THE BEDOUT ISLAND THREAT.

A small island surrounded by extensive dangers.

Empire, Sydney, 3 August, 1864.  

During this period two incidents only call for especial 

remark : ( 1) a visit to Bedout Island and (2) the

discovery of a dangerous reef.

The visit to Bedout Island was resolved upon, in 

consequence of adverse winds. From careful observation's made,

—the position of the highest land seems to be in longitude

E 118 degrees 56 minutes 20 second latitude S. 19

degrees 40 minutes 45 seconds; according to the charts,

longitude E. 119 degrees 0 minutes 0 seconds latitude 19

degrees 36 minutes 20 seconds ; according to Norris's list,

longitude E 118 degrees 52 minutes 0 seconds, latitude S

19 degrees 29 minutes 0 seconds. These data show an 

extreme difference in the position of the island amounting to

8 minutes of longitude and 11 of latitude. Ships sailing in

this direction therefore, should approach the island cautiously. 

The island is about a mile in length ; its mean

breadth is half a mile. It appears to be formed as islands 

are ritually formed in the centre of circular coral reefs or

atolls ; it is merely a heap of coral sand piled up upon a

sand-stone point of ancient elevation, whose dip is about 15

degrees to the westward. This has gradually become

clothed with soil capable of supporting a coarse and stunted

vegetation. The reef forming the basis of the island is a

trappean sand-stone composed of particles derived from the

decomposition of green-stones and basalts, consisting chiefly

of feldspar and hornblende grains, devoid of external 

crystalline form, with which are mingled quartzose grains and

mica flakes derived from other sources. The diameter of

the encircling reef is about three miles ; the space between

the reef and the island is not more than 8 or 7 feet below

low-water mark, in any place. There was no water upon

the island. The anchorage three miles to the southward

of Bedout Island, in six fathoms at low water, is good. High

tide at fall and change of the moon occurs at 10.50 a.m.

Rise of tide (spring) 24 feet. The island is at present the

resort of pelicans and turtles.

I have plotted the three quoted coordinates, in order, 1; 2; 3. It is alarming the spread of distance and direction from the actual island. 1 = 10.8 miles; 2 = 5.72 miles; 3 = 14.5 miles!!!

It was not an easy task establishing where Bedout was using basic instrumentation! The Light was a necessity as were sailing instructions. It was only a matter of time before a steamer ran aground, and in this case, Bullarra:

NAVIGA.TION ACT, 1904. Harbour and Light Department, 2905/14. Fremantle, 4th September, 1914. THE following is the decision of the Court of Marine Inquiry, held at Fremantle before the Resident Magistrate (Mr. E. P. Dowley), Captain .J. Roxworthy, and Thos. E. Cutler, Assessors, into the circumstances attending charge of negligence in the navigation of the s.s. "Bullarra" on the 24th August, 1914. G. J. SINCLAIR, Secretary Navigation Act. Finding of the Com. The Court, having carefully inquired into the circumstances attending above-mentioned negligence, finds that the Master of the s.s. "Bullarra" (Captain W. F. Lewis) was guilty of negligence in the navigation of the ship in approaching Bedout Island, on the night of the 24th August, 1914, and that such negligent navigation caused the ship to strike on a reef close to the island. For such negligent navigation he is severely reprimanded, and is ordered to pay the costs of this inquiry, which are allowed at three guineas sterling. Dated this 4th day of September, 1914. E. P. DOWLEY, Magistrate of the Local Court, Fremantle. We concur in the above finding: THOS. E. CUTLER, JOHN FOXWORTHY, Nautical Assessors.

(Government gazette, Western Australia - 1914)

Bedout Island wrecks. 

Cutter, 1890.

https://wrecksite.eu/wreck.aspx?53600

Don Clarence, 1907.

https://www.wrecksite.eu/wreck.aspx?53766

Emma, schooner, 1867

North Star, whaler, 399 tons, 1856

The light was to fail again, but in less disastrous circumstances:

Northern Times 25 January, 1913.

BEDOUT ISLAND

UNTENDED LIGHT FAILS AGAIN.

Broome, Jan. "22.

The captain of the steamer Minderoo

reported that, when passing Bedout 

Island on Tuesday night he was unable

to discern any light. The harbor 

authorities at Broome, Port Hedland,

and Onslow have been advised to warn

mariners.

The Daily News, Perth, 19 August, 1912.

BEDOUT ISLAND

AND ITS CHARTING

At the annual meeting of the Fremantle 

Chamber of Commerce held last

Friday it was mentioned that the 

committee had communicated with the

chief harbor master, stating that reports 

had reached the chamber that Bedout 

Island was inaccurately charted, and asking

whether he could have steps taken to

have the defect remedied.

A reply was received stating that Bedout

Island is correctly described in

the Australian Directory, vol. 3, and that

the charting is in accordance with same, 

but the scale is small. The chief harbor 

master stated that he would endeavor to 

arrange for a larger plan, showing more 

details.

This report appeared five months after the Koombana disaster and although Bedout Island was accurately charted in terms of coordinates it still caused some degree of 'confusion' for mariners which I do not believe was exclusively attributed to by the comment 'but the scale is small'. I believe there were greater challenges relating to the seabed iron ore bodies in the vicinity of the island which interfered with compass readings and hence navigation. I still believe that this factor was the primary reason for Captain Upjohn's inability to correlate his 'oil patch' coordinates with distance from Bedout Island.

'FOUL GROUND'.

Barrier Miner, 3 April, 1912.

BEDOUT ISLAND.

Bedout Island, where the wreckage

was found, is almost on the direct

route of steamers travelling between

Port Hedland and Broome, being a

few miles to the east of the regular

"track." Vessels steer wide of the

presence of "foul ground" there. The

Amphinome Shoals lie between 

Bedout Island and the Mainland. The 

fact that the wreckage was not discovered

earlier might have been on account of

the steamer having foundered in deep

water, and did not break up sufficiently

to release much wreckage until the

last few days.

Entirely in keeping with the 'oil patch' and wreckage drift pattern, supporting my belief that Koombana will be found within a reasonable distance of the 27.5 mile mark.

ANNIVERSARY.

During the course of this blog I have delved with enthusiasm into the complexities that comprise the Koombana disaster. 109 years ago, 20 March, 1912, Captain Allen made a fatal decision to take his ship and compliment to sea. After what must have been a frustrating period attempting to fill ballast tanks, the top heavy Koombana headed due north from Port Hedland and into history. What form the disaster took and where remains a mystery to this day. Further searches might finally establish where this majestic steamer lies. But is Koombana ready to give up her secrets quite yet?

On such a day as this it behoves us to remember those lost with the ship. 

 The Brisbane Courier, Wednesday 27 March, 1912.

The following passengers were booked at

Fremantle on the Koombana for ports

beyond Port Hedland, but it is possible that

some of them, including some commercial

travellers, may have broken their journey

at intermediate ports :-

Mr. Davis, 

Captain Pearson, 

Messrs. Simpson, 

T. Forrest, 

C. Piper, 

Geo. Piper, 

S. H. Slade ;

R. H. Jenkins, 

E. J. Dalton, 

J. Hayes,

D. Spark, 

W. Purcell, 

W. Poor,

 POOR. -In sad and loving memory of our dear

son and brother, William, who was lost on

the ill-fated steamer Koombana, Western 

Australla, 21st March, 1912.

Leaves have their time to fall

And flowers wither at the north wind's

breath;

Each season has its clime,

But who shall teach us when to look for

thee, O Death?

G. Harpur, 

F. Rustic, 

W. P. Milne, 

W. Smith,

W. Pitches, 

F. W. B. Clinch, 

M. Main,

W. L Cowan, 

J. S. Craigie, 

B. S. Taylor, 

R. F. Remey, 

Miss S. Skamp, 

Miss G. Skamp, 

Mrs. Pigott, 

Mrs. Sack, 

Miss Jenkins, 

Miss Gillam, 

Mrs. Gillam, 

Mr. J. Evans, 

Messrs. W. Davis, 

A. Baker, 

G. Martin, 

H. Hereford, 

E. Green, 

W. Smith, 

M. Vasey, 

D. Moswain, 

W. J. M'Kibbin, 

W. Vile, 

T. Goddard, 

J. Doyle, 

G. Barber, 

A. M'Crouble, and

Police Corporal Butcher.

The crew were as follows :-

T. Homni,

M. Allen (master), 

N. Jamieson (chief officer), 

W. R. A. Kilney (second officer), 

F. Q. Peacock (third officer), 

F. H. Harris (purser), 

J. Levins (boatswain), 

T. M. Grant (carpenter), 

A. Lyon (wireless operator), 

P. Clinton, 

F. Wilson, 

H. B. Rea, 

C. Stanley, 

T. M'Donnel, 

William A. Farnell, 

W. Carton, 

M. Ryan, 

M. Dwyer.

P. Dentlin, 

J. M'Crackin, and 

F. Gunning, 

A.B's Stewart and 

F. Herbert, ordinary seaman 

W. B. Innes (chief engineer), 

A. Wassel (second engineer), 

W. Kelly (third engineer), 

A. V. C. Christie (fourth engineer), 

J. C. Arrow (fifth engineer), 

J. Kiarna (donkeyman), 

W. Clark, 

J. Smith, 

J. Brown;

F. Watts, 

N. Norbin, 

H. Otford,

0. Olsen, 

W. Fitzpatrick, 

E. C. Devonport, 

T. O'Loghlin, 

T. M'Dermott, 

T. Thos. Taylor, 

A. Bryant, 

J. Downie, and

C. Peters (firemen), 

F. W. Johnson (chief, steward), 

J. J, Mangan (second steward), 

A. Freer (Stewardess), 

J. M'Dermott (assistant stewardess), 

J. Coughlin (forecabin 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). 

A. E. Deller (baker), 

B. Walker (butcher), 

Evan Davies (scullion), 

P. Parrance, 

A. Durham, 

C. H. Benedict,

Edward Wardlaw, 

J. Hughes, 

J. Blades,

A. Salkild, 

S. W. Reynolds, 

F. J. Winpenny, 

Wm. Dick, 

Jas. Crosbie, 

Wm, Cant, 

R. Davies, 

W. Burkin, 

0. Jones,

J. Jackson, 

H. Smith, and 

P. Finnerty, stewards.

Western Mail, 13 April, 1912

ONE OF THE STEWARDS.

To the Editor.

Sir,-I should he pleased if you will make

an alteration in my brother's name in the

list of stewards of the s.s. Koombana. His

name has been reported as A. Durham, and

A. Deerham, but it should be Henry Durham. 

He has only been in Western Australia

about eight months, having previously had

experience on the Cape route from 

Southampton in the Union Castle Company's

liners, and also on the Brazil route -with

the Royal Mail Co. He in the son of 

W. Durham, the well-known butcher of 

Brighton, England.-Yours, etc..

W. DURHAM, Jun.

Fremantle, April 4.

“Now the night's breath responds to the sea, which I can scarcely hear from here, as it reminisces about its shipwrecks.”

― Joe Bousquet

Annie Boyd's outstanding 'Koombana Days' provides a complete overview of those lost with Koombana.

'Rough sea and wreckage', William Turner.

'REFUSED TO ANSWER HER HELM'.

 "Owing to the heavy seas, the gale, and the 

strong currents, together with the fact 

that the vessel was flying very light, the 

Cromarty refused to answer her helm, and 

became practically unmanageable. The 

steamer was only drawing 6ft. forward and 12ft. 

aft, and could not be controlled in heavy weather.

During the whole time she was pounding heavily, 

and at intervals of every few minutes her engines 

raced."

It does not take very much imagination to substitute Cromarty with Koombana, northeast of Bedout Island, March, 1912.

Outcome:

 Koombana broaching, falling into a trough and capsizing.

courtesy Trove.

 

OIL PATCH CONFIRMATION.

The Evening Telegraph, 29 September, 1911.

A YONGALA THEORY.

Captain Colin Thompson, of Cooktown,

arrived last week by the Matunga from 

Papua (says the Cairns "Post.,") He sailed 

the Schooner Annie from Maryborough to

Samurai, via Cooktown consigned to 

Messrs. Clunn and Sons, to be used as

a storeship for the firm and a lighter for 

oversea steamers - Captain Thompson 

reports that in passing Cape Bowling 

Green, between 7 and 8 miles from the

Cape he observed a "greasy" streak on

the water, about the length of a large

steamer. A small rip-tide was flowing.

There was about 16 fathoms (30 m)

of water and the sea was very smooth, 

but as it was about 6 p.m., and darkness 

was setting in he was unable to make 

any search and proceeded on his voyage

north. Captain Thompson thinks he 

passed at the spot mentioned the 

place where the Yongala lies. If so,

she is right in the track of the big

steamers.

Extraordinary!!

Yongala lies in 30 m = 16 fathoms, off Cape Bowling Green, a little further out than quoted, but within the 'track of the big steamers' referenced by an experienced mariner of the time.

The importance of an oil patch marking the final resting place of steamers cannot be over- emphasised.

This bodes well for searches for the lost Koombana - see:

https://koombanarevisited.blogspot.com/2020/05/coordinates-conclusion.html

courtesy Google Earth

An oil patch was used to localise the position of the sunken Clan Ranald:

https://waratahrevisited.blogspot.com/2016/03/clan-ranald-fascinating-account-and.html

"direct me to the spot where the wreck was sunk, 

which he said he knew exactly, having seen 

streams of oil rising from her."

courtesy: http://www.bandcstaffregister.com/page4487.html

 

courtesy Trove.