[ { "id": 204303, "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-1961", "page_number": 71, "title": "RAS-1961", "content_text": "Journal of the Royal Asiatic Society Hong Kong Branch\n\nORASHKB and author\n\nVol. 1 (1961)\n\nISSN 1991-7295\n\n67\n\nyears 1795, 1796, and 1797. With an appendix, containing geographical illustrations of Africa. By Major Rennell. London, printed by W. Bulmer & Co. for the author, 1799.\n\nPAUTHIER, JEAN-PIERRE-GUILLAUME, 1801-1873.\n\nLe Tao-te-king, ou le livre révéré de la raison suprême et de la vertu, par Lao-Tseu, traduit en français et publié pour la première fois en Europe, avec une version latine et le texte chinois en regard, accompagné du commentaire complet de Sie-Hoéï, d'origine occidentale, et de notes tirées de divers autres commentateurs chinois. Part 1. Paris, F. Didot, etc., 1838.\n\nPHILLIPS, SIR RICHARD (REV. C. C. Clarke, pseud.) 1767-1840. The hundred wonders of the world, and of the three kingdoms of nature, described according to the best and latest authorities, and illustrated by engravings. 17th ed. London, printed for G. and W. B. Whittaker, 1824.\n\nPremare, Joseph HENRI MARIE DE, 1666-1736.\n\nNotitia linguae sinicae. Malaccae, Collegii Anglo-sinici, 1831.\n\nRAYNAL, GUILLAUME-THOMAS-FRANCOIS, 1718-1796,\n\nA philosophical and political history of the settlements and trade of the Europeans in the East and West Indies. . . . Newly translated from the French by J. O. Justamond with a new set of maps, elegant engravings and a copious index. 6v. Dublin, printed for John Exshaw, 1784.\n\nREMUSAT, JEAN-PIERRE ABEL- 1788-1832.\n\nElémens de la grammaire chinoise, ou principes généraux du kou-wen ou style antique, et du kouan-hoa, c'est-à-dire, de la langue commune généralement usitée dans l'Empire Chinois. Paris, Imprimerie Royale, 1822.\n\nSTAUNTON, SIR GEORGE THOMAS, bart., 1781-1859.\n\nMiscellaneous notices relating to China, and our commercial intercourse with that country. 2 parts. L. Skelton, printer, Havant. (For private circulation only.) 1828.\n\nSTAUNTON, SIR GEORGE THOMAS, bart., 1781-1859.\n\nNarrative of the Chinese embassy to the Khan of the Tourgouth Tartars, in the years of 1712, 13, 14 & 15, by the Chinese Ambassador, Translated from the Chinese, and accompanied by an appendix of miscellaneous translations. London, John Murray, 1821.\n\nWolcot, John (PETER PINDAR, pseud.) 1738-1819.\n\nThe works. 3v. London, printed for John Walker, 1794,", "txt_file_path": "txt/dfo323lmgvd/RAS-1961.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/vd6724704", "rank": 0 }, { "id": 204448, "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-1962", "page_number": 80, "title": "RAS-1962", "content_text": "CHINA'S 35 MILLION NON-CHINESE\n\n69\n\nTable II lists the numbers of people in each ethnic group distributed by provinces in south and central China. In brief, the T'ai-related groups lead with some 10 million people at present. They are followed by the Tibeto-Burman related group with some 8.4 million, followed by the Miao-Yao related group with about 3.4 million. The greatest concentration of minorities in any one group is among the Chuang in the Tai group. The Chuang live in a compact body numbering some seven million in Kwangsi. The Miao, however, are the most widely distributed of all ethnic groups, being found in significant numbers in every province of south and central China except Kiangsi, although their chief strength is in Kweichow. Yunnan, by all odds, is the most complex province ethnically. Of the 30 national minorities listed by the Census for 1953, some twenty-four are found in Yunnan. This Census apparently may need considerable revision when the minorities are scrutinized more closely. Thus, it listed only 90,000 so-called T'u-chia, which was proclaimed to be a newly discovered ethnic group hitherto confused with Han Chinese and Miao because of their degrees of acculturation. A personal check by Fang Jen revealed over 300,000, and a still more detailed check in subsequent years disclosed that actually these were 549,000 that should be so classified and, from their original cultural traits, they belonged in the Yi-related group. They occupy an area in northwest Hunan.\n\n44\n\nThe Yi comprise so many sub-groups under different names (there are 40 sub-tribes in Yunnan alone) that confusion is understandable. In northwest Yunnan such sub-groups of the Yi as the Na-khi or Na-hsi and Li-su live in the region between the great bends of the Chin-sha river and the Burma border. In the western part of this region are the Nu, Tu-lung, and Ching-p'o, occupying parts of the Salween and Mekong drainage of north Yunnan. Farther south in the drainages of these rivers are the related La-hu and A-ch'ang. The Pai people, in a solid bloc on the plain of Erh Hai (Lake Erh), have been thought by some writers, including this one, to be a T'ai-related people, but are listed by Bruk as a Yi sub-group. In the west bank region of the Red river of Yunnan are the sub-group known as the Han-yi. The Yi proper are scattered over the three southwestern provinces,", "txt_file_path": "txt/dfo323lmgvd/RAS-1962.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/9s166f47f", "rank": 0 }, { "id": 204494, "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-1962", "page_number": 126, "title": "RAS-1962", "content_text": "A NEW ARCHAEOLOGICAL SITE\n\n111\n\nMaglioni continued archaeological work further afield. After his death, Maglioni roughly outlined the area of their researches and designated it as the Han-Chu region, naming it this because it is bounded by the Han and Teng Rivers in the East and the Chu (or Pearl River) and Tung in the West.\n\nMaglioni divided the neolithic era into three main periods, to each of which he assigned one of the cultures he found. SON was early neolithic, SAK was middle neolithic, and PAT was late neolithic.* All three names were taken from parts of the names of the villages nearest to the sites where the cultures were first discovered.\n\nThe stone artifacts that I have found are typical of the middle neolithic era, and they also closely resemble the SAK artifacts in the Maglioni collection. They differ strikingly from the PAT materials found in the Western part of the Colony. Unlike the latter, they are almost exclusively made of chert. They are also cruder and less sophisticated, with traces of chipping left in spite of the polishing, as if the chipping had been too deep. The cutting edge of the axes as well as the adzes is not bevelled as in the case of those from Lamma and Lantao. They are almost all longer in shape and narrower, not as thick in cross-section as the latter, and to my unpractised eye, they resemble more the stone artifacts displayed in the Hong Kong University Museum from Annam and Laos.\n\nThe most typical element of SAK culture is its pottery, which is a fine ware of smooth mix and is stamped with a variety of patterns, the most common one being a basket weave and others including a herring-bone and concentric circles. The pots are of a small size (perhaps because the SAK people were nomadic), globular in shape, with a shallow ring-like foot, which was added after the pots had been shaped and stamped. They were frequently decorated with an equatorial band in bas-relief as well as other bands above and below it. These bands were also added after the pot had been shaped and stamped. The SAK potters made great progress in both preparing and baking the clay. Maglioni says: \"They utilized clays which received their bright colour when fired, added little or no sand, made very thin ware,\n\n\"PAT appears to have continued uninterruptedly from the stone age into historic times,", "txt_file_path": "txt/dfo323lmgvd/RAS-1962.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/9s166f47f", "rank": 0 }, { "id": 204533, "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": 14, "title": "RAS-1963", "content_text": "THE OLD PROTESTANT CEMETERY IN MACAO\n\nA lecture delivered on 7 May, 1962\n\nLINDSAY RIDE, C.B.E., E.D., D.M., LL.D.*\n\nThere are worse ways of occupying leisure than tours on foot through noteworthy cemeteries — EDMUND BLUNDEN in Cricket Country.\n\nMacao is of fundamental interest to all of us here tonight because, in the eighteenth and the early part of the nineteenth centuries, as well as being a Portuguese base, it was the Far Eastern home of those who were unconsciously but surely laying the foundations of the community which was to become known as the Colony of Hong Kong. It was also the main gateway through which flowed the influence that the west was exerting on the whole of China; and of all its non-Portuguese foreign residents responsible for this influence, the most valuable cross-section accessible to us today is the group of 162 members of many nations who lie buried in its Old Protestant Cemetery. Their personal histories, read in and between the lines carved on their weathering memorials, give us the most accurate picture it is possible to paint today of the parent community they represent; deciphering these lines and filling in their gaps, has been the spare-time hobby of my wife and myself now for over seven years; it has given us interest in members of divers nationalities and professions, and has introduced us to the fascinating lives of scores of people who lived in earlier times. It has directed our searching into many corners of the globe, and earned us a host of interesting friends and correspondents the world over.†\n\nIn the time at my disposal this evening it is impossible to describe in any detail any one of the life histories which it took individuals decades to weave and us years to unravel, but if I can give you even a general understanding of their community and their home, of their lives and their times, I shall be content.\n\n* Sir Lindsay Ride is Vice-Chancellor of the University of Hong Kong. †The results of these researches will be published shortly by the Hong Kong University Press in a volume provisionally entitled Macao's Old Protestant Cemetery.\n\nI", "txt_file_path": "txt/dfo323lmgvd/RAS-1963.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/4m90m091v", "rank": 0 }, { "id": 204660, "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": 141, "title": "RAS-1963", "content_text": "NAVIGATION ON THE YANGTSE \n\n127 \n\nthan a hundred feet above the river. The cliffs in Windbox Gorge rise to over 700 feet above the river, and it was here that in the record year the river level rose 275 feet in a short time. \n\nIn 1917, after there had been regular services operating on the river for some years, the Chinese Maritime Customs issued a series of recommendations for steamers intending to ply on the Upper River, based on the experience gained over these years. The maximum size for steamers intending to run all year round was 210 feet long by 31 feet beam and 94 feet draft, with a minimum speed of 12 knots. If they were intended to negotiate the main rapids under their own power, a speed considerably in excess of 12 knots was recommended. It was also recommended that the hull be divided into watertight compartments, and that ships should have a flat bottom. Ships over 130 feet long were recommended to have twin screws and two boilers, and if their beam was over 22 feet three rudders; all others having two rudders. Other recommendations and regulations related to steering gears, windlasses, and capstans, and illustrate the peculiar problems posed by navigation on the Upper Yangtse. By 1931 there were over a dozen special-type ships on the Upper Yangtse, half of them British, running regularly between Ichang and Chungking. Three of the others were Chinese, two American, and one French. There were also several small oil tankers. Above Chungking there were about two dozen smaller motor launches running, but in this part of the river a great part of the traffic was still handled by native craft of various types. In 1931 the American West China Shipping Company's last ship was wrecked in the Upper River, and the Dollar Company sold their last ship, the Alice Dollar, to the China Navigation Company, who renamed her the Wantung. This left British steamers predominant on the Upper River for the short time after that it remained open to foreign trade. \n\nAll ships operating on the Yangtse required pilots. On the Lower River these were mostly foreigners of the various countries which formed the Woosung-Hankow Pilots' Association. This was not a branch of the Chinese Maritime Customs, although these pilots were licensed and recognised by the Customs. On the coast and on other rivers, the Chinese Pilotage Service, which was a branch of the Customs, was the recognised authority. There was no official body of pilots on the Middle River, but there was", "txt_file_path": "txt/dfo323lmgvd/RAS-1963.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/4m90m091v", "rank": 0 }, { "id": 204923, "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-1965", "page_number": 31, "title": "RAS-1965", "content_text": "24\n\nT. HARRISSON\n\nand carved wood have also survived there. Some fifty rush mats and wrappings survived under late neolithic or early metal burials in the West Mouth of the Great Cave.\n\nPUBLICATIONS\n\nMany smaller caves have been studied; and many others are available for study - over fifty. But there is no point in constantly repeating work that is very costly. Rather we seek constantly to define and re-define the project, so as to add new data, modifying or widening ideas — in preference to multiplying the established points. So far, about fifty papers have been published on the Niah results in Asian Perspectives (annually), Archaeological Newsletter, Journal Royal Society of Arts (a general review to 1963), Man (three papers), Oriental Art (Oxford), Artibus Asiae (Switzerland), Bijdragen (Holland), and the Geographical Journal (Royal Geographical Society, London). The full background and a long series of technical reports are published in the last eight issues of the Sarawak Museum Journal (Kuching, Sarawak, East Malaysia). The S.M.J. papers include specific contributions from Dr. R. Brothwell of the British Museum, Miss J. Clutton-Brock of the Institute of Archaeology, Dr. Calvin Wells of the Norwich Museum, Dr. D. A. Hooijer of Leiden and Professor G. H. R. von Koenigswald of the University of Utrecht, Dr. W. S. Solheim of the University of Hawaii, Drs. R. Inger and Wayne King of Chicago, the Earl of Cranbrook and Miss Pat Aldridge (now Dr. P. Marshall) of the University of Hong Kong. While those who have made specialist studies on the spot, working in Kuching, include Lord Medway (both here and at the University of Malaya), Dr. Alastair Lamb (glass beads), Dr. Solheim with Mrs. Lindsay Wall (prehistoric earthenware), Mrs. E. Moore in association with Miss Mary Tregear at the Ashmolean Museum, Oxford (Yueh and other early porcelains), Mr. Benedict Sandin and Mr. R. Nyandoh (links to cave and other Niah folklore), Mr. Geoffrey Barnes (burial rites), Mr. J. Revers (U.S. Peace Corps; topography), Professor N. Haile (geology; now of the University of Malaya), Mrs. Barbara Harrisson and her husband. Work of this sort involves multiple cooperation, as has already been well demonstrated by the University team from Hong Kong working on Lantau Island. In 1965-66 we hope to get additional outside help from Dr.", "txt_file_path": "txt/dfo323lmgvd/RAS-1965.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/s752cj653", "rank": 0 }, { "id": 204931, "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-1965", "page_number": 39, "title": "RAS-1965", "content_text": "32 \n\nSIR JOHN BOWRING \n\nrace is thus augmenting, the causes which lead to the destruction of food, — such as the overflow of rivers, fires, ravages of locusts, bad seasons, and other calamities, — are to a great extent beyond the control of human prudence or human exertion. It would be difficult to show what new element could be introduced which would raise up the native supply of food beyond its present productiveness, considering that hand husbandry has given to cultivation more of a horticultural than an agricultural character.\n\nThe constant flow of emigration from China, contrasted with the complete absence of emigration into China, is striking evidence of the redundancy of the population; for though that emigration is almost wholly confined to two provinces, namely, Kwangtung and Fookien, representing together a population of probably from 34,000,000 to 35,000,000, I am disposed to think that a number nearer 3,000,000 than 2,000,000 from these provinces alone are located in foreign countries. In the kingdom of Siam, it is estimated that there are at least a Million and a Half of Chinese, of which 200,000 are in the capital (Bangkok). They crowd all the islands of the Indian Archipelago. In Java, we know by a correct census there are 136,000. Cochin China teems with Chinese. In this colony we are seldom without one, two, or three vessels taking Chinese emigrants to California and other places. Multitudes go to Australia, to the Philippines, to the Sandwich Islands, to the western coast of Central and Southern America: some have made their way to British India. The emigration to the British West Indies has been considerable; to the Havana greater still. The annual arrivals in Singapore are estimated at an average of 10,000, and 2,000 is the number that are said annually to return to China.* \n\nThere is not only this enormous maritime emigration, but a considerable inland efflux of Chinese towards Manchuria and Tibet; and it may be added, that the large and fertile islands of Formosa and Hainan have been to a great extent won from the aborigines by successive inroads of Chinese settlers. Now these are all males — there is not a woman to 10,000 men: hence perhaps the small social value of the female infant. Yet this perpetual out-flowing of people seems in no respect to diminish the number of those who are left behind. Few Chinamen leave \n\n* Journal of the Indian Archipelago, vol. ii, p. 286,", "txt_file_path": "txt/dfo323lmgvd/RAS-1965.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/s752cj653", "rank": 0 }, { "id": 204978, "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-1965", "page_number": 86, "title": "RAS-1965", "content_text": "PIRACY ON THE CHINA COAST\n\n77\n\nWest River, and which were stationed permanently on those rivers. These were divided into two squadrons, one for the Yangtze, and one for the West River, with a senior naval officer in charge of each squadron under the overall command of the Commander-in-Chief of British naval forces at Hong Kong. The officer in charge of the Yangtze squadron was called Rear Admiral, Yangtze. The assumption of this title seems to have aroused little comment from the Chinese, unlike the British public's reaction when the Kaiser called himself Admiral of the Atlantic a few decades later.\n\nAs old-fashioned piracy died out with the coming of steamships, a new kind designed to cope with the new conditions appeared. While some of the new pirates may have been recruited from the old, the new piracy required a knowledge of modern shipping practices unlikely to have been common among the old fishermen cum pirates. As before, however, the new-style piracy was most prevalent around Hong Kong, embarrassingly close to the headquarters of the anti-piracy forces. It was adding insult to injury when the steam launch Wo Fat Shing was pirated in Hong Kong Harbour in 1927, and $30,000 in gold bars stolen. The newspapers made great play out of such facts. Highly coloured accounts of pirate companies being established in Hong Kong along sound business lines, replete with boards of directors and so on, were common in the British and American press in the 1920's and early 30's. The rumour that some of these companies had attractive Chinese women in command added some spice to these stories.\n\nOne of the earliest cases of this new kind of piracy took place in 1874, when the Hong Kong, Canton, and Macao Steamship Company's small river steamer Spark was pirated between Canton and Macao.2 The Spark's captain, mate, purser, one fireman, and four passengers were murdered. The pirates went ashore in the ship's boats, and the engineers took refuge in the bunkers then took the ship to Macao. The Spark was only 133 tons burden, but she had over 150 passengers who had prudently taken...\n\n2 The Spark was one of the oldest steamers on the river. She had been built in New York in 1849 for Russell and Company, sent out in sections and assembled at Whampoa. She was sold to the Hong Kong, Canton, and Macao Steamship Company in 1870.", "txt_file_path": "txt/dfo323lmgvd/RAS-1965.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/s752cj653", "rank": 0 }, { "id": 205064, "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-1966", "page_number": 20, "title": "RAS-1966", "content_text": "REGIONAL APPROACH TO CHINESE HISTORY\n\n15\n\nditti\" abounding in the countryside,' “instances of kidnapping by ex-pirates [which] were so frequent that no man could feel himself safe alone in the streets of Canton after 9 o'clock at night\".8\n\nTime and again during these years the local officials issued proclamations condemning such activities and urging the people to revert to peaceful pursuits. In 1828 the district magistrate of Nan-hai hsien urged the people at the New Year's time to remain peaceful and orderly and not to imitate \"the vagabonds\" and “local blackguards” who cause much trouble. In 1829 the same gentleman complained of the fact that \"the people of this province are addicted to gambling, opium, whoredom, and lotteries. And the city of Canton is preeminent in all of these vices.\" It was, he said, \"the shameless banditti that are to blame\". In another proclamation of about the same time, he condemned the bandits who extorted money from the peasants. \"In the vicinity of Canton, Whampoa, and Macao,\" he complained, \"and in the districts of Shun-teh, Tung-kuan, and Hsin-huy (all within the Hong Kong-Macao-Canton axis), the people who cultivate land on the banks of the rivers are particularly distressed by these practices.\"11\n\nIn 1832 it was reported that in Hsiang-shan hsien bandits were levying taxes on the people in like fashion.12\n\nVillage and clan feuding compounded the problem. In 1828 the Kwangchou prefect issued a proclamation in which he condemns the feuding between clans. \"The larger clans,\" he said, \"in villages insult smaller ones... They presume on their numerical strength and seize the best land and the most useful streams. They insult both men and women of the smaller clans. And when disputes arise about graves and debts they proceed to barbarous violence.\"13\n\nAnd in the same year the Canton authorities, condemning clan feuds, complained of how “..... in pursuance of the feuds of the halls of their ancestors, they (the clans) proceed to collect together a multitude of their own clan's people, and seizing spears, swords, and other weapons, they fight together and kill people\".14 In 1829 1,000 men were involved in a village feud in Hsun-teh hsien,15 and in 1834 400 people were reported killed in a similar affair in Tung-kuan hsien.16 In most cases the government was powerless to intervene.\n\nWhat was behind all this chaos?\n\nHere, of course, we are on tricky ground.", "txt_file_path": "txt/dfo323lmgvd/RAS-1966.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/bz60k0811", "rank": 0 }, { "id": 205065, "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-1966", "page_number": 21, "title": "RAS-1966", "content_text": "16\n\nJOHN J. NOLDE\n\nFirst of all, it is generally agreed that Imperial authority throughout the empire had begun to weaken during the latter years of the eighteenth century. After the era of the great Ch'ien-lung emperor, China was governed by two rather weak rulers. The sale of offices increased markedly in the latter part of the Chia-ching period and continued throughout that of Tao-kuang. Provincial authorities were being held in more and more contempt by the local populace and the gentry. We have, in short, a typical example of the setting in of a traditional dynastic decline. The mandate of heaven was running out for the Ch'ing Dynasty, and nowhere is this usually more apparent than in the outer reaches of the empire... the areas farthest from the Imperial center of power. Especially was this true in an area such as Kwangchou, with its linguistic, racial, and economic uniqueness. My guess is that Imperial control in Kwangchou had at best always been tenuous. Now it was almost non-existent,\n\n17\n\nSecondly, Kwangchou, during the 1820's and 1830's, suffered a series of severe natural calamities. In 1822 a disastrous fire swept Canton itself, doing incalculable damage. Beginning in the late 1820's catastrophic floods ravaged the area. In 1829 high tides \"to a degree unprecedented in the memory of the oldest inhabitant\", flooded the provincial city and swept away villages. Hundreds were drowned, and the rice crop was largely destroyed. An English-language journal reported that \"the loss of property far exceeds the sum of that sustained at the great fire of 1822\". The most serious of these disasters occurred during the summers of 1833 and 1834. Torrential rains raised the level of the rivers as much as ten feet above normal. Boats were reported navigating the streets of Canton. In July, 1833 10,000 lives were reported lost, 1,000 in the large town of Fushan alone. Most of the rice crop was lost in 1833 and the destruction of the mulberry-plantation-dykes in the southern part of Nan Hai Hsien resulted in the loss of the silk crop. The latter disaster would, of course, have long-range consequences. In September, 1833 the crew of the ship-wrecked vessel Bee, returning overland to Canton, reported \"the greatest possible distress among the inhabitants and a destruction of property such as has not been witnessed for many years\". The flood of 1834 was even worse and the loss of property and damage to the rice crop exceeded that of the previous", "txt_file_path": "txt/dfo323lmgvd/RAS-1966.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/bz60k0811", "rank": 0 }, { "id": 205426, "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": 188, "title": "RAS-1967", "content_text": "BOOK REVIEWS\n\n181\n\nappendices. The first, Appendix A, is on the Chinese calendar, with a table of the twenty-four fortnightly periods,\n\nThe only criticism of this is the third column giving the approximate date in the Chinese calendar. This presumes New Year to fall on 20th February, the last possible day, throwing forward everything on an average by a fortnight.\n\nAppendix C, furnishing a list of the names of Fireworks, Pigeons, Popular forms of entertainment, Melons, Crickets, and Chrysanthemums is most intriguing. Valuable varieties of pigeons are the \"Toad-eyed grey,\" \"Square-edged unicorn\", and \"Wild duck of the Great Dipper\". Poets have similarly exercised their ingenuity in finding epithets for the Flower of the Ninth Moon for they include \"Purple Tiger whiskers\", \"Concubine of the Hsiao and Tsiang Rivers,\" and \"Wild Goose settling on level sand.\"\n\nIn short, Tun Li-ch'en has left us a vivid picture of life as it must have been lived in the capital for centuries before the violent impact of the western world. It was to change soon after. Within twelve years the Imperial fishpond, Wang Hai Lou, had filled up and was a snipe marsh, whilst in another decade it was walled-in as an experimental agricultural establishment. Again, the emancipation of women through the abolition of foot binding, and their escape from the purdah of the mud-walled compound killed all those forms of entertainment which could only be enjoyed in the home. The famous Shadow play, which he describes as bringing tears to women's eyes, was virtually extinct thirty years later, smothered by the cinema.\n\nTun's study of the human side of the ancient capital is an admirable supplement to the work of two foreigners who spent the best part of their lives there, namely — Arlington and Lewisohn's In search of old Peking.\n\nHong Kong, 1966,\n\nN DU BREUIL\n\nAs noted in the President's Report earlier in this volume Madame du Breuil, former Peking resident and a member of our Council, died in 1966.\n\nPRELUDE TO HONGKONG, Austin Coates. London, Routledge and Kegan Paul, 1966, pp. xi, 232. 40/-.\n\nIn view of the recent events in Macao and Hong Kong this book has a certain topical relevance. It covers the period from", "txt_file_path": "txt/dfo323lmgvd/RAS-1967.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/0c488p70g", "rank": 0 }, { "id": 206478, "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-1972", "page_number": 26, "title": "RAS-1972", "content_text": "SOME NINETEENTH CENTURY WATER-COLOURS OF CANTON AND THE FAR EAST\n\nP. H. COLLIN*\n\n(The text of a lecture to the Branch given on 15th December 1971)\n\nA small collection of mid-nineteenth century water-colours of the Far East recently came to light in a London dealer's. The paintings are mainly of China, in particular Canton, with inscriptions and dates in pencil or paint; at some later date, they have been numbered in Roman numerals in ink on the reverse.\n\nThe list of the paintings is as follows, showing the number on the reverse, the inscription on the face of the painting (in italics), and a brief description by the author. The spelling and punctuations are as in the originals.\n\nII Sumatra Straits of Sunda Nov. 14 57\n\nA view of islands, with a native dhow.\n\nIII After heavy rain. Straits of Sunda\n\nA sailing vessel.\n\nIV China Sea the green clouds are from nature\n\nSmall junk against the sunset.\n\nV North Wantong|Id. Bocca Tigris Decr 16th 57\n\nA fort with a red-coated soldier on guard and mountains seen on the far side of the channel.\n\nVII Canton Feb 58\n\nA view looking across roof-tops towards a pagoda and the west gate.\n\nXI Febry 58 Canton Bamboo grove beyond White Cloud Mountains The Jingal pic-nic Feb 20th 58\n\nSome soldiers and Chinese sitting by bamboos, looking across paddy fields to a clump of bamboo where a group of figures are visible. Mountains in the distance.\n\nXIII Canton 58\n\nThree horses and riders with, beyond rolling country, the pagodas of Canton.\n\n* Mr. Collin was formerly Lecturer in English at the University of Hong Kong and is now a publisher in London.\n\nPlates 32-33 illustrate this article.", "txt_file_path": "txt/dfo323lmgvd/RAS-1972.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/gm80qf99h", "rank": 0 }, { "id": 206487, "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-1972", "page_number": 35, "title": "RAS-1972", "content_text": "RAJA JAMES BROOKE AND SARAWAK: AN ANOMALY IN THE 19TH CENTURY BRITISH COLONIAL SCENE\n\nLEIGH R. WRIGHT*\n\n(The text of a lecture given to the Branch on 18th January 1972)\n\nTo the reading public a hundred years ago the name of Raja James Brooke and his oriental kingdom of Sarawak, then a medium-sized principality on the northwest coast of Borneo, conjured up visions of dark impenetrable jungles; tropical rivers and mangrove coasts infested with the fiercest and most barbaric of pirates; and a pagan headhunting primitive people, ruled over by a Malay sultan and a court of Malay chiefs who had over long years of decline and corruption been reduced to only slightly more respectable status than the pirates. Brooke was usually presented in a highly romantic light—the best type of British export, the humanitarian colonial who helped penetrate the barbaric darkness of remote Borneo and who was holding the thin precarious line of civilization. Joseph Conrad and later, Somerset Maugham, added to the romance and colour surrounding the Borneo and Malay world of which Brooke was an important part.\n\nMuch that went to make up this mental picture of Borneo in the English reading world was fact. There were pirates aplenty. The Sultanate of Brunei had declined to a low state of impotence and corruption, Brunei was by the nineteenth century one of those decaying Moslem states of the Malay world about which the historian Lennox Mills wrote,\n\n+\n\nThe rule of the Malays was as weak as it was cruel and oppressive; individually brave, they were unable to prevent their state from crumbling to pieces before their eyes. The Malay nobles appear to have divided their time between intrigue and dissipation at Brunei Town, and the oppression of their Dayak subjects.\n\n+\n\nMany of the Dayaks were indeed the fierce headhunters that were depicted in the nineteenth century accounts. And James Brooke\n\n* Dr. Wright is Senior Lecturer in History at the University of Hong Kong. He is the author of The Origins of British Borneo, Hong Kong University Press, 1970.\n\n1 L. A. Mills, British Malaya 1824-67, (Singapore 1925), p. 284.", "txt_file_path": "txt/dfo323lmgvd/RAS-1972.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/gm80qf99h", "rank": 0 }, { "id": 206779, "series_id": 26, "series_slug": "histsyn-rashkb-journal-engine", "series_title": "RASHKB Journal 皇家亞洲學會香港分會學刊", "series_use_hku_proxy": false, "document_key": "RAS-1973", "page_number": 56, "title": "RAS-1973", "content_text": "50\n\nA. D. BLUE\n\nJardine should not pass up the river. In the outcome, the passengers for Canton continued their journey in a sailing boat, and the Jardine returned to Lintin.\n\nSome time later the Chinese repeated their demand that the Jardine must leave the country, and as her machinery needed repair, she left for Singapore under sail, and arrived there on 28th February 1836. After several ineffectual attempts to repair the engines and to sell her, the engines were removed and the Jardine was converted permanently to a sailing ship. As such she returned to China on 23rd September 1836, but was recognised at Lintin as the \"smoke ship\" which had been turned away some nine months before. Although now minus the offending engines and paddle wheels, the hoppo decreed that she must leave. Her later history is obscure, but she seems to have continued in Jardine, Matheson and Company's fleet as a schooner. In his British Trade and the Opening of China, 1800-1842, Michael Greenberg includes her in a list of the Company's ships on the China coast in 1840.\n\nIt was the operations of the steamships of the Royal Navy and of the East India Company in the First China War, 1840-1842, which proved the value and practicability of steamships in Chinese waters. By the end of the war there were 48 British warships on the coast, including hospital, troop, and supply ships. Fourteen of these were steamships, nine wooden and five iron, the best known being the Nemesis.\n\nThe Nemesis was a pioneer in several respects, and it was her exploits in the First China War which advertised the many advantages of steam over sail in coastal waters. She was the first iron steamship to round the Cape of Good Hope, and to operate in Chinese waters for any length of time. Her outward passage to China in 1840 was probably the longest and most perilous voyage undertaken by a steamship up to that time; and some of the problems posed by her iron construction were never fully solved in her time—compass errors and the effects of lightning, for instance. She was flat bottomed and of shallow draft, only drawing six feet when fully loaded. She had two movable sliding keels, one fore and one aft of the engine room, and was divided into seven watertight compartments. With her shallow draft (she could be made to draw as little as five feet when necessary) the Nemesis was especially handy for inshore work on the coast and rivers. She probably demoralised", "txt_file_path": "txt/dfo323lmgvd/RAS-1973.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/8910rj06r", "rank": 0 }, { "id": 206780, "series_id": 26, "series_slug": "histsyn-rashkb-journal-engine", "series_title": "RASHKB Journal 皇家亞洲學會香港分會學刊", "series_use_hku_proxy": false, "document_key": "RAS-1973", "page_number": 57, "title": "RAS-1973", "content_text": "EARLY STEAMSHIPS IN CHINA\n\n51\n\nthe Chinese more than all the rest of the British warships put together,\n\nChinese opposition to steamships was overborne after the First China War, and in the years between then and the Second China War 1857-1858, steam navigation in China was established on a secure foundation. During the first two decades of steam, American ships were as prominent as British on the Canton River and on the coast, and sometimes more technically efficient. This was largely because the Americans made good use of their experience on the Hudson and Mississippi Rivers, and also because their early steamships were designed specially for coastal and river conditions. Many of the early British steamships were merely sailing ships equipped with engines.\n\nThe earliest American steamers were associated with Russell and Company, and Robert Benet Forbes was the man mainly responsible for bringing most of these early steamships to China. The first was the Midas, built at East Boston in 1844, which was the first American steamship to round the Cape of Good Hope, as well as being the first to be seen in China. The Midas arrived at Hong Kong on 21st May 1845, and was put on a twice weekly service between Hong Kong and Canton, the first regular steamship service in China. She also engaged in towing and salvage work, which was usually more profitable than carrying passengers or cargo; so that the advertised regular sailings were often more honoured in the breach than in the observance.\n\nThe Midas was followed by the wooden screw bark Edith, also built at East Boston, which arrived at Macao on 2nd September 1845 and Hong Kong a few days later. The Edith was originally intended to run in the opium trade between India and China, but plans were changed and she was loaded with general cargo for Shanghai. Bad weather and engine trouble foiled two attempts to make this passage, and the Edith was eventually sent back to Boston via Rio de Janeiro, reconditioned at Boston and then chartered to the United States War Department.\n\nIn 1846 Forbes sent the small 20 ton screw steamer Firefly on another ship to Hong Kong, and put her in service between Hong Kong and Whampoa until 1849, usually making two trips daily. She was withdrawn in 1849 and sent to California by sailing ship.\n\nIn 1846 Jardines were successful in inaugurating the first British steamship service on the river, with the Corsair between Hong Kong", "txt_file_path": "txt/dfo323lmgvd/RAS-1973.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/8910rj06r", "rank": 0 }, { "id": 207765, "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": 153, "title": "RAS-1976", "content_text": "138\n\nW. A. REYNOLDS\n\nThe first two of these had their own transport fleets, the NHA had a few worn-out trucks, while the mission hospitals were partially serviced by the International Relief Committee (IRC) which also had some worse-for-wear trucks.\n\nIt was decided that the best service the Unit could render was to take over responsibility for transport and distribution of medical supplies within China for the NHA and the IRC. The immediate task was transporting about 140 tons of medical supplies which had accumulated in Kunming to Kweiyang and Chungking. Thus the Unit became the major civilian medical and relief transport organization with a series of routes totalling about 6,000 km, and shown on the map in Fig. 1. For the next four years the pattern remained much the same; the supplies came by air over the \"Hump\" to Kunming where the Unit took delivery and transported them by road, rail and boat to all areas of China under the control of the Government in Chungking. It was not possible to take supplies to the Shensi-Kansu-Ninghsia Border Region controlled by the Eighth Route Army or to the New Fourth Army areas. The first medical supplies reached Yenan in Feb, 1946 at the time of the Marshall negotiations when the writer arrived with 3 truck loads; an interesting trip but outside the scope of this paper.2\n\nTransport Routes and Operation\n\nThe tonnage of goods moved on the different routes (See Fig. 1) varied but throughout the 4 year period 1942-45, three routes carried the major portion. These were:\n\n1) Kutsing-Luhsien (✰★-✯⇓) 742 kilometres. This ran from the Kunming-Chanyi railhead 170 kilometres to the west of Kunming to Luhsien on the Yangtse Kiang.\n\n2) Kutsing to Kweiyang (-) 500 kilometres. This is the capital of Kweichow province and site of the IRC distribution operations, especially to Kwangsi, Kwangtung and Kiangsi.\n\n3) Kweiyang to Chungking (†-1A) 490 kilometres. Chungking was, of course, the war time capital of the Republic and is at the confluence of the Yangtse and Kialing Rivers.\n\nA diagram map and profile of the first route is given in Fig. 2. The other routes are included in Table III.", "txt_file_path": "txt/dfo323lmgvd/RAS-1976.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/hq382988q", "rank": 0 }, { "id": 207767, "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": 155, "title": "RAS-1976", "content_text": "140\n\nW. A. REYNOLDS\n\nIt will be seen that many of the routes were mountainous, and the road near Makuchen () on the Kutsing-Luhsien (Fig. 2) run reaches 2,630 metres. The grading in almost all places was good and reflected credit on the engineers who had surveyed and built the routes, mainly with manual labour impressed from the surrounding countryside. There were no sealed or tarmac surfaces and the roads were kept in repair by filling potholes with hand-broken small stones.\n\nThe first permanent transport base was at Kweiyang where the Unit took over and extended the garage maintained there by the IRC outside the city at Shi Sang Shi (4%). (Plate 18) Cover for four trucks, stores, tinsmiths and engine overhaul shops, office and living quarters for drivers, mechanics and their families were provided. The godown was at the old IRC headquarters inside the city, a Confucian temple courtyard (M). Other bases were purpose-built. Kutsing (), opened for operation in June 1942, became Unit Headquarters in August 1942 and had a large godown. Luhsien (⇓) was a small base used for serving trucks on the arduous Kutsing-Luhsien run and forwarding supplies to Chengtu by truck or by boat down river to Chungking. A small group with one or two trucks was based on the West China Union University (#606★*), campus at Chengtu for 1942 and part of 1943 for distribution to many institutions in that area and up to Paoki (**). In early 1944 a permanent garage was acquired and extended on the South Bank at 44 kilometres milestone at Chungking, and this later became a major base.\n\nEach transport base had a garage Manager, with assistants in the large ones, and an Agent who looked after all paperwork, permits and cargo details, with an assorted force of employee mechanics, tinsmiths, carpenters etc. Drivers and mechanics also worked on their trucks when in the base. Details of garage operations and numbers are discussed fully in a later section.\n\nThe time taken for journeys varied widely according to the motive power of the truck (petrol, alcohol, diesel or charcoal gas), the skill of the driver in maintenance (especially with charcoal powered trucks) and the state of the road and the weather. When the diesel powered Fords, described in a later section, were new, convoys of 2-3 trucks would regularly complete the Kutsing-Luhsien (724 kilometres) run in 3-4 days giving, with crew rest days and", "txt_file_path": "txt/dfo323lmgvd/RAS-1976.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/hq382988q", "rank": 0 }, { "id": 207768, "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": 156, "title": "RAS-1976", "content_text": "A ROAD TRANSPORT SYSTEM IN WEST CHINA 1942-46 141\n\nloading and unloading, a week-long trip and turn round with a 24 ton payload. Charcoal powered trucks would, on average, cover 100 km. per day with a payload of 2 tons. One experimental charcoal powered truck took 5 weeks to cover the 500 km. from Kutsing to Kweiyang but, as a contrast, on one occasion Chungking to Kweiyang (490 km.) was covered in 24 days with a full load on charcoal.\n\nIn addition to cargo, passengers were carried. This was done by all transport organizations since there was no public road transport. Passengers were of three varieties: official, ones who were on the manifest and had paid the organization; unofficial or huang yu (★★) who had paid the driver, and other drivers or mechanics whose truck had ‘pie mao'd' () and were going for spares etc.\n\nThe Unit endeavoured to carry 'variety one' passengers only. These might be missionaries travelling to or from station, officials of cooperating or friendly organizations such as IRC, CIC, NCC, YMCA and YWCA, and also refugees. In 1942 these included Professor Gordon King and numbers of H.K. University students (including the present Vice-Chancellor) travelling to continue their studies in Szechuan. Passengers, unless with a child or otherwise privileged, rode on top of the load. Plate 19 shows the two Sentinel-HSG trucks on route to Chungking with cargo and the entire staff of the IRC Kweiyang office aboard.\n\nThe normal procedure on main routes was to run trucks in convoys. This reduced the number of spares which had to be carried and ensured that help was available for extraction from ditches and repairing breakdowns. However, the speed of a convoy is that of the slowest member and optimum results for liquid fuel trucks were obtained with 2 or 3 in each convoy. With charcoal power, because of the variation in performance between trucks and the skill of drivers, single truck operation with a crew of two or three was eventually found best. For long range convoys, on liquid fuel, such as the 5,000 km. round trip to Suchow, there were a minimum of two men per truck.\n\nEquipment\n\nThe original transport equipment, purchased in USA, was 20 Chevrolet trucks with a normal load capacity of 3 short tons. These came equipped with steel cabs and had wooden bodies with hoop", "txt_file_path": "txt/dfo323lmgvd/RAS-1976.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/hq382988q", "rank": 0 }, { "id": 207772, "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": 160, "title": "RAS-1976", "content_text": "Table VIIIA\n\nTransport Manpower Efficiency Ratios\n\n \n \n 1942\n 1943\n 1944\n 1945\n \n \n Unit Members\n 41\n 35\n 35 (1)\n \n \n \n Unit Employees\n 32\n 46\n 77\n 143\n \n \n Total\n 71\n 78(2)\n 111 (3)\n 179(4)\n \n \n Trucks in use\n 30\n 30\n 28\n 35\n \n \n Manpower per truck (1 + 2)\n 2.36\n 2.6\n 3.96\n 5.1\n \n \n Kilometre tons (total)\n 138,187 (5)\n 382,860(6)\n 284,628(7)\n 537,212 (8)\n \n \n Kilometre tons per man year (31)\n 3,892\n 4,908\n 5,126\n 6,036\n \n\nNotes. (1) Estimated figure June 1942.\n\n(2) Nov. 1943.\n\n(3) April 1944.\n\n(4) Nov. 1945.\n\n(5) Quarters 2 & 3.\n\n(6) Estimated 1944.\n\n(7) Quarters 1 & 2.\n\n(8) Quarters 3 & 4. 1945.\n\nTable VIIIB\n\nTransport Manpower Composition\n\n \n \n 19431\n 19442\n 19453\n \n \n No.\n %\n No.\n %\n No.\n %\n \n \n Staff\n 23\n 13\n 40\n 51\n 44\n 40\n \n \n Drivers\n \n 46\n 26\n \n 39\n \n \n \n Mechanics\n 22\n \n 28\n 25\n 22\n 18\n \n \n Carpenters\n \n 14\n \n 10\n \n \n \n \n Smiths\n 16\n \n 21\n 42\n 16\n 9\n \n \n Other\n \n 61\n 34\n 51\n \n \n \n \n Total\n 111\n 100\n 178\n 100\n 78\n 100\n \n\nNote.\n\n1 Sept. 1943. C.L. No. 1.\n\n2 April 1944. C.L. No. 7.\n\n3 Dec. 1945 - Transport Report..\n\nA ROAD TRANSPORT SYSTEM IN WEST CHINA 1942-46\n\n145", "txt_file_path": "txt/dfo323lmgvd/RAS-1976.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/hq382988q", "rank": 0 }, { "id": 207774, "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": 162, "title": "RAS-1976", "content_text": "A ROAD TRANSPORT SYSTEM IN WEST CHINA 1942-46\n\n147\n\nhappened). Two died of typhus, and one was killed when a truck overturned. No Chinese transport employees died in the four years under review.\n\nMaintenance\n\nAs has been indicated in earlier sections, truck maintenance was the major problem in sustaining the system, and the supply of spare parts and lubricating oil was the most critical element. Each convoy or individual truck was expected to be self-sufficient for any repairs or maintenance between bases. If there was a major breakdown within 50 km or so of bases, arrangements might be made for a tow-in; otherwise, repairs were done on the spot. Connecting rod bearings can be replaced, and crankshaft journals resurfaced at the roadside if necessary. Replacing front and rear spring main leaf was a common occurrence. Just what self-sufficiency on the road meant can be gathered from the lists of spare equipment carried on truck No. 21, a Chevrolet converted to charcoal, given in Table IX. This was in addition to personal sets of spanners, etc. It is true that this truck was four years old and was better kitted out than most, but all the spares had been found invaluable on one occasion or another. Even with new WD Dodge trucks running on petrol, but setting out on a 3200 km round trip from Chungking to the Shensi-Kansu-Ninghsia Border area in early 1946, the list of spare equipment for a three-truck convoy was quite formidable and is given in Table X.\n\nEffective transport systems depend on maintenance, especially where there are no service facilities, and maintenance, in these circumstances, starts with the truck driver. It became second nature, drilled into all drivers on first trips, to examine all tyres and springs at every stop and to check not only oil and water but also engine mountings, fan belts, U-bolts, and wheel bolts every day.\n\nApart from mechanical failures of springs, etc., the major causes of troubles on Chevrolet and Dodge trucks were electrical. Radiators also gave trouble, and if a leak could not easily be soldered, the addition of water buffalo dung to the system was often efficacious. One ingenious charcoal truck driver connected his fuel pump (not required on gas) to a spare 5-gallon water tank and kept his leaking radiator topped up in that way.\n\nThe major item of garage maintenance was engine overhaul. This was established on a preventive basis, especially for the char-", "txt_file_path": "txt/dfo323lmgvd/RAS-1976.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/hq382988q", "rank": 0 }, { "id": 207782, "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": 170, "title": "RAS-1976", "content_text": "A ROAD TRANSPORT SYSTEM IN WEST CHINA 1942-46 155\n\n5 The instinct of many drivers of liquid fuel trucks, when faced with poor performance or failure to start, was to pull the carburettor to pieces. This formed the refrain to a Ballade of multiple authorship:\n\n++\n\nPrince, the dammed truck has stopped again,\n\nThe crew resume the old vendetta\n\nCrouching low upon the wing,\n\nWith pliers on the carburettor\n\nREFERENCES\n\n1. Davies T. The Friends Ambulance Unit. Allen and Unwin, London 1947 for the Council of the Friends Ambulance Unit.\n\n2. Clarke, G. S. \"The Use of Gas as a Fuel for Motor Vehicles\". Institution of Automobile Engineers, November, 1939.\n\n3. Goldman and Clarke Jones. \"The Modern Gas Producer\". Institute of Fuel, December 1938.", "txt_file_path": "txt/dfo323lmgvd/RAS-1976.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/hq382988q", "rank": 0 }, { "id": 207790, "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": 178, "title": "RAS-1976", "content_text": "LAND AND RIVER ROUTES TO WEST CHINA\n\n163\n\nValley. A tea committee was formed whose findings were favourable, and experimental tea gardens were opened at Jaipur in Upper Assam. By 1859 over 4,000 acres were under cultivation, and the industry was assured of a bright future. Ample British capital was available for expansion, the British public's appetite for tea seemed inexhaustible; but scarcity of labour was a serious handicap. Assam was thinly populated, and the planters were dependent on Bengalis, who took a long time to get acclimatised. The idea of importing Chinese labour by the overland route was suggested, as at this time Chinese labour was considered indispensable to economic development in the tropics, and the Indian government was sympathetic. There were several possible land routes between India and West China, some passing through Burma, and Article 9 of the 1862 Commercial Treaty between Britain and Burma allowed entry into British territory from the Burmese side. The tea planters, however, failed to recruit Chinese workers, and blamed their lack of success upon the difficulties and hardships of the overland routes. This led to pressure on the government to improve the major land routes, and to several expeditions across the debatable borderlands between India, Burma, and China.\n\nFrom the 1860s until near the end of the century, therefore, there was rivalry between British commercial circles in India and those in China, over access to West China. In addition to these two approaches, from India and from the Yangtze, there were others from the south; by the Mekong or Red River from Indo-China, and by the West River from Canton and Hong Kong. Anglo-French colonial rivalry was acute during the second half of the nineteenth century, especially in the Far East. The French were keen to find and exploit a trade route to West China; and while Britain was investigating routes from Burma, the Yangtze, and the West River, France was investigating possible routes from the Mekong and Red Rivers.\n\nAs became widely known by the end of the century, and suspected by realists before then, West China and its borderlands comprise some of the most difficult regions of the world in which to build roads or railways, or in which to improve river navigation. There are high mountain ranges divided by deep valleys, densely forested in many places; and all the great rivers—the Yangtze, Irrawaddy, Mekong, Red River, and Salween—are seriously impeded by rapids", "txt_file_path": "txt/dfo323lmgvd/RAS-1976.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/hq382988q", "rank": 0 }, { "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", "external_url": "https://digitalrepository.lib.hku.hk/catalog/hq382988q", "rank": 0 }, { "id": 207997, "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-1977", "page_number": 36, "title": "RAS-1977", "content_text": "20\n\nLEIGH WRIGHT\n\nseveral other rivers or streams flowing in, cause a muddy deposit, on which the houses are built. At high water they are surrounded; at low water, stand on a sheet of mud. On nearing it, we were encompassed by boats which preceded and followed us, and we passed the floating market, where women, wearing immense hats of palm-leaves, sell all sorts of edibles, balanced in their little canoes, now giving a paddle, now making a bargain, and dropping down with the tide, and again regaining their place when the bargain is finished. The first impression of the town is miserable. The houses are crowded and numerous, and even the palace does not present a more captivating aspect, for, though large, it is as incommodious as the worst. We had been seated but a few minutes when Pangeran Usop arrived, and directly afterwards the Sultan. He gave us ten leaf-cigars, and sirih, and, in short, showed us every attention; and, what was best of all, did not keep us very long. Our apartment was partitioned off from the public hall, a dark-looking place, but furnished with a table brought by us, and three rickety chairs, besides mattresses and plenty of mats. We were kept up nearly all night, which, after the fatigues of the day, was hard upon us.\n\nFurther observation confirmed us in the opinion that the town itself is miserable, and its locality on the mud fitted only for frogs or natives; but there is a level dry plain above the entrance of the Kiangi river, admirably suited for a European settlement; and across the Kiangi is swelling ground, where the residents might find delightful spots for their country-houses. The greatest annoyance to a stranger is the noisome smell of the mud when uncovered; and all plated or silver articles, even in the course of one night, get black and discoloured. The inhabitants I shall estimate moderately at 10,000, and the Kadien population are numerous amid the hills.\n\nAnd yet another graphic picture of the city of Brunei written in the early part of the present century. This is an observation by C. A. Bamfylde, an officer in the service of the Raja of Sarawak, Charles Brooke,11\n\nIt may be as well here to give a description of Brunei and of its Court.\n\nThe Brunei river flows into a noble bay, across which to the north lies the island of Labuan. Above the town the river is", "txt_file_path": "txt/dfo323lmgvd/RAS-1977.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/np198x23n", "rank": 0 }, { "id": 208022, "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-1977", "page_number": 61, "title": "RAS-1977", "content_text": "A JOURNEY TO YENAN 1946\n\n45\n\nKuomintang controlled areas*. It was therefore natural that the Unit be asked to take this load to Yenan, and I was picked as the Convoy leader. Preparations were made in December 1945, and when the National Military Council finally granted the permit, the convoy was able to leave Chungking for Yenan on Monday, 21st January 1946. The group consisted of the writer, Yu Chin-lung (Henry), another Unit member, two employed drivers (Fong Ah-fu and Lao Lü), a mechanic, and a trainee (Chow Ming-cheng and Hu Jo-han), with three Dodge trucks built to Canadian WD specifications and a trailer. The convoy was self-sufficient in spares and fuel and returned to Chungking on March 9, 1946.\n\nProspect of the Journey\n\nAs far as the operational aspect of the trip was concerned, there was little to worry about. We had new trucks, running on real petrol and a good supply of spares. After three or four years of nursing increasingly aged vehicles, running on charcoal gas, alcohol, and tung oil petrol, over the mountains of West China, we felt some competence in these things. The political aspects were, however, another matter altogether. The Kuomintang command in Sian was known to be somewhat independent of Chungking, and while Chungking might be forced to give us a permit, would there be a message to Sian to disregard it? Or officials be instructed to be very particular about our papers? And having delivered our load, would we be allowed back? And if we failed, or an 'incident' occurred, what would be the repercussion on future deliveries of materials and relief supplies and the political negotiations?\n\nWe were sure of one thing: a warm welcome when we reached Yenan. In Chungking on 27th December, members of the Unit (Brandon Cadbury, Chris Barber, Henry Yu, Wong Hsiao-hsin, and the writer) had been entertained to dinner by Tung Pi-wu, Teng Ying-chow (Mrs. Chou En-lai), Miss Kung Pan, Colonel Wang Ping-nan, and Colonel Chien. Quoting from a letter home of 29th December: \"They were very interested in what we could tell them about the FAU, what we did, and why we did it. They live a curious sort of existence with spies all round them but, like many things\n\n* Some account of this is given in W. A. Reynolds \"Operation and Maintenance of a Road Transport System in West China 1942-46\" in the 1976 Journal of this Society (vol. 16).", "txt_file_path": "txt/dfo323lmgvd/RAS-1977.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/np198x23n", "rank": 0 }, { "id": 208334, "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-1978", "page_number": 58, "title": "RAS-1978", "content_text": "42\n\nKEITH STEVENS\n\nIn addition there were scraps of cotton, threads, one or two grains of rice, a tiny sac of cotton cloth stuffed with more cotton and several beads and slivers of mica. There were also two dried sea-horses* in the image dedicated in 1871 though there were no signs of any other remains. The strips of paper are not all that usual and are rarely found in Southern Chinese images. Precis translations of the six strips of paper are included later in this note.\n\nThe papers show that five of the seven images were dedicated and placed on altars in the County of Wu Kang (A) in South East Hunan, one hundred miles due north of Kweilin and three hundred and seventy-five miles NNW of Hong Kong, near the Hunanese boundaries with its neighbouring provinces of Kwangsi and Kweichow. The west and south-west of Hunan were not easily accessible until the 1930's due to the dangerous rapids in the upper reaches of the plentiful rivers. Then a system of highways opened up the area. Prior to that, apart from the occasional traveller, traders and, of course, the petty officials sent to such \"punishment\" posts, all that was known of the area came from tales passed on from mouth to mouth. Wu Kang is in rising country, on the edge of an area marked on old maps as the lands of the Thai minority peoples, the Ko Lao (z) and another larger minority people, the Miao (δ). The other two images come from Chi An prefecture () in Kiangsi province, some two hundred and eighty miles due east of Wu Kang. Chi An, an old walled city and a major centre on the north-flowing Kan Chiang, had closer cultural links with central rather than south China.\n\nThe first image (Plate 2), from Wu Kang and dedicated in 1756, is a household deity to protect the home and family and to bring blessings. The slip of paper relates that Worshipper Fu Shih-hsiang, together with his three sons and others from his family, all of Hsin Wu Chang Village, Yen Shan, Lung Chu district of Wu Kang county in Pao Ching prefecture (now Shao Yang), Hunan, on the 4th day of the 7th moon of the 20th year of Ch'ien Lung (1756), offered sacrifices to the gods at the City God temple in Shih Pei.† He also reported to them in writing that he and his whole family\n\n* Seahorses, found as far inland, would have a rarity value, though they are commonly used by Chinese herbalists & pharmacists.\n\n† Chinese characters are to be found on the illustrations of the slips of paper.", "txt_file_path": "txt/dfo323lmgvd/RAS-1978.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/8g84t8593", "rank": 0 }, { "id": 208337, "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-1978", "page_number": 61, "title": "RAS-1978", "content_text": "ALTER IMAGES FROM HUNAN AND KIANGSI\n\n45\n\nof a scarlet bird', 'bowels like (or as long as?) nine rivers', 'as many as 84,000 teeth' and etc.\n\nThe fifth image (Plate 6) dedicated in 1799, from Kiangsi, is of a different style. It is very similar to certain of the Ch'ao Chow and Fukienese carvings, and particularly like certain Japanese Buddhist temple guardians such as Jikoku Ten. He was less dusty or greasy than the others, though he has been badly kippered by incense smoke and repainted with a cheap gold paint at some time. His original fine gilt lacquer is just visible in places on his lower back. He has lost his weapons, and his beady eyes, guaranteed to frighten when new, have been lost into the general contours of his face. The slip of paper from his back is best preserved of all six. It is recorded as a \"Viscera Statement\" (it) and relates that devotee Chen Ta-chiang, living in Lu Ling County, Chi An prefecture together with his wife, son, daughter-in-law and two grandchildren, on this lucky day of the 10th moon of the fourth year of Chia Ching (November 1799) presented the image of the Heavenly General (** ) with a Viscera Statement enclosed, and prayed saying \"Your Most Reverend Spirit of the Chief General and Heavenly Ruler, having become perfect and entered Nirvana during the Shang dynasty, your reputation is as high as the heaven; you have the ability of suppressing all demons and spirits, the power of deciding on all matters of disasters and blessings in the human world without the slightest partiality, the ability to recommend the choosing and establishment of construction sites with favourable geomantic influences, and of leading right people to prosperity. I therefore most respectfully present this new image for eternal worship by us and our future generations under your protection”. \n\nThe sixth image (Plate 7), also from Chi An in Kiangsi and dedicated in 1870, is a multi-image object consisting of a two foot three inches high piece of wood carved in the round, into a series of grottoes and caverns, steps and paths up to a small temple at the summit. This contains the only moveable and identifiable deity, a miniature Tou Mu (44) with her six arms and crown, seated cross-legged and with the cavity in her back which contained the identifying slip of paper. The other immovable thirteen images are of Taoist worthies, unidentified immortals, ten of them standing, one on horseback, the two more holding tablets before them standing beside the temple, probably the guardians or aides to Tou Mu.", "txt_file_path": "txt/dfo323lmgvd/RAS-1978.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/8g84t8593", "rank": 0 }, { "id": 208399, "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-1978", "page_number": 123, "title": "RAS-1978", "content_text": "SIIIWAN POTTERY EXPLORED\n\n107\n\nthe theme of \"restoring rivers and mountains\" to the point of becoming formula, but no one complained.\n\nMai further describes how the Guangdong opera actors practised the martial arts of the Shaolin branch (*) and finally put this art to use when in 1854 their leader, the actor Li Yunmao (***) also known as Wen Mao () led three armies of actors to join the Taiping effort against the Manchus. These armies were destroyed along with the rest of the Taiping army, and in the aftermath, the Qing court issued an order forbidding the performance of Guangdong opera and had the actors' Qiong Hua (hortensia flower) Association Hall (1446) in Fushan burned to the ground.\n\nA gilt wood carved altar in the Ancestral Temple in Fushan, and a Shiwan frieze depicting the story of the Yang Family Generals, preserve in their carvings the significance of these events and their broader implications for a community not under the domination of a foreign Manchu government, but also besieged with Caucasian foreigners pressing for trade and territorial rights.\n\nThe Qing dynasty gilt wood altar carving has double meaning. The carving depicts the story of Tang dynasty Li Yuanba fighting the dragon colt (*£#£#6). On a second level however, the horse represents the unruly foreigners, and Li Yuanba, having the same surname, represents Li Wenmao. Verifying this are two hidden plaques hung above the scene which can only be seen from a crouching position. One reads \"Great Ming Mountains and Rivers\" (11) and the other \"Qiong Hua Hall\" (44), with the middle character Hua (4) substituted as disguise for the similar sounding Hua (*) of the Hortensia Flower (Qiong Hua) Association. Furthermore, according to Mr. Zhang Tao (**), curator of the Ancestral Temple, the characters on these two wood plaques were originally covered with extra slabs of wood and were only discovered while renovation was being done to the temple between 1971 and 1972. (Plate 14).\n\nIn addition to this gilt wood altar scene, a beautiful ceramic frieze depicting the story of the Yang Family Generals, Song dynasty loyalists, is displayed in the rear courtyard of the Ancestral Temple. In addition to this anti-Manchu theme (the Yang family's loyalty to the native Song dynasty during the period of barbarian Yuan conquest, symbolising the loyalty of the Chinese people to the", "txt_file_path": "txt/dfo323lmgvd/RAS-1978.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/8g84t8593", "rank": 0 }, { "id": 209123, "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": 26, "title": "RAS-1981", "content_text": "12\n\nSTEPHEN MORRIS\n\ndetermined by the fact that the two people were neighbours or strangers, kinsmen or not, of equal or unequal rank. And in addition they were, of course, either male or female, and young or old. Within the social order an individual's behaviour was regulated by the elders acting under the adet, which was thought to be changeless. In the symbolic order an individual's behaviour was also regulated by the adet administered by the elders who, in this field, were helped by other experts thought to know more about the rest of the natural order of the universe than was fitting to a dignified aristocrat.\n\nIndeed, the main premise underlying Melanau thought was that the universe is held together in a system of natural order, and that if that order was disturbed, whether inadvertently or by deliberate foolishness, trouble would follow; and, until the cause of the disorder was diagnosed and steps were taken to restore proper order once again, the trouble would remain. The rules governing the behaviour of the members of the different ranks to one another in the human social order was as much an aspect of the universal adet as the behaviour of a man to animals or spirits; and improper behaviour anywhere brought disorder, often in the form of illness.\n\nTo finish this brief sketch of the Melanau view of the world, of which men shared only a part with a variety of other beings, I do need to say a little more. For a Melanau his village lay at the centre of his social and symbolic worlds. Beyond the village were the forests, the hills, the sea, and other rivers whose inhabitants, human, animal, vegetable, and supernatural were, or were believed to be, at best indifferent to humans and at worst really dangerous. Above this world is the overworld and below the underworld. These worlds were thought of as countries, as rivers, like the river on which a man's own village was situated. The over- and the under-worlds were more elaborate than I have described and consisted of seven separate worlds above and seven below this our middle world; but the essential point is that each one was by and large a replica of this one, and like it was inhabited by humans, animals, plants and spirits. Since mythical times there have been barriers between these different worlds; and though spirits can still travel freely from one to another, humans, except for special ones like shamans, cannot. One of the underworlds is the Land of the Dead (likou matai); it is also fenced off and once a soul has passed its guardian the soul cannot leave the land of the dead. Ghosts are those unhappy souls who for one reason or another have not been allowed in and wander unhappily and dangerously between two worlds.", "txt_file_path": "txt/dfo323lmgvd/RAS-1981.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/ff36bt18m", "rank": 0 }, { "id": 210212, "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-1984", "page_number": 183, "title": "RAS-1984", "content_text": "162\n\nTHE PEARL RIVER\n\nESTUARY OYSTER INDUSTRY\n\nIN AND AROUND DEEP BAY\n\nR.A. BOWLER, D.S.C. YANG, A.J.E. SMITH*\n\nIntroduction\n\nAn environmental impact assessment (EIA) has recently been made of the dredging and land formation aspects of a proposed reclamation for a new town development at Tin Shui Wai located in the north-west New Territories of Hong Kong as shown in Figure 1 (Binnie & Partners, 1984). Some of the activities considered in the EIA may have an effect on the commercial oyster industry located in nearby Deep Bay (also called Shenzhen Bay) and, accordingly, information was sought as to the structure of the industry, its productivity and the cultivation techniques used. The information was obtained by many interviews with oyster farmers and related organisations both in Hong Kong (HK) and in the People's Republic of China and supplements an earlier review by Morton and Wong in 1975. Figure 1 shows the extent of the oyster beds in Deep Bay and the locations referred to in the paper.\n\nThe Pearl River estuary\n\nThe Pearl River system drains a catchment of 450,000 km2 of which 50% is above 500 m elevation and only 5% consists of lowland delta areas. The catchment is drained by three principal rivers: the Bei Jiang (North River), the Dong Jiang (East River) and the Xi Jiang (West River). The Xi Jiang is the largest, having an estimated length of 2200 km. About 54 million tonnes per year of sediment are released into the estuary and about 20% of this is retained by density-induced water circulation. A net northerly movement of sand up the estuary past the mouth of Deep Bay has been suggested (Binnie & Partners, 1984). Deep Bay is a large shallow bay on the eastern side of the Pearl River estuary adjacent to the deep flood channel of Urmston Road. The Bay has a surface\n\n* The authors work for Binnie & Partners, Hong Kong.\n\nSee Plates 4-6.", "txt_file_path": "txt/dfo323lmgvd/RAS-1984.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/5h73wh572", "rank": 0 }, { "id": 210221, "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-1984", "page_number": 192, "title": "RAS-1984", "content_text": "171\n\nfarmers as to whereabouts in Deep Bay is best for spat collecting although some claimed certain areas were better than others. Spat was collected at the mouths of the rivers and streams discharging into the north-east of the Bay before 1908, but since then spatfall has occurred throughout the Bay (Bromhall, 1958). Most oyster-men now assume that it is relatively random, subject to fulfillment of basic biological criteria, and consequently tend to operate a number of beds scattered throughout the Bay so that they would not be caught in any particular year without at least some spat. In all probability the variations in tidal currents have a substantial influence on the location of spat fall.\n\nIn occasional years when towards harvest time the Deep Bay oysters are found to be insufficiently fat (random samples are opened to check), they are barged to Shajing for fattening. About one third of the Hong Kong oyster beds in Deep Bay are devoted to fattening.\n\nShajing is about 27 km up the Pearl River estuary from Deep Bay. Although it is a place which keeps recurring in any discussions of the oyster industry, it is only used as a fattening area during autumn and winter when the salinity is around 20 g/kg. In summer, when salinity drops to as low as 1 g/kg on occasions, no oysters are to be found at Shajing.\n\nOysters are shipped from many locations along the South China coast outside of the Pearl River estuary to Shajing for fattening. There are no data to support the claim made by most farmers that very fertile waters exist at Shajing, but the place does serve as an oyster holding centre. Oysters are shipped from Shajing to market; Lau Fau Shan in Hong Kong being the main export market. The ultimate origin of oyster imports into Hong Kong whether by the official or unofficial route is thus not easily determined.\n\nThe oyster species\n\nChinese oystermen recognise two major types of oyster. The first is called Bai Hao (白蚝) or white oyster, which is also known by its Chinese scientific name Zhang Mu Li which means long", "txt_file_path": "txt/dfo323lmgvd/RAS-1984.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/5h73wh572", "rank": 0 }, { "id": 211310, "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": 26, "title": "RAS-1988", "content_text": "worlds’ at sea. Each was as specifically demarcated by its own rhythms, customs, and dialects as its counterpart on the shore and so different were the language, social customs, and sailing patterns of the pirates in Chekiang and Fukien from those of Kwangtung that, in the end, it seemed logical to divide the topic and focus my endeavors solely upon piracy within “the Cantonese Water World”. To what was its spectacular growth of piracy owing? Can it be attributed to ecological or environmental factors?\n\nThe growth of piracy in the Cantonese water world\n\nCertainly, the geography of the Sino-Vietnamese border was ideal for piracy. The region’s plethora of wide, navigable rivers ensured that most of its commerce would be conducted by boat while its long broken coast with its myriad of coves and bays, held out plenty of shelter to any would-be pirate.\n\nIn terms of political geography the region was also well-suited to piracy, for the Sino-Vietnamese border was a region to which the arm of the law scarcely reached. The Chinese government’s writ of authority gradually expired in proportion to the distance one moved west along the coast from Canton to Vietnam while that of the Vietnamese expired as one moved east along the coast from Hue and Hanoi, and the authority of both faded quickly as one moved seaward from the shore. Adding to the administrative complexity was the fact that this region, unified in so many ways by patterns of livelihood and local affinity, was split politically by the international boundary that transected it. Early on, wily outlaws had learned how to survive by crossing back and forth between its differing jurisdictions which served mainly to hinder pursuit.\n\nTo an already superb geography, the economies of the water world added another prerequisite for piracy: waterways abounding with traffic on which to prey. Over the sea lanes moved a continuous progression of merchandise and passengers moving hither and thither from port to port. The wealth of the region was legendary. Commerce was its lifeblood, and fortunes could be made by fitting out ships, purchasing cargoes, or servicing those engaged in such pursuits.\n\nYet, for all the legitimate commerce that took place across its waters", "txt_file_path": "txt/dfo323lmgvd/RAS-1988.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/ft84gb83q", "rank": 0 }, { "id": 211395, "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": 111, "title": "RAS-1988", "content_text": "87\n\nand when he died the following year 1662 his son Cheng King (4) continued his attacks on the south coast. The Ts'ing government eventually sent out their navy to engage Cheng's ships, but it is said that the Ts'ing sailors were prostrated by seasickness and were no match for their enemies.\n\nAbout that time an officer from Cheng's forces named Fong Sing Hoi (959) surrendered to the Ts'ing government, and it was from him that the plan of Ts'in Fuk originally came. Having full knowledge of how people living along the coast by their mere presence, apart from their willing help, aided the rebels, he suggested that villagers should be moved inland so that they should no longer be able, willingly or not, to supply Cheng's forces with food. This idea was approved by the Emperor Shun Chi, but the same year (18th year of Shun Chi, 1661) he died. His son, Hong Hei, however, followed up the plan by ordering a personal investigation of the coast to be made by government officials, with a view to finding out which part was most vulnerable to attack, and at the same time to arrange how the people were to be moved inland. The result of this was a report from the P'ing Naam Wong (#E) 平南王 (\"Prince who tranquilizes the South\") and the Viceroy, strongly advising that the people should not be moved. “All along the coast there are several millions of inhabitants\", the report said. \"If they are shifted they will all lose their livelihood, which will be a great affliction. We make this piteous appeal and request royal favour to allow them to stay.\" But this had no effect.\n\nThe following year in the spring an Imperial decree ordered that everyone living by the coast must move 50 Chinese miles inland. The P’ing Naam Wong with other officials were sent to inspect the coast, and in the 2nd month they arrived in San On district. A boundary on Foo Mun (J21) was set up, ending to the west at Tsun T'au Shaan (111) and to the east at Lin Fa Fung (TEE), the centre station of the boundary being at Ngai Kung Leng (42). At each of these places a flag was erected and more than eighty villages within the boundary were told to move and many lookout posts were built along the hills with soldiers stationed there to watch. Even the rivers had railings built across them to prevent boats going down to the sea. If any one disobeyed these orders they were to be put to death.\n\nA month later soldiers were sent to enforce the new regulations. Although notices had been posted up few people could read them and many villagers were quite ignorant of what they were to do. The arrival of the soldiers caused a", "txt_file_path": "txt/dfo323lmgvd/RAS-1988.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/ft84gb83q", "rank": 0 }, { "id": 211396, "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": 112, "title": "RAS-1988", "content_text": "88\n\npanic; many of the people abandoned their homes without taking food or money, and with their wives and children were driven towards the boundary. Destitute, many of them died on the road, while a few managed to escape to Kwai Shin district and other places as far away as they could.\n\nA year later the boundary was moved a further 30 Chinese miles inland. The new boundary ended to the west at Taai Ch'ung Hau and Sha T'ong Fong and to the east at Taai Shaan Ha and Paak T'au Shaan, a flag being put up at each of these places. Almost immediately the district magistrate of Tung Kwun made a personal inspection of the places where the flags were erected and he reported that the people in Taai Chung Hau had not moved so the flag was taken from Sha Tong Fong and hoisted on top of Shek Shaan. Thus the six villages Ch'ung Hau, Lau Ka Haang, Chaak Mei, K'iu T'au and Tau Ch'ung all had to be moved, but at Kiu T'au a rope was put between it and the boundary and half only of the village was shifted. The Viceroy Lo Shung Tsun quite sympathized with the people, and joined with other high officials in sending a memorial to the throne, stating how miserable the people were, and begging that fewer villages should be caused to move.\n\nIn the 10th month of the same year (1663) two head boatmen, Chau Yuk and Lei Wing revolted against the Ts'ing Government in Kwangtung. These two men were the owners of fleets of several hundreds of junks that usually fished in the rivers of Poon Yue district. All the junks had long oars as well as three sails so they were very fast. In addition they stored a lot of arms on board. Both Lei and Chau had a military title of Yau Kik bestowed on them by the P'ing Naam Wong, as their sailors had proved themselves of great assistance in fighting sea-battles against the Ming soldiers. When, however, the order was issued preventing boats from putting out to sea the junks of Chau and Lei were detained in the rivers and their families forced to live in Canton city. Chau and Lei pretended to get leave to go home and bury the bones of their ancestors. Secretly they took their families away from Canton, and collecting all the boatmen they put out to sea. Then openly they attacked the Ts'ing forces, capturing many of their ships and burning the guard stations along the coast. They never", "txt_file_path": "txt/dfo323lmgvd/RAS-1988.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/ft84gb83q", "rank": 0 }, { "id": 212201, "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": 143, "title": "RAS-1990", "content_text": "120\n\nwhich the government was hurriedly building from Hengyang, on the Canton-Hankow line. The embankment was finished, the culverts and bridges were in, and the construction gangs laying the rails were only a few miles off. The rails had been salvaged from sections of line abandoned to the invader in the distant north, and brought to Kwangsi despite great difficulties.\n\nI drove on to Hengyang and on the way observed one of those curious inconsistencies to which you grow accustomed in China. The Ministry of Communications, all the handicaps of the war notwithstanding, continued resolutely with its programme of road building. Where rivers were too wide to justify bridges, ferries were used. The ferry boat, a wide pontoon long enough to carry two lorries, one behind the other, would be poled across the river, or rowed over those stretches where the water might be too deep. As the current often ran fast some skill was needed to bring the ferry safely to the far side, and it took time. You would have thought that on these main roads, on which the movement of war supplies depended, relays of ferries would have been installed at the wider rivers to avoid unnecessary delay. Not only was that not so, but the ferry men, who were controlled by the Provincial Road Bureaux under the Ministry of Communications, refused to work after dark, or at meal hours. The consequence was that again and again a long string of vehicles would be held up waiting to cross, and if the ferry-trip took half an hour, as it usually did, you might have to wait a whole day for your turn. The wooden ferry boats were of local construction and not difficult to build. It would have been easy to increase the number of boats and ferrymen, but these serious bottlenecks in transportation continued to hamper the Chinese war effort. Only too often have Japanese bombers taken advantage of the target presented by a group of vehicles bunched at a ferry.\n\nBetween Kweilin and Hengyang you pass the watershed that separates the Yangtze basin from the West river basin. An ancient narrow canal, five feet wide, recently repaired, connects the two headwaters. There is an old story of a British gunboat having come up from the West river past Kweilin to a point whence those on board could see the mast-tops of a sister ship which had sailed up from the Yangtze. The masts must have been very tall; or perhaps the story is tall, because actually the gap between them could not have been less than thirty miles.\n\nWithout stopping at Hengyang I went straight through the same", "txt_file_path": "txt/dfo323lmgvd/RAS-1990.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/d79206299", "rank": 0 }, { "id": 212638, "series_id": 26, "series_slug": "histsyn-rashkb-journal-engine", "series_title": "RASHKB Journal 皇家亞洲學會香港分會學刊", "series_use_hku_proxy": false, "document_key": "RAS-1991", "page_number": 192, "title": "RAS-1991", "content_text": "172\n\ndisplaced by the Japanese advance on Shangjao. He also engaged some of the workmen from the Co-op. I was concerned not to have all our eggs in one basket, because I feared that should our efforts be too successful the Japanese would come and bomb us or send fifth column plain-clothes men to liquidate us. So we placed his workshop in another village. For raw material Reginald had the pieces of steel rail cut with explosives from our derelict line when practising with the students. From these he made all sorts of things. His chief output was knives, with which we had to equip all our students for cutting fuse, and other work. He also made screw-drivers, pliers, wire-cutters, crow-bars, and earth augers. The latter were heavy instruments with nine-inch cutting surfaces, that we used to cut holes in the earth. You could lay quite a good mine at the bottom of a six-foot deep nine-inch wide earth auger hole.\n\nThe chief instrument for cratering was however the light camouflet set. This was a metal tube of 2\" diameter and 6 feet long, which was sunk into the earth by means of a hammer head that slid up and down inside. When driven in its full length one pulled the tube out and dropped in a small camouflet charge of 4 oz. of explosive; that blew a chamber of about a foot diameter at the bottom of the hole, sufficiently large to take a charge of 50 lbs. Ammonal was the best explosive for this type of cratering. We would pour the grey powder down the hole, gently ramming it with a wooden rammer, until the whole fifty pounds was well packed at the bottom, together with a primer from which a length of detonating fuse led out to the surface. We would then tamp the whole to earth level with mud, also gently rammed down, lash the detonator and safety fuse assembly to the detonating fuse and set the thing off. One could thus produce a crater up to thirty feet in diameter. This type of demolition, useful for mining at the back of bridge abutments and destroying them, took too much time and the instruments were too heavy and conspicuous to appeal much to our students.\n\nOur second course finished in October, by which time we were beginning to run short of explosives and other supplies. Although the Japanese withdrawal from Shangjao had reopened communication with the rest of China, the destruction by the Chinese of all the motor roads to deny their use to the enemy, had prevented any further supplies reaching us. The first to come through were borne by junk and by coolie escorted by Jim, the missionary who had escaped from Shanghai, and who now rejoined us to help in administration. He brought us news of outside events. We learnt that it had been decided to wind up the main", "txt_file_path": "txt/dfo323lmgvd/RAS-1991.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/k356gt84j", "rank": 0 }, { "id": 214135, "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": 203, "title": "RAS-1997", "content_text": "174\n\nA few RASHKB members in animated discussion close to Huizhou's West Lake, the meeting point of three rivers. Dykes and the lake were constructed in 1066 when it was known as 'Feng (prosperous) Lake'.", "txt_file_path": "txt/dfo323lmgvd/RAS-1997.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/wp98g7579", "rank": 0 }, { "id": 215335, "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": 112, "title": "RAS-2001", "content_text": "60\n\nundimmed, and taking command of an army, first in face of a threatened invasion by the dreaded Huns of Central Asia, and again later, in AD 48, to pacify the wild aboriginal tribes of Hunan. However, he died during the campaign in Hunan.\n\nReverend Henry15 referred to Fupo Jiangjun, as a Cantonese deity who had temples scattered along the vicinity of the Pearl and West Rivers where he was worshipped by boatmen and travellers. The reason for his popularity apparently was because it was widely believed that Fupo and his army had crossed the range between Hunan and Guangdong, conquering south China, using double-decker troop carrying boats to ferry his troops from the hinterland of Hunan to Guangzhou. The boats had to be portered across the mountains against all odds.\n\n16 Mesny noted that a number of temples in Guangxi honouring Fupo had kept alive the memory of his martial deeds and exploits. A temple on the West River near the great rapids was striking for its perfect preservation. It was kept in repair, wrote Mesny, by boatmen who regarded the deity in some special manner.\n\nIn Taiwan Ma Yuan is the main deity in some half a dozen temples where he is known as Fushun Jiangjun.\n\nc] The Great Emperor, the Plum Blossom Immortal, Mei Xian Dadi ★✩, is a minor Daoist cult Immortal whose image has only been noted on the altars of three temples, all within the Hainanese communities in Kranji, Singapore. His title however appears on the temple deity list together with other deities in five temples in southern Malaysia. Temple keepers agree that the Plum Blossom Immortal was a famous doctor who, according to a god carver, bore the personal name of Zhang Chuang, lived somewhere in China many centuries ago, and is now particularly revered by pregnant women who he protects from malignant forces. He also helps them by ensuring that the babes themselves are small and therefore do not cause any injury to the mother during birth.\n\nImages of the Plum Blossom Immortal have no unique characteristics and vary considerably from temple to temple. Two depict him seated, and at first glance looking somewhat like Guan Gong,", "txt_file_path": "txt/dfo323lmgvd/RAS-2001.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/zg651950g", "rank": 0 }, { "id": 215598, "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": 375, "title": "RAS-2001", "content_text": "بلد\n\n325\n\nthey listened to his plans to modernise China and how he could raise the capital to assist them succeed in doing so, they always went their own ways, often adapting his plans but - as he stressed - without his guiding hand they were never the success they could have been had he been permitted to supervise them.\n\nIn 1905 he described how back in 1879 he had travelled to Sichuan from Guiyang where he had been trying to persuade the Guizhou Provincial Governor, Chen Yuying, to develop the resources of the province by means of a railway from Guiyang to Yongxian in Guangxi province, connecting that city with Canton by a line of steamers on the Yun and West Rivers. He then spent over six months in Chongqing, again offering to supply funds and plans for building suitable steamers to navigate the upper waters of the Yangzi, through the Gorges as far as Chongqing and beyond to Yibin. He added that he was able to speak with authority on the navigation of the upper Yangzi by steamers, \"but no one would listen to me, and even intelligent foreigners, when consulted on the subject, declared I was a visionary and an imaginator of many impractical plans. Some ten days later in a subsequent issue of his Miscellany he wrote 'Whilst here in Shanghai in November 1875, I offered to superintend the construction of a suitable steam-boat for navigation on the upper Yangzi, as far up as Yibin and Chengdu, but the wise Britishers of those days declared that was an impossibility, because British naval officers had studied the subject and declared it to be impossible. I proved to be a good quarter of a century ahead of the progressive age.' Steam-boats now navigate the Upper Yangzi for all that, though they are not as useful as they might have been, had they been devised and constructed under the guidance of a mastermind!\n\n3\n\nPaul King : In the Chinese Customs Service: Heath and Cranton Ltd : London : 1924.\n\nArchibald John Little : Through the Yang-tse Gorges or Trade and Travel in Western China: Sampson Low, Marston & Co.: London : 1898 [Third and Revised Edition].\n\nFacing p. 288 of Little's book, Through the Yang-tse Gorges or Trade and Travel in Western China.\n\nWilliam Mesny: Mesny's Chinese Miscellany : Shanghai : 1st January\n\nPage 375\n\nPage 376", "txt_file_path": "txt/dfo323lmgvd/RAS-2001.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/zg651950g", "rank": 0 }, { "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", "rank": 0 }, { "id": 215817, "series_id": 26, "series_slug": "histsyn-rashkb-journal-engine", "series_title": "RASHKB Journal 皇家亞洲學會香港分會學刊", "series_use_hku_proxy": false, "document_key": "RAS-2002", "page_number": 116, "title": "RAS-2002", "content_text": "49\n\nSo whether Allied LoC were disrupted by the Japanese or a typhoon, the end result would be the same: troops and supplies prevented from achieving their objectives, and Allied strategy would be hampered. The Allies could do something about the Japanese, but not much about a typhoon.\n\nAs nasty as it is, a typhoon does have a redeeming factor. The rain that accompanies it can help alleviate the water supply problem in a place as dependent on rainfall for its fresh water as Hong Kong (which itself has no rivers). During wartime, an adequate water supply was a most invaluable resource for both sides.33\n\nThe B-29\n\nThere was another important reason for recapturing Hong Kong: to use it as a base from which to bomb Japan. Before the war, China was thought to be the best place from which to do this.34 During her conquests of 1941-1942, Japan had wisely expanded her perimeter far enough so that she would be impervious to retaliatory bombing raids by Allied land-based aircraft, or so she thought. The Doolittle Raid on Tokyo in April 1942 was as unorthodox as it was daring, having been accomplished by land-based bombers operating from aircraft carriers, but it was not practical to replicate on a large scale. If the Allies wanted to devastate Japan, they needed a real land base and a bomber with enough range and bomb capacity to reach Japan.\n\nThat bomber was the Boeing B-29 Superfortress. It was classified as a Very Heavy Bomber (VHB), and it was, with a maximum bomb load of 10 tons, a range of 3,600 miles (5,800 km), and a top speed of 358 mph (577 kph). But it could not display all of these qualities at the same time, for speed and range decreased as the bomb load increased. The B-29 had been originally designed to operate from across the Atlantic to hit Germany, but once the older Allied bombers were performing adequately against Germany by 1943, the decision was made to operate the B-29 in the war against Japan. Initially, China was believed to be the best place from which to operate the B-29s.\n\nSoutheastern China, of which Hong Kong was a part, was deemed the best part of China to begin B-29 operations against Japan.35 The prerequisite, of course, was a strong enough LoC being established", "txt_file_path": "txt/dfo323lmgvd/RAS-2002.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/mp4901278", "rank": 0 }, { "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", "rank": 0 }, { "id": 216483, "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": 242, "title": "RAS-2003", "content_text": "192\n\nKarun without an effective paddle wheel but he met every emergency with energy and resolve.\n\nWherever he went, he surveyed the river, recorded his observations and updated his map. He explored other waterways, first by sailing boat and then in the Shushan in order to establish which rivers in the area were navigable. The account of Shushan's journey of exploration up the River Diz in 1891 is still included in the current edition of the Admiralty Pilot for the Persian Gulf,\n\nLife in Iran\n\nLife in Iran for the young Cornell Plant was not all hard work. Game was plentiful and he enjoyed shooting it. If it was edible he ate it, if not, he just enjoyed the shooting. He shot hare, fox, jackal, wolf and deer and went pig sticking with mixed results. He was asked by representatives of one of the villages along the route to shoot a desert lion that had been raiding their herds. Less sportingly, he shot another lion that he spotted from the bridge of the Shushan. Far more dangerous was his encounter with a wild buffalo, which he dropped in the true tradition of the best heroic tales with a shot from his .577 Express, as it charged at him from a few yards away. The most amazing of his adventures was watching a formal battle between two warring Arab tribes from a concealed position on a hill overlooking the chosen battleground. It took several hours for the 600 or so mounted warriors to assemble and hurl insults at each other but once the battle proper started, it was over very quickly. One side felt they were losing and left the field at speed leaving their Sheikh and his family to fight on alone. The opposing warriors withdrew to allow the families of the two opposing sheikhs to fight it out - to the death which they did. Only one 14-year-old boy was spared from the losing Sheikh's family.\n\nThe whole area through which the Shushan travelled was under the direct control of the Nizam, an official appointed by the Shah but when he lost favour and another took over, law and order seemed to break down and Plant found himself threatened by gangs of river pirates. Fortunately, he kept on the move and away from trouble but on one occasion, when anchored overnight in a remote spot he and his team were stood to with their hunting rifles at the ready. The watch, while half asleep, had observed what he made out to be dusky figures stealing", "txt_file_path": "txt/dfo323lmgvd/RAS-2003.txt", "external_url": "https://digitalrepository.lib.hku.hk/catalog/2v242g390", "rank": 0 } ]