The Ramage Touch

by Dudley Pope

  Copyright & Information

  The Ramage Touch

  First published in 1979

  Copyright: Kay Pope; House of Stratus 1979-2010

  All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted, in any form, or by any means (electronic, mechanical, photocopying, recording, or otherwise), without the prior permission of the publisher. Any person who does any unauthorised act in relation to this publication may be liable to criminal prosecution and civil claims for damages.

  The right of Dudley Pope to be identified as the author of this work has been asserted.

  This edition published in 2010 by House of Stratus, an imprint of

  Stratus Books Ltd., Lisandra House, Fore Street, Looe,

  Cornwall, PL13 1AD, UK.

  Typeset by House of Stratus.

  A catalogue record for this book is available from the British Library and the Library of Congress.

  EAN ISBN Edition

  1842324764 9781842324769 Print

  0755124359 9780755124350 Pdf

  0755124529 9780755124527 Kindle/Mobi

  0755124693 9780755124695 Epub

  This is a fictional work and all characters are drawn from the author’s imagination.

  Any resemblance or similarities to persons either living or dead are entirely coincidental.

  www.houseofstratus.com

  About the Author

  Dudley Bernard Egerton Pope was born in Ashford, Kent on 29 December 1925. When at the tender age of fourteen World War II broke out and Dudley attempted to join the Home Guard by concealing his age. At sixteen, once again using a ruse, he joined the merchant navy a year early, signing papers as a cadet with the Silver Line. They sailed between Liverpool and West Africa, carrying groundnut oil.

  Before long, his ship was torpedoed in the Atlantic and a few survivors, including Dudley, spent two weeks in a lifeboat prior to being rescued. His injuries were severe and because of them he was invalided out of the merchant service and refused entry into the Royal Navy when officially called up for active service aged eighteen.

  Turning to journalism, he set about ‘getting on with the rest of his life’, as the Naval Review Board had advised him. He graduated to being Naval and Defence correspondent with the London Evening News in 1944. The call of the sea, however, was never far away and by the late 1940’s he had managed to acquire his first boat. In it, he took part in cross-channel races and also sailed off to Denmark, where he created something of a stir, his being one of the first yachts to visit the country since the war.

  In 1953 he met Kay, whom he married in 1954, and together they formed a lifelong partnership in pursuit of scholarly adventure on the sea. From 1959 they were based in Porto Santo Stefano in Italy for a few years, wintering on land and living aboard during the summer. They traded up boats wherever possible, so as to provide more living space, and Kay Pope states:

  ‘In September 1963, we returned to England where we had bought the 53 foot cutter Golden Dragon and moved on board where she lay on the east coast. In July 1965, we cruised down the coasts of Spain and Portugal, to Gibraltar, and then to the Canary Islands. Early November of the same year we then sailed across the Atlantic to Barbados and Grenada, where we stayed three years.

  Our daughter, Victoria was 4 months old when we left the UK and 10 months when we arrived in Barbados. In April 1968, we moved on board ‘Ramage’ in St Thomas, US Virgin Islands and lost our mainmast off St Croix, when attempting to return to Grenada.’

  The couple spent the next nine years cruising between the British Virgin Islands and Puerto Rico, before going to Antigua in 1977 and finally St.Martin in 1979.

  The sea was clearly in Pope’s blood, his family having originated in Padstow, Cornwall and later owning a shipyard in Plymouth. His great-grandfather had actually preceded him to the West Indies when in 1823, after a spell in Canada, he went to St.Vincent as a Methodist missionary, before returning to the family business in Devon.

  In later life, Dudley Pope was forced to move ashore because of vertigo and other difficulties caused by injuries sustained during the war. He died in St.Martin in 1997, where Kay now lives. Their daughter, Victoria, has in turn inherited a love of the sea and lives on a sloop, as well as practising her father’s initial profession of journalism.

  As an experienced seaman, talented journalist and historian, it was a natural progression for Pope to write authoritative accounts of naval battles and his first book, Flag 4: The Battle of Coastal Forces in the Mediterranean, was published in 1954. This was followed in 1956 by the Battle of the River Plate, which remains the most accurate and meticulously researched account of this first turning point for Britain in World War II. Many more followed, including the biography of Sir Henry Morgan, (Harry Morgan’s Way) which has one won wide acclaim as being both scholarly and thoroughly readable. It portrays the history of Britain’s early Caribbean settlement and describes the Buccaneer’s bases and refuges, the way they lived, their ships and the raids they made on the coast of central America and the Spain Main, including the sack of Panama.

  Recognising Pope’s talent and eye for detail, C.S. Forrester (the creator of the Hornblower Series) encouraged him to try his hand at fiction. The result, in 1965, was the appearance of the first of the Ramage novels, followed by a further seventeen culminating with Ramage and the Dido which was published in 1989. These follow the career and exploits of a young naval officer, Nicholas Ramage, who was clearly named after Pope’s yacht. He also published the ‘Ned Yorke’ series of novels, which commences as would be expected in the Caribbean, in the seventeenth century, but culminates in ‘Convoy’ and ‘Decoy’ with a Ned Yorke of the same family many generations on fighting the Battle of the Atlantic.

  All of Dudley Pope’s works are renowned for their level of detail and accuracy, as well as managing to bring to the modern reader an authentic feeling of the atmosphere of the times in which they are set.

  Some of the many compliments paid by reviewers of Dudley Pope’s work:

  ‘Expert knowledge of naval history’ - Guardian

  “An author who really knows Nelson’s navy” - Observer

  ‘The best of Hornblower’s successors’ - Sunday Times

  ‘All the verve and expertise of Forrester’ - Observer

  Dedication

  For Roz and David

  Maps

  Voyage of the Calypso - LH

  Voyage of the Calypso - RH

  Voyage of the Calypso - Full

  CHAPTER ONE

  When Ramage eventually succeeded in focusing the nightglass on the two distant ships, because it showed an inverted image they were faintly outlined against the stars and looked like bats hanging side by side and upside down from a beam.

  Southwick and Aitken stood beside him at the quarterdeck rail attempting to conceal their impatience. The vessels had been spotted ten minutes earlier by a masthead lookout, who had seen them momentarily against a rising star. The master was the first to give up trying. ‘Frigates, are they, sir?’

  ‘No.’

  ‘Nor ships of the line?’ Southwick’s voice indicated more hopefulness than fear, even though the Calypso herself was only a frigate.

  ‘No,’ Ramage said sarcastically, although secretly amused at the old man’s pugnacious attitude, which was obviously under a strain because they had been back in the Mediterranean for several days now without firing a gun, except at exercise. ‘As soon as I identify them, I’ll tell you. Or you can take this–’ he offered the nightglass, which was the only one left in the ship because the other had been broken within hours of leaving Gibraltar, ‘and go aloft to look for yourself.’

  Southwick patted his paunch and grinned in the dark
ness. ‘I’ll wait, sir. Sorry, but it makes me impatient…’

  ‘Don’t get too excited,’ Ramage warned. ‘Although they’re damn’d odd-looking ships they’re small and they’re steering for the coast.’

  ‘You mean we won’t catch ’em before they reach it, sir?’

  ‘Not with this whiffling wind. Either they’ve spotted us and are going to run up on the beach and set themselves on fire because they can’t escape, or they haven’t and, because they can’t make headway against wind and current, have decided to edge in and anchor in the lee of Punta Ala. They can stay there until the wind strengthens, or veers more to the north. In fact, I doubt if they’ve seen us and are waiting for a veer. They must be as sick as we are of tacking in this light southerly.’

  Ramage looked up at the sails, great rectangles, blotting out whole constellations of stars, but there was so little wind that there was only a slight belly in the canvas. For once he was grateful that for the moment there was not enough chilly downdraught to make him turn up the collar of his boat-cloak. He could see the quartermaster was dancing from one side of the binnacle to the other, watching the luffs, while the men at the wheel felt the ship almost dead in the water.

  Once again Ramage steadied his elbows on the rail and once again held his breath to lessen the movement of the glass as he pressed it to his eye. The eastern horizon was jagged with cliffs and hills, black humps and odd shapes that made up this part of the Tuscan coast. Yes, there they were, tiny, angular black bruises against the night sky. The strangest thing was the position of the masts, although their angle made it certain they were steering in for the north side of Punta Ala…It was no good straining his eyes any longer: at that moment the ships slid into the dark background of the Tuscan hills as though a door had closed behind them. Ramage put the glass in the binnacle box drawer.

  ‘We’ll go in after them,’ Ramage said briskly, explaining that they were out of sight.

  ‘Shall I send the men to quarters, sir?’ Aitken asked eagerly, reaching for the speaking-trumpet.

  ‘There’s no hurry; it’ll take us an hour or more to get within sight of the beach. When is moonrise?’

  ‘Another hour,’ Southwick said promptly, having just put his watch back in his pocket. ‘And it’ll be a few minutes late by the time it has climbed up from behind those mountains. The – er, those two ships, sir…’

  ‘The devil only knows,’ Ramage said. ‘There are so many odd local rigs out here in the Mediterranean, from caiques to xebecs, that I can’t even guess in this light. These two look like ketches, except for the masts: they are set so far aft. The mainmast is where you’d expect the foremast to be stepped; the main looks like a mizen. They seem to have tall rigs considering the lengths of their hulls, and unless the light was playing tricks they have long jibbooms.’

  ‘Could they be timber carriers?’ It was a sensible question from Southwick because a ship carrying lumber needed long hatches to load decent lengths in the hold.

  Ramage shook his head. ‘Not in the Mediterranean. In the Baltic and North Sea, with long mast timber being moved, yes; but down here the trade is in what the shipwrights call “short stuff”; larch and the like, and the occasional oak.’

  ‘Wine?’ Aitken asked, managing to put into the word all the disapproval of a stern Scottish upbringing.

  ‘Neapolitan wine-carriers?’ Ramage expanded the question, knowing Aitken was a stranger to the Mediterranean. ‘Or even olive oil? No, I’ve been thinking of them but they’re beamier; they sit squat in the water like Newcastle colliers and don’t have a very high rig. In fact I doubt if they could maintain steerage way in this breeze.’

  ‘They must be transports of some sort,’ Southwick grumbled, removing his hat and shaking out his flowing white hair as though spinning a dry mop. ‘Troops, guns, horses, infantry, powder and shot…The French have to supply the garrisons in Italy.’

  Ramage had already considered salt fish being brought down from Genoa or Leghorn, and military cargoes that could be travelling up and down the coast. He had a vivid picture of the Calypso frigate boarding one French transport and discovering at the last moment that she had five hundred well-trained troops waiting on board, with another five hundred in the consort coming up to the rescue. Likewise a few broadsides fired at close range into a transport laden with casks of gunpowder might well make a very loud bang that none of them would survive to hear for more than a second.

  There was only one way of finding out what it was all about. ‘Allow a knot and a half of northgoing current,’ he told Southwick, ‘and give us a course for Punta Ala. If you don’t see those ships bursting into flames before moonrise, you can reckon they’re just anchored to wait for a wind veer.’

  Still thinking of the strange shape of the two ships after they had slid into the shadows, Ramage reflected that every country’s coast had its own characteristic smell and noise when approached from seaward at night. With experience you can recognize it. The Italian coastline here just south of Elba was just as he remembered it from three or four years ago – but very different from the West Indies he had just left.

  Oddly enough there was not so much physical difference in daylight: the high but rounded, breast-shaped Tuscan hills and more distant mountains, scorched brown by the summer drought and with trees only on the lower slopes, were very similar to those of several West Indian islands. Apart from the startling blue of the Caribbean sea and sky, the Virgin Islands, St Christopher, Nevis, St Bartholomew, St Martin and even Guadeloupe and Martinique, could have been part of Tuscany – except, of course, for the noises and smells.

  In Italy the carbonaio was always busy cutting thick shrubs and lopping branches from trees and at night he tamped down his ovens with turf so that random draughts did not make too much heat and burn the wood to ash instead of baking it into charcoal. The smoke coming up from the hummocks, like autumn mist starting in a valley, drifted off to leeward with its own distinctive smell: of neither bonfire nor blaze, open grate nor bushfire. When the offshore breeze came up at night in settled weather the smell of the charcoal burning could be detected many miles out to sea, a signpost pointing homeward for the local fishermen but a warning signal to the unwary navigator. Mingling with it but sweeter yet sharper than the charcoal was the smell of herbs: sage, which covered many of the hills, thyme, rosemary and oregano.

  Among the West Indian islands the effect of the trade winds blowing regularly from the east was that the west side of each island had this almost permanent smell, and it was one which became stronger as you went on shore and entered the little towns: the sellers (usually women) would have their small piles of charcoal under the shade of a big tree. Plump women in colourful but never garish dresses, chattering with each other in shrill voices, occasionally quarrelling but mostly laughing, eager to tease a bargain-hunting buyer who went to a rival.

  Ramage shivered in the darkness. Smell, noise – and temperature. If you had been serving on the stormy Channel Station for a few years, a move to the Mediterranean seemed blissful because (apart from a few weeks in midwinter) it was so much warmer. Then you went to the tropics and for the first few weeks the heat seemed stifling, damp and draining off one’s energy. Soon you learned tricks like always standing in the shade when the sun was at its zenith, and you discovered the cooling breeze of the trade winds, so that you became accustomed to it. No doubt soldiers on duty inland found it scorching for an hour either side of noon but, to a sailor in a ship anchored in a quiet bay, places like the West Indian islands seemed to have the perfect climate.

  The Caribbean climate was perfect, Ramage thought, and there had been no pleasure leaving the tropics this time, particularly because the Calypso was not bound for home. As the frigate sailed north from Tortola, heading for Bermuda, which was one of the first stepping stones across the Atlantic going eastward towards Gibraltar, the temperature had dropped one degree for every degree of latitude made good northward. He had been thankful when they sighted the Azores and
began the long final sweep that would take them down into the Gut, as the Strait of Gibraltar was always known to the Navy.

  He pulled his boat-cloak round him and with another shiver unconnected with temperature realized how a fox must feel as it paused to watch the pack of hounds sniffing the air, seeking its scent, because those two black shapes he had been watching could be a trap. They could be two hens waiting to be snapped up; they could also be two Trojan horses. All he could do was close with them and hope that sharp eyes and the nightglass would give him enough warning. After all, he told himself sharply, that was why he was here, one of the few King’s ships now in a Mediterranean from which the Navy, stretched beyond its capacity, had almost completely withdrawn its strength which was needed more urgently from Brest to the Texel, from Jamaica to the Skaw. The Navy’s task of blockading the French was like a cooper trying to prevent an old cask from leaking: no sooner was one leak stopped up with a small blockading force than another was spotted.

  Of course, that was one of the reasons why Their Lordships in their wisdom had sent off orders from the Admiralty saying that the Calypso was to leave the West Indies ‘and make the best of her way’ to Gibraltar (a time-honoured phrase). At Gibraltar, Ramage had found fresh instructions waiting for him – he was to provision for four months and enter the Mediterranean. The instructions went on in immaculate copperplate for several pages, but boiled down to the fact that Ramage was being sent into the Mediterranean with the Calypso for four months to create as much havoc as he could along the French and Italian coasts, disrupting shipping, transport, communications…