Contrary to popular conception, minesweepers do not sweep up and explode dozens of mines every day. Long weeks may pass without so much as the sight of a mine; this was, accordingly, a red-letter day for the crew of our trawler. We had already nine white-painted chevrons adorning our long black funnel, signifying that we had destroyed that number of mines; already the ship's artist was ferreting out his paint and brush, preparatory to painting our tenth chevron when we should reach port or the weather moderate sufficiently to permit of it.
Towards evening the skies began to clear, the wind backed round to the westward again, and the rough, wind-swept seas gradually calmed down to a gentle swell. If the Lieutenant felt chagrined at his interrupted success as a weather prophet, he concealed his feelings remarkably well; probably, however, the excitement and success of the early afternoon had driven all thought of it from his mind. Some time later the cloudbanks to the west lifted, and, for the first time that day, we saw the sun, an enormous ball of dull red, its circumference very clearly etched through the lowlying winter haze.
Half an hour later, the sun dipped slowly below the south-western horizon, laying a broken path of crimson over the sea of our ship. Soon after, as the light was failing and we had the better part of twenty miles to go before we reached our home port, the Lieutenant signalled to our companion trawler to cease operations and disconnect the sweep wire. We hauled it aboard, unshackled the 'kites' and stowed them carefully away; we then turned the trawler's bows towards the east, for the first time that day, and set a course for home through the swiftly gathering darkness.
The day's work was done. The skipper, his hands gently caressing the wheel, was talking quietly to the Lieutenant, relaxed on a disreputable camp stool, his back against the bulkhead, his hands behind his head. Down below, the cook, his labours over, was lying on his bunk, reading a detective novelette. The winch-driver, impervious, as ever, to the icy wind which still blew, had not stirred from his post, but was dreamily regarding our slightly phosphorescent wake, watching it recede gradually into the darkness. A couple of men were sheltering from the following wind in the well-deck before the bridge, quietly smoking. Yet another two men were on the bridge-deck, steadying a ladder, on the top of which was perched a man for whom the slight pitching of the ship, the insufficient light, and the chilly night wind were proving no deterrent in the execution of his task. To him, art was all. He was painting our tenth chevron on the funnel…
Words cannot adequately express what we owe to these men — fishermen all, from the Hebrides and Mallaig, Wick and Peterhead, Aberdeen and Grimsby, Lowestoft and Yarmouth: call them heroes, and they would jeer at you: yet they are nothing else. Theirs is, at once, the most lonely, monotonous, and dangerous of all our Empire Forces' tasks, and one indispensable for the maintenance of danger-free sea-lanes for the Merchant Service, our lifeline with the world beyond. They put to sea in the morning, gay or grave according to their wont… and some do not return. But they close their ranks, and carry on.
CITY OF BENARES
Colin Ryder Richardson, a city broker, and Kenneth Sparks, a Post Office employee, both live in the western outskirts of London, the former in Worcester Park, Surrey, the latter in Alperton, Middlesex. Both are approximately the same age, both are married, both have a baby son. Superficial similarities, these, similarities that could be duplicated ten thousand times: but through the warp and woof of the lives of these two young men runs a coloured thread of memory that sets them apart from all the others: the memory of that dark and bitter and hopeless night eighteen long years ago, when the torpedoed liner CITY OF BENARES slid beneath the gale and sleet-torn surface of the North Atlantic and left them to die in the cold and hostile waters.
They should have died that night. Their chances of survival, the chances of survival of any child, in waters such as these, were remote. But incredibly survive they did — they and a handful of other children. A handful, no more. The chances were remote, and with the sinking of the CITY OF BENARES, a tragedy which aroused more pity and indignation than any other naval loss of the war, the law of averages had its inexorable way. Of the hundred young children aboard the liner, no less than eighty-three, far from the parents, the homes, and the friends that had until then made up the entirety of their young lives, died on that night of 17 September, 1940.
Kenneth Sparks was thirteen years old, Colin Richardson only eleven on the day when the CITY OF BENARES left England for Canada with a total complement of 406 — 191 passengers and 215 of a crew. Even today, Kenneth Sparks can recall the dark mutterings of some members of the crew on the choice of a sailing date — Friday the 13th of September.
But no one paid any attention to their gloomy forebodings — certainly none of the children, ranging from five to fifteen years of age, for all of whom this voyage was the most exciting adventure of their lives. There was so much to see — all the other ships in the convoy, the destroyers fussing busily around them, and so much to do — exploring the big liner, playing games, trying their best to do full justice to the magnificent meals set before them.
Nearly all the children were being evacuated, Kenneth Sparks among them, under an official Government scheme, from heavily bombed areas such as London, Middlesex, Sunderland, Liverpool and Newport: there were nine officially employed escorts to look after them. Colin Richardson was an exception, travelling privately under the care of a Mr Raskay, a Hungarian, who had arranged with Colin's parents to be his guardian for that trip.
On the third day out from England, the destroyers, their charges now safely past the recognized danger zone, turned for home, leaving the convoy on its own. Even among the most hardened sailors in wartime there is always the same feeling of desertion and vulnerability when their naval escort is compelled to withdraw. But this very human apprehension subsided considerably on the evening of the next day when the liner began to pitch and roll in awkward cross-seas as the weather deteriorated and the wind moaned and whistled round the superstructure and through the rigging as it steadily mounted towards gale force, building up the big seas ahead of it.
The tension and the strain aboard the CITY OF BENARES eased; it was safe now almost to relax. U-boats, of course, were the great menace. But everyone knew how almost impossible it was to launch an accurate torpedo with such seas running, even if a U-boat captain was lucky enough to see them and have time to take an aiming sight, through the cold rain and sleet showers that were beginning to sweep across the darkening sea. Besides, it was the absolutely recognized convention and law of naval warfare that the torpedoing of liners in gale seas was forbidden: in such heavy seas the chances of survival of the complement of a torpedoed liner were remote indeed.
The CITY OF BENARES was torpedoed at exactly 10.00 p.m. that night. The torpedo struck the ship far aft on the port side, almost directly opposite the place where the majority of the evacuee children had their quarters. It is not known exactly how many of them lost their lives in that first lethal moment of impact, when the detonating torpedo ripped a huge hole in the unarmoured hull of the CITY OF BENARES from above to far below the waterline. The probability is that nearly half of these children either died in the first moment, were too dreadfully wounded either to struggle to freedom or even cry out for help, or were trapped in their cabins by warped and buckled doors and taken down with the ship with no one near to help them.