Looking Seaward Again | Page 2

activity in running up earthworks and
apparently impregnable fortifications was in anticipation of Disraeli
declaring war and ordering the fleet to bombard the Crimean ports;
hence, too, in addition to the strong fortifications, torpedo mines were
laid for miles along the seaboard, and every possible means and
opportunity were taken to make it widely known that the Black Sea was
one deadly mine-field. The Press on all sides was, as usual, brimful of
reports of the most alarmist nature--these, of course, for the most part
extravagant and inaccurate rumours. Nor did the Russian Press
minimize accounts of the terrible devastation that was wrought on
unarmed trespassers who came within the zone of terror. I read twice of

my own rapid and complete destruction. There is no doubt that mines
were laid, though both their capacity for destruction and the number of
them was very much exaggerated.
From the end of ---- outer breakwater to beyond the ---- there was a line
of mines which left between the land and them a channel less than half
a mile wide. A gunboat with torpedo pilots aboard was moored at the
south end, and vessels prior to the war and during the armistice were
compelled to take a pilot in and out; but no vessel was allowed to pass
in or out from sunset to sunrise. A gunboat was also stationed outside
the inner breakwater. A large fleet of steamers had been attracted by the
high freights, inflated by the war fever that permeated Europe at that
time, and also because the season was far advanced, and merchants
were anxious to get their stuff shipped in case hostilities broke out. The
heavy snowstorms had made the roads almost impassable, but in spite
of great difficulties the loading was carried on; slowly, it is true, but
with dogged perseverance. The frost had become keen, and large floes
of ice were rushed down the reaches by the swift current. Booms were
moored outside the vessels to protect them, but these were constantly
being carried away, and not a little damage was done. A consultation
amongst the captains was held as to the advisability of leaving with
what cargoes they had aboard, but only two decided to start on the
following morning. Some of the others said they could force their way
through six inches of ice, and would risk waiting to receive their whole
cargo. Accordingly, as soon as it was daylight one of the captains who
had made all arrangements to leave gave orders to unmoor. The other
had changed his mind, and fell in with the views of the majority. The
captain of the _Claverhouse_, however, got underweigh, but before
getting very far his engineer reported that the hot-well cover had
broken in two. It was temporarily repaired, and she got along famously
until they came to a bend in the river where there was much packed ice.
For two hours manoeuvring continued without any appreciable result.
At last the big mass began to move, and a navigable channel was
opened, which enabled the vessel to make slow though risky progress
through a field of moving ice.
The anchorage at ---- was reached before darkness set in, and a vessel
which had left four days previously was observed to be ashore, with the
ice drifting up against her port side, forcing her farther on to the bank.

Signals were hoisted offering assistance, but before the reply could be
made a blinding snowstorm came on, which lasted all through the night.
The next morning, at daylight, signals were again made by the
Claverhouse to the stranded vessel asking if they would accept
assistance. The reply came, "I want lighters." The crew were jettisoning
the cargo of wheat on to the ice as it flowed past, but the more they
lightened the farther the vessel was forced on to the bank by the rushing
current. The master of the _Claverhouse_, observing the critical
position, sent a boat away with a small line. A communication was
effected, but not without great difficulty. The master of the Aureola
was worn out with anxiety and want of rest, for his vessel had been
ashore for forty-eight hours. He very wisely accepted the assistance
which had opportunely come to him. A tow-rope was attached to the
small line, and by this means a thick tow-line was got aboard, and she
was dragged off the bank; then orders were unaccountably given to cut
the tow-rope. This very nearly resulted in a more serious disaster, as the
engineers in the confusion kept the engines going astern, and the rope
drifting with the current, became entangled round the propeller. If the
anchor and chains had not held the great strain that was put on them,
she would have gone ashore again in a worse