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The Last Grain Race
Eric Newby
An engaging and informative first-hand account of the last ‘grain race’ of maritime history, from respected travel writer Eric Newby.In 1939, a young Eric Newby – later renowned as a travel writer of exceptional talent – set sail aboard Moshulu, the largest sailing ship still employed in the transportation of grain from Australia to Europe. Every year from 1921 to 1939, the vessels involved in the grain trade would strive to find the shortest, fastest passage home – ‘the grain race’ – in the face of turbulent seas, atrocious weather conditions and hard graft.First published in 1956, ‘The Last Grain Race’, featuring many photographs from the author’s personal collection, celebrates both the spirit of adventure and the thrill of sailing on the high seas. Newby’s first-hand account – engaging and informative, with frequent bursts of humour and witty observations from both above and below deck – chronicles this classic sailing voyage of the Twenties and Thirties, and records the last grain race of maritime history.
THE LAST GRAIN RACE
ERIC NEWBY
William Collins
An imprint of HarperCollinsPublishers 77–85 Fulham Palace Road, Hammersmith, London W6 8JB WilliamCollinsBooks.com
This eBook first published in Great Britain by William Collins in 2014
First published in Great Britain in 1956 by Martin Secker & Warburg Ltd
Copyright © Eric Newby 1956
Eric Newby asserts the moral right to be identified as the author of this work
Cover design by www.nathanburtondesign.com (http://www.nathanburtondesign.com)
A catalogue record for this book is available from the British Library
All rights reserved under International and Pan-American Copyright Conventions. By payment of the required fees, you have been granted the non-exclusive, non-transferable right to access and read the text of this e-book on-screen. No part of this text may be reproduced, transmitted, down-loaded, decompiled, reverse engineered, or stored in or introduced into any information storage and retrieval system, in any form or by any means, whether electronic or mechanical, now known or hereinafter invented, without the express written permission of HarperCollins
Source ISBN: 9780007597833
Ebook Edition © November 2014 ISBN: 9780007597840
Version: [2014-10-07]
A NOTE ON THE ILLUSTRATIONS (#u0ed9e114-16c1-5898-8350-2075982ce92f)
All photographs in this book are drawn from a collection of several hundreds taken by the author in the course of the voyage, none of which had been previously published until the book’s first publication in 1956. The copyright is held by the author. The illustration on p.17 is reproduced by kind permission of the Editor, The Belfast News-Letter.
LLOYD’S WEEKLY SHIPPING INDEX MAY 5th, 1904 (#u0ed9e114-16c1-5898-8350-2075982ce92f)
On April 18th there was launched at Port Glasgow by Messrs William Hamilton and Co. a four-masted barque of about 3,200 tons gross, the last of two sister vessels built for Messrs G.H.J. Siemers and Co of Hamburg, for their nitrate trade: vessel has a length of 320 feet (b.p.), a beam of 47 feet and a depth of 28 feet to main deck, and is classed at Germanischer Lloyd’s under special survey. With the view of minimizing labour numerous winches are fitted on board for working of sails and the equipment also includes on 6-h-p. and one 10-h-p. petrol winch. During construction the vessel has been supervised by Mr Alexander Craig on behalf of Germanischer Lloyd’s, and by Captains Opitz and Gerdau on behalf of the owners. The barque was named Kurt (by Mrs T. W. Hamilton).
LLOYD’S LIST AND SHIPPING GAZETTE MARCH 5th, 1935 (#u0ed9e114-16c1-5898-8350-2075982ce92f)
MOSHULU (ex ‘Kurt’). – Steel four-masted barque: 5,300 tons d.w., 3,116 gross, 2,911 net. Built Port Glasgow, 1904 Sold by the Charles Nelson Company, Inc., San Francisco, to Captain Gustaf Erikson, Mariehamn. It is understood that the sale is ‘subject to survey’.
Contents
Cover (#u539d0f41-792d-55bb-9a8a-3fd50c8138c6)
Title Page (#u867324e7-65a5-5873-8755-98021d6e683c)
Copyright (#u06522c77-069b-5791-bc63-fb2fbd852dad)
A Note on the Illustrations (#u62641166-3495-54a9-89f0-0b9745bdaeef)
Extracts From Lloyd’s Index and List (#u4c47f563-33d4-53f4-a18c-6b0f3dc05ed4)
Sail Plan and Diagram of Running Rigging (#u769d4910-7b58-5b64-8eeb-14868d19d67c)
Map of Moshulu’s Course Round the World (#u5ff9b6fb-07b7-5ffa-860e-f1b708d4cecd)
Introduction to the 1981 Grafton Edition (#ue21bba15-8ee9-53ce-82a4-5825a699b5b8)
Chapter 1: Wurzel’s (#ufd1a15f9-fea5-52f5-955f-14fadaad844b)
Chapter 2: Mountstewart (#u03fc8876-f6c8-54b8-b3a3-331395d1dd57)
Chapter 3: Fitting Out (#u2d2525b2-55b4-5d5e-a3e4-78a85efedb76)
Chapter 4: Op the Rigging (#u0a86dd10-2ce6-5126-ae57-d02922c075e8)
Chapter 5: Over the Side (#u502c82bd-3a64-512e-9fff-40858dcbb1d5)
Chapter 6: Sömmarström and His Sails (#u5b00b4d7-f20c-5548-82f8-2805d4facf94)
Chapter 7: Wild Life in the Irish Sea (#ue221b7db-b2d7-55e5-b1d7-1417aca3d968)
Chapter 8: The Watch Below (#litres_trial_promo)
Chapter 9: ‘Ängelskit’ and ‘Kabelgarn’ (#litres_trial_promo)
Chapter 10: ‘Rundvask’ (#litres_trial_promo)
Chapter 11: Kroner (#litres_trial_promo)
Chapter 12: ‘England’s Hope’ (#litres_trial_promo)
Chapter 13: Inaccessible Island (#litres_trial_promo)
Chapter 14: ‘God Jul’ (#litres_trial_promo)
Chapter 15: Into Battle (#litres_trial_promo)
Chapter 16: Cape Catastrophe (#litres_trial_promo)
Chapter 17: Port ‘Veek’ (#litres_trial_promo)
Chapter 18: The Last Grain Race (#litres_trial_promo)
Chapter 19: Storm in the Southern Ocean (#litres_trial_promo)
Chapter 20: Cape Horn (#litres_trial_promo)
Chapter 21: ‘Like Spreeng After Vinter’ (#litres_trial_promo)
Chapter 22: North of the Line (#litres_trial_promo)
Chapter 23: The Race Is Won (#litres_trial_promo)
The Beaufort Scale (#litres_trial_promo)
The Grain Race 1939 (#litres_trial_promo)
Moshulu – Belfast to Port Lincoln (#litres_trial_promo)
Moshulu – Port Victoria to Queenstown (#litres_trial_promo)
Later History of Moshulu (#litres_trial_promo)
Footnotes (#litres_trial_promo)
Acknowledgements (#litres_trial_promo)
About the Author (#litres_trial_promo)
Also by Eric Newby (#litres_trial_promo)
About the Publisher (#litres_trial_promo)
Introduction to the 1981 Grafton Edition (#ulink_6d0d20ad-33bc-55ff-845a-47b60ef85a42)
Although I did not know it when I joined the four-masted barque Moshulu in Belfast in the autumn of 1938, this was to be her last voyage in the Australian grain trade, as it was to be for the rest of Gustav Erikson’s fleet of sailing ships, as well as for most of the German and Swedish ships which took part in the 1939 sailings from South Australia to Europe. In that year thirteen three-and four-masted barques sailed for Europe, eleven of them by way of Cape Horn, and by the autumn all of them were back in European waters; but although one or two of them continued to sail during the first year or so of the war, carrying various cargoes, and some even survived into the post-war years, the big Finnish fleet of Gustav Erikson was dispersed and the ships never came together again to form the great concourse of vessels which lay in Spencer Gulf, South Australia, in the early months of 1939.
Today there are no more steel, square-rigged sailing ships left trading on the oceans of the world. If any more are built for commercial purposes it seems certain that they will be as different from the barques that I knew as the crews which will be employed to man them will be different.
Gustav Erikson of Mariehamn in the Baltic was the last man to own a great fleet of sailing ships. He employed no P.R.O.s to improve his image. I never met any foremast hand who liked him – it would be as reasonable to expect a present-day citizen of Britain to ‘like’ the Prime Minister or an Inspector of Taxes. In our ship he was known as ‘Ploddy Gustav’, although most of us had never set eyes on him. The thing that warmed one to him was the certainty that he was completely indifferent as to whether anyone liked him or not. He was only interested in his crews in so far as they were necessary to sail his ships efficiently, and for that reason he ensured that they were adequately fed by sailing-ship standards, and that the ships they manned were supplied with enough rope, canvas, paint and other necessary gear to enable them to be thoroughly seaworthy. He certainly knew about ships. Originally, as a boy of nine, he had gone to sea in a sailing vessel engaged in the North Sea timber trade. At the age of nineteen he got his first command in the North Sea, and after that spent six years in deep-water sail as a mate. From 1902 to 1913 he was master of a number of square-rigged vessels before becoming an owner. By the ’thirties the grain trade from South Australia to Europe was the last enterprise in which square-riggers could engage with any real hope of profit, and then only if the owner had an obsessional interest in reducing running costs. Erikson had to pay his crews (which had to be as small as was commensurate with safety) as little as possible. He could not afford to insure his ships, most of which he had obtained at shipbreaker’s prices; but at the same time he had to maintain them at such a standard that they were all rated 100 A1 at Lloyd’s, or an equivalent classification elsewhere. He was respected and feared as a man over whose eyes no wool could be pulled by the masters whom he employed to sail his ships, and the tremors they felt were passed on down to the newest joined apprentice. Of such stuff discipline is made. A now out-moded word, but sailing ships do not stay afloat and make fast passages at the pleasure of committees of seamen.
The work of handling the great acreages of sail was very heavy, even for men and boys with strong constitutions. Thirty-four days out from Port Victoria, two days after we had passed the Falkland Islands on the homeward run, with a crew of twenty-eight, which included officers, cook, steward, etc., we started bending a complete suit of old, patched fair-weather canvas for the tropics in order to save wear and tear on the strong stuff, sending the storm canvas down on gant-lines. Sail changing was done always when entering and leaving the Trade Winds, four times on a round voyage. While we were engaged in this work it started to blow hard from the south-east; then it went to the south, blowing force 9 and then 10 and then 11 from the south-south-west, when the mizzen lower topsail blew out. This was followed by a flat calm and torrential rain. In the middle of the night a Pampero, a wind that comes off the east coast of South America, hit the ship when it was practically in full sail. Because the Captain knew his job we only lost one sail, the fore upper topgallant.
In those twenty-four hours the port and starboard watches, eight men to a watch, took in, re-set, took and re-set again twenty-eight sails – the heaviest of which weighed 1½ tons – a total of 112 operations; bent two new sails and wore the ship to a new tack twice, an operation which required all hands, including the cook, and which took an hour each time it was done. The starboard watch were unlucky, having to spend eleven consecutive hours on deck. This was by no means uncommon. Yet strangely enough, I look back on the time I spent in Moshulu with great pleasure.
1 (#ulink_18349d1c-a0ea-5e5c-9d31-a39391c79450)
Wurzel’s (#ulink_18349d1c-a0ea-5e5c-9d31-a39391c79450)
On the day we lost the Cereal Account I finally decided to go to sea.
‘You’ve ’ad it,’ said the Porter with gloomy relish as I clocked in a little after the appointed hour at the advertising agency where I was learning the business.
I was not surprised. I was eighteen years old and had been at The Wurzel Agency for two years after leaving school on the crest of one of my parents’ more violent financial crises. They had known George Wurzel in his earlier, uncomplicated days and had placed me with him in the fond belief that the sooner I got down to learning business methods the better. By now they were beginning to feel that they might have been wrong. Wurzel’s had long held a similar opinion. Since I had ridden a bicycle into Miss Phrygian’s office they had been more than cool. Julian Pringle, the most rebellious copywriter Wurzel’s ever had, bet me that I could not ride it round the entire building without dismounting. The coast had been clear, the numerous swing doors held open, and the bicycle, which was being sketched for the front page of the Daily Mail, borrowed from the Art Department.
It was a pity that Julian did not tell me that the brake blocks were missing; perhaps he removed them. Whatever the reason, I failed to take the dangerous corner at the bottom of the main corridor and ended on Miss Phrygian’s desk. She was the Secretary to the Managing Director and carried Wurzel’s on her capable shoulders. Though it was by no means obvious at the time, she apparently never bore me any ill-feeling, and during the war Miss Phrygian’s enormous parcels of cigarettes were the only ones that consistently got through to the various P.O.W. camps I inhabited. But this kind of antic was only condoned in Layout and Ideas men of the calibre of Julian Pringle, who kept their sanity and independence by behaving atrociously whenever a Director appeared. It was nothing for a client being hurried past the Layout Department to less controversial regions to be treated to a display of paper dart flying. (Once a potential customer was hit on the nose by an ink pellet.) The Prep-School Heart still beat strongly in Layout and Ideas.
I had started my uneasy career in the Checking Department at the age of sixteen. Miss Phrygian had escorted me there. On the way we passed the Porter’s cubby hole; inside, half a dozen evil-looking messenger boys were waiting to take blocks to Fleet Street. There were more seats than messenger boys and I found Miss Phrygian casting a speculative look at the empty places. For a moment I thought she was going to enlist me in their ranks, but she must have remembered my father’s insistence on the value of the business methods I was going to learn, and we passed on.
In the narrow, airless transepts of the Checking Department, where the electric lights burned permanently, I thumbed my way through the newspapers and periodicals of the world to make sure that our advertisements were appearing on schedule and the right way up, which they failed to do quite frequently in some of the more unsophisticated newspapers from rugged and distant parts of the globe. Some of the advertisements had to be cut out and pasted in a book. We always cut out Carter’s Little Liver Pills, but I never discovered the reason. Turning the pages of thousands of newspapers day after day, I accumulated knowledge of the most recondite subjects – croquet matches between missionaries in Basutoland, reports of conventions of undertakers at South Bend, Indiana, great exhibitions for tram ticket collectors in the Midlands – the world spread out before me.
When I was not speculating about what I read, I would fight with Stan, a great dark brute of a boy, one of the two assistants in the Department, to whom I had become quite attached. Both Stan and Les, the second assistant, called me ‘Noob’.
‘’Ere, Noob, what abaht a pummel?’ Stan would croak invitingly, and we would pummel one another until Miss Phrygian banged furiously on the frosted glass of her office door to stop the din.
Les, the other checker, had a less rugged exterior than Stan and a passion for Italian opera on which he spent all his money. He would often appear in the morning, dark-eyed and lifeless after long hours in the Gallery at Covent Garden, drop a leaden hand on my shoulder and greet me: ‘’Lo, Noob. Jer ’ear Gilli lars ni’? … Bleedin’ marvellous.’
The Department was presided over by a gnome-like little man who knew everything there was to know about his job and had such a retentive memory that he could tell you without hesitation on which page of some old Regimental magazine a sherry advertisement had appeared. Quite naturally our behaviour often exasperated him and he would turn to Stan and me, who were locked in an orgy of ‘pummelling’, and say: ‘’Ere, for Christ sake! turn it in!’
From time to time we would be visited by the Contact Men who dealt personally with Wurzel’s clients and handled the advertising accounts. They would stand gingerly in our den and turn the pages of the glossy magazines with beautifully manicured fingers. They were all youngish, perfectly dressed in Hawes and Curtis suits, and they smelled of bay rum. The amorous complications of their private lives were hair-raising. One of them owned a Bentley. They all wore clove carnations every day except Saturdays when they were in tweeds and went to the ‘country’ around Sunningdale. I always felt a clod in their presence and for some time after their visits disinclined to pummel. More popular were the visits of the typists. Wurzel’s was run on pseudo-American lines and had a splendid collection. Two of the most popular were Lettice Rundle and Lilly Reidenfelt. Lilly was the more provocative of the two. It was generally conceded that Lettice was the sort of girl you married and had children by after trying Miss Reidenfelt, who was expected to run to fat.
When Miss Reidenfelt entered the Checking Department, Stan, the Man of Action, would be stricken dumb and with eyes cast down would trace bashful circles amongst the waste paper with his toe. Les, Socialite and Dreamer, knew better how to please, and, more forthcoming, usually succeeded in pinching her. At such times what little air there was would be so heavy with lust that I would develop an enormous headache of the kind usually brought on by thundery weather. When Miss Reidenfelt had finally minced away inviolate, Stan would fling himself at the piles of newspaper in the steel fixtures and punch them in torment, crying: ‘Oh, you lovely bit of gravy.’
After what seemed an eternity in this very unhealthy place, I graduated to the Filing Department where the proofs of the advertisements were kept. Here I had Miss Reidenfelt all to myself when she visited me in search of proofs; but I was much too much in awe of her to take advantage of my hard-won advancement. I found that the white-collar boys in the outer office, where twenty telephones rang incessantly, felt just the same about Miss Reidenfelt as Les, Stan and I had in our more private labyrinth. In a more primitive society Miss Reidenfelt would have been the central figure in a fertility rite and would by now have rated a six-figure entry in the index to ‘The Golden Bough’.
Next I went to ‘Art’, of which I remember little except wearing a smock, being covered with bicycle tyre solution (which ‘Art’ used in gallons), and my surprise, when, after standing for hours being sketched for an advertisement for mass-produced clothes, I found that I had emerged on paper as a sunburned, moustached figure wearing a Brigade Tie and a bowler hat. Long afterwards I cherished the hope that this picture might lure some unwary Adjutant of the Grenadiers into our clients’ emporium, where he would certainly be provided with a very remarkable suit. Julian had had one of them by his desk for some time. He said it inspired him. The canvas used in its construction was so stiff that with a little effort it could be made to stand up alone like a suit of armour.
From Art I moved to the outer office and bought myself some white collars and a more grown-up suit. Here I was in full view of Mr McBean, the Scots Manager, who, with his bald head, horn rims and slightly indignant expression, seemed to swim in his glass-bound office like some gigantic turbot; only the absence of bubbles when he dictated to Miss Rundle showed that Mr McBean breathed the same air as the rest of us. He had a facility shared by fish and London taxis for turning very rapidly in his tracks, and sometimes, thinking myself undetected, I would find him glowering at me from his aquarium. He disapproved of frivolity and my reputation had preceded me when I joined his department.
With such experiences behind me it was easy to believe the Porter when he said I was going to be sacked, and when I went into the main office through the swing doors in the reception counter I was filled with strangely pleasant forebodings. By this time the place would normally have been a babel, but this morning the atmosphere was chilly, tragic and unnaturally quiet. Lettice Rundle was having a good cry over her Remington and the group of young men who handled the Cereal Account were shovelling piles of proofs and stereos into a dustbin and removing their personal belongings from drawers. Years later I was to witness similar scenes in Cairo when Middle East headquarters became a great funeral pyre of burning documents as the Germans moved towards the Delta. But this was my first experience of an evacuation.
It was easy to see that besides myself quite a number of people were about to leave. Those remaining pored over their tasks with unnatural solicitude and averted their eyes from their unfortunate fellows. I had no personal possessions to put together. My hat was in the cloakroom where it had remained for two years. I had never taken it out but sometimes I dusted it, as Mr McBean from time to time checked up on the whereabouts of the more junior and unstable members of the staff by identifying the hats in the cloakroom. This was my alibi; with my hat in its place I was permanently somewhere in the building.
This morning Mr McBean was not in his office. He was not an unkindly man and the decimation of his staff had probably upset him. I went up to Leopold, the bright and intelligent Jew who looked and sounded so much like Groucho Marx that I had once seen him signing the autograph albums of eager fans in the street. He was smoking an enormous Trichinopoly cheroot – the product of one of the smaller accounts which he helped to handle in addition to breakfast food. I asked him what went on.
‘We’ve lost Brekkabitz, dear boy.’
‘I suppose it was your fault, Leo. I must say I thought some of the stuff you put out was positively filthy.’
He removed the cheroot from his mouth and blew a great cloud of smoke in my face. I began to understand why the sales of this particular brand needed all the impetus Wurzel’s could give them. His voice came through the smoke: ‘… And when dear Wurzel went to America he got a very chilly reception. The client didn’t like our handling of the Digestive Tract. Neither did anybody else. Nobody wants to be reminded at breakfast how many feet of gut he’s got. Wurzel stuck out for the last foot.’
‘Statistics show that the average is thirty-nine feet,’ I said.
‘Boy,’ said Leopold eagerly, ‘I am glad to meet you. So you really read the series?’
‘The whole hundred-and-twenty-six of them. I had to in the Checking Department. They made me stick them in a book. They were terrible. They made my flesh creep.’
‘So you’re the only living creature who ever read them…. I disliked them so much I used to look at them with my eyes shut. At any rate, they were a flop and this is the pay-off. We’re all going, even Robbie and Johnny.’
‘What about me?’
‘Unless you received a registered letter with your oven-crisp Brekkabitz this morning you’re still here.’
I looked at Robbie and Johnny. They were calm, a little icy and slightly green about the gills, but this may have been due to the Annual Staff Party which had been held the night before. They too were preparing to leave.
