THE BEDOUT LIGHT CONTROVERSY, INSTABILITY AND THE STEAMER COURSE.

The Advertiser, Adelaide, 8 April, 1912.

UNWATCHED LIGHTS.

To the Editor.

Sir--In our childhood we have heard or

read more or less mythical stories of ships

lured to their doom in the bad old days of

smugglers and wreckers by misleading

lights. At the present time we have, or

may have, somewhat parallel cases. I refer

to the latest innovation in coast lights, the

so-called "long-burning, un-watched A.G.A.

lights." These lights are supposed to be

absolutely reliable; but can that be said

of, or can it be true of, anything human

or made by human hands? I write you,

to point out that they constitute a very

grave menace to life and property. Such

a light exists on Bedout Island, where the

ill-fated Koombana appears to have gone

to her doom, and who will say how much

this light, or its absence, may have contributed

to the terrible disaster which we are at present 

lamenting? Some time back this Bedout Island 

light was reported to be out. About two years 

ago the Sydney owned barque Hippolas was 

lost in Cook's Strait, the loss being attributed 

to a similar light on Jackson's Head being 

extinguished. On the 11th ultimo, in Spencer

Gulf, being close to Middle Bank light, and

not being able to see it, I anchored rather

than proceed, through this "reliable un-watched 

light" being out. It is proposed to place a similar 

light on Citadel Island. at Wilson's Promontory, 

a locality where fogs and bad weather are very 

prevalent. These lights, in my opinion, and in 

that of other shipmasters with whom I have 

conversed, are not reliable, and should not be 

placed in important and dangerous positions, 

such as Bedout Island, for example. Economy

against human lives that is what it amounts to, 

and which is to obtain. In calling attention to this 

matter I trust that some abler pen than mine will 

take the matter up and ventilate it thoroughly. 

I venture to say that no Light should be un-

watched. Better no light at all, far better, than 

an unreliable one, which may cause disaster

and the loss of precious human lives,

I am etc..

G. PROVO,

Master S.S. Dickera.

Newcastle, April 3, 1912.

I don't think nearly enough attention was paid during the Inquiry to the fact that the Light at Bedout was not functioning at the time. 

Captain Irvine, Chief Harbour Master, Fremantle, in charge of Harbours and Lights, submitted a rather implausible excuse that he was not aware of the Light being out until 1 week after the disaster. 

In fact Irvine was disingenuous about the whole affair and stated in the March gazette that the cyclone was responsible for the light being 'extinguished':

 'Western Australia—North-West Coast. NOTICE is hereby given that the hurricane which passed over Bedout Island—lat. 19.35 S. 119.6 E.—on the 22nd inst., extinguished the unattended light established on this island in December, 1909. Further notice will be issued as soon as the lamp has been re-lighted. Charts affected. No. 1055—Bedout Island to Cape Cuvier. No. 1048—Buccaneer Archipelago to Bedout. C. J. IRVINE, Chief Harbour Master. Harbour and Light Department, Fremantle, 30th March, 1912.'  

Mr. Moxon, Adelaide Steamship Company, affirmed that he had been made aware of the fact that the Bedout Light was out 1 week prior to the disaster. Given that Mr. Moxon knew about the Light being out we might assume that the information was passed both to Captain Irvine and Captain Allen (via Mr. Gardiner, manager of the Adelaide Steamship Company at Port Hedland). 

Departing Port Hedland that fateful day, Koombana would likely have arrived at a holding position to fill tanks 3 miles (ref. cattleman on board Bullarra) north of Port Hedland by about 11 a.m.. Being aware that the Light was out, Captain Allen had to reach Bedout Island before nightfall - dusk at this time of the year is 6.38 p.m.. To cover the distance of  '50 miles' would have taken the steamer, averaging 13.5 knots (operating speed) 3.5 hours, which was well within Koombana's capability in normal conditions. This would have allowed for a more reasonable 4 hours to fill tanks.

However, the gale-force headwind and a periodically racing propeller, had potential to slow the steamer's progress to about 10 knots. Why 10 knots? Captain Allen claimed that he was unlikely to make the spring tide access into Broome by the following morning, which translates into a 10 knot or less, average speed. This would have increased the time frame to 4.5 + hours and Koombana to have completed the filling of tanks by 2 p.m. = 3 hours. This is barely the time quoted by Captain Upjohn for filling two after tanks, under ideal conditions - and certainly not in heavy seas.

Captain Upjohn:

'How long would it take to fill them (tanks) ? - From 3 to 3 1/2 hours.'

Koombana was only in sight for approximately 2 hours, suggesting that Captain Allen was particularly anxious to clear Bedout before dusk, and in so doing could not have allowed adequate time to press up all the tanks. 

“Normally,” he (Bert Clarke) recalled, “ships going northbound were out of sight within 30 or 45 minutes, but this day as the storm was getting stronger I stayed up there in the tower watching the Koombana pitching and rolling for nearly two hours.”

Boyd, Annie. Koombana Days.

Captain Upjohn:

 

'And you last saw her? - About two hours after leaving.'

I believe the incomplete filling of ballast tanks and a shortfall in the fresh water tanks (not replenished at Port Hedland) created what is known as a free surface effect which could have disastrous effects on the stability of a vessel, particularly a lightly laden, top heavy one.

"Free surface effect. When a tank is partially filled, the liquid's centre of gravity position will change as the ship is inclined. Liquid in partially filled tank always decreases the initial metacentric height GM, righting lever GZ, and angle of vanishing stability."

Not only would this scenario have contributed to a reduced GM; reduced righting lever (ability to return to the upright after heeling) and reduced vanishing stability (the angle at which the steamer was likely to roll over), but would also contributed to a persistent list, such as that described when Koombana departed Port Hedland 

The scene was set for disaster.

There is some speculation as to the exact steamer route taken by Koombana, 'shaping a course' around the northern aspect of Bedout Island. 

How can it be assumed that the steamer track to Bedout Island from Hedland would follow that which I have presented on the Google Earth image? Firstly let's take another look at a period newspaper representation of the course taken:

Although not substantiated by evidence, Koombana might 'last (have been) seen here'.

We know from Captain Upjohn's statements (and other period sources) that after filling tanks 3 miles north of Port Hedland, Koombana initially headed due north. The reason? To clear obstructions such as that marked on the image below (SS Minilya grounded, 1901) and to create a clear trajectory past the Turtle islands. 

To achieve this clearance would have taken Koombana 10 miles north of Port Hedland at which point the course could have been altered to one bearing 30 degrees towards Bedout Island and which would theoretically bring the steamer to a position 10 miles off the island. 

Why 10 miles?

"and on a clear day the structure is visible from a distance of 10 miles."

Under normal circumstances (when the Bedout light was functioning) the light and 'structure' could be seen for at least 10 miles = nominal range of the light; but up to 14 miles (see Irvine notification below), depending on conditions. This would achieve two things:

- provide adequate clearance from the reef extending out from Bedout Island for 3 miles.

- the light and 'structure' reference points for 'shaping a course' around the island - especially at dusk and into the evening. 

It would, therefore, not have been practical or safe to approach the island closer than 10 miles or beyond visibility of the 'structure', testing the limited range of Light visibility, i.e. 14 miles.

It seems highly probable that this would have been the steamer track for Broome; a simple 30 degrees bearing, steaming 45 miles to a second turning point; final bearing adjustment, 65 degrees, directly for Gantheaume Point and Broome (203.5 miles) = safe clearance, 'shaping a course' around the northern aspect of Bedout Island as per images and references.

In the words of a traveller on board Koombana, 1910:

"On a sea continuously calm, the ship glides
on northward, passing Bedout Island, on
which the new lighthouse shows prominently."

NOTICE TO MARINERS. Western Australia-North-West Coast. NOTICE is hereby given that on and after the 13th December, 1909, an Unattended, Dioptric, Fixed, Occulting Light of the Fourth Order will be exhibited from a steel tower (open braced) erected on centre of Bedout Island, Latitude 19deg. 35min. South, Longitude 119deg. 6min, East, the height of the focal plane above high water being 66 feet, and visible in clear weather about 14 miles. Special attention is drawn to the fact that the Light is unwatched, and therefore Shipmasters are cautioned against placing too much reliance on same. Charts affected. No. 1055-Bedout Island to Cape Cuvier. No. 1048-Buccaneer Archipelago to Bedout. C. J. IRVINE, Chief Harbour Master. Department of Harbour and Lights, Frcmantle, 14th December, 1909.

note the minimal deviation, less than 0.3 of a mile, between Irvine's coordinates and the actual coordinates.

The present day vessel course is different. The vessels follow a specific channel course resembling a gentle 'S' out of and into Port Hedland with anchorage positions as marked, abutting the presumed steamer track, circa 1912.

Koombana would have followed a specific beacon-marked course to arrive at the 3 mile position north of Port Hedland, for filling tanks. From there, as referenced, Koombana headed due north which would be problematic today due to patches of 'shallows' - unless of course during a spring tide, an additional 24 ft. gained ----> clear run north. The current shipping channel heads initially northwestward, not northward. 

"To the visitor for the first time it seems almost impossible that the steamer could negotiate the turns that are necessary to dodge the mud banks before reaching the jetty, and as the entrance has to be made whilst the tide is flowing, the tremendous run of the tide is seen."

If my assumed steamer course between Port Hedland and Broome is accurate, it would have brought Koombana to the vicinity of the 27.5 mile position (oil patch) and which would, if confirmed, prove that Koombana was on course for Broome when she foundered.

The Broome to Hedland 'sailing instructions' - see below - were nothing more than 'directions' to Bedout Island from Broome and from Bedout to Hedland; NOT the steamer course around Bedout!!  

courtesy Annie Boyd

Experiments were made at Fremantle,

and demonstrated that once the gas 

had been lighted, it would burn for 

months at a time, and so the lamp

was sent up as a Christmas gift to

the penguins and other sea birds who

inhabit Bedout Island. It resembled

an ordinary light-house, in that it

appears and disappears, but it burns

on for months at a time. The wonderful 

thing about the lamp is that there

is attached to it a sun valve, and every

time the sun sets it automatically ignites 

the gas, and upon rising temporarily 

extinguishes it.

And therein lay potential for the light to malfunction. 

courtesy Google Earth; Trove and

http://fishing-app.gpsnauticalcharts.com/i-boating-fishing-web-app/fishing-marine-charts-navigation.html?title=Western+Australia+-+Solitary+Island+to+Bedout+Island+boating+app#11/-19.1354/119.4410

Wartsila.

Koombana Days online resource - Annie Boyd.

Government Gazette, WA