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locate. She lacked solidity, substance, definition of outline. She had a curious air of impermanence, of volatility. An illusion, of course, but an illusion that accorded well with a legend—for a legend the Ulysses had become in her own brief lifetime. She was known and cherished by merchant seamen, by the men who sailed the bitter seas of the North, from St John’s to Archangel, from the Shetlands to Jan Mayen, from Greenland to far reaches of Spitzbergen, remote on the edge of the world. Where there was danger, where there was death, there you might look to find the Ulysses , materializing wraith-like from a fog-bank, or just miraculously being there when the bleak twilight of an Arctic dawn brought with it only the threat, at times almost the certainty, of never seeing the next.
    A ghost-ship, almost, a legend. The Ulysses was also a young ship, but she had grown old in the Russian Convoys and on the Arctic patrols. She had been there from the beginning, and had known no other life. At first she had operated alone, escorting single ships or groups of two or three: later, she had operated without her squadron, the 14th Escort Carrier group.
    But the Ulysses had never really sailed alone. Death had been, still was, her constant companion. He laid his finger on a tanker, and there was the erupting hell of a high-octane detonation; on a cargo liner, and she went to the bottom with her load of war supplies, her back broken by a German torpedo; on a destroyer, and she knifed her way into the grey-black depths of the Barents Sea, her still-racing engines her own executioners; on a U-boat, and she surfaced violently to be destroyed by gunfire, or slid down gently to the bottom of the sea, the dazed, shocked crew hoping for a cracked pressure hull and merciful instant extinction, dreading the endless gasping agony of suffocation in their iron tomb on the ocean floor. Where the Ulysses went, there also went death. But death never touched her. She was a lucky ship. A lucky ship and a ghost ship and the Arctic was her home.
    Illusion, of course, this ghostliness, but a calculated illusion. The Ulysses was designed specifically for one task, for one ocean, and the camouflage experts had done a marvellous job. The special Arctic camouflage, the broken, slanting diagonals of grey and white and washed-out blues merged beautifully, imperceptibly into the infinite shades of grey and white, the cold, bleak grimness of the barren northern seas.
    And the camouflage was only the outward, the superficial indication of her fitness for the north.
    Technically, the Ulysses was a light cruiser. She was the only one of her kind, a 5,500-ton modification of the famous Dido type, a forerunner of the Black Prince class. Five hundred and ten feet long, narrow in her fifty-foot beam with a raked stem, square cruiser stern and long fo’c’sle deck extending well abaft the bridge—a distance of over two hundred feet, she looked and was a lean, fast and compact warship, dangerous and durable.
    â€˜Locate: engage: destroy.’ These are the classic requirements of a naval ship in wartime, and to do each, and to do it with maximum speed and efficiency, the Ulysses was superbly equipped.
    Location, for instance. The human element, of course, was indispensable, and Vallery was far too experienced and battlewise a captain to underestimate the value of the unceasing vigil of lookouts and signalmen. The human eye was not subject to blackouts, technical hitches or mechanical breakdowns. Radio reports, too, had their place and Asdic, of course, was the only defence against submarines.
    But the Ulysses ’s greatest strength in location lay elsewhere. She was the first completely equipped radar ship in the world. Night and day, the radar scanners atop the fore and main tripod masts swept ceaselessly in a 360° arc, combing the far horizons, searching, searching. Below, in the radar rooms—eight in all—and in the Fighter Direction