THE SEARCH CONTINUES....

A number of searches for Koombana have been conducted, none successful, but in that process certain search sites have been eliminated in theory, given limitations of various survey methods, narrowing down the potential search area(s) which can be efficiently surveyed deploying airborne magnetometers attached to a fixed wing aircraft.

The Western Australian Museum recently commissioned a social and economic benefit assessment in terms of tourism and other community benefits should the wreck be discovered, particularly if she lies in diveable waters. The report shows that if Koombana is found, dive tourism and the potential for further interpretation of Koombana in Port Hedland would have valuable community benefits. Based on these findings, the WA Museum is in the process of seeking further and in-kind support from the public and private sectors to conduct a wide aerial magnetometer search.

I have copied the first three pages (below) of the impressive 'SS Koombana Community Benefits Assessment' and for those with an interest in the full document (30 pages) I would suggest contacting the Western Australian Museum directly.

Koombana most likely went down somewhere NE Bedout Island within an area defined by Captain Upjohn of the search steamer Bullarra. We have his quoted estimate of 27 to 28 n miles NE Bedout, but many similar historical cases of ship masters accurately defining a precise location at sea have been proven to be way off the mark - many with deviations in excess of 10 n miles; reliance on fallible dead reckoning tools of the era.

A good example is the final SOS call and coordinates coming from Titanic, the wreck of which lies a full 13 miles to the east of this position.

In this post I take a look at the area of interest and try to narrow it down further by introducing the 'fishing factor'. It is widely known that fishermen are the ones who usually stumble upon wrecks (fouled lines and nets) and know where these wrecks lie. We also know the degree of damage caused, including anchors. 

Why has this not been the case with Koombana?

That Koombana could be somewhere to the north of the steamer track does not make sense in the context of the extent of commercial fishing, in particular trap fishing which would likely have stumbled upon the wreck during harvesting over many years. The graphic below illustrates a demarkation zone 'below which' fish trapping may not be conducted and which, in my opinion, narrows down the search block significantly.

In addition to this factor I have looked at a steamer track potentially further south of that assumed. 

https://koombanarevisited.blogspot.com/2024/05/reviewing-steamer-track.html 

Captain Allen might have drifted off course even further to the south of the plotted track, which should be factored into the area of search. It is conceivable that 130 miles NE of the centre of the cyclone the wind (gale) could have been coming from the NW or even north according to image below.

Note wind direction NE quadrant of the cyclone.
courtesy: Australian Institute of Marine Science

https://www.dcceew.gov.au/sites/default/files/env/pages/6409c07b-b972-4a58-bb3f-56196caf99e4/files/appendix-1.pdf

https://www.dcceew.gov.au/sites/default/files/documents/wa-pilbara-trap-managed-fishery-background-information-2023.pdf

"Fishers in the PTMF use baited traps to target a variety of demersal scalefish species. Fish traps used in the PTMF are rectangular with rounded corners, with dimensions of 1600 × 1600 × 700 mm and a single opening of approximately 150 × 700 mm at the front of the trap (Figure 4-3). Trapped fish are collected by opening a gate at the rear of the trap. Traps are made of 50 × 70 mm galvanised steel mesh. Traps are set individually, each with a single rope and surface float. Traps are retrieved using a winch. Trap fishing occurs in depths of 30 to ~200 m. During fishing trips, anchors are generally only deployed while vessels are resting overnight. Vessels do not anchor while setting and retrieving traps. There is no restriction on the number of traps carried per vessel; however, each licensee is allocated an annual effort quota in 'trap days', i.e. (number of traps) x (number of days fished per trap). Hence, as the number of trap deployments increases, the number of allowable fishing days declines. Trap vessels generally operate with 2-5 fishers on board and set 60-120 traps per day (this is the total number times a trap is set each day, i.e., 20 traps each set 3 times per day equates to 60 trap sets per day), each with a soak time of about 0.5 – 2.5 hours. Trip duration is generally 5-9 days, after which the catch is typically transferred onto trucks for transport to Perth. PTMF fishers are permitted to leave traps on the fishing grounds when they return to port, but they must be unbaited and have doors secured in an open position."

Generally there is very little 'fishing vessel' activity in the zone of interest, observed as stated over an extended period of time courtesy vesselfinder. 

"Charter fishing and recreational fishing are allowed in the marine park, though most people tend to stay a little closer to shore."

https://parksaustralia.gov.au/marine/parks/north-west/eighty-mile-beach/

This broader marine park zone, during many past decades, attracted spear fishermen and pearlers who would surely have stumbled upon Koombana. It seems virtually impossible not to have found the wreck, should she lie there.

Let us pause to take a closer look at the details of the pearling industry in the Pilbara.

Broome:

"By 1910 there were nearly 400 pearl lugger boats and 3,500 people in the industry supplying up to 75% of the world output of MOP. Production reached 2000 tonnes (approx. 2 million individuals) of pearl oyster collected per year (Malone et al., 1988)."

"Pearl oyster fishing grounds are located from the Lacepede Channel, north of Broome down to Exmouth Gulf in the south."

courtesy Wikipedia
note the broad inshore band of pearling.

"Pearl oyster patches in very deep water (>30m) are not fished at all as the safety factor does not allow an economical dive time limit." Present day.

Period (circa 1912) anecdotes:

"The Diver was working in about 19 fathoms of water remaining down 1 hour ."  35 m.

"The powers of the natives in diving, especially the females, are spoken of as something wonderful, they go down to a depth of seven fathoms [c.13m] and remain below a time that astonishes their white employers."

 "The Pearl Oyster Fishery, which targets the Silverlipped Pearl Oyster (Pinctada maxima) 
comprises both wild-caught and hatchery-reared oysters. Diving for pearl oyster wild stock 
occurs mainly along Eighty Mile Beach, ideally in water depths less than 20 m"

A diver is assisted into the water by three deck hands from a pearling lugger. Thursday Island, Australia. 1948. courtesy: Frank de Langhe, facebook

It is highly unlikely, given all of the above that Koombana would likely be south of a hypothetical line east of Bedout Island where water depths equate with 30m and less; without even having to take into consideration the improbability of such a large steamer negotiating the Amphinome Shoals without grounding.

Gas exploration vessels predominate in the area of interest but although activity has been prolific in short bursts (as observed on vesselfinder over an extended period of time) the finding of a wreck or debris field has not been reported by this quarter. One would hope that anomalies found would be shared and explored by marine archeaology experts under the guidance of Dr Anderson.

https://3denergi.com.au/projects/offshore-bedout-wa/

During March (2024) there was a great deal of vessel activity in the zone of interest surrounding Captain Upjohn's coordinates (marked one to thirteen on image). According to 'vesselfinder' these were reported as fishing vessels but after some investigation it appears that these vessels were in fact allegedly connected with the gas and oil industry. 

19 - 24 August

(prior to this, for months, no significant vessel activity in this zone)

Captain Irvine made an interesting comment during the time of the search for Koombana that she was unlikely to be found 'south of' Port Hedland. We can speculate as to the rationale of this statement but given it as it stands there was not a belief that Captain Allen steamed west due to concerns about weather conditions.

Captain Irvine, chief harbormaster, has

been in conference with representatives of

the steamship companies at Fremantle, and

having charts available, is arranging a

course as deemed most advisable. 

Regarding your enquiry as to the search being

made south of Port Hedland, Captain Irvine 

points out that the Bullara passed near the 

coast from Cossack to Port Hedland, also 

that a number of luggers are out. He does 

not think there is any probability of a 

successful search being made south of that 

port.

 

In conclusion, I believe Koombana will ultimately be found NE Bedout, taking into account the factors outlined and dependent on success of an airborne mag search identifying a significantly intact Koombana wreck hull. If Koombana broke up or her hull has collapsed this will be more challenging but within the realm of expert data analysis.

https://www.mmaoffshore.com/mma-news/mma-awarded-department-of-defence-contract

SUDDEN AND CATASTROPHIC?

In a previous post "PUT RIGHT OUT TO SEA', I substituted the "Cromarty" with an hypothetical Koombana; a period article describing the challenges experienced by a 'light' steamer in rough weather conditions, as follows:  

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

strong currents, together with the fact 

that the vessel was flying very light, the 

Koombana refused to answer her helm, and 

became practically unmanageable. The 

steamer was only drawing 12ft. forward and 17ft. 

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 engine 

raced."

'Pounding heavily' reminds us of another piece of the evidence puzzle:

Sunday Times, 14 July, 1912.

THE LOST STEAMER KOOMBANA.

Captain Irvine, Chief Harbor-master of Fremantle

(W.A.), received the following telegram from Broome

on Monday : 'Bullara, on passage from Cossack to Port

Hedland, passed derelict, appeared to be submerged bilge

of vessel, 15Oft. or 200ft. long, in latitude 20 deg. 10 min.

south and 118 deg. 3 min. east.'

The general impression amongst shipping men is that

the derelict is portion of the Koombana. 

Fix this tex

97 miles southwest of the oil patch, 13 miles offshore, the submerged 'bilge' was discovered four months after the disaster. This important discovery suggested that Koombana had sustained hull damage.

Given the Bullarra report, as it stands, had Koombana's hull 'snapped or cracked' or the damage sustained when striking the seabed ? The latter was well documented in the case of the Clan Ranald when a diver went down and reported:

"There are several long furrows in the bottom immediately

to the eastward of the ship, as if her starboard

bilge keel had bumped several times before

she finally settled down." 

It must be remembered that Koombana's hull had suffered repeated insults in the form of groundings; striking a rock; bumping the outer bar at Port Hedland; resting on muddy bottom at low tide and a blow from the SS Pilbarra. 

Although repairs were made to overt damage and the keelson reinforced with a steel strap, the latent damage might still have been significant. A steamer's hull could 'snap or crack' under certain certain lading circumstances and wave lengths as outlined in the following extract drawn from Wikipedia:

"Hogging is the stress a ship's hull or keel experiences that causes the center or the keel to bend upward. Sagging is the stress a ship's hull or keel is placed under when a wave is the same length as the ship and the ship is in the trough of two waves. This causes the middle of the ship to bend down slightly, and depending of the level of bend, may cause the hull to snap or crack."

From the description of the "Cromarty', in this case Koombana in light, top heavy condition heading east for Broome with a long period, rolling sea coming up behind (from the southwest) and a gale from the (north)west 'pounding heavily'.

The bulk of wreckage was found to the north and west of Bedout Island significant distances from Port Hedland. Given the time frame of four months this large component of wreckage could theoretically have been drifting steadily further southwestward, a lone survivor of the flotsam flotilla , ultimately destined for the shoreline further down the coast.

https://koombanarevisited.blogspot.com/2024/05/put-right-out-to-sea.html

A VITAL PIECE OF THE PUZZLE.

If we are to assume that Koombana steamed further and further 'into trouble' that fateful Wednesday, it simply does not make sense that Harry Lyon would not have communicated problems to other vessels carrying wireless. The following article outlines two salient factors. 

- Lyon was able to communicate with a steamer some 800 miles distant while Koombana lay in Port Hedland on the day of the disaster.

- The wireless system was functional and although a 'novice' Lyon was capable of successfully operating it and communicating effectively with another vessel at great distance.

The Mercury, Hobart, Tuesday 26 March, 1912.

NO RESPONSE TO WIRELESS .

INQUIRIES.

FREMANTLE, March 25.

Grave anxiety for the safety of the

steamer Koombana, which left Port

Hedland for Broome on Wednesday

last, is now entertained.

The vessel is now four days overdue,

and it is feared that she has met with

disaster, or has been disabled. The

Koombana is fitted with wireless 

telegraphy, and the German mail steamer

Gneisenau, which arrived this morning,

reported having spoken to her on 

Wednesday last, when she was lying at

Port Hedland. The vessels were then

800 miles distant. 

To-day the Gneisenau endeavoured to

get into communication with the

Koombana, but met with no response.

It is quite possible, however, that the

Koombana's wireless apparatus has

been disabled.

It does not make sense that Harry Lyon did not communicate a deteriorating situation to a steamer such as the Gneisenau. It substantiates to a degree that Koombana was on course and the disaster was sudden. If nothing else Lyon would have communicated a potential and significant delay in Koombana's arrival at Broome due to running 200 miles out to sea to ride out the cyclone.

However, there are a few question marks raised in the following detailed and fascinating period article:

The Daily News, Perth, 27 March, 1912

WHERE IS 'M.Z.P.?'

THE UNANSWERED CALL. -

THE KOOMBANA'S WIRELESS.

INTERESTING THEORY EXPLAINED.

- 'M.Z.P.! Zip, zip, z-z-z-z, zip!

M.Z.P.!'

All around the coasts of Australia,

and far into the Indian Ocean the

aerials of the wireless-equipped vessels

have been sending off Hertzian waves

with the above inquiry.

'M.Z.P.!' 'M.Z.P.!' - with tireless

energy the inquiry is being made, for

those letters represent the wireless

designation of the steamer Koombana

and along the western, southern, and

even eastern coasts of Australia, are

countless instruments seeking to get

in touch with 'M.Z.P.' and to 'receive'

an 'answer', even if it be the dreaded

distress signals, 'S.O.S.' or 'C.Q.D.'

So far  no reply has been received,

and although from a hundred-and-one

different points the blue sparks have

flashed from the instruments, and the.

continuous snapping of the message

has been followed with tense eagerness 

by a listening at the detector for

a reply, ever so faint, the Koombana's

instruments have remained silent, and

her whereabouts remains a mystery.

From many a high power and low

power instrument has the monotonous

signal gone forth, but nowhere, as far

as can be learnt, has there been picked

up a reply. This fact led a 'Daily News' 

reporter to make some inquiry as to the 

wireless installation on the Koombana

and some interesting particulars were

gleaned, particulars which lead to the

hope that after all the vessel may be 

safe, yet particulars also which have 

their grave side.

When the Koombana was at Fremantle 

last, it was found that some slight mishap 

had occurred to her wireless and an expert 

late at night had to motor to the port in order 

to fix matters up. This was successfully

accomplished and tests made proved

that the instruments were in good order.

The wireless unit had experienced problems before departure from Fremantle, fixed by an expert (not Lyon) and which, theoretically, could have malfunctioned again shortly after departure from Port Hedland. The fact that it was working fine shortly before departure makes this one a long shot...

Here it may be explained that the Koombana

is fitted with a standard power installation 

enabling her to send messages up to 250

miles in the day time, and considerably 

further at night time, according to the state 

of the atmosphere. In addition to this, she has 

an emergency plant, which is worked, not 

with a dynamo, but on the dry cell principle.

This will only allow of messages being

sent up to 100 miles, and would, with

use, work itself out in about 40 hours.

Few are aware that Koombana carried a backup wireless system, albeit the range considerably less and dependent on vessels carrying wireless at closer range.

Some vessels, too, carry three aerials

— that is, the wires stretched from

mast to mast to receive messages —

but the Koombana had but two. 

In gale force conditions that might have been a problem but if the wires were blown off, whether there were two or three is moot.

In charge of the wireless on the steamer

Mr. Lyon, was  a young operator from

one of the Commonwealth post offices,

who had been recently broken in to

wireless and whose first trip in charge

this was.

It is important to note that Lyon was inexperienced and alone on Koombana which are factors to be taken into consideration. The man simply could not have been on duty 24/7 and if Koombana headed into the northeast and late into the night, at some point Lyon would have sought sleep and been caught off guard in a sudden, catastrophic situation.

In conversation with a wireless expert 

our representative was given an

interesting theory of what may have

happened to the Koombana to explain

why she had not been heard of per

wireless. Said the expert: 'You see,

in a big storm such as raged up there

it is quite possible that the Koombana 

may have had her aerials carried

away, one or both of them. This

would necessitate a considerable delay,

more or less in extent, according to

the damage done. There is material

aboard the steamer for the repairing

of the wireless, but probably, with the

little experience, Lyon has had this

work would take longer than usual.

Quite possible, but there again in such deteriorating conditions I have no doubt that Lyon would have communicated this fact to the outside world via listening steamers.

Again, supposing the Koombana 

shipped some very heavy seas, and 

the water found its way down to the

machine room, this would have the 

effect of putting out of action the high

power portion of the installation, and

from that time the Koombana although

able to receive from all over the place 

messages through her 'detector',

would be quite unable, except

with the 100-miler, to send any or to

answer. 

This is absolutely a feasible explanation and given that Koombana was top heavy and unstable with partially filled tanks a list could very possibly have created portals of water ingress.

Thus, we may say, the position 

may be that the steamer is disabled 

somewhere, and is effecting repairs, 

and. all the time hearing the 'M.Z.P.' 

signal all day and all night long, and 

perfectly unable to reply.

Appalling if true.

For, of course, by this time, she would

have exhausted the dry-cell machine,

and even if that were not the case it

is not likely that there are any steamers 

fitted with wireless within 100 miles of 

the Koombana to pick up her

message's.''

"How would the atmospheric conditions 

affect the sending and receiving of 

messages?"

"That is a very important point. You

must know, you see, that for some

obscure reason or other it is easier to

transmit messages east and west than

it is to send them north and south.

So there, you see the messages being

sent out for the Koombana are nearly

all going north and south. 

There are, doubtless, operators on 

the other side making a chance of 

picking up the vessel. They may through 

some extraordinary, favorable circumstances,

succeed— if the steamer is afloat —but

the odds are against, owing to the

great extent of land to be passed over.

Another important point raised - a steamer within range to receive messages given the above limitations.

The atmosphere has a wonderful lot

of influence in the sending of messages. 

This is, of course, only natural, seeing 

that the messages are sent through the 

air. But it is a wonderful thing, but a fact, 

that by means of 'the' detectors attached 

to the wireless instruments — so sensitive 

are they— atmospheric disturbances, 

thunderstorms, etc., can be registered 

long before the barometer registers their 

approach.

According to this pivotal paragraph Lyon would theoretically have been aware, ahead of Captain Allen of the dangers in the conditions they were headed into and he would probably have warned Allen to take appropriate measures, instead of proceeding along the standard track. But if so he did not relay these concerns to the outside world!!

And in the Nor'-West, at this time of 

the year, the air is, so to speak, full

of electrical atmospherical disturbances, 

all of which militate against successful 

long-distance wireless." 

"Usually you receive quicker replies

when calling up a vessel?"

"Yes. - As a matter of fact, I know

myself of an instance where a steamer,

and quite recently too, just leaving

Adelaide, sent out a certain urgent

call, and within half an hour  received

no fewer than 22 replies. All day

long and all night long messages are

being snapped out across the water,

and one gets tremendous surprises at

times, in messages being heard which are

being sent from all sorts of unthought of

places. 

A very important comment that if Lyon had sent out a message expressing concerns there would have been a strong likelihood of that message being received. 

Yes, if the Koombana is above 

water — and I fancy she is, for

she is a splendid sea boat — I think she

has had a mishap to her machinery,

which has prevented her from steaming

and consequently put out of gear

her wireless."

And still through the air, calling,

calling, calling, travels the vibrations

of the *'M.Z.P.,' zip 'zip, z-z-z-z, zip,

'M.Z.P.' message — unseen fingers

searching and prying into every hook

where ether is, and still no answer

and no message. Where is 'M.Z.P.'?

My conclusion is that Koombana was on track for Broome when the disaster struck suddenly, catching all off guard. Lyon had not sent out any messages warning of deteriorating conditions and significant delays reaching Broome. 

If indeed there were grave concerns on board that the steamer was in mortal danger, passengers would have been advised to don lifebelts and as such floating bodies would surely have washed up on beaches, even if just a handful.

No, I believe Koombana went down NE Bedout not far from the steamer track selected and will be found there.

Titanic's wireless room.

Afterthought:

If Lyon had been desperately seasick due to the rough conditions, there would have been no one operating the wireless system from the get go.....