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WARTIME
1941-1944
by BERNARD DREW
BERNARD DREW
Half the stories come straight off the merchant ships putting into
the Thames, many of them about their skippers from countries in
northern Europe: Iceland to Estonia. There are yarns about the men
– and women – below decks as well as on the bridge. Other stories
are about the river, its fish, its old sailing ships, its coastal trade and
the changing life on its shores.
The stories are almost always positive: the sailors are brave, the
skippers proud and no-one is afraid of being bombed or torpedoed.
We do hear of tax avoidance among seamen and of pilfering in the
docks. We don’t hear of the strikes and bitterness that lay behind
the meagre increase in wages for Chinese seamen, though we do
learn they are mostly working on the most vulnerable of ships, the
tankers. An amusing story about the statue of old Robert Milligan
being taken down from outside the West India Dock does not record
he was a Slaver who got the dock built to promote the Slave Trade.
Stories rarely got away from Bernard but several may leave the
reader with questions. Did London’s Christmas wine really arrive
from Lisbon in June? What is the story behind Bexley’s
determination, thwarted by the Government, to send food aid to
Greece? And did the steward who was an artist paint only
landscapes while he was at sea? The stories sometimes lapse for
several months. This was probably because it was then that Bernard
was sent off to do a cadre course (at Wentworth Woodhouse) or was
switched to airport security (at Northolt and Speke).
Behind the stories can be glimpsed the man who wrote them up.
Bernard Drew was my father and, when I was a boy, his father, an
engineer and inventor, would take me down to the waterfront at
Erith to watch the wealth of passing traffic on the river. In the late
1940s, a boy could still thrill to the sight of merchant ships from all
across the world taking their cargoes up to the East and West India
Docks escorted by tugs and flanked everywhere by the coastal
barges with their red-brick sails.
After the Thames Bernard went East, being prescient enough to beg
quires of paper from the Dartford Paper Mills to print a newssheet,
The Eden Express and Noah’s Ark Final, on the troopship out to
Bombay. After advising Indian journalists to unionize and giving
radio talks in Ceylon about the resilience of Britain’s national
newspapers during the war (they never missed an issue), he went
on to run a broadsheet in Indo-China at the time of the Japanese
surrender, The Times of Saigon. With a radio and a revolver (he was
terrified of) on his desk, he brought out 120 issues. For even the
French it was their only source of information about what was
happening in the world. In Saigon, unlike Tilbury, the military
authorities did take Bernard to task for filing stories back to Fleet
Street.
On his return to Kent after the war Bernard wrote a booklet about
his frontline village, Farningham Against Hitler. It was the only
village in England where the church bells rang to announce that
Hitler’s invasion had begun – and my father had motored out with
photographer John Topham to cover the landing of the German
paratroops. Fortunately, he was spared this particular scoop – the
paratroops turned out to be ack-ack smoke – but he did graduate to
Fleet Street and made his mark writing a special supplement for the
Sunday Express recording the stories Canadians told of Princess
(now Queen) Elizabeth’s Royal Tour of Canada in 1951. This
supplement was largely responsible for his becoming News Editor of
the Sunday Express. Sadly, he died early, aged 53.
Bernard’s last outing, towards the end of June in 1962, was to watch
the annual Barge Race on the Thames, a guest of the Everards, one
of the great river families based at Greenhithe. He was hoping to
return to North Kent and perhaps edit a local newspaper such as the
Gravesend and Dartford Reporter. It would have brought him right
back to his home territory and the river which is the setting,
perhaps the leading actor, of these stories.
Bernard was a landsman, not a man of the sea - his later account of
trying to steer a naval pinnace through the upper reaches of the
Thames brought tears to the eyes of many a Sunday Express
reader. Conrad does not brood over his writing but perhaps Dickens
(at his most sociable) does look over his shoulder. Pickwick, roaming
about North Kent, was a particular favourite of Bernard’s and it may
be observed that the portraits he draws of people on and about the
Thames are, without being grotesque, Dickensian types: good old
Ginger Milton, Tiny Breeds and his parrot Nazzah, Madame Dybek
and the eggs she cannot get. There was more than a touch of
Pickwick about Bernard himself - a lovely, lovable man – and the
republication of these stories of the Thames show him at work in a
familiar part of a wider world to which he brought his memorable
conviviality and gaiety.
John Drew.
2010
Nazi raiders hold no terrors for the tough skippers, who with a rifle
as their only means of defence seem more concerned about the
weather and the tides. Bombing takes a back seat with these old
salts. At least, that was the impression “Cully” Tovell, master of the
sailing barge Cambria, gave when, as the first reporter to make a
war-time trip in a sea-going barge, I sailed down the Thames and
round to an East Coast port with him.
Cambria is the most famous of London barges. She holds both the
championships of the Thames and Medway, won in the last races
before the War, in 1937.
The trip was not without dramatic incidents, though we were not
attacked. I boarded the Cambria at her home port, where she was
built 35 years ago “come November”, as the skipper figured it.
“We occasionally get bombed”, he told me, “but I don’t take much
notice of the planes. Not long ago one dropped two bombs 50 or
100 yards away. I thought he was one of ours. Two or three
Hurricanes were up in a second, and he was gone like a flash”.
Hazards Braved
With sails hoisted, we got under way, tacking down river, and I
learned something of how these barges, despite all the hazards, are
carrying on with their job almost as in peacetime. There are
regulations, of course, which have to be obeyed, and sailing is not
made easier by minefields. But the skippers put up with these
additional inconveniences, and trust in the Navy and R.A.F. to guard
them. So far, I gathered, the only casualties among the Thames
barge fleets in this war have been due to Acts of God.
As we stood in the little wheelhouse, which should give the barge its
quota of good luck, for two horseshoes hanging in it were once worn
by the famous steeplechaser Golden Miller, the skipper told me
something about his crew of two - Alf the mate, aged 19, and Jim,
the 18-year-old cook and deck hand. “They are good lads and so
they should be”, he said. “I was a barge master at 20 , but some of
the youngsters you get to-day won’t be at 40. My first trip was to
Antwerp, and I shall never forget it”.
I found Jim the stuff of which British lads are made. Two weeks
previously he was working at a factory in Essex - both Alf and he hail
from Grays. Though he did not know it, there was salt water in his
veins. Bombs, mines, U-boats or E-boats did not worry him. He tried
to get away deep-sea, but being without the necessary experience
had no luck. So Jim became half the crew of the Cambria, and with
us made his first trip to sea. Alf has been in barges since he left
school.
The Minesweepers
A yarn and a pint when port is made satisfies skippers and crews.
Then, when it is time to sail, off they go. To catch the tides is their
chief concern. Battling with the elements all their lives, they know
not defeat, and have contempt for the Nazi attempts to interfere
with their work.
[K.T. 20 June 41. A shorter version appeared in the E.S. 10 June 41,
More British Lads on the High seas than Ever Before].
Weighing anchor, with all the screeching of the winches and hoisting
of the sails, provided plenty of promising noises - the sort that
sometimes trip you up in those popular Red Cross competition
programmes. Some noises reproduce exactly, I was told, others -
well, most of us know how difficult it is...
Leaning over the side of the barge one of the B.B.C. men held a
mike close to the bows to catch the sound of the water, being thrust
aside as we sped for the sea. “Just lovely”, was his enthusiastic
comment as he crawled back to safety. As each record filled so the
description of the many noises was scratched on the surface, and
the record was carefully packed away ready for reproduction on the
unit’s return to Broadcasting House.
As the barge swung round on her tacks the sails and gear crashed
from one side to the other side, and some excellent effects were
obtained.
I found the skipper was rather nonplussed by the fact that such
commonplace noises should be of value. “I’ve heard ‘em for close
on fifty years”, he said, “and never thought anything of ‘em. Still I
suppose they know what they’re doing”.
The trip was in the nature of a holiday for the engineer. Not long
ago, he told me, he heard and recorded more noises than he wished
for or was comfortable with, for while stationed on Dover Cliffs he
was bombed, machine-gunned, and shelled all in one day.
[K.T. 22 June 41. A variant lead-in appeared in the E.S. 23 June 42:
Noises Off Men Got 1000-Plane Scoop (14)].
I had neither pass nor permit. I passed two lots of sentries with fixed
bayonets without challenge.
The first directed me round the side of some of the pier buildings to
the entrance, while the second lot at the gate, following a nod, bid
me “Good night”.
I had intended to stay on the barge till she reached her destination,
but wind and tides put her behind time and I accepted the master’s
offer to be rowed to the pier.
Thankful that a Bren gun had not opened up, and wondering when I
would be challenged, I began to walk along the pier towards the
shore. I did not see a soul.
Eventually I passed two soldiers. They asked if I had climbed up, and
explained, “If you haven’t a pass you won’t get ashore”.
“Which is the way out?” I next inquired of the sentry. “Round the
side and straight on. You can’t miss it”, he said.
When I got home I told my story. “You were lucky not to get a bullet
in you!” I was told.
WAS I?
[Sunday Pictorial, 29 June 41]
5. STILL PLENTY OF SEA FISH IN THE THAMES
Cheap Meals at Tilbury
Within 20 miles of London Bridge big quantities of sea fish are being
caught and landed. On the jetty at Tilbury I saw a Colchester-owned
fleet of smacks, manned by East Anglian fishermen, return from a
trawl down Thames.
Bucketful – 2s.
Everyone “in the know” seized empty fire buckets, sacks or paper
bags and rushed to the landing stage for cheap fish.
Soldiers, sailors and A.F.S. men all took part in the fish hunt. I saw
drivers and conductors at the bus terminus leave their vehicles and
make for the landing stage – to return with as much fish as they
could carry.
The news spread swiftly. Soon all the fish except the sprats had
gone. The sprats were loaded into lorries and taken to canning
factories in Essex.
“Plenty About”
While the activity continues on the Tilbury side, the Bawley Bay
shrimpers, which go down as far as Southend, are returning to
Gravesend, on the opposite side of the river – also with plenty of
fish.
Dealers bid for the catches, but most onlookers can get the next
day’s family dinner for sixpence.
I met several on ships which have been making almost weekly runs
in the North Sea. They spoke little English, but through an
interpreter told me something of what they thought about their job.
Officer’s Tribute
“They were cooking a meal at the time”, he said, “and showed little
concern, apart from inquiring whether the guns had got any of the
planes. It’s the same every time”.
That a woman’s hand had tidied the comfortable saloon was quite
evident. There were even vases of flowers.
The women, I learned, rarely go ashore. It takes them all their time
to keep the quarters shipshape.
Since then she has sailed with her husband up and down the North
Sea.
“Oh no, I don’t fear the bombs any more than anybody else”, she
said. “But it’s the eggs. What am I to do? I want nine dozen and get
nine!”
She prides herself on still being able to serve Polish dishes.
Till the dawn of this century, however, some of the more common
varieties of fish were regularly caught in the lower reaches. The
Thames was famed for its whitebait. Within living memory
whitebait dinners at Greenwich were one of the “high spots” in the
Parliamentary social calendar. In 1894 Lord Rosebery, as Prime
Minister, received for the last time the traditional fish dinner at
Greenwich for members of the Government. It was customary for
the guests to embark at Westminster and make the journey there
and back by boat. Tickets were normally about two guineas each.
From time to time whales have been reported in the river, and
within the past ten years schools of porpoises have rolled up as far
as “the Pool” before turning back to the sea. A seal was once
reported to have been seen sunning itself on the steps of Tilbury
Hotel! But, as the pollution of the river increased, so the days of the
Thames fishing fleet were numbered. Old salts can just recall when
a fleet ran out of Barking Creek.
Dock Eels
Londoners who drop a line in the docks are not likely to feel a bite,
apart from an occasional eel. There is increased pollution of the
river, and as far down as Whitstable this is blamed by the
dredgermen, who say it has affected the oyster beds. But it is fact
that you can buy Thames fish again, for the present at any rate –
and if you are very lucky.
[K.T. ?29 Jan 42. cf. K.T. 27 June 41, Star 19 Jan 42, E.S. 27 Aug 42,
E.S. 31 Dec 42]
“And still is”, grinned the captain. “Meet Spike Sullivan, aged 68,
pride of the crew and still can’t get rid of a partiality for knocking
down big ‘uns. K.O.’d one this morning, they tell me. I don’t get
much trouble with my deck crew”.
Sixty-eight isn’t the age down in the ship’s articles, but it was Spike
all right – Spike Sullivan, the grand old man who fought many of the
world’s best at 9st. 8lbs., and one especially memorable fight with
Jabez White at the N.S.C.’s famous Coronation tournament in 1902.
“I’ve been torpedoed three times, but I was never easy to knock
out”, he said.
This Irishman who couldn’t stay neutral has been crossing the
Atlantic ever since the first sirens. We talked a bit about the old-
timers and, for a reason, I spoke of the old Two Brewers at
Chipperfield, where Spike, his brother Dave and Sailor Tom Sharkey
have trained.
“Do you remember Eugene Corri calling at the ‘Brewers’ when you
were training for a fight with Bill Chester, of Bethnal Green?” I
asked.
He nodded. “You mean about Starlight?”
Here’s the story as Corri told it.
Just a Friendly!
Saved by Tugs
“With the exception of the four men working on the fo’c’sle, all the
crew and myself got away in tugs. I did not even wet my feet.
“Soon the ship disappeared and it was found she had broken her
back”.
After several months’ work, tugs raised her and towed her into dry
dock.
Guarantees
Chinese form a large proportion of the tanker crews - the sea’s most
hazardous wartime job for merchant seamen.
Some of the notorious East End haunts of the underworld have gone
for all time - because of bombing. Whole streets through which it
was not safe for policemen to walk unaccompanied are a scene of
desolation. Children returned from evacuation areas have turned
them into playgrounds. Places which sightseers came many miles
to view will form the sites for huge new blocks of flats when plans
for the rebuilding of the East End are put into effect. London’s
Chinatown suffered severely from the bombing for it was in the
“Thames loop”, better known as the Isle of Dogs, which figured so
frequently in the German communiqués of the Battle of London.
Limehouse Causeway
Not far away, in the East End, rows of wrecked cottages with
creeper covering the rafters, are enclosed with barbed wire.
Warning notice-boards turn the inquisitive away. Here soldiers,
under realistic conditions of street warfare, fight mock battles.
While Pennyfields has not suffered quite so badly, the Chinese
population has been greatly reduced and opium dens, so the police
say, are few and far between.
Promenades
The inhabitants of the Isle of Dogs are wondering what sort of future
the architects are preparing for them. There is talk of a great airport
on the isle. If the space can be spared it is hoped riverside
promenades will be created. With many of the warehouses down,
the river can be seen in some places for the first time for half a
century. In Wapping High-street, where high buildings have been
demolished - though the “Ginger Dick” type of seafarer of W.W.
Jacobs’ creation remains - I heard the same wish expressed.
“Our ship was then sent to the bottom with a torpedo. We were
taken in the prison ship to Bordeaux and, in fits and starts, travelled
by land up to Hamburg. There we spent some time in prison but
eventually I reached Oslo via the Kiel Canal.
Home at Last
“In May 1941, as I was a neutral, I was released and got back to
Sweden. Naturally I wanted to return to England and was advised
that the best way was to get out to South America. I did this,
jumping my ship at Rio de Janiero. On a British ship I reached home
in the autumn of 1941”.
This is where the debt comes in. “While I was away”, Olaf went on,
“my wife received an allowance from the Union but this was not
enough to live on and she was given public assistance. I found I had
a debt of £45 to clear. In the shore job I took there was no money to
save for this and so I decided to go back to sea till the debt’s
cleared”.
Father Thames is losing his “wooden walls”. But one, the cadet ship
H.M.S. Worcester, anchored in picturesque Greenhithe Bay, remains.
When peace comes and the pleasure steamers restart, Londoners
who go down to the sea will miss these quaint vessels, upon which
thousands of boys have learned the rudiments of seamanship.
To-day, many of those lads have become the heroes of our Navy
and the Merchant Fleets in the vital struggle on the seas.
Commanding Gravesend Reach there stood for years, 100 yards out
from the Kent foreshore, the Cornwall, the “bad boys ship”. In one of
the early blitzes the Cornwall’s “wooden walls” were shattered by a
near miss from a bomb. Quickly filling with water the ship heeled
over. There she lies for all to see, battered but proud. Thanks to
foresight there were no casualties, for the staff and boys had been
evacuated some time before the bombing to a safe haven in
another part of the country, and the old watchman aboard made a
getaway.
Higher up the river at Grays there stood two training ships, the
Exmouth, run by the London County Council, and the Warspite,
which began life 50 years ago as a British man-of-war. Though she
looks a typical “wooden wall” the Exmouth is an all-steel affair. She
has never been to sea. She was built as a training ship. Now she has
been towed to Tilbury Dock for extensive refitting.
London’s wine for Christmas has arrived from Lisbon. A small British
“tramp” has just steamed proudly up the Thames with its precious
cargo - for who will deny that a glass of port or sherry makes a vital
difference to the celebrations on Christmas Day? This was the first
wine ship to enter the Port of London for many months.
No Enemy Airplanes
“Quite like old times here again”, said the crane-driver as he swung
the last barrel out of the hold.
“We worked for two years in a munition factory”, they told me, “but
we found it monotonous. Then we saw an advertisement for two
stewardesses on a foreign-going ship. We managed to get our
release from the factory and joined the ship”. The captain and chief
steward described the girls as “excellent workers” and the spick and
span quarters testified to their handiwork. Their comment on a
London air raid was, “It was O.K. by us”. The two sisters hope to
contact a brother who is in the Canadian Army over here and to see
the sights of London - and the shops - before their ship sails again.
They have signed on six-monthly articles and intend to carry on a
seafaring career until he war ends.
[E.S. n.d]
This month will see a climax to the alarming momentum in the drift
back by evacuated schoolchildren to their homes in the danger
areas. When war broke out upwards of 1,000,000 children -
approximately 2,000,000 children were then attending school in the
danger areas - were rushed off to safety zones. But by December
1939, thanks mainly to home-sickness, more than 500,000,
including mothers, had returned home. London, which had sent
away 339,000 children of all ages, had its full quota of returns. In
spite of ministerial warnings, and even raids, the original numbers
were never again attained, and with tragic results.
Continued Fall
Only 50 Left
“Upwards of 50 boys are due to leave this term and the newcomers,
including the scholarship boys, will not come away to our school in
Wales. We can’t run a school on the 50 boys who would remain, and
so we shall have to come home ourselves”.
“As it is, in many cases you can find a headmaster and the pick of
the staff evacuated with a handful of scholars while a flourishing
home school is being run by a makeshift staff”.
[E.S. 17 July 4]
Thrilled, Too
In 1899
To Sleep or Church
One wrote: “I cannot thank evacuation enough for the change it has
wrought in me. The town is not a spot on the country”.
Other Risks
But the Swedish fleet over here have to run additional risks, for no
guns or balloons are provided. In convoy they enjoy the protection
of our airplanes and Navy, however. What prompts these men to
risk their lives in a war in which their country, directly at any rate, is
not involved? When I went aboard a trim little coaster flying the
Swedish flag the other day I came to the conclusion that the answer
is: Part adventure, part the pay, part the realisation that seamen
must sail somewhere and that round the English coast nowadays it
is about as safe as anywhere, and – this is not the least - part an
intense loathing of the Nazi regime and a desire to do everything
possible to overthrow it.
Nearly all the Swedes to whom I spoke - they did not monopolise the
crew as there were Russians, Balts, Spaniards and Portuguese, as
well as Britishers aboard - sailed to England in pre-war days. They
knew the ports well, they told me in good English.
Props were then lowered into the basin to shore up the hull. When
these were tightly wedged against the sides of the dock the
remainder of the water was pumped out and the ship was ready for
the workmen.
The basin dried out as quickly as a bath, and it was possible to walk
about the bottom without getting wet feet. I noticed just a trickle of
water through the lock gates.
72 Mines
Up above men were going aboard down the gangway for internal
jobs. “They tell me she has 72 mines to her credit”, said one of the
foremen, as he described to me the jobs that were done by “outside
staff”. The “prop” had come off. The hull was to receive a coating of
tar-like solution.
“Are ships still covered with barnacles?” I asked. “Very few these
days”, was the answer. “They have to be in still water for some
time, and ships don’t get the chance to-day. But I have seen one or
two with mussel-beds on ‘em”.
The Latest
In the dock there was a wooden floor but in the next, where a Dutch
tanker was being inspected, it was all concrete, and there were the
latest gadgets for “fixing” the ship.
Dry docks are modern miracles of engineering and ours are playing
a vital part in the struggle for supremacy of the seas.
There was waste paper of all sorts. I noticed a New York picture
paper. The front page announced: “R.A.F. bomb Nazi-French War
Factories”. There was a picture of the raid beneath. There were a
number of letters too. In one an American girl was threatening
someone with breach of promise. The recipient, apparently, had
consigned the letter to the waste paper basket.
Doyen of Dredgermen
Old Fred recalled the day when there were millions of young oysters
- the five-year-olds are the choicest - in the reserve beds alone, and
Charlie Waters spoke of the times when a penalty of £1 an oyster
was imposed on any member of a crew found illegally taking oysters
home.
“They once discovered one chap with 70 in his rubber boots and he
had to pay the £70”, he told me.
Same Gallonage
For the present, at any rate, there is to be no reduction in the
gallonage, though the industry’s concentration scheme means the
closing of roughly a quarter of the 1800 firms in the country
manufacturing soft drinks. “Manufacturers of soft drinks”, my
informant added, “Will be permitted to make one special drink in
each class but they cannot retain the fancy name. The label on the
bottle will bear a code instead of the manufacturer’s name.
In each of the past three war years beer production was maintained
at about this level, and this has meant that the total allocation of
raw materials to the brewing industry has been approximately the
same as the total usage in the basic year, although the proportion of
the different materials has varied.
Barley Malt
Decorated
Captain D---, I was told, has been decorated for shooting down a
Nazi bomber in the North Sea and also for escaping from French
internment at Dakar. “I was on the ship then”, my informant said.
“The French took away what they thought were important pieces of
machinery but we got the engines going again and got away”. To
escape recapture, the ship was disguised as Italian and Finnish at
different times. Through the very worst attacks on our shipping
down the East Coast, Mme D--- never left her husband’s ship. “I
don’t fear the bombs”, she would say. “But it’s the eggs. What am I
to do? I want nine dozen and get nine!” For Mme. D--- prides herself
on still being able to serve Polish dishes.
“Special Job”
It has been one of the best seasons for Thames shrimpers for years.
They, too, have brought in a lot of fish. One Gravesend shrimper,
out in his bawley boat, had a hectic 48 hours, finding his net full of
fish each time he pulled in.
Cecil [Dumnall], a son of the soil from Kent, who has just finished his
training, is waiting for a ship. Apart from a vague recollection of a
holiday beside a river once, Cecil has never seen a large expanse of
water. But Cecil determined to go to sea. What prompted the urge
is a mystery. All his family work on the land. Any night you could see
Cecil lead the horses in. Then, about three months ago, Cecil
decided he wanted to go to sea. Arrangements were made and
Cecil's big adventure started when he travelled to London and then
on to the sea school. To-day Cecil walks proudly down the village
street with the "M.N." badge in his lapel. He holds his head
particularly high as he passes the Home Guard headquarters where
he was a promising private.
You can find local men in the crews, but the Tynesiders
predominate. On board one ship I visited, just in from the North, the
master, who had been on the run since before the outbreak of war,
reported an uneventful trip and went on: “And it’s a change we
don’t object to. At one time we never made a trip without trouble.
Bombers were always attacking us. Now we rarely see them, thanks
to the R.A.F.”
Hitler’s mines haven’t driven the old-timers off the sea. Down
Gravesend way they claim to have one of the oldest merchant
seamen in the world – “Brigham” Young, who is reputed to be 78
and to have been going to sea all his life. He was away at sea again
when we went to check the story. At Greenhithe Messrs F.T.
Everard’s sailor men can claim more than half-a-dozen awards for
bravery since war began. And more than one is a grandfather. I
made a discovery. In the articles the official age for most of the
septuagenarians is 59! And good luck to ‘em. We owe them a debt. I
came ashore feeling that these collier skippers deserved the
freedom of the City of London. What do our Kent boroughs think of
the suggestion?
The statue stood near “Charlie Brown’s”, the tavern known to sea-
farers the world over and, like the public-house, it had some narrow
escapes from bombs. Port of London employees fall into two
categories, “A” (permanent) and “B” (temporary). The engineer told
me to-day: “One of the labourers who removed Robert Milligan said:
‘Ah, he might have thought he was a perm, but he was only a “B”
after all’”.
(Evening Standard)
Until a short time ago Cecil had never seen the sea. Suddenly last
summer he announced that he wanted to go to sea. Arrangements
were made and his first big adventure came when he travelled
across England to the sea school on a famous river.
Enjoyed It
Letters home told of his progress and soon he was urging his pals to
join him. In the eight weeks he was at the sea school, he passed the
tests in compass, lifeboat drill and so on and came home on leave.
Proudly displaying the M.N. badge, he looked up his pals at the
Home Guard, to which he had belonged.
[No date]
Novel Idea
Stayed Aboard
“They included a millionairess and her dog – ‘Junior’. She could not
take him ashore at Southampton and so he stayed aboard.
“Bombings and E-boat scraps don’t worry him - he rarely stirs during
an action”. How is he fed? “Junior” spurns the shore dogs’ zest for
meat. Potatoes and a special sauce form his menu. And he will eat
all they give him.
(E.S. 26 April 43)
The Bexley (Kent) Committee felt convinced that the lifting of the
blockade to allow the passage of foodstuffs to Greece was a
concession which, under similar controls, could not benefit the
enemy nor detract from Britain’s war effort but would save the
people of potential Allies from extinction. “I am afraid that I am
unable to agree”, retorts Mr Foot. He adds: “Even in the case of
Greece, we are not prepared to say that the enemy has derived no
benefit, direct or indirect, and for reasons which have been
frequently stated, the benefit would certainly be greater in other
Occupied countries”.
E-Boat Alley
On their voyage up from the north, the “coasters” have to run the
hazards of E-boat Alley too. Half apologetically, the skipper told me
that he had never seen an E-boat. But he’s had some narrow
escapes. Of their perilous, almost weekly voyages through home
waters, defying mines, bombs, torpedoes and shells and keeping
station on the blackest of nights in gales, these skippers speak with
the most casual matter-of-factness. They will tell you that the deep-
sea men run as great, if not greater, risks. No doubt they do but
that in no way detracts from the brave show of the “coasters”,
peace-time butt for derision. Most worthily in their own way do they
uphold the proudest traditions of the “Red Duster”.
“It could only happen to the captain’s ship”, commented one of the
officers when he told me how during the Russian trip a Nazi bomber,
coming to within 50 yards of the ship, fired a torpedo which
ploughed its way under the keel and reappeared on the other side.
Not all the old hulks which lay rusting at the mouths of Thames,
Tyne and Humber for years before the war were broken up for
scrap. Some were reprieved and proudly returned to active service
in 1939. Before the Allies’ vast shipping programmes began to turn
ships off the stocks in great numbers these “tramps” represented
precious tonnage. They bridged the gap and thus rendered a
precious service. Some were sunk and now the remainder struggle
hard to keep station in the convoys of new cargo ships of the
“Liberty” and “Empire” classes, whose speed is being stepped up as
a measure of protection against U-boats.
But that there is life in some of the “old girls” yet is shown by a
recent visitor to London’s river. She was built in Belfast in 1902 for
the Germans and specially rigged for the cotton trade. When war
broke out in 1914 she was kept out of European waters and the way
of the British Navy. She was in an American port when the States
entered the war and was taken over by them. With the Armistice
signed she was cast aside and, with scores of American cargo ships
and destroyers, laid for 20 years at Newport News, Virginia. One in a
graveyard of many.
Then came this war. Americans scraped the rust off her, fitted her
up with “hot and cold” in every cabin and gave her to Britain. She
was christened “Empire -----”. Ten times she has brought valuable
war cargoes to the United Kingdom. As she slipped down river for
the elevator, her captain said, “Call her old-fashioned if you like but
she’s as good as when she was built”.
When, daily, American ships make British ports, loaded with tanks
and military transport, you will find few without some
Scandanavians aboard. For all-round efficiency and smartness,
Norway’s peace-time merchant ships, most sailors will declare, were
second to none. Many of these Scandanavians are courageous to
the point of rashness....
These are big-money days for Britain’s “dirty little coasters”. Fit only
for carrying coal and cement in normal times, they ride the waves
proudly these days with precious cargoes. Thus do they relieve the
strain on the railways. Into the docks to-day I watched a small, drab
vessel nose her way with a cargo of “timber”. “And what would you
say those four bits of wood were worth?” the genial skipper asked
me as I boarded. The four “bits” were four huge four-sided lengths,
20 foot long. “£5 a piece”, I replied without a second’s thought.
“That’s mahogany and that’s where you are wrong”, was his retort.
“£2000 is their total value”. Well might the skipper have felt
pleased with himself for he had brought a cargo worth £80,000
through E-boat Alley.
Full of Fish
Wasted Catch
[E.S. nd]
For instance, the Dutch eel boats, or schuyts, including the 100-
years-old De Stad Workum, moored off Custom House from time
immemorial, have disappeared. They were taken away before the
bombs fell. For the eels which were brought from Holland and stored
in the tanks of these quaint and comfortable little craft for
Billingsgate Market, a stone’s throw away, no longer arrived when
the Low Countries fell.
River folk will point out to the uninitiated No. 32 of the Royal Naval
Auxiliary Patrol, for at the wheel will be found that champion of the
Thames, Mr. A.P. Herbert, M.P., who risks often The Water Gipsy in
the rougher waters of the Lower Reaches. Erith, Greenhithe,
Gravesend, Greenwich, Tower Bridge and other Thames-side towns
are getting more visitors than ever before. Every corner of the river
has claim to something of interest.
Meanwhile Old Father Thames keeps rolling along, and when the
time comes to tell the full story of the part played by the first river
of the Empire it will be found not unworthy of the great capital
through which it runs, and not without drama.
His friends in every port around our coasts will be cheered by the
news. River folk the length and breadth of the Thames will be glad.
For “Ginger’ is known to them all. And his come-back is of particular
interest to North-West Kent, for the indomitable “Ginger” is
Commodore of Everard’s merchant coastal fleet. Before recounting
“Ginger’s” great work in this war, let us recall a memory. It was in
May, 1937, as the good ship, the M.V. Suavity, last thing in British
coasters, made down Thames for the open sea that we first met.
Suavity was on a mission and looked fine in a coat of white paint.
She was bound for the greatest Naval review of all-time to be held
at Spithead a week hence, and would be the smallest unit of 1,000
vessels.
“Ginger” can spin a good yarn with the rest of them. And he was
soon telling us how on joining Everard’s at sixteen, when he lived at
Swanscombe, he sailed barges before becoming master of the first
motor-coaster to be launched in this country, M.V. Grit. She was
sunk by enemy shells in the last war.
U-Boat Encounter
“I was off the French coast, about fifty miles north of Deauville, in
1916”, said Captain Milton, “when a U-boat began shelling us and
we took to the boat. They fired sixteen shells into her and she went
down. “The U-boat came alongside us, and the captain spoke to me
in perfect English – apparently he had been educated at a school
near Canterbury. “After he had had me aboard he let me go, and
we sailed across the Channel to Beachy Head in the open boat”.
After that, and some further experiences, including being washed
overboard and rescued by the greatest of good luck, they called him
“Lucky” Milton.
Little did “Ginger” (little did we) know that war would be upon us in
a couple of years time. Little did “Ginger” know that he would live
through experiences more fearsome and stirring than all his past
ones put together. And that the next time he would meet the King
would be to receive an award for gallantry. For he is an O.B.E. now.
It was in July, 1940, that “Ginger” saved his ship – the early Battle of
Britain days. Through the Straits of Dover a convoy of more than a
score of British coasters steamed. “Ginger” was at the helm of one
of them. Armed trawlers acted as guard but, attacking without
warning, Nazi dive-bombers wrought destruction to those gallant
lines. Little ships were blown clean out of the water. When the
smoke cleared there were sad gaps. There was a lull. Then, with
boom rack reloaded, back came the bombers. The fight was on
again. Smoke covered the Straits.
Now comes the news that Captain Milton is back in command and at
sea again. Hats off to you, “Ginger”!
(K.T.? 29 Oct.43)
48. THE LUCK OF CAPTAIN KIRKWOOD
Master of a British “tramp”, Captain W.D. Kirkwood, admits he is the
luckiest seaman afloat – so far. Since the early days of the war he
has been on the North Atlantic run, with two trips round the Cape of
Good Hope to Suez thrown in. Not only has he yet to see his first U-
boat, but he has never been in a convoy which has been attacked,
and he has never seen an Allied ship sunk by enemy action.
Captain Kirkwood, who lives at North-road, Darlington, told me
before he left London: “I suppose I have made a couple of dozen
trips across the North Atlantic.
“I was down in the Caribbean, too, when U-boats were coming to the
surface and shelling and sinking ships within sight of land, but we
never saw anything. “My luck has certainly been extraordinarily
good. Down in the Caribbean I had a pile of S.O.S.s four inches high
on my desk reporting attacks from enemy submarines. “Those were
the days when the only escort you got was a promise or, if you were
particularly fortunate, an armed merchant cruiser”.
Five Commands
Capt. Kirkwood has had five commands during the war, and the first
four ships were all sunk within two trips of his leaving. Believing
that a seaman’s job in wartime as well as peace is to keep at sea,
his war leave so far amounts to one week and two Sundays, but he
doesn’t complain. “My luck with air-raids holds too”, he went on.
“I’ve never been in one”. “When I’ve touched port the Nazis have
either dropped bombs the day before my arrival or the day after.
“Coming home I saw two Focke Wulf reconnaissance airplanes, but
they flew off without dropping anything. These were the first
German airplanes I had seen in this war”. It is a remarkable record,
but Capt. Kirkwood is not bragging. “I know what it’s like to be
torpedoed”, he added, “for I was a survivor in the last war”.
Their Mascot
In his ruthless bid for victory, Hitler broke all the rules of sea
warfare. Merchant seamen, for so long, were his main target. That
they should be among his bitterest enemies is, therefore, not
surprising. They are proud to play such an important part in bringing
about this most hated man’s downfall. A chief steward is one of six
members of a Norwegian ship recently decorated in London for
gallant war service. Pointing to a picture of a baby, he told me: “My
little boy is 4 and a half. I have only seen him once for 48 hours
when we put into Sweden just before the war and I travelled over
the border to my Norwegian village”.
[Evening Standard post Xmas 43?]
“Now the game is up, and not only will the country get its dues, out
there should be a more settled state of affairs aboard ship”.
Like the officers, the men will stay with the ship, unless there is a
good reason for leaving. Officers will have a grievance removed, for
while all ranks receive the same war bonus of £10 a month, they
have been paying £5 of it in income tax, while many sailors and
firemen have gone scot free.
The Nazi plot to sabotage Britain’s purchase of the orange crop from
Spain was, I am able to reveal, on more ambitious lines than
previously indicated. The plot failed. In addition to the ships which
loaded eating oranges at Valencia, attempts were made to sabotage
British ships bringing the bitter oranges for marmalade from Seville.
A time bomb which exploded in the hold of one of these ships
smashed scores of crates of oranges, but caused little damage
otherwise. Both crew and ship made home safely.
Friendly
An officer of one of the Seville ships told me to-day that the Spanish
people generally were friendly towards them, and that the bombs
might have been placed by Nazi agents in the packing cases before
the cases were hoisted aboard. “We knew there had been an
incident or two aboard some of our ships,” he said, “but all human
precautions were taken, and there was little else we could do about
it. “You can’t start opening hatches and undoing cases at sea.
Happily nothing happened”.
“Mme Dybek has one ambition”, a former member of the crew, who
has just arrived back in this country from Gibraltar, told me to-day,
“and that is to take part in the invasion of Europe. “She does not
think she will be disappointed, for the vessel is at present coasting
between our invasion bases and ports”. Known throughout the
Polish Merchant Marine for their exploits in this war – they escaped
separately from Poland – this remarkable couple have excited the
greatest admiration from the British authorities.
Mascot Lost
When I was last aboard the ship, Mme Dybek proudly exhibited the
mascots – a couple of monkeys. One has escaped since the ship
went to North Africa. It was this little ship which broke out of Dakar
after being interned by the French, and Captain Dybek has been
decorated for shooting down a Nazi bomber into the North Sea.
There is no objection to women serving aboard a British ship, I was
told, but they are chiefly to be found on Polish, Swedish or Dutch
vessels, having been going to sea for many years as stewardesses
and cooks. They were caught over here by the war. When the
sinkings began few sought shore jobs – in fact I learned of one Scots
girl who married one of a Polish ship’s crew two years ago and has
been going to sea with him ever since. Before they married she had
never made a voyage.
[Evening Standard early 44?)
London’s East End bomb ruins are one of the main attractions for
Allied Servicemen and particularly Americans now sight-seeing the
metropolis in greater numbers than ever before. And Americans
who war prevents revisiting their old haunts down dockland way
show a keen desire to know “what’s doing” and whether their
favourite spots survived the raids. The other day a letter was
delivered to a Limehouse shop-keeper addressed: “The leading
newsagent in Three Colt-street”. From New York the writer was
inquiring whether the best known buildings in this part, such as
Limehouse Church, still stood. Back to sea from comfortable
retirement, many older American seamen, returning here for the
first time since the last war, ask: “Is Charlie Brown’s still there?” For
this famous public-house, stripped of much of its glamour since the
death of its famous character-licensee, was in its prime when last
they docked in London.
Battle School
“Gee”, He Said
That is why “Mick” will not seek a war pension. That is why he is just
“Mick” in this story.
“Patterns on the lino are obliterated by dust; you can sweep up dust
in the street in shovelfuls; gardeners cannot distinguish young
plants because of the dust covering – and (for the information of
schoolboys) if you pick an apple, the cement has to be removed
before eating”.
A Protest
Then, on February 27, 1900, came the storming of Pieters Hill, and
the collapse of Boer resistance. General Buller’s cavalry joined
hands with the gallant men who had so stubbornly held Ladysmith
and the Boers were permitted to draw off unpursued. Enlisting in
the Royal Artillery at Canterbury in 1898, Mr Baldry served his time
and then joined the Port of London Authority Police Force. After 26
years’ service he retired with the rank of divisional inspector. In the
last war he served overseas as a battery staff-sergeant. Mr Baldry,
who will be 62 in May, rejoined the Army on the outbreak of this
war, and now his only wish - to see it through in khaki.
Captain Steele
He compared the luxurious trip he made six months ago to join his
latest ship, one of the American-built Liberty boats. “We signed on
in London”, he told me, “and, as passengers, crossed the Atlantic.
Then we had a grand train trip right across America to San
Francisco, where we took the ship over”. He is just back from India.
Mr Edevaine’s home is in Stock Orchard-crescent, Holloway N.7. He
is a self-taught artist, and specialises in landscapes.
The old black bag, soft and "bulgy", lay in the middle of Rotherhithe-
street, S.E. It made a pretty good football, and the boys of
Rotherhithe pounced on it. They kicked it about and dribbled
adroitly with it until they were tired and then they left it. Along
came a lorry belonging to W.B.Dick and Co., lubricant
manufacturers. The driver spotted the bag. He picked it up and
handed it to the watchman at his works.
The watchman put it aside and forgot about it for a time. And then,
curious, he opened the bag. Inside was a parcel done up in blue
paper and tied with string. There were two small tins, a battered
cash-box and a tea-caddy. And from the tins cascaded 22 shining
half-sovereigns. The watchman opened the cash-box - item, 23
sovereigns. His brisk fingers explored further, flicked over 325 one-
pound notes - many of the out-of-date Fisher issue - and 125 ten-
shilling notes.
He had not quite finished. From the recesses of the old black bag
came a little packet of jewellery - four old rings, one set with stones,
two gold brooches and a gold locket. And ten National Savings
books, fully stamped. The watchman reported to the police and the
police "totted up" about £1000 worth, they reckoned. Only clue
was a name and address in Weston-street, S.E....but they found that
the house had been pulled down and replaced by flats before the
war.
Last night I found the owner of the bag, a little 70-years-old woman,
living alone in one room in a block of working-class homes in
Bermondsey. "I've been desperately worried about that bag", she
said. "I must have dropped it the other day when I was moving here
from my old place. "Please don't publish my name and address - I
live here alone and you know what the dangers are. "I'm not
married and I've been working for my living for more than 50 years.
I put that money aside week by week. "I was terrified at the thought
of ever being dependent".
"But that's nothing. I was sunk 10 times in the last war, three times
with the Navy and seven times with the Merchant Navy.
"I've had so many narrow escapes from death that I've become
philosophical about it". Londonderry-born and proud of it, it is well
over 60 years since he first went to sea. He has had adventures in
all parts of the world. Two of the sons are now prisoners of war. On
two occasions Mac claims that a premonition saved his life. "I felt
the ship I was serving in would be sunk next trip", he said. "Each
time I was unfit to sail. On each occasion the ship sank".
He Was Blinded
Badly wounded and blinded at Gallipoli, Mac was one of four men
who underwent an experimental operation at Alexandria. "I was the
only one who fully recovered his sight", he said. To-day he scorns
spectacles. His only grievance is that they took him off the active
list because of his leg. That was when they found out his real age.
"Mac" is applying for the 1939-43 Star not because he wants a
medal - "I've got plenty already" - but because the entry in his
discharge book will add to its value as a family souvenir.
[Paper unknown]
"A lot of American servicemen find their way down to this quarter",
a police officer said. "Although there's not much glamour about it
these days. They set us a problem, due to their generosity very
often. Hangers-on haunt the bars of the pubs and a dodge all too
often at the moment is this:
"An American calls for drinks for his party of four or five, say, and
more often than not gives the barmaid 10s. or £1 note. He hands
round the drinks and then inquires, 'What about the change?' In the
meantime the hanger-on - often one of a gang - has ordered up on
the strength of the note and replies, 'You've had it'. If the matter is
dropped, all's well; if not, then there's a fight".
Big checks of identity cards have been staged at the dock entrances
by P.L.A. police, "Red Caps" and Field Security personnel and in this
way the authorities hope to keep check on undesirables which,
respectable local residents hoped, raids had driven away for all
time. If matters do not improve, I am told, the authorities may
consider putting the district out of bounds for servicemen.
The Rescue
When the Battle of the Atlantic was at its worst, this ship rescued a
number of British survivors who had been torpedoed. "I shall never
forget the look on their faces", said Mr Sigurdsson, "as they climbed
aboard. "Each one gave a look at our caps and then his jaw
dropped. 'No, no', we had to explain. 'We are not Germans'. 'Then
what the ---- are you?' the Britishers asked. We all had a good laugh
afterwards”.
The Icelanders have lost one of their fleet, the smallest running for
the Allies. In broad daylight it was torpedoed by a U-boat in the
North Atlantic, though technically Icelanders are neutral. There
were no convoys on the route then, but half the crew were rescued
by a British warship. A footnote. Icelanders, I gather, are confident
that they will be wearing their "Thor's hammer" badges long after
the dreaded swastika has been burned and buried. "Then we shall
wear our uniforms on foreign shores again", said Mr Sigurdsson.
Four Generations
Hardy folk, these watermen. We could not do without them just now.
At Dunkirk they sent their boats to the other side, and quite a few
were lost. The Francises, the Ricketts and the Coes were answering
the call to "stand by oars" when Napoleon thought to invade. Every
"mud" pilot and waterman on the Thames is a Freeman of the River.
And there are no honorary freedoms. You must serve your time, five
or seven years. Then the River is yours. There's money to be made
on it.
On the Spot
Gone are some of the worst evils, such as the "crimps", those
repugnant boarding-house keepers who "shanghai-ed" and robbed
the sailor home from the sea. Gone so completely in fact that your
modern seaman doesn't know the word. In these Operations Pools
everything is laid on for dealing with problems on the spot,
Mercantile Marine officials, men of the Shipping Federation Ltd,
representatives of the National Union of Seamen and Security
Officers all working together within hailing distance. Scores of deck
hands, firemen, greasers, bosuns, donkeymen, stewards and galley-
boys stand by, ready to fill the vacancies in ships returning from the
French coast.
There was a vacancy for a second mate. A young man who had just
taken his first mate's ticket, and was off a big boat, was called to
take it. They told him it was a coaster. His face dropped. Pride was
involved but he was told there was no difference in pay and when
he returned they would try to find him a bigger ship. After hesitation
he signed on.
It was nearly midnight before the work was cleared up and the office
staff turned in at the hostel, leaving one of their colleagues "on the
bridge".
A Rough Time
All he would say of the incident which gained him the D.S.M. from
the King was that he had "a rough time" during the North African
invasion.
"It was there I saw the bravest and most daring deed of my life. A
pilot of a British fighter off a carrier attacked 16 German bombers
single-handed, shooting down three of them. I should like to have
known the man's name. The whole ship cheered him".
While he thinks he may have been the oldest ship's master in the
invasion, Captain Shaw recalled meeting some 15 years ago the
captain of a U.S. coaster carrying 500 passengers who was 98.
"That's what I call a record", he commented. Captain Shaw served
with the United States in the last war and has come over "to get this
one finished as soon as possible".
“Tiny” Breeds is leaving the London Trader, the famous old fishing
inn in Hastings old town, known to thousands of London holiday-
makers. “Tiny”, a former fisherman, has been licensee of the
London Trader for more than 35 years. Known as the “fisherman’s
friend”, he was for 20 years a member of Hastings Borough Council,
retiring last year. With “Nazzah” - a parrot with a past - looking
over his shoulder, “Tiny” Breeds to-day recalled some of the
outstanding incidents connected with the Hastings fishing fleet and
of the changes that have taken place in Old Town Hastings - of the
blocks of flats which have supplanted the picturesque, tarred
wooden homes.
Catches Destroyed
“Three times the windows have been out and the ceilings down”, he
told me. During a tip-and-run raid, bullets sprayed the bars, piercing
a ship-in-a-bottle and pictures of old Hastings. These souvenirs
“Tiny” proudly displays to customers. “He never raised a feather,
though customers fell flat on the bar floors”, said “Tiny” pointing to
“Nazzah”, adding, “But then he was in the last war, aboard a British
warship at the battle of the Falkland Isles”. “Nazzah” used to go out
with the Hastings fleet and will accompany Mr and Mrs Breeds into
retirement to a little house not far from the London Trader and the
fish market.
Adventurous
“We held a council of war. West Africans and Malays aboard assured
us the snake belonged to a deadly dangerous species. “‘Sparks’
said, ‘And to think I spent last night on the settee listening to the
radio’.
Executioner
“The steward volunteered to be executioner. He missed with his
first blow with a deck broom, but a second stroke struck the snake
on the head. Though dead, the snake writhed till sundown and, not
being convinced that he was not bluffing, we gave the saloon a wide
berth for the rest of the day, before performing a ‘burial at sea’”.