San Andreas. Alistair MacLean
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Silently, undramatically, without any forewarning, as in any abrupt and unexpected power cut in a city, the lights aboard the San Andreas died in the hour before the dawn. Such blackouts were rare but not unknown and gave rise to no particular alarm as far as the handling and navigation of the vessel were concerned. On the bridge, the binnacle light that illuminated the compass, the chart light and the essential telephone line to the engine-room remained unaffected because, operating as they did on a lower voltage, they had their own separate generator. The overhead lights were on the main generator but this was of no consequence as those lights were switched off: the bridge, any bridge, was always darkened at night. The only item on the bridge that did fail was the Kent screen, an inset circular plate of glass directly ahead of the helmsman which spun at high speed and offered a clear view in all conditions. Third Officer Batesman, the officer of the watch, was unworried: to the best of his belief there were neither land nor ships within a hundred miles of him with the exception of the frigate HMS Andover. He had no idea where the frigate was and it didn’t matter: the frigate always knew where he was, for it was equipped with highly sophisticated radar.
In the operating theatre and recovery room it was a case of business as usual. Although the surrounding sea and sky were still dark as midnight, the hour was not early: in those high latitudes and at that time of year daylight, or what passed for daylight, arrived about 10.00 a.m. In those two rooms, the most important in a hospital ship, for that was what the San Andreas was, battery-powered lights came on automatically when the main power failed. Throughout the rest of the ship emergency lighting was provided by hand-hung nickel-cadmium lamps: a twist of the base of such a lamp provided at least a bare minimum of illumination.
What did give rise to concern was the complete failure of the upper deck lights. The hull of the San Andreas was painted white—more correctly, it had been white but time and the sleet, hail, snow and ice spicules of Arctic storms had eroded the original to something between a dingy off-white and an equally dingy light grey. A green band ran all the way around the hull. Very big red crosses had been painted on both her sides, as well as on the fore and after-decks. During night-time those red crosses were illuminated by powerful floodlights: at that time darkness accounted for twenty hours out of the twenty-four.
Opinion as to the value of those lights was fairly evenly divided. According to the Geneva Convention, those red crosses guaranteed immunity against enemy attacks, and as the San Andreas had so far been reassuringly immune those aboard her who had never been subjected to an enemy attack of any kind tended to believe in the validity of the Geneva Convention. But the crew members who had served aboard before her conversion from a Liberty cargo carrier to her present status regarded the Convention with a very leery eye. To sail at night lit up like a Christmas tree went against all the instincts of men who for years had been conditioned to believe, rightly, that to light a cigarette on the upper deck was to attract the attention of a wandering U-boat. They didn’t trust the lights. They didn’t trust the red crosses. Above all, they didn’t trust the U-boats. There was justification for their cynicism: other hospital boats, they knew, had been less fortunate than they had been but whether those attacks had been deliberate or accidental had never been established. There are no courts of law on the high seas and no independent witnesses. Either from reasons of delicacy or because they thought it pointless the crew never discussed the matter with those who lived in what they regarded as a fool’s paradise—the doctors, the sisters, the nurses and the ward orderlies.
The starboard screen door on the bridge opened and a figure, torch in hand, entered. Batesman said: ‘Captain?’
‘Indeed. One of these days I’ll get to finish my breakfast in peace. Some lamps, will you, Third?’
Captain Bowen was of medium height, running to fat—‘well-built’ was his preferred term—with a cheerful white-bearded face and periwinkle-blue eyes. He was also well past retirement age but had never asked to retire and never been asked to: in both ships and men the Merchant Navy had suffered crippling losses and a new ship could be made in a tiny fraction of the time it took to make a new captain: there weren’t too many Captain Bowens left around.
The three emergency lamps didn’t give much more light than a similar number of candles would have done but it was enough to see just how quickly the Captain’s coat had been covered in snow in the brief seconds it had taken him to cover the distance from the saloon. He removed the coat, shook it out through the doorway and hurriedly closed the door.
‘Bloody generator having one of its fits again,’ Bowen said. He didn’t seem particularly upset about it, but then, no one had ever seen the Captain upset about anything. ‘Kent screen on the blink, of course. No odds. Useless anyway. Heavy snow, thirty knot wind and visibility zero.’ There was a certain satisfaction in Bowen’s voice and neither Batesman nor Hudson, the helmsman, had to ask why. All three belonged to the group of thought that had minimal belief in the Geneva Convention: no plane, ship or submarine could hope to locate them in those conditions. ‘Been through to the engine-room?’
‘I have not.’ Batesman spoke with some feeling and Bowen smiled. Chief Engineer Patterson, a north-easterner from the Newcastle area, had a high pride in his undoubted skill, a temper with a notoriously short fuse and a rooted aversion to being questioned about his activities by anyone as lowly as a third officer. ‘I’ll get the Chief, sir.’
He got the Chief. Bowen took the phone and said: ‘Ah, John. Not having much luck this trip, are we? Overload coil? Brushes? Fuse? Ah! The standby, then—I do hope we’re not out of fuel again.’ Captain Bowen spoke in tones of grave concern and Batesman smiled: every member of the crew, down even to the pantry-boy, knew that Chief Patterson was totally devoid of any sense of humour. Bowen’s reference to fuel referred to the occasion when, with Chief Patterson off duty, the main generator had failed and the young engineer in charge had forgotten to turn the cock on the fuel line to the auxiliary. Patterson’s comments were predictable. With a pained expression on his face, Bowen held the phone a foot from his ear until the crackling in the earpiece had ceased, spoke briefly again, then hung up and said diplomatically: ‘I think Chief Patterson is having rather more trouble than usual in locating electrical faults. Ten minutes, he says.’
Only two minutes later the phone rang.
‘Bad news, for a fiver.’ Bowen lifted the phone, listened briefly, then said: ‘You want a word with me, John? But you are having a word with me…Ah. I see. Very well.’ He hung up. ‘The Chief wants to show me something.’
Bowen did not, as Batesman might have assumed, go to the engine-room. He went, instead, to his cabin where he was joined within a minute by the Chief Engineer. A tall, lean man, with an unremarkable face and a permanent five o‘clock shadow, he was, like a number of men who are humourless and unaware of it, given to smiling at frequent intervals and usually at inappropriate moments. He was not, however, smiling at that particular moment. He produced three pieces of what appeared to be black carbon and arranged them on the Captain’s table until they formed an oblong shape.
‘What do you make of that, then?’
‘You know me, John, just a simple seaman. An armature brush for a dynamo or generator or whatever?’
‘Exactly.’ Patterson was much better at being grim than he was at smiling.
‘Hence the power failure?’
‘Nothing to do with the power failure. Overload coil thrown. Short somewhere. Jamieson’s taken a bridge-megger and gone off to locate it. Shouldn’t take him long to locate it.’
This Bowen was prepared to believe. Jamieson, the Second Engineer, was a very bright young man with the unusual distinction of being an A.M.I.E.E.—an Associate Member of the Instituteof Electrical Engineers. He said: ‘So this brush comes from the auxiliary generator; it’s broken, you seem unhappy about it, so I take it this is unusual.’
‘Unusual? It’s unknown. At least, I’ve never known of it. The brush is under constant spring-loaded