Explanatory Notes

Archibald Gordon Elmslie was the second son of James Aberdour Elmslie. Born in 1864 he began his apprenticeship at sea in 1880 serving under his father and alongside his apprentice elder brother, Christopher Tatham Elmslie. Archie earned rapid promotion and was appointed 1st Mate of the Sobraon in 1887. Thus he made four annual voyages to Melbourne as chief officer under his father until the end of the final voyage of the Sobraon in 1891. Moreover, in 1888 Archie had gained his master’s qualification. Accordingly, Archie was both a highly-qualified and highly-experienced seaman.

When his father died in 1908 no other person had better first-hand knowledge of the sailing ship Sobraon than Archie. Fortunately he accepted responsibility to record something of the ship’s magnificent history in association with her long-time commander, his father. His Paper produced in 1912: ‘Particulars and Some Incidents Occurring on the Sobraon’ is the result.

While, in 1912, Archie’s memory of the ship and his eleven years sailing in her was still clear, his life in the intervening twenty years had taken a
very different turn. After leaving the Sobraon in 1891 he served in steamships until 1893 when he left the sea and joined his elder brother, Christopher Tatham Elmslie, in developing gold deposits in Croydon, in northern Queensland, Australia. Archie married and, together with his young family, moved between Croydon and London in connection with the family’s goldmining interests. And so it was that in 1912 Archie was living in Surrey, England with his family and he had diverse other responsibilities when he wrote his Paper on the Sobraon.

It is understandable, therefore, that there is a small number of errors of fact in Archie’s Paper, particularly in relation to matters that occurred
prior to him joining the Sobraon in 1880. A carbon copy of Archie’s original typewritten Paper was retained by his son, James Alexander Elmslie, whose handwritten corrections and some additions appear on the copy of the original document that is reproduced on the accompanying disc.

 

Particulars and Some Incidents Occurring on the “SOBRAON”

by A. G. Elmslie. ¹

Original Document

Transcribed and Edited Document

The “Sobraon” was built by Messrs. A. Hall & Co. at Aberdeen and launched in November ² 1866. She was a composite ship being built of solid teak with iron beams and framework, and copper bolted throughout. Her registered tonnage was 2131 and burthen 3500 tons.

Her dimensions were 317 feet in length over all, 40 feet beam and 28 feet depth of hold.

Her lower masts were of wrought iron, and top masts and three lower yards on each mast, of steel. She was a square rigged three masted ship and on her first two voyages carried skysails but these were found to make her rather crank and so were done away with. With all sail set she had a spread of just two acres of canvas. 

The first five voyages ³, from 1866 to 1871, were made to Sydney and after that, from 1872 to 1891, to Melbourne, returning via the Cape of Good Hope. On most voyages she touched at Cape Town and always at St. Helena. On her last trip she arrived at Melbourne mid December, and after discharging, took sufficient ballast in to proceed to Sydney. She was there sold and handed over to the New South Wales Government, and after considerable alterations, was utilised as a reformatory ⁴. A few months ago it was decided by the Federal Government to take her over for a training ship for boys entering the Australian Navy.

It is here worthy of note that after being moored in Sydney Harbour from 1891 to 1911, or for twenty years, she was found on being put into dry dock to be absolutely sound. It can be taken, therefore, that she will retain her present useful and honourable position for many years to come.

On the first voyage the “Sobraon” was commanded by Captain Kyle. He was succeeded by Lieut. J. A. Elmslie, R.N.R., who retained command until the ship was sold in 1891, a period of 24 years. Captain Elmslie commenced his career in 1842 ⁵ and for several years traded to China and India and later to Australia in the well known ships “La Hogue”, “Parramatta” and others. Prior to taking the “Sobraon” he commanded the ill fated ship “Cospatrick” 1863 ⁶ to 1867, his brother, who was afterwards lost in her (1873 ⁷) succeeding him ⁸. 

Captain Elmslie’s name was so closely and for so long associated with that of the “Sobraon“, that passengers were no doubt as much attracted by the one as the other. In fact there were many instances in which they booked their passages solely on account of the name of the Commander. While being a strict disciplinarian and respected by all who sailed under him, he was at the same time, kindness itself, and laid himself out to at all times study the interests of his passengers. Captain Elmslie was elected a Younger Brother of the Trinity House on September 1st 1868 and there is little doubt that he would have been elected an Elder Brother many years before his death had he been eligible. The fact of his never having served in steam barred him.

Amongst others who were associated with the “Sobraon” for long terms were Captain R. Hoare from Apprentice to Chief Officer, 10 years, 1872 – 1882, afterwards commanding in the Orient line and now for some years an Elder Brother of the Trinity House.

Captain F. Northey apprentice to Chief Officer, 10 years 1867 – 1869 and 1874 – 1882, afterwards commanding the “John Rennie”. Captain A. E. A. Baker, Apprentice to Chief Officer, 10 years, 1877 – 1887, now commanding in the P. & 0. Captain C. T. Elmslie, eldest son of Captain Elmslie, served three years as apprentice, afterwards joining the P. & 0.

Captain A. G. Elmslie, (second son). Apprentice to Chief Officer, 11 years, 1880 – 1891, Elected Younger Brother of the Trinity House in 1900. James Cameron, formerly foreman shipwright at the building of the “Sobraon“, served as carpenter during the whole time the ship was afloat, or twenty-five years. Thomas Willoughby, formerly with Captain Elmslie in the “Cospatrick” from 1864 to 1867, transferred to the “Sobraon” in that year, and served throughout, (25 years), as Butcher and later as Chief Steward.

James Farrance, 16 years as A.B. and Boatswain. Thomas Routledge, 10 years as a sail maker. The crew generally consisted of the following:-

Captain

4 Officers

8 Apprentices Carpenter 

Sailmaker 

Engineer 

Boatswain 

2 Boatswain Mates 

26 A.B’s

4 O.S. 

2 Boys 

16 Stewards 

2 Stewardesses

Only one voyage was made in each year, the sailing date from London always being the latter end of September and from Australia, early February. From her immense carrying capacity the cargo was invariably a good source of revenue. It may have been partly due to her regular sailings, but there never appeared to be any difficulty in getting a plentiful supply, and this applies perhaps more to the homeward trip when the cargo was chiefly composed of wool and wheat from both of which, in the earlier days especially, good money was made.

It was, however, more for the passenger traffic and the splendid accommodation given that the “Sobraon” was noted for. This accommodation was on the main deck and the 1st Saloon reached from right aft to within 20 feet of the foremast, or say, 200 feet, the 2nd Saloon taking up the remainder of the ship’s length, with the exception of about 20 feet in the eyes set aside for sail locker and store room.

The number of first-class passengers on the outward trip averaged close on 90 and in the 2nd Saloon, 40. On the homeward voyage there were generally a few less. Owing to the good accommodation and the voyages being timed for the finest climatic conditions, there were always a fair number of invalids booked, and many of them for the round voyage. I can recall many instances of marvellous cures from these long voyages. Amongst other notable people who travelled out were Lord and Lady Belmore and their suite, the former to take up the Governorship of New South Wales in 1869 ⁹ (I think). It was on this voyage that the Duke of Edinburgh was in Sydney and I believe it was at his request that the “Sobraon” was made the Flag Ship of the Sydney Regatta. Captain Elmslie had the honour of entertaining and being entertained by the Duke on several occasions at that time, and on the return voyage brought home numerous cases of curios etc. for and that had been collected by the Duke during his travels.

Fresh food was obviously a necessity with the class of passenger carried and the following show the consumption on a single trip under that heading:-

3 Bullocks

90 Sheep

50 Pigs

Over 300 Geese, Ducks and Fowls

3 Cows (for milking)

Fresh water and plenty of it was always procurable, the large condenser running every alternate day providing ample. Several tons of ice were carried in an ice chamber and was found a great boon in the tropics.

SAILING QUALITIES. A glance at the perfect lines of the ship in dry dock would be quite sufficient to show there was nothing to stop her going through the water, and I can honestly say that during my eleven years I never saw any other sailing ship pass her in a breeze either on a wind or before it. The fact of the “Sobraon” being first intended for an auxiliary steamer and having the two stern posts the space between which was filled up with solid timber, gave her a perfect run and her bows were as fine as any yacht’s. Runs of over 300 knots when running down the Easting were frequent, and on one occasion over the 1000 knots was covered in three days ¹⁰. 340 knots in the twenty-four hours was the best run made. I have seen over 16 knots reeled off by the log. This was with the wind some 2 to 3 points on the quarter which was her beat sailing point. On a wind and sailing within 5 points, she could do her 7 to 8 knots good.

The fastest trip to Sydney was 73 days and to Melbourne 68. On this 68 day trip, Cape Otway was sighted on the morning of the 60th day out ¹¹. After that, varying light winds spoilt what promised to be a 65 ¹² days voyage. Most of the voyages were made in between 70 and 80 days, but one or two topped the 90. There is no doubt that faster times could on most voyages have been made but all consideration was always shown for the comfort of the passengers and this often necessitated the shortening of sail, which would not have been done under ordinary circumstances.

During the whole 25 years the “Sobraon” never had anything approaching a serious accident aloft, although as can be understood she passed through much dirty weather. Although related to the Captain and my remark might have the sound of prejudice in it, I put this wonderful record down to his never ceasing attention to the ship and the weather. He was always about and his keen sense of watchfulness and duty readily imparted itself to his officers and crew. On making the African coast on the homeward trip, the noted sudden shifts of wind from the N.W. to the S.W. and catching the ship aback, on several occasions nearly dismasted us as they have so many other ships. These sudden shifts which are invariably accompanied by violent thunderstorms, the lightening being so continuous and vivid that it is difficult to see, makes this spot perhaps the most dreaded by homeward bound ships. The most serious storm experienced was in 1889 when a little to the North of the Crozet Islands. It commenced on a Sunday morning just before noon.

The glass commenced tumbling down in an alarming fashion and by 4 p.m. was 27.75. By then we had shortened down to foresail Lower Fore Topsail, Upper Fore Topsail reefed, Main lower Topsail, and Fore Topmast Staysail. The shift to the S.W. came at 5 o’clock and just after getting the yards round, the foresail went and in a few minutes there was practically nothing of it left. With this off her, the seas which were by then running mountains high, threatened every minute to “poop her”. The danger, however, would have been greater if an attempt had been made to turn her round to face these seas, as presenting her broadside must have meant sudden disaster. We continued running before it and managed after four hours battling and over thirty men aloft, to bend another brand new Foresail. With this reefed and the two lower Topsails, for the upper Fore Topsail just then went, good way was kept on the ship. The squalls every few minutes were terrific and during the height of them and under this short canvas we were making over 14 knots. The seas were all the time running higher and were rolling abroad in an alarming fashion. During the night, the greater portion of the bulwarks on the Portside were carried away, one boat in the davits hanging some feet above the water, was filled by the sea and disappeared, the davits breaking off short, the main skylight over the Saloon was washed away and tons of water found its way below before the open space could be covered over. The amount of water in the Saloon at this time can be imagined when passengers were actually being washed off their feet. On deck there were many narrow escapes of men being washed overboard, the broken bulwarks being a great source of danger. With three others I was carried by a sea from abreast the Mainmast to the break of the Poop, or over 100 feet. My impression at the time was that I was overboard and on comparing notes afterwards, the other three were of the same mind. We all, however, after being dashed up against some heavy boarding that had been put up to protect the fore end of the poop, managed to save ourselves by life lines that had been stretched across. The storm continued at its height from the Sunday afternoon until Wednesday morning and considerable further damage was done to the forward deck house in which was placed the Galley and Engine Room. They were almost demolished and everything moveable disappeared over the side. The passengers who had been battened down for the three days were in a sorry plight owing to the quantities of water that had got below, and as can be imagined, the catering for such a large number under the circumstances was a matter of difficulty. As is generally the case after these storms, the wind subsided very much quicker than the sea, and for a few hours on the Wednesday night the wind having dropped completely and the ship losing way, the rolling was terrific. Fortunately everything held aloft but the strain to the masts during these few hours was very great.

On the ship’s first voyage, what might have resulted in a serious disaster, was narrowly averted. It appears that very thick weather was met with after leaving the vicinity of the Azores and for several days no reckoning could be obtained. One morning when it was calculated the ship was in the chops of the English Channel, several fishing boats were met, and on the Captain asking what his position was he was told that he was making for the Bristol Channel. Several of the passengers availed themselves of the opportunity of going ashore in the boats and were landed on the Devonshire Coast, reaching London several days before the ship arrived there.

On another occasion after sighting Lands End on the homeward voyage (1888) it came on very thick. We proceeded for some 24 hours without being able to get our position again when suddenly the fog lifted and disclosed the land just inside Portland Bill dead ahead and under a mile distant. The wind was easterly and light and we were hard up on the starboard tack. The ship had quite sufficient way to come round easily which she did, and we stood off.

On leaving Melbourne in 1880 the two head boards with the ship’s name in big gilt letters and which were only utilised when in port, had been left up by mistake. When a day or two out rough weather was met and these were washed away. By a coincidence a passenger’s box with the ship’s name painted on was thrown or lost overboard for some reason at about the same time. The three drifted ashore and were picked up a week or two after somewhere in the vicinity of Cape Otway. The news was of course cabled to London and caused a little anxiety which was considerably increased as time went on and our approximate due date at the Cape passed by. An extra long voyage was made to the Cape on that occasion, it being the 61st day out before we arrived. By that time those at home were beginning to take a most serious view of the matter. The usual run was about 40 days and I don’t think ever before was over 50.

On the same voyage we discovered after getting to sea that one of the women in the second saloon was mad. Her friends in booking her passage had said nothing of her condition, so we could only assume that they wished to get rid of her. She was comparatively harmless but wanted constantly watching. One evening I noticed her coming along the deck with a large bundle and thinking there was something wrong, went towards her, but before I could reach her she had thrown it overboard and on my expostulating she threatened me with the same fate. Thinking she might go over herself, after considerable trouble we got her below and locked up. We discovered after that the bundle consisted of her mattress, bed clothes and all her belongings. Kleptomania was another phase of her madness, and we were constantly finding in her cabin numerous articles that were missing from the other cabins. She seemed to take it quite as a matter of course when the articles were returned to their rightful owners.

On two occasions we had narrow escapes of the ship being burnt. The first was on the outward voyage in 1884. A little water had been making in the vicinity of the main hatch and the carpenter one morning went below to try and discover where it was coming in. Amongst other cargo in the square of and around the hatch were several crates of bottles packed in straw. In climbing over these the carpenter dropped the light he was carrying and inside of a minute the straw caught alight and the flames were darting up in all directions. We had several fire extinguishers handy and with these and the hoses from two pumps, managed to get it under in about twenty minutes. Had there been the slightest delay the fire must have spread to the other cargo and nothing could then have saved the ship for there were no other means of getting at it.

The second instance occurred in the tropics outward bound in 1888. We carried in the fore peak, which was only separated from the cargo in the fore hold by a wooden bulkhead, and which consisted on this occasion of a quantity of oil, some 90 tons of coal. Apparently by spontaneous combustion, this caught alight, and one morning smoke was discovered coming up the hatch. This hatch being only 4ft. by 3ft. made the work of getting the coal up extremely slow, We managed to get about twenty tons up but by the time the heat was so intense and the smoke so thick that we started the hose on it. After about half-an-hour the fire was put out. The lighted part of the coal had fortunately been well away from the bulkhead, otherwise the consequences must have been more serious.

A very distressing incident occurred on the outward voyage in 1883. In about Lat. 35°S and Long. 5°W one Sunday evening early in November, we were bowling along with Royals set at a good 13 knots, wind on the starboard quarter. I was third mate and keeping the first watch. Four bells had just been struck when I noticed a lady passenger come up on the poop and walk aft, sitting down on the weather side of the wheel box and close to the man at the wheel. About five minutes later the quartermaster cried out “My God, she’s overboard”. I rushed aft and with the quartermaster tried to get hold of the girl who was then hanging on to the lower rail outside, but before we could get her she let go and dropped into the water. Although only a few seconds had elapsed since the quartermaster had let the wheel go, the ship was up in the wind and nearly aback. After telling the midshipman to throw some life bouys over, and the fourth officer to get the boat ready, I sang out “Man overboard. Let go your Royal and Topgallant Haulyards”. Fortunately the men were handy and the yards came down before we were flat aback. By this time the Captain and other officers and all hands were on deck. Owing to the pace of the ship still through the water together with the strong wind blowing, it was necessary to let the topsails come down also. With the Courses and lower topsail on her she soon lost way sufficiently to lower the boat which by that time was manned. Only four minutes elapsed between the girl going over the side and the boat being in the water, but in this short space the ship had travelled probably a good half mile, and quite far enough to make the search a most difficult one, especially seeing the night was so intensely dark and a heavy sea running. 

The search was kept up for some four hours and was only abandoned then through the danger in keeping the boat in the water. She was several times nearly swamped. Needless to say, in such a night and the probabilities being that the girl was drowned at once, no sign was seen of her. Two of the lifebuoys were afterwards picked up by another ship. The reason of the suicide, which undoubtedly it was, remained a mystery, and those she was travelling with for she had no relations with her, could throw no light on the matter. It was evidently a case of temporary insanity.

During the excitement three of the men passengers would have thrown themselves over the side after the girl but were held back by cooler heads for it was seen that chances of any rescues were quite out of the question. It was discovered afterwards that two of the three would be rescuers could not swim a stroke.

This was the only instance of a person being lost overboard. On one other occasion while in the tropics and going some five knots through the water, an apprentice fell over the side during the forenoon watch. It was about twenty minutes before the boat reached him and on doing so it was found he had unlaced and taken his heavy boots off and slung them round his neck as their weight was less felt there and he did not want to lose them. He was swimming along and quite composed.

We were somewhat unfortunate in the matter of accidents by men falling from aloft. One case was that of a man working in the main futtock rigging who lost his hold and fell on deck right in the midst of a crowd of passengers. We were at the time making Plymouth and there were close on a hundred people standing about. How he escaped falling on some was a miracle. One lady was just touched on the shoulder and bruised a little. The sight of the poor fellow who was terribly smashed up and killed instantly was appalling and the shock to the passengers can be imagined. On the next voyage an apprentice when aloft stowing the mainsail with about thirty other men, slipped off the footrope and came down. He had fortunately been well in the quarter of the yard and so fell on deck, the chances of being saved had he gone overboard were very remote. I was an apprentice and was standing with the second mate by the topsail haulyards and he fell within three feet of us the fall was 58 feet and the same as the previous one related. We quite expected to find him dead, but he recovered consciousness within an hour and was about again a month after, quite recovered. In describing his fall afterwards, he stated that he probably owed his life to that ¹³ fact that as soon as he felt himself going, he made himself as rigid as possible, bringing his legs and head as near as possible together and his arms protecting the latter. He anyway, fell in this position and on his side. His height was over 6 ft. and weight 14 stone.

Another marvellous escape was that of a man helping to stow the upper main topsail. This was again when just making Plymouth in 1886. I was second mate and had sent my watch up the main and was standing watching them when suddenly one man on the portside suddenly flung his arms up and came down spread eagle fashion. He dropped on to the main rigging carrying away seven ratlines of 27 thread and then on to the taffrail hanging half over the side. He had no bones broken and had quite recovered after a few days in hospital. In this instance the man claimed damages from the ship owing as he said to a grummet on the Jackstay carrying away, but it was easily proved that nothing went, but that the man simply lost his hold.

Perhaps the most distressing accident and certainly one that gave me the greatest shock was that of a young ordinary seaman falling from the mizen topgallant rigging. We had hauled the crossjack and clued the mizen topgallant sail up, and this young fellow with three others being first aloft, were making their way up to the latter, some eight or more of us by that time being on the crossjack yard. We heard an agonizing cry and a form whizzed past us striking the gaff and then dropped on to the deck house. Our feelings while aloft for the next twenty minutes can be imagined and no one was sorry to reach the deck again. We found the poor fellow besides other injuries, had broken his spine and he died almost immediately.

Somnambulism would seem to be an unsafe kind of ailment on board ship but two bad cases came under my notice and although seldom night passed without the midnight stroll, apparently in each case the persons were as careful of where they went as when awake in the day time. One was a Church of England clergyman and he was most methodical in his movements. He invariably appeared at about midnight and would first come on to the poop and peer in at the compass and then after a stroll on deck for a few minutes would go below to the small saloon aft where morning prayers were held on that voyage and by him, and go through the same service. He would then go and turn in. In the early stages he was spoken to on the matter and at his request we locked his cabin door one night. The result was that when he tried to come out for his walk and could not he worked himself into a perfect fury of rage and began banging things about. Being frightened that he might harm himself we opened the door and after some coaxing got him to bed. He was, however, for some days after this in a pretty bad way so no further attempt was made to lock him in.

The second case was that of a young fellow who generally appeared on deck for about an hour each night. On one occasion the officer of the watch thinking he was too close to the side, touched him, with a view of bringing him away. With that, the young fellow grappled with him and it took the officer a good quarter of an hour to master him. As on an ordinary occasion and awake the officer could probably have accounted for three men together of a similar build it would go to prove that somnambulists are endowed with the strength of a madman temporarily. 

In the early eighties, a lady passenger travelling to Australia with her invalid son, a man of about 21 years of age, caused some commotion. When they came aboard it was seen that there was but little hope of his lasting the voyage as he was in the last stages of consumption. He died when about three weeks out and the mother immediately accused the Doctor of poisoning him. As the accusation was openly made before several other passengers the Doctor appealed to the Captain to allow him to make a post mortem and at the same time to save certain portions of the body. The Captain gave his consent but the mother swore that nothing of the sort should take place and refused to leave the body. When the time came for making the post mortem, the doctor, who was being assisted by two other doctors who were travelling as passengers, had to appeal for help to remove the mother. This was given and it was only after considerable trouble and main force had been used that she was taken away. The burial took place some two hours after and when the body had been committed to the deep the mother was in an ace of throwing herself overboard after it, but was just caught in time. She caused very considerable trouble after this for the rest of the voyage and had to be constantly watched. Needless to say, no trace of poison was found and that death was due to consumption; nor was there any further accusation made when we reached port.

St. Helena where a regular stay of about three days was made on each homeward voyage, was always a source of pleasure to the passengers and was looked forward to by the inhabitants as the visits of steamers in those days were not frequent, nor of any length. As a rule about one hundred tons of cargo consisting of flour, corn, preserved meats, etc. were landed and occasionally a few bullocks were taken there from Cape Town. The visit to Longwood and Napoleon’s Tomb was always of interest to the passengers, and the climbing of Jacobs Ladder consisting of 699 steps which led up to the Barracks, was undertaken by many. A Fancy Dress Ball to which all the elite of the island were asked was invariably given by the Captain and held on board.

On one occasion a passenger who had been over-enjoying himself ashore, came aboard for dinner and then wanted to go ashore again. As the ship was about to sail he was told he could not go. After deliberating for a few minutes he suddenly jumped on to the bulwarks and saying “I am going”, dived overboard and struck out for the shore about half-a-mile distant. He was, however, overtaken by a boat which was lowered, before getting there, but it was some time before we could get him aboard as he dived under the boat each time a grab was made at him. Eventually he was caught and being by that time half drowned, gave no further trouble. He was fortunate in escaping being taken by a shark, there being a good few about at the time. 

In reference to “Sydney Bulletin” pars. 23rd March 1911 and 6th July 1911, I have never heard before of the 51 days trip by the “Elizabeth Anne Bright”, Liverpool to Melbourne. I always understood that the “Thermopylae”, 59 days, London to Melbourne had done the fastest trip. It is quite certain that that ship had the “Golden Cock” at her mast head which would go to prove that she had the best trip to her credit. So far as I am aware the “Sobraon” comes second with her 68 days trip. I am quite satisfied that had circumstances permitted the carrying of sail as was done by ships with few or no passengers that the “Sobraon” would have had the “Golden Cock”.