Source Municipality archive Vlissingen, Netherlands no. 1677
The Eurasia was a regular visitor at Vlissingen, Netherlands returning with timber from the West Indies destined for Middelburg. From there she sailed towards Antwerp, Belgium and then via England towards the West Indies. On her last voyage when she was wrecked, a Dutch young man named G.L. le Lau of Middelburg was on board.
According to the Algemeen Handelsblad dated 13 September 1926 was she in Rotterdam fitted out with a 350hp diesel engine manufactured by the firm N.V. Motorenfabriek Deutz. The Rotterdamsch nieuwsblad dated 30 July reported her arrival with wood for Fried. Schmitz in the Oosterhaven. Another newspaper the Nieuwe Rotterdamsche Courant dated 10 September reported her lying alongside the Schaardijk for firm Deutz. She was described as a wood built gaff schooner with four high masts built in Riga but completed by her own crew which was also responsible for her maintenance. This common freighter was double hulled, measured 517 gross and 426 net tons with as dimensions 142’x 33’9” x 13’6” (hold). The cabins for captain and officers were situated aft and the accommodation for the sailors, galley and so on fore.
The Middelburgsche Courant dated 23 June 1928 reported the arrival of the motor ship Eurasia coming from the West Indies with a cargo timber destined towards Middelburg. The Vlissingse Courant dated 25 June confirmed her arrival adding that this Latvian 4mast motor ship came from Paramaribo. The Middelburgsche Courant dated 2 July reported that she after unloading her cargo timber departed towards Antwerp, Belgium. From Antwerp she went again to the West Indies want the Vlissingse Courant dated 21 November reported her arrival that day coming from Paramaribo with timber for Middelburg.
These voyages continued and the Middelburgsche Courant dated 8 July 1929 reported again her arrival with wood; she was now called a motor schooner. As usual she went from there towards Antwerp ( Middelburgsche Courant dated 20 July). The Algemeen Handelsblad dated 12 June referred to the newspaper Nieuwe Stem which reported that she was underway with a cargo consisting of 400 wood blocks and a cargo cedar wood to experiment with. After unloading in Middelburg she was destined towards Antwerp to load engines for the firm Tropica in Nickerie and then to return again with a cargo of wood.
Vlissingse Courant dated 4 April 1931
She was at
least three times docked in the Dok van Perry, Vlissingen, namely Wednesday 25
March 1931 07.00 o’clock-Friday 27 March 1931 16.00 o’clock; Saturday 30
January 1932 13.00 o’clock-Wednesday 3 February 1932 10.00 o’clock and 16
September 1832 1.30 o’clock-21 September 1932 13.45 o’clock.
A year later again with a cargo wood now from Demerara (Middelburgsche Courant dated 18 January 1932, Vlissingse Courant dated the 18th reported her arrival on the 17th). She was again docked for some repairs after unloading in Middelburg (Middelburgsche Courant and Vlissingse Courant both dated 1 February. After being docked departed she for Blyth (Middelburgsche Courant dated 13 February) coming back in August from Paramaribo ( Middelburgsche Courant dated 22 August).
In the Middelburgsche Courant dated 2 August 1938 was a interesting note published dealing with a Dutch sailor on board of this ship. He visited the ship several times and had made clear willing to sign. On 23 September 1932 was she still lying at the Loskade in Middelburg and when she departed towards England and the West Indies he went with her. If he knew what was going to happen he would never going on board. He was a cabin boy who had never sailed before. When he sighted their departure from Vlissingen he was immediately ordered with some curses to help with the sails in stead of doing nothing. One of his fellow sailors called Jimmy a giant with just one eye laughed him in half Dutch half Russian “Ock Galanski jongen niet zien pappie [oh boy did you not see your dad]. O Jebijoemat hep die seil omhoogtrek [help us with the sails]. From Flushing they went to Cardiff. He hardly could converse with the other crew members while five came from Latvia, two from Estonia, one from Austria, one from Russia and one from Spain, the latter two were signed in Flushing. In Cardiff he went on shore with just two shillings which was in no time spent visiting a cinema but not seeing the other pleasant experiences the other sailors him promised. Form Cardiff was the destination Sanchez. He was first photographed with a life belt around his head. Via the Canary Islands they went to Madeira but from there to Sanchez they lacked during 14 days wind. From Sanchez they went to Puerto Plata. There were 200 donkeys and oxen loaded. On board were regularly fights between the sailors even their knives. They continued their voyage towards Martinique, Trinidad and Georgetown. There he saw a small passenger ship of Surinam which was flying the Dutch flag. He tried twice with no result to desert. They returned to Trinidad loaded oil in Point Tortin departing on 2 May again to Georgetown. Off the Second Board coast however they experienced engine failures and lacking wind she hit a coral reef and she was lost. With the lifeboat they managed to reach the police port at Trinidad. The next day the Estonian consulate they were brought to the home for sailors in Port of Spain. There the life was really worse with all over lice and a meal consisting of dry rice, a banana and a mouthful of bread. The meal was even worse as they got on board. After complaining were they brought to the grand hotel Miranda where they shared one room with eleven men. After a month departed they with the Venezuela to Plymouth where they slept during one night on the banks and from they went to London. A week later they could sign on a coaler which most men did not wanted. The result was an affray in the station with as result the police. The Dutch sailor however managed with help from the Dutch consul to travel with the Batavier towards Rotterdam. There he collected the money needed for travelling back home [Middelburg]. The name of the Dutchman was C.L. le Lau
