EN ROUTE.
The riding horses, transport wagons, and heavy baggage, having been sent
to Fremantle the previous day, shortly after noon on the 9th June the
Battalion proceeded in two trains to the port. Although officially the
date and hour of departure had not been disclosed, certain indications
had conveyed that information to the public. The consequence was a
series of demonstrations along the route. The engines in the railway
yards made loud and prolonged noises in imitation of barnyard
inhabitants, flags and handkerchiefs were waved, and many cheers given
to speed the Battalion on its way. On Victoria Quay was a large
concourse of people for the purpose of bidding farewell to relatives and
friends. This somewhat interfered with the embarkation, but by 4.30 p.m.
the last man and horse and the last piece of impedimenta were on board.
The District Commandant personally superintended the operation. He was
accompanied by the Chaplain-General, the Most Rev. Dr. Riley, Archbishop
of Perth, whose kindly and encouraging words gave great heart to those
setting out on so serious a task. In a letter to the Commanding Officer
he had written--"Will you tell your officers and men how proud I have
been of their conduct in camp and how we all trust the honour and
reputation of W.A. in their hands with the utmost confidence. Good-bye
to you all, a safe journey, valiant work, and a speedy return crowned
with victory."
About 5.30 p.m. the transport left the quay and moved towards Gage
Roads. Although the evening meal had been arranged for on the troop
decks, very few attended. Nearly all desired to wave a last good-bye to
those they were leaving behind and to catch a parting glimpse of the
land they might never see again. Gage Roads was reached and darkness
coming down shut out the last view of Australia. Here final matters in
connection with the records and pay of the troops were arranged, the
embarkation and pay staffs left the ship, the engine bells rang, and the
long voyage began.
The transport was the S.S. "Ascanius," known officially as the
"A11," a steel twin-screw vessel of the Blue Funnel Line, built in 1910,
and with a registered tonnage of 10,048. She had a length and breadth of
493 feet and 60 feet, respectively, and was fitted with three decks.
The two lower decks were divided into areas and a certain number of
tables and forms were placed in each area. Each table accommodated a
mess of a number varying from 12 to 22 men. Before leaving Blackboy Hill
the troops had been divided into messes corresponding to the ship's
equivalent space. Consequently, on arriving at the top of the gangway
when embarking, each party was met by a guide and taken direct to its
quarters. Hammocks, blankets, and eating utensils were issued forthwith
and they were shown where to stack their rifles and kits. Also,
instruction was given as to the measures necessary to prevent fire or an
outbreak of disease. Later on, when the decks were cleared, boat
stations were pointed out, boats' crews detailed, and collision-fire
measures practised. The promenade and boat decks were kept free for
recreation and instructional work. The after well-deck held the horse
shelters and an auxiliary kitchen. Under the fo'c'sle head was the main
kitchen. Situated on the poop deck was a small isolation hospital. A
separate mess and quarters received the warrant officers and sergeants;
whilst the officers were allotted what had once been the accommodation
for passengers.
The ship had commenced its journey at Brisbane, and on arrival at
Fremantle already carried the two Queensland companies of the 26th
Battalion (Majors F. M. O'Donnell and P. Currie), the 17th Company
A.A.S.C. (Captain A. E. Harte), and a portion of the 7th Field Ambulance
(Lt.-Col. R. B. Huxtable, V.D.). At the W.A. port the Brigade Commander
and the Staff-Captain embarked. Altogether, with the western unit, some
1,750 of all ranks were now leaving Australia.
Here it may not be out of place to mention that certain statistics
concerning the 28th Battalion, collected during the voyage, showed that
approximately 50 per cent. of the officers and other ranks were
Australian born. The other moiety was composed almost wholly of natives
of the British Isles. A Russian, a Maltese, a Scandinavian or two, and a
few others, were the only exceptions. The average age was in the
vicinity of 24 years and only 143 married men could be counted. The
recruiting area had been extensive and those enlisted included the
professional and business man, the artisan, clerk, shop assistant, and
labourer from the metropolis; the shearer, drover, and pearler from the
north-west and far north; the farmer from the eastern and south-western
districts; the timber worker; and the miner and prospector from the
goldfields. In all some 150 civil occupations were represented, the
principal ones being as follows:--Labourers 199, farmers and farm hands
109, miners and prospectors 70, timber workers 64, clerks 60,
carpenters and joiners 27, horse drivers 18, pearlers 17, grocers 16,
engineers 13, and butchers 13.
[Illustration: THE FAREWELL AT FREMANTLE.
9th June, 1915.
_Photos. lent by Mr. E. L. Mitchell, Perth'_]
For the first two or three days of the voyage the rather choppy sea and
consequent motion of the boat caused some sickness. This prevented close
supervision and the adoption of strict routine at the outset and laid
much extra work and worry on those who had good sea legs. However, about
the third day out very few were absent from meals, the ship was becoming
known, and it was found possible to put into execution plans for
training, exercise, and amusement. The deck space was so used that each
unit had definite periods and places on it. Sufficient room to work all
the troops at the one time was not available, but by the methods adopted
every man got at least three hours' active training daily. The utmost
use had to be made of the opportunities afforded. For the purposes of
training, the time spent at Blackboy Hill had been all too short. So
much still remained to be taught and to be learned; also, the period for
acquiring knowledge that would be allowed at the other end could only be
conjectured--in any event it was likely to be of short duration. Stress,
therefore, was laid, firstly, on keeping the physical exercises going
and, secondly, on continuing the instruction in musketry, and getting
the soldier more and more used to the rifle as his main weapon of
offence and defence. Theoretical instruction was given on half a hundred
subjects ranging from the hygiene of the person to the role supposed to
be played by the cavalry and artillery in a general action. All ranks
were quick at assimilating knowledge. Perhaps the best results were
obtained during the informal talks which took place between officers and
men in the "sit easy" periods. The specialists were given opportunities
for paying greater attention to their own peculiar work, and in this, in
particular, the signallers made great strides. Machine gunners had
facilities for practice at floating targets, which targets were also
used for revolver firing.
The Warrant and Non-Commissioned Officers had longer hours. After
parades were dismissed they were often required to attend lectures
dealing with the functions of subordinate leaders. Officers, as a rule,
had a very full day. The personal attention demanded from them in
respect to all matters affecting the welfare of their platoons or
companies, the supervision of the duties necessary for the effective
working of the ship's services and routine, and the study of the
subjects for the following day's instruction, left them little leisure.
Their own education was not neglected. Twice daily lectures were given
in the saloon--usually in the presence of the Brigadier. Lecturers were
detailed in turn and the subjects were varied. On the whole the lectures
were good. A few fell short of what was required, but usually the
discussion which followed such effort made up for any defect in the
lecture itself. Occasional flashes of unconscious humour often saved the
indifferent performer from boring his audience.
Duties absorbed a platoon or more daily. Guards had to be found to
provide sentries to give the alarm in case of fire, accident, or
collision. Police were detailed to see that the orders designed to
prevent outbreaks of fire or disease were observed. Sweepers and
swabbers cleaned down the decks twice in every 24 hours. Stable picquets
looked after the horse deck. Mess orderlies saw to the drawing of
rations, serving of meals, and cleansing of mess utensils. On entering
the tropics the ship's captain asked for volunteers for work in the coal
bunkers. His crew was hard pressed. These volunteers were forthcoming
and for their services received extra pay.
Within a few hours of leaving Fremantle no less than seven stowaways
were found. The first discovered was a small lad, dressed in the uniform
of the military cadets, who said his age was 17 years. He gave his name
and address as Herbert Hamilton, of Midland Junction, and, when brought
before the C.O., manfully expressed his desire to serve in the army. By
means of the wireless telegraph his parents were communicated with and
their consent to his enlistment obtained. As the Battalion was already
at full strength, Hamilton was taken on the roll of the Queensland
infantry. For a time the Brigadier took him under his personal care, but
after Gallipoli he joined his unit and did good service with it
throughout the remainder of the war. The balance of the stowaways were
men from Blackboy Camp. One or two had been discharged from service
there and merely wanted to "get away." They were given work in the ship.
The others were anxious to serve and, after examination, were also taken
on by the 26th Battalion. In addition to stowaways four men had been
taken on board who belonged to the 27th Battalion and had failed to
re-embark on the departure of the "Geelong" from Fremantle.
After the first few days the routine of the ship went very smoothly.
Eight N.C.Os., appointed Troop Deck Sergeants, were responsible for the
cleanliness and order of their respective quarters. Satisfactory results
were thus obtained. Competition in regard to the best kept mess was
keen. Utensils were polished like silver and arranged in designs that
often displayed much originality on the part of the mess orderlies. "A"
Company gained especial credit in this respect.
Discipline remained good, the only offences being minor ones. The food
provided was, now and then, a cause for complaint. In the first place
the scale laid down by the Imperial authorities was inadequate to
satisfy the appetites of a meat-eating race like the Australians.
Secondly, the method of cooking showed lack of knowledge on the part of
the ship's staff and was not economical. Add to these two factors the
want of experience on the part of the mess orderlies in equally dividing
up the food supplied them--then the occurrence of the complaints can be
easily understood.
The living quarters in the ship were well ventilated--additional
draughts of air being ensured by the free use of wind-sails and chutes.
This, and the regular exercise daily, together with the anticipation of
the life and work ahead, kept all ranks in good health and spirits.
Measles and influenza appeared a few days after the commencement of the
voyage and claimed 40 or 50 victims, but no serious results ensued. One
bugler contracted pneumonia, but was well on the way towards
convalescence before Suez was reached. A single mental case came under
notice, necessitating the placing of the subject under close observation
until he could be handed over to the care of the authorities at the port
of disembarkation. All ranks were inoculated against smallpox and
typhoid. Many of them developed "arms" and temperatures as a result and
were decidedly unwell for a few days.
In the tropics 50 per cent. of the troops were provided with deck
accommodation for sleeping purposes. The heat when nearing Aden, and
during the passage of the Red Sea, was intense, but all ranks bore it
well. As far as was possible the dress was adapted to the climatic
conditions--special precautions being taken to guard against sunstroke.
Unfortunately, one of the ship's crew succumbed. He was buried at sea,
the ship laying-to whilst the burial service was read by the chaplain. A
collection afterwards taken up on behalf of the widow was generously
contributed to and realised over L50.
One chaplain only had been allotted to the troops on the transport. This
was the Rev. J. H. Neild, of the Methodist denomination. He conducted
service twice daily on Sundays and spent many hours on the decks at
other times. He was particularly earnest in his endeavours to help, and
his efforts were universally appreciated. Very great regret was
expressed by all who had come in contact with him when, shortly after
reaching Egypt, his health became so impaired as to necessitate his
return to Australia.
[Illustration: H.M's AUSTRALIAN TRANSPORT A11 ("ASCANIUS.")
_Photo. lent by Mr. E. L. Mitchell, Perth._]
On so crowded a transport it was difficult to arrange satisfactorily for
amusements. However, the best possible was done under the circumstances.
Sports meetings were held once or twice a week. In most of the
competitions the Western Australians showed up well. The keenest
interest was displayed in the inter-unit tug-of-war, the final of
which was won, after an exciting struggle, by the team from "D" Company.
In boxing, the honours went to the Queenslanders of the 17th A.A.S.C.,
who produced several very good performers of medium and heavy weights.
Much laughter was engendered when, after the tea hour, the tyros donned
the gloves with one another. Several concerts were arranged and held on
or near the well-decks. Perhaps the most popular singer was the youthful
stowaway. The regimental band, conducted by Sergt. W. T. Hocking,
assisted at these functions. Endeavours had been made to form this
before leaving Blackboy Hill, but time permitted of little being done
beyond collecting a certain number of instruments. Once on the ship all
men who could play were invited to attend practice. Thus a nucleus was
formed. By the time that Suez was reached good progress had been made
and the band was in a promising condition. In Egypt, however, and later
in France, bands were not encouraged--having to be more or less shelved.
In 1917 their true value began to be understood, and every facility was
given to form and maintain such organisations.
For the individual of certain tastes other diversions existed beyond
attendance at concerts and athletic competitions. Card games were
played--"bridge" being the first favourite, but "poker" also having a
large following. Gambling was forbidden by the regulations.
Nevertheless, the usual veteran of other wars was found on board who was
prepared to initiate all who were tempted into _some_ of the mysteries
of "banker" or "crown and anchor." This individual, however, met
discouragement from the ship's police who, whenever opportunity offered,
seized and confiscated his plant. "Two-up" and "House" were not then so
popular as they became a few months later.
For mascots, the friends of the Battalion had sent on board two or three
of the ring-necked parakeets, generally known as "Twenty-eights." These
were made pets of during the voyage, but had either died or escaped
before its end.
An Australian Imperial Force Canteen was established on board. This
supplied pipes, tobacco, cigarettes, sweets, non-alcoholic drinks, and a
variety of other odds and ends, which could be purchased. The ship was
"dry"--that is, no spirits, wines, or beer were supposed to be available
to other than the ship's crew. This arrangement was in accordance with
the policy of the Australian Government and obtained on all sea
transports. Whilst the usual stimulant was thus missed by many who were
accustomed to it, on the whole the system in force did more good than
harm and was a considerable aid to the preservation of order and
comfort. So far as could be observed, the rule was strictly adhered to
on the "Ascanius"; nevertheless, the Commanding Officer, during his
morning inspections of the ship, was more than once heard to comment on
the absorbent capacity of the crew, as evidenced by the number of empty
ale and stout bottles cleared from their quarters.
In all that was done for the comfort and welfare of the troops, great
assistance was rendered by the Master of the ship and his officers.
Perhaps the Chief Officer was more concerned in protecting the interests
of his owners than of giving much latitude to the men who were in
transit. At times in early morn, and again late at night, his voice
could be heard in altercation with some unfortunate Australian, who had
surreptitiously made his bed in a forbidden area, or had violated some
other rule of the ship. He and his myrmidons were suspected of undue
zeal in impounding and placing in the ship's store any hammock, blanket,
or mess utensil, whose owner had momentarily left them unguarded on deck
or in some other open space. Later on, the articles so impounded were
shown as shortages in the ship's stores returned by the troops and had
to be paid for from the Battalion's funds. That Chief Officer was not
popular, but he was a good manager of his crew and kept the ship in
excellent condition.
The Master, Captain F. Chrimes, was a Lancashire man, of rather striking
personality and appearance. Some writer, who had travelled on the ship
as a passenger, has already portrayed him in one of his published books.
Captain Chrimes admired the men and, although in his official and daily
inspections he assumed an air almost of indifference to what he saw, he
was really closely observant and suggested much--and did more--to make
the conditions of life on board less uncomfortable. In quiet hours he
chatted deferentially with the Brigadier, played chess with the doctors,
or gently "pulled the legs" of the young officers. Of stories, he had a
fund. These ranged from stirring personal experiences with lions in the
East African jungles to a pathetic incident connected with the death of
his family's favourite cat. As a mark of affection, the corpse of this
cat was buried in the garden at the foot of an old grape vine. In the
first subsequent crop of fruit--so the Captain related--each grape
appeared with a slight coat of fur!
On the whole the voyage was pleasant enough and almost without unusual
incident, bar an accident or two to individuals. Perfect good feeling
existed amongst the different units during the whole of the journey.
Many friendships were made, and these early associations proved of great
value later on during the stress of work in the field. For the first few
days out wireless communication was kept up with the S.S.
"Geelong." The equator was crossed on about the twelfth day but, at the
expressed wish of the Brigadier, King Neptune held no court.
Early on the 24th June the African coast, just south of Ras-Jard-Hafun,
was sighted. Near here was observed the first ship seen since leaving
Australia. A few dhows were visible close in shore, and in the bay
sharks and rays could be discerned in motion. For a few hours attention
was centred on this first glimpse of a foreign land. "The doctor has
left off vaccinating us to go and admire the scenery," said one man in a
letter home. The foreshore, cliffs, and mountains of Somaliland were
searched with glasses for signs of habitations. So desolate, however,
appeared the country, and so few the signs of life, that, as a
diversion, the men cheered whenever an occasional school of porpoises or
a solitary albatross came more closely under view. Cape Guardafui was
passed soon after lunch, and the following evening the ship stopped her
engines for half an hour in order to exchange messages with Aden, which
was dimly visible through the thick bluish haze of stifling heat.
The 26th June witnessed the entrance to the Red Sea. The Master for the
previous few days had seemed apprehensive in regard to possible enemy
action. Consequently certain additional sentries had been posted and the
machine guns mounted in positions that would give them effective arcs of
fire. From now on the African coast was hugged, but little scenery was
evident after passing Perim Island. Away to the north-east a momentary
glimpse was obtained of Jebel Musa (Mt. Sinai). About this time the
Southern Cross disappeared below the horizon.
The destination of the transport was still unknown, notwithstanding that
gossip had mentioned Suez, Port Said, Alexandria, and even England.
Nevertheless, preparations had to be made either for disembarkation at
the first-named port or for the passage through the Canal. These were
put in hand at once. About this time arose the first crop of rumours, or
"furphies," which ever afterwards seemed to be an inseparable feature of
military life. Perhaps one of the most extraordinary was to the effect
that news had come on board of great anxiety existing in Western
Australia over a supposed disaster to the ship and its living freight.
As no such news _had_ come on board the source of the rumour could not
be traced. Subsequently, in letters received from the homeland, it was
ascertained that such a rumour was actually current there coincident
with its first being mentioned on the transport. Possibly its origin may
be remotely connected with the fact that, simultaneously with the
arrival of the "Ascanius" in the Gulf of Suez, a sister ship struck a
mine at the entrance to the Bitter Lakes and had to be beached. The hull
was visible to passengers on the Suez-Cairo railway.
[Illustration: TWO VERY YOUNG SOLDIERS.
Signaller H. H. Holmes. - Bugler A. J. Shipway.
Killed in action in France, August, 1916.]
On the evening of June 29th the lights of Suez came into view. Shortly
before midnight the transport dropped anchor some distance from the
town. Next morning a rather unattractive panorama was unveiled to
view. On the west were the bare heights of Jebel Attaka; to the north
Suez lay with its rambling and squalid-looking houses; to the north-east
was Port Tewfik, and beyond that--running down east and south-east--were
the desert sands of Sinai. The waters of the Gulf were calm, but every
revolution of the screws stirred up filth and polluted the air. Some
distance away lay another ship obviously also carrying troops. Greetings
were exchanged at long range. Eventually it was learned that the
transport was the "Ballarat" with a load of invalids for Australia.
Amongst them evidently dwelt a pessimist, for in reply to the new
arrivals' stentorian and unanimous "NO!" to the question "Are we
downhearted?" a disconsolate voice sounded across the water, "Well, you
---- soon will be."
As rather exaggerated accounts had been received in Australia as to the
dangers of communicating with the native inhabitants of Egypt, special
precautions were taken to prevent bumboat men from coming on board or
too closely approaching the sides. Two boats' crews patrolled round
about and sentries armed with loaded rifles stood at the tops of the
gangways. This resulted in an amusing incident when a dhow, manned by a
very fat Arab fisherman and a small native boy, came too close to the
troopship. No heed being taken of signals to keep further away, the
sentry on duty was instructed to fire a rifle shot across the bow of the
small craft. This proved most effective, and everyone roared with
laughter when the stout fisherman hastily dived below the gunwale out of
sight and forced the terrified small boy to take the helm and steer away
out of danger. In spite of this, however, preliminary bargaining went on
with other boats' crews and first impressions were gained of the ways
and manners of the gentle Egyptian. All that day the ship lay at anchor
and little communication took place with the shore. Nevertheless it was
learned from the port authorities, that as soon as another ship, then at
the wharf, had cleared, the troops were to disembark and journey by
train to a camp near Cairo. In preparation a small advance party of
three officers and 40 other ranks was put ashore with instructions to
proceed to the named area in order to get the camp in readiness for the
troops.
At 7 a.m. on the 2nd July the "Ascanius" moved in and berthed. Here the
voices of Egypt were heard in concert. A motley crowd of natives was
grouped about--evidently watched and herded by dapper little policemen,
armed with canes which they seemed to delight in using with or without
provocation. In one place a small gang of labourers, to the music of its
own voices, was building a ramp. In another, seemingly fierce argument
was going on as to the moving of a heavy gangway into position. Still
more men and boys were gazing up at the ship and calling loudly for
"bakshish." "Bakshish" was forthcoming first of all in the shape of
copper coins, later on in scraps of food, and again in raw potatoes. All
these were wildly scrambled for, and even the party operating the
gangway forsook duty in the pursuit of gain. The aim with the potatoes
became rather accurate, and after the head serang had been temporarily
incapacitated by a direct hit in the region of the belt, the fusilade
had to be stopped in order that the work of disembarkation might
proceed.
Getting the troops off the ship was a matter of comparative ease, but
the landing of sick, issue of rations, handing over of ship's stores,
and the unloading of horses, wagons, and over 1,250,000 rounds of
ammunition, entailed much organisation and a great deal of hard labour.
Notwithstanding this, the O.C. Troops was able to leave the ship before
5 p.m., having left behind a small party to finally adjust matters with
the ship and disembarkation authorities. This rear party rejoined the
unit three days later.
As the Battalion commenced to disembark the transport "Geelong" came to
anchor off the town.