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

REMEMBERING THE DISASTER.

The Sun, Sydney, 4 October, 1922.

KOOMBANA WRECK

Tragedy of Ten Years Ago

LOSS OF 170 (157) LIVES

Terrific Coast Gale

While steaming on a smooth

sea between the mainland and

Bedout Island, in the north, the

steamer Bambra struck what is

believed to be the remains of

the steamer Koombana.

A tantalising possibility, finally the discovery of the wreck of Koombana, 10 years later. 

However, the Geranium naval steamer was tasked to go to the site and confirm the story. This did not materialize. Koombana remains illusive.

A little over ten years ago every

body was asking: "Is there any news

of the Koombana?". She left Port

Hedland on Wednesday March 20,

1912, with 170 (157) souls aboard. 

On that day a terrific gale— a willy willy

— raged along the north-west coast. 

The cyclone commenced on the 

Wednesday night and continued till 

the Friday morning. During that time 

nine inches of rain fell.

"Koombana" was on everybody's lips

for several days. Then came the 

message that a smoking-room settee 

and a red cushion had been found near

Bedout Island. That was followed

by the announcement that all hope

had been abandoned. Several days 

after memorial services were held in

churches and a relief fund was opened.

WHAT MARINERS THOUGHT

After the finding of the wreckage,

mariners were convinced that the

Koombana went down near Bedout 

Island. But, as with the Waratah and

Yongala, and other ill-fated vessels,

the relatives of those on board did not

give up hope till the very last. And

sailors who know that part of the

Australian coast, were not surprised

that there were no survivors. "No

person could have lived in such a sea

for five minutes," they declared, "and

the vicinity of Bedout Island is noted

for the existence of myriads of sharks."

When the Koombana was three days

out the relatives of the unfortunate

passengers and crew were heartened

by a message that she had got back to

port. But that was due to the over-

anxiety of a telegraph line repairer

outside Port Hedland, who reported

that the Koomabana, flying signals of

distress, was about to enter the port.

The steamer proved to be the Bullarra,

which subsequently rendered great

assistance in the vain search for the

Koombana.

"SHE WILL TURN UP"

Right on top of the telegraph lines

man's story came another cheery mess

age — "Evidently the Koombana missed

the full force of the gale, for her safe

arrival at Derby, some distance north

of Broome, is announced." Unfortunately, 

however, both messages proved inaccurate, 

and the Bambra has, it is believed now, 

passed over the Koombana at the very 

spot where ten years ago a veteran 

north-west coast captain said she had 

gone down.

Right up till the time the wreckage

was found the agents were hopeful.

"She is such an admirable seaboat,"

they said, "and the master is such a

careful mariner, that we have every

confidence she will turn up safely."

The Koombana was the plaything of

the cyclone. Old mariners were emphatic 

on that point. She was battered to pieces

- that was indicated by the tattered and 

torn state of the wreckage.

ALMOST FORGOTTEN

Then for a week or two the man in

the street remarked "That's the last of

the Koombana." And so many things

have happened since that the Koombana 

was almost forgotten until a few days ago, 

the Bambra struck her and rolled so much 

that it was feared she would turn right over 

and find a resting place alongside the fine 

vessel of 4400 tons that has evidently been

there for over a decade.

But the Koombana was not altogether

forgotten, because when she went down

she took with her 170 (157) of our own kith

and kin, leaving behind the memory of

a tragedy of the sea.

There have been many tragedies of

the sea during the last ten yours, and

especially during the war period.

Many fine ships were mined — others

torpedoed. But that we could understand

although we were shocked we were not 

staggered. But when at our very doors a 

vessel with many precious lives aboard 

is swallowed up and leaves hardly any 

trace behind— not one solitary survivor 

to tell the story — words fail us. . . .And 

then, as time goes on and disaster 

succeeds disaster we forgot the Koombana. 

But ten years ago almost everything else 

was forgotten. . . . Today we are reminded 

of the tragedy of March, 1912— and we 

understand.

SS Bambra - courtesy Flotilla Australia.

Mirror, Perth, 29 March, 1930.

 In the loss of the Koombana not 

one of her 130 (157) passengers 

and crew was ever seen again. 

She disappeared with all hands.

The Koombana was lost in one of the

worst cyclones on the Nor'-West coast.

Two other ships, the Crown of England 

and the Concordia, were driven ashore 

off Depuch anchorage, eight men off the 

former being drowned. Scores of luggers 

were wrecked and three well known men 

who were to have been Crown witnesses 

in a murder case were drowned when the 

lighter in which they were waiting to be 

picked up by the s.s. Bullara was 

overtaken by the storm. Altogether the 

death roll — apart from the 130 on the 

Koombana — amounted to over 40. 

The Koombana had been on the coast

for two (3) years. She was of 4399 (3668)

tons, well equipped, could do 15 knots, 

and was recognised as one of the best 

boats on the coast. She left Port Hedland 

for Broome at 10.30 a.m. on Wednesday, 

March 20. There was

A GALE BLOWING

then and she was rolling heavily as she

left the anchorage, her captain having

decided not to fill the ballast tanks till

he crossed the outer bank. 

As recalled, 10 years later, there was a gale blowing and Koombana, in very light condition, was 'rolling heavily'. These are the salient, correct facts which stuck in the collective memory.

At 1 p.m. she was sighted by the Bullara, 

which left Port Hedland for the south half 

an hour after her. But she was never seen

again.

Captain T. M. Allen's farewell

words as he prepared to sail out

into the storm were strangely

prophetic: 'I'm going straight

out to sea.' he said, 'and I'll be

lucky if I get to Broome on 

Saturday.'

Again absolutely no ambiguity about departing into a storm and anticipating a rough time of it.

He never reached there. For days the whole 

State waited anxiously for news. Shipping men 

generally

WERE OPTIMISTIC.

One authority, Captain H. C. Clarke,

said that 'properly handled the Koombana 

would live in any hurricane.' And

an engineer who had weathered some

rough weather in her described the ill

fated vessel as 'the best sea boat I

ever sailed in.'

After a few days of anxious waiting

a systematic search was begun, the

Premier (Mr. Jack Scaddan) and the

Prime Minister (Mr. Andrew Fisher) 

cooperating with the steamship 

companies in the hope of piercing the 

veil of mystery. But their efforts were 

unavailing. The coast was scoured by 

luggers and the Bullarra, Gorgon, Minderoo,

Moira and Una kept a close watch for

signs of the missing vessel.

On April 3 the Gorgon found some 

small wreckage and the door of a stateroom.

The discovery was made 25 miles west

by north of Bedout Island, the searchers 

being directed to the spot by the presence 

of numbers of birds. 

Flocks of birds at sea were generally associated with the presence of bodies after the loss of a ship. No bodies, however, were ever officially discovered. 

The Koombana was the only boat on the

coast with staterooms and on receipt of

the news the manager of the Adelaide

S.S. Co (Mr. W. E. Moxon) counselled

people to resign themselves to the

thought that the Koombana

HAD BEEN LOST.

The stateroom door was subsequently

identified as belonging to the stateroom

facing the port side entrance to the

music saloon.

The next discovery was made by

Capt. Mills of the Minderoo, who found

a smokeroom settee, and red cushion,

part of a cabin drawer and the bottom

boards of a boat between 50 and 70

miles west of Bedout Island. And on

Friday. April 5, the 'West Australian'

announced 'All Hope Abandoned.' A

fund for the relief of sufferers was

opened by the Mayor of Perth (Mr. T. G.

A. Molloy) and services were held in

all the churches.

Later the Bullara (Captain Upjohn)

picked up the bow of a boat 20 miles

north of Bedout and a quantity of

greasy and oily water was seen. 

And nothing more on that important subject, then and now.

The Una picked up a mast from one of, the

ship's boats, and a cabin panel and air

tight copper tanks were discovered on

the coast about 150 miles from Broome.

Beyond these traces the Koombana had 

become one of the mysteries of the

sea. She

HAD DISAPPEARED

as completely as had the Yongala of

the same line off the Queensland coast

exactly a year before. Some people still

say she was top-heavy. But to some

every steamer that has more than one

deck in its superstructure is carrying

too much top hamper. It is felt, however, 

that she either struck a reef or was 

overwhelmed by the seas somewhere 

in the vicinity of Bedout Island and sank 

with all hands.

And when some days later the

'Old Bull'— as the Bullara was

known — limped into Fremantle

with her funnel blown away and

temporarily replaced by a wooden

box, her superstructure damaged

and her boats smashed in, those

on the waterfront wondered that

any ship could live out the hurricane 

the 'Old Bull' and the Koombana

encountered.

Bullarra on the left and Koombana on the right, towering over the older steamer - courtesy wikipedia