LIGHT LOAD LINE.

Northern Times, 11 May, 1912.

POINTED PARS

(By "Parted Points)

Arising out of the Koombana loss,

comes the suggested passing of a

"Light Load Line" Act. Such an

Act, designed to prevent vessels 

putting to sea with empty holds and 

at times over-weighted with deck 

cargo, was thrown out by the House of

Lords in Britain several years ago.

The Plimsoll mark now prevents over

loading - it is argued, with some show

of reasonableness, that another mark

showing the highest safe elevation of

a modern passenger steamer above

water is badly needed. The Koombana 

was admittedly light-laden ; she was 

reputedly supposed to be top heavy, 

particularly when in that trim. It would 

be better that the times for the sailing 

of boats should not only be altered to 

suit the whims of shipping companies 

and their directors but also in the event 

of a reputable official being satisfied that 

she was too light to tempt the frequent 

storms of our coasts. His task would be 

an easy one if each vessel was provided 

with a 'light load line'. While that was 

above water she was to be detained in

port regardless of cost to owners. The

results would be fewer accidents, which

would more than recompense us for

fewer vessels of the 'sky scraper' class.

And indeed in light of the Waratah, 

Yongala and Koombana tragedies, 

Australia would be wise to complete

what the British Houses of Commons

and Lords bungled between them. 

Vessels built for speed on the shoaling

coasts should not be allowed to pander

to the passengers demanded a deck 

cabin and promenade and other decks 

above, regardless of stability in extreme

cases; unfortunately 'extreme cases' have

a habit occurring too frequently to make

the game worth the candle. What is 

demanded is yet a little more 'interference

with private enterprise'. With regard to 

the foregoing, Mr. Moss is hereby assured

it has not been written (vide our telegrams)

by somebody the Press object of 'up

scandalous rumours'. It is written solely

as a suggestion to if possible minimse

the possibility of the occurrence of too

many more of those 'mysteries unfortunately

periodically happening at sea.'

   

Another suggestion that should be seriously 

considered by the Federal authorities to save 

a few pounds, many lives are annually risked,

and I believe I am safe in saying, more than

half of them annually lost in the attempt to

navigate such vessels as dredgers, hoppers,

and other barges, intended for use only in

safe waters, across many thousands of 

miles of ocean, as from New Zealand to

Australia. All hopes are given up for the 

dredge Manchester and her crew hence

these remarks. The suggestion is that 

regardless of cost, barges and dredges

for use in Australia should be built there,

and then at the nearest shipyard to 

where they are to be worked. Failing 

this, owners to be given the option of 

having such vessels towed by sea-

going steamers. The crew of the dredge

would be given some fighting chance if

they were being towed, although in a 

blow chance would be the very reverse of

rosy. This restriction would perhaps prevent

the importation of dredges other than in 

sections aboard some better vessel; that 

may be a disadvantage in the eyes of the

import-everything crowd. To my mind, the

saving of lives of citizens with sufficient

pluck to take the terrible risks entailed

by 'such an undertaking such a voyage

in such a vessel' would more than 

recompense the Commonwealth for

the loss of a little of the capitalists' sinews

of war.   

courtesy Trove.

AN INTERESTING COMMENT.

The Express and Telegraph, 4 April, 1912

THE ENDEAVOUR NEED NOT

SEARCH.

Melbourne, April 3.

After the discovery of wreckage from the

Koombana, the Western Australian 

Government telegraphed to the Minister 

of Customs that the proposed search by the

trawler Endeavour would not be necessary. 

The Endeavour, however, left on Monday 

for the West. It is hoped to intercept her at 

Albany. As her services for search work are 

apparently not required, the trawler will be 

made available to Commander Brewis for 

the inspection of lighthouses on the Western 

Australian coast.

Mr. Tudor has received from the Marine

Enginedrivers, a copy of a resolution 

thanking him for having ordered the trawler 

in the first instant to assist in the search,

and expressing the opinion that an 

investigation by a Government steamer 

would be a most effective method of 

ascertaining the fate of the Koombana.

What could he have meant by Government steamer? Already a number of privately owned steamers, luggers and sailing craft had been engaged to make a comprehensive search. In addition to this the chartered (Harbours and Lights Department) tug Una was on site, so to speak. 

Is there a hint of introducing a 'neutral party' to ensure an unbiased search? An apprehension, if you will, that the truth might be swept under the carpet, if found to be 'inconvenient'.

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PROGRESS?

Perth, 1 November, 1913.

STATE STEAMERS.

- Cool Storage Cargo.

How Butter and Bunnies Reached

Broome.

"When the ill-fated-Koombana was on

this coast, the people were well treated

in regard to the storage of vegetables,

fruit etc., the only trouble being that 

enough storage space could not be 

obtained. This is of such vital importance

to everyone in the Nor'West, that a howl

of delight went up when the State

Government announced that the 

Western Australia (steamer) would have

capacity for 100 tons, cool storage - eh

what! It has never realised a tenth of the

hopes, and this week most of the 'cool

storage cargo' for Broome had to be

destroyed, being unfit for human 

consumption. Many butter cases were

half empty, giving the impression they

were stored on the boilers and not near

the ice chamber door. The ship landed

a deal of her own stores for storage in

Broome; maggoty rabbits, etc. which

to avoid prosecution by the Health

Authority, had to be incinerated in the

local boiler furnace. It is feared, in some

quarters, that the ship has a fair chance

of returning from Darwin with fever on

board. 

The Nor'West Echo...

A funny, yet sad, footnote to the loss of magnificent Koombana and her attributes. Progress had taken a firm step backwards. 

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CREW OF THE VESSEL.

Chronicle, 13 April, 1912.

THE CREW OF THE VESSEL.

The officers and crew of the Koombana

(says the 'West Australian') include many

persons in the employ of the Adelaide

Steamship Company for many years. The

master, Captain T. Allen, is a bachelor,

and a native of South Australia, where his

widowed mother resides. His father was

for many years one of the leading pilots,

of that State. For about 25 years Captain

Allen has been in the employ of the

Adelaide Company, and in 1894 he left to

join the Port Adelaide pilot service. About

six years later he rejoined the company,

and on two occasions proceeded home to

bring out vessels to Australia for his

owners, one of these being the cargo 

steamer Echunga. He has skippered several

of the company's coastal boats, and last

year was appointed to his present command.

Mr. Jamieson, the chief officer, is a well-known 

identity, having been with the company for a 

very considerable period.

The second officer, Mr. W. R. A. Kinley,

is a young Port Adelaide man, who has

proved his worth as a seaman. In the 

engineering department the chief engineer,

Mr. W. B. Innes, is an old servant of the

company, while the purser, Mr. F. H.

Harris, and the chief steward, Mr. F.W.

Johnson, have served in their respective

capacities in several of the ships in the

Australian fleet. Of the firemen. M. Barrett, 

whose name has been included among

those on board the vessel, did not proceed

from Fremantle with her, and is now at

the port. 

The following is the complete crew which 

left with the vessel, according to the records 

in the Adelaide Company's office:— 

Messrs. Thomas M. Allen, master;

N. C. Jamieson, chief officer; W. R. A.

Kinley, second officer; F. G. Peacock, third

officer; P. H. Harris, purser: J. Levins,

boatswain; T. M. Grant (Lyon), wireless 

operator; P. C. Clinton, F. Wilson, H. B. 

Kae, O. Stanley, T. McDonnell, William A. 

Farrell, W. Carton, M. Ryan, M. Dwyer, P.

Jenkins, J. McGuckin, and F. Gunning, A.B's;

8. Stuart and F. Herbert, ordinary seamen;

W. B. Innes, chief engineer; A. Wassell,

second engineer J W. Kelly third engineer

A.G. Christie, fourth engineer; J.G. Arrow

fifth engineer; J. Kearns, donkeyman; W.

Clarke; J. Smith; J. Brown; O. Norton; O

Anderson; J. Furlong; H. Offord; O. Olsen;

A.C. De Montfort; T. O'Loghlin; T. McDermott, 

Thos. Taylor;  A. Bryant, J. Downie, and C. 

Peters; firemen; F. W. Johnson, chief steward; 

J. J. Mangan, second steward; A. Freer; 

stewardess; J. McDermott, assistant

stewardess: J. .Coughlan, fore cabin steward: 

H. Stanley, bar and storekeeper G. A. Gee, 

saloon waiter; W. P. Black, pantryman; H. Bow, 

night watchman Walter Tutt, chief cook; H. 

Stanberg, second cook; G. Jones, third cook: 

J. Jackson, kitchenman; A. G. Deller, baker; O.

Walker, butcher; B. Davies, scullion;  P.

Farrance, A. Deerham, C. H. Benedict,

E. Wardlaw, J. Hughes, J. Blades, A. 

Salkild, S. W. Reynolds, F. J. Winpenny,

Wm. Dick, James Crosbie. Wm. Cant;

R. Davis, W. Burkin, H. Smith, and P. Finnerty, stewards.



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THE STORM.

The Northam Advertiser, 20 April, 1912.

The Balla Balla Cyclone.

A NORTHAMITE'S EXPERIENCE.

It will be remembered that in addition 

to the foundering of the Koombana 

with all hands, the recent cyclone in 

the Nor'West was responsible for 

heavy loss of life through the wreck 

of the Crown of England and the 

destruction of several pearling luggers. 

A graphic description of the storm at 

Balla Balla and its disastrous effects 

is given in a letter just received by 

Mr. and Mrs. Thorley, of this town, 

from their son Dick, who left here 

about twelve months ago, and has 

since been engaged in the pearling 

industry round about the locality in 

which the Koombana met her fate. 

Not only to those who know Mr. Thorley, 

but to our readers generally, his vivid 

description of the storm and his 

personal connection therewith, will be 

of interest. He writes:

"On Tuesday, the 19th of March,

the day before the storm started,

my boats were working with five

others about 13 miles north of Balla.

The weather was beautiful, but we

were not doing too well for shell,

and started for Port Hedland about

nine o'clock in the morning, with one

other boat, belonging to the man I'm

working for. We got about 15 miles

from Port Hedland by about ten

o'clock the same night, and it 

commenced to blow and rain with 

a vengeance. 

It cannot be argued that prior to and including Wednesday 20 March, there were NO indications of a storm developing.

We anchored for the night, the wind 

increasing, every hour. At daylight it 

was blowing half a gale, and it was 

impossible for us to go to Port Hedland. 

The seas were mountains high, and 

there was a direct head wind. 

This description matches that of the cattleman on board Bullarra - half gale (from the ENE). One can understand why Captain Allen was deeply worried, claiming that it would be unlikely to make Broome before Saturday, given the 'headwind' and seas described. 

The seas, 'mountains high', were precisely the reason for departing Port Hedland with ALL tanks empty so as not to strike the bar; and strike hard. Koombana, in such light condition, must have rolled and pitched to an alarming degree clearing the bar and broaching open sea. 

Filling tanks in such conditions was never going to end well....

While I was considering where to go 

and what to do, the anchor chain broke, 

and we lost about forty fathoms of chain 

and the anchor. The only thing left was 

to run before the gale, and we did, and

made towards Balla, and anchored

safely at one o'clock in the afternoon 

of Wednesday. It took us about three 

hours to do fifty miles, and you can 

imagine the wind that was behind us 

to send us at that speed.

Only for my knowledge of Balla

Creek I might have been lost. The

other boat that was with my two

did not start when we ran before the

storm, but came later, and didn't

know the way into the Balla Creek,

and had to anchor out and ride the

storm at anchor. To save himself he

had to chop both his masts down,

and it was just good luck that he

rode it out. Of the other three luggers 

that were working with us out

from Balla when we went to Port

Hedland, one was wrecked and one

Japanese drowned. The remainder of

the crew got ashore with great difficulty 

after being three hours in the water.The 

other two luggers are still missing, and 

I fear the worst. There is one white man 

on each of those. When I dropped anchor 

in Balla I went ashore as quick as I

could to see my old friends there.

The motor launch was just about to

start out to meet the steamer (Bullarra)

which was calling that night. The 

wharfinger asked me what the weather 

was like outside, and I said it was bad,

and advised him not to go out. He

said, "I'll risk it." There was a lot

of passengers on board. When they

got outside some of the passengers

went on one of the lighters named

the Clyo. It got too rough for the launch, 

and she came back into Balla leaving 

those passengers on the Clyo.

They were the wharfinger, Mr. Maginnis

Mr. T. Hill, and Mr. Thompson and the 

three of them were drowned. I knew 

them all intimately, especially T. Hill, 

who used to be underground manager 

on the mine here. On Thursday night 

I went up to Maginnis', house. He has 

a wife and mother here, and they were 

by themselves. They were in a frightened

state when I got there, having been

by themselves the night before. All

this time the storm was raging and

increasing. Several small buildings

had been blown down at Balla jetty.

It took me about two hours to walk

up to the house from the jetty, which 

is one and a quarter miles. It was nearly 

impossible to walk against the wind, 

and if I was blown over once it must 

have been a dozen times I was almost 

crawling in some places. When I got there 

I had to nail up the doors and windows 

and make fast everything that was likely 

to get blown away. All the small buildings 

had been blown away by this time. The 

storm was increasing every hour, and at two

o clock it came its worst. I don't know how

the house stood up. You could hear sheets 

of iron flying about everywhere. This is the 

time all the ships and boats were driven

ashore and smashed up, including

those luggers I mentioned in the

beginning of this letter. in the morning 

things did look bad, and the two

women were in a bad way, fearing

the boats were wrecked, but I managed 

to quieten them by telling them that the 

boats would ride the storm safely and there 

was nothing to worry, and all sorts of tales 

to pacify them. But I was certain that they 

were wrecked. I left the house at nine o'clock 

to go to the jetty, and see what could be done 

there, and had to wade through three feet

of water  all the way, the railway line all 

the way to the jetty being completely washed 

away. The next thing to do was to arrange 

about a boat going out to where the ships

were anchored near the island. The

only boat fit to go out in was one of my 

luggers. It was still blowing a gale and

raining, but the wind had gone down a lot. 

I approached the Japanese on board

about going out with me, but they

were too frightened and wouldn't go.

Then there were six of us decided to

make the Japs go ashore, and we

would go out ourselves, and so we

did. We got out after great difficulties

capsising several times. We had a dead 

head wind all the way out. When we got 

near the island (Depuch Island) we could 

see the worst had happened. All the shore 

was strewn with wreckage, and men were 

walking about with no clothes on. We got 

ashore on the island, and were told the awful 

tale — twelve men drowned and three lighters 

smashed, and one sailing ship of 2500 tons, 

and the other ship of 2500 tons driven ashore. 

They expect to get the latter afloat next spring

tide - that is in a fortnight's time. She is practically 

uninjured. 

Then the worst part of the job was getting

the dead bodies and bringing them into 

Balla. We brought four bodies back with us. 

Hill, Maginnis, the second mate, and the 

steward of the sailing ship,"The "Crown of 

England," It was an awful sight, they were 

battered, bruised and cut about, some without 

a bit of clothing on them and some with only 

their boots on. The steward of the "Crown of

England" had a coat on with a lot of rope lashed 

around his chest. He had evidently been lashed 

to a raft or something of that sort. We left the 

Island at six o'clock with the lugger to go back 

to Balla and did not get into the creek until. 

2 o'clock next morning. Four of the men who

went out with the lugger refused to come back 

with us and remained on the island with the 

survivors. It was an unpleasant job sailing from 

six until two, with it blowing half a gale, and those 

dead bodies on board.

Then, came another unpleasant part; that was 

putting them into coffins, they were just black. 

The coffins were made of boxes and the bodies

were wrapped in canvas. They didn't have time 

to get proper coffins made at Whim Creek. But 

the worst job of the lot was to break the news to

Mrs. Maginnis, which fell to my lot on account of 

knowing her better than anybody at Balla just then 

and staying with her the night before. I almost broke 

down doing it. They took the news very calmly and 

braved it like lions, but broke down later on. 

The other eight that were drowned

were buried on the Island! The wind

and rain ceased the next morning

(Saturday), and all the survivors

were brought into Balla, all more or

less cut and bruised about.

Sobering!



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