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Showing posts with label Sir Catchick Paul Chater. Show all posts
Showing posts with label Sir Catchick Paul Chater. Show all posts

23 December 2021

Eric Moller: Jockey and Trainer to Sir Catchick Paul Chater

Most people in the shipping world, know the name “Moller”.  This is in no way a full account of the life of Eric Moller, that has been covered in publications and books already, but rather a snapshot of a time when his life crossed with Sir Catchick Paul Chater. Chater valued Eric for his talent and experience as a jockey and trainer and the all-important winning horses, and Sir Paul, being the man he was, retained Eric with ample generosity.

Image: Liz Chater's private archive

The hyperlinks in square brackets [  ] do not work, please scoll to the end for the appropriate reference number.

Eric was drawn to horse racing, both in Shanghai and Hong Kong, his father Nils Moller  was just as keen, so it was rather inevitable the apple didn’t fall far from the tree. As early as 1899, Eric is recorded as racing in Hong Kong. Watching from the Judge’s box, Paul Chater saw the potential talent this young man had, and very likely earmarked him as a possible jockey in his own stable. That year, Eric rode for a number of owners a total of 16 races during the meeting; he had 2 wins, 1 second place and 3 third places. His wins that year were on Mr. Arnold’s Straightaway´ in the “Lucky Cup”, and Mr. Orr’s ‘Rookwood’ in the “Flyaway Stakes”, it would be the beginning of a racing career that would eventually propel him to being a very successful jockey and later a celebrated owner in Shanghai.

 

But first, a complicated family setup meant there was a lot to learn about life for him and some bitter pills to swallow. Extreme circumstances, requires extreme measures, and they are not always the ones you wish to take. To find yourself in a position where you have to fight a parent in a court of law over a family inheritance that you are legitimately entitled to, is quite simply, shocking.  Following the death of their mother, that is the situation Eric Moller and his siblings found themselves in.

 

Eric Moller’s father was a sea captain named Nils Moller, who was born in Brunnby, Sweden in October 1825[1]. He had first married Jenni Charlotte Marie Holm in the early 1850s, most likely in Scandinavia, their first child, Pehr, named after his own father, was born in Burr Street, Aldgate, London in April 1856[2] and was baptised in St. Boltolph Without Aldgate,  on 1st June[3]. Nils and Jenny’s second child, Maria Teresia Moller was born 25th March 1859 in Sweden.[4] Jenni died just a few months later also in Sweden.  Nils wasted no time in remarrying, after all, he had two small children who required care and a mother figure.

 

Simple family tree showing Nils Moller's first marriage

That came in the shape of Alethea Appleby Stephenson.  Daughter of a vicar, she and Nils were married in Nottingham on 31st October 1860 at St. Mary’s church in the city by her brother, also a vicar, the Reverend W. Stephenson[5].   No sooner had they married, they then sailed for Shanghai, where, in 1861, Nils dipped his toe into general trading and auction room sales, before getting into the shipping business in 1866. Nils and Alethea went on to have at least five children: 

 

Charles Henry Christopher Moller  born 1862 in Shanghai[6]

Eric Arthur Moller born and died in 1864 in Shanghai[7]

Hilda Jane Appleby Moller born 1865 in Nottingham[8]

Anna Muriel Moller born 1867 in Nottingham[9]

Warden Appleby Moller born 1871 in Shanghai[10]

 

In addition to her own children, Alethea was also caring for her two step-children, Pehr and Maria Teresia Moller.

 

 

Simple family tree showing Nils Moller's 2nd marriage

On a voyage back to Shanghai from England in 1870, Alethea had engaged a lady companion for the trip; she was called Hannah Clappison. [11]  Once back in Shanghai, Nils appeared to take more of a shine to Hannah than he did his wife, and went on to conduct a relationship with her right under the nose of Alethea, fathering five children with Hannah, they were:

 

Hannah Marian Moller aka Minnie born in 1874 at sea on board the ‘Glaucus’[12]

Nils Eric Amelon Moller aka Eric Moller born in 1875 in Sculcoates, Yorkshire[13]

John Arthur Moller born in 1878 in Shanghai[14]

Daisy Moller born in 1879 in Shanghai[15]

Kate Winifred Moller born and died in Shanghai 1884/5[16]

 

 

Simple family tree showing Nils Moller's relationship
with Hannah Clappison.
Also third marriage to Harriet Fuller

By 1881 Alethea had returned to Nottingham, England with her children and set up home in Prospect Place. Not only was Alethea looking after her own children, she was looking after her step-daughter Maria Moller.[17]  Meanwhile, Nils was in Shanghai with Alethea's 'lady companion' Hannah, who had assumed the role of 'wife' to Nils. There was no divorce for Alethea who remained in England. She travelled on a couple of occasions to the USA to see her step-son Pehr and her daughter Hilda Standring and their families. On the whole, Alethea lived in various locations in the South East of England, dying in St. Marys and St. Josephs Nursing Home, Chiswick in March 1920.[18] She is buried in St. Mary’s Churchyard, Barnes, Surrey. In the same cemetery are the remains of her children, Charles Henry Christopher Moller who died in 1928,  Anne Muriel who died in 1942, and Warden Appleby who died in 1950. In addition, there are also the remains of Charles Moller’s wife, Mary Helen nee Pierce who died in 1961 and two of their children, Harold Percy who died in 1952 and Nils Harry who died in 1962 respectively. [19]

 

Hannah Clappison died in Shanghai in May 1891, and of course Nils was still married to Alethea. Hannah made a will before her death, providing amply for her 4 surviving children, making Nils the executor to oversee the equal distribution of her estate to her children.

 

“All I own in this world, such as ships, houses and landed property, I give and bequeath to my good friend Nils Moller, in trust for my four children when they come of age, and may God bless and protect them all. Amen. Dated at Avenue Lodge this 5th Day of February 1891.” The will was written in the handwriting of Nils Moller.

 

She was possessed of three sailing barques (later Nils would claim these were “gifts” from him, who expected her to return them to him as bequests in her will),  the “Valkyrien”, “Contest” and “Lucia”, as well as three lots of land in Shanghai; B.C. Lot 1156 known as the “Washing Company’s” land; B.C. Lot 570 known as “The Gables” and finally the family home known as “Avenue Lodge”.  Nils successfully proved the will at the Supreme Court in Shanghai in July 1891, but he had failed to include as assets the barque “Valkyrien” as well as the three lots of valuable land. Nils had deliberately tried to devalue the estate of the woman he considered his “wife”.  He was able to deceive the children because they were all still under age. Meanwhile, Nils,  set out to “reclaim” ownership of Hannah’s property in a most despicable fashion. 

 

Nils was custodian of the property in Hannah’s will, which was to be held in trust until her children came of age. He deliberately chose to undertake a “transfer” of ownership of the vessel “Valkyrien to his son, Eric Moller in 1895, who was actually already the owner. Nils then got his son Eric to sign a document giving all the property to his father. Nils qualified the transfer of property from Eric to his father by saying: “the will was not worth the paper it was written on”; Eric and his siblings believed him. Why wouldn’t they? He was their father, the person you trust with your life.  Nils went on to sell the  “Valkyrien” in 1900 without Eric’s knowledge or permission, a vessel Nils had no right to sell. The transfer document Eric signed in favour of his father included  B.C. Lot 570 (The Gables) and B.C. Lot 1156 (Washing Company’s land); Nils had sold his son’s legitimate inheritance from under his nose.

 

With the children still under age, and therefore not in control of their own affairs, Nils did this feeling confident it was something he could get away with. Not only did Nils fail to pay his children their rightful money, he refused to do so when the sales of these items had come to light.  Besides the lack of honesty regarding the money from the sales, there was the personal betrayal and deceit Nils had undertaken towards his own children. One can only imagine how Eric must have felt. Nils’s own business affairs was not plain sailing, and on 1st January 1894, perhaps anticipating financial trouble ahead, and not wishing to divide any of the children’s inheritance he had full charge and control of, decided to amalgamate the whole lot by establishing the firm “Nils Moller and Sons” with himself as senior partner and Nils Eric and John Arthur Moller as (under age) junior partners. The firm was created purely with the property of Hannah Clappison, something the two brothers Eric and John Arthur were completely unaware of at the time.    In 1895, Nils, as senior partner, head of the firm of Nils Moller and Sons, and being the sole trustee of the estate sold the “Washing Company”, B.C. Lots 1156 and 1654 for Tls 24,000. Later in 1897, Nils sold “The Gables”, B.C. Lot 570 for Tls 16,000, the proceeds of each transaction being placed in the accounts of Nils Moller and Sons. It was during this time that Nils got Eric to sign over a “Division of Property” document. The contents were dictated by Nils to Eric, and said:

 

Shanghai 25th March 1897

My Dear Father,

This is to certify that all ships, houses and landed property now registered in my name in the British Consulate of Shanghai are your bona-fide property, and I hold same subject to your disposal and I am prepared to transfer same to any one you may appoint when called upon by you to do so.

 

I am,

My Dear Father

Your Affectionate Son

Nils Eric Moller

 

To Mr. Nils Moller

Shanghai

In the Empire of China

Witness to signature

John Baesler

Ship Broker

 

As naïve Eric Moller, captivated by his love of horses, forged ahead with his racing career, he was completely oblivious to the underhand dealings his father was conducting and how his mother’s legacy was being manoeuvred, not to benefit Eric and his siblings, but to reinforce the pockets of his father. Eric continued to ride horses, both in Hong Kong and Shanghai and it was becoming clear he had a good eye in spotting winners and riding them over the line to win.

 

In 1900 Nils Moller gave a Deed of Gift to his sons Eric and John Arthur Moller giving them equal shares in the vessels “Lucia”, “Osaka”, and the “Contest”, along with office furniture and the goodwill of the shipping business.  Out of the income from these ships a monthly allowance was to be paid of $60 to each sister, Minnie and Daisy. Nils also went on to stipulate that his two sons were to abstain from “all gambling in shares and stocks, and also from all horse training and riding for the public, and they are to give their undivided attention to the shipping and commission business of Nils Moller and Sons”.  Nils expected his sons to demonstrate dedication, commitment and honesty in return for the company; however, these were not qualities he wanted to reciprocate to them.

 

The siblings (Plaintiffs) were represented in court by Mr. Stokes who requested that the proceedings of the case should be held without the presence of reporters. Mr. Stokes said: “What I have to say involves a great deal of personal history. It affects not only the living, but the dead, and I most urgently beg for that concession, if not out of regard for the living then for the sake of the memory of the dead”.  They did not get their way and Counsel for the defendant (their father) said: “As they have chosen to make these statements public, they must stand by any unpleasantness that may arise from that publicity.” Family shame and embarrassment would unfold.

 

The Court heard that the siblings became suspicious of Nils’s actions around 1901 when “a dispute arose over five tug-boat shares which were given by Nils to his two daughters Minnie and Daisy, and were kept in the safe of Nils Moller and Co. He got the girls on one occasion to sign a transfer, as it would, he said, be more convenient for collecting dividends if they were in his name. Everything went on smoothly and the dividends were paid, until the girls happened to hear that these shares had been sold and from that there was a split in the family. Nils first denied that he had sold the shares, but afterwards admitted it, and from that time there was unfortunately a want of that confidence which should obtain between parent and children, and the boys thought they would like to make some enquiries and find out what was the value of their mother’s will. They went to the British Consulate General and found to their surprise that this was a bona-fide will.  Nils had put all the property into the name of the firm Nils Moller and Sons, and when the Gables was sold the proceeds were put on a fixed deposit in the Bank in the name of Nils Moller and Sons and the same was done in the case of the Washing Company and the Valkyrien.

 

Nils continued to syphon assets that belonged to his children into the company Nils Moller and Sons.  In court he was supported in his petition by his wife Alethea Appleby Moller and their four children as well as the two children Nils had with his first wife Jenny, Pehr and Maria Theresia Moller. By siding with their father it was clear the legitimate children were rounding on the illegitimate children, all implying to the court that the claim of Eric and his siblings would have an adverse affect on their own inheritance.

 

It was judged that a Deed of Gift dated 6th December 1900 from Nils Moller to his sons Eric and John Arthur Moller “giving” them 3 sailing vessels along with $5,000 was deemed invalid; how could he give to his sons property that didn’t belong to him in the first place; Nils had been generous to a fault with someone else’s property, and his scheme had backfired. Another Deed of Gift between Eric Moller and his father Nils of 1897 where Eric gave “all ships, houses and lands……”  was also deemed invalid because Eric had been misled in a coercive fashion regarding all the property.  All-in-all, Nils had been caught with his fingers in the till; swiping not just money and assets, but personal integrity, honesty and trust from his children.

 

Almost a year after the start of this case, the final payment outcome was judged to be as follows.  Nils had to pay to his son Eric and his siblings Tls 25,649.24, they were also to retain 3 sailing vessels and the goodwill of the company Nils Moller and Sons.  In addition, Nils was ordered to pay Tls 1,608.75 to his daughters Minnie and Daisy Moller, interest was to accrue at a rate of 7% from the date of judgement, 20th January 1903, until payment of the principal sum was made.

 

It is often recorded that Eric and John Arthur Moller  “took over” or inherited the shipping business, from their father. But we can clearly see that wasn’t the case;  it was rightly awarded to them by a Court of Law following a continued and prolonged period of deception of Nils towards his children where he tried and failed to manipulate the assets of his late mistress to his own benefit. Nils miscalculated; a judge saw through his deception. [20]

 

 

To add insult to injury for Eric and his siblings, there was the fact that only 5 months after the death of their mother Hannah, Nils had remarried to Harriet Fuller of Shanghai.[21] 

 

Marriage record of Nils Moller and Harriet Fuller

Harriet was the daughter of an architect and active Missionary, William Robert Fuller, so I guess Nils conveniently forgot to mention he already had a wife back in England who was very much alive. Dishonesty raised its ugly head again, Nils had committed bigamy.

 

Probate notice for Alethea Appleby Moller

Nils’s legitimate wife, Alethea died in 1920.

 

After the court case, Nils returned to Sweden, where he passed away in May 1903. There was the briefest of notices in the Shanghai/ Hong Kong papers.

 

Free of the controlling constraints of his father, Eric threw himself back into horseracing with gusto.  He rode for a number of owners, including Sir Paul Chater on various occasions.  He, along with McBain, F.R. Vida, and A.R. Burkill were the "go-to" jockeys Sir Paul relied on. Sir Paul made every effort to bring them down from Shanghai to Hong Kong as much as he could, to ride for him at Happy Valley. I have no doubt he made it financially attractive for them to make that journey. Eric Moller's business was run from McBain Building on the Bund in Shanghai, all the jockeys had full-time business operations and they used horse racing as their "pastime". Squeezing racing in between work!

 

One of many acts of kindness performed by Eric Moller during his life was in 1918, when his manager of Messrs. Moller & Co., (Hongkong) married in Shanghai to Miss Clarice Leslie of Sydney. After a quiet ceremony at the Cathedral, Eric entertained the wedding party to lunch at his original family home “Fairyland” in Route Ghisi. This house had been purchased by his father-in-law, John Blechynden, around 1907 and put in his wife’s name.[22] to ensure the family had a safe and secure home. It was a well thought through move, because in 1924 Eric found himself being declared bankrupt, his creditors accepted the deal presented to them of 5/- in the Pound. They were all swallowing substantial losses, and it couldn’t have been an easy time for Eric and his family.

 

In December 1926 Eric sold the Moller family home, “Fairyland” at Route Ghisi to the Sino-Japanese Society for $2,000,000. It is today known as Yueyan Road and I believe is now the home of the present Shanghai Institutes for Biological Sciences and Chinese Academy of Sciences.  

 


18th December 1926 notice Moller’s “Fairyland” is sold.

 

This period coincided with Eric riding successfully for Sir Paul Chater, both in Shanghai and in Hong Kong. It is almost like he turned to what he knew to be constant and reliable to regain some stability in his life.

 

The main building was erected in 1931 with compensation from the Boxer Rebellion.[23] The taller building is definitely of 1930s architecture,

 

Image: Via Shanghai Now. http://shanghaiimayou.blog.fc2.com/blog-entry-126.html shows the two clear styles of architecture.
 


You can see the difference in architecture quite well from this image,
courtesy of ShanghaiArchitectureWandering

 

But the smaller single storey entrance is more in keeping with the style of architecture from around the turn of the century, I would say the gate posts are also original and I speculate that they, along with the single storey entrance way were originally part of the Moller “Fairyland” home.

 

Image: Wikipedia

Looking at the single storey entrance, and compared to other buildings in Shanghai at the turn of the century, such as the French Consulate, there are striking similarities, but I emphasise it is only to the entrance way, not the taller building behind. I would therefore suggest that it is very likely that part of “Fairyland” was incorporated into the new building, and this may be the only part of the original “Fairyland” existing.  There are a couple of good close up images on Flickr where the two different styles of architecture can be seen.

 

Further evidence this is the same building Eric sold to the Society can be found in the report which states: “……Mr. Yada and Mr. Ouchi, Japanese, will act as trustees of the Society’s fund, which, derived from the Japanese portion of the Boxer Indemnity Fund……..”  the wall plaque confirms erection of the building.

 

Image: Via Shanghai Now. http://shanghaiimayou.blog.fc2.com/blog-entry-126.html

 

This is the first time that Moller’s first home and the Science building have been proved to be connected to each other.

 

Buoyant again with money in his pocket, Eric was quick to instigate a rebuild of a home that could accommodate his large family. He started in 1927 and it was completed in 1936, today, what is known as “Moller Villa” in Shanghai is the result of that vision.

 

Image courtesy of www.mollervilla.com

Although Eric’s business life was in a difficult place, having recently been made bankrupt, he nevertheless took up Chater’s very tempting offer to ride Saucy Dahlia in May 1925 in the Shanghai Races, winning the Derby there.  In 1926 Sir Paul Chater won the Hong Kong Derby with ‘Glorious Dahlia’ ridden by Teddie McBain.

 

This unique, rare and never before seen image shows Eric helping to lead in that winner with Sir Paul and Lady Chater (out of shot).

 

Image: Liz Chater’s private archive

Eric and his family were always part of Shanghai life. Some articles and books state he arrived there in 1919 with nothing to his name. This is not true; he had arrived in Shanghai as a baby, spent his early years there, was educated there, took his first tentative steps into business there. He made a business trip to England in 1919 and he returned to Shanghai in 1920 after a 6-month visit, He had gone to review his business interests there. Finding they were in a sorry state, he came back to Shanghai, where he had always lived and worked and brought his family up.

 

There’s an awful lot more about this man, and the Moller family available to read, if you are interested, I do recommend you research more online.  My particular story on this blog is simply a small snapshot of how his life touched that of Sir Catchick Paul Chater through their shared passion for horseracing, and is in no way a full and complete record. I have deliberately not included his business life, I wanted to highlight the sporting connection to Sir Paul Chater, rather than Moller’s business dealings.

 

A recently published book that includes a number of references to Eric in Shanghai is worth a look:  “Champions Day: The End of Old Shanghai” by James Carter. A number of pages are available for review on google.

 

Eric, was a very well liked and respected businessman throughout his life, but it was tragically cut short when the aeroplane he was travelling in, crashed at Singapore Airport in 1954, his daughter Nancy, witnessed the disaster from the terminal.  Further distress was caused when it was discovered that Eric’s body had been mistaken for a Hindu banker, who also died in the plane crash.  The banker, who had mistakenly been identified as Eric Moller, had been buried as a Christian in the mass grave prepared for the victims of the crash, whilst Eric’s body had been taken to the Hindu crematorium in Singapore, his ashes, mistaken as the Hindu banker, were then flown to India to be sprinkled in the Ganges. The error came to light when a dental plate was found at the Hindu crematorium, it was identified as Eric’s. His daughter Nancy asked the Courts for the body to be exhumed from the mass grave in Singapore for re-identification. Only then did the painful truth come to light.

 

His wife carried his legacy, his children carried his genes and those of his father Nils and mother Hannah.

 

Image: Liz Chater’s private archive

And what of Nils Moller’s final bride, Harriet Fuller, who found herself in the embarrassing position of marrying a bigamist?   Although there is no official record available at the moment suggesting she found Nils out, by 1893 Harriet had reverted to her maiden name of Fuller when witnessing the marriage of friends Ebenezer Murray and Emma Ann Fairy in Chefoo. Another witness was Harriet’s sister Edith E. Fuller, so the very longest the “marriage” survived was two years.

 

In fact, Harriet is recorded as marrying again, using her full maiden name, in September 1897. Taking vows for the second time in her life, she betrothed to Harry Houston, an American from San Francisco, who, as it turned out, was a deserter from the US Navy, although I doubt Harriet knew that at the time. 

Harry Houston

 

The marriage was at the American Consul General’s office in Shanghai, he was 21, she was around 37 but this too, was to quickly turn sour for her.  In November 1898, a year after they married Harry took £1000 from Harriet saying he would go to the USA to set up some business agencies, but he failed to return to Shanghai as promised. In February 1899 Harriet happened to see in the  San Francisco Chronicle an application by Harry to have the marriage annulled on the grounds he had been “under age” and personally threatened with violence if he didn’t marry Harriet.  Her response was swift and forthright, and denied she had coerced him in anyway, and implied that in fact he had married her for her money and done a runner.  Her fight to clear her name and regain her reputation continued, and in June 1899 she also discovered that Harry had remarried to Isabelle Jellison on 29th January 1899; he had done to her exactly what Nils had done, committed bigamy.  Isabelle Jellison’s parents were non too pleased, to say the least, and the whole sorry saga must have been a very bitter blow for poor Harriet.

 

In the early 1920’s Harriet left Shanghai for good and went to live with her sister Edith and her family in Canada. Harriet passed away in British Columbia on 5th January 1936, her funeral took place the next day and she was buried in the Royal Oak Burial Park, Victoria.

 

I do wonder if Eric Moller and his family offered any sympathy, support and comfort to Harriet during her traumatic time with Nils and later, her misguided marriage to Harry.  Eric was a kind and generous man by nature, and I would like to think he extended a hand of friendship to the beleaguered Harriet.   Eric did seem to take everything life threw at him with an unusual amount of stoicism and grace, and I tend to think he was the kind of gentleman Sir Paul Chater enjoyed the company of enormously. Their shared passion of horseracing would have given them hours of gentlemanly conversation over the years, and I’m sure each learnt a little more from the other.

 © Liz Chater 2021



[1] Swedish Selected Baptisms 1611-1909

[2] Birth certificate

[3] England, Select Births and Christenings, 1538-1975

[4] Sweden Indexed Death Records 1840-1947

[5] Leeds Intelligencer 3rd November 1860

[6] Peerage.com

[7] London and China Telegraph 28 November 1864

[8] California, U.S., Death Index, 1940-1997

[9] London and China Express June 1867

[10] 1939 Register

[11] N.C. & S.C. & C. Gazette 19 March 1902

[12] UK, Registers of Births, Marriages and Deaths at Sea, 1844-1890

[13] N.C. & S.C. & C. Gazette 19 March 1902 also East Riding Archives & Local Studies Service

[14] U.S., Social Security Applications and Claims Index, 1936-2007

[15] Free Access: Europe, Registration of Foreigners and German Persecutees, 1939-194

[16] My Heritage

[17]1881 Census

[18] England and Wales Probate Calendar

[19] Surrey Burial Records, St. Mary’s Church, Barnes

[20] North China Herald and Supreme Court & Consular Gazette March 1902

[21] UK, Registers of Births, Marriages and Deaths From British Consulates, 1810-1968

 

[22] Public examination into his bankruptcy

09 June 2021

Take One Orange, Add A Twist

 

The Chater Collection and Bizen-Ware Collection of Sir Catchick Paul Chater by James Orange.
Image: Liz Chater's private archive.

This isn’t so much about James Orange’s successful career in Hong Kong, it is about his early life and in particular, the first journey that took him to the fragrant harbour. He is, of course, remembered for his engineering skills in Hong Kong, predominantly the Tytam Waterworks project. He is also famously known for pulling together the Chater Collection book that catalogued the 430 paintings and drawings that made up this unique and valuable art owned by Sir Catchick Paul Chater.  James was a collector in his own right and it is very likely that he and his good friend Sir Paul Chater spent some time during their 40 year friendship discussing, comparing, even gossiping about their joint love of Oriental art, china and porcelain ware. Was James influenced and encouraged by Sir Paul? It is very likely, their areas of interest where the same, for instance, they both collected Chinnery. If you were to visit the Victoria and Albert Museum or the British Museum in London to view James’s collection, I would like to think that you would be seeing a portion in mirror-image of what was in the Chater Collection, which is now sadly lost, apart from 80 pieces housed at the Museum of History in Hong Kong.

 

But what of James Orange? He was the energetic and enterprising head of Leigh and Orange, a firm of architects and civil engineers, associated with most of the big schemes of modernizing and extending Hongkong during the late 19th century. His friendship with Sir Paul Chater developed during an exciting time of growth and expansion in Hong Kong, one that Sir Paul was spearheading. Such building and engineering projects required a cool head, analytical mind and a design visionary to match his own unbridled ideas. Sir Paul was the mover-and-shaker that was making Hong Kong an enviable place to be both economically and personally.  I imagine that if Sir Paul said “how do I do this?” James  replied “leave it with me”. James was behind Chater’s vision of strong durable wharves and godowns, and the skills he used during his early engineering career in England gave him the confidence to make the strongest buildings for Chater’s Hongkong and Kowloon Wharf and Godown Company. James was instrumental in the creation of almost the entire premises and docks of the Hongkong and Whampoa Dock Co., the wharves and godowns of Alfred Holt & Co., the piers and wharves of the Star Ferry, the huge installations of the Asiatic Petroleum and Standard Oil Companies, as well as the Hongkong Rope Works, Green Island Cement Works, and the Junk Bay Flour Mill, to name but a few. All of which had some connection to Sir Paul Chater, whether it was as a creator, a company director, investor or advisor, somewhere in the burgeoning businesses of the up-and-coming Hong Kong, Sir Paul had a part to play. Then of course there was Sir Paul’s own showcase home, Marble Hall, and Sir Paul’s generous donation of funds to enable St. Andrew’s Church to be erected in Kowloon. Conveniently adjacent to this own land and back garden; all designed by the talents in the staff of Leigh & Orange. Chater would not have anyone else other than James when it came to the big reclamation project that he undertook. It was a trusted and professional working relationship from which they both benefited, as well as a trusted and solid personal friendship bound by their respective love for the Orient. Their friendship mirrored the kind of foundations James used for his buildings; solid, sturdy and completely reliable.

 

Early Orange Life

 

Very few, if any, know of the early years because his life in Hong Kong acted as a separating barrier to his family back in England. James’s father, George, was a salty seafaring ship owning captain, based in Jersey, Channel Islands. He was born at St. Brelade, Jersey, in 1810, one of the sons of the shipowner Jean Orange and Anne Orange (née Le Brocq). He had been an apprentice, mate and master in the foreign trade for 26 years when his Master’s Certificate of Service (number 45019) was issued in 1851. His first engagement as master was in the Brazil trade in 1834. He became master of the schooner AMELIA (1834) in 1837 and in the following year managed to save her cargo after she was stranded on rocks in the Black Sea. Between 1839 and 1845 he was master of the schooner AMICUS (1839). Later in life he had ship owning interests as part of the partnership of Orange and Briard, including the barque AMICUS (1856) and full-rigged ship FORT REGENT (1863), employed in the India and China trades. George Orange died at St. Helier in 1871[1].

 

George had married Mary Pirouet in August 1839 in St. Helier, Jersey. They had at least 10 children. James was born on 21st November 1856 in St. Helier, Jersey.

Baptism entry for twins James and Francis Orange in St. Helier, Jersey.

He and his twin brother, Francis, both chose the same path; they were educated together and subsequently took their engineering apprenticeships together, both qualifying as civil engineers at exactly the same time, on the 8th February 1876.  During their apprenticeships, they worked on the same projects, and as twins, their bond must have been even stronger than most.

 

Not the best image. The twins, James and Francis Orange, Jersey Channel Islands.
Image: Society Jersiaise photographic archive

They both entered the profession in 1872 under the guidance of civil engineers Edward Perrett and Charles Whitaker, both serving as indentured pupils for the next 5 years. They were given separate lead responsibilities but also shared their design ideas. For example, Francis was given sole charge of erection of the Grape Sugar Corp. Factory,  and Floating Swimming Bath Charing Cross, and James assisted him. Whereas James was given sole charge of erection of manufactories at Whitechapel and Belvedere.

 

In 1877 they were both engaged with Mr. F.T. Reade in the design for ironwork of the Metropolitan Fruit and Vegetable Market Scarboro’ Spar.

 

In 1878 James was engaged by Mr. J. Marmont M.I.C.E., to construct Tramways at Gloucester and Reading. In 1879 he erected large sheds at St. Malo, France, for Messrs. H. Young & Co.,  later he was Manager of Pilsometer Engineering Company Works Battersea.

 

In 1880 James became engineer to Messrs. H. Young & Co., contractors and engineers and carried out various works such as Victoria Station Improvements, Waterford and Wexford Railway Viaduct and Bridges (something Francis worked on with him), Brighton New Shelter, and Clacton Water Works, which may well have brought him to the attention of the Public Works Department in Hong Kong. He also, in conjunction with Mr. Ancell, designed and carried out several warehouse buildings of special iron construction in  Southwark St; Jersey Public Offices and Library and Bilen Market.

 

His professional path was about to swap an island in the English Channel for an island in the South China Sea. In November 1882 James secured the position as resident engineer with the Public Works Department in Hong Kong, with special charge of the Tytam Waterworks. But first, he had to get there.

 

He left England in early November 1882 on a voyage he probably thought would be relatively straightforward. Taking a boat from England to Trieste where he picked up the P and O Mail Steamer Malwa, departing there on 14th November.

The Malwa. Image courtesy of www.clydeships.co.uk    

It had a brief stop in Venice on the 17th and another in Brindisi on the 20th, departing after a 6 or 7 hour delay, at 10.30am.  It had been held up as the captain was forced to wait for a delayed mail train. By now the Malwa had around 200 passengers on board; besides all the overland travellers for India, China and Australia who were scheduled to transfer at Suez to two other connecting vessels, one called the Ravenan and the other called Ballarat, the Malwa had her own Bombay passengers and several French travellers going to Alexandria, Bombay being James’s destination port. The smooth uneventful voyage was about to change, and be anything but.

 

Having left Brindisi and after about 2 hours at sea, that dreaded cry of “a man overboard” was heard. A life-buoy was thrown over the stern, look-outs were sent to the mast-head, a boat was lowered and the steamer turned around. A Portuguese cabin steward, who had apparently been drinking heavily, had tied twelve dozen new knives around his waist and had deliberately jumped overboard and was drowned, search though they did, the man was not seen again. Needless to say, this incident cast a severe depression over the ship for some time. By Thursday 23rd November the Malwa came into Alexandria. Some passengers got off the boat to look around only to be met with a burnt town and destroyed fortifications. One can only guess at what James must have been thinking, but it must have been something like “things can only get better. Can’t they?”. The ship continued on to Port Said and made it through the canal and reached the Suez end by mid afternoon on Saturday 25th November. What happened next, ended up being subject to a detailed investigation. Having dropped off the Canal pilot, the captain of the Malwa was heading towards the rendezvous point in the Suez Harbour near the canal exit, to meet the Ballarat for passenger transfer. Most of the passengers were on the starboard side of the Malwa watching the Ballarat as they proceeded towards her; she was of particular interest to everyone as she was a new steamer.  Suddenly the second officer called out “everyone rush forward”. All commenced to do so, but immediately there came a shock, a crash, a smashing of booms and stanchions, a tumbling on deck of the port-side lifeboat, a tearing away of dead lights and it was seen that a vessel, the Clan Forbes, had steamed directly at the Malwa amidships, port side, and tore a large hole in her water-line that was probably 8 feet long and 2 feet wide. There was a further large hole below the water-line which had been made by the fluke of the hanging anchor of the Clan Forbes. Two passengers, who happened to be ships captains in their own right immediately sprang into action. Captain Fowler was lowered over the side on a rope by fellow passenger Captain Chisholm. Capt. Fowler called for blankets which he then stuffed into the hole, and tried to keep it in place with his feet. Captain Atkinson, Commander of the Malwa seeing that it was hopeless and that she was going to sink ordered the boat stations to be lowered. Lord Beresford, a third fellow sea-faring captain of the Royal Navy who was also a passenger, shouted to Captain Atkinson to head for the shore and beach the ship, which would save both life and ship. Capt Atkinson heeding the advice and immediately headed for the quarantine ground at full speed, which was about a mile away.  It was an anxious time; he had no idea if the ship would reach It before the water got too high in her. She sailed at great speed towards the mud flats opposite the quarantine area. The quarter-boats were being lowered to the rail, and as the Malwa passed close to the stern of the Carysfort, a man-of-war, lying at anchor, the captain shouted “I am sinking send your boats.” The fully manned man-of-war boats were in the water very quickly, and they raced after the Malwa as quickly as they could, the crew pulling their oars at a fast pace. All on board the Malwa were quiet and collected, and the sight of the man-of-war boats following them restored confidence that their fate would not be a watery one. The passengers were told to brace for impact, but the ship quietly slid onto the mud without any perceptible jolt at all, and gently settled on the mud bed. Initially the ladies and children were placed in the man-of-war boats, but the captain, finding that the ship was upright and had settled down, ordered them back to the ship. The water inside very soon filled up level with that outside, about one foot below the main deck, it then being low tide, although at high tide the next morning it was of course up to her ports; about four feet over the main deck, about one foot over the saloon tables.  The mail bags were on the upper deck, having been got up for transhipment, and officers and men at once began to salvage, baggage etc. Some of the latter which had been stored on the orlop deck got wet of course, but it was at once got up and transferred to the Ravenna, excepting such as belonged to the Ballarat passengers, which was sent off with them. Remarkably, there was no extra excitement, except a little rushing about for baggage, all had great confidence in what was being done.  All felt that they had much to be thankful for, if she had been a mile or two further out at sea, it is doubtful she could have been beached in time, and would very likely have sunk in deep water, with untold consequences to all the passengers, including James Orange. Also on board was a well known Armenian barrister based in Calcutta, Gregory Charles Paul and his wife, Aglaia. She was the only passenger whose valuable dresses suffered irrevocable damage. James, along with all the other passengers who were destined for Bombay, had to wait in Suez for a week until the next steamer arrived. The remaining passengers then took their connecting ships as planned; the Ballarat continued to Australia via Colombo and the Ravenna went to Calcutta and China.

 

Conditions in Suez were far from ideal. The hotels were already very busy and those passengers from the Malwa waiting for the next steamer to arrive, found that they were sharing single rooms with up to 14 other people. It was a very difficult week for everyone and the arrival of the SS Thames couldn’t come soon enough. That ship already had an almost fully laden passenger count, but the ship-wrecked and weary travellers from the Malwa were taken on board and took up positions on deck and inside where they could. Most slept in upright chairs for that 15 day journey from Suez to Bombay. James was not disembarking in the port, but was carrying on to Singapore, presumably still sleeping in a chair. The final leg between Singapore and Hong Kong on the SS Thames, really continued the nightmare voyage. The vessel developed some serious trouble when a metal wall on the high pressure cylinders broke and created a very dangerous situation; without it, high pressure steam could have escaped and caused untold damage and injury to passengers and crew.  Given his engineering background, James may have been called upon to help, I doubt very much that he would have stood idly by and not offered to assist in some way.

 

When he finally arrived in Hong Kong on the 11th January 1883; I’m pretty certain he would have been happy to get his feet on dry land, have a decent hot bath and sleep in a comfortable bed. His Hong Kong career lay before him, yet he certainly already had some tales to tell. James helped shape Hong Kong’s future, his work has become part of its history and heritage, yet it could have all been so different had he not been saved by a fellow passenger and very experienced naval captain, who took control when panic struck Capt. Atkinson and his vessel began floundering.

 

An investigation heard accounts of the incident from both crews, but  a German passenger onboard wrote a brief account for the Frankfort Gazette in which he said:

“……we left the Canal on November 23rd at 3pm, and were approaching Suez, when, through some inexplicable carelessness, we came into collision with another steamer. Watertight compartments kept her afloat, but we began to sink rapidly. Our crew composed chiefly of Lascars, ran about in utter confusion; the captain lost his head entirely, and actually shed tears, instead of trying to save the vessel and the lives of the passengers. At last, one of the latter, an English naval officer, took command of the ship. He sprang on the bridge, ordered all boats to be lowered, and the ship’s head turned to the bank. He then signalled the engineer to put on full steam, and these energetic orders having been obeyed, we managed to run ashore just as the water reached the deck….”

 In the spring of 1883, the conclusion of the investigation in London was that both ships were to blame, each having taken actions that resulted in the collision. However, even by having the high ranking Naval captain Lord Beresford write a public letter supporting him and his actions, Captain Atkinson’s actions and behaviour at the time did nothing to discourage passengers telling their side of the unfolding incident.

James Orange went on to become very successful in Hong Kong, and eventually joined with Robert Leigh and the well-known partnership of Leigh & Orange was formed. James retired around 1915 and settled in London at a charmingly appointed flat at No. 3 Gray’s Inn Square. His brother Francis had for many years been based at No. 11 Gray’s Inn Square; still showing in their latter years they were continuously close.  Whereas his brother had, eventually married, James remained single and passed away in September 1927 at a London nursing home. Comfortably off, he left an estate of just over £35,000.

 

Extract from the Will of James Orange

He left his collection of art split between the Victoria and Albert Museum and the British Museum. There were also numerous bequests to various friends and close family, bequests to the Bishop of Hong Kong for distribution amongst various Church of England charities; the Italian Convent, Caine Road and St. Paul’s Institution in Causeway Bay, as well as other named bequests and legacies. As he was unmarried and childless, the residue of his estate was bequeathed to his two nieces, Elsie and Doris Orange, daughters of another brother, Edwin.

 

James’s cremation at Golder’s Green Crematorium on the 30th September 1927 was largely attended, and even Alfred Bryer, a colleague from his days at Leigh & Orange, was there. This branch of the Orange family of Jersey died out with the passing of his brother Francis in 1933, the other four brothers of James and Francis having predeceased them.

 

But one thing is certain, he left a marvellous art collection and a wonderful career legacy that is still talked about today, and to think he very nearly didn’t make it to Hong Kong in 1883; not many people live to tell the tale of being rammed at sea, inches from death, nearly sunk, deliberately run aground and so much more. However, we are pleased he did.

 

© Liz Chater 2021


[1] George Orange biography summary www.rmg.co.uk extracted from their collection.