Koombana almost completed 37 trips during her time in service. These schedules offer important insights - see below.
Firstly it is helpful to review the tide-dependent access to Port Hedland and Broome:
In order for Koombana to safely access these two ports, entries and exits had to be made as close to spring (King) tide as possible. The 28 day lunar cycle offers 2 alternating spring and neap tides, with intervals of 7 days.
This presented significant challenges to the Adelaide Steamship Company arranging the schedule for a roughly monthly return voyage to the northern terminus; either Derby or Wyndham.
Port Hedland and Broome were conveniently paired and separated by only a 24 hour voyage - +/- 250 miles. This means that Koombana could make use of the same spring tide for both ports.
The schedule could be so arranged that Port Hedland and Broome were serviced once during a return trip, allowing the schedule to coincide with a single spring tide. However, this ease of tidal access depended on no unforeseen delays at ports prior to Port Hedland and Broome - in most instances, readily achieved.
The real challenge came when the schedule demanded the tidal ports to be serviced twice in one return trip, forcing the steamer to make it back from Derby within the extended influence of the diminishing spring tide. To facilitate this delicate balancing act, it helped to initially arrive at Port Hedland ahead of the peak spring tide, but at a point allowing enough water over the outer bar to gain access, in order to return a week later on the same spring tide.
Fortunately the return trip to Wyndham took a convenient fortnight, which coincided with the next spring tide.
It is of interest that during Captain Rees' 29 trips in command of Koombana, Port Hedland was visited 15 times (16 including captain Hurrell, one trip). Of all these trips into and out of the dreaded tidal port, John Rees was only ever expected to tackle the challenge twice during one round trip and in this he failed - missing the return access into Port Hedland, May 1910.
Mostly, Captain Rees was only expected to get to the terminus, Derby or Wyndham, via ports and return to Fremantle, often with only one further call at Port Sampson jetty. This arrangement makes the assumption that livestock for markets at Fremantle was loaded at Port Hedland en-route to the terminus rather than on the way back - additional fodder and water required for the extended trip.
Captain Rees did however tackle Broome twice in a single trip on 3 occasions, all successful. This suggests that Broome was the relatively 'easier' access option beyond a spring tide peak, compared with Port Hedland.
Firstly it is helpful to review the tide-dependent access to Port Hedland and Broome:
In order for Koombana to safely access these two ports, entries and exits had to be made as close to spring (King) tide as possible. The 28 day lunar cycle offers 2 alternating spring and neap tides, with intervals of 7 days.
This presented significant challenges to the Adelaide Steamship Company arranging the schedule for a roughly monthly return voyage to the northern terminus; either Derby or Wyndham.
Port Hedland and Broome were conveniently paired and separated by only a 24 hour voyage - +/- 250 miles. This means that Koombana could make use of the same spring tide for both ports.
 |
| courtesy Lonely Planet. |
The schedule could be so arranged that Port Hedland and Broome were serviced once during a return trip, allowing the schedule to coincide with a single spring tide. However, this ease of tidal access depended on no unforeseen delays at ports prior to Port Hedland and Broome - in most instances, readily achieved.
The real challenge came when the schedule demanded the tidal ports to be serviced twice in one return trip, forcing the steamer to make it back from Derby within the extended influence of the diminishing spring tide. To facilitate this delicate balancing act, it helped to initially arrive at Port Hedland ahead of the peak spring tide, but at a point allowing enough water over the outer bar to gain access, in order to return a week later on the same spring tide.
Fortunately the return trip to Wyndham took a convenient fortnight, which coincided with the next spring tide.
It is of interest that during Captain Rees' 29 trips in command of Koombana, Port Hedland was visited 15 times (16 including captain Hurrell, one trip). Of all these trips into and out of the dreaded tidal port, John Rees was only ever expected to tackle the challenge twice during one round trip and in this he failed - missing the return access into Port Hedland, May 1910.
Mostly, Captain Rees was only expected to get to the terminus, Derby or Wyndham, via ports and return to Fremantle, often with only one further call at Port Sampson jetty. This arrangement makes the assumption that livestock for markets at Fremantle was loaded at Port Hedland en-route to the terminus rather than on the way back - additional fodder and water required for the extended trip.
Captain Rees did however tackle Broome twice in a single trip on 3 occasions, all successful. This suggests that Broome was the relatively 'easier' access option beyond a spring tide peak, compared with Port Hedland.
This was indeed the case. Port Hedland only allowed a narrow two days on either side of high water springs to access the port whereas Broome allowed up to 5 days on either side of the high water springs.
When Captain Allen took over command of Koombana, he was 'initiated' gently, if one can call it that, by being given a schedule that although including both Port Hedland and Broome on top of a spring tide, allowed Captain Allen to steam directly back to Fremantle after departing Wyndham without having to include Broome and Port Hedland again.
Recalling a previous post, Captain Allen could achieve clearance of the outer bar at Port Hedland with 14'8" forward and 18'6" aft. which correlates with what must have been a generous peak spring tide outer bar clearance, 21/09/1911. New moon was in fact 21/09/1911 - would have been about 19.6 ft. over the bar.
However, once 'initiation' was over Captain Allen was then expected to visit Port Hedland twice during the same round trip, October, 1911. This suggests that on the second visit, 31 October, returning from Derby 6 days later, drawing 12'2" forward and 18'8" aft. there was in all probability a bar strike, and Koombana lucky to escape the dreaded port. Broome was not included in this schedule for obvious reasons. The new moon was 21/10/1911 and full moon 06/11/1911, which raises the question how did Captain Allen get Koombana into and out of Port Hedland without grounding even with all tanks empty??
Captain Allen was then expected to service both tidal ports twice in one round trip, December, 1911. Theoretically the return from Wyndham should have coincided with a fresh spring tide two weeks later. However, the cautious master was forced to empty at least one aft ballast tank, drawing 13'6" forward and 16'9" aft. (his lowest draft figures to date) and it is alleged that he was lucky to escape Port Hedland just after midnight, Christmas Day, 5 days after the new moon and 3 / 4 days after high water springs . Due to a delay in departure and the grueling schedule Koombana was out of sync with the spring tide cycle.
December, 1911 - Fremantle; Shark Bay; Carnarvon; Onslow; Port Sampson; Depuch Island; Port Hedland; Broome; Derby; Wyndham; Broome; Port Hedland; Port Sampson; Onslow; Carnarvon; Fremantle.
Compare this schedule with Captain Rees' last voyage before handing over to Captain Allen:
June / July 1911 - Fremantle; Port Sampson; Port Hedland; Broome; Derby; Fremantle.
18 January, 1912, 2 days before high water springs (new moon, 19 January) Koombana struck the bar at Port Hedland. If Captain Allen had waited a day, this could have been avoided and stresses how rigorous the schedule and pressures actually were! It is a great pity that we do not have draft figures for this bar strike as the log was lost with the steamer.
February 1912, the schedule once again included the two ports twice during one round trip - 17/02/1912 and 01/03/1912. New moon, 18/02/1912 and full moon, 03/03/1912. This good timing with high water springs schedule demonstrates that the terminus being Wyndham, there was the consolation of returning to coincide with a fresh spring tide which was achieved ( no reports of a bar strike) and a far more reasonable schedule - only Onslow and Port Sampson prior to Port Hedland.
Although we do not have the full, final schedule for March, 1912, the beleaguered master was expected to perform the enormously challenging feat of servicing Geraldton; Shark Bay; Carnarvon; Onslow and Port Sampson before Port Hedland which translated into being a day late. As if this challenge were not enough Koombana was then scheduled to visit Broome, Derby and, in all probability, return to Broome, catching the tail end of the same spring tide. Why not Port Hedland on the return? For obvious reasons!
The introduction of Bullarra on the run was intended to relieve Koombana of a second visit to Port Hedland after departing Derby.
Derby, on Tuesday, March 12th, at
Whether Koombana was expected to return to Broome, 26 March, is not known for absolute certain. There was some confusion as illustrated in the published schedule 25 March, 1912, The Daily News, Perth:
In this case the terminus was reported as being Wyndham, not Derby. Bullarra was reported as servicing Derby, 28 March, which was not the case, as the 'Old Bull' departed Port Hedland, 20 March, going south, not north.
We know that Captain Allen had deep reservations about departing Port Hedland 20 March, outlined in various Hedland Advocate extracts from the time:
These two paragraphs are loaded in what was said and what was implied. We get a clear impression that Captain Allen was very concerned about the weather conditions out at sea and more specifically the likelihood of a cyclone developing.
He said as much:
Koombana should have arrived at Broome as per schedule, the following day, Thursday. Saturday implied being significantly delayed at sea, possibly heading as far out as practical to weather a cyclonic event before attempting to make Broome.
Captain Allen made a cryptic comment:
"Another 24 hours here will not matter."
This suggests that contrary to my assumption that Captain Allen was under enormous pressure to make it back to the tidal port of Broome within the scope of the spring tide, this might not have been the case. The suggested delay speaks of only having to make Broome by the Saturday, as claimed, then to Derby and after that a more direct passage back to Fremantle.
When Captain Allen took over command of Koombana, he was 'initiated' gently, if one can call it that, by being given a schedule that although including both Port Hedland and Broome on top of a spring tide, allowed Captain Allen to steam directly back to Fremantle after departing Wyndham without having to include Broome and Port Hedland again.
Recalling a previous post, Captain Allen could achieve clearance of the outer bar at Port Hedland with 14'8" forward and 18'6" aft. which correlates with what must have been a generous peak spring tide outer bar clearance, 21/09/1911. New moon was in fact 21/09/1911 - would have been about 19.6 ft. over the bar.
However, once 'initiation' was over Captain Allen was then expected to visit Port Hedland twice during the same round trip, October, 1911. This suggests that on the second visit, 31 October, returning from Derby 6 days later, drawing 12'2" forward and 18'8" aft. there was in all probability a bar strike, and Koombana lucky to escape the dreaded port. Broome was not included in this schedule for obvious reasons. The new moon was 21/10/1911 and full moon 06/11/1911, which raises the question how did Captain Allen get Koombana into and out of Port Hedland without grounding even with all tanks empty??
Captain Allen was then expected to service both tidal ports twice in one round trip, December, 1911. Theoretically the return from Wyndham should have coincided with a fresh spring tide two weeks later. However, the cautious master was forced to empty at least one aft ballast tank, drawing 13'6" forward and 16'9" aft. (his lowest draft figures to date) and it is alleged that he was lucky to escape Port Hedland just after midnight, Christmas Day, 5 days after the new moon and 3 / 4 days after high water springs . Due to a delay in departure and the grueling schedule Koombana was out of sync with the spring tide cycle.
December, 1911 - Fremantle; Shark Bay; Carnarvon; Onslow; Port Sampson; Depuch Island; Port Hedland; Broome; Derby; Wyndham; Broome; Port Hedland; Port Sampson; Onslow; Carnarvon; Fremantle.
Compare this schedule with Captain Rees' last voyage before handing over to Captain Allen:
June / July 1911 - Fremantle; Port Sampson; Port Hedland; Broome; Derby; Fremantle.
18 January, 1912, 2 days before high water springs (new moon, 19 January) Koombana struck the bar at Port Hedland. If Captain Allen had waited a day, this could have been avoided and stresses how rigorous the schedule and pressures actually were! It is a great pity that we do not have draft figures for this bar strike as the log was lost with the steamer.
February 1912, the schedule once again included the two ports twice during one round trip - 17/02/1912 and 01/03/1912. New moon, 18/02/1912 and full moon, 03/03/1912. This good timing with high water springs schedule demonstrates that the terminus being Wyndham, there was the consolation of returning to coincide with a fresh spring tide which was achieved ( no reports of a bar strike) and a far more reasonable schedule - only Onslow and Port Sampson prior to Port Hedland.
Although we do not have the full, final schedule for March, 1912, the beleaguered master was expected to perform the enormously challenging feat of servicing Geraldton; Shark Bay; Carnarvon; Onslow and Port Sampson before Port Hedland which translated into being a day late. As if this challenge were not enough Koombana was then scheduled to visit Broome, Derby and, in all probability, return to Broome, catching the tail end of the same spring tide. Why not Port Hedland on the return? For obvious reasons!
The West Australian, 22 February, 1912.
NOR'-WEST.
ADELAIDE S.S. CO.'S ENTERPRISE.
Residents of the Nor'-West will welcome the
return of the Bullarra to the Nor'-West trade.
Prior to the advent of the Koombana, the
Bullarra was well and popularly known on the
trade. She is due from the Eastern States
shortly, and will be despatched on a trip to
Port Hedland via ports on March 8. After her
return from Port Hedland on the trip mentioned
she will run between Fremantle and Derby
via ports as a cargo and passenger steamer also
carrying stock and mails. By running in conjunction
with the Koombana additional shipping facilities
will be provided. This matter has long been the
subject of agitation on the part of various trade
associations in representations which have been
made to the Government to provide further facilities
along the coast.
The Geraldton Express, 28 February, 1912.
Koombana leaves Fremantle for
Geraldton and all coastal ports toDerby, on Tuesday, March 12th, at
11 a.m.
 |
| courtesy trove |
In this case the terminus was reported as being Wyndham, not Derby. Bullarra was reported as servicing Derby, 28 March, which was not the case, as the 'Old Bull' departed Port Hedland, 20 March, going south, not north.
We know that Captain Allen had deep reservations about departing Port Hedland 20 March, outlined in various Hedland Advocate extracts from the time:
Furthermore, Captain Allen, when
questioned by Mr. Barker as to
whether he was going to put out,
said he did not know. "I don't like
the glass," was Captain Allen's
remark, "and another 24 hours
here will not matter."
the glass," was Captain Allen's
remark, "and another 24 hours
here will not matter."
His decision to put out was only
announced subsequent to a conversation
which took place on the Koombana
between Captain Allen and Captain
Upjohn of the Bullarra (20 minutes
before departing).
before departing).
He said as much:
"My passengers think they will get
to Broome to-morrow (Thursday)," he
remarked; "but they will be lucky if
they get there by Saturday."
they get there by Saturday."
Koombana should have arrived at Broome as per schedule, the following day, Thursday. Saturday implied being significantly delayed at sea, possibly heading as far out as practical to weather a cyclonic event before attempting to make Broome.
The Daily News, 25 March, 1912.
It is evident that she first encountered
the beginning of the blow between
Port Hedland and Bedout Island. - 'If
the wind were favorable it is reasonable
to suppose that Captain Allen at once
steered a course for the open sea,
and may have had to run out for
about 200 miles.' As it blows very
strongly after these cyclonic
disturbances, it is evident that she
would be a great way out of her
course before she was able to cut for
Broome, and that it would take at least
41/2 days before she reached her
destination.
"Another 24 hours here will not matter."
This suggests that contrary to my assumption that Captain Allen was under enormous pressure to make it back to the tidal port of Broome within the scope of the spring tide, this might not have been the case. The suggested delay speaks of only having to make Broome by the Saturday, as claimed, then to Derby and after that a more direct passage back to Fremantle.
This question is answered in more detail at the following post link:
https://koombanarevisited.blogspot.com/2021/04/port-hedland-and-bar.html
But there is another way of looking at this. 24 hours was just that, only one day. By not having to revisit Port Hedland after servicing Broome, Derby, Broome, would allow a day's leeway - in fact 2 - in the schedule.
Then why did the man go against his better judgment and depart after consulting with Captain Upjohn, twenty minutes before departure?
To say that Captain Allen was under pressure to leave is an understatement! It is interesting to note that these two men referred to each other by their titles and were not on first name terms. Why? Stiff relationship? After all Allen got Koombana and Upjohn after serving on Koombana for 12 months as Chief Officer, got the ageing Bullarra. No guesses then....
All things being equal I believe that Captain Allen was subjected to rigorously challenging tide-dependent schedules and enormous pressure to fulfill these demands, far beyond that expected of his predecessor, Captain Rees (and Upjohn).
Although he had serious reservations about departing Port Hedland 20 March, his devotion to duty, Captain Upjohn's 'challenge'; cargo delivery; mail contract and passenger expectations, forced him to take a gamble, the odds of which were against him...
Note:
June, 1910, Koombana stopped at Shark's Bay, Denham, with the Colonial Secretary, Mr. Connolly on board. This is not recorded in the above schedule.
20 October, 1910, Koombana's forward hold was on fire due to wet wool shipped at Shark's Bay igniting. The above quoted schedule for 20 October does not include Denham, Shark's Bay.
The same applied to December 1910, when message was received that Captain Rees was standing off at Shark's Bay due to the lowness of the tide, en route from Carnarvon.
Courtesy references from Annie Boyd's outstanding Koombana Days - pages 329 - 334.
But there is another way of looking at this. 24 hours was just that, only one day. By not having to revisit Port Hedland after servicing Broome, Derby, Broome, would allow a day's leeway - in fact 2 - in the schedule.
Then why did the man go against his better judgment and depart after consulting with Captain Upjohn, twenty minutes before departure?
Captain Allen Koombana: "I do
not like the look of the weather.
Captain Upjohn; what do you intend
doing?"
Captain Upjohn (Bullarra): "I have
made up my mind to go out and your
boat is a far better one than mine."
Captain Allen: "Well, if you intend
going out, I do not suppose it will do
for me to stop here."
To say that Captain Allen was under pressure to leave is an understatement! It is interesting to note that these two men referred to each other by their titles and were not on first name terms. Why? Stiff relationship? After all Allen got Koombana and Upjohn after serving on Koombana for 12 months as Chief Officer, got the ageing Bullarra. No guesses then....
All things being equal I believe that Captain Allen was subjected to rigorously challenging tide-dependent schedules and enormous pressure to fulfill these demands, far beyond that expected of his predecessor, Captain Rees (and Upjohn).
Although he had serious reservations about departing Port Hedland 20 March, his devotion to duty, Captain Upjohn's 'challenge'; cargo delivery; mail contract and passenger expectations, forced him to take a gamble, the odds of which were against him...
| VOYAGE 1: 27/02/1909 - 08/03/1909 | MELBOURNE | ADELAIDE | FREMANTLE | ||||||||||||||||||||||||||||||||
| VOYAGE 2: 12/03/1909 - 15/04/1909 | FREMANTLE | GERALDTON | CARNARVON | PORT SAMPSON | PORT HEDLAND 03/04/1909 | BROOME 05/04/1909 | DERBY 07/04/1909 | PORT SAMPSON | FREMANTLE | ||||||||||||||||||||||||||
| VOYAGE 3: 20/04/1909 - 09/05/1909 | FREMANTLE | PORT SAMPSON | BROOME 28/09/1909 | 28/04/1909 | DERBY 30/04/1909 | PORT SAMPSON | FREMANTLE | ||||||||||||||||||||||||||||
| VOYAGE 4: 12/05/1909 - 03/06/1909 | FREMANTLE | GERALDTON | PORT SAMPSON | BROOME 22/05/1909 | DERBY 24/05/1909 | GERALDTON | FREMANTLE | ||||||||||||||||||||||||||||
| V OYAGE 5: 05/06/1909 - 13/06/1909 | FREMANTLE | SYDNEY | REPAIRS | ||||||||||||||||||||||||||||||||
| VOYAGE 6: 24/07/1909 - 05/08/1909 | SYDNEY | FREMANTLE | REPAIRS | ||||||||||||||||||||||||||||||||
| VOYAGE 7: 08/08/1909 - 28/08/1909 | 08/08/1909 - 28/08/1909 | FREMANTLE | CARNARVON | DERBY | PORT SAMPSON | CARNARVON | FREMANTLE | ||||||||||||||||||||||||||||
| VOYAGE 8: 03/09/1909 - 24/09/1909 | FREMANTLE | PORT HEDLAND 12/09/1909 | BROOME 14/09/1909 | DERBY 16/09/1909 | BROOME 18/09/1909 | COSSACK | FREMANTLE | ||||||||||||||||||||||||||||
| VOYAGE 9: 29/09/1909 - 25/10/1909 | FREMANTLE | PORT SAMPSON | PORT HEDLAND 05/09/1909 | BROOME 07/09/1909 | DERBY | WYNDHAM | FREMANTLE | ||||||||||||||||||||||||||||
| VOYAGE 10: 02/11/1909 - 29/11/1909 | FREMANTLE | GERALDTON | PORT SAMPSON | PORT HEDLAND 10/11/1909 | WYNDHAM 17/11/1909 | PORT SAMPSON | FREMANTLE | ||||||||||||||||||||||||||||
| VOYAGE 11: 01/12/1909 - 02/01/1910 | FREMANTLE | PORT SAMPSON | BROOME 14/12/1909 | DERBY | WYNDHAM | PORT SAMPSON | FREMANTLE | ||||||||||||||||||||||||||||
| VOYAGE 12: 03/01/1910 - 26/01/1910 | FREMANTLE | PORT SAMPSON | BROOME 15/01/1910 | DERBY | PORT SAMPSON | FREMANTLE | |||||||||||||||||||||||||||||
| VOYAGE 13: 27/01/1910 - 01/03/1910 | FREMANTLE | BUNBURY | FREMANTLE | CARNARVON | PORT SAMPSON | PORT HEDLAND 08/02/1910 | BROOME 10/02/1910DERBY | WYNDHAM | PORT SAMPSON | FREMANTLE | |||||||||||||||||||||||||
| VOYAGE 14: 05/03/1910 - 26/03/1910 | FREMANTLE | PORT SAMPSON | DERBY | PORT SAMPSON | FREMANTLE | ||||||||||||||||||||||||||||||
| VOYAGE 15: 27/03/1910 - 29/04/1910 | FREMANTLE | PORT SAMPSON | WYNDHAM | PORT SAMPSON | FREMANTLE | ||||||||||||||||||||||||||||||
| VOYAGE 16: 30/04/1910 - 30/05/1910 | FREMANTLE | PORT HEDLAND 12/05/1910 | BROOME 14/05/1910 | DERBY | MISSED PORT HEDLAND | COSSACK | FREMANTLE | ||||||||||||||||||||||||||||
| VOYAGE 17: 31/05/1910 - 22/06/1910 | FREMANTLE | PORT SAMPSON | PORT HEDLAND 10/06/1910 | BROOME 12/06/1910 | DERBY | PORT SAMPSON | FREMANTLE | ||||||||||||||||||||||||||||
| VOYAGE 18: 23/06/1910 - 21/07/1910 | VIA BUNBURY | PORT SAMPSON | DEPUCH ISLAND | PORT HEDLAND 08/07/1910 | BROOME 10/07/1910 | DERBY | BROOME 15/07/1910 | PORT SAMPSON | FREMANTLE | ||||||||||||||||||||||||||
| VOYAGE 19: 22/07/1910 - 23/08/1910 | FREMANTLE | SYDNEY | FREMANTLE | OVERHAUL | |||||||||||||||||||||||||||||||
| VOYAGE 20: 24/08/1910 - 25/09/1910 | VIA BUNBURY | PORT SAMPSON | BROOME 05/09/1910 | DERBY | WYNDHAM | PORT SAMPSON | FREMANTLE | ||||||||||||||||||||||||||||
| VOYAGE 21: 26/09/1910 - 29/10/1910 | FREMANTLE | PORT SAMPSON | WYNDHAM | PORT HEDLAND | FREMANTLE | ||||||||||||||||||||||||||||||
| VOYAGE 22: 30/10/1910 - 24/11/1910 | FREMANTLE | PORT SAMPSON | BROOME | DERBY | BROOME 14/11/1910 | PORT HEDLAND 16/11/1910 | PORT SAMPSON | FREMANTLE | |||||||||||||||||||||||||||
| VOYAGE 23: 25/11/1910 - 24/12/1910 | FREMANTLE | PORT SAMPSON | PORT HEDLAND 03/12/1910 | BROOME 05/12/1910 | DERBY | WYNDHAM | PORT SAMPSON | FREMANTLE | |||||||||||||||||||||||||||
| VOYAGE 24: 25/12/1910 - 23/01/1911 | FREMANTLE | PORT SAMPSON | PORT HEDLAND 05/01/1911 | BROOME 07/01/1911 | DERBY | PORT HEDLAND | FREMANTLE | ||||||||||||||||||||||||||||
| VOYAGE 25: 24/01/1911 - 21/02/1911 | FREMANTLE | PORT SAMPSON | PORT HEDLAND 02/02/1911 | BROOME 04/02/1911 | DERBY | WYNDHAM | FREMANTLE | ||||||||||||||||||||||||||||
| VOYAGE 26: 22/02/1911 - 17/03/1911 | FREMANTLE | PORT SAMPSON | DERBY | PORT SAMPSON | FREMANTLE | ||||||||||||||||||||||||||||||
| VOYAGE 27: 18/03/1911 - 18/04/1911 | FREMANTLE | CARNARVON | PORT SAMPSON | BROOME | WYNDHAM | CARNARVON | FREMANTLE | ||||||||||||||||||||||||||||
| VOYAGE 28: 19/04/1911 - 20/05/1911 | FREMANTLE | GERALDTON | CARNARVON | ONSLOW | PORT SAMPSON | PORT HEDLAND 02/05/1911 | BROOME 04/05/1911 | NEAPED | PORT SAMPSON | FREMANTLE | |||||||||||||||||||||||||
| VOYAGE 29: 23/05/1911 - 18/06/1911 | FREMANTLE | PORT SAMPSON | PORT HEDLAND 30/05/1911 | BROOME 01/06/1911 | DERBY | WYNDHAM | PORT SAMPSON | FREMANTLE | |||||||||||||||||||||||||||
| VOYAGE 30: 20/06/1911 - 12/07/1911 | FREMANTLE | PORT SAMPSON | PORT HEDLAND 28/06/1911 | BROOME 30/06/1911 | DERBY | PORT SAMPSON | FREMANTLE | ||||||||||||||||||||||||||||
| VOYAGE 31: 13/07/1911 - 06/09/1911 | FREMANTLE | SYDNEY | FREMANTLE | OVERHAUL | MARCONI INSTALLATION | ||||||||||||||||||||||||||||||
| VOYAGE 32: 12/09/1911 - 12/10/1911 | FREMANTLE | PORT SAMPSON | PORT HEDLAND 21/09/1911 | BROOME 23/09/1911 | DERBY | WYNDHAM | PORT SAMPSON | FREMANTLE | |||||||||||||||||||||||||||
| VOYAGE 33: 13/10/1911 - 08/11/1911 | FREMANTLE | PORT SAMPSON | PORT HEDLAND 25/10/1911 | DERBY | PORT HEDLAND 31/10/1911 | PORT SAMPSON | FREMANTLE | ||||||||||||||||||||||||||||
| VOYAGE 34: 30/11/1911 - 03/01/1912 | FREMANTLE | SHARK BAY | CARNARVON | PORT SAMPSON | PORT HEDLAND 09/12/1911 | BROOME 11/12/1912 | DERBY | WYNDHAM | BROOME 22/12/1911 | PORT HEDLAND 24/12/1911 | PORT SAMPSON | ONSLOW | CARNARVON | SHARK BAY | GERALDTON | FREMANTLE | |||||||||||||||||||
| 2 X GROUNDINGS AND DELAYED DEPARTURE PORT HEDLAND ALMOST MISSING LAST OF THE SPRING TIDE | |||||||||||||||||||||||||||||||||||
| VOYAGE 35: 09/01/1912 - 06/02/1912 | SHARK BAY | CARNARVON | ONSLOW | PORT SAMPSON | DEPUCH | PORT HEDLAND 18/01/1912 | BROOME 20/01/1912 | DERBY | WYNDHAM | FREMANTLE | |||||||||||||||||||||||||
| STRUCK BAR PORT HEDLAND | |||||||||||||||||||||||||||||||||||
| VOYAGE 36: 08/02/1912 - 07/03/1912 | ONSLOW | PORT SAMPSON | PORT HEDLAND 17/02/1912 | BROOME 19/02/1912 | DERBY | WYNDHAM | BROOME 29/02/1912 | PORT HEDLAND 01/03/1912 | CARNARVON | FREMANTLE | |||||||||||||||||||||||||
| VOYAGE 37: 12/03/1912 - 20/03/1912 | GERALDTON | SHARK BAY | CARNARVON | ONSLOW | PORT SAMPSON | PORT HEDLAND 19/03/1912 | |||||||||||||||||||||||||||||
Note:
June, 1910, Koombana stopped at Shark's Bay, Denham, with the Colonial Secretary, Mr. Connolly on board. This is not recorded in the above schedule.
20 October, 1910, Koombana's forward hold was on fire due to wet wool shipped at Shark's Bay igniting. The above quoted schedule for 20 October does not include Denham, Shark's Bay.
The same applied to December 1910, when message was received that Captain Rees was standing off at Shark's Bay due to the lowness of the tide, en route from Carnarvon.
Courtesy references from Annie Boyd's outstanding Koombana Days - pages 329 - 334.
