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       Around the World in a Four-masted Barque

      WHEN I RETURNED from my holiday, events started to happen with increasing momentum so that I began to feel like the central figure in one of those films of the twenties, in which the actors flash in and out of buildings in the twinkling of an eye. With suspicious promptness a letter arrived from Gustav Erikson in Mariehamn, in which that man of iron told me to get in touch with his London Agents, Messrs H. Clarkson of Bishopsgate.

      Captain Gustav Erikson of Mariehamn, ‘Ploddy Gustav’ as he was known more or less affectionately by the men and boys who sailed his ships, was in 1938 the owner of the largest fleet of square-rigged deep-water sailing vessels in the world. The great French sailing fleet of Dom Borde Fils of Bordeaux had melted away upon the withdrawal of government subsidies in the twenties; only two barques, Padua and Priwall, still belonged to the once great house of Laeisz of Hamburg; Erikson remained. He was not only the proprietor of twelve four- and three-masted barques, he also owned a number of wooden barquentines and schooners, the majority of which were engaged in the ‘onker’ (timber) trade in the Baltic and across the North Sea.

      There were still in 1938 thirteen vessels entirely propelled by sail, engaged in carrying grain from South Australia to Europe by way of Cape Horn. There were other cargoes for these ships: timber from Finland to East Africa, guano (a sinister kind of bird dung) from Mauritius and the Seychelles to New Zealand, and very rarely, for the two remaining German barques, cargoes of nitrate from Tocopilla, Mejillones, and other ports on the Chilean Coast to be carried round the Horn to Hamburg. But for the most part the outward voyages from Europe to South Australia round the Cape of Good Hope and across the Southern Indian Ocean were ballast passages. Grain was the staple cargo. If that failed most of these thirteen ships would soon be rusting at forgotten anchorages.

      The survival of the big sailing ships in this trade was due to several favourable circumstances. Grain was not dependent on season, neither was it perishable. In the primitive ports of the Spencer Gulf, where the grain was brought down from the back blocks in sacks, steamers found it difficult to load a cargo in an economical time. Although at some ports there were mile-long jetties, in most places the grain had to be brought alongside the ships in lightering ketches and slung into the hold with the vessel’s own gear, which might, and frequently did, take weeks. But a sailing ship run with utmost economy and a low-paid crew could still in 1938 take six weeks to load her cargo of grain, reach Falmouth or Queenstown for orders after 120 days on passage and still make a profit on a round voyage of about 30,000 miles, the outward 15,000 having been made in ballast.

      At the time I went to sea Erikson was sixty-five years old. Unlike most twentieth-century shipowners he had been a sailor with wide practical experience before he had become a shipowner. At the age of nine he had shipped as a boy aboard a vessel engaged in the North Sea trade. Ten years later he had his first command in the same traffic and then, for six years, he had shipped as mate in ocean-going ships. Between 1902 and 1913, when he finally left the sea to concentrate on being an owner, he was master of a number of square-rigged vessels.

      If I had imagined that Clarkson would be impressed when I approached them, I should have been disappointed. I was one of a number of Englishmen who applied to join the Grain Fleet every year, and Clarkson could not know that I was to be one of the last. From this small mahogany-bound office, saved from being prosaic by the numerous pictures of sailing ships on the walls, they looked after the destinies of practically every grain sailer in the world. Even the Germans came to Clarkson. In 1937 they fixed the high freight of 42s 6d a ton for the Kommodore Johnsen. Most cargoes were for British ports and Clarkson fixed the freights. Erikson was well served by them.

      I learned some of these things from a little white-haired man, who said that to make the voyage at all I must be bound apprentice and pay a premium of fifty pounds. He made no suggestions except that I would probably be better advised not to go at all. I left Bishopsgate with a form of indenture which among other provisions stipulated that my parents were to bind me to the owner for eighteen months or a round voyage; that if I deserted the ship in any foreign port my premium would be forfeited; that if I died or became incapacitated, a pro-rata repayment of premium could be claimed; that I should receive 120 Fin-marks (10s) a month, and that I should be subject to Finnish law and custom.

      This document my father reluctantly signed after hopelessly trying to discover something about Finnish law and custom. I remember that he was particularly concerned to find out whether the death penalty was still enforced and in what manner it was carried out. Even more reluctantly he paid out £50 and sent off the Indentures with two doctors’ certificates attesting that I was robust enough for the voyage, and one from a clergyman which stated that I was of good moral character. By this time I began to feel that I was destined for Roedean rather than the fo’c’sle of a barque.

      Then, towards the end of September, I received a letter from the owner’s agents telling me to join the four-masted barque Moshulu which was discharging its cargo of grain in Belfast.

      S/V Moshulu, East Side, York Dock, Belfast

      26 September 1938

      Dear Mummy and Daddy,

      … I was up on deck on the steamer from Heysham about 6.30 just in time to see the terrifically high masts of the Moshulu rising high above the dock sheds and looking very cold and remote in the early morning. After breakfast in the steamer I took a very ancient taxi that was practically falling to pieces to the ship and when it arrived alongside it was so big that I felt like a midget. It is more than three thousand tons and is the biggest sailing ship in commission in the world.

      I went up a gang plank and spoke to a very tough-looking boy with slant eyes like a Mongolian who was oiling a donkey engine, and asked him if he would help me with my enormous trunk. He picked it up, having made threatening gestures at the taxi man who was trying to overcharge me, and carried it up the plank on his back all by himself!

      Meanwhile, sacks of grain were being hoisted out of the hold and weighed before being taken ashore and into the sheds – altogether the ship brought back more than sixty-two thousand sacks from South Australia on this last voyage and was a hundred and twenty days at sea, which is rather slow. A hundred days from Australia to Britain is good, anything under a hundred, very good.

      Then my new friend, Jansson, who comes from the Åland Islands, took me into the starboard fo’c’sle where I am to live until the watches are appointed, which will be on the day we go to sea. It is about thirty feet long and about thirteen feet wide, with wooden bunks from floor to ceiling, one above the other, like coffins with open sides. I am not sure how many but will tell you later. The boys seem pleasant enough, but not exactly gushing. About three-quarters of them speak only about a dozen words of English and some of those are swear words, which is twelve words more than I speak of Swedish which is the language in which all orders are given, rather than Finnish, which would be too difficult for non-Finns, I suppose. Swedish/Finns from the Åland Islands and Finns make up the majority of the crew.

      They gave me some coffee and then I was told the second mate wanted to see me on the bridge deck, which is amidships above the fo’c’sles, where the ship is steered from, not from the poop. He was a pale, thin fellow and after asking me my name suddenly said, ‘Op the rigging!’

      I simply couldn’t believe this. I thought they would give one a bit of time to get used to being in a ship. I was wearing my Harris tweed jacket, grey flannel trousers and those leather shoes with slippery soles which I took the nails out of because I thought they might damage the decks! He wouldn’t allow me to change, not even my shoes, just take off my jacket and shirt. I was in a sort of daze. I swung out over the ship’s side and started to climb the ratlines, wooden rungs lashed to the shrouds which hold the mast up, quite wide at the bottom but only a few inches wide when you get under what is known as the ‘top’, where it was difficult to get feet as large as mine on to them. The top is a platform and to get on to it I had to climb outwards on rope ratlines,

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