Month: December 2018
A Tale of Two Ebenezers
Here is an interesting twist to the Christmas Story about Ebenezer. A big thank you goes out to Ann, who gave me permission to reblog her fascinating post. Merry Christmas to you all!
Travels and Tomes: One Expat's Amblings and Ramblings
. . . And an Edinburgh Churchyard
“His name became an aphorism for meanness, but the base nature of Ebenezer Scrooge was inadvertently fashioned by failing light and an author whose eyesight was equally dim.” The Scotsman, December 24, 2004
Ebenezer Scrooge– his story is synonymous with Christmas these days, his changed fate is the stuff of redemption stories (“Christ was born for this” to be sure), and his hauntings both thrill our narrative nerves and warn us of our own shortcomings. Most of us roll our eyes when A Christmas Carol comes on TV for the umpteenth time in the wind up to Christmas, but it’s a tale well told and it probably deserves its stature as a holiday classic.
These days, Dickens is even recognized as a key “inventor” of our modern Christmas traditions. He and his Victorian age put a certain stamp and feeling on the…
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Merry Christmas and a Happy New Year
“The light shines in the darkness, and the darkness has not overcome it.” John 1,5
My dear blogging friends, I would like you to know that I am taking a break from publishing posts during the next two weeks. We will have a family gathering here at our house. Three of our five sons will be able to come home for Christmas: Tony and his wife Lisa with our little granddaughter Elizabeth, Michael and his wife Angie, and Stefan. So blogging will have to take a backseat during this joyful event of celebrating Christmas with the family. All the best wishes go out to you for the New Year from Biene and me.
Let there be peace on earth.
THE MINING ERA OF THE CANADIAN COLUMBIA by Bill Laux – Chapter 8
ROCK CREEK, CARIBOO, AND TRAILS TO THE INTERIOR
British Columbia has from the beginning understood itself in quasi-Colonial terms. It built a commercial and political centre located in its lower left hand corner, the Island and the flood plain of the Fraser River. Behind this was a huge, largely empty hinterland behind the formidable barrier of the Cascade Mountains, still today called, in Colonial usage, “The Interior.” Only the Fraser penetrates that mountain barrier, through an unnavigable canyon so precipitous that the original Indian foot trail required the traveler to find hand holds on rocks and shrubs to keep him from slipping down the cliffs to the tumbling waters below. Horse passage was impossible, a canoe was almost certain death unless lined through with ropes.
But beyond the great, green wall of the Cascades lay a vast land of wet and dry valleys, of rolling grasslands and of the boreal forests of the North. This land, nine parts of the Province, lay open to entry and exploitation from the South, from the Washington Territory, up the easy river valleys of the Columbia and its tributaries, the Okanagan, the Kettle and the Kootenay. The Hudson’s Bay Company, until cut off by the treaty of 1846 and the loss of the lands south of “49,” transported its furs and provisions, by pack train and freight canoe down these river valleys to the Pacific.
After the boundary was drawn, the HBC sent A.C. Anderson in 1846 to find a wholly British pack route from Fort Kamloops to the new depot at Fort Langley on the lower Fraser. Anderson explored a number of possible routes for a Brigade Trail. He went up Harrison Lake and through the Seton Lakes to Lillouette on the Fraser. On his return to Kamloops he went up the Coquilhalla River and explored the possibilities of a Nicolum Creek, Sumallow Creek, and Skagit River route for a crossing to the Tulameen River. However that route crossed Punchbowl Pass at 5300 feet and would be closed by snow most of the year.
Anderson settled on a year round route from Kamloops to Nicola Lake, and down the Coldwater River to Spences Bridge; this bypassed Kamloops Lake where perpendicular granite bluffs precluded a lakeside trail. From Spences Bridge his trail ran down the Thompson to the Fraser, and down its left bank as far as Boston Bar. As the canyon below that point was impassible, he ran his trail up the Anderson River on the east to a point where he could cross the ridge between the Anderson and Fraser and regain the big river opposite Spuzzum. From there a horse trail could be built along the river bank to Ft. Langley. This Anderson River Trail was used by three brigades in June, 1848, one from New Caledonia, one from Kamloops, and one from Fort Colvile, when the outbreak of the Cayuse war made the old trail down the Columbia unsafe. However, their passage was a difficult one and the brigades lost 70 horses and 25 packs of merchandise on the precipitous slopes.
In 1848, Henry N. Peers built Fort Hope for the HBC, and explored up the Coquihalla for a shorter route to Kamloops which been suggested to him by an Indian, “Old Blackeye”. Blackeye’s trail went up the river past Nicolum Creek and turned up Peers creek about 4 miles further up the Coquihalla. From the headwaters of Peers Creek it crossed Manson Mountain at 5600 ft., a steep scramble. The trail ran along Manson Ridge, then dropped into Soaqua Creek and through the alpine meadows Peers called “The Garden of Eden” to a low pass into Vuich Creek, and down it to the Tulameen River. Blackeye’s trail cut across the bend of the Tulameen via Lodestone peak and came out at Otter Creek, and up that creek, which at its upper end opened out into the rolling country of the Fairweather Hills. An easy grade led down to Nicola Lake and Anderson’s trail to Kamloops.
Although this trail was a summer only trail with its high passes, it avoided the tricky ledges of treacherous shale rock above the Thompson River where so many horses had plunged to their death. Peers had not finished brushing out Old Blackeye’s trail in 1849, so the Fur Brigades from the Interior used the Anderson River trail on the way down and returned by way of Peer’s and Old Blackeye’s trail, completing the work on it as they passed through. There was now a practical all-British summer route, but a winter and spring communication between the Coastal communities and the Interior could only be had via the treacherous Anderson River trail or by going through the U.S.
In 1859 a gold discovery was reported on the Similkameen River, and another by Canadian, Adam Beam, at Rock Creek. To the fury of Colonel Moody of the Royal Engineers, Governor Douglas directed that the Indian, “Skyyou,” a famous bear hunter, should explore the mountains back of Hope for a reputed new pass direct to the Similkameen. On the fifth of June Douglas went himself to Hope to question the bear hunter who impressed Douglas by drawing a very creditable map of the region showing rivers, mountains, passes, and the buildings of the whites. There was already an HBC Brigade trail from Hope to the Similkameen which crossed Hope Pass, but this route included the westbound scramble down Manson Mountain with loaded pack horses, and according to Susan Allison who met one of these Brigades on the trail, was a most hazardous crossing. It was the practice of the HBC to bring twice as many horses as needed, in the expectation that many would be lost on the way. Lieutenant Palmer in 1860 reported the slope of Manson Mountain was still littered with horse bones.
The Governor was criticized in the press for entrusting the exploration to an Indian,
“It is a notorious fact that when a road is to be located or a district explored, a magistrate, a constable, a Hudson’s Bay servant, or peradventure, an Indian, is sent out to explore and report on the same, and after the location is decided upon, the Chief Commissioner with his staff or Royal Engineers is instructed to make the road.”
Governor Douglas’ opinion on the Royal Engineers was given by his friend, Donald Fraser in the London Times,
“…At the rate they have hitherto progressed it would take 50 years to complete the road they have begun… The fact is that soldiers cannot be expected to do this sort of work. The impedimentia they carry with them, the costliness of their provisions and of their transport, the loss of time in drilling and squaring them, make them the most expensive of labourers. They do their work well, it is true, better than civilians; but for all that it is a mistake to set them at it Soldiers we want and must have, but a cheaper
soldier than a Sapper or a Miner or Engineer would answer our purposes better.”
After reviewing all that Skiyou could tell him of the mountains between Hope and the Similkameen, Governor Douglas offered to grubstake a mining party to prospect the Canadian Similkameen. John F. Allison, a California miner led the expedition which departed from Hope on June 26, 1860 on Skiyou’s trail which crossed Hope Pass and descended Whipsaw Creek to the Rouge (Upper Similkameen) River. Allison reported to Douglas a month later that they explored 12 miles up the Tulameen River and found diggings yielding $6 per day to the hand. When this news was received at Hope three new parties of would-be miners were formed and left for the Similkameen on August 6.
THE ROCK CREEK RUSH
In 1859 gold was discovered, both on the Similkameen, south of 49 by a member of the U.S. Boundary Commission and at Rock Creek, just two miles north of the border, by Adam Beam, a Canadian in October. A small rush of Americans from Walla Walla and The Dalles came up the Columbia and Okanagan Valleys to these camps. Since the end of the Fraser rush Victoria business had been stagnant. Their newspapers hopefully seized on this new discovery as another Fraser River boom.
THE BEST NEWS YET
ROCK CREEK A SUCCESS
From $20 to $ 200 per day to the hand
At once Governor Douglas got complaints from the Victoria merchants that the Yankee traders were provisioning these men, and a direct supply route was needed. Rock Creek was but two miles from the boundary which was totally ignored by the American miners and merchants who paid no customs duty. Indeed, there was no official nearer than Kamloops to collect the sums due.
Governor Douglas appointed Peter O’Reilly Gold Commissioner and sent him to Rock Creek to enforce the Colonial law. The Rock Creek miners, however, knowing that they were just a short hike from American soil, ignored O’Reilly. When he demanded that they take out miners’ licences and file their claims with him, they showered him with verbal abuse and pelted him with stones. At this, O’Reilly prudently retreated to Victoria via Kamloops, Lillooet and Harrison Lake and reported a “Rock Creek War.” Governor Douglas, who was learning how to deal with the turbulent Americans, put Rock Creek on his itinerary for his Fall tour of the Interior.
He left on August 28 and travelled by way of the Harrison Lake – Lillooet trail to Lytton, the Nicola River, to Vermillion Forks which he renamed “Princetown,” and then on to the trouble spot, Rock Creek. What he saw alarmed him; the whole of the Southern Interior was wide open to American exploitation, and U.S. ranchers were moving across the border to graze their cattle on British grass. He appointed John Carmichael Haynes from Yale as Magistrate for the area and ordered that a customs post be set up at the north end of Osoyoos Lake. Then he crossed Anarchist Mountain to the trouble spot of Rock Creek.
The Governor came into camp in full uniform accompanied by a new Gold Commissioner, William George Cox, and clerk, Arthur Busby. He found a full mining camp with stores, saloons and a hotel in operation, all supplied by pack trains from The Dalles. Three hundred American miners assembled in a saloon to hear what he would say. Governor Douglas began with good news. He promised a wagon road would be built to the camp from Hope and that the Kettle river would be bridged. After the cheers subsided, he delivered a warning: they must now comply with British law, take out miners’ licences from Commissioner Cox, and pay duty on all provisions brought in from the U.S. If they failed to do this he would return with 500 British Navy marines and compel their submission. Then he asked them to make way for him to the door where he wished to shake each of them by the hand as they filed out of the saloon . This gesture met the instant approval of the miners and the Governor was applauded to the door. As the Governor returned via the HBC Trail from Similkameen to Hope he met Edgar Dewdney working on the new Hope – Princetown trail, and asked what it would cost to convert it to a wagon road. To connect the mines with the Coast, Douglas proposed a “Queen’s Trail”, 70 miles long, be blazed and brushed out from Hope to Vermillion Forks (Princeton.)
The contract for this trail, which would follow Skiyou’s route, was given to Edgar
Dewdney and Walter Moberly, both trained surveyors. Again, Col. Moody was furious that the contract had not been given to his Royal Engineers, and the hostility between himself and Governor Douglas increased. To mollify Moody, and yet not reduce the speed of trail building to the methodical, if thoroughgoing pace of the Engineers, Sgt. Mc Coll was assigned to supervise the actual construction of the trail. His work was superb; at no point did the grade exceed 8 per cent (eight feet of rise per 100 feet of distance) a slope exceeded today by many Provincial Highway mountain crossings. However, whether owing to Sgt. Mc Coll’s diligence or Dewdney and Moberly’s inexperience in the west, the money ran out while they were still only part way down Whipsaw Creek. Moody assuaged his anger at Governor Douglas by hurrying over the trail to preempt 200 acres west of Vermillion Forks. Four other Royal Engineers also filed land preemptions in the expectation that Vermillion Forks would become the centre of a prosperous mining district.
John Allison, who had begun ranching in the Similkameen, was disgusted with the slow progress of Dewdney, Moberly and Sgt. Mc Coll. He informed Governor Douglas that he had found a new and lower pass over the Cascades. Douglas authorized him to blaze a trail over this pass. Allison reported he cleared 36 miles of trail in 4 days, nearly half the distance. This was the Allison Pass trail, (called “Skatchet [Skagit] Pass” by Gustavus Epner in his 1862 map).
Another Cascade crossing had been established in 1859 by the American merchants in Bellingham. To eliminate the dangers the California miners were running in crossing the Strait of Georgia from Victoria to the Fraser River in Indian canoes and homemade boats, they hired Captain W.W. De Lacey to construct a trail on American soil (so far as possible) to the Fraser and Thompson River diggings. This Whatcom Trail, ran from Bellingham through Lynden, then up the Vedder and Chilliwack Rivers to Chilliwack Lake. At the time this was supposed to be in American Territory; the boundary was not yet surveyed. But even after the boundary was monumented, the customs officers were stationed at Langley, some miles distant, and miners using the Whatcom Trail would not encounter them. Liquor and provisions could thus be sent to the mines free of the 10% duty Governor Douglas had imposed. However, Captain De Lacy, in continuing the trail up the Chilliwack River was obliged to ascend Brush Creek to cross Whatcom Pass at 5000 feet to reach the Skagit River. His trail then ran up the Skagit ( back into British Columbia as it turned out). He ran out of money somewhere near Nepopkum Creek, and turned back to Bellingham in failure. There he found offered for sale to the miners, the map that A.C. Anderson had published in 1858 showing miner’s routes to the Fraser Diggings. On that map De Lacy discovered that just a few miles from the end of his work, he would encounter Anderson’s 1849 Brigade trail running to the Thompson River. He rushed back with fresh supplies and tied in his trail with Anderson’s The Bellingham Bay merchants then advertised their Whatcom Trail to the Thompson and Fraser Rivers via the Skagit and circumventing British Customs. But in spite of their efforts, it was Hope, not Bellingham, that became the gateway to the mines and the Whatcom trail received little use. No doubt a good many miners heading back to San Francisco with their gold took the route from Hope up the Similkameen trail to its intersection with the Whatcom Trail, and that route to Bellingham to avoid the export tax on gold.
In 1863, De Lacy turned up in Wyoming exploring the South Snake River.
Captain W. P. Grey leaves us an account of crossing the Cascades, probably on the HBC trail.
“When I was 13 years old we moved to British Columbia. This was in 1858.
“In the summer of 1860 we crossed the Mountains to the Similkameen River to prospect for gold.
We found gold on the south fork (the Tulameen). Father built two rockers, and for the next two months we kept busy. At the end of that time our supplies were running very short. I was (15) years old, and father decided I was old enough to assume responsibility, so he sent me to Fort Hope to secure supplies. “There was only an Indian trail, but I knew the general direction. I had to ford streams and cross rivers, but I had learned to swim when I was 8 years old, so that didn’t bother me. As we were short of provisions, I took only two sandwiches, thinking I could make the 140 miles in two days. I had a good riding horse, and I was going to ride from daylight to dark. I had not gone over 20 miles when a rather hard character in that country called “Big Jim” met me in the trail. He stopped me and said, “Have you got anything to eat?’ I told him I had only two sandwiches. He said, ‘I haven’t had anything to eat in two days. Hand me those sandwiches.’ I looked at him and concluded it was safest to give him the sandwiches. He bolted them down, and grumbled because I had no more. He was on his way out to Fort Hope but his horse was almost worn out. I wanted to go by, but he wouldn’t let me. He said, ‘Oh, no you don’t – we will stay together for company. Your horse is a good deal fresher than mine and I may need him.’
“As we made our way across a high cliff his horse lost its balance and fell, striking the rocks more than 200 feet below. He made me get off my horse and mounted mine. We rode and tied from there on in to Fort Hope. It took us four and half days, and all we had to eat during that time was a fool hen he knocked down. My clothes were almost torn to shreds.
“When I got home, I went in the back door. My mother saw me. She raised her hands above her head and said, ‘Oh Willie, what has happened to your father?’ I told her my father was all right, but I was nearly starved. I secured two horses and loaded them with bacon and beans, rice and other supplies, and started back for our camp. When some prospectors in town learned that we were making $10 a day to the man, they followed me to our camp.
As the rich bars of the Fraser and Thompson became exhausted, the miners who had done well headed back to California, while others who had not found success worked their way slowly upriver, testing the creeks and bars. They found small returns, but not enough to keep them from continuing up river. By 1860 they were 400 miles north of Yale at the mouth of the Quesnel, and still finding workable bars. But following the Quesnel upstream and over a low divide, they came on Williams, Lightning, and Antler creeks, and all turned out to be spectacularly rich in placer gold. Takings of $20 per day were reported; the news went out, and a new rush was on.
When the bulk of the American miners on the lower Fraser had left the two colonies for San Francisco in 1859, the boom deflated and business stagnated. The merchants had full warehouses in Victoria and New Westminster but no buyers. When the news of the Cariboo strike came, there was an instant determination to profit from it and revive the economy. Governor Douglas directed that a wagon road be constructed to the new diggings and gave it the highest priority. The detachment of Royal Engineers under Col. Moody were then at work out of Hope converting the Similkameen trail to a wagon road as the Governor had promised the miners to Rock Creek. Now they were pulled off and sent to Yale to construct the formidably difficult sections of the new Cariboo Road from Yale to Boston Bar, and along the Fraser past Spence’s Bridge. This was some of the most difficult road construction ever undertaken in North America. A 18 foot right of way had to be blasted out if sheer bluffs and supported on log cribbing and trestle work over ravines and steep bedrock declivities.
An early traveler remarked of this section, ”No mud between Yale and Spence’s Bridge. Nothing to make mud..” Civilian contractors took contracts for the remainder of the work which could be done by ordinary hand labor. Construction began in 1860 and was complete to Barkerville, the mining center of the Cariboo by 1866. At Spuzzum, Joseph Truch called on Andrew Hallidie who built the San Francisco cable car system, to come to B.C. and build the Alexandra suspension bridge across the Fraser for him. Truch collected tolls on this and the Spence’s Bridge, becoming both a rich man and Commissioner of Lands and Works of British Columbia.
From Spences Bridge Gustvus Blin Wright built the next 280 miles to Soda Creek where a steamer connection was made. From Quesnelmouth another section of road was run into the mining district, again built by G.B. Wright. The tolls on the Cariboo Road were $3.00 per ton on leaving New Westminster, plus $7.40 per ton to cross the Alexandra Bridge, $44.80 per ton collected at Lytton and another $7.40 to cross Spence’s bridge across the Thompson, a total of $62.60 per ton. On small shipments the charge was 30¢ per pound, which was dropped in 1864 to 15¢.
With the outbreak of the American Civil War in 1861 American miners enlisted or were drafted; few came north. This made the Cariboo Rush the first truly Canadian gold rush. For the first time large numbers of Canadians came west to take the road up to Cariboo and learn the techniques of placer mining.
The California and Oregon miners swept up in the draft for the Union forces were usually sent to the western frontier posts as “Volunteers,”to replace the trained regular troops who were wanted on the battlefields of the east. In succeeding years, these drafted American miners, bored with the monotony of frontier duty, were prone to desert and head north into British Columbia whenever a new strike was announced. These deserters made up the largest part of the American contingent in Cariboo.
The Cariboo road, though virtually bankrupting the cash starved colony, was an immediate success. A fast stagecoach service was provided by Barnard’s Express, and a government run Gold Escort with armed men was instituted to bring out the miner’s gold safely and deposit it in a colonial bank. Most miners saw this, however, as an HBC sponsored scheme and preferred to send their gold out by Barnard who was able to transfer it directly to San Francisco banks. Ox drawn wagons carried the freight at a slow walking pace. On the steep and narrow section blasted out of rock, with a three ton limit on Joseph Truch’s Alexandra Bridge, wagons were hitched singly. When they reached Boston Bar they were doubled up on the 22 foot road surface and pulled in tandem the rest of the way.
The richness of the Cariboo, far surpassing the Fraser-Thompson diggings, attracted American capitalists as well. The Portland, Oregon triumvirate of Captain John C. Ainsworth, Simeon Reed, and Robert Thompson, who dominated the lower Columbia with their Oregon Steam Navigation Company, determined to get in on the Cariboo as well. Captain Ainsworth had already taken over Fraser River transportation in 1859 with his fast and powerful boats. Now the OSN Company put their sternwheeler, Colonel Wright, on the run from Celillo, at the head of the Dalles rapids on the Columbia, to White Bluffs, where the old HBC trail, now used to supply the Army post at Fort Colville, terminated. But was it possible to get across the line into British Columbia with boat transportation? Captain Ainsworth proposed to follow the gold seekers north, and establish an all-water route from Portland, Oregon to Kamloops, B.C. From Kamloops a steamer could connect on Kamloops Lake to Savona’s Landing and a good wagon road led from there to the Great Cariboo Road. If he could get boats to Kamloops, Captain Ainsworth proposed, he could seize the Cariboo trade for Portland.
The gold discoveries on the Similkameen and at Rock Creek were encouraging to the Ainsworth Syndicate. As well, small diggings were opened on Mission, Cherry, White Man and Harris Creeks in the Okanagan. In the winter of 1860 the Ainsworth Syndicate had Captain W. H. Gray began construction of a boat on Osoyoos Lake, just south of the boundary line. Trees were felled and pit sawed by hand into lumber which was hauled to the lake. The vessel was 91 feet long with a 12 foot beam and built wholly with hand tools: saws, hatchets and chisels. The hull was caulked with wild flax (Linum lewisi) mixed with yellow pine pitch. She was launched on May 10, 1861, and used on the Okanagan river to supply the Rock Creek and Similkameen miners. The Ainsworths planned to install locks at Okanagan Falls to pass the boat through into Dog (Skaha) Lake and on into Okanagan Lake. From the head of Okanagan Lake a canal and locks were to lift the boat over the low height of land into the Shuswap River at Enderby. A run down the Shuswap and Thompson Rivers would bring it to Kamloops.
With the nearest railroad a thousand miles away at St. Joseph, Missouri, the thinking in the Northwest was still fixed on water transport. No one was sure a rail line could be financed and built to the Pacific Coast. The U.S. Congress was being lobbied by the Portlanders for canals and locks around the obstructions in the Middle Columbia at Bonneville and Celillo, and the Army Engineers were examining the feasibility of clearing the Upper Columbia for steamboats. In British Columbia the Ainsworths could not expect government assistance to build canals and locks that would siphon off the trade to the U.S. If the Okanagan boom developed into a major rush, the Portlanders intended to construct the works themselves. The Okanagan Rush, however, was over quickly, with no major goldfields found. Except for Rock Creek, the miners moved on, and the small steamer was brought down the Okanagan and Columbia Rivers, passing all the rapids successfully, to Cellilo. Her machinery was removed there and she served as a sailing craft for many years after on the run between Walulla and Celillo. The name of this vessel has unfortunately been lost.
The Cariboo was the richest of the gold fields with perhaps 22 millions taken out in comparison to the million and a half taken out of the Fraser-Thompson. Again a sawmill, Baylor’s, was packed into the gold fields in pieces and set in up at Antler to supply flume boards. With only wagon transport to the Coast, sawmilling in the interior depended on the local miners’ market. As at Yale when the mines closed, the sawmill shut down. The immense timber resource of B.C. save that on tidewater, awaited cheap rail transportation to foreign markets. To the coastal merchants Cariboo, and the road that had plunged the Colonies so deeply into debt, symbolized the Interior for years, as the source of wealth and speculation for Victoria and New Westminster.
The small strikes on Similkameen and at Rock Creek, Mission and Cherry Creek in the Okanagan were ignored as trivial, and while a branch was built off the Cariboo Road to serve Kamloops, the Cascade trails remained unimproved and the wagon road never reached more then fifteen miles out of Hope. The promising townsite of Princetown was abandoned and filed on as a cattle ranch. American ranchers drove herds of cattle and horse up the Okanagan to sell in Cariboo. Judge Haynes collected duties at the border and kept the peace with a constable at Osoyoos, and Gold Commissioner Cox issued miner’s licences at Rock Creek, but that was all. Southeast B.C. was wide open for exploitation by the Americans whenever they should return from their war.
When the veterans did return from the war in 1865 there was great agitation among the Irish ex-soldiers to join the Fenian Brotherhood and invade British North America as a blow against the British and a means of calling attention to the Irish grievances. In 1866 a report reached Victoria that 40,000 Fenians in San Francisco were preparing to invade British Columbia.
In response the Colony of Vancouver Island raised a militia of 180 men. Fortunately the San Francisco Irish, though they paraded and cheered bellicose speeches by William D’ Arcy, let it go at that and the Vancouver Island militia was never tested. In 1868 the Fenians were marching again and the British Admiralty notified Rear Admiral Hastings at Esquimalt of a suspected Fenian attack on Vancouver Island with the object of abducting Governor Seymour and holding him for hostage in exchange for Fenian prisoners in Irish jails. Another group in Butte Montana was to invade the Kootenays and seize the gold of the Big Bend. Neither of these threats materialized, and the Big Bend gold was long gone, most of it already in the United States.
The Fenian threat and the extremely modest forces available to counter it: the British naval vessels, a tiny Island militia and, east of the Cascades, only a few hundred scattered miners and ranchers, once again made clear how vulnerable to invasion from the south the Colony
was. In the following twenty years the American expansionists would take Alaska, the Hawaiian Islands, Cuba (for a time), and the Philippines into their empire. The distraction of the Civil war and the lack of a U.S. naval base on the Pacific, probably saved British Columbia from annexation.
Natural Splendour of the Arrow Lake
Ferns, Streams and Mountains
From the lakeshore up into the mountains, where the streams are regaining their strength after the heavy rains, the signs of late autumn are everywhere. Especially noticeable are the golden pattern-rich branches of the fern. The moisture-laden fog patches are hanging over lake and mountains longer and longer, as the weakened sun fails to penetrate the clouds. Nevertheless there is beauty to be found for those who take the time to look. These pictures have been taken in November. Enjoy.
The Peter and Gertrud Klopp Story – Chapter XXVII
There is a tide in the affairs of men.
Which, taken at the flood, leads on to fortune;
Omitted, all the voyage of their life
Is bound in shallows and in miseries.
On such a full sea are we now afloat,
And we must take the current when it serves,
Or lose our ventures.
Travel Preparations and a Farewell Speech on a Vinyl Record
The day after Biene had returned home, Adolf took my sister Eka and me on a whirlwind tour to Berlin, where we saw for the last time Aunt Alma and her family. On the way back we dropped in at the apartment of our brother Karl in Braunschweig, where he had recently embarked on a banking career at a local bank. There in the beautiful apartment we spent a few days with our brother, his wife Ingrid and their little baby daughter Annekatrin.
Back at home we directed our attention to the task of getting our belongings packed and ready. Our tickets for the voyage to Canada included the shipping charges for the wooden crates that contained all our personal effects. Almost too late we found out that we were responsible for moving them to the travel agency in Giessen. Almost instantly arose a heated argument among the hot-tempered siblings, myself included, as to whose fault it was for having overlooked such an obvious problem. Accusations were flying back and forth. It seemed that each one of us was on a faultfinding mission. Of course, no matter how hotly we debated the issue, the heat of the arguments would not move our big, heavy crates to Giessen.
Fortunately our cousin Jürgen arrived just at the right time and helped diffuse a potentially explosive situation. He suggested a cooling-off period for the enraged brothers. In Giessen we dropped in at the ‘Vienna Forest, a popular restaurant, where they served us grilled chicken and beer. Tension and lingering hostility abated quickly at the same rate as our stomachs filled with delicious food and copious amounts of beer. Now we were ready to tackle the shipping in a more amiable environment. Jürgen had just made the acquaintance of a fellow student, who would be willing to provide his old and dilapidated VW bus for the crates. After a few more drinks at a roadside fast food outlet we were going to announce the good news at home. However, the pub, ‘The New Homeland’, was still open in Watzenborn. We thought a few more beers would not hurt and would definitely clear away the last little bit of rancour, before going home. So we finally arrived in a fairly boisterous mood. Everybody had already gone to bed. But this did not prevent us from loudly announcing to Eka that we had found a solution to the shipping problem. We all withdrew into the furnace room, which with its excellent sound-proofed walls offered a modicum of protection against the noise. Befuddled by all that beer I played the guitar rather poorly often missing the correct fret, while Adolf sang the song merrily out of tune with the chords I was playing. In the meantime Jürgen and Eka had an animated discussion on the poor timing of our nocturnal arrival. Not receiving the appreciative reception that we were expecting, we decided to spend the night at Jürgen’s place in Giessen and slept for want of something more accommodating all three in one bed, but not before having a taste from the bottle of whiskey that happened to be there for this crazy occasion. Next morning (or was it noon?) Adolf and I, feeling somewhat remorseful for our rambunctious behaviour the night before, drove home quite willing to accept any criticism with a repentant heart and to make amends by getting the crates ready for shipment.
In the turmoil of the endless visits of well-meaning relatives and friends, who all came to say good-bye, I still managed to keep up the correspondence with Biene, although it was almost impossible to find a quiet corner in the house. I had made a recording of a few simple classical guitar pieces that I felt were good enough for her to listen to. In addition, I recorded a farewell message on tape and mailed it together with the music to a company in France to have it pressed onto a vinyl record. A few days before our departure date the record arrived, which I embellished with some pretty labels and redirected it to Biene’s home address. It so happened that on the very day we boarded the Canada bound vessel, the ‘Ryndam’, she received my gift.
The recording sounds a bit scratchy. But what do you expect from a 50-year old vinyl record?
Farewell to Germany
Career planning for his daughter was on Papa Panknin’s mind, when he asked Biene to have a serious talk with him. He was not fond of seeing her becoming a teacher. He felt that it would be too stressful for her. Sitting endless hours in lecture rooms, bending over and studying textbooks would lead to even getting more stressed out, when after her university training Biene would enter again the educational treadmill. In his opinion the best thing for her to do would be to get a job and earn money as quickly as possible. Being a little tightfisted and in control of the family purse strings, he may also have been thinking of the expenses, which a prolonged period of university training for his daughter would incur. In contrast to North American practice German law required that parents were at least in part financially responsible for their children’s post-secondary education. In addition, there was probably on his mind his son Walter, Biene’s twin brother, who was embarking on a six-year program at the Institute of Engineering at the University of Hanover. Biene, with her eyes firmly set on getting married, agreed to a compromise that her father had proposed. She would start immediately her teacher’s training at the university of Wuppertal, but at the same time apply at the German airline Lufthansa to enter a training program to become a stewardess at the age of twenty-one. In my eyes this was a good plan. I really wanted her to become a teacher. So I took comfort in the fact that thousands of young girls were dreaming about becoming a stewardess and only a few had their applications accepted every year. Therefore, I had no difficulty of sending my wholehearted approval and let Biene romanticize about working for Lufthansa and flying to Calgary, where she could visit me on her stopover flights to Western Canada.
At last, the day arrived when Adolf, Eka and I were on our way to Rotterdam, where we would board the passenger ship Ryndam that was to carry us to Canada. Mother woke us at 3 a.m. to make sure we would have ample time to enjoy a solid breakfast before we parted. One hour later we sat at the breakfast table. Aunt Mieze read from her devotional booklet and included us in her morning prayers, with which she had been greeting the day for as long as I can remember. The outside world was still shrouded in darkness, which put us all into a somber mood. The thought that we would not be seeing Mother and all the other dear relatives for a very long time was weighing heavily on our mind. Later on, we were occupied loading Jürgen’s car with our possessions, five suitcases, my tape recorder, guitar and a gigantic duffel bag with personal belongings too valuable to be trusted to the wooden crates. The heavy work made us forget a little the pain of leaving home. We even managed to put on a cheerful face, when we said our good-byes adding comforting words like ‘We’ll meet again in beautiful Canada!’
The Trans European Express train (TEE) was racing at an incredible speed towards the Dutch border stopping only at major urban centres. At Wesel, my previous hometown, which had grown into a city of almost 50,000, the train did not stop either. Shortly after noon we arrived in Rotterdam, where a taxi took us to the harbour, which was and still is one of the biggest and busiest ports in the world. There our ship was waiting for her passengers to come on board. In the harbour inn Adolf and I sat and drank beer, while Eka had a coffee to perk up with after such a long train ride. We were quite annoyed at the delay of our departure caused by the much larger sister vessel of the Holland-America line bound for New York, which happened to leave port on the same day. Finally we were allowed to embark. Before heading out into the Atlantic Ocean, the Ryndam, for the next ten days our home, hotel, restaurant, and entertainment centre, had to make two ports of call, Le Havre and Southampton. From England I mailed Biene my first letter written at sea.
Two Letters and a Poem
April 28th, 1965 Le Havre
My dear Biene,
We just left Le Havre and are heading towards England. Thousands of impressions hit me all at once. I feel as if I had already been on board for a very long time. It is like paradise. Yet, I am restless, because you cannot experience all this with me. I’d like describe to you how a typical day is panning out for us travelers. The tinkling of bells wakes us up in the morning. It is also reminds us in this gentle way to show up for breakfast soon. Then I climb down the ladder. For I sleep in the upper bunk, while Adolf sleeps below. We can shower or take a bath for as long as we like. Then we march off to the dining room. Never before have I seen a greater variety of food. When we return to our cabin, the steward has already made our beds. The cabin is very small, and if one had to share it with a stranger, that would definitely not be a pleasant experience. We all have our own peculiar habits, which someone else would have to get used to.
The entertainment program is so rich and varied that one does not know which item to choose first. You can watch English movies, go to the library, play all kinds of games. The big hit here is Shuffleboard. After lunch you can attend a concert, go dancing in the evening or have a beer in the bar. And now I experience all this without you! That makes me a little sad and pensive. When I turn melancholic, I gladly withdraw from all these fun activities and write in my travelogue.
Oh this heavenly weather! People are presently sun bathing and there is no rough sea, not even a trace of a swell. I wanted to experience a real storm. But my brother said that it would come soon enough, if I were really that keen on getting seasick.
Your picture stands on my little desk. When at night I look down to you from my bed, I feel infinitely happy. I wished I could do the voyage all over again with you, when I have enough money to pick you up in Germany.
In a few days you will begin your studies, whereas I while away the time here doing nothing. Tackle your academic work as if you never applied for the stewardess program and as if you pursued a life’s career. You should know that you can help me also as a trained teacher, perhaps later assist me for a little while, in case my own studies should be dragging on.
What would I give to be able to kiss you now! Until next time greetings to you and your parents!
On the same day Biene also wrote me a letter, which of course I was unable to read, until I arrived at my brother’s place in Calgary. I only included excerpts here to avoid breaking the chronological order of the family history.
April 28th, 1965 Velbert
My dear Peter,
Again you have made me cry. But don’t you worry, Peter. I did not have to cry out of sorrow (it was only lingering at the back of my mind), but from an overwhelming feeling of joy, happiness and unfathomable love. I listened to your guitar music and to your voice on the record you had sent me. I could not grasp it! I just sat there, and tears were streaming down my cheeks. I once read that only a few people really understand how to say good-bye, and you knew how, Peter. Never will I forget this!
Dear Peter, now you have been on board for one day and with every minute you are getting closer to your destination. And when you read this letter, the long sea voyage and the road trip across Canada will already be behind you. Tell me Peter, isn’t it an incomprehensible feeling to be on the high seas and to experience the vastness and beauty of the ocean? When I experienced the sea for the first time, I was deeply moved. It was in the year we had met. My family and I were spending our vacation on the island of Corsica. Toward evening we had landed on the island. It was night, when we reached after an adventurous trip through the mountains our vacation village at the sea. Completely exhausted we immediately fell into a deep sleep, from which I awoke unusually early in the morning. In eager anticipation to finally cast my eyes onto the sea, I quietly sneaked out, because my brother Walter was still fast asleep. Outside the air was cool and still. The sun had just risen above the horizon. The beach spread before me still completely untouched. I went a few steps down the slope and then I took in the full view of the sea! Somehow I was like in trance and could not move another step forward. Although the view was overwhelmingly beautiful, the infinite vastness also instilled in me a little bit of fear. I sat down very quietly in the sand and remained there, until the first beach guests, who frolicked in the water, broke the charm that had kept me spellbound. You alone, dear Peter, would not have dispelled the magic atmosphere.
Inspired by her memories Biene wrote the following poem and entered it into the Book of Dreams.
I will forever love the sea,
Even when the gulls scream
Above thousands of storm-tossed waves.
I love the play of colors in the surf,
The billowing clouds, the sun, the warm sand, …
How much would I like to sit with you
On a lonely beach, at the sea
With its music
Rather than being
Separated from you
So infinitely far away
On the other side of the ocean.
On board of the Ryndam I also romanticized the sea as if in response of her letter that I had not even read yet.
Gale Force 7 in the North Atlantic
After a few days of calm and sunny weather a violent storm broke out, which put an end to the leisurely lounging on deck and made most passengers withdraw into their cabins. I entered into my travelogue:
“ Today is an especially stormy day. Most passengers don’t dare to come on deck. They play cards instead or while away the long hours in some other way. But outside awaits the intrepid traveler an indescribable experience. I believe, if you fellow travelers were not afraid of becoming seasick, you would, like my brother and I, be eager to see what a storm Poseidon can whip up for you. At the stern of the ship we view how one of the most awesome spectacles are playing out in front of our eyes. Presently we have wind force 7 on the Beaufort scale, and the waves are piling up high threatening to engulf the Ryndam. In the dark all this takes on an all the more eerie appearance. The waves are bedecked with white foam. And it seethes and hisses like in a witch’s cauldron. When the crests reach a certain height, they seem to lose by the sheer wind force their support and dissolve into sheets of spray, which drift like blowing snow up against us. Feeling the mighty wind and tasting salt in our mouth, we are invigorated in body and soul. A great sea voyage turns into an inner experience.”
World literature is replete with fascinating stories dealing with violent storms at sea. Confronted with the raw unbridled forces of Mother Nature man seems so small, so weak and insignificant. In the early days of exploration sailing ships were being tossed about like little nutshells by mountainous waves and hurricane-force strong winds. In ballads, short stories and novels the authors extol the indomitable human spirit that pushed man beyond what was thought to be possible. Standing with Adolf at the stern, hanging onto the safety ropes, and leaning against the wind that threatened to knock us down, we caught a glimpse of what it must have been like to be a sailor on a small sailing ship. On the other hand the Ryndam passengers hardly noticed the storm that was howling on the outside of the steel hull. The 200 m long vessel pitched and rolled just a little. None of the entertainment programs were cancelled. Most passengers continued to play cards, watch movies, danced, or sipped whiskey in the bar. They all missed out on the adventure of a lifetime.
It was Sunday. I attended the church service provided by a Dutch minister in a large stateroom that served as church on this particular day. It was only a few months ago that I had bought a New Testament book in Latin with the twofold purpose of reading its message and keeping my ancient language skills alive. For similar reasons I felt attracted to the religious service. I wanted to hear God’s word and at the same time reinforce my English that had been getting rusty from lack of practice, since I graduated form high school. Was I ever into a treat on both counts! The minister spoke with a strong Dutch accent but very clearly. He explained how the Jews were devastated, after the Romans had utterly destroyed their temple in 70 AD. They believed that God had lost his dwelling place on earth and therefore could no longer live among them. The pastor emphasized that God had never lived in a temple. No man-made structure would be adequate to contain the glory of God. Instead he lives in the hearts of those who are seeking His presence and accept His Son Jesus as their personal savior. Hearing these words it felt like water was being poured on the parched soil of my impoverished soul and the seed that was once planted had just received the spiritual nourishment to grow and develop in the New World that I was about to enter.
A Mysterious Thing Called Love
We had already set back our time on board by three hours, which meant that we had covered more than half of the total distance of our route to Canada. Like a giant magnet the approaching American continent channeled and directed my thoughts and feelings towards it as to make me feel at home before we even arrived at the port of entry. At Adolf’s portable radio, which he had bought on board at the duty-free shop, we picked up the first Canadian stations and eagerly listened to music and news from the island province of Newfoundland. Yet, in spite of my joyful anticipation of soon setting foot on my new homeland, there were also moments, when being alone in our cabin I began to examine in a critical manner my motives for leaving Germany.
For my brother Adolf the voyage was simply a return to where he belonged after the successful completion of his journeyman program as a machinist. My sister Erika, a fully trained and certified nurse, wanted to escape the deplorable working conditions in the German hospitals, where she was overworked and underpaid.
But what about me? Wasn’t I a fool to leave Germany, where I could have enrolled in any of the post-secondary programs leading to a diploma in my favourite field in high frequency technology? The words of the kind army major at the basic training camp were still ringing in my ears and entered my thoughts about a great opportunity I may have missed. He had urged me to consider a career in teaching at the technical army schools as a high-ranking and well-paid officer. I could have also gone into teaching with excellent prospects in Germany. Seeing all these real opportunities I realized the painful irony of my situation. Even though I had never met Biene’s parents except for a brief encounter at the Baldeney campground, I was unknowingly sharing their conservative – we would say old-fashioned today – expectations for their future son-in-law. I felt like they did that to be acceptable to marry their daughter I would have to be able to support her. To achieve this goal, I needed a minimum of six years at a German university in order to become a high school teacher or an engineer in electronics. At the time of my immigration to Canada, there existed a two-years teachers’ training program. This would have been a crash course, which upon successful completion allowed the student to go out and teach as long as he or she was willing to put in the extra course work in summer sessions to complete the diploma requirements. So the main reason for me to emigrate was not to seek better jobs, to enjoy a greater sense of freedom, or to experience the grandeur of the Canadian wilderness, albeit very appealing in and of themselves, but that it was a means to an end, i.e. to get married to Biene as soon as possible. It was truly paradoxical that in order to be close to Biene in the future, I had to be far away from her, At this point in time we couldn’t even dream of meeting in the next couple of years.
It is a strange thing about love. We feel its power, yet we cannot describe it. It has no physical location, even though we assert we feel it in our hearts. It has no substance, yet we say metaphorically love is in the air. However, we know it exists whenever we are in it and feel its tug at our heartstrings. We begin to see things associated with our beloved that we did not see before. So it was the case with Biene and me. I was on my way to Canada. All of a sudden this relatively unknown country from a German perspective had taken on an entirely new meaning for Biene. If love had not established a connection to this alluring country across the Atlantic, she would not have cared much about it, when her sister Elsbeth in Gotha romanticized about Canada and the wonderful things she had seen on TV. But now the floodgate of associations was wide open. Anything that had even remotely to do with Canada filled her heart with joyous anticipation. Somehow its name had taken on an auspicious meaning for her. She bought travel books on this second largest country in the world. Soon she described herself tongue-in-cheek as an expert on Canadian affairs. Whenever something related to this country came up on the radio, she perked up and eagerly listened to the news. On her daily trip to the teacher’s college in Wuppertal she walked by a large clock that indicated also the times in many other locations in the world. Of course, she would be interested in knowing the time in Calgary, where I would soon arrive by car with Adolf. When a seminar with slide presentation on travels in North America was offered to the general public at a community college, Biene attended the session. The presenter Martin Winter had traveled across all the Americas. He showed his slides of the Canadian wilderness, the majestic Rocky Mountains, serene lakes and raging rivers. When he talked about Calgary and the Stampede, the greatest rodeo spectacle on earth, Biene was so thrilled, she went to see him after the presentation and told him that her fiancé was just then on his way to Canada. ‘One day’, she wrote me in her enthusiasm for this wild and beautiful country, ‘you must take me camping to one of these glorious mountain lakes.’
Arriving in Canada in our Sleep
In the meantime on board of the Ryndam we could tell that we were approaching Canada’s territorial waters. The storm that had been stirring up the ocean moved on eastward and made room for sunny sky and calm conditions. The temperature plunged to 2° C. On deck we had to wrap ourselves in woolen blankets to enjoy a short sunbathing session in the cold air. The Ryndam seemed to have reduced her speed although there were hardly any waves. Suddenly we heard a message over the intercom speakers to alert us to an iceberg that was floating by less than one km to the right. As we were coming closer, we marvelled at the beauty of the mountainous object that glittered in the bright sunshine like a diamond of gigantic size. Knowing that ninety percent of an iceberg is submerged and invisibly spreads into all directions, we now understood why the captain had decided on a slower pace. Fifty-five years ago about the same time and in the same waters a single iceberg had sent the ‘unsinkable’ Titanic in less than three hours to the bottom of the sea.
The next morning three fishing vessels were slowly passing by on starboard, a sure sign that we were not far from land. Seagulls suddenly appeared as if from nowhere and trailed our ship at the stern expecting to find scraps of food that someone might have thrown overboard. Then the first offshore islands emerged from the hazy horizon. They looked desolate and uninhabited. They were all covered in snow. The icebergs, the snow on the islands and the chill in the air made us feel that spring had not yet come in this part of Canada.
My sister suffered from a sore throat and decided not to accompany us in the car to travel across the continent, but to take the train instead. In the evening Adolf and I went into the bar that was more crowded than usual to say good-bye to our friends and table companions. At three in the morning, I am not sure after how many shots of whiskey and how many glasses of beer, we were finally done with saying our good-byes. After getting only a few winks of sleep, we awoke this time not by the familiar tinkling of the breakfast bell, but by an eerie quietness. Still groggy from all the partying the night before we however managed to jump into our clothes at lightning speed and rushed on board. We were anxious to find out what kind of calamity the Ryndam had gotten itself into. Perhaps the engines had broken down. Or did those dreadful icebergs surround us? What a pleasant surprise was unfolding before our eyes! The Ryndam peacefully lay securely tied to the pier posts at the Quebec Harbor. What a shame! While sleeping we had arrived in Canada.
After breakfast Erika and I with all the other immigrants walked over the gangway past large cargo and shipping facilities to the federal office building. There a friendly bilingual customs and immigration official greeted us and carefully examined our passports and the flimsy unassuming piece of paper we had received from the Canadian embassy in Cologne. The terrorists of today would be laughing at the simple document of fifty years ago. A photocopy on ordinary paper would have sufficed to let them slip by our border checkpoints. While we were waiting to get our documents stamped and approved, a charitable organization offered us our first cup of coffee on Canadian soil. It turned out to be a typical brew as offered then in most American coffee shops, so weak and bland you could be drinking it all day without any adverse effect, as some people were in the habit of doing. A Catholic priest asked us about our plans and provided us with useful information on Alberta, British Columbia and the other provinces of Canada. Then quite relieved that we had successfully jumped the first hurdle and had officially become a member of the Canadian society with all its rights and responsibilities except for the right to vote, we returned to our ship to reconnect with Adolf. The French-Canadian officials at the pier smiled, when I played the German folk song ‘Muss i denn, muss i denn zum Städtele hinaus’ on the harmonica. Elvis Presley sang this lovely tune while with the American Armed Forces in Germany. Wooden Heart was its English title. The sentimental Germans who themselves were beginning to forget and to neglect their very own folk songs liked the Elvis version so much that the song maintained the number one position on the German record charts for several weeks in a row.
Now we were at liberty to visit Quebec City. Adolf, who as Canadian citizen did not have to go through the immigration procedure, joined us to explore the only walled city in all of North America. We took a taxi to the city centre. We traveled past wooden houses painted in bright, sometimes garish-looking colors offering a bewildering sight for the new immigrants from the Old Country. When my sister and I noticed the ugly power poles often leaning at a precarious angle in the back alleys with wires seemingly helter-skelter stretching out in all directions, we broke out in irreverent fits of laughter. Adolf was quite annoyed, as we had touched a sensitive nerve. After all it was his home country that we were insulting with our disrespectful conduct.
We got out of the taxi at the statue of Samuel de Champlain, the French explorer, founder and first governor of Quebec. There Adolf and I decided to separate from Erika and her companion Beate, as they were more interested in shopping. We two brothers, however, wanted to have a good look at the ramparts and fortifications of this historically rich city. So we took a tour of the classical 17th century defense systems with its mighty walls, which unfortunately in the end did not prevent the British redcoats from taking over all the French colonial possessions in North America.
When hunger pangs reminded us that it was time to have lunch, we dropped in at one of the many restaurants catering to the tourists that were flocking to Quebec City by the tens of thousands every year. We ordered steaks, large enough to fill out the entire plate and at $2.00 a bargain even at the then current dismal German Canadian currency exchange rate of four marks to one dollar. I had trouble communicating with the waiter with my Parisian school French. So I could not figure out, why they could not serve us any beer, which would have complemented nicely the fabulous meat dish. To quench our thirst, it felt odd that we had to move on in search of a beer parlor. To call it a pub would have definitely been a misnomer. The place was filled with dense cigarette smoke wafting above oversized round tables, the jabbering of hundreds of people echoing from the bare walls gave more the impression of a large waiting hall at a German railroad station than that of a cozy inn, like the one where Biene and I had spent a romantic afternoon on Mount Vogelsberg. These beer parlors had been built based on the mistaken belief that their grotesque ugliness would deter people from gathering and drinking beer. Great was my amazement to watch the clients order half a dozen glasses of beer all at once, not caring about their drink getting stale. Some even sprinkled salt on their brew or ate heavily salted peanuts to increase their thirst for more. Adolf was quite used to this custom, which seemed to me a relic of the past. It was a bit of a culture shock to me and I was happy when we returned to the Ryndam, where we enjoyed the sumptuous farewell dinner that the cooks had prepared for us, truly a culinary experience par excellence.
There were many last times on this floating hotel and entertainment centre that had safely carried us across the Atlantic, the last dinner with our table companions, the last game of chess with a Yugoslav doctor, the last card game of Mau Mau, the last visit to the bar, the last time I climbed up to my upper bunk, a last glance from above on Biene’s portrait on the cabin’s tiny desk, the last time the little room bell tinkled and called us for the last breakfast on board of the Ryndam. My heart filled with a sense of nostalgia and bittersweet feelings of regret. I had to leave this wonderful ship with her dedicated staff behind. I felt sad that I had not been able to share all these memorable experiences of the eight days on board with Biene.