William Ernest Moxon spearheaded the Koombana project, in effect inspiring a flawed steamer destined for disaster.
Koombana had to have an unreasonably low draught in order to operate in and out of tidal ports such as Port Hedland.
Koombana, in light condition, was significantly top heavy, which in turn made her highly vulnerable in certain conditions, namely those of 20 March, 1912.
Mr. Moxon did everything in his power to distance himself from potential culpability and in the process 'threw Captain Allen under the bus'. The following extract from the Inquiry illustrates his approach and justifies my harsh opinion.
I have transcribed the document as follows (C.H.M. = Chief Harbour Master Irvine) :
Koombana had to have an unreasonably low draught in order to operate in and out of tidal ports such as Port Hedland.
Koombana, in light condition, was significantly top heavy, which in turn made her highly vulnerable in certain conditions, namely those of 20 March, 1912.
Mr. Moxon did everything in his power to distance himself from potential culpability and in the process 'threw Captain Allen under the bus'. The following extract from the Inquiry illustrates his approach and justifies my harsh opinion.
I have transcribed the document as follows (C.H.M. = Chief Harbour Master Irvine) :
WILLIAM ERNEST MOXON, sworn, saith:
I am Attorney and Manager in Western Australia for the Adelaide Steamship Company.
C.H.M. The SS 'Koombana' was one of a fleet of vessels owned by your company ?
Ans. Yes, and as manager for W.A. this vessel was under my direct supervision.
C.H.M. The loading of this vessel and the distribution of cargo was attended to by the Marine Superintendent in consultation with the Chief Officer acting for the Master.
Ans. Yes.
C.H.M. The Company has laid down rules and regulations for the guidance of Masters and ships?
Ans. Yes, I have the rule book here.
(rule book put it in)
C.H.M. In connection with the last voyage of the 'Koombana', were any special instructions given to the Captain to push on or make up any lost time ?
Ans. She was running to time on a liberal time table.
C.H.M. The Captain was not directed to hurry up in any way ?
Ans. As a matter of fact the 'Bullarra' had just preceded her and had lightened her work at intermediate ports so that she had everything well in hand. The ship was not late and had nothing to pick up but a very small cargo at Port Hedland.
C.H.M. The movements of the ship when in Port Hedland were entirely in the hands of the Captain ?
Ans. Yes. Once a steamer leaves Fremantle on the north west trade matters are left practically to the master.
C.H.M. It was left to the discretion of Captain Allen when to sail or stay in port ?
(regulation number 4 read)
...Captain Allen would not let his judgment be interfered with by any one. He was a man of strong character.
The first point to note is that Captain Irvine, Chief Harbour Master, questioning Mr. Moxon, was almost leading his witness down the path of exculpation - "The movements of the ship when at Port Hedland were entirely in the hands of the captain ?"
This certainly gives an initial impression that the shipowner and authorities were closing ranks.
Mr. Moxon referred to Koombana 'running on time on a liberal time table'.
Nothing could be further from the truth. Annie Boyd offers an eloquent explanation in Koombana Days illustrating how challenging it was for Koombana to make spring tides at Hedland and Broome within the 28 day cycle, including return trips from Derby or as far afield as Wyndham, via ports.
Being caught or 'neaped' at Hedland could cost up to a week's delay and throw the entire schedule out. Koombana was a subsidized mail ship which if running late for 'not good enough reason' could be fined £ 5 per hour delayed. This was significant, never mind passenger and cargo demands.
To say that it was a 'liberal time table' was being disingenuous and taking people on the Northwest for fools.
Mr. Moxon went further to claim that 'once the steamer leaves Fremantle on the north west trade matters are left practically to the Master.' and 'it was left to the discretion of Capt. Allen when to sail or stay in port.'
In one blunt sweep Captain Allen was 'thrown under a bus', a man who could never defend himself and his actions; and who had gone to a watery grave with his complement of 157 innocent souls.
Whether Captain Allen had made an error of judgement as regards emptying and filling tanks, one will unlikely know. All that we do know is that he had little choice to leave Port Hedland that Wednesday morning with these words emphasizing his predicament:
"My passengers think they will get to Broome to-morrow (Thursday)," he remarked; "but they will be lucky if they get there by Saturday. I am going to put right out to sea, and as might bump the bar going out I will leave my ballast tanks until I get outside and fill them out there."
Finally, the Company's rule No 4 was as follows:
Passing the buck ! Captain Allen could not win that day. He was damned if he stayed and damned if he sailed.
Note that there is no mention of lives, only that of the Company asset, the ship.
"Captain Allen would not let his judgment be interfered with by any one. He was a man of strong character."
Moxon in effect used this ploy to dispute the conversation alleged to have taken place between Captains Allen and Upjohn; in which Captain Upjohn claimed that he was going to 'take his chances at sea in the older vessel', to which Captain Allen replied that if Bullarra was going out, it wouldn't do for him to remain in Port Hedland for an additional 24 hours. In other words that he could be swayed by the more junior master.
Case closed.
I am Attorney and Manager in Western Australia for the Adelaide Steamship Company.
C.H.M. The SS 'Koombana' was one of a fleet of vessels owned by your company ?
Ans. Yes, and as manager for W.A. this vessel was under my direct supervision.
C.H.M. The loading of this vessel and the distribution of cargo was attended to by the Marine Superintendent in consultation with the Chief Officer acting for the Master.
Ans. Yes.
C.H.M. The Company has laid down rules and regulations for the guidance of Masters and ships?
Ans. Yes, I have the rule book here.
(rule book put it in)
C.H.M. In connection with the last voyage of the 'Koombana', were any special instructions given to the Captain to push on or make up any lost time ?
Ans. She was running to time on a liberal time table.
C.H.M. The Captain was not directed to hurry up in any way ?
Ans. As a matter of fact the 'Bullarra' had just preceded her and had lightened her work at intermediate ports so that she had everything well in hand. The ship was not late and had nothing to pick up but a very small cargo at Port Hedland.
C.H.M. The movements of the ship when in Port Hedland were entirely in the hands of the Captain ?
Ans. Yes. Once a steamer leaves Fremantle on the north west trade matters are left practically to the master.
C.H.M. It was left to the discretion of Captain Allen when to sail or stay in port ?
(regulation number 4 read)
...Captain Allen would not let his judgment be interfered with by any one. He was a man of strong character.
The first point to note is that Captain Irvine, Chief Harbour Master, questioning Mr. Moxon, was almost leading his witness down the path of exculpation - "The movements of the ship when at Port Hedland were entirely in the hands of the captain ?"
This certainly gives an initial impression that the shipowner and authorities were closing ranks.
Mr. Moxon referred to Koombana 'running on time on a liberal time table'.
Nothing could be further from the truth. Annie Boyd offers an eloquent explanation in Koombana Days illustrating how challenging it was for Koombana to make spring tides at Hedland and Broome within the 28 day cycle, including return trips from Derby or as far afield as Wyndham, via ports.
Being caught or 'neaped' at Hedland could cost up to a week's delay and throw the entire schedule out. Koombana was a subsidized mail ship which if running late for 'not good enough reason' could be fined £ 5 per hour delayed. This was significant, never mind passenger and cargo demands.
To say that it was a 'liberal time table' was being disingenuous and taking people on the Northwest for fools.
Mr. Moxon went further to claim that 'once the steamer leaves Fremantle on the north west trade matters are left practically to the Master.' and 'it was left to the discretion of Capt. Allen when to sail or stay in port.'
In one blunt sweep Captain Allen was 'thrown under a bus', a man who could never defend himself and his actions; and who had gone to a watery grave with his complement of 157 innocent souls.
Whether Captain Allen had made an error of judgement as regards emptying and filling tanks, one will unlikely know. All that we do know is that he had little choice to leave Port Hedland that Wednesday morning with these words emphasizing his predicament:
"My passengers think they will get to Broome to-morrow (Thursday)," he remarked; "but they will be lucky if they get there by Saturday. I am going to put right out to sea, and as might bump the bar going out I will leave my ballast tanks until I get outside and fill them out there."
Finally, the Company's rule No 4 was as follows:
The company's rule No. 4 stated that "No
order will be held to excuse the endangering
of the ship."
Passing the buck ! Captain Allen could not win that day. He was damned if he stayed and damned if he sailed.
Note that there is no mention of lives, only that of the Company asset, the ship.
"Captain Allen would not let his judgment be interfered with by any one. He was a man of strong character."
Moxon in effect used this ploy to dispute the conversation alleged to have taken place between Captains Allen and Upjohn; in which Captain Upjohn claimed that he was going to 'take his chances at sea in the older vessel', to which Captain Allen replied that if Bullarra was going out, it wouldn't do for him to remain in Port Hedland for an additional 24 hours. In other words that he could be swayed by the more junior master.
Case closed.
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| courtesy State Records Office, Western Australia, series 2357, cons 066 |
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| courtesy State Records Office, Western Australia, series 2357, cons 066 |
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