboo shoots, peonies, roses, butterflies and birds are a magnificent pair of\n\npeacocks. The cock is displaying for the benefit of the hen. The borders of the rest of the frame carry a profusion of bamboo, peony, butterflies and birds together with a pair of deer.\n\n案、讓孔靈正為雄孔深開辦。原的其他」\n\n01 # #RH#4 d4\n\n對脆。",
        "txt_file_path": "txt/dfo323lmgvd/RAS-2001.txt",
        "external_url": "https://digitalrepository.lib.hku.hk/catalog/zg651950g",
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    },
    {
        "id": 215680,
        "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": 457,
        "title": "RAS-2001",
        "content_text": "409\n\nbeginning of 1900 she was under construction at the yard of Dennys of Dumbarton. She was a side-wheeler, 180 feet long, 60 feet beam across the paddle boxes, drawing 6 feet and having a deadweight of 150 tons with accommodation for many deck passengers.\n\nHaving made all the arrangements for \"Pioneer\" to be shipped to Shanghai in pieces, Little returned to London. Whilst having lunch at the Oriental Club with some of his backers and advisors, he was introduced to Captain Samuel Cornel Plant. Captain Plant had recently returned to England having served for several years in command of steamers on the Tigris and Euphrates, rivers well known for their navigational difficulties. When Little learned of the captain's previous experience, he did his best to persuade Plant to come to China and take command of \"Pioneer.\" Plant promised to give the matter some thought. For whatever reason, he subsequently agreed to go along with Little.\n\n\"Pioneer\" was shipped to Shanghai and reassembled. Plant and his wife, Alice Sophia, took ship to China, joined \"Pioneer\" and in early June 1900 the attempt on the Three Gorges began. With Plant in command, \"Pioneer\" made the trip from Ichang to Chunking in 73 steaming hours over seven days. She was held up for three days at Hsin T'an Rapids. On arrival at Chunking she was greeted by most of the expatriates living there and it is said that the banks of the river were black with hundreds of junkmen who had crowded to see this latest barbarian wonder.\n\nThe Aftermath\n\nBad luck again struck Little. There were rumblings of trouble along the river that were to culminate in the Boxer Uprising. The British Consulate in Chunking commandeered \"Pioneer\" and used her to evacuate expatriates from the trouble spots. (It is not known whether Little was compensated for the loss of \"Pioneer\" or not. She was eventually handed over to the Royal Navy, renamed H.M.S. \"Kinshi\" and finished life as H.Q. Ship, Senior British Naval Officer on the Yangtze River.)\n\nPlant's Career\n\nPlant, having left the employ of Little, bought himself a houseboat",
        "txt_file_path": "txt/dfo323lmgvd/RAS-2001.txt",
        "external_url": "https://digitalrepository.lib.hku.hk/catalog/zg651950g",
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    },
    {
        "id": 215681,
        "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": 458,
        "title": "RAS-2001",
        "content_text": "410\n\njunk and used this to trade up and down the river between Ichang and Chunking, all the while studying the river and its treacherous rapids. He soon gained the deep respect of all the junkmen he came in contact with and was given the name Pu Lan Tian by them.\n\nAfter trading in this way for some years he was approached by the Chinese owned Szechwan Steam Navigation Company to assist in the design of a purpose built steamer to trade on the Upper Yangtze. This vessel \"Shutung\" was built in Southampton by Thorneycrofts for £6,000. She was 115 feet long, 16 feet beam and drew 3 feet. Under Plant's command \"Shutung\" operated a 14 day service between Ichang and Chunking. She carried 12 First Class passengers, 66 deck passengers and 60 tons of cargo in lighters lashed alongside the vessel. The service proved to be very popular and a second vessel \"Shuling\" was commissioned.\n\nIn 1910 Plant was offered the post of Senior Inspector, Upper Yangtze in the Chinese Maritime Customs (CMC). He accepted and, in the course of the next few years, compiled a 'Handbook for the Guidance of Shipmasters on the Ichang-Chunking Section of the Yangtze River.' He also wrote a slim volume entitled 'Glimpses of the Yangtze Gorges.'\n\nPlant retired from the CMC in 1919. In recognition of his outstanding service, the CMC and the Chinese Government built him a small bungalow on the outskirts of the village of Xintang. This bungalow perched on a small promontory overlooking the mouth of the Xiling Gorge and the Hsin T'an Rapids. Steamers using this stretch of the river saluted Captain Plant by sounding their whistles and he would reply by waving his hat or handkerchief.\n\n1921 and the Plants decided to return to England for a short holiday before returning to Xintang to live out the rest of their lives. They were feted everywhere they stopped on the journey downriver to Shanghai. Here they took the Blue Funnel ship which was to take them to England. Sadly, en route to Hong Kong, Captain Plant came down with pneumonia and died at sea on 26th February, 1921. Tragedy struck again when Mrs. Plant died in Hong Kong shortly after arrival. They were buried together in the Colonial Cemetery, Happy Valley (now called Hong Kong Cemetery).",
        "txt_file_path": "txt/dfo323lmgvd/RAS-2001.txt",
        "external_url": "https://digitalrepository.lib.hku.hk/catalog/zg651950g",
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    },
    {
        "id": 216480,
        "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-2003",
        "page_number": 239,
        "title": "RAS-2003",
        "content_text": "189\n\nbair mentioned in the letter in the pocket of her New Ladies Companion Book where it is still kept.\n\nPersian adventures\n\nCornell Plant remained in the Reigate for another two years leaving her as an Ordinary Seaman in 1883. He then spent a year in the SS Iberia on the Pacific Steam Navigation Company's Australian Service and another year in the iron ship Mermerus as an Able Seaman. In 1885 Plant returned to the Reigate as Third Mate and left the following year after having obtained his Second Mate's certificate. From there he joined Lynch's Euphrates and Tigris Shipping Company, serving in the River Steamer Khalifa.\n\nIn 1891 he was offered the command of Shushan, a stern wheel paddle steamer, built by Alfred Yarrow on the Thames and shipped out in parts to Egypt for the expedition up the Nile to relieve General Gordon at Khartoum.\n\nShushan was 98 feet in length including the paddle wheel, 18 feet in width and had an eighteen inch draft. A boiler with a tall funnel was at the bow end of the flat main deck with the engine that drove the stern mounted paddle wheel at the after end. A wooden saloon containing some cabin accommodation stood in the centre of the main deck with the conning position above it from where the wheel controlled a triple rudder. Access to this position was by a wooden ladder and awnings to protect the main deck were spread forward and aft although how they were kept clean and white just astern of a wood fed boiler is hard to understand. No photograph or drawing of the Shushan has yet been found although there are representations of many of the other similar river craft built by Alfred Yarrow. He was acknowledged at the time as the best builder of those vessels that were used to extend and protect British interests along the rivers of Africa, Asia and beyond. They were built to a standard pattern in watertight sections that could be shipped anywhere in the world and bolted together on site. It was claimed that those required by the expedition to rescue General Gordon were ready for shipment within 17 days of the order being placed. (Yarrow - the first 100 years)\n\nIt is quite evident that young Cornell Plant was immensely proud",
        "txt_file_path": "txt/dfo323lmgvd/RAS-2003.txt",
        "external_url": "https://digitalrepository.lib.hku.hk/catalog/2v242g390",
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    },
    {
        "id": 216481,
        "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-2003",
        "page_number": 240,
        "title": "RAS-2003",
        "content_text": "190\n\nof his first command and the position of trust in which his employers had placed him. The Euphrates and Tigris Shipping Company had come into possession of the Shushan after it was no longer required for the Nile expedition and decided to use it to extend their operations into South West Iran up the Karun River beyond Ahwaz. They were already running a regular passenger and freight service up to Ahwaz but were unable to proceed further because of a series of rapids that had effectively closed the river to conventional steam traffic.\n\nPlant picked up his new command at Basra and was introduced to his engineer officer, a young Englishman called Stanley Webber with whom he would be sharing his Persian adventure. Together, they and a temporary crew from Basra, made their way down the Shatt al Arab to Mohammerah, a town at the mouth of the Karun River and from there, up river to Ahwaz. His next task was to take the Shushan up and over the rapids at Ahwaz, where the water rushed down a seemingly impenetrable rocky slope although, it was said, there were a few fast water channels through which the craft might proceed with safety provided it had sufficient paddle power. To be on the safe side he obtained some long safety lines and hired a crowd of pullers and heavers to man them should the craft not be able to manage the rapid under its own steam.\n\nRiver pilotage\n\nThus, all was made ready for the assault on the feared Ahwaz rapids. The great day came and so did the crowds to see the fun - but his hard work and planning paid off. With a full head of steam and Plant on the wheel the Shushan climbed the first rapid and then went full ahead upstream for the next gap between two great rocks where the river 'poured through like a sluice.' She just made it and then moved up to through the next rapid that was just a little easier and finally entered the calmer waters above the town. Here, the crew was discharged and sent back to their home port while Plant made preparations for taking the Shushan on its first trip to Shuster some 50 miles up river.\n\nFirst, he had to find and train a permanent crew, including someone with knowledge of the river and a Tindal (bo'sun) to take charge of the deck hands. He also needed an interpreter, through whom he could give instructions to the crew, most of whom spoke no English. He would\n\nPage 240\n\nPage 241",
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