Pazhou
23°05′57″N 113°22′36.2″E / 23.09917°N 113.376722°E
Pazhou | |
---|---|
Hanyu Pinyin | Pázhōudǎo |
Wade–Giles | Pʻa2chou1tao3 |
Yue: Cantonese | |
Jyutping | Paa4zau1dou2 |
Whampoa Island | ||
---|---|---|
Hanyu Pinyin Huángpǔdǎo | | |
Wade–Giles | Huang2pʻu3 Tao3 | |
Yue: Cantonese | ||
Jyutping | Wong4bou3 Dou2 |
Pazhou is a
Pazhou Island, formerly Whampoa Island, has a total area of 15 km2 (5.8 sq mi) and is the site of Pazhou Pagoda. Its eastern bay was formerly the chief anchorage for ships participating in Guangzhou's foreign trade. Traders from the "Southern Sea", including Indians, Arabians, and most Europeans, were required to keep their ships at Pazhou while smaller craft ferried goods to and from the Thirteen Factories area of Guangzhou's western suburbs. Traders rented storage for ships supplies and repair shops on Whampoa Island. Images of the anchorage were a common theme in 18th-century art.[2][3]
With the expansion of Guangzhou, the subdistrict is now part of its downtown area, with many commercial and recreational facilities. The
Names
The English, French, and Danish Whampoa and Swedish Wampoa are irregular romanizations of the Chinese 黃埔 , "Yellow Bank". The name was used to refer indifferently to the island, its settlement, and its anchorage.[2]
Geography
Modern Pazhou is an
Before modern dredging, the silt carried by the Pearl River made it shallow and unpredictable as far south as
History
The
Early traders were obliged to follow the monsoon winds, arriving between June and September, conducting their business, and then departing between November and February.[17] Typically, cargo was ferried from the ships by its own crew and to the ships at the expense of the Chinese merchants on their "chop boats" (lighters). To avoid theft or piracy, foreign traders began assigning a few of their own seamen to these ships as guards.[17] In 1686, Westerners were allowed to rent accommodations in the factory quarter to avoid the necessity of shuttling back to Pazhou each night. For the most part, the supercargos, their assistants, and the bookkeepers stayed at the factories, the crew—except for a few guards or those on shore leave[17]—stayed with the ships, and the captains continued to ferry between the two.[16] A comprador (買班) dealt with the ship's provisions at Pazhou, where sampan ladies crowded around the ships to do laundry and odd jobs for the sailors.[16]
As an added layer of defense and revenue, city officials continued to enforce anchorage at Pazhou even when smaller private craft began to trade in increasing numbers following the mid-18th discovery of the Philippine route allowed them to come and go without waiting months for the monsoon winds. By then, fixed berths for different nations were established at the anchorage. Innermost and westernmost were the Americans and after them came the Dutch and the Swedes. Next came the Danes and the French, close to Changzhou ("Dane's Island") and Xiaoguwei ("French Island"), which they used for their bases.[n 2] The British were last and outermost.[20] Getting the ship from the Human Strait to Pazhou usually required traveling only by day[9] and assistance from a local pilot,[8] although English merchants occasionally showed off by making the trip unaided. The swift current and lack of wind meant most ships needed towing; this was usually done using the ship's boats but some needed help from other ships' boats or the Chinese sampans.[9][n 3] Chinese regulations prescribed that the ships entered the anchorage with their gunwales decked out in a "paunk suite", a brightly colored cloth with yellow ribbons; the crew were also done up in special clothes: black velvet caps, tassels, cotton stockings, buckled knee-garters and shoes, and special buttons.[21] The firing of salutes and replies at Pazhou, where twenty ships might be anchored at a time, made the area a noisy one.[22][n 4]
While at anchor, the ships were overhauled: cleaned, repaired, painted, with the
At that time, the land from Pazhou down to the Humen Strait was made up of undulating green hills cut into
During the First Opium War, the Battle of Whampoa was fought between British and Chinese forces on 2 March 1841. Even following the Opium Wars and into the 20th century, sailing vessels continued to stop at Pazhou though steamers began to call at Guangzhou directly.[31][32]
The Canton Fair has been located in Pazhou since its 104th session.
Transportation
Pazhou station, Xingangdong station and Modiesha station of Guangzhou Metro are located on the island.
See also
Notes
- ^ "Some early Chinese historians go even so far as to give vivid details of the price paid for the children and how they were roasted."[14]
- ^ The French, British, Swedes, and some Dutch were interred in graves on Xiaoguwei; the Danes and other Dutchmen buried their dead on Changzhou.[18] Both islands were also used for Chinese graves.[19]
- ^ The pilot and 30 sampans employed by the Swedish ship Prins Carl in 1765 cost it 26 taels.[9]
- ^ At the time, it was customary to fire salutes of eight blank shots as a mark of respect when passing certain landmarks; when meeting other ships in transit; when ships arrived or left the anchorage; and when prominent officers arrived or left a ship. Given a salute, a ship had to respond in kind.[22]
- ^ The English "bankshall" was mistranslated by Swedes as bängsal ("devil's" or "brawl hall")[21] and by Danes as bankesal ("beating hall").[20]
- ^ Beginning with the 1761 arrival of the Riksens Stränder.[21]
- ^ "Pazhou Island", Official site, Haizhu District[permanent dead link]
- ^ Cambridge: MIT, retrieved 27 January 2014
- ^ Lampe (2010), pp. 15–40.
- ^ "Pazhou Island", Invest Guangzhou
- ^ "Pazhou International Exhibition Center", Life of Guangzhou
- ^ a b Kjellberg (1975), p. 101.
- ^ a b c Kjellberg (1975), p. 95.
- ^ a b Frängsmyr (1990), pp. 70–71.
- ^ a b c d Kjellberg (1975), pp. 95–98.
- ^ Morse, Hosea Ballou (1900), The International Relations of the Chinese Empire, New York: Paragon Book Gallery, p. 144
- ^ Kjellberg (1975), pp. 95–99.
- ^ Knight (1841), p. 135.
- ^ Wills & al. (2010), p. 28.
- ^ Cortesao (1944), p. xxxix.
- ^ Gong (2006).
- ^ a b c Van Dyke & al. (2015), p. xvi.
- ^ a b c Van Dyke & al. (2015), p. xvii.
- ^ Bridgman & al. (1833), p. 222.
- ^ Lampe (2013), p. 147.
- ^ a b Brødsgaard & al. (2001), p. 39.
- ^ a b c d e f Kjellberg (1975), p. 105.
- ^ a b Lindqvist (2002), p. 53.
- ^ a b Kjellberg (1975), p. 108.
- ^ Lindqvist (2002), p. 95.
- ^ Kjellberg (1975), p. 103.
- ^ Van Dyke & al. (2015), pp. xvii–xviii.
- ^ Douglas (1878), p. 38.
- ^ Kjellberg (1975), pp. 105–108.
- ^ a b Roberts (1837), p. 70–1.
- ^ Kjellberg (1975), p. 98.
- ^ Douglas (1878), p. 39.
- ^ Douglas (1911), p. 220.
References
- Douglas, Robert Kennaway (1878), , in Baynes, T. S. (ed.), Encyclopædia Britannica, vol. 5 (9th ed.), New York: Charles Scribner's Sons, pp. 37–9
- Douglas, Robert Kennaway (1911), Chisholm, Hugh (ed.), Encyclopædia Britannica, vol. 5 (11th ed.), Cambridge University Press, pp. 218–220 , in
- Bridgman, Elijah Coleman; Williams, Samuel Wells (1833), The Chinese Repository, Tokyo: Maruzen Co..
- Brødsgaard, Kjeld Erik; Kirkebæk, Mads (2001), China and Denmark: Relations Since 1674, Nordic Institute of Asian Studies Press, ISBN 87-87062-71-2.
- Cortesao, Armando, ed. (1944), Suma Oriental of Tome Pires, an Account of the East, from the Red Sea to China, Written in Malacca and India in 1512–1515, New Delhi: Asian Educational Services, ISBN 9788120605350
- Frängsmyr, Tore (1990), Ostindiska Kompaniet: Människorna, Äventyret och den Ekonomiska Drömmen [The Swedish East India Company: The People, the Adventure, and the Economic Dream] (in Swedish) (2nd ed.), Höganäs: Wiken, ISBN 91-7024-653-X
- Gong Yibing (August 2006), The Circulation of Foreign Silver Coins in Southern Coastal Provinces of China 1790-1890, Hong Kong: University of Hong Kong
- Kjellberg, Sven T. (1975), Svenska Ostindiska Compagnierna 1731–1813: Kryddor, Te, Porslin, Siden [The Swedish East India Company 1731–1813: Spice, Tea, Porcelain, Silk ] (in Swedish) (2nd ed.), Malmö: Allhem, ISBN 91-7004-058-3
- Knight, Charles, ed. (1841), "Commercial Intercourse with China", Knight's Store of Knowledge for All Readers, London: Charles Knight & Co., pp. 130–152
- Lampe, Evan (2010), "'The Most Miserable Hole in the Whole World': Western Sailors and the Whampoa Anchorage, 1770-1850", International Journal of Maritime History, vol. 22, pp. 15–40, S2CID 162354533
- Lampe, Evan (2013), Work, Class, and Power in the Borderlands of the Early American Pacific: The Labors of Empire, Plymouth: Lexington Books, ISBN 978-0-7391-8241-3
- Lindqvist, Herman (2002), Historien om Ostindiefararna [The Story of the East Indiamen] (in Swedish), Gothenburg: Hansson & Lundvall, ISBN 91-85023-02-7
- Roberts, Edmund (1837), Embassy to the Eastern Courts of Cochin-China, Siam, and Muscat, New York: Harper & Bros.
- Van Dyke, Paul A.; Maria Kar-wing Mok (2015), Images of the Canton Factories 1760–1822: Reading History in Art, Hong Kong: Hong Kong University Press, ISBN 9789888208555.
- Wills, John E. Jr.; John Cranmer-Byng; John W. Witek (2010), John E. Wills, Jr. (ed.), China and Maritime Europe, 1500-1800: Trade, Settlement, Diplomacy, and Missions, ISBN 978-0-521-17945-4.