The following extracts are drawn courtesy the Hathi Trust, Australia Pilot, Volume 4, published 1920.
Spit point, 8 miles southwestward from Larrey Point, has a sand spit extending about 8 miles in a northwestward direction toward Turtle Isles; it dries off for a distance of miles at low water springs and at one spot 3 miles beyond.
Little Turtle, 10 miles to the southward, is just above high water springs, and surrounded by a reef 1 1/4 miles in extent, with rocks on the outer edge above high water.
Anchorage - between North Turtle Island Reef and shoals extending from Spit Point, there is a space of nearly 1 mile, with anchorage in 5 fathoms, with the southeastern extremity of the island, bearing about 0 degrees. This is considered the most convenient anchorage for communicating with the shore.
Tides - it is high water, full and change, at the Northern Turtle Isle at 11 h; ordinary springs rise 18 feet, neaps 12 feet. The current of rising tide sets southeastward, toward the shore, at the rate of 1 to 2 knots.
Amphinome Shoals are numerous dangerous shoals, some dry at low water, with long lines of breakers, irregular soundings, and tide ripplings between; these front the coast between Mount Blaze and Spit Point, to the distance of about 20 miles.
From the De Grey River mouth, (these) sands and flats extend northward nearly to Amphinome Shoals, forming lines of breakers at low water, and from the outer edge the coast was not visible from the deck.
Bedout Island (lat. 19 35, long. 119 6) situated about 24 miles northward of Poissonnier Point at the mouth of the De Grey river, is a coral sand islet, 1/2 mile in length northward and southward, 1/4 of a mile in breadth, 20 feet high, and covered with course grass. A reef, surrounds the island, and extends 1.500 yards from the northwestern side; 3 miles from the western side. where patches of rocks are uncovered at low water ; nearly 1/2 a mile from the southeastern end; and 1/3 of a mile from the northeastern end, with apparently shoal water beyond, as charted.
Light - A flashing white light 66 feet above high water, visible 13 miles, is exhibited from a white steel framework tower, 55 feet high, at the centre of the island. The light is unwatched.
Heavy breakers have been reported at about 6 miles southeastward of the island, as charted.
Anchorage - There is said to be good anchorage in 6 fathoms, 3 miles southward of Bedout Island, or between it and the breakers mentioned.
Tidal currents - the current of rising tide sets to the south eastward, and the falling tide to the northwestward, from 1 to 2 knots. The rise and fall observed was about 14 feet, but see paragraph on Turtle Isles previously given.
Strong tide-rips were seen northeastward and southwestward of the island, indicating rocky and uneven ground.
Caution - A depth of 10 fathoms will be found close to most of the outer dangers between Lacepede Islands and Bedout Island, and also southwestward of Bedout Island westward of Turtle Isles.
Vessels are recommended to pass northward of Bedout, as before mentioned.
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| A picture of formidable barriers to large steamers between the coast and Bedout Island. It is extremely unlikely Captain Allen would voluntarily have ventured into this 'mine field'. In fact Mr. Moxon had this to say: 'Mr. Moxon in an interview stated that nautical experts affirm that the Koombana, to avoid certain destruction near the Amphimone Shoals, had only one alternative before her'.... to attempt 'to pass northward of Bedout'. |
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| It makes sense that the steamer track, as represented, 'passed northward of Bedout Island.' |
However,
In thick weather, it is advisable to keep seaward of the depth of 20 fathoms.
To maintain 20 fathoms clearance of Bedout would have placed steamers some 30 miles to the westward of the island - a considerable detour. When Captain Allen charted his course the dense mass of clouds heralding a cyclone was on the western horizon, not to the north or northeast in which directions he was steaming. Curtailing the filling of tanks prematurely strongly suggests that he was aiming to pass Bedout within visual range of the structure before dusk (10 miles distant) due to the Light being out !
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| 40 miles due north of position filling tanks in 'thick weather'. |
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| Detour route in 'thick weather' would have given a 14 mile clearance of Bedout passing to the north of the island. |
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| The detour route in 'thick weather' would still take the steamer directly between the two given positions marked on image, the one being Upjohn's coordinates. It cannot be overemphasised that the bulk of flotsam was discovered to the north of Bedout Island, a signicant amount between here and the vicinity of the so-called oil patch. By deduction, whichever route Captain Allen tackled that infamous Wednesday, Koombana did pass north of Bedout Island. |
Post repeat:
https://koombanarevisited.blogspot.com/2020/05/the-bedout-light-controversy.html
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. Dilkera.
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).
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 contribute 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:
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| 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.
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.
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| note the minimal deviation, less than 0.3 of a mile, between Irvine's coordinates and the actual coordinates. |
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| 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 1912 presumed steamer track. |
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| 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!!
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| 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
courtesy Google Earth.
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