AN ODE TO JACK THORPE AND LIEUWE PRONK
(A
speech given by Dick Ullett on Saturday May, 31st 2008 at the 23rd
Dutch Shipping in Australia Reunion in Sydney, Australia)
Dick Ullett
It is one of life’s pleasures to be here today
and reflect on all those days of yore when I worked with Lieuwe and Jack. Have
no fears, even if I bore you all to tears I will plod on without mercy. They
were eventful days in proud company. And by Company I include all my colleagues
as well as the KPM, RIL and Nedlloyd shipping lines.
Jack, let them
laugh at Lieuwe and you and me when we can’t find our glasses. When we have to
duck into the kitchen and look at the calendar to make sure it’s not yesterday
or tomorrow, or when we have been known to doze off on rare occasions when
watching television. We may not have travelled to the South Pole travelling
backwards on roller skates or laboured to Everest’s peak but we have achieved
something no one else in that horde of people who worked and slaved in Paketvaart
House achieved. . . . . . We are still here! And what’s more we’re still going
strong, loving life, and intend to hang on like grim death!
I don’t think many
of you here today will remember KPM Sydney in the war years. Tony Vermolen and
his providoring department which occupied the whole of the second floor of
Paketvaart House. They were responsible for victualling four hospital ships
(including the “Tjitjalengka” towards the end of the war) and the KPM fleet of
30 odd cargo ships, which were employed as troopers and supply ships for the
Australian Army in New Guinea and the then Dutch East Indies. As well as this
there were all the other ships of the Netherlands mercantile marine that
visited Australia during the war. This included ships like the “Nieuw
Amsterdam” and “JVO” which carried Australian and New Zealand troops to the
Middle East as well as RAAF and RNZAF aircrew trainees to Canada.
There is no one
left of Frankie Bandsma’s Engineering department which occupied the 3rd
floor, responsible for maintaining, dry-docking and repairing the KPM fleet.
Often there were times when all of the dry-docks in Australia were occupied by
KPM ships.
Or Captain van
Noorden and Jan van Mourick’s crew department on the ground floor responsible
for all the Dutch, Indonesian, Chinese and Lascar Indian crews.
Then there was the
Accounts Department which occupied three floors in the building on the corner
of Grosvenor and George Streets.
And Dr van Leet’s
medical department with its own hospital and care/recuperation centre and
finally there were the rest of us on the 1st floor at Paketvaart
House.
Now, of that entire
teeming crowd only Lieuwe, Jack and I remain.
Lieuwe Pronk, 94
It is sad that
Lieuwe is not up to joining us today. John Papenhuyzen and Warwick Abadee
visited him recently and the nursing home issued a bulletin with a beautiful
photo of Lieuwe, John and Warwick on the cover commemorating this visit. I also
called to see him earlier in the week and can assure you all that whilst he
cannot be with us today he is very keen to receive a report on all the
activities of the day. Jack and I intend visiting him shortly to report in
person.
Before a toast is
proposed to this very important absent friend I would like to say a few words
about the Lieuwe I knew over these years.
I joined KPM from
school not long after my 16th birthday. So I was just a bit of a kid whilst Lieuwe
was in his late 20’s. I was not a volunteer, but a conscript, sent to the KPM
by the Australian Department of War Organisation of Industry. Known
colloquially as the “Manpower Dept.” My lifelong association with Dutch
Shipping was in effect “an arranged marriage.” They did not choose me nor did I
apply to them for the job, but it worked and I was employed within the Nedlloyd
group until the day I retired. I am now coming to the conclusion that arranged
marriages may be more successful than today’s somewhat transient system!
I remember Lieuwe
in those days as a tall, athletic young man, always tanned, his thatch as
sparse as it still remains but his hair of that yellow blond colour typically
found in Scandinavian people. I think these wartime years with KPM in Sydney
may have been some of the most enjoyable of his working life. He would stride
through the office usually whistling the latest hit tune. He always called me
Dickie.
“Any mail for the
“Balikpapan” Dickie?” he’d call in his completely Australian accent.
Lieuwe loved what
he was doing. He was working for the Company that had always been part of his
life. His father (A. J. Pronk) and his uncle Rinse Pronk were both on the KPM
Board of Directors. During the war years Lieuwe and his family were very
hospitable to the seagoing KPM’ers who became more than colleagues, but firm
personal friends.
In a way he was the
first of that generation of Dutch born Australians who so enriched this
nation’s culture during the second half of the 20th century and
whose legacy continues in their children. Lieuwe was educated at “Shore” in
Sydney whilst his father was General Manager of the KPM here. He was a
prototype as it were, of those who spanned both Dutch and Australian cultures.
This generation swelled in numbers after the Second World War with the big
migration from both Holland and the East Indies. I often ask people I meet,
with obviously Dutch names, which ship brought them to Australia. In many cases
I can remember boarding that ship together with Jack Thorpe when it arrived in
Sydney. I am always impressed by the number of people of Dutch ancestry who
hold positions of Authority in Australia.
After the war
Lieuwe returned to Java with the KPM. I know that one of his big
disappointments in life was when he finally left the KPM after Indonesia became
an independent nation.
Our paths did not
cross again for over 20 years when he was appointed Executive Director of The
Australian Chamber of Shipping in the early 1970’s. He was the first Executive Director of this
organisation and he served with distinction in this role for the rest of his
working life. The Chamber always knew they were very fortunate to obtain the
services of such an experienced shipping man and particularly one who for many
years had mixed with the elite of the industry because of his father’s and
uncle’s status in the shipping world.
Lieuwe remained
with the Chamber until his retirement. It was my privilege to work with this
old and distinguished friend and colleague over those years as a member of a
number of Chamber committees. It is appropriate that Lieuwe finished his career
in a position where he was so respected and admired.
May I now ask John
to propose a toast to Lieuwe.
(John Papenhuyzen asked the guests to be upstanding, he then proposed a toast to Lieuwe Pronk after which Dick continued his speech.)
To the best of my
knowledge Jack Thorpe is our only remaining colleague who worked in Dutch
Shipping in Sydney, before as well as during the war. He joined KPM straight
from school and remained with the group (in its many incarnations) from 1935
until his retirement from Nedlloyd Swire in 1982, 47 years later.
John and Warwick
have given you a full resume of Jack’s career, so that means I can restrict my
words to the juicy bits!
One of the most
popular songs in 1935 – the top of the POPs so to speak - was sung by that old
rocker Richard Tauber. I’m sure all of you over 80 will remember it but I won’t
ask you to sing it.
“As the years roll on, after youth has gone,
you will remember
(the good old days),
days that were happy and hearts that were
free etc.”
Well that’s exactly
where we are at now Jack! The only
problem is that we seem to be the only ones left to do a lot of the
remembering!
After your
apprenticeship in the mail department you joined the Holland Australia Line
section working with that doyen of Australian shipping- Maurice Pennell. This
was an exciting time when Dutch Shipping had to face, head on, the aggressive
expansion of the German Shipping Lines in world trade following the Nazi’s rise
to power. In the Australian trade they were particularly vulnerable because
German cargo was the backbone of the service, through to the great port of
Rotterdam at the mouth of the Rhine.
To protect their
precious Australian trade, which was highly profitable, the VNS strategy was to
counter this serious threat with the construction of two of the fastest
merchant ships in service by any line in any trade. The 21-knot “Aagtekerk” and
“Almkerk”. There were no other vessels in the Australian trade that could
compete with them. In the immediate pre-war years The Holland Australia Line
became the crack service in the trade. Whilst all the other lines (apart always
from the Scandinavians) could rely heavily on national support, the HAL could
not. The volume of trade between Australia and Holland was not great. The HAL
had to rely solely on providing a superior service to secure a good share of
the national cargo of other nations, which they did. They also made another
smart move. The Masters appointed to
command these two ships were very carefully selected. They were outstanding
personalities. In Sydney and Melbourne in particular these two Captains always
did the rounds of the wool and sheepskin exporters accompanying the Canvassers,
drumming up cargo as was the practice back in sailing ship days. One of these
Masters was Captain Wijker but sadly I can’t remember the name of the other
(that’s the problem with old age!) except that he was to become the most highly
decorated officer in the Dutch Merchant Marine during World War 2.
I remember Captain
Wijker well, as would Jack, as he made a number of voyages to Australia in the
early post-war years. He had a similar
build to Luciano Pavaroti, and the same habit of regularly wiping his brow with
a very large handkerchief.
Captain Wijker also
possessed a magnificent operatic tenor voice and when I made my early morning
visits to the “Ridderkerk” I would hear him singing well known operatic arias
whilst under the shower. He always a
great favourite in the “wateringholes”
in that part of the city of Sydney frequented by wool buyers and other
important exporters as well as shipping company canvassers. His renditions of
“La donna mobile or Figaro” would ring through the hotel out into the street.
Both the
“Aagtekerk” and the “Almkerk” were sunk during the war by dive bombers during
the small high speed convoys that raced from Gibraltar to Malta carrying the
Spitfires, ammunition and supplies which enabled Malta to hold-on and continue
its role of constantly harassing the German and Italian Armies in North Africa.
The Captain, whose
name I can’t remember, made his last voyage to Australia as Master of the
“Oranjefontein”, when it inaugurated the reopening of the HAL service to
Australia shortly after the end of the war.
After the war I
inherited from Jack the role of HAL claims clerk, a job he was delighted to
loose, and this changing of the guard
included handing me a very large parcel labelled “ALGENIB ONIONS”. And thereby
hangs a tale!
To give you some
background, in law, a ships voyage is an adventure and there are two parties to
this adventure. The Shipowner and the Cargo owners. It is a joint-adventure, an
obviously it is in the interests of both parties for the ship to safely
complete its voyage. However there are sometimes unusual circumstances which
involve a sacrifice by one or other of the two parties. It is all rather
complex but just imagine a sailing ship at risk of sinking in the roaring
forties. If that ship sinks, not only does the shipowner loose his ship but the
cargo owners also lose their goods. It is in both their interests to save the
ship if they can. The captain may have to order the crew to chop down a mast
for example as the only possible way to reduce sail. By doing this he not only
saves the ship, he also saves the cargo. Therefore the owners of the cargo must
share the costs incurred as a consequence of chopping the mast down. Similarly
when a ship is at risk the Captain may consider it necessary to jettison some
of the cargo to save the ship. The Shipowner and the owners of all the other
cargo in the ship must pay their share of the value of the cargo jettisoned as
well as the costs incurred. This is what is known as “General Average.”
From an
administrative point of view a General Average is a VERY messy business and can
go on for years. In my working years I am grateful to say I was never involved
in a general average. But Jack was, hence the big parcel labelled ‘ALGENIB
ONIONS.’
Now, 70 years or
more after that event Jack has promised to tell us the full, unexpurgated,
story of the “Algenib” Onions. It will bring tears to your eyes!
When Jack rather
enthusiastically handed the role of Claims clerk to me he inherited the
position of Customs and Trans-shipment officer. To avoid any liability for a
deformation of character claim I will not mention the name of the gentleman who
retired. Suffice it to say he was well “well preserved” and I have chosen my
words carefully. Others might say “well pickled!”
“Customs” has
always been looked as an area where the “dark arts” are practiced in the world
of shipping. It is an area particularly vulnerable to temptation. Let me put it
this way. A good Customs man in the old days would also make an outstanding
used car dealer or horse thief. Although Jack did not fit that job description,
from the Company’s viewpoint it proved to be an outstanding appointment, even
though definitely not run of the mill in this area. If there is one quality
Jack always exhibited it was integrity. He was so successful in this role that
it made the Company reluctant to transfer him to other departments.
His dual role as
transhipments officer also had more than its fairs hare of challenges. Apart
from Fiji and the Pacific Islands the main destination for trans-shipment cargo
was New Zealand. (This was in the days before SMN and Rotterdam inaugurated
their Continent /New Zealand service). It was a horror job. The principal
service between Australia and New Zealand was that of The Union SS Co. Just to digress for a moment it is interest
to know that up until the 1970’s the trade from Australia to Europe was known
as “The Homeward Trade” and the one between Australia and NZ was the
“Intercolonial Trade”.
The Union SS Co.
was a wholly owned P&O subsidiary. It was grossly under tonnaged. Every
Union SS vessel sailed “chock –a- block.
Their policy was:
Firstly Australian Cargo, secondly NZ transhipment carried in other P&O
vessels including that of P&O subsidiaries.
It was only after all this cargo was booked,
that space was offered to other Lines such as RIL or HAL. Usually the offering
was NIL.
What compounded the
problem for Jack was a long term HAL policy, going back to pre war times, to
put one ship a year into Izmir Turkey for new crop dried figs. This was a
highly lucrative trade and the direct call was always strongly supported by the
Turkish exporters. The Australian component of the cargo posed no problems but
the NZ component, which was quite substantial, created horrific problems for
Jack. Jack still hasn’t turned blonde like me, but that dusting of grey now in his
hair was largely caused by Izmir figs!
(As an aside, I hope you appreciated my choice of words with “dusting”
Jack). It is no exaggeration that it sometimes took up to 6 or 7 months to move
all the figs to NZ.
I could go on for
hours but that would make you call for quarter! Fortunately you have the précis
of Jack’s career compiled by John and Warwick.
Jack was one of
that select group of Australians who made their career with The Dutch Lines. In
my time they included Maurice Pennell, Keith Handel, Brian Hinwood, Warwick
Abadee, Jack Thorpe and myself. It is
interesting that every one of us joined the company straight from school and
spent most of our working lives in Dutch Shipping. Whilst always proud to be
Australian we were also proud of the Company we worked for. I am convinced that
no other shipping company in Sydney fielded a better or more loyal team than
this.
Over the years we
had many visits by van Ommeren owned British flag tramps. In particular the
“Langley Clyde” who’s Master was a Captain Green, a most delightful fellow who
had joined van Ommeren as an apprentice. He and Maurice became close friends. I
remember one occasion when three of us had lunch with him and Maurice asked
‘Have you ever felt any conflict of interest working for a Dutch rather than a
British Company.” I still remember his reply. “In the days of sail in the Royal
Navy there was a saying. When you accept
the King’s shilling in return you give the king your loyalty.” Well in a way we
accepted the Kings shilling when we joined KPM, RIL, VNS, and Nedlloyd and in
return we gave our unstinting loyalty.
It was a privilege
to work for such an honourable organisation which always treated us fairly.
Although I would have gladly accepted more I always knew my salary was fair. In
my experience our relationship was built on mutual trust and in return we gave
our all. What more can you expect in life. When I discussed this with Jack the
other day this was the conclusion we both reached.
Jack can look back
with pride on a career spanning five decades. He gave his talents unstintingly
and in return he is employment enabled him to fully enjoy each step of life.
What other company do you know that would give an employee a three month
holiday travelling first class all the way after 25 years of service? That is
what they did for Jack and what they did for me.
Jack, most of us in
this room have worked with you, know and respect you. We all now congratulate
you on your 90th birthday. You have always been a great mate.
May I now ask
Warwick to propose a toast to Jack.
(Warwick thanked
Dick for his contribution on behalf of the guests at the Reunion and asked
everyone to be upstanding to bring a toast to Jack Thorpe and present him with
a gift.).
Warwick
Abadee & Jack Thorpe, 90
Footnote 1. The
Captains’ name I couldn’t remember was Captain Arie Romijn. Before the “Aagtekerk” was sunk on one of the
Malta convoys and when under the Command of Captain Romijn, she rammed and
damaged a German U-boat.
I’m sure the full story
can be found in the archives in Holland.
It was appropriate that the “Oranjefontein”, under the command of
Captain Romijn, reopened the post-war service of the Holland Australia Line.
The
“Oranjefontein”, destined for the Holland Africa Line, was under construction
when Holland was invaded, but unlike the “Oranje”, construction was not
sufficiently advanced to enable her to escape to England. It was completed during the war by the
Germans, and she spent her time cruising in the Baltic with Luftwaffe officers
and their families during periods of leave.
When the
“Oranjefontein” arrived in Sydney we were stunned by the quality of the vessel
and her furnishings. It exceeded anything we had seen, even before the war. The
big troopships calling here, such as the “Nieuw Amsterdam” had been well and
truly thrashed! We were accustomed to Liberties, Victories, C3’s and British
Empire class vessels which were as rough as bags, hacked out, straight from the
welders torch but some of the best “working ships” we ever handled. One could
only wonder how many Victories and C3’s our side would have built whilst the
“Oranjefontein” was being fitted out!
Footnote 2.
Jack Thorpe’s story of the “Algenib” onions.
It occurred in 1938
at a time the Holland Australia Line was experiencing intense competition in
the trade from Europe to Australia. Nationalistic pressure was being placed on
most European exporters to support their flag carrier, but none to quite the
extent as in Germany. In a desperate effort to fill their vessels southbound
the HAL extended its southbound service to Bombay, the Malabar Coast (Cochin,
Allepey) and Colombo. This was very successful move and this service became the
backbone of their southbound trade in the early post-war years whilst Europe
was rebuilding its manufacturing industries. (This trade was later transferred
to RIL where it became their INDIAS service).
In addition to this
blossoming trade from the west coast of India the HAL actively sought wayport cargo
from Egypt, Port Sudan, figs from Izmir etc. The offer of a substantial parcel
of fresh onions from Alexandria must have seemed enticing. As Jack explained
the onions were stowed in the upper
tweendeck/shelter deck where it was intended to open the hatch covers on the weather deck to provide ventilation
whenever possible during the voyage.
After loading the
onions in Alexandria the ”Algenib” proceeded to Port Said, Port Sudan, and Aden thence the West coast of India ports
and finally Colombo before heading to Fremantle and the other Australian main ports. At this stage of
the voyage it would have been imperative to open the hatch covers and provide
ventilation for the fresh onions. Unfortunately bad weather was experienced in
this cyclone prone area. According to Jack’s graphic description the city of
Perth was treated to the aroma of rotting onions when the “Algenib” was still
at sea approaching the port of
Fremantle. By now the onions were
turning into an exquisitely pungent aroma from the juice of rotting onions.
This juice was also seeping onto cargo in the lower decks and hold.
By the time the
“Algenib” reached Sydney the situation was very serious, plus there remained
the problem of how to dispose of the onions. But there was a glimmer of hope
from an unexpected quarter. Maurice Pennell heard that The Royal Australian
Navy intended to scuttle an old World War 1 destroyer at sea well of Sydney
Heads! How, or at what cost we don’t
know now, but the putrid rotted and part rotted onions were loaded into the old
destroyer which was towed out to sea and scuttled, where she still remains. But
not so the onions! It appears they floated out of the undersea wreck in their
hundreds of thousands! Like the course of true love, maritime disasters rarely do
run smooth. The “Algenib” onions finally drifted on to many of the surf beaches
north and south of the Sydney Heads.
The “Algenib” never
returned to Sydney, which is understandable, and like the mystery of the “Marie
Celeste”, the story of the onions on the
Sydney beaches remained a mystery until Jack Thorpe finally spilled the beans
(or in this case the onions).
Richard (Dick)
Ullett.
Sydney, 31st
May 2008
23rd
Annual Dutch Shipping In Australia Reunion,