Orient Express E-Book

James B. Sherwood

• Herausgeber: The Robson Press
• Kategorie: Sachliteratur, Reportagen, Biografien
• Sprache: Englisch
• Veröffentlichungsjahr: 2012

Beschreibung

When the fabled Orient-Express train, which had carried the rich and the famous (as well as some highly suspicious characters) across Europe in superb style for nearly a century, was taken out of service in 1977, James B. Sherwood bought two of its 1920s luxury sleeping cars at auction. He then spent $31 million meticulously restoring the 'world's most celebrated train', which was relaunched in 1982 running along the original route of the Simplon-Orient-Express from London and Paris to Venice. Sherwood, known as 'the father of container leasing', made his first fortune from the Sea Containers company that he started in 1965. The purchase of the Hotel Cipriani in 1976 and the Orient-Express carriages a year later marked his entry into an entirely new business which became Orient-Express Hotels with fifty exceptional properties in twenty-four countries. They include the Copacabana Palace in Rio de Janeiro, the Grand Hotel Europe in St. Petersburg, the Hotel Ritz in Madrid, Charleston Place in South Carolina, '21' Club in Manhattan and the Mount Nelson in Cape Town. Sherwood opened up the Far Eastern market with the launch of the cruise ship Road to Mandalay on the Irrawaddy River in Burma, and the Eastern & Oriental Express tourist train which operates between Singapore and Bangkok. He also led the way into Peru where Orient-Express Hotels now operates five of the country's leading hotels as well as the railways serving the 'lost city' of Machu Picchu, Lake Titicaca and down to the sea. Sherwood's personal journey has been a remarkable and incident-packed one, and is told here with a dry and self-deprecating wit and an astonishing eye for detail. It took him through Yale to the Far East, where as a young lieutenant in the U.S. Navy he supported American efforts to hold back the tide of Communism which was spreading through Southeast Asia. He joined United States Lines in 1959 and was based in France where he developed one of the first container shipping operations using the passenger liners ss. United States and ss. America. He ends this book with his own personal list of what makes a great hotel. No one in the world knows more about it.

Leseprobe

To Shirley, who was my great supporter throughout the Orient-Express adventure.

CONTENTS

Title Page

Dedication

Acknowledgements

Chapter 1 The World’s Most Celebrated Train

Chapter 2 A Family of Tobacco Farmers

Chapter 3 Bridge and the Navy

Chapter 4 Father of Container Leasing

Chapter 5 Shirley Cross

Chapter 6 Venice and the Cipriani

Chapter 7 Growth – in Fits and Starts

Chapter 8 Harry’s Bar

Chapter 9 Expansion in Italy

Chapter 10 Crossing the Isthmus

Chapter 11 The Hostile Takeover Bid

Chapter 12 South Africa

Chapter 13 Flying Down to Rio

Chapter 14 A Streetcar Named Desire

Chapter 15 South Pacific

Chapter 16 From Singapore to Bangkok

Chapter 17 The Road to Mandalay

Chapter 18 Charleston Place

Chapter 19 ‘21’ Club

Chapter 20 Have Some Madeira, m’Dear

Chapter 21 Tsunamis and Hurricanes

Chapter 22 High in the Andes

Chapter 23 Days of Wine and Roses

Chapter 24 The Ghost of Thomas Jefferson

Chapter 25 Singing the New Millennium in…

Chapter 26 Puttin’ on the Ritz

Chapter 27 My Uncle the Admiral

Chapter 28 From Russia with Love

Chapter 29 Best of Times, Worst of Times

Chapter 30 Iguassu Falls – and the 2008 Banking Crisis

Chapter 31 Big Cities and Sicily

Appendix What Makes a Five-Star Hotel Great?

Index

Plates

Copyright

ACKNOWLEDGEMENTS

Building a successful business such as Orient-Express Hotels is not achieved by a single person. It has been my good fortune to have been helped by many others along the way.

Colin Bather headed the leisure division of Sea Containers from its inception in 1976 when I bought the Hotel Cipriani in Venice. Colin convinced Dr. Natale Rusconi to take charge of the hotel in 1977 and for thirty years Rusconi set the standard of five-star luxury for the entire group. Simon Sherwood became chief executive of Orient-Express Hotels in 1994 and served until 2007 with me as chairman. The company came of age under his leadership.

Jean-Paul Foerster managed the European hotels 1990–2001 and Adrian Constant ably succeeded him. Dean Andrews looked after North America 1997–2007. Paul White managed the hotel business in the southern hemisphere before being promoted to chief financial officer in 2005, succeeding James Struthers in the CFO position. White became chief executive in 2007 when Simon Sherwood stepped down. He continued in that role until mid-2011. Maurizio Saccani has deftly overseen all eight Italian hotels since Natale Rusconi retired in 2007.

Nicholas Varian took over as vice-president for trains and cruises in 1989 and developed this division into six luxury tourist trains, a cruise ship and five canal cruise vessels.

The success of the Venice Simplon-Orient-Express owes a great deal to the Swiss hotelier Claude Ginella who has run it since its launch in 1982, assisted by the outstanding chef Christian Bodiguel. Raymond Blanc of Le Manoir aux Quat’ Saisons came into the group in 2002. He has made an enormous contribution to the world of French cuisine and the Manoir has held two Michelin stars since he opened it in 1984.

The food and beverage manager Vitorio Dall’O and the executive chef Attilio Di Fabrizio deserve special mention for creating one of the great dining experiences at the Villa San Michele near Florence, Italy. They often oversee the dinners served at my Capannelle wine estate in Tuscany.

The company has always depended upon its promotion to attract guests and Billy Hamilton, who died in office, was brilliant at it. He was followed by Nadia Stancioff and then Pippa Isbell who were both stars. Alison Booth was managing editor of Orient-Express Magazine under Shirley’s leadership. It was published for twenty-four years and was an invaluable promotional tool. Vernon Stratton created many of the company’s logos and brochures. He was an excellent photographer and one of his pictures is on the cover of this book.

David Williams has overseen sales and marketing while Roger Collins has skilfully managed the company’s technical services. Ned Hetherington has served as general counsel both for the company and Sea Containers, keeping us all on the straight and narrow. Chresten Bjerrum, Sea Containers’ regional manager for the Far East, was key to acquiring and developing all eight Orient-Express Hotels properties in Southeast Asia.

The board was greatly strengthened by James Hurlock, managing partner of the White & Case law firm, J. R. (Bob) Lovejoy from Lazard Frères, John Campbell, our representative in Bermuda and Danny O’Sullivan who was chief financial officer of Sea Containers until his retirement in 2004. Georg Rafael of Rafael Hotels and Adrian Zecha, founder of Aman Hotels, both brought their vast hotelier experience to the board at various times. Prue Leith, the restaurateur and novelist, joined the board in 2006.

I encouraged the hotel general managers to treat their properties as their own businesses and many superb managers served the company in the years before my retirement as chairman in 2007. I’d like to single out Philip Carruthers of the Copacabana Palace, Paul Stracey of Charleston Place, Nicholas Seewer of the Mount Nelson Hotel, Bryan McGuire of ‘21’ Club, Filip Boyen, our regional manager in Peru and his successor Laurent Carrasset, Patrick Griffin of the Observatory, Tom Evers-Swindell of the Eastern & Oriental Express, Anton Kung of the Ritz in Madrid, Tony McHale of the Windsor Court and later Keswick Hall and Jacques Hamburger of the Hôtel de la Cité in Carcassonne. Glen Michaels did a fabulous job with PeruRail after its privatization, assisted by my old colleague from Sea Containers, Romulo Guidino, on the freight side.

Sea Containers would not have come into existence had it not been for the support of Maurice Pinto, my classmate from Yale, and his cousin Joseph Pinto. Michael Gellert of Burnham & Co. put in substantial capital when it was needed. Philip Schlee was also a founder investor and worked in the company for several years. Our great mutual friend, the hugely talented designer Gerard Gallet, provided decorative inspiration for our trains and hotels. Franco Delle Piane, the Sea Containers regional manager for the Mediterranean, gave us invaluable assistance with the m.v. Orient-Express cruise ship service and in the acquisition of several of the Italian hotels. More recently he arranged for my purchase in 1997 of the Capannelle wine estate in Tuscany and he oversees its operation.

Finding and selecting the 161 images which we have used in this book was no small task, and I particularly want to thank Orient-Express Hotels for giving us access to its extensive picture library, and to Alison Booth for guiding us through it. I have also drawn heavily on the excellent Shirley Sherwood picture archive, the result of many years of intrepid work by a first-class photographer. My thanks to Compagnie Internationale des Wagons-Lits in Paris for the posters used on the first two pages of the first picture section. Ian Lloyd travelled with us on the inaugural trip of the Eastern & Oriental Express and we have used a number of his photographs. Some of the early pictures come from the Sherwood family photo albums, lovingly compiled and maintained by my mother; I took the Far Eastern shots myself as a young officer in the U.S. Navy. Dr. Natale Rusconi gave us access to his own private collection compiled in his years of running the Hotel Cipriani in Venice. Bill McAlpine gave us the photograph of him with his beloved Flying Scotsman, and Maury Pinto also found a picture of his own handsome visage. Fritz von der Schulenburg gave us permission to use his picture of Harry’s Bar in London. My thanks to Vernon Stratton and to everyone else who contributed to our picture sections. My thanks to Vivienne Schuster at Curtis Brown for taking on this project and to Jeremy Robson, the publisher, who produced the final result.

Last but not least, special thanks go to my collaborator Ivan Fallon, the journalist, biographer and newspaper executive, who skilfully researched and enlarged my original draft into this book and greatly assisted me at every stage of the publication process. He is a true professional.

James B. Sherwood

CHAPTER ONE

THE WORLD’S MOST CELEBRATED TRAIN

I bought my first train in October 1977. Or rather part of a train: two shabby pre-war first-class sleeping carriages without an engine. But they weren’t just any old carriages – they were part of the fabled 1920s Orient-Express train, and had been used in the film of Agatha Christie’s Murder on the Orient Express. They were to launch me on an entirely new phase of my life that would not only see the resurrection and relaunch of the Orient-Express, which had first carried passengers across Europe in 1883, but the creation of the luxury hotel group I would develop over the next thirty years.

The Orient-Express, then operated by SNCF (the French National Railway) had made what was reported as its last trip in a blaze of publicity a few months earlier. It was a sad affair, just three scruffy modern-day coaches and a sleeping car, the remnants of the most famous train in railway history, chugging mournfully into Istanbul five hours late. Although I had liked trains all my life I was no fanatical railway enthusiast, but the huge interest in the train’s demise caught my attention. I could see there was still enough magic around the Orient-Express name for me to use it for a project that was beginning to take shape in my mind.

In 1976 I had purchased the Hotel Cipriani in Venice and reading and hearing the stories about the old train had given me a thought: why not buy the Orient-Express, refurbish it, and operate it along part of its old route from Paris to Venice, encouraging passengers to stay at the hotel? Venice had always been a favourite destination for tourists travelling by train, and I was convinced that passengers would be thrilled to re-enact the experience of travelling on the fabled Orient-Express in truly first-class conditions, also staying at one of the best hotels in the world.

So here I was at the freight depot of Monte Carlo station where the auction, to be handled that Saturday morning by Sotheby’s, was to take place. Five cars from the original Orient-Express train, a restaurant car and four sleepers, were standing in the station ready to be sold. Sotheby’s was taking the sale seriously: its legendary chairman, Peter Wilson, a tall, buccaneering James Bond-type character who had been connected with espionage during World War II, had flown in from London to preside personally over what must have been one of the more bizarre auctions in his long and distinguished career. Trains have an extraordinary romantic aura about them, and the Orient-Express conjured up an image of the lost era of luxury train travel, when elegant and beautifully dressed passengers journeyed across Europe on mysterious missions to exotic destinations. Its magic had even brought me to Monte Carlo that morning.

The hype around the sale was enormous. Princess Grace of Monaco (the former actress Grace Kelly) had obligingly travelled in the cars to Monte Carlo the previous day, and the pictures she had posed for went around the world. The Sotheby’s publicity people had made sure that all the major networks, from CBS and NBC in the U.S. to the BBC and even a few Japanese crews, were there as well as what seemed like the entire world press. I had to push my way through the massed ranks of cameramen, reporters and spectators to reach the front row where plush red chairs had been reserved for the bidders.

There were three of us: a Swiss rail enthusiast called Albert Glatt; a mystery French buyer who was later identified as a representative of the King of Morocco; and me. We had all walked through the cars before the sale started and, to be frank, they weren’t up to much. The restaurant car turned out to be a second-class one that had been dressed up for the film, and the four sleepers, while still grand in their own way, had seen better days.

Wilson briskly called the auction to order and started the sale, doing his usual trick of apparently pulling bids off the wall until the figure got to the region where it was getting serious. I dropped out of the bidding for the first two, which the French mystery man bought for the equivalent of $100,000 each. This was more than I wanted to pay and I began to feel I had wasted my trip. Then came the next two sleepers, identical to the first two and suddenly I was in the game. The Frenchman had got what he wanted, and Glatt, it turned out, was only interested in the restaurant car. I got the next sleeper for $72,800 and the fourth, which was the same quality as the others, for $41,000. I also managed to buy a number of marquetry panels that had been stripped out of original cars and some delightful René Lalique art deco glass reliefs of frolicking bacchanalian youths (which were subsequently stolen from a German workshop and had to be recast). Suddenly I was in the train business.

A few minutes later I discovered I was also a media celebrity. I was surrounded by a throng of journalists who showered me with questions: what was I going to do with the carriages, was I a railway buff, was this a boyhood dream fulfilled, and more in the same vein. Perhaps the real question they should have asked was: ‘Are you mad?’ but even they were too polite for that. I fended them off by saying that in the short term the cars would be sent to a covered warehouse in Bordeaux owned by agents of my company, Sea Containers. Then I would ponder what to do with them.

I had persuaded my old friends (Sir) Bill McAlpine and (Lord) David Garnock, both of them passionate railway enthusiasts, to come down and give me moral support, and after the auction Peter Wilson took us all to a celebratory – and splendid – lunch in the village of Eze, on the corniche between Monte Carlo and Nice. They were even more excited than I was. Bill had bought and restored the famous Flying Scotsman locomotive, and had even built himself a railway on his estate at Fawsley, west of London, which included a signal box, ticket office and, of course, his own steam locomotive. David also had a collection of lovingly restored steam engines, including the Great Marquess, taken out of service by British Rail in 1961. There were no better men to advise me on what I planned next.

However, that day I had something else on my mind. I had rented a car and after lunch intended to drive myself to Venice for a late dinner with my wife-to-be, Shirley Cross (we were married a few months later on 31 December) who to her considerable disappointment had missed the auction. The Monte Carlo sale was the only part of the entire project she was not directly involved in, but that day she was entertaining our guests, the Nobel Laureate Sir John Vane and his wife Daphne, at the Hotel Cipriani and we had agreed that she would hold the fort until I got there. But soon after I left Monaco the heavens opened and a viaduct collapsed on the road to Milan, forcing me into a long detour. There were no cell-phones in 1977, and it was 2 a.m. before I could call her in Venice to let her know I was still alive – and, almost as important, had bought the cars.

Shirley, in the meantime, had been doing her research and soon became as captivated by the Orient-Express project as I was. The train had a rich, romantic history that we both became intrigued by. Until cheap air travel had begun to replace it in the 1950s, it had been a vital link between western Europe and the Middle East. From 1919 until the SNCF finally stopped the service in May 1977, an Orient-Express train had left Paris for Istanbul every night, except in the war years, stopping at Venice on the way. And what trains: the LX (for de luxe) sleepers and restaurant cars, lovingly built for the grandly named Compagnie International des Wagons-Lits et des Grands Express Européens, were masterpieces of design and craftsmanship. The best of them were built between the wars, the high point of luxury train travel, when Lalique’s art deco walls of lighted glass epitomized the hunger for elegance and novelty of the 1930s. Rail passengers had never travelled in such style before, and, if this train disappeared, they never would again.

I was determined to resurrect the Orient-Express but had no real idea of how to go about it. I had acquired the first two carriages of my train, which was at least a start, but where to find the others? It turned out that Wagons-Lits, which by then was an international hotel and catering company, still owned some old rolling stock which was scattered in marshalling yards all over Europe. At our request, they located a number of original Orient-Express first-class cars in Spain and Portugal, where they had been ignominiously sent when they could no longer meet the more rigorous technical requirements of the higher-speed railways to the east.

And so we went to Irún in Spain to inspect some decommissioned hulks of LX-sleepers and restaurant cars which looked, to my untutored eye, well beyond saving. Underneath the layers of dust and grime, the elegant Wagons-Lits lines were still there, but the windows were smashed, doors broken or gone altogether, there were missing floorboards and the beautiful marquetry had been covered over with linoleum. Over the years almost every carriage had been modernized in some way; I remember a poor old bar car, which had been gutted and redecorated with plastic trimming.

These cars, we were informed, also had another problem: the rail gauge in Spain was wider than in France, Switzerland and Italy, where we planned to use them, so the wheel sets would have to be changed to the so-called English Standard Gauge of 4 feet 8½ inches. Like many countries in the nineteenth century, Spain had adopted a different gauge as a protection against invasion, presumably by the French; the Russians had done the same for fear of being overrun by the Germans – not that it did them much good! We eventually got around the problem by buying wheel sets from 1920s standard-gauge cars which were being scrapped, and we swapped them.

Someone remarked that it would be easier to build entirely new carriages rather than attempt to restore this little lot but that never entered my head. I had decided that the Orient-Express was going to consist entirely of genuine first-class cars, built between the wars, which would be refurbished, restored and repaired to their original perfection. If there was no alternative but to replace something, then it must be made by craftsmen employing the same materials and techniques used in the 1920s.

That of course was more easily said than done and restoration turned out to be a much more complicated and costly process than I had bargained for. Bill McAlpine and other railway enthusiasts pointed out that what we were attempting had never been done before. Restoring old steam engines and carriages as museum pieces was one thing, but creating an entire vintage train capable of maintaining a scheduled service, day-in and day-out, on modern track and meeting health and safety standards in at least four different countries, was a very different matter. Obviously we had to meet modern safety standards but we were also determined to retain the integrity of the old train. Shirley would later become highly indignant when she overheard a passenger suggest that the carriages had been built brand new and ‘antiqued’.

In the end we bought twenty-five original Orient-Express cars and split them between the Wagons-Lits workshop near Ostend, Belgium, and Bremer Waggonbau at Bremen, Germany, where they began the long and exacting task of restoration. Ultimately we were to restore eighteen cars, seventeen being the maximum length that could be accommodated on the track, plus a spare, and cannibalized the others. When attached to a locomotive, the whole train – or ‘rake’ as we learned to call it – would be almost half a kilometre long.

Finding and buying enough cars was only the first stage, and it was beginning to dawn on me what a daunting task I had so light-heartedly taken on that day in Monte Carlo. For a start the project had become larger. Our original plan was to operate the train only from Paris to Venice, but the British were the most frequent visitors to Venice going back to the Grand Tour days, and they were also lovers of historic trains. I felt we should re-create the entire journey starting in London.

In these days of the Channel Tunnel this would not have been such an issue. But with ferries the only cross-Channel connection, in effect it meant rebuilding two trains, one to run from London’s Victoria Station to the English Channel, and the other to go the rest of the way, starting from the French side. The Folkestone–Boulogne route had rail connections on to the piers at both ports and at one stage we considered using a historic train made up of British Pullman cars, loading them onto a ferry, and then continuing with them to Paris where they would be linked up with the main Orient-Express train going all the way to Venice. However, we quickly hit insurmountable problems: regulations relating to brakes, buffers and even vestibules were different on either side of the Channel, and some of the wood-framed old Pullmans would not have been allowed on French railways which insisted on steel-framed bodywork. So we decided to have the British Pullmans run to the docks at Folkestone, the passengers would then walk off the train, much as they did in Graham Greene’s Stamboul Train, embark on the Sealink ferry (then still owned by British Railways but which I would buy for Sea Containers in 1984), and then board the Orient-Express train at Boulogne which would be waiting alongside the ferry on the quay.

Now we needed two trains. This was a task for Bill and David, without whom I don’t think I could have put together the train I envisaged: authentic British inter-war first-class cars to transport Orient-Express passengers between London and Folkestone.

All this time I was still doing my day job running Sea Containers, of which I was the founder, president and CEO. I had started the company in 1965 and by now it was a substantial international organization, operating in eighty countries and listed on the New York Stock Exchange. I was spending nine months of the year travelling around the world on its business, but as the trains took shape, so our enthusiasm for it grew. Shirley and I read everything we could find on the history of the Orient-Express and found there were dozens of books either about the train or which mentioned it. Shirley later turned this research into a beautiful book, Venice Simplon-Orient-Express:The World’s Most Celebrated Train, which is now in its fifth edition and has sold over 500,000 copies.

The train had attracted the attention of Hollywood too. The action in Hitchcock’s 1938 film, The Lady Vanishes, takes place on the Orient-Express as it travels through the Alps to Paris; in From Russia with Love, James Bond, played by Sean Connery, steals a ‘Lektor’ decoding device in Istanbul and boards the Orient-Express for Venice, along with some very sinister characters; and of course we all know about Hercule Poirot and his star-studded cast of suspects in the 1974 film Murder on the Orient Express. The more I got to know about it, the more convinced I was that we would get a return on the money we were investing, now getting into the millions.

As an American, I was interested to discover that luxury train travel was actually started by an American, George Mortimer Pullman, who built the first plush railcar, with seats that converted into beds, in Illinois in 1864, the year before Abraham Lincoln was assassinated (his body was later carried on a Pullman). The concept was picked up in Europe, and Pullman began shipping American-built carriages in knock-down form to England in 1882. But across the Channel an enterprising Belgian called Georges Nagelmackers, who had travelled on one of Pullman’s trains on a visit to the U.S. in 1869, was ahead of him. He founded Wagons-Lits (which simply means ‘sleeping cars’) in 1876 and was the real father of the Orient-Express, quickly coming to dominate the luxury train market with his beautiful carriages, which were used in a network of international expresses steaming across Europe. The most famous of them was the Express d’Orient (later renamed the Orient-Express), inaugurated with much fanfare at the Gare de l’Est in Paris in 1883. Five years later the through-run from Paris all the way to Constantinople was established, a journey of sixty-seven hours and thirty-five minutes – a major breakthrough for those days.

By the turn of the century the pattern for the super-luxury railcar had developed. The new sleeping cars had all-steel suspension which smoothed the ride considerably, as well as enclosed vestibules and concertina gangways. Some compartments even had built-in wash-basins and commodes, a great luxury in those days, and passengers dined in exquisitely fitted dining cars with the best crystal and linen, fine food, good wine and immaculate service.

By the end of World War I, the Allies considered the train so strategically important that they introduced Articles 321–386 into the Treaty of Versailles, requiring it to operate without touching German soil. They also wanted to open up speedy communications with the Balkans, particularly the newly created country of Yugoslavia, which meant using the twelve-mile-long Simplon Tunnel which had been opened in 1906. And so the Simplon-Orient-Express train was born and inaugurated in 1919, running from Paris through Dijon, Lausanne, the Simplon Tunnel, Milan, Venice, Trieste, Zagreb, Belgrade, Nish, Sophia and finally Constantinople. The trip took fifty-six hours. The next twenty years, before it was suspended with the fall of France in 1940, were the Orient-Express’s greatest, and it was this era of super-luxury travel I sought to re-create.

The fall of France was also marked by the most notorious event in the history of these great trains. The Armistice which formally ended World War I was signed at 11.11 a.m. on 11 November 1918, at Compiègne in Car 2419, in a ceremony presided over by Marshal Foch, deliberately designed to humiliate the Germans. When they entered Paris in 1940, Hitler’s troops located the same car in a museum and transported it back to the exact same spot, on the same railway line, in the same woods, and Hitler personally made Foch’s fellow World War I soldier, Marshal Pétain, formally sign France’s surrender. Hitler then ordered the car to be taken to Berlin, but as the Russians advanced in 1945 the SS blew it up.

The British train proved the easier of the two trains to put together, as railway enthusiasts had preserved more of the first-class Pullman cars from trains such as the famous Brighton Belle which ran from Brighton to London, and the Golden Arrow which connected with its own cross-Channel steamer (the Canterbury) and then a fast train to Paris in the 1930s. We acquired them from all sorts of unexpected sources, including a master at Eton College, railway historic societies and restaurant owners who were using the cars to serve their guests. In France we found General de Gaulle’s private car, which he had used in Britain in the war. We bought it, only to be informed the French government was about to impose an export ban on the following Monday. So over the weekend we got a road-haulier to transport it to the Channel, load it onto one of the Sealink ferries and spirit it out of France. There was a tense moment when the truck got stuck under a bridge but the resourceful driver let enough air out of his tyres to get through. That car is now in the British Pullman train. So are two cars from the special Pullman that carried the body of Winston Churchill from Waterloo station to Oxfordshire, where he was buried on 30 January 1965.

Two of the best cars were owned by a gentleman in Ashford, Kent, who had preserved all sorts of old buses, vintage cars and trucks which he rented to film-makers. He stored all these in a building owned by British Rail, which now wanted it back. When he claimed squatters’ rights, British Rail had his electricity and water cut off, but he brought in oil lamps and trucked in his water. When we went to see him we found his bedroom was in one of the cars we wanted to buy and he made us take our shoes off before we could even enter. He reluctantly sold us one car at the time and the other a couple of years later and they are now in the Pullman train. Then we needed an original baggage car and eventually tracked one down in the north of England where it had been fitted out as a transporter of racing pigeons, a popular pastime in that part of the world. The outside was in a terrible condition but when we had replaced the panelling with beautiful varnished teak the railway authorities insisted we cover it over with steel cladding.

All this time the costs were mounting. We had originally budgeted $5 million for the Orient-Express project but when we decided to bring in the British Pullman the costs doubled to $10 million. We discovered we had made a fundamental mistake in our calculations, thinking the cars needed refurbishment and not major upgrades. How wrong we were. The work required by the SNCF to bring the Orient-Express cars up to the latest continental railway standards was exacting and expensive: complete rewiring, new air-brake systems and lots more. Rusting was particularly bad around the toilets, where water had sloshed around for decades. British law required that we strengthen the horizontal integrity of the U.K. train to ensure it wouldn’t concertina in a collision.

There was no railway workshop in Britain prepared to take on the job of restoring a historic train, so Bill McAlpine came to the rescue and suggested we build a shed at his Steamtown Railway Museum at Carnforth, near Lancaster. A major furniture factory, Waring & Gillow, had recently closed nearby so there were excellent craftsmen only too willing to work and soon we had our own woodworking and French polishing shops and repair yard. We installed electric heating in the carriages, and when I went through the train before the ceilings were put back it looked like a spider’s web. Even the original glass had to be taken out and replaced with shatterproof safety glass.

There are always surprises, good and bad, when you set out on a venture like this, and one of the good surprises was finding Bob Dunn. Bob’s father had done the elaborate marquetry on three of the original carriages, including the restaurant car, and Bob himself was still in the business. Bob and his wife, who worked on the project with him, have since passed away, but we shall always be grateful to them for the superb and loving craftsmanship they put into the cars. Shirley went to see them and I can’t do better than use her description of their work:

They begin by washing the veneer free of the accumulated dirt of years. After drying, any loose bits are stuck back on again. The panels were originally supported on blockboard, which has often rotted over the years, so this has to be replaced. Missing pieces of veneer have to be matched, if possible, with old veneer. Bob had some of his father’s original design patterns to work from and could use these templates when replacing the missing pieces. He also had some of the original veneers in his stock and so could get a perfect match.

It was painstaking work and the matching of grain and colour tone was a real artistic achievement. It took these craftsmen three weeks just to make one of the missing flower-spray ovals lost over the years. After that the panels went to Carnforth for French polishing and finally installation in the carriages they had first graced fifty years before.

We had hired Gérard Gallet, the French designer, to oversee the decoration of both trains, and he had to re-create or source literally hundreds of objects and fittings, from chairs and fabrics to authentic art deco lamps. He copied the original Wagons-Lits cutlery and the china was an 1820s design modified with our own logo. Even the towels and linen were replicas of the original. When it was complete, passengers would be surrounded by glittering mirrors and crystal, polished woods and brasses, exquisite marquetry and ‘Sapelli Pearl’ inlay, all flawlessly restored or replaced. There would be plush upholstery and heavy draperies, cotton-damask sheets, fine linen and designer tableware. The cars would also smell good because of the dozens of fine woods in the marquetry, which in some of the cars would groan when the train leaned into a curve, just as the old transatlantic liners did at sea.

By now our plan was coming together. The restored British Pullman would take the guests from Victoria station to the Channel, providing a superb lunch as it travelled through Kent, the ‘Garden of England’. At Folkestone the passengers would board the Sealink ferry where a special lounge would be reserved for them. The main Orient-Express train would be waiting alongside at Boulogne’s Maritime Gare and would arrive in Paris at 8 p.m., take aboard Paris-joining passengers, and depart towards Switzerland, eventually arriving in Venice the afternoon of the next day.

The northbound trip would be the reverse, departing Venice in the morning, arriving Paris early the following morning, Boulogne in late morning, Channel crossing, then the British Pullman to London in the afternoon over a substantial tea.

The weak link in all this was the uncertain Channel weather which could delay the arrival of ferries and, if train slots were lost on the continent, journeys would be delayed. I also worried that passengers would get seasick on the ferries, spoiling their trip, so we prayed for calm crossings. Today, with the Channel Tunnel, the trip is seamless, always punctual, and no one gets seasick.

I also had a very clear idea of the image I wanted for the whole venture. The train and the trip had to suggest an experience of special quality, unusual, exclusive and luxurious, evocative of a time when travel was glamorous and service was perfect. The motto I set was: ‘We have restored the art of travel’ and we gave this message to Vernon Stratton, whose promotion company was busily preparing the brochure. The carriages were not quite finished when they did their photoshoot and it was freezing, so the poor models had to be thawed out every so often (one of those photographs is on the cover of this book).

All this time costs continued to rise and the revised budget rose to $15 million. I’m afraid we sailed through that and in the end the total bill was $31 million. Sea Containers was making excellent profits in this period so the board let the project proceed. It was the right decision – and a very important one for the future of the company, as events were to prove.

New problems kept cropping up which required time and energy to deal with. One of the biggest was the battle over the rights to the Orient-Express name, which could have derailed the project late in the day. We needed permission to use it and there was a tussle between Wagons-Lits and SNCF as to who owned it, which was never fully resolved. SNCF wanted to hang on to it because they felt they could earn money by licensing it to various non-train operators, but Wagons-Lits had invented it and had operated the train for the best part of a century.

In the end, with the consent of the SNCF, we decided to call our train the Venice Simplon-Orient-Express, which would distinguish it from any other Orient-Express and would highlight Venice, which was the main point of it for us. It would also emphasize the fact that the route through the Simplon Tunnel was the same one established by the Allies at the end of World War I.

As it happened we changed the route a year later, no longer using the Simplon Tunnel, but the train had already got its sobriquet, VSOE, which I rather liked because of its similarity to VSOP, the finest of French brandies. In practice of course the train just got called the Orient-Express, which is what it is.

People tend to think of trains by the name of the locomotive that pulls them, as in the Flying Scotsman or the Great Marquess. But neither the British Pullman nor the Venice Simplon-Orient-Express had its own locomotive, as the railway companies over whose tracks the trains ran would supply them. Negotiating these contracts was another tortuous task. Because the railway line dead-ended at Folkestone Harbour, two engines were required, one to pull the train in, the other to pull it out. On the continent the loco changes were numerous. Two diesels hauled the train from Boulogne Maritime to Amiens, and an electric one pulled it into Gare d’Austerlitz (later switched to Gare de l’Est). A different engine pulled it out of the station again, but near Beaune there was yet another switch from electric to diesel. Then at the Swiss frontier a Swiss loco took over, but swapped to an Italian one as it crossed the Italian border. In the steeper parts of the Alps, more than one loco was required. Today, the train operates via Austria and four red Austrian locos are needed to pull it over the Arlberg Pass to Innsbruck, and two to pull it up the Brenner Pass to the Italian frontier where Hitler and Mussolini had their historic meeting in 1943, each of them arriving by train.

All this consumed time as well as money and our timetable slipped by another six months. But finally we were able to set the end of May 1982 as our launch date, four and a half years after the Monte Carlo auction. In order to stoke enthusiasm, we decided to show off some of the British Pullman cars at Victoria station in London, from where all boat trains to the continent historically departed, and to display some of the exquisitely restored Orient-Express cars in Europe.

We greatly underestimated the public interest. In London, the idea was that visitors would enter one end of the train, walk through the restored cars, and out the other end. When I went to see how the visit was going I discovered that the queue of people snaked out of the station, across the road and up Buckingham Palace Road almost as far as the Palace itself. Working class and aristocracy rubbed shoulders along the pathway. I recognized an elderly duchess who said she just wanted to see the cars in which she had travelled as a young lady. The police had to be called to maintain order when it looked as if the normal operation of the station might be disrupted.

When we showed some of the Orient-Express cars in Brussels, the crowds spilled over the platform onto the tracks, bringing the whole station to a halt until order could be restored. In Venice we had two cars loaded aboard barges which were towed to the Hotel Cipriani where we had invited 300 friends to come to a luncheon and view the train. Five hundred people turned up, but the imperturbable general manager, Dr. Natale Rusconi, had catered for that number, suspecting there might be a rush.

Finally, on 25 May 1982, we launched the new Orient-Express service on platform 8 at Victoria Station, ninety-nine years after its first journey. There was a battery of cameramen and reporters present and we had invited celebrities and dignitaries to be there, including the Duchess of Westminster, Liza Minnelli and Alan Whicker, the BBC TV journalist who made an hour-long documentary of the first trip shown on prime-time television a few weeks later.

I gave the inaugural speech in which I said that although the Orient-Express ‘had the intrigue and the glory’ in fact British passengers had always been carried on the first part of the ride in the same cream-and-brown Pullman carriages which were now waiting at the platform. I remarked that my favourite car was Ibis, which was also the oldest (built in 1925), because the marquetry panels squeaked as the train went round bends. ‘I was not allowed to ride in her today,’ I said, ‘because the TV people said it squeaks too much for their sound recorders.’

After singling out Bill McAlpine and a few others for special thanks, I cut the ribbon and the British rake of the Venice Simplon-Orient-Express left the station. It was a great moment. I found myself wondering what my Sherwood ancestors back in the American Midwest would think of it all.

CHAPTER TWO

A FAMILY OF TOBACCO FARMERS

I was born on 8 August 1933 into a family that had been farming tobacco in America for nearly 300 years. My parents lived in Lexington, Kentucky, which I still regard as my home town, but my mother actually gave birth to me in New Castle, Pennsylvania where she had grown up and where her parents had a large house. She was not too impressed with the medical treatment in Kentucky in those days so she decided to go home to her family to have her baby. I was an only child.

My father, William (or Bill) Earl Sherwood, was a lawyer in Lexington, specializing in patent law, but his father and grandfather, both alive well into my childhood, still owned tobacco farms in northern Kentucky, and had branched out into banking and railways where they had prospered. They were born, grew up and died in northern Kentucky, and generations of Sherwoods are all buried in the same churchyard. My father was the first of our particular line of Sherwoods in 300 years who never lived on his own tobacco farm. He was also the last to own them – when his mother died years later he inherited four tobacco farms, which he offered to me. I declined and the farms were sold. And there endeth this particular line of Sherwood endeavour.

I sometimes try to imagine what it must have been like for the Sherwood family at the time I made my entry into the world. The Great Depression, which had by then lasted for four years, hit its bottom in 1933, with unemployment across the country at 25 per cent, but much higher in the rural areas where farming was devastated as crop prices fell by as much as 60 per cent. There had also been a severe drought in the summer of 1930, which ravaged the agricultural heartland of the country. Farm exports, notably wheat, cotton, tobacco and lumber, collapsed, and across the nation farmers defaulted on their loans, leading to runs on small rural banks, which in turn toppled some of the bigger financial institutions. In 1930 alone, fifteen banks closed their doors in Kentucky. The sub-prime banking crisis doesn’t even begin to compare with what was happening then, at least in terms of its impact on ordinary people.

But the Sherwoods had survived turbulence, revolutions, wars and natural disasters in their time, and would pull through this crisis. World War II brought boom times again for the tobacco industry, and by 1944 cigarette production in the U.S. hit a new record of 300 billion, 75 per cent consumed by servicemen. By that stage tobacco companies such as Philip Morris and American Brands were among the largest companies in the world, and the big advertising agencies on Madison Avenue grew up on the back of them. It was quite an industry.

When times were good, they were very good, and when they were bad – well, they were horrible. In the years they had farmed in Maryland, my branch of the Sherwood family had not only the elements to contend with, but fought in the Revolutionary War (or War of Independence) of 1775–81, after which the British Navy blockaded Chesapeake Bay, adding to the misery of planters by preventing sea commerce. In Kentucky, where they moved in 1790, they lived through the devastation of the Civil War of 1861–65 when the state became of critical strategic importance to both sides. Abraham Lincoln, born in a log cabin only seventy-five miles from Lexington, once prayed: ‘I hope God is on my side, but I must have Kentucky’.

It was officially a neutral state at the beginning of the war but, after a failed attempt by the Confederates to take it, Kentucky came under Union control. Many of the farmers had drifted up from the Deep South over the years, and for a while the loyalty of the state teetered. The Sherwoods, like so many families, fought on both sides. There are seven Sherwoods listed in the Kentucky Civil War Soldiers index, five of them Unionist, the other two Confederate. Two of them, one a cavalryman, the other a foot-soldier, were called James. They both fought for the Union.

For some reason I had never really thought about the history of the Sherwood family until I was in my sixties, and I now regret not talking more to my great-grandfather, who would have been alive during the Civil War. What little I did know came from my father, but he was away in the war until I was thirteen and after I left home to go to Yale and then the Navy, I had other things to think about.

It was only in May 1999, when I bought the Inn at Perry Cabin in St. Michaels, Maryland for Orient-Express Hotels, that my interest was really sparked. I remembered that we Kentucky Sherwoods originated in Maryland, and that the family first arrived from England sometime in the seventeenth century and planted tobacco. But I didn’t know much else. Only some time later did I discover that the first Sherwood had landed in North America in the year 1645 and by an extraordinary coincidence had laid out his farm only a mile from the Inn. Richard (Rick) Lidinsky, who had managed the Sea Containers office in Washington, D.C. for some years, took up the search for the Maryland Sherwoods with great enthusiasm (President Obama later appointed Rick as chairman of the Federal Maritime Administration). I also remembered that my great-uncle Clarence, a Princeton graduate who lived in Orange County in California, had traced the family tree back to Maryland. I used to visit him when passing through Los Angeles when I was in the U.S. Navy. In 1956, when my ship was sent back to California for a refit, I went out to his house only to find it had been sold. He had died when I was in the Far East and no one had told me. When I enquired about his papers I was told they had disappeared, apparently taken away by one of the family. Then some time later one of my Sherwood relatives contacted me to say he had the papers, and they actually took the history back to the arrival of the first Sherwood in Chesapeake Bay.

As I pulled together more of the Sherwood family history, a fascinating tale emerged – at least for me, as a member of the family. In 1632, King Charles I granted 11 million acres of land on the east coast of Chesapeake Bay to Cecil Calvert, 2nd Baron Baltimore (he was actually an Irish peer). Historians believe that this land, which would later become the state of Maryland, had originally been promised to the first Lord Baltimore, Cecil’s father, by King James I, but James, who died in 1625, later changed his mind when Baltimore declared himself a Catholic. In a gesture of reconciliation, Charles gave it to his son and the first English settlers in Maryland, many of whom were Roman Catholic, landed on St. Clement’s (then Blakistone) Island in 1634.

Francis Sherwood, my first American ancestor, arrived eleven years later (three years before the ancestors of George Washington). He paid £4 for his passage to the New World, thankfully leaving behind an England then in the midst of civil war, which had been raging for the past three years and would continue for another six. Poor King Charles lost his head in 1649.

Francis travelled under what was called the ‘headright’ system, a legal grant of land made to settlers which was widely used to populate the thirteen colonies of North America. He landed in what is now St. Mary’s in the Maryland Province and took the ‘Oath of Fidelity’ to Lord Baltimore on 2 January 1646. Francis had to

faithfully and truly acknowledge the right honble. Cecilius, Lord Baron of Baltimore, to be the true and absolute lord and proprietor of this province and country of Maryland, and the islands thereunto belonging; and I do swear that I will bear true faith unto his lordship and to his heirs.

Having sworn this feudal and subservient oath to Baltimore, Francis was given his promised 100 acres of land near St. Michaels as reimbursement for his passage. It was there, on the edge of the beautiful Chesapeake Bay, that he was finally able to build his house and establish the very first Sherwood tobacco farm.

In England one weekend I happened to mention all of this to Sir Reresby Sitwell, a historian and owner of the great country house Renishaw Hall in Derbyshire, who immediately declared that my family would almost certainly have had its roots in the nearby Sherwood Forest, famous for its association with Robin Hood (or Robin of Loxley as he preferred to call him). Reresby, by yet another odd coincidence, was a big Robin Hood enthusiast and actually possessed what he believed to be Robin’s original bow. Although there have probably been almost as many genuine Robin Hood bows (and Robin Hoods for that matter) as there have been Jesus of Nazareth crosses, he made a persuasive and eloquent case, and for the sake of our friendship I was prepared to believe him.

Reresby put me in touch with the Nottinghamshire historian, whose thesis was basically this: there is only one Sherwood Forest in Britain, most Sherwoods originated there, and the first written record of a Sherwood dates from 975. Until the thirteenth century, men living near the forest were called, for example, John of Sherwood, but over the centuries the ‘of’ was dropped, and they became plain John Sherwood.

Francis Sherwood did well in Maryland. In the years after he arrived, and for generations afterwards, tobacco was a pretty good business and he prospered. Tobacco was the main source of money for the earliest settlers in North America after they arrived in Jamestown in 1607. By the middle of the seventeenth century, when Francis produced his first harvest, the British and European markets would take all the tobacco America could produce. The bigger issue was finding the labour to farm it. Francis would have employed what were called ‘indentured servants’, basically poor Englishmen who traded years of labour (usually four) in exchange for their passage. Later, Irish and Scottish rebels were also transported to the Maryland colony and provided another source of cheap labour before they moved on to the developing industrial areas in the north.

By 1661, Francis was sufficiently well off to send for his son Hugh Sherwood, then twenty-eight years old, who travelled to Maryland from England and claimed his land grants. Hugh was already well educated when he arrived, and in his long lifetime he commanded the local garrison, represented Talbot County in the Maryland government and laid out the county capital, Easton. Unlike the early Maryland settlers, who were Catholic, and the next wave who were Quakers, this branch of the Sherwoods were Church of England, later Episcopalian – Hugh was a vestryman at the St. Michaels Parish Church.

They say Hugh always planned to go back to England again, but the land he was granted pleased him so much that it ‘crook’d his intention’. In 1670 he built a house which he actually called ‘Crook’d Intention’, suggesting an interesting sense of self-deprecating humour. Shirley and I visited the house, which is listed as the oldest building in the Maryland Historical Register and stands on Francis Sherwood’s original Maryland farm. There is a village called Sherwood near St. Michaels, and Sherwood’s Landing, from where tobacco was moved by boat to the larger port of St Mary’s for transportation across the Atlantic, still exists.

They are all situated in Talbot County, Maryland, which was to play a significant role in the Sherwood family history. Talbot is a fascinating and beautiful place: it has 600 miles of coastline, more than any other county in the U.S., and the east shore of the Chesapeake where St. Michaels is located is a series of low-lying islands and bays. It is one of the oldest centres of European settlement in the New World, where for more than a century tobacco was so important that it was actually used as a currency. Ships anchored in the bay and traded English manufactured goods for tobacco. St. Michaels became a significant shipbuilding centre, developing the fast Boston clipper privateer, which successfully ran the Royal Navy’s blockade in the war of 1812. One of my favourite authors, James Michener, wrote his bestselling novel Chesapeake when he lived in St. Michaels, and it provides a fascinating perspective on the history of the region. Sherwoods would be born, multiply, and mostly prosper in Talbot County for the next five generations.

Tobacco played a big part in the Revolutionary War, which began in 1775, when British tobacco taxes were a cause of bitter grievance. It became a vital source of finance for Washington’s Continental Army, as the ‘rebel’ army was called, and was even used as collateral for a loan which Benjamin Franklin negotiated with the French (the security was 5 million pounds of tobacco). At a low point in the war, a desperate General Washington sent out a plaintive cry to his countrymen: ‘If you can’t send money, send tobacco’. After the war the British, who were sore losers, enforced an embargo on American tobacco, and even France, which had been a staunch ally during the war, cut its imports by two-thirds. During his presidency Thomas Jefferson, who, like Washington, was a Virginia planter, attempted to sell his tobacco to France, but they wouldn’t take it.

It was this crisis that caused the fifth generation of Maryland Sherwoods to stage their own private diaspora. The Sherwood that interests me is John Sherwood, who would have been about my six-times great-grandfather. He moved from Maryland to northern Kentucky in 1790, bought land and did what he knew best: planted tobacco, which he shipped down the Ohio and Mississippi Rivers to New Orleans where it was loaded onto ships for transportation to European ports. Successive generations farmed there until my great-grandfather branched out into railroads and banking and my father finally broke the mould altogether.

Like every other farmer in the South, the Sherwoods owned slaves, but in 1865 my great-great-grandfather gave them the land where they lived and let them stay there as free men. Over the years they drifted away, many of them north into Ohio and Illinois. My father, when he was visiting his clients in those states, developed a habit of looking up the local Sherwoods in the telephone directory and calling them up for a chat. Many of them could trace their ancestry back to the Sherwood farm in Kentucky from which they took their name.

By the time my father was born in 1905, the family dependence on tobacco was already weakening. My great-grandfather was something of an entrepreneur, and had invested in the Louisville & Nashville Railroad which ran along the edge of one of his tobacco farms, carrying freight and passengers from Lexington to Maysville on the Ohio River (Daniel Boone was one of the founders). He built a station on his land beside the hamlet of Ewing, which has been preserved to this day. During World War II, when petrol was rationed, there were twenty-two trains a day calling at Ewing, and passengers frequently boarded at his farm to go to Maysville or Lexington. He also owned the small Ewing Bank.

My great-grandfather was quite a character: I remember him buying the local fairground, which had gone bust in the Depression, pulling down the stand, and attaching the land to his farm. He kept the track, which was used for trotting, a popular sport in Kentucky. My friends and I used to dig for coins in the dust of the old fairground, sometimes finding nickels and dimes.

His son, Robert Hildreth Sherwood, my grandfather, went to Transylvania University in Lexington, the oldest university west of the Appalachians, and worked for the Louisville & Nashville Railroad until he retired after the war, although he retained his tobacco roots and the family farms. He was working in Covington, about 100 miles from Lexington, when my father was born.

My father grew up in Ewing and went to the University of Kentucky to study engineering. The head of the engineering school, Professor Charlie Anderson, would come to have a big influence on him, and from early on he took a particular interest in my father’s career. This was the Roaring Twenties, when the United States was in the biggest boom in its history, and the large manufacturing companies were crying out for qualified engineers. Innovations, inventions and developments were tumbling out of every factory and laboratory across the country: air-conditioning, talking movies, passenger planes, electrical devices, gadgets and machines of all shapes and sizes, and much more.

It was a great time to be a young engineer, but Professor Anderson persuaded my father to go a step further. All of these developments, he pointed out, were going to need documentation and patenting – and the need for patent lawyers could only grow. It was a very specialist field, and to qualify my father would have to take a law degree on top of his engineering degree – which meant a total of seven years’ study, a daunting prospect for any young man, particularly in times when his fellow students would be climbing up the promotion ladder in the big companies they would have joined on graduating.

But Charlie Anderson was obviously convincing, because that was what my father decided to do. He remained close to Charlie for years afterwards, and I have memories of the old boy, by then in his nineties, regularly coming to dinner at our family home in Lexington. He had a wonderful 1920s Rolls-Royce, which he insisted on driving himself. My father regarded him as such a menace to other drivers that he would call the police, who knew Charlie and his car very well, and they would clear the road for the short distance between the two houses.

Bill was an excellent sportsman at college, particularly keen on baseball, which was the national sport, and which he played for the university. But his real passion was horse riding. Lexington, the heart of the rich Bluegrass Country, is the centre of America’s thoroughbred breeding industry (although the famous Kentucky Derby is run in Louisville) so he could not have chosen a better place. While still at university, Bill’s love of riding caused him to volunteer as a cavalry cadet for the U.S. Army Reserve Officers’ Training Corps (ROTC), a college-based, officer commissioning program. He took the view that as a cavalryman he at least got to ride the horses. Many years later, I followed in his ROTC footsteps by enrolling in the Naval ROTC program when I attended Yale University during the Korean War.

To qualify as a patent lawyer you had to have actual work experience