RASHKB Journal 皇家亞洲學會香港分會學刊 | RAS-1969 https://digitalrepository.lib.hku.hk/catalog/9g553n20d CHINESE UNOFFICIAL MEMBERS OF COUNCILS JI13 G. B. Endacott, A History of Hong Kong, p. 205. 29 12 Now known as the Alice Ho Miu Ling Nethersole Hospital. Its subsequent history is described in a brochure privately published by the Hospital in 1957, enlarged and re-issued for the eightieth anniversary in 1967. 13 區德,又名區仰德,列字澤民, 14 The Government took over the project in 1927 and turned it into the Kai Tak airfield which came into being in 1928. 15 G. B. Endacott, A History of Hong Kong, p. 200. 16 Ho Kai's sister was married to Wu Ting-fang, i.e. Ng Choy. 17 韋寶珊 18 G. B. Endacott, Government and People in Hong Kong, pp. 120-124. 19 Chinese members of the Legislative Council were ex-officio members; the other members were elected by the Chinese Justices of the Peace, 20 Li Shu-fan, Hong Kong Surgeon, p. 39. Wei Yuk is, however, wrongly described as a member also of the Executive Council. 21 The Hong Kong Government later built the Kowloon Canton Railway which was started in 1906 and completed in 1910. It may be of interest here to mention that the Beacon Hill Tunnel was designed and constructed by Mr. F. Southey, a former student of Diocesan Boys School who won a Hong Kong Government Scholarship in 1890 to study in England. 22 Named after the first and outstanding headmaster of the Central School, Dr. Frederick Stewart who later became Colonial Secretary in the years 1887 and 1888, under the Governor Sir George William Des Voeux. 23 G. Stokes, Queen's College, 1862-1962, Hong Kong, p. 221. 24 Among his grandchildren whom I know personally are the following distinguished officers in the Hong Kong Government Service: Dr. Ho Hung-chiu, O.B.E., Senior Specialist in Radiology, Mr. Eric Ho, Staff-grade Administrative Officer, Miss Daphne Ho, M.B.E., Principal Social Welfare Officer and Miss Helen He, O.B.E., Senior Medical Social Worker, Mr. Stanley Ho, a prominent businessman in Hong Kong and Macao, is also his grandson, 25 The ages of the boys ranged from 10 to 16. It is said that because of their pig-tails, they were often mistaken to be girls and had often times to fight very hard to repel the advances made to them by the American boys! 26 On p. 294 of Endacott's A History of Hong Kong, it is stated that "a Chinese member was added to the Executive Council in 1921". This is presumably a typographic error, 27 Sir Robert Kotewall left eight daughters and one son. His son, Cyril, is now practising as a solicitor in Hong Kong and one daughter, Bobbie, is the principal of the well-known St. Paul's Co-educational College. 28 Sir Alexander Grantham, Via Ports, p. 110. 29 Li Shu-fan, Hong Kong Surgeon, London, Victor Gollancz, 1964. 30 At one time, a director of the Bank of East Asia. Educated at Queen's College, Mr. Chan was a generous benefactor of education. In 1917 he donated HK$50,000 to the University of Hong Kong for the erection and equipment of the School of Pathology. He also endowed prizes in all the faculties of the University. 31 Father of Sir Tsun-nin Chau, 32 Father of Mr. Li Fook-wo, O.B.E., Deputy Chief Manager of The Bank of East Asia, and Mr. F. K. Li, Staff-grade Administrative Officer in the Hong Kong Government. ================================================================================ RASHKB Journal 皇家亞洲學會香港分會學刊 | RAS-1977 https://digitalrepository.lib.hku.hk/catalog/np198x23n LIST OF MEMBERS ORDINARY MEMBERS: ROHRS, K. R. ROPER, G. W. + SALMON, Mrs. P. A. SAPSTEAD, G. A. G. - SCOBELL, C. L. - + SCOLLARD, Dr. & Mrs. D. M. + SCOTT, Dr. I. SEARLS, M. W. SHAM, F. + SHANNON, Major J. M. - SHAW, Dr. & Mrs. B. C. - SHOEMAKER, J. F. SHU, Dr. H. T. - SIDNEY, Miss F. A. SLEVIN, B. SMITH, F. K. SO, Dr. C. L. STEAD, Miss S. M. STEINER, H. STEMPEL, A. ++ + - STEWART, Miss J. M. C. STRICKLAND, J. E. - + + + + Flat 3B, 17 Bonham Road, Hong Kong. Police Headquarters, Arsenal Street, Hong Kong. 40 Plantation Road, The Peak, Hong Kong. Mass Transit Railway Corp., G.P.O. Box 9916, Hong Kong. Police Headquarters, Arsenal Street, Hong Kong. 257 35 Baguio Villa 14/FL, 550 Victoria Road, Hong Kong. 35 Middleton Towers, 140 Pokfulam Road, Hong Kong. Esso Standard Oil (H.K.) Ltd., G.P.O. Box 5369, Hong Kong. 22A, Caine Road 1/Fl., Hong Kong. 1, Salisbury Mansions, Pilgrim's Way, Beacon Hill Road, Kowloon. 72 Middleton Towers, 140 Pokfulam Road, Hong Kong. 73, Kadoorie Avenue, Kowloon. 70 Mount Davis Road G/Fl., Hong Kong. 18, Buxey Lodge, 37 Conduit Road, Hong Kong. Police Headquarters, Arsenal Street, Hong Kong. Flat E2-21 Villa Monte Rosa, 41A Stubbs Road, Hong Kong. Dept. of Geography & Geology, University of Hong Kong, Pokfulam Road, Hong Kong. Flat 19B, 45 Repulse Bay Road, Hong Kong. Graphic Communications Ltd., Printing House 6/Fl., 6, Duddel Street, Hong Kong. Flat 18A, 3 Tregunter Path, Hong Kong. 28 Lancashire Road, G/FL., Kowloon. Hongkong & Shanghai Banking Corp., G.P.O. Box 64, Hong Kong. STUMPF, Dr. K. L., O.B.B, - Lutheran World Federation, Dept. of World Service, 33 Granville Road, Kowloon. SU, S. TAYLOR, Mrs. V. V. - Shanghai Commercial Bank Ltd., 12 Queen's Road C., Hong Kong. 14A Piccadilly Mansion, 6 Po Shan Road, Hong Kong. ================================================================================ RASHKB Journal 皇家亞洲學會香港分會學刊 | RAS-1979 https://digitalrepository.lib.hku.hk/catalog/2801w5938 246 ORDINARY LOCAL MEMBERS HODGKISS, Dr. I. John, 17 High West, 142 Pokfulam Road, HONG KONG. HODGSON, Mr. A. F., Johnson Matthey Commodities H.K Ltd., 12A1 Far East Exchange Building, 8 Wyndham Street, HONG KONG. HODGSON, Mrs. Kirsty Hamilton, Flat E1, Marigold Court, 4 Marigold Road, Yau Yat Chuen, KOWLOON. HOLMES, Miss Jeanette E., 26 Kennedy Road, HONG KONG. HOTUNG, Mr. Eric, 10 Stanley Street, HONG KONG. HOWE, Prof. Geoffrey L., Division of Dental Studies, 1/F, Patrick Manson Building, 7 Sassoon Road, HONG KONG. HSIA, Mr. Tung Pei, P.O. Box 20027, Hennessy Road Post Office, HONG KONG. HUGALL, Miss E. Jane, David Trench Rehabilitation Centre, Occupational Therapy 3/F, 9 Bonham Road, HONG KONG. HUGHES, Ms. Anne, 5604 Cape Mansions, Mount Davis Road, HONG KONG. HULL-LEWIS, Mrs. J. M., 501 Tavistock, Tregunter Path, HONG KONG. HUYSMAN, Mr. J., Repulse Bay Apartments, A35. 101 Repulse Bay Road, HONG KONG. JARVIS, Mrs. Patricia Ann, Flat 8B, Vienna Court, 41 Conduit Road, HONG KONG. JEFFERY, Mr. M. J., New Territories Development Dept, 21st Floor Murray Building, Garden Road, HONG KONG. JOHNSON, Mr. & Mrs. P. K., c/o A.I.A., P.O. Box 444, HONG KONG. JONES, Mr. Gordon, W. E., Flat 42 Buxey Lodge, 37 Conduit Road, HONG KONG KHAN, Dr. Latiffa, Shau Kei Wan Govt. Technical School, 40 Chaiwan Road, Shaukiwan, HONG KONG. KHAN, Miss Sherifa, c/o Belilios Public School, 51 Tin Hau Temple Road, HONG KONG. KING, Miss Carol Anne, Language Centre, University of Hong Kong, HONG KONG. KIRKBRIDE, Mr. K. M. G., The Building Authority, Murray Building, 8/F, Garden Road, HONG KONG. KWAN, Mrs. Alice Wong Sau Ching, Flat 2A, 9th Floor, Beverley Heights, 67 Beacon Hill Road, KOWLOON. KWOK, Mr. Ping Leong, Kerry Trading Co. Ltd., 25/FI. American International Tower, 16-18 Queen's Road Central, HONG KONG. LACK, Mr. Alan J., Flat 1, Peak Pavilion, 12 Mount Kellett Road, HONG KONG. ================================================================================ RASHKB Journal 皇家亞洲學會香港分會學刊 | RAS-1979 https://digitalrepository.lib.hku.hk/catalog/2801w5938 251 ORDINARY LOCAL MEMBERS RYKER, Dr. Harrison Clinton, Dept. of Music, Chinese University of Hong Kong, Shatin, NEW TERRITORIES. SALMON, Mrs. P. A., Flat C1, Celestial Gardens, 5 Repulse Bay Road, HONG KONG. SAPSTEAD, Mr. Gordon A. G., Mass Transit Railway Corporation, G.P.O. Box 9916, HONG KONG. SCOLLARD, Dr. & Mrs. David M., 35 Baguio Villa, 14/Fl., 550 Victoria Road, HONG KONG. SEARLS, Mr. M. W. Jr., Dravo Internacional, 901 Hutchison House, 10 Harcourt Road, HONG KONG. SHAM, Mr. Francis, 22A Caine Road, 1/F, HONG KONG. SHANNON, Major J. M., 1 Salisbury Mansions, Pilgrim's Way, Beacon Hill Road, KOWLOON. SHEEHAN, Miss Laura, Impulse Trading, 11 Yuk Yat Street, 10/F, Tokwawan, KOWLOON. SHU, Dr. H. T., 70 Mount Davis Road, G/F, HONG KONG. SO, Dr. Chak Lam, Dept. of Geography and Geology, University of Hong Kong, HONG KONG. STEAD, Miss S. M., Flat 19B, 45 Repulse Bay Road, HONG KONG. STEINER, Mr. Henry, Graphic Communications Ltd., 4th Floor, 57 Connaught Road Central, HONG KONG. STRICKLAND, Mr. John E., Hongkong and Shanghai Banking Corp., G.P.O. Box 64, HONG KONG. STUMF, Mr. Karl L., O.B.E., Lutheran World Federation, Dept. of World Services, 33 Granville Road, KOWLOON. STUNEK, Rev. Howard, O. F. M., St. Bonaventure Friary, 47 Sheung Fung Street, Tsz Wan Shan, KOWLOON. SU, Mr. Samson, c/o Shanghai Commercial Bank Ltd., 12 Queen's Road C., HONG KONG. SURECK, Mr. Joseph, Flat 11B, 19 Conduit Road, HONG KONG. SURECK, Mrs. Joseph, Flat 11B, 19 Conduit Road, HONG KONG. SUSSEX, Mr. C. A., El On Lee Mansions, Mount Davis Road, HONG KONG. SUSSEX, Mrs. Elizabeth, El On Lee Mansions, Mount Davis Road, HONG KONG. TANG, Mr. Stephen Wing-Hung, 177 Bulkeley Street, 1st Fl., Hunghom, KOWLOON. TAVADIA, Dr. Phitoza, Dr. Vio & Partners, Hong Kong Bank Building, Queen's Road Central, HONG KONG. TAYLOR, Mrs. V. V., 65 Bisney Road, 2nd Floor, HONG KONG. THOMA, Dr. Richard A. M., 14 Mount Kellett Road, Mountain Lodge 3-A, HONG KONG. ================================================================================ RASHKB Journal 皇家亞洲學會香港分會學刊 | RAS-1994 https://digitalrepository.lib.hku.hk/catalog/zk522640g 88 It is not unlike the West where it is not uncommon practice to construct beams with a slight camber and columns with an entasis. This overcomes the illusion of sagging or concavity respectively. Incidentally, the length of a briefcase manufactured in many Chinese communities is, very approximately, 43 centimetres (around 17 inches). This, it has been suggested (Walters, 1988: 83), is designed to conform to the auspicious 'fung shui foot'. The actual size of a briefcase could, of course, be coincidence. Or perhaps it depends on the size of files and sheets of paper which the bag has to hold? But whatever the reason for the dimension, a liberal helping of luck is always welcomed by businessmen of whatever nationality. Returning to the case study: the front view looking out from a building is important for enhancing wealth. If one gazes north out of the window of the master bedroom, one can view the harbour which forms the dragon's lair with all its benevolent power. Beyond are the Kowloon Foothills (including Lion Rock and Beacon Hill), Tai Mo Shan, Ma On Shan, and the Pat Shin Range. Well out of sight is the Kun Lun Shan mountain range of South China. The Hong Kong harbour can be compared to the much smaller fung shui ming tong (ponds) that one sees in front of Chinese villages. The water in the front balances the fung shui that flows down the hill at the rear. Of course, it also serves a practical purpose. Not only does the village pond contain fish, but also the water is used for washing, irrigation, and, in emergency, for fire fighting. As previously mentioned, water, in Cantonese, symbolises money. It is good fung shui to have water in front of a building or a grave. But looking across at the ocean, you need to be able to see an island or a strip of land. If there is no 'destination', there is no 'purpose'. A sailor needs to know where he is heading. He must not be 'rudderless'. Looking out to sea or gazing at a water feature, however, gives not only Chinese, but also Westerners, a relaxed feeling. Certainly, the ambience of a home or office means something to everyone, Westerner or Chinese. And, sometimes, on entering a building, a Westerner's subconscious senses may lead him or her to exclaim, 'I like this place: I can relax here!' It is, however, not always easy to provide an explanation why one's sixth sense indicates a feeling of peace or, contrarily, ================================================================================ RASHKB Journal 皇家亞洲學會香港分會學刊 | RAS-1997 https://digitalrepository.lib.hku.hk/catalog/wp98g7579 93 Railways The first railway to be built was the Peak tramway, a 1.4km-long 1.5m-gauge steam-driven funicular railway rising 370 metres along steep rugged terrain, which was opened in 1888. A contemporary description stated that “A splendid feat of engineering skill has made the Peak accessible to all.” Nevertheless, during the following year, as a result of exceptionally heavy rainfall, the track was breached by a major landslide, a debris flow originating from a fill slope on the Peak. A few years later, in 1904, a conventional electric tram service was implemented along the northern side of the Island between Shau Kei Wan and Kennedy Town. Both of these are still running today. Railway track, with locomotives, trucks, and steam-operated cranes, were widely used around the turn of the century for transporting/handling freight in the dockyards and site construction materials. In 1905, the Government took over a part of the concession to build a section of the Kowloon-Canton Railway (KCR), namely that between Kowloon and the Chinese border. The 34km-long railway, which was completed in 1910, involved construction of five tunnels, 48 bridges (the largest span being 30.53 metres on an irregular skew over-bridge at Hung Hom), 66 culverts, workshops, and stations, drainage channels, and a little roadwork, the creation of a 16ha reclamation in Kowloon (in Tsim Sha Tsui and Hung Hom bays), and many cuttings and end-tipped embankments, including those along the exposed seaward sections between Sha Tin and Tai Po. In all, some 2.6M cubic metres of materials were handled in the earthworks. A contemporary technical discussion indicated that slopes of 1:1 were generally adopted in cuttings on which "turf grew excellently....... Good results were obtained by plastering bad decomposed rock faces with a mixture of lime, sand, and gritty red earth". Labour guilds kept the rates of wages relatively high (those for the building trades and for dressed granite even approaching those in England) and regulated the quantity of work to be undertaken by the various classes of workmen. The 2.2km-long, 5.2m-wide horseshoe-shaped brick-lined Beacon Hill tunnel, which at the time was longer than any in China itself, was ranked as one of the outstanding engineering achievements of its day. To gain access to the south face, it was necessary to build a temporary 3km-long metre-gauge railway from the nearest jetty at Tai Kok Tsui, ================================================================================ RASHKB Journal 皇家亞洲學會香港分會學刊 | RAS-1997 https://digitalrepository.lib.hku.hk/catalog/wp98g7579 94 The tunnel was driven at a rate of about 18 metres/week through granite - surprisingly the most serious problems encountered appear to have concerned the labour, rather than the tunnelling itself, on account of fung shui difficulties and the prevalence of malaria. To finalise the KCR project, an 11.5km-long narrow-gauge (600mm) branch line was constructed in 1911-1912 from Fan Ling to Sha Tau Kok on the border, mainly using track and plant which had been utilized in connection with the building of the Beacon Hill Tunnel, and operated until 1928. The civil engineering work was relatively simple, the deepest cutting and embankments being about 5 metres. For most of the route the railway shared bridges with the adjacent road but beyond Wo Hang some six bridges and numerous culverts needed to be built. Water Supply The original inhabitants and new settlers in 1841 obtained their water supply from hillside streams. To augment these sources the first five wells for the city water supply were sunk in 1851. In 1859, the Government realised that the old haphazard supply system was totally inadequate and, following a prize competition for the best plan, implemented a small reservoir scheme in the Pok Fu Lam valley, the dam being little more than a stream intake, from which water was conveyed in 1863 through a 250mm cast-iron pipe to tanks above the city of Victoria. From that time the history of Hong Kong's waterworks was a continual struggle to catch up with the needs of an ever-increasing population and virtually never succeeded until recent years (when the Territory's water shortfall was imported from China). The original Pok Fu Lam scheme was soon scrapped and a new reservoir, with its 11m-high earth dam and a much greater capacity (300 million litres), was completed further upstream in 1871 when the population had risen to about 125,000. The reconstruction of the supply conduit, by means of a brick culvert along the 150m contour (Pok Fu Lam and Conduit Roads), became operational in 1877. The first stage of the Tai Tam scheme, the principal feature being a 40m-high masonry-faced rubble concrete dam, was completed in 1889 ================================================================================ RASHKB Journal 皇家亞洲學會香港分會學刊 | RAS-1997 https://digitalrepository.lib.hku.hk/catalog/wp98g7579 101 and cableway were dismantled. A further 850m-long cableway was also built about 1907 to transport foremen and miners, at that time constructing the Kowloon-Canton Railway Beacon Hill tunnel, to bungalows on a hill the other side of the valley from the north portal (most probably at Sha Tin Heights). ================================================================================ RASHKB Journal 皇家亞洲學會香港分會學刊 | RAS-1997 https://digitalrepository.lib.hku.hk/catalog/wp98g7579 Kowloon-Canton Railway-Beacon Hill Tunnel under construction, c1908 Public Records Office, HK 125 ================================================================================ RASHKB Journal 皇家亞洲學會香港分會學刊 | RAS-2000 https://digitalrepository.lib.hku.hk/catalog/nk328168n 185 THE TWO OBELISKS AT TAI TAM DAN WATERS On being driven around Hong Kong Island for the first time, in January 1955, the two large Obelisks on the southeastern side, one north and one south of Tai Tam Harbour, attracted my attention. Although I asked people about them at the time, as well as in succeeding years, I was able to glean little useful information. Dr Solomon Bard, an historian who lived in Hong Kong for over half a century, wrote that the two Obelisks are each nearly ten metres high and that they may be mistakenly taken for commemorating an historical event (Bard, 1988:69). He continues that the Royal Navy erected them at the turn of the century (around 1900) as navigational aids. They are in line. That is they are on the same longitude, running north-south, and they are exactly one nautical mile apart. Somewhat contradictory to Bard a Hong Kong Government Marine Department manual quotes that the two Obelisks are nine metres high and three-quarters of a mile (presumably sea miles) apart, in line, bearing 358 degrees, and that they lead into the Bay. When one is standing overlooking the Harbour and gauging the distance across the water with one's eyes, Bard's figure of one nautical mile appears more accurate. In fact, if one scales the distance from a chart in my possession it does turn out to be one nautical mile, from obelisk to obelisk (Tai Tam Bay, Chart; 1894). Such obelisks are often called beacons in nautical language. The squat, northern Obelisk stands high up on what is sometimes known as 'Obelisk Hill.' See Plate One (Mok, 1995:16). Its counterpart, the southern Obelisk, at the foot of so-called 'Red Hill,' is lower down with its seaward side painted white so it is more conspicuous. Like a sentinel it stands on the rocks with its base about 40 feet above the sea, depending on the tide, to the westward side of the entrance to Tai Tam Harbour. Made of concrete, both Obelisks are of similar size, appearance, and construction as one can see from Plates One and Two. Up until World War Two there was little scrub on the hillsides and the upper Obelisk could be seen more clearly (see Plate One). They both have bases about seven feet square, and the upper parts are each divided into ================================================================================ RASHKB Journal 皇家亞洲學會香港分會學刊 | RAS-2000 https://digitalrepository.lib.hku.hk/catalog/nk328168n PHOTOGRAPH OF HONG KONG HARBOUR AND WATERFRONT TAKEN IN 1954 JACK LAO MOU CHI 251 The photograph is actually five photographs joined together, approximately 30 inches by 6 inches. Starting at the Central District Vehicular Ferry to Jordan Road, it can be seen that, moving to the right, Connaught Road at the time formed the Praya or Waterfront. Near the right-hand end of the photograph both Blake Pier and Star Ferry Pier can be seen. The Star Ferry moved to its present piers, on reclaimed land, in late 1957 when a number of people complained about the extra distance to walk! Behind the two piers can be seen the Queen's Building (where the Mandarin Hotel stands today), the old Hong Kong Club building and Mercury House (Cable and Wireless). Behind is the Royal Naval Dockyard, which was where Admiralty is situated today. Beyond, of course, is Wan Chai, where Gloucester Road at that time formed the Waterfront, and still further on is North Point. On the other side of the Harbour the skyline is formed by the Kowloon Foothills and one can pick out such landmarks as Kowloon Peak (Fei Ngo Shan), Lion Rock and Beacon Hill. Passes along the Foothills, from west to east include Kowloon Pass, Sha Tin Pass, Grasscutters' Pass, Customs Pass and Tate's Pass. Further to the north are Heather Pass and Buffalo Pass. Right over to the west of the photograph is Tai Mo Shan, Hong Kong's highest mountain. In those days there was a clear view of the Harbour from Government House and Governors were said to use the number of ships in the Harbour as a barometer of the economy. In this photograph there does not appear to be a great deal of activity. (Question from Dan Waters, who borrowed the photograph and copied it: 'During the 1956 Riots I served as a Special Constable based at the Waterfront Police Station. I was under the impression that this ================================================================================ RASHKB Journal 皇家亞洲學會香港分會學刊 | RAS-2001 https://digitalrepository.lib.hku.hk/catalog/zg651950g 308 The Gula Lighthouse, situated at Longitude East 113°35,' Latitude North 21°11.' is 52 1/2 feet (13.3 m) high. Its light, originally lit by paraffin as an unclassed light, was modernised in 1910 by the installation of a group-flashing apparatus of the Third Order which can be seen for 20 miles in clear weather. On 20th March 1875. Cape D'Aguilar is at Latitude 22°12' 14" N. Longitude 114°15' 44" E. 10 T. Roger Banister (1932). The Coastwise Lights of China, Shanghai: Inspectorate General of Customs, Statistical Department, p. xiii. An example provided by the Encyclopaedia Britannica, 1957, Vol.14, p. 88 shows that a lighthouse of 200 ft. in elevation is visible at a distance of 16.22 nautical miles. It can be seen by an observer at an elevation of 30 ft., which by itself has a visible distance of 6.28 nautical miles, within 16.22 + 6.28 = 22.50 nautical miles. 12 CO129/166 pp.351-357 Letter from Earl of Kimberley to Hong Kong Governor Arthur Kennedy, 11 July 1873. 13 The corporation of Trinity House is said to have developed from the Trinity Guild formed by Archbishop S. Langton in the 13th century. The Guild owned a hall and alms-houses at Deptford for the benefit of seamen and their families. It also checked the pillaging of wrecked ships on the English coast. Trinity House, located at a place overlooking Trinity Square in London, has been the headquarters of the Lighthouse Service in U.K. since 1796. At present it owns 72 Lighthouses, 13 Major Floating Aids, 18 Beacons, 429 Buoys, 48 Radar Beacons and 7 DGPS Reference Stations. http://www.trinityhouse.co.uk/ 14 CO129/172 pp.17-22. 1974/06/03 15 CO129/172 pp.17-22. 1974/06/03 16 HKGG, 12 June, 1875. P. 242. 17 CO129/167 pp.124-128. 18 Sessional Papers of 1901. ================================================================================