["Koombana Inquiry", The West Australian, Saturday 11 May 1912, page 6]
KOOMBANA INQUIRY.
FINDING OF THE COURT OF MARINE.
"VESSEL'S STABILITY UNASSAILABLE"
"CAPTAIN'S CAREFULNESS AND COMPETENCY BEYOND QUESTION."
"A MYSTERY OF THE SEA."
The Court of Marine Inquiry, composed of Mr. E. P. Dowley (president) and Captains F. L. Parkes and J. W. W. Yates (assessors), gave their decision at the Fremantle Courthouse yesterday regarding the loss at sea of the s.s. Koombana on or about March 20, 1912, between Port Hedland and Broome. Mr. M. L. Moss, K.C., who watched the proceedings on behalf of the Adelaide Steamship Co., and Mr. W. E. Moxon, attorney and manager for the company in this State, were the only persons who sat in the body of the Court.
In delivering the decision the President said:--In conformity with the request of the Hon. the Colonial Secretary, the Court of Marine Inquiry investigated at Fremantle on the 25th, 26th and 29th of April, 1912, the circumstances surrounding the loss at sea of the s.s. Koombana. The difficulties attendant on doing so were exceptional, because though in many inquiries under the Navigation Act of 1904, the Act under which this inquiry is held, evidence can be adduced from persons who were on board and who can depose to the circumstances immediately attendant to a disaster on a ship, no such evidence is obtainable in this case owing to the fact that the ill-fated vessel has totally disappeared at sea, with all on board of her. In order, therefore, to account for such total disappearance, the inquiry for the most part must be directed to considerations of the
Ship's Stability, Equipment, and Seaworthiness,
together with Captain Allen's efficiency and carefulness as a shipmaster. During the inquiry Mr. Parker, the Crown Prosecutor, appeared on behalf of the Chief Harbourmaster, and Mr. M. L. Moss, K.C., appeared on behalf of the Adelaide S.S. Co., the owners of the s.s. Koombana. The Court was considerably assisted also by the presence throughout the inquiry of a large model of the Koombana, complete in minute detail, as also by various plans, etc., readily produced. The s.s. Koombana was a steel screw steamer of 3,668 tons gross and 2,182 tons net. Her length was 340ft. lin., breadth 48ft. 2in., and depth 25ft. 8in. Her indicated h.p. was 4,000, and her normal h.p. 423. She was built by Messrs. Alex. Stephen and Son, Ltd., Glasgow, in the year 1908 from specifications to the
Highest Class of British Corporation Requirements
which in many instances she exceeded. She also held a marine certificate to August, 1912, issued by the Department of Navigation of New South Wales, and was last docked in Sydney on August 15, 1911. The Court heard evidence from Mr. S.R.P. Stevens, an officer of the Commonwealth Weather Bureau, Perth; Captain Upjohn, who is master of the s.s. Bullarra, and who was chief officer of the s.s. Koombana for 12 months; Mr. James Crossley, chief officer of the s.s. Bullarra; Captain James F. Morrison, Inspector of Shipping at the Port of Fremantle, who had official knowledge of the s.s. Koombana; Captain Matthew John Williams, marine superintendent for the Adelaide S.S. Co. in Western Australia; Captain Henry John Clarke, asistant wharf manager for the Port of Fremantle, and formerly chief officer of the s.s. Koombana for fifteen months on the North-West coast of Western Australia, and also on her maiden voyage to Australia from Glasgow; Mr. Alex. Craig, the chief engineer of the s.s. Bullarra; Captain J. A. Rankin, Acting Marine Superintendent for the Adelaide Steamship Company for Australasia who produced to the Court and explained by actual test a Ralston stability and trim indicator specially made for the s.s. Koombana and which was not on board the vessel owing to its having only recently arrived in Australia; Mr. A.C. Butcher, engineer-surveyor for the Harbour and Light Department at Fremantle; Mr. W. E. Moxon, attorney and manager in Western Australia for the Adelaide Steamship Company; Captain Irvine, the Chief Harbourmaster for Western Australia; the Rev. William Patrick, who saw the s.s. Koombana leave Port Hedland on her last voyage, and Captain G. Cumming, being the only person who volunteered evidence in response to an invitation from the Court publicly announced and published in the daily press.
The Court Finds
that the s.s. Koombana, official number 122,725, registered in Adelaide, Captain Thomas Allen master, and owned by the Adelaide Steamship Company, Ltd., was on a voyage from Fremantle to Derby via ports. She sailed from Port Hedland on March 20, 1912, at about 10.20 o'clock a.m., drawing 19 ft. aft and about 12 ft. forward in excellent trim, with her propeller well submerged, and shaped a course to round Bedout Island on her way to Broome. The voyage from Port Hedland to Broome is usually accomplished in about 24 hours. The s.s. Bullarra was at Port Hedland at the same time as the s.s. Koombana, and left that port, bound southwards, about half an hour or so after the s.s. Koombana left, bound northwards.
Bullarra Had the Koombana in Sight
until noon. At about 6.30 p.m that day the wind increased until it blew a violent hurricane, which which lasted for several hours, and the ill-fated Koombana has never been seen or heard of since. During the day of March 20 the wind was blowing a fresh breeze from the north-east, and the weather was a bit overcast and dirty, but Captain Upjohn and Captain Allen in conversation decided there was nothing in it, and neither of them expected to encounter such a blow as is described in the s.s. Bullarra's log book as
A Howling Hurricane,
a hurricane which has apparently has totally engulfed the s.s. Koombana, and which, according to Captain Upjohn's evidence, the s.s. Bullarra only survived through a miracle. There was an unattended lighthouse on Bedout Island, the light in which, however, was not burning on March 20. The s.s. Koombana should, however, in the ordinary course of things, have been clear of the island before the wind became a hurricane, i.e., before it became dark that day. The
Only Wreckage Discovered
was picked up at distances varying from 20 to 70 miles from Bedout Island, and with the exception of some airtanks it was all picked up at sea, the air tanks alone having been found on the mainland. The wreckage consisted of a part of a starboard bow-planking of a motor launch; a state-roomn door, and panel from the promenade deck, two planks for covering tanks of lifeboats, and some air tanks. The
Court Cannot Say What Actually Happened
to the s.s. Koombana, but it seems reasonably clear that the hurricane of the night of the 20-21 March last was responsible for her total loss at sea. With regard to her stability, it is known what cargo, coal, etc., she had on board when leaving Port Hedland, and where it was stowed; also the condition of her ballast tanks. She carried a load of 260 tons of cargo; properly stowed; 450 tons of coal, 87 tons of water in her tanks, and of stores she had some 60 tons. She also had on board 76 passengers and a crew of 74. Ths stability of the vessel with that load was tested with Ralston's stability indicator, which showed she had a G.M. of 2 ft. 7½ in. plus. Seven other tests were made with the indicator under varying conditions of load, and in each of them her
Stability was Shown to be Entirely Satisfactory.
If further confirmation of the ship's stability and seaworthiness be required it is to be found in the career of the vessel since 1908 on the Australian coast. All the witnesses who have had experience in her deposed to her excellent seagoing qualities. With regard to the personnel of the vessel, it is of the highest quality, and both Capt. Allen and the chief officer held extra master's certificates. The Court is satisfied that the s.s. Koombana, in construction, stability, and seaworthiness, was equal to any vessel of her class in the Australian coastal trade. The Court thinks it desirable that telegrams regarding the weather should be exchanged every day between stations where observations are made along the north-west coast, and that the information so obtained should be posted for general information, and that storm signals should be shown at all ports.
Thanks are Due
to Mr. W. E. Mozon, the attorney and manager in Western Australia for the Adelaide S.S. Co., to Capt. Rankin, Acting Marine Superintendent for the Company; and to officers generally for their efforts generally in supplying to the Court information regarding the vessel, and for supplying so readily plans, model, and details of every description, including detailed reports from Mr. Gardiner, the Company's manager at Port Hedland, and producing witnesses, no doubt at considerable inconvenience. The Government and the Company are to be commended for their prompt action in endeavouring to obtain information as to the whereabouts of the missing vessel. In conclusion, the Court simply finds, without indulging in useless speculation, that the
Stability and Seaworthiness of the s.s. Koombana were Unassailable,
and the competency and carefulness of master Capt. Allen, beyond question, and after being lost sight of at sea on 20th March 1912, her fate passes beyond human knowledge and remains a mystery of the sea.
