Looking Seaward Again | Page 2

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 position, and inevitably have broken her back. As it was, the propeller was cleared in about a couple of hours. The captain of the Aureola was not well acquainted with the