H. M. S. Ulysses (5 page)

He sighed. All that troubled him just now was what he ought to say to Ralston. But it was Ralston who spoke first.

‘It's all right, sir.' The voice was a level monotone, the face very still. ‘I know. The Torpedo Officer told me.'

Vallery cleared his throat.

‘Words are useless, Ralston, quite useless. Your young brother— and your family at home. All gone. I'm sorry, my boy, terribly sorry about it all.' He looked up into the expressionless face and smiled wryly. ‘Or maybe you think that these are all words—you know, something formal, just a meaningless formula.'

Suddenly, surprisingly, Ralston smiled briefly.

‘No, sir, I don't. I can appreciate how you feel, sir. You see, my father—well, he's a captain too. He tells me he feels the same way.'

Vallery looked at him in astonishment.

‘Your father, Ralston? Did you say—'

‘Yes, sir.' Vallery could have sworn to a flicker of amusement in the blue eyes, so quiet, so selfpossessed, across the table. ‘In the Merchant Navy, sir—a tanker captain—16,000 tons.'

Vallery said nothing. Ralston went on quietly:

‘And about Billy, sir—my young brother. It's—it's just one of these things. It's nobody's fault but mine—I asked to have him aboard here. I'm to blame, sir—only me.' His lean brown hands were round the brim of his hat, twisting it, crushing it. How much worse will it be when the shattering impact of the double blow wears off, Vallery wondered, when the poor kid begins to think straight again?

‘Look, my boy, I think you need a few days' rest, time to think things over.' God, Vallery thought, what an inadequate, what a futile thing to say. ‘PRO is making out your travelling warrant just now. You will start fourteen days' leave as from tonight.'

‘Where is the warrant made out for, sir?' The hat was crushed now, crumpled between the hands. ‘Croydon?'

‘Of course. Where else—' Vallery stopped dead; the enormity of the blunder had just hit him.

‘Forgive me, my boy. What a damnably stupid thing to say!'

‘Don't send me away, sir,' Ralston pleaded quietly. ‘I know it sounds—well, it sounds corny, selfpitying, but the truth is I've nowhere to go I belong here—on the
Ulysses
. I can do things all the time—I'm busy—working, sleeping—I don't have to talk about things—I can do things . . . ' The self-possession was only the thinnest veneer, taut and frangible, with the quiet desperation immediately below.

‘I can get a chance to help pay ‘em back,' Ralston hurried on. ‘Like crimping these fuses today—it—well, it was a privilege. It was more than that—it was—oh, I don't know. I can't find the words, sir.'

Vallery knew. He felt sad, tired, defenceless. What could he offer this boy in place of this hate, this very human, consuming flame of revenge? Nothing, he knew, nothing that Ralston wouldn't despise, wouldn't laugh at. This was not the time for pious platitudes. He sighed again, more heavily this time.

‘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.

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 NCOs 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
Cumberland'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 ashore 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 impermanence, 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 Spitzbergen, remote on the edge of the world. Where there was danger, where there was death, there you might look to find the
Ulysses
, materializing 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 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 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 finger on a tanker, and there was the erupting hell 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
class. 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 classic 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 lookouts 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 singlereduction geared turbines—two in the for'ard, two in the after engine-room—developed an unbelievable horsepower that many a battleship, by no means obsolete, could not match. Officially, she was rated at 33.5 knots. Off Arran, 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 poop-deck, she had covered the measured mile at an incredible 39.2 knots—the nautical equivalent of 45 mph. 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 pompoms, firing two-pounders in rapid succession, not particularly accurate but producing a blanket curtain sufficient to daunt any enemy pilot, and isolated clusters of twin Oerlikons, high-precision, highvelocity 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 depthcharge 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 TNT, 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, smoothlyfunctioning 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.