A LARGE PATCH OF STRAW AND THE 'MAIN CAUSE OF THE DISASTER'.

The West Australian, 6 November, 1948

THE KOOMBANA SINKING

By W. J. WALKERDEN

WHEN the schooner Alto

bumped against a jetty and

disclosed some faulty timbers,

a Port Hedland dealer was

forced into a decision which was

to provide the only evidence of

the spot where the Koombana

went down with all hands.

The Alto was a softwood

schooner, a relic of the boom

days of big pearling fleets, when

a number of luggers operated

from a mother ship. After

several years of inactivity she

had been bought by an 

enterprising mariner who intended

sailing her to Fremantle with a

payload of mixed cargo, including 

several thousands of empty

bottles which a dealer had

gathered and was shipping

south. When the dealer saw

the condition of the hull he

Lightly loaded and with her ballast tanks emptied to clear the bar, the Koombana left Port Hedland to steam into one of the worst cyclones the North has experienced.

Helpthe condition of the Alto's hull

he refused to entrust his valu-

able cargo to such a fragile

craft; and "Leech's Fortune,"

as the huge stack of empties had

become known, was transferred

as deck cargo to the Koombana.

But about 60 miles from Hedland 

some searchers found a large 

patch of straw. Perhaps

a quarter of an acre in extent, 
it was composed of straw

envelopes in which bottles are

packed--all that remained of

"Leech's Fortune."

1. Stateroom door; painting stage; small pieces of board. SS Gorgon

2. Motor launch starboard bow plank (with insignia). SS Bullarra

3. Small wreckage; (life) boat tanks; lifebelts; panel from saloon / smoke room ceiling. SS Bullarra
(see: https://koombanarevisited.blogspot.com/2019/11/sufficient-warning.html)

4. Bottom board from (life) boat; white painted board. Lugger McLennan. 

5. (life) boat mast and small wreckage (rising from bottom). SS Una

6. Miscellaneous wreckage. SS Una   

7. Miscellaneous wreckage. SS Una. 

(see https://koombanarevisited.blogspot.com/2019/10/captain-rantzau.html)

8. Cabin paneling. Lugger Mina.

9. Smoking room cushion; cabin door. SS Minderoo.

10. Straw envelopes (Leech's fortune). SS Minderoo and SS Gorgon.
(see:  https://koombanarevisited.blogspot.com/2019/11/sufficient-warning.html)
11. Bottom boards (lifeboat); drawer; small teak panel. SS Minderoo.

Meanwhile, out on the pearling

beds, Japanese divers were 

surfacing and reporting heavy

ground swell, an infallible 

indication of an approaching

storm; lugger owners were 

raising anchors and preparing to

make for port or run before the

wind. On March 20, 1912, the

Koombana, lightly loaded, and

with her ballast tanks emptied

to clear the bar, left Port Hed-

land to steam into one of the

worst cyclones the North has

experienced. She was never

seen again.

The captain's decision to leave

port was criticised after the

tragedy, but the facts vindicated

his action. In the open sea

the ship should have been 

capable of riding the storm. 

The tide was receding; had he 

remained in port another day,

at least a week would have

elapsed before another high

tide enabled him to leave port.

In maritime phrase, he would

have been neaped.

As it was, to clear the bar he

had to empty his water ballast

tanks. This was probably the

main cause of the disaster. The

ship, naturally top-heavy, was

made more so by the light

cargo and lack of ballast. Be-

fore she could regain ballast the

blow struck her.

Officially, the spot where she

sank is unknown. A cabin door

and part of a grating was all

the identifiable wreckage found.

That was where the Koombana

sank. Her resting place may

be for ever a secret. Our 

northern waters are deep, and the

playground of uncharted currents. 

She may have drifted far before 

she found rest in the lee of some 

coral island, or the frozen seas

of the Antarctic.

A fascinating, insightful commentary. I believe that the bottles filled with water and did not rise to the surface with the lighter straw envelopes.

courtesy Trove.

DESTRUCTIVE TYPHOON

The Argus, Melbourne, 25 March, 1912

DESTRUCTIVE TYPHOON.

NORTH-WEST COAST DISASTER.

VESSELS SMASHED TO PIECES.

MEN DROWNED OR MISSING.

PERTH, Sunday.—Details of a terrific

gale on the north-west coast, causing great

damage and loss of life, were received in

Perth yesterday. The gale commenced on

Wednesday night, and continued till Friday

morning, during which time 9 in. of rain fell. 

The wind-swept area extended at least from 

Cossack inland to Marble Bar a distance of 

about 170 miles as the crow flies.

Telegrams from the scene of the disaster

show that the most serious damage was

done at Balla Balla, 30 miles east of Cossack, 

where one ship was broken to pieces

and another is ashore. One lighter was

smashed to pieces, and another sunk. At

least a dozen lives have been lost, for four

bodies have already been recovered, while

eight men are still missing from the crew

of the ship Crown of England, the vessel

which was smashed to pieces.

(The steamer Bullarra sailed from Port

Hedland for Cossack via Balla Balla on

March 20, at 11 a.m., and encountered

a strong north-east gale on leaving the

harbor. By 2 p.m. (22 n miles from Balla 

Balla) the gale had increased to a hurricane, 

and continued till 1 p.m. next day. The 

barometer had fallen to 27.70 at this 

stage, and the hurricane had reached 

its strongest - Advertiser, Adelaide, 26

March, 1912)

(Bullarra steered a course to Balla Balla,

where she had to pick up some passengers,

and the Koombana went towards Broome.

When about 22 miles from Balla Balla very

bad weather was struck - West Australian

2 April, 1912)

The first news of the disaster was contained 

in the following telegram, received

by the commissioner of police from Con-

stable Brown, of Whim Creek :—

"Reported 2 o'clock this morning by telephone

from Balla Balla that on the night of 20th a

terrific storm occurred. Ship Crown of England

broke in pieces ; eight men are missing from her.
Ship Concordia is on beach, intact, and there is
fair chance or refloating her. Lighter Steady
standing high and dry on Dupuch Island unbroken.
Lighter Clyde sunk in shallow water. Lighter
Enterprise was broken to pieces. Bodies of
Thomas J. Hill, hotel keeper, of Whim Creek,
Edward P. Maginnis, wharfinger, also those of
first mate and steward of Crown of England, have
been recovered. A Greek was also drowned, and
as far as can be ascertained seven or eight men
still missing. Others are on Dupuch Island. Have
despatched Cossack cutter to Dupuch Island, with
Constables Cusack and Gardiner, and Dr. 
Shelmardine, with instructions to search for survivors."

Some time later the postmaster at Whim

Creek telegraphed :—

"Eight men still missing from crew of Crown

of England. All other passengers and crew are

supposed to be safe on Dupuch Island. Pearling

fleet, in charge of Richard Thorley, sheltered at

Balla Balla Creek. Captain Erickson, of Concordia, 

and Messrs. Thorley and McDonald, searched 

yesterday in heavy seas, and further search 

will be made to-day."

The Dupuch anchorage is a dangerous

and treacherous spot, dreaded by every

shipmaster who is obliged to use it. It

lies between the mainland and Dupuch 

Island, the narrowness of the waterway 

causing the tide to race furiously backwards 

and forwards. Though it offers very adequate

protection against the weather, sailing

vessels caught by the "Blow" with two or

three anchors down have little or no hope

of getting out to sea. For safety there is

nothing to depend upon but ground tackle,

and with a hurricane backed up by a terrific

racing tide, ships would have little chance

of escaping destruction.

A telegram despatched from Roeburne

on Saturday night stated :—

The loss of life on the lighters Clyo and

Enterprise is not known. Seven witnesses

in the recent murder case at Roeburn went

on the lighter Clyo, intending to catch the

steamer Bullarra on Wednesday night, and

Messrs. Maginnis and Hill, who are among

the drowned, were taken to the same lighter

in a motor launch. Maginnis was at one

time first mate on the Bullarra, and after-

wards of the Koombana. His relatives live

in Melbourne.

The damage on land extended over a wide

area. At Roeburne 875 points of rain fell in

24 hours. The Harding River was running

a banker, and the town was flooded. 

Portion of Point Sampson jetty, and the 

tramway between Point Sampson and 

Cossack are washed away. Port Hedland 

was half under water, but no lives are lost.

Two hotels were blown down at Balla

Balla, and other buildings are severely

damaged.

These two paragraphs are extremely informative with regard to the influence of the cyclone. Although flooding took place at both Point Sampson and Port Hedland, there was NO destructive wind force, as took place at Balla Balla. 

"The eye diameter of severe cyclones off the northwest coast tends to be about 20 to 40 km, and are typically smaller than those in some other parts of the world such as the north Pacific. The eye size of Tracy (Darwin, 1974) was just 12 km across. Rosita (Broome, 2000) only had an eye diameter of 20 km."

The Moira Account outlined in a previous post adds to filling in important information describing the movements and extent of the cyclone:

http://koombanarevisited.blogspot.com/2016/11/moira-account.html

The Brisbane Courier, Wednesday 27 March, 1912.

Captain Brett Ward, master of the

Moira, which reached Wyndham 

yesterday, forwarded the following 

cable message, via Broome, to the 

Premier :-

"We encountered cyclonic weather at 8 a.m. 

on the 20th, in latitude 19-20 deg. south,

and longitude 117 deg. east, 100 miles 

north-west of Hedland. The Moira was 

run before the storm in a westerly direction

about 150 miles. The storm roughly lasted 

21 hours, the wind gradually shifting from 

east and north-east to south-westerly.

The ship proceeded on her journey, 

passing 60 miles north-west of Rowley

Shoals (255 miles). The steamer Charon 

was near Liguliea reef at 7 a.m. on the 22nd, 

bound for Java. I consider the cyclone was 

more severe nearer the land than with us. 

We did not sight the Koombana."

The Moira encountered the cyclone 8 am, 20 March, approximately 69 n miles from the position where Bullarra encountered the right-hand margin of the cyclonic semi-circle at 2 pm, 20 March. This was 7 hours prior and Moira 100 n miles northwest of Port Hedland. If she had been fitted with wireless Captain Ward could have warned both Koombana and Bullarra!!

The interesting thing about the Moira account and conceptualized on the last image below is that the steamer struck the 'inferior' aspect of the cyclone (wind from east), which was moving more southeastward than southwestward (as I had imagined) and completely missed the outside, inner track Koombana would have taken from Port Hedland to Broome! Furthermore, the cyclone was moving roughly 11.8 knots until it approached landfall slowing down ---> stalling ? 

The image of the SS Moira, below, confirms yet another humble steamer surviving the cyclone which allegedly took Koombana to the bottom. She was a cargo steamer built, 1901, by William Denny and Brothers, Dumbarton, for the Australasian United Steam Navigation Company (A.U.S.N.) - 2184 gross tons; 300 ft. in length and powered by a single triple expansion engine.

In fairness to Koombana the complexity of Moira's intersection with the cyclone suggests that she was blown to the west out of the worst of the system, which might explain why she survived and what's more, the influence of the cyclone extended considerably beyond the 50 mile radius, not in terms of a battering, hurricane-force gale, but in terms of strong winds and heavy rain.

courtesy Google Earth

One can imagine the impact even a 50 kph wind would have on the towering superstructure of a tender steamer such as Koombana.

The wind catchment factor would have been enhanced by Koombana's prominent funnel and wind sails deployed on the spar and promenade decks, as depicted in this image. (courtesy Daily Telegraph)

Moira (courtesy Flotilla Australia)

courtesy Google Earth

courtesy Trove.

INQUIRY REPORT, 1909.

Unique ID:	19774
Description:	BOT Wreck Report for 'Koombana', 1909
Creator:	Board of Trade
Date:	1909
Copyright:	Out of copyright
Partner:	SCC Libraries
Partner ID:	Unknown

Transcription

(No. 7298.)

KOOMBANA"(S.S.).

FINDING Of a Court of Marine Inquiry held at Fremantle on the 6th and 7th days of August, 1909, to investigate the circumstances attending the damage sustained by the s.s "KOOMBANA" through striking an obstacle off Gantheaume Point, North-West Coast of Australia, on 28th April, 1909.

Finding of the Court.

In coming to a decision on this matter, I must be guided entirely by the evidence before me, and I do not purpose to go outside that evidence, and assume anything that is not warranted by it.

The evidence establishes the fact that the s.s. "Koombana," with Captain Rees in command of her, left the port of Broome for Derby about 8 p.m on the night of 28th April, 1909, the captain being on the bridge. A course was steered in line of the leading lights astern until Entrance Point was bearing N. 10 W., when the course was then set N. 46 W., to bring her through the Roebuck Deep. On that course she continued until Gantheaume Light bore East, distant one mile or thereabouts. The evidence is that she then and there struck an obstruction, damaging her bottom on the port side forward, and there is no evidence that she struck an obstruction in any other position. No obstruction is shown to exist in such a position on the Admiralty chart produced, being the chart by which the vessel was navigated on that occasion. An uncharted rock has since been found in the locality, some half mile from the ship's position on the occasion of her striking. There is no evidence before the Court that any other course was steered, after the course was set off Entrance Point, until she struck an obstruction, and the evidence establishes the fact that such course, the captain being guided by the chart, was perfectly safe, through the Roebuck Deep.

It is regrettable that, as the vessel did strike an obstruction, the notebook of the officer of the watch, and also the bridge book, were not preserved and made available on this inquiry. In my opinion, such books should have been kept for reference.

In my opinion, there is no evidence establishing the charge of laxity in navigating the s.s. "Koombana" on the part of Captain Rees. I think, therefore, that this charge must be dismissed, and Captain Rees exonerated. I therefore return him his certificate.

E. P. DOWLEY,

Magistrate of the Local Court,

Fremantle.

We concur in the above Finding.

THOS. E. CUTLER,

JOHN FOXWORTHY,

Nautical Assessors.

(Issued in London by the Board of Trade on the 8th day of October, 1909.)

The Argus, Melbourne, Monday 9 August, 1909.

KOOMBANA'S MISHAP.

SUPPOSED SUNKEN ROCK.

PERTH, Sunday - Following the preliminary

inquiry by the chief harbourmaster (Mr Irvine) 

into the circumstances surrounding the mishap 

to the steamer Koombana outside Broome on 

April 28 the Marine Court, consisting of Mr Dooley,

resident magistrate, and Captains Cuttle and

Foxworthy, investigated the charge preferred 

against Captain Rees the master of the vessel, 

of laxity in navigation when leaving Broome. 

Captain Rees described the course steered 

when leaving port and said that he was confident 

of the vessel's position, although no bearings 

were taken he suggested that the vessel struck a 

coral pinnacle which was snapped off, leaving the 

stern clear to pass over it. The chart which he had 

used was drawn in 1883 and during the last two months 

H. M. S. Fantome had found an additional rock which 

at extreme low tide, when the Koombana struck, would

be nearly awash, as at neap tide it was 14ft below the 

surface The board exonerated Captain Rees from all 

blame in connection with the mishap.

The Mercury, Hobart, 29 November, 1911

The Fantome has just completed a 

survey of the N.W. Coast of' West 

Australia. During her visit to those 

waters an area of 700 square miles 

has been sounded, 350 miles of

coastline examined, and charts 

corrected

It does appear to be the case that lenience was exercised by Mr. Dowley. 

If one takes a closer look at the image below, it is apparent that Captain Rees could not have set a course N 46 W as claimed in order to arrive at the rock in question, 0.5 n miles west of Gantheaume Lighthouse. He would have run aground long before. 

Western Australia-North-West Coast. 2187/09. IT is hereby notified that an uncharted reef or submerged derelict is reported with less than 16 feet water at 3/4 ebb dead neap tide, Gantheaume Point bearing East distance 3/4 of a mile Lat. 17.58 S., Long. 122.10 East (position approximate.) Charts affected. No. 1048.-Buccaneer Archipelago to Bedout Island. No. 858.-Roebuck Bay. C. J. IRVINE, Chief Harbour Master. Department of Harbour and Lights, Fremantle, 14th May, 1909. 

Western Astralia-North-West Coast. Gantheaume Point. 2187/09. WITH reference to Notice to Mariners dated 14th May, 1909: Further notice is hereby given that a thorough search has been made for the alleged uncharted danger, and no obstacle discovered in position given, but a rock with three feet over it at L.W.O.S. was found by H.M.S. , "Fantome" with Gantheaume Point Lighthouse bearing North 88 East, 5 cables, and Riddell Point South 47 East (bearings Magnetic). Charts affected. No. 1048.-Buccaneer Archipelago to Bedout Island. No. 858.-Roebuck Bay. C. .J. IRVINE, Chief Harbour Master. Department of Harbour and Lights, Fremantle, 20th July, 1909.

Captain Rees claimed the obstacle was 1 mile distant from Gantheaume Lighthouse - a blatant untruth. The rock in question would have been 1/2 a mile closer to shore, suggesting that Koombana had wandered off course bearing N 40 W, rather than N 46 W. What's more, Koombana struck on her port side suggesting that she was seriously off course.

Conveniently the 'notebook' and 'bridgebook' were missing which made the senior crew look more guilty.Captain Rees admitted not taking bearings, compounded by the incident taking place at night. A coral pinnacle was a transparent 'clutching at straws'.

Why was Dowley so lenient?

The answer to this reverts to speculation: I believe that the crew and steamers servicing the 'work in progress' Nor'-West coast were subjected to almost unreasonable challenges in the form of the tidal ports such as Broome and Port Hedland + the extremely hazardous sand banks and narrow channel off Denham, Shark Bay. There should have been dedicated port pilots to guide steamers through these hazards, as were provided on the east coast. It was almost as though too much was expected from masters such as Captain Rees. Dowley recognised this and in order to avoid too much negative attention being directed at the limitations of the port services and access, let Captain Rees off the hook. From a cynical perspective if Captain Rees had lost his licence for say 6 months, who would have taken command of the challenging Koombana and met the stringent Nor'-West coast demands??

Perhaps the most intriguing comment made in the above extracts refers to the outdated chart used - circa 1893. Although the Fantome survey was completed by late 1911, it was claimed at the Inquiry into the loss of the Koombana, that the chart was inaccurate, yet to be updated and the coast in question, poorly surveyed. This claim is legitimized by the reference to 1893, 19 years prior. We know that the coordinates for Bedout Island, circa James Martin survey, 1865, were 10.5 n miles deviated to the southwestward. 

courtesy Google Earth

courtesy Google Earth

"a number of highly magnetic undersea iron ore bodies."

"These ore bodies are of such magnitude that when the survey vessel HMS Penguin reexamined 19th-century survey reports from HMS Meda, it experienced compass variation of up to 55° and dip to 33° (Lecky, 1920: 30)."

(The Searches for SS Koombana, Kerry Thom) 

courtesy Trove.