H.M.S. Ulysses Part 5

"Of course you shall remain, Ralston. Go down to the Police Office and tell them to tear up your warrant. If I can be of any help to you at any time-----"

"I understand, sir. Thank you very much. Good night, sir."

"Good night, my boy."

The door closed softly behind him.

CHAPTER TWO.

MONDAY MORNING.

"CLOSE ALL water-tight doors and scuttles. Hands to stations for leaving harbour." Impersonally, inexorably, the metallic voice of the broadcast system reached into every farthest corner of the ship.

And from every corner of the ship men came in answer to the call. They were cold men, shivering involuntarily in the icy north wind, sweating pungently as the heavy falling snow drifted under collars and cuffs, as numbed hands stuck to frozen ropes and metal. They were tired men, for fuelling, provisioning and ammunitioning had gone on far into the middle watch: few had had more than three hours' sleep.

And they were still angry, hostile men. Orders were obeyed, to be sure, with the mechanical efficiency of a highly trained ship's company; but obedience was surly, acquiescence resentful, and insolence lay ever close beneath the surface. But Divisional Officers and N.C.O.s handled the men with velvet gloves: Vallery had been emphatic about that.

Illogically enough, the highest pitch of resentment had not been caused by the c.u.mberland's prudent withdrawal. It had been produced the previous evening by the routine broadcast. "Mail will close at 2000 tonight." Mail! Those who weren't working non-stop round the clock were sleeping like the dead with neither the heart nor the will even to think of writing. Leading Seaman Doyle, the doyen of 'B' mess-deck and a venerable three-badger (thirteen years' undiscovered crime, as he modestly explained his good-conduct stripes) had summed up the matter succinctly: "If my old Missus was Helen of Troy and Jane Russell rolled into one, and all you blokes wot have seen the old dear's photo know that the very idea's a shocking libel on either of them ladies, I still wouldn't send her even a bleedin' postcard. You gotta draw a line somewhere. Me, for my scratcher." Whereupon he had dragged his hammock from the rack, slung it with millimetric accuracy beneath a hot-air louvre, seniority carries its privileges, and was asleep in two minutes. To a man, the port watch did likewise: the mail bag had gone ash.o.r.e almost empty...

At 0600, exactly to the minute, the Ulysses slipped her moorings and steamed slowly towards the boom. In the grey half-light, under leaden, lowering clouds, she slid across the anchorage like an insubstantial ghost, more often than not half-hidden from view under sudden, heavy flurries of snow.

Even in the relatively clear spells, she was difficult to locate. She lacked solidity, substance, definition of outline. She had a curious air of impennanence, of volatility. An illusion, of course, but an illusion that accorded well with a legend, for a legend the Ulysses had become in her own brief lifetime. She was known and cherished by merchant seamen, by the men who sailed the bitter seas of the North, from St.

John's to Archangel, from the Shetlands to Jan Mayen, from Greenland to far reaches of Spitsbergen, remote on the edge of the world. Where there was danger, where there was death, there you might look to find the Ulysses, materialising wraith-like from a fog-bank, or just miraculously, being there when the bleak twilight of an Arctic dawn brought with it only the threat, at times almost the certainty, of never seeing the next.

A ghost-ship, almost, a legend. The Ulysses was also a young ship, but she had grown old in the Russian Convoys H.U.33B and on the Arctic patrols. She had been there from the beginning, and had known no other life. At first she had operated alone, escorting single ships or groups of two or three: later, she had operated with corvettes and frigates, and now she never moved without her squadron, the 14th Escort Carrier group.

But the Ulysses had never really sailed alone. Death had been, still was, her constant companion. He laid his ringer on a tanker, and there was the erupting h.e.l.l of a high-octane detonation; on a cargo liner, and she went to the bottom with her load of war supplies, her back broken by a German torpedo; on a destroyer, and she knifed her way into the grey-black depths of the Barents Sea, her still racing engines her own executioners; on a U-boat, and she surfaced violently to be destroyed by gunfire, or slid down gently to the bottom of the sea, the dazed, shocked crew hoping for a cracked pressure hull and merciful instant extinction, dreading the endless gasping agony of suffocation in their iron tomb on the ocean floor. Where the Ulysses went, there also went death. But death never touched her. She was a lucky ship. A lucky ship and a ghost ship and the Arctic was her home.

Illusion, of course, this ghostliness, but a calculated illusion. The Ulysses was designed specifically for one task, for one ocean, and the camouflage experts had done a marvellous job. The special Arctic camouflage, the broken, slanting diagonals of grey and white and washed out blues merged beautifully, imperceptibly into the infinite shades of grey and white, the cold, bleak grimness of the barren northern seas.

And the camouflage was only the outward, the superficial indication of her fitness for the north.

Technically, the Ulysses was a light cruiser. She was the only one of her kind, a 5,500 ton modification of the famous Dido type, a forerunner of the Black Prince cla.s.s. Five hundred and ten feet long, narrow in her fifty-foot beam with a raked stem, square cruiser stern and long fo'c'sle deck extending well abaft the bridge, a distance of over two hundred feet, she looked and was a lean, fast and compact warship, dangerous and durable.

"Locate: engage: destroy." These are the cla.s.sic requirements of a naval ship in wartime, and to do each, and to do it with maximum speed and efficiency, the Ulysses was superbly equipped.

Location, for instance. The human element, of course, was indispensable, and Vallery was far too experienced and battlewise a captain to underestimate the value of the unceasing vigil of look-outs and signalmen. The human eye was not subject to blackouts, technical hitches or mechanical breakdowns. Radio reports, too, had their place and Asdic, of course, was the only defence against submarines.

But the Ulysses's greatest strength in location lay elsewhere. She was the first completely equipped radar ship in the world. Night and day, the radar scanners atop the fore and main tripod masts swept ceaselessly in a 360 arc, combing the far horizons, searching, searching. Below, in the radar rooms, eight in all, and in the Fighter Direction rooms, trained eyes, alive to the slightest abnormality, never left the glowing screens. The radar's efficiency and range were alike fantastic. The makers, optimistically, as they had thought, had claimed a 40-45 mile operating range for their equipment. On the Ulysses's first trials after her refit for its installation, the radar had located a Condor, subsequently destroyed by a Blenheim, at a range of eighty-five miles.

Engage that was the next step. Sometimes the enemy came to you, more often you had to go after him. And then, one thing alone mattered speed.

The Ulysses was tremendously fast. Quadruple screws powered by four great Parsons single-reduction geared turbines two in the for'ard, two in the after engine-room, developed an unbelievable horse-power that many a battleship, by no means obsolete, could not match. Officially, she was rated at 33.5 knots. Off Arraa, in her full-power trials, bows lifting out of the water, stern dug in like a hydroplane, vibrating in every Clyde-built rivet, and with the tortured, seething water boiling whitely ten feet above the level of the p.o.o.p-deck, she had covered the measured mile at an incredible 39.2 knots, the nautical equivalent of 45 m.p.h. And the "Dude "-Engineer-Commander Dobson had smiled knowingly, said he wasn't half trying and just wait till the Abdiel or the Manxman came along, and he'd show them something. But as these famous mine-laying cruisers were widely believed to be capable of 44 knots, the wardroom had merely sniffed "Professional jealousy "and ignored him.

Secretly, they were as proud of the great engines as Dobson himself.

Locate, engage and destroy. Destruction. That was the be all, the end all. Lay the enemy along the sights and destroy him. The Ulysses was well equipped for that also.

She had four twin gun-turrets, two for'ard, two aft, 5.25 quick-firing and dual-purpose equally effective against surface targets and aircraft. These were controlled from the Director Towers, the main one for'ard, just above and abaft of the bridge, the auxiliary aft. From these towers, all essential data about bearing, wind-speed, drift, range, own speed, enemy speed, respective angles of course were fed to the giant electronic computing tables in the Transmitting Station, the fighting heart of the ship, situated, curiously enough, in the very bowels of the Ulysses, deep below the water-line, and thence automatically to the turrets as two simple factors, elevation and training. The turrets, of course, could also fight independently.

These were the main armament. The remaining guns were purely AA, the batteries of multiple pom-poms, firing two-pounders in rapid succession, not particularly accurate but producing a blanket curtain sufficient to daunt any enemy pilot, and isolated cl.u.s.ters of twin Oerlikons, high-precision, high-velocity weapons, vicious and deadly in trained hands.

Finally, the Ulysses carried her depth-charges and torpedoes, 36 charges only, a negligible number compared to that carried by many corvettes and destroyers, and the maximum number that could be dropped in one pattern was six. But one depth-charge carries 450 lethal pounds of Amatol, and the Ulysses had destroyed two U-boats during the preceding winter. The 21-inch torpedoes, each with its 750-pound warhead of T.N.T., lay sleek and menacing, in the triple tubes on the main deck, one set on either side of the after funnel. These had not yet been blooded.

This, then, was the Ulysses. The complete, the perfect fighting machine, man's ultimate, so far, in his attempt to weld science and savagery into an instrument of destruction. The perfect fighting machine, but only so long as it was manned and serviced by a perfectly integrating, smoothly functioning team. A ship, any ship, can never be better than its crew. And the crew of the Ulysses was disintegrating, breaking up: the lid was clamped on the volcano, but the rumblings never ceased.

The first signs of further trouble came within three hours of clearing harbour. As always, minesweepers swept the channel ahead of them, but, as always, Vallery left nothing to chance. It was one of the reasons why he, and the Ulysses, had survived thus far. At 0620 he streamed paravanes, the slender, torpedo-shaped bodies which angled out from the bows, one on either side, on special paravane wire. In theory, the wires connecting mines to their moorings on the floor of the sea were deflected away from the ship, guided out to the paravanes themselves and severed by cutters: the mines would then float to the top to be exploded or sunk by small arms.

At 0900, Vallery ordered the paravanes to be recovered. The Ulysses slowed down. The First Lieutenant, Lieutenant-Commander Carrington, went to the fo'c'sle to supervise operations: seamen, winch drivers, and the Subs, in charge of either side closed up to their respective stations.

Quickly, the recovery booms were freed from their angled crutches, just abaft the port and starboard lights, swung out and rigged with recovery wires. Immediately, the three-ton winches on 'B' gun-deck took the strain, smoothly, powerfully; the paravanes cleared the water.

Then it happened. It was A.B. Ferry's fault that it happened. And it was just ill-luck that the port winch was suspect, operating on a power circuit with a defective breaker, just ill-luck that Ralston was the winch driver, a taciturn, bitter mouthed Ralston to whom, just then, nothing mattered a d.a.m.n, least of all what he said and did. But it was Carslake's responsibility that the affair developed into what it did.

Sub-Lieutenant Carslake's presence there, on top of the Carley floats', directing the handling of the port wire, represented the culmination of a series of mistakes. A mistake on the part of his father, Rear-Admiral, Rtd., who had seen in his son a man of his own calibre, had dragged him out of Cambridge in 1939 at the advanced age of twenty-six and practically forced him into the Navy: a weakness on the part of his first C.O., a corvette captain who had known his father and recommended him as a candidate for a commission: a rare error of judgment on the part of the selection board of the King Alfred, who had granted him his commission ; and a temporary lapse on the part of the Commander, who had a.s.signed him to this duty, in spite of Carslake's known incompetence and inability to handle men.

He had the face of an overbred racehorse, long, lean and narrow, with prominent pale blue eyes and protruding upper teeth. Below his scanty fair hair, his eyebrows were arched in a perpetual question mark:

beneath the long, pointed nose, the supercilious curl of the upper lip formed the perfect complement to the eyebrows. His speech was a shocking caricature of the King's English: his short vowels were long, his long ones interminable: his grammar was frequently execrable. He resented the Navy, he resented his long overdue promotion to Lieutenant, he resented the way the men resented him. In brief, Sub-Lieutenant Carslake was the quintessence of the worst by-product of the English public school system. Vain, superior, uncouth and ill-educated, he was a complete a.s.s.

He was making an a.s.s of himself now. Striving to maintain balance on the rafts, feet dramatically braced at a wide angle, he shouted unceasing, unnecessary commands at his men. C.P.O. Hartley groaned aloud, but kept otherwise silent in the interests of discipline. But A.B. Ferry felt himself under no such restraints.

"'Ark at his Lordship," he murmured to Ralston. "All for the Skipper's benefit." He nodded at where Vallery was leaning over the bridge, twenty feet above Carslake's head. "Impresses him no end, so his nibs reckons."

"Just you forget about Carslake and keep your eyes on that wire,"

Ralston advised. "And take these d.a.m.ned great gloves off. One of these days------"

"Yes, yes, I know," Ferry jeered. "The wire's going to snag 'em and wrap me round the drum." He fed in the hawser expertly. "Don't you worry, chum, it's never going to happen to me."

But it did. It happened just then. Ralston, watching the swinging paravane closely, flicked a glance inboard. He saw the broken strand inches from Ferry, saw it hook viciously into the gloved hand and drag him towards the spinning drum before Ferry had a chance to cry out.

Ralston's reaction was immediate. The foot-brake was only six inches away but that was too far. Savagely he spun the control wheel, full ahead to full reverse in a split second. Simultaneously with Ferry's cry of pain as his forearm crushed against the lip of the drum came a m.u.f.fled explosion and clouds of acrid smoke from the winch as 500 worth of electric motor burnt out in a searing flash.

Immediately the wire began to run out again, accelerating momentarily under the dead weight of the plunging paravane. Ferry went with it.

Twenty feet from the winch the wire pa.s.sed through a s.n.a.t.c.h block on the deck: if Ferry was lucky, he might lose only his hand.

He was less than four feet away when Ralston's foot stamped viciously on the brake. The racing drum screamed to a shuddering stop, the paravane crashed down into the sea and the wire, weightless now, swung idly to the rolling of the ship.

Carslake scrambled down off the Carley, his sallow face suffused with anger. He strode up to Ralston.

"You b.l.o.o.d.y fool!" he mouthed furiously. "You've lost us that paravane.

By G.o.d, L.T.O., you'd better explain yourself! Who the h.e.l.l gave you orders to do anything?"

Ralston's mouth tightened, but he spoke civilly enough.