koombana days >online resource >chapters & endnotes >chapter 10 >endnote 38

38a["Six Days Out", The West Australian, Wednesday 27 March 1912, page 7]

SIX DAYS OUT.

NO NEWS OF THE KOOMBANA.

FEARS FOR HER SAFETY.

MARINERS CONFIDENT.

CROWN OF ENGLAND WRECK.

A THRILLING STORY.

No tidings, good or ill, were flashed down from the North-West yesterday to relieve the anxiety and suspense felt everywhere in connection with the s.s. Koombana, which steamed into the cyclone on the coast last week and is now six days overdue on the journey from Port Hedland to Broome. Questions as to her safety framed themselves on every lip, but the hope of a definite answer remained unsatisfied in view of the entire absence of news. Her whereabouts is still shrouded in the mystery which surrounds the fate of many a deep sea ship. There was every expectation that yesterday would announce her safe arrival at one or other of the ports along the coast, and even in the absence of such cheering news the belief was still firm that she will eventually turn up all well. The increased speculation occasioned by her continued absence in some minds naturally led to the expression of the most sinister fears, and at one stage, indeed, it was freely circulated that the Koombana had struck one of the reefs which abound along the coast. The owners of the vessel, however, hold out every hope for her safety and express the fullest confidence in the ability of the skipper to bring her safe to port. As the result of a conference yesterday be tween representatives of the shipping companies, the Chief Harbourmaster, and the Premier, complete arrangements have been made to scour the sea, islands, and reefs from below Port Hedland to Broome and beyond, the details of which are given below.

The belief expressed that the Koombana put back to Port Hedland rather than face the storm found no support among mariners, who hold that the only hope for her safety lay in making a run for it out to sea. Ever since the intelligence of the hurricane reached the city the telegraph officials have been endeavouring to re-establish communication with all the stations north of Roebourne. Most of them can be spoken to via South Australia and Broome, but up to yesterday no word had come through, so far as could be ascertained, from Port Hedland, where it was thought there was a possibility of the missing steamer being found. At a late hour last night it was ascertained on inquiry at the General Post Office that for a very brief period the telegraph official had succeeded in speaking to the Port Hedland Post Office, and as the postmaster had made no reference to the Koombana being in port it is assumed that the vessel is not there.

A long message from our correspondent at Whim Creek gives a graphic account and fuller details of the blow around Depuch Island.

GOVERNMENT ACTION.

STEAMER MINDEROO TO SEARCH.

INSTRUCTIONS TO CAPTAIN MILLS.

In accordance with the arrangements made by the Premier (Mr. Scaddan) on Monday evening, a conference was held at Fremantle yesterday morning between representatives of the shipping companies and the Chief Harbour Master (Capt. C. J. Irvine) who represented the Governor. The Premier thought it desirable that the conference should take place at the port in view of the fact that the shipping companies reprcsentatives were familiar with the coast, and had charts available in addition to which they were the people who would be competent to judge as to the nature of the mssage that was to be sent to the captain of the steamer Minderoo, which should reach Carnarvon during to-day.

At the conclusion of the conference Mr. J. E. Clarke, inspector for the Singapore line of steamers, despatched the following telegram to Carnarvon for Captain Mills, the master of the Minderoo, so that he should receive the instructions on his arrival at that port:-

Government request you to make thorough search for Koombana. I authorise you to use your discretion and do what you consider best in the interests of life and property. Captain Irvine suggests you proceed Cossack, using every means to get despatch Carnarvon and Onslow driving ship utmost speed, examining Montebello as far as possible. Will wire you further at Cossack.

The Minderoo is expected to reach Cossack Friday morning.

FIVE DAYS WITHOUT FOOD.

MALAY SEAMAN'S EXPERIENCE.

According to a telegram received yesterday by the Commissioner of Police from Sub-Inspector Houlahan, of Roebourne, Bin Ah mat, a Malay seaman, who belonged to the lugger Clara, has had some terrible experiences. Ahmat, who arrived at Roebourne on foot at 7 on Sunday night, stated that he was six hours in the water, and had not tasted food for five days. He also stated that the luggers Karrakatta and Britannia, of Scanlon's fleet, were lying close to the Clara, which belonged to the same owners. The Karrakatta and Britannia had been missing for some time, and he believed both had foundered. James Scanlon and six coloured men comprised the crew of the Karrakatta, and Hugh Scanlon and seven coloured men were on the Britannia.

AT FREMANTLE.

MARINERS' HOPES AND FEARS.

On every hand at Fremantle yesterday the predominant query was: "Any news of the Koombana?" Unfortunately in no direction whatever was a cheerful reply forth coming, and the agents for the vessel, the Adelaide S.S. Company, were again besieged with inquiries from friends and relatives of those on board. No information came through from the North-West yesterday to allay the fears of those who are keenly anxious for news. As usual, when a ship is, or is supposed to be, in trouble rumours of varied character are rife. In some quarters the worst is instantly predicted with the usual vague references to the unsuitableness of a steamer for trade. Comments of this nature in connection with the Koombana were brought under the notice of Mr. W. E. Mozon, the manager of the Adelaide S.S. Company, at Fremantle yesterday, and in reply to a query in that connection he replied: "Any such reports are nonsensical. She has proved herself to be an excellent ship in bad weather over and over again. Human ingenuity has not yet, however, reached a pitch when it can be claimed that it can overcome nature in her wildest, moods."

Asked if the company had given up hope in regard to the Koombana, Mr. Moxon replied emphatically that they had not relinquished expectations of hearing of her safety. "It is impossible to say," he continued, "what has happened, but it looks as though she has met with some mishap in the cyclone. We are looking for her that is all we can say. Her Marconi apparatus has probably carried away, which would account for no ships having got into communication With her, although we have communicated with all wireless ships and have got them to communicate with others, also fitted with wireless, to take up the work of trying to get into touch with the vessel. We have made complete arrangements for searching the sea, islands, and reefs from below Port Hedland to Broome, and more than that we cannot do at present." The various theories which have been advanced and to which reference has been made in these columns are canvassed and re-canvassed by those having more or less expert knowledge of the North-West coast. The idea of the Koombana returning to Port Hedland when the cyclone was observed to be bearing down on the vessel is scouted by most people, who hold that it would be a suicidal policy for Captain Allen to have attempted to seek safety in the Hedland anchorage. On this point, Capt. Ulrich one of the pilots at Fremantle, who knows the North-West coast thoroughly, remarked yesterday that it would be simply courting certain disaster for the Koombana to have returned to Hedland. "If she went in there," he remarked, "she would be up among the mangroves in less than no time. Capt. Allen would make a run for it out to sea. It is a nasty place to be caught in, and if Capt. Allen got into some of the corners, so to speak, he would simply be caught in a trap. He may have seen the weather coming and steamed out to the westward, which, If he managed to keep going with the storm coming from the direction it did, might enable him to get to the open sea where he would have a better chance of braving the storm. He made out towards the west, and that was the last seen of him. What became of him then is what we would all like to know." Another nautical identity expressed grave fears for the safety of Port Hedland itself. "When I was up there some time ago," he remarked. "one of the residents of Hedland expressed himself as afraid that one day disaster would befall the township, which is built on low-lying land. He remarked that if ever a cyclone struck that part of the country on an equinoctal spring tide, it would take Port Hedland along with it. Well, this cyclone is of the kind he referred to. and it is sincerely to be trusted that experience has shown that his beliefs were founded on baseless fears. Be that as it may, however, Port Hedland must have suffered terribly from the blow." News from Port Hedland is eagerly awaited. The linesmen are pushing on with the re-erection of the telegraph lines from Condon, while under ordinary circumstances men from Port Hedland would be pushing out to meet the Condon gang midway. If both gangs have been operating a junction should be made shortly. Although the fate of the Koombana is still unknown, and she and her crew may be safe, it is of interest to many at the present stage to note the several changes that have recently taken place amongst her complement. Thomas, the third mate of the steamer, lately accepted a position with the Fremantle Harbour Trust, and Peacock, second mate of the Bullarra, took his place on the Koombana. Gunn, the second engineer, until recently, made an exchange with A. Wassaell, of the Echunga, the latter going on to the Koombana. R. Smith, son of Captain Smith harbourmaster, Fremantle, was desirous of joining the Koombana as an engineer, but as there was no opening he went on to the Echunga. It has been ascertained that two of the firemen who were on the articles of the Koombana for this trip, J. Brogan and J. Watts, are not on board. Owing to a dispute about wages, they remained behind when the steamer left Fremantle. Another fire man, M. Barrett, appeared at Fremantle Police Court on the 12th inst. on a charge of drunkenness, but was discharged with a caution, and he is probably on board. Mr. Pitcher, the North-West traveller for Messrs. W. Sandover and Co., .who was a passenger on the Koombana, telegraphed to the firm yesterday from Roebourne stating that he had left the vessel at that port. The name of Cple. Buttle was omitted from the list of passengers by the Koombana published in the "West Australian" yesterday.

CARE OF THE SURVIVORS.

Mr. R. S. Haynes, K.C., the Consul in Perth for Norway, when seen yesterday by one of our reporters, stated that the Crown of England, which was British built, was nationalised in Norway in 1905, when she be came the property of J. P. Pedersen and Son, and in addition to the master (Captain M. Olsen) she carried two officers, 15 deck hands, a cook, and a steward. Mr. Haynes added that he had just received a telegram from Captain Olsen, at Whim Creek, announcing the disaster to his vessel, and adding, "The vessel is a total wreck; eight of the crew, including the mate and steward, have been drowned, and there is nothing worth saving. He concluded by asking for instructions. Under the Norwegian law, shipwrecked sailors are entitled to be paid their wages up to the date of the wreck, their maintenance, and passage to their native place. Captain Olsen was at once informed by the Consul as to the course he should take and, if the Concordia, which went ashore during the cyclone, had been successfully got off and was uninjured, to secure passages by her for the crew, and if not, to come down to Fremantle by the next steamer, the Norwegian Treasury being responsible for their requirements. Subsequently Mr. Haynes received the following telegram from Mr. Sleeman, the manager of the Whim Creek Copper Mines, to which company the Crown of England was, at the time of the disaster, under charter: "Nine men, besides the captain of the Crown of England, wrecked, require food and clothing. If we supply, will you guarantee payment, provided authorised by captain." Mr. Haynes's reply to Mr. Sleeman was in the affirmative, but the Consul added in his message that the telegram was somewhat unnecessary, seeing that the captain has power to bind his owners and that the men will only remain at Whim Creek for five or six days. Mr. Haynes has no doubt that the vessel was insured in a Norwegian or other European company.

THE CONCORDIA.

The Consul for Norway in Perth has received a telegram from the captain of the Concordia, which went ashore during the blow. The master of the vessel explained that the Concordia drifted on to a sandy beach at Depuch Island. The port anchor and 75 fathoms of chain, the spare anchor and 75 fathoms of hawser rope, and the starboard anchor and 115 fathoms of chain, were lost, as well as one lifeboat, and, the starboard windows were broken. Sixteen hundred tons of cargo were in the vessel, and part of it, the captain added, must be discharged. He hoped to get the Concordia off at the next tide.

A DANGEROUS COAST.

THE CYCLONE SEASON.

ACTION BY THE NORWEGIAN CONSUL.

...

THE STEAMER MOIRA.

PROBABLE SEARCH VESSEL.

Cable messages received by the Premier yesterday fron the Resident Magistrate at Broome conveyed information which was forwarded for the advice of Captain Mills of the Minderoo, which information was supplied by the master of the steamer Moira. The messages indicated the severity of the storm, the barometrical readings, the direction of the wind etc., at the time that the Moira was struck by the hurricane. The contents of the wires were conveyed to the gentlemen who met in conference prior to the message being sent to the master of the Minderoo. Communications are passing between the Premier and the owners of the Moira with a view to ascertaining whether it will be possible for that vessel to postpone her trip south with cattle and proceed on a special search for the missing steamer. Arrangements in this connection will probably be definitely fixed to-day. The Resident Magistrate at Broome has cabled to the Premier to the effect that it would be most advisable for the Moira to be despatched immediately. Through the good offices of the Eastern Extension Telegraph Company inquiries by cable have been made by the manager on behalf of the Premier as to whether any news regarding the Koombana has been received at Broome. A reply was received yesterday stating that no news whatever had come to hand. A proposal has been made that the Government steamer Penguin should be despatched from Fremantle at once to join in the search for the Koombana, and this suggestion will be taken into consideration by the Premier to-day.

THE CROWN OF ENGLAND.

GRAPHIC STORY OF THE WRECK.

News from Whim Creek last night gave a graphic account of the cyclone around Depuch Island. On Wednesday morning a strong breeze sprang up at Whim Creek and Balla Balla which, as the day wore on, gradually developed until at night it was blowing a gale. The following day the wind increased in strength, and on the Thursday afternoon it was blowing a hurricane, which attained its maximum at about 2.30 on Friday morning. At the Whim Creek mine office the barometer fell from 29.86 to 29.31, but at the mine's store the register went as low as 29.15. When the hurricane was at its height the force of the wind was terrific, and it seemed as if the whole of the buildings in Whim Creek would be levelled to the ground. Fortunately, Whim Creek lies in a basin of hills, which protected it from the full force of the blow, and to this fact is due the small loss of property. As it was, a great number of the miners' humpies were levelled to the ground, and the occupants had to seek shelter as best they could. Over seven inches of rain fell, and the creek came down a banker. At Balla Balla, where the country is open and flat, the full force of the wind was fell, and a lot of damage was done. The strong wind banked up the incoming tide to an abnormal extent and caused it to cover the causeway, over which the Copper Co.'s tramway passed from Balla Balla to the jetty, and washed away the whole of the ballasting, and in parts carried the line into the marsh. To put the line into working order will take some time, and also considerable expense.

AT DEPUCH ANCHORAGE.

The ships Crown of England and Corcordia were loading copper ore for England, and lay at anchor together with the company's lighters Clyo, Enterprise, and Steady, all of which had also copper ore aboard to load to the ships. In regard to the deaths of the witnesses in the Seleno murder trial at Roebourne, the facts are that they were directed by the Crown Law authorities to proceed to Point Sampson in the Bullarra, which was making a special trip to pick them up at Depuch Anchorage on her way back from Port Hedland. The original intention was that the steamer should arrive outside Depuch on the Tuesday night, but owing to the captain missing the tide at Port Hedland on the Monday, the steamer was unable to run to time, and this mishap cost several lives. On Wednesday afternoon, the motor launch which is used for towing and carrying mails and passengers from the steamers to Balla Balla left the wharf at Balla Balla to take out the last of the passengers and mails for the Bullarra. Amongst those who went out were Messrs. Maginnis (wharfinger), Slaven, Thomson (of the mine staff), and Hill (licensee of the Federal Hotel). When the launch left a very strong wind was blowing, and some doubt was expressed as to whether it would be possible for the launch to reach the steamer, but as the news of her departure had been received from Port Hedland, and no intimation given as to her not coming in to Balla Balla, Mr. Maginnis considered it necessary to keep faith with the steamer, more especially as the witnesses concerned in the case at Roebourne were under a penalty to appear. When the lauch left the shelter of the creek it was found that a heavy sea was running, but the lighter Clyo was reached safely and a boat was sent across from her to take the passengers from the launch. The first to go were Messrs. Maginnis, Thomson and Hill, who reached the lighter safely, but with the rising wind and sea it was considered too risky and difficult to tranship the rest of the passengers, some of whom refused to take the risk. The launch then stood by for the weather to moderate, but all the time it kept on steadily increasing in force until at about nine o'clock, when Captain Ericksen, of the ship Concordia, who had gone aboard the launch from the Enterprise, hailed Mr. Maginnis on the lighter and told him it was impossible to stay any longer without great danger of swamping. He made off back for Balla Balla, where he arrived safely after a rough experience. The captains of the various lighters

HUNG ON AS LONG AS POSSIBLE,

but finding it was impossible for their craft to live in the raging sea, cables of the Enterprise and Steady were slipped on the Thursday afternoon and the vessels were steered for the sandy beach at Depuch Island. The former vessel unfortunately hit on the rocky part of the beach and went to pieces, but the Steady was more fortunate, and being also flat-bottomed ran high on the beach, where she now lies high and dry. The crews of both vessels and the passengers were saved.

The Clyo, from accounts received, tried to ride out the gale, but was swamped, and the unfortunate loss of life occurred. Messrs. Maginnis, Thomson and Hill were drowned, together with one of the crew. It would appear that everyone took to the rigging, but later on, when the vessel sank, Maginnis and Hill said good-bye to one another and, with the sailor, sprang into the sea to try and swim ashore. Only the sailor reached it. Thomson was never seen after the boat sank. He must have become entangled in the rigging and so went down with the boat. The sea running was too rough to enable an ordinary swimmer to live, and the man who came ashore owed his life to the fact that he had been fortunate to secure a floating spar. The rest of the crew remained in the rigging until morning, and swam ashore as the sea moderated.

ON THE SHIPS

everything was done to make things as secure as possible. Both had out two anchors and a third ready to let go in case of emergency. As the wind increased the driving mist and rain blotted out everything so that the ships and lighters, although lying in close proximity to one another, saw nothing of how the others were faring. The Crown of England let her 3rd anchor go at 8 a.m. on Thursday; two hours later the vessel started to drift. A little more chain was let go, and a heavy wire hawser attached to the starboard anchor and played out. This stayed the drift of the ship until 11 o'clock, but at that hour she commenced to drift towards the shore again, and the lifeboats were made ready. The ship drifted against the shore of Depuch Island in about four fathoms of water. Here she stayed for a long time, the strong tide keep ing her off the shore. At 6 p.m. the wind turned to the nor'-west, and then under the combined action of the wind and tide the vessel took ground by the stern near to one of the points that lie midway between Anchor Hill and North Point, on the east side of Depuch Island. A reference to the chart will chow this point as the second one going north from Anchor Hill. The beach immediately on the ocean side is shown on the chart as "sandy," and was about a cable's length away. The chart shows 16ft. of water at low tide around this point, and the one immediately below it is a fringe of sharp rocks. When the ship struck the

LIFEBELTS WERE HURLED OUT,

and the men were asked if they would like to leave the doomed vessel, but they decided to wait till daylight. She was bumping on the bottom for an hour and a half before water commenced to show in the hold. At 11 p.m. the sea was running over the vessel so heavily that the crew,. who, up to this time, had been in the mess room, to get out of the way of any falling blocks or rigging, were sent up into the mizzen rigging with short lines to make themselves secure. For a matter of two hours the men remained in the rigging, but when this time had expired the masts began to show signs of swelling, and orders were given to come down. The deck was then all broken and under water, and the men had to take refuge on the rail, which was continually swept with the seas breaking over the vessel. They had barely left the rigging before the

THREE MASTS WENT OVER THE SIDE

and almost at the same time the vessel broke in three pieces, the forecastle and poop separating from the main part of the ship. This main part broke down the centre into two pieces. The boats and everything else had been long before carried away. When the vessel broke up the pieces settled down more and more into the water, and the men were advised by the captain to strip, but they did not seem to like the idea, and kept their clothes on. Some were already washed off, and the remainder, with the exception of two men jumped into the sea and swam for the shore. When daylight broke the captain mustered the men he could find, and discovered eight were missing. A start was made Immediately to try and discover these men and recover anything of value that might come ashore from the ship. The

EIGHT BODIES

were found between the point where the ship was wrecked and North Point but the men were so exhausted that they could do nothing more than take them higher up on the beach out of the way of the sea. At about half past 3 on Thursday morning the Concordia started to drag her anchors, and half an hour later went ashore about halfway between the point on which the Crown of England was wrecked and Anchor Hill, on a sandy bottom. In this position she was sheltered to a great extent from the heavy seas that pounded the Crown of England to pieces, and although she bumped a lot she is apparently uninjured. Meanwhile in Balla Balla and Whim Creek great anxiety was felt for the shipping at the anchorage, but it was felt that it would be mere folly and suicide to send out any of the remaining lighters to find what was happening. The weather was so thick that it was impossible to see anything a short distance away, so that there was nothing to do but to wait for the hurricane to moderate. On the Friday

WHEN THE WORST WAS PAST

and as soon as it was safe to risk going out of the creek, a pearling lugger (one of the three that ran to Balla Balla for safety) having on board Messrs. Thorley (one of the pearling fleet), Macdonald (the assistant wharfinger at Balla Balla), and Vallianos (the master of the Enterprise), the boat diver and his tender, went out to the anchorage. When the vessel got out of the shelter of the creek the sea was so rough that the diver and his mate considered it unsafe to proceed further, and wished to put back. The others, however, forced them to keep on. This

RESCUE PARTY

deserve some recognition in proper quarters for they had a most perilous time, and were many times at a risk of being swamped and capsized. The jib gave way twice and on each occasion was replaced by Mr. Thorley on the jib boom with the lugger pitching to such an extent that when it went into the trough of the waves, the water crashed right over it. Eventually the island was reached and the full tidings of disaster learned. After the people on the island had been supplied with provisions, the lugger picked up the bodies of Messrs. Hill and Maginnis and two of the Crown of England men, who had been recovered and brought them to Balla Balla. Before leaving they tried other arrangements to bring the other six men from the Crown of England ashore, but it was impossible to do so. and the bodies were later

BURIED ON THE ISLAND

in the presence of the whole of the survivors of the lighters and Crown of England, together with the crew of the Concordia. When the luggers arrived at Balla Balla the news was immediately telephoned to Whim Creek. where it caused great sadness, the people not being, able to quite believe the strength of the disaster that had overtaken them. Owing to the damage done to the tramline and the roads, it was impossible to bring the bodies to Whim Creek for burial, as wished, and it was decided to bury them at Balla Balla on the Saturday afternoon on a small island to the left of the Balla Balla causeway. The burial service was read by Mr. H. R. Sleeman (the general manager of the Whim Well Copper Mine). The crews of the lighters and as many of the mine staff as had found it possible to get get down were present, and the sadness of the occasion was felt by all, especially for Messrs. Maginnis and Hill, who were well known and respected in the district. Mr. Thompson also, though a new arrival, had already won friendship and respect from all who had come to know him, and it is felt that a most promising man has been lost in his case, he being only a young man. From all accounts there seems to have been

COURAGE AND COOLNESS

all round, but the captain of the Enterprise (Vallianos) seems to have distinguished himself by his gallantry in bringing ashore two of the passengers on the schooner at a great risk to himself. There is one lesson learned from this disaster, and one that should he entered upon at once by the proper authorities. For a long time past the necessity of putting down strong mooring buoys at the anchorage has been urged upon the Government, but has not been granted on the score of expense. At the present time the trade of Balla as regards tonnage handled, is greater than any port north of Geraldton, and all that has been done to improve the harbour has been to put down two buoys marking the position of the banks at the entrance to the anchorage. The Whim Well Company has done what it could to improve and has marked the channel from the Balla Balla jetty to the edge of the bank, but it is not for it to undertake the work that is necessary to bring the harbour up to the requirements that its rapidly expanding trade warrants. The port of Balla Balla now serves a number of big stations in the immediate vicinity, and further back from the coast a New Zealand company is at present erecting machinery at Toweranna, 12 miles from Whim Creek, and proposes to start active mining operations within a short time. A new copper mine, the Mons Cupri, is starting operations just south of Whim Creek, and with the starting of the big concentrating plant on the Whim Well mine the trade of the port is going to increase enormously. At Carnarvon, Port Hedland, Onslow, and Point Sampson the harbour authorities have improved

THE FACILITIES FOR SHIPPING,

but at Balla Balla, where, as already said, the trade overshadows the lot as regards tonnage handled, and which offers better opportunities for turning into a first-class harbour, practically nothing has been done. It is the opinion of the captains of the two ships Concordia and Crown of England that, had proper mooring buoys been put down, the ships could have tied up to them. This, together with the anchors they could have put out themselves, would have enabled them to have successfully weathered the storm and rode it out at anchor. They state that although the waves were very heavy and dangerous to the smaller craft the harbour is well protected, and that these seas would not apparently damage the larger ships if they had proper mooring buoys to hold on to. For want of these facilities, two ships, the Glenbank and Crown of Englaned, have been lost, with over 20 lives, and the Concordia at present lies on the shore, fortunately, to all appearances, uninjured. Had she been less lucky and drifted on to the rocks that were a little way from her, another disaster would have been added to the list. As it is, the captain of the vessel hopes to be able to get it off on the next spring tide, a fortnight hence, and to finish his loading and sail. It is thought that it is not too much to expect that

the Government with this lesson before them, and with their stated intentions to help the development of the North-West, will not hesitate to make the fullest inquiries by competent officers with the view to affording shipping the fullest protection against visitations of this kind. Leaving out of consideration the loss of life and the ever-present risk of it being repeated under the present state of the anchorage, the direct progress of the country has to be taken into account. With these ever-recurring disasters whenever a heavy blow visits the anchorage, simply through the lack of such facilities as will enable a ship to be anchored with safety, the port of Balla Balla will acquire an unenviable reputation in the shipping world, which means heavy freights and heavy insurance, and, in conseqpence, increased charges on the output from the mines. Study of the chart of the Depuch Anchorage shows that the most vulnerable point of the compass is the north-west, the point from whence the damage was done in the blow now passed. As a protection against this quarter the West Forrestier Island extends to some considerable distance from Depuch Anchorage,

and a bank extends from the western-most point of that island to the edge of the shoal, where the Eddystone was wrecked some 20 years ago. At low water it is, to a groat extent, dry, and breaks the swell that rolls in from the Indian Ocean. When the tide rises this shoal to some extent, still affords protection, but in the case of a blow like the last one some very heavy seas come over the shoals when the tide is at the full. Close at hand on Depuch Island Nature has provided thousands of tons of excellent material for making a breakwater. The residents think it is possible to take advantage of this, to extend the arm of West Forrestier Island and make Depuch Anchor age a first-class port. Nowhere north of Fremantle is there any natural harbour that offers such opportunities for making an anchorage that would allow ships to come in and lie without risk except in cases of exceptional cyclonic form. The Government might also inquire into the feasibleness of dredging the channel through the bank to the jetty at Balla Balla, so that boats could come in at low water. In this instance the pearling luggers running before the wind from Port Hedland for shelter, were fortunate enough to arrive off the creek at high water, and were enabled to come right in, a fact on which they congratulated themselves. Hay they arrived at low water, and been forced to anchor, no doubt to-day they would either be sunk or piled up on Depuch Island with their less fortunate comrades, and the long roll of deaths have been added to. It is earnestly hoped, states our correspondent, that with the facts that have been lail before the public the position of those who are opening up this part of the State will be recognised and appreciated, and that some public effort will be made

TO AVERT FURTHER DISASTERS.

This part of the world must, and always will be, likely to be visited with the terrible disturbances, but on the other hand Nature has provided the natural facilities for making a harbour that might well give ships every hope and confidence of riding them out successfully. The willy willy of the Nor'-West is only akin to the tornado, cyclone, typhoon, and such like disturbances in other parts of the world, and if it has been found possible for shipping to have havens made for it in those spots it is felt that this State can do likewise.

38b[Storm on N.W. Coast - Ships 'Crown of England' and 'Concordia' wrecked, Western Australia Police Department, State Records Office of Western Australia. Cons 430 Item 1912/1727, "The Shipping Disaster at Depuch Island", Police report, F.H. Growden, P.C., Whim Creek, 4th April 1912]

...

I beg to report that during a terrific gale on the morning of the 22nd ulto., the Norwegian Barque Concordia and the Norwegian Ship Crown of England, which for sometime had been receiving bulk Copper ore from Whim Well Copper Mines, at Depuch Island, parted with their anchors and were driven on to Depuch Island.

The Crown of England, under the command of Captain Martin Olsen, after parting with her three anchors, was driven on to a rocky point on the Northern shore of Depuch Island at 2 A. M.

There was over a thousand tons of ore in the holds, and in a marvellously short space of time from striking she was simply smashed to pieces on the rocks and the crew precipitated into the sea, eight of them losing their lives. Some idea of the violence of wind and water may be gained from the remarkable escape of the first mate Mathias Holst who was carried over the starboard bow by a tremendous wave into the raging sea, only to be caught by a second wave and hurled back clean over the top of the doomed vessel, and dropping into the water on the other side was caught up again by a wave which landed him high on the rocks of Depuch, and from where he made good his escape. Captain Olsen estimates the velocity of the wind at fully a hundred miles an hour.

The barque Concordia under the command of Captain O.E. Ericksen, containing about 1500 tons of ore, parted with three anchors and was driven ashore at 3 A.M. on a sandy beach on Depuch, in close proximity to the Crown of England, and striking the bottom remained firm and fast. No lives were lost in this vessel.

The Whim Well Copper Mining Company's schooner Enterprise and lighters Clyo and Steady were also driven ashore on Depuch Island during the same night.

The Enterprise went ashore at 4pm on 21st with crew and two passengers. All these men succeeded in getting safely to land by the aid of a lifeline, which was taken ashore by one of the crew under tremendous dangers and difficulties. By daylight next morning the Enterprise had been smashed to matchwood on the rocks where she struck.

The lighter Steady went ashore about 7 P.M. on the sandy beach close to the spot where the Concordia grounded. This boat had on board a good many passenger including several witnesses in the case Rex V Seleno and Cappelli, who were awaiting the arrival of the S. S. Bullarra to secure passages to Roebourne and elsewhere. All hands got safely to land.

The lighter Clyo sunk in shallow water close to the spot where the Steady went ashore, at about 9 P.m. and all hands took to the riggings, clinging on until most of them were either exhausted or injured by flying ropes and spars and dropped into the water. Four men lost their lives off this boat.

During the same night a pearling lugger named Clara foundered on the Southern side of Depuch Island. One of her crew of six Japanese and one Malay, was lost, the others got ashore on the mainland after about four hours in the water.

The names of the survivors and deceased of each boat are as per attached lists.

On the day of the 22nd, eleven bodies were picked up on the shore of Depuch Island. They were terribly battered about and almost completely divested of clothing.

The Clyo victims included Thomas James Hill, Licensee, Federal Hotel, Whim Creek, who was on his way to Roebourne to attend the Supreme Court sitting; Edward Peter Maginnis, Master Mariner and Wharfinger in charge at Balla Balla; Robert McGregor Thompson, Mining Engineer, W.W.C. Mines had only recently arrived. And one Greek sailor named John Pitsikas. These bodies, with the exception of R.M. Thompson, which has not been recovered, were removed to Balla Balla and were there buried with two victims from the Crown of England, Christian Plavis Andriasen and Hans Gron by order of Mr. H.R. Sleeman J.P.

Six of the Crown of England victims were buried on Depuch Island by Captain O.E. Eriksen of Barque Concordia and Capt. Martin Olsen of Ship Crown of England, without Coroners Order of Burial, owing to the advance state of decomposed state of the bodies.

Namely--

Karl John Johannesen.

Evar Floden.

Olaf Sevaldsen.

J.E. Janssen.

Hall Newton.

Karl Gron.

Constable Cussack, Dr. Shelmerdine and myself arrived at Depuch Island from Cossack with the Police Cutter. We anchored along side the stranded Barque Concordia and went aboard, finding all well.

The following morning we inspected the graves of the deceased sailors, and also made a fruitless search for the missing body. The masts of the Lighter were visible and at low tide Const. Cussack and I boarded her and searched the holds but found no traces of body. The boat was badly smashed about from the violence of the water. Her decks had been carried away, canvas blown to peices[sic], and riggings dashed to peices, in fact, she is a complete wreck, yet did not touch the rocks.

The Steady was high and dry upon the shore about fifty yards above usual high water mark, and apparently badly damaged.

The schooner Enterprise was piled up on the rocks like a heap of firewood.

The Ship Crown of England had evidently struck one of the most rugged points on the Island and was lying there just a mass of shattered timber and iron, being torn and twisted and smashed to atoms.

The barque Concordia was standing in about two feet of water at low tide, and was badly buckled and bent about keel and rudder, having evidently come into contact with some rocks, she had also lost all her anchors.

The following survivors were then taken aboard the Police Cutter and place ashore at Balla.

Rupert Love. William Kelleher. William Chapman. Charles Turner.

Thomas Graham. Asala Khan. George Nagel. Charles Kruger.

Torolf Aslesen. Charles Marshall. Michael Sheehan.

On arrival at Balla Balla it was ascertained that a Pearling Lugger had been wrecked on the Southern side of Depuch during the gale, namely Clara, and that two of the crew, Nagga Nitsia and Yama Coca, had reached Balla.

We at once secured these two Japanese and proceeded in search of the remainder of the crew. At 6 P.M. that evening we picked up three survivors from the lugger Clara about eight miles from Balla Balla. They were Japanese, who, had succeeded in getting ashore on the mainland, and after wandering about for two days without food had picked up a dinghy and rowed toward Depuch. They had not a stitch of clothing and were rowing with the aid of deal boards.

Constable Cussack took these men back to Balla while I proceeded in search of the one who was still missing, in company with a beachcomber named Fisher who had accompanied us with his boat.

Fisher and I searched the mainshore between Moor and Depuch Island and Moor and Sherlock Island, also the Island as well. Wreckage from the Lugger Clara was found on the shore near Sherlock Island, also the Island as well, but no trace of the missing Japanese sailor, and it is presumed that he sunk with the lugger, as he refused to put on a lifebelt, and remained below, and it is said by the survivors, went down when the vessel foundered.

The five Japanese suvivors[sic] from the lugger Clara were eventually put on board a lugger for Hedland. The sixth, a Malay reached Roebourne per foot.

The survivors from Ship Crown of England had been landed at Balla Balla on the 23rd. and were safely housed and cared for.

...

The only personal effects that were saved were those of Thomas J. Hill, R. M. Thompson and E. P. Maginnis. These were handed over to the Father, Brother and Widow, respectively.

There were no effects belonging to any of the dead off Crown of England, all bodies being practically naked when found.

...

[signed] F. H. Growden

P. C. 735.

[Attachment: Survivors and Fatalities]

Crown of England

Survivors.

Martin Olsen, Captain,

Matthias Holst, First Mate

Hans Bredisen, A.B.

Albert Sander, A.B.

Frederik Matson, A.B.

Oscar Kolenen, A.B.

Emile Kymmalinen, A.B.

Torolf Allesen

Jerge Randen, A.B.

Torbjorn Toresen

Fatalities

Christian Plavis Andriasen, II Mate

Hans Gron, Steward

Karl Gron, Cabin Boy.

Karl John Johannesen, A.B.

Evar Flodin, A.B.

Olaf Sevaldsen, A.B.

J. E. Jansson, Sailmaker.

Hall Newton, A.B.

Barque Concordia

Survivors

Ole Edwin Eriksen, Captain.

The Cristopherson, First Mate.

Olaves Andreasen, Sail Maker.

Korpela, Carpenter.

A. E. Anderson, Boatswain

Karl Olsen, Steward.

Karl Nilsen, A.B.

G. Webster, A.B.

Edwin Svensen, A.B.

S. Sevstrom, O.S.

A. Madsen, A.B.

James Byron, O.S.

Felix Arviller, O.S.

Werner Kray, O.S.

Matthias Myrset, O.S.

Charles Marshall, Engine Driver.

Fatalities

nil.

Schooner - Enterprise

Survivors.

Nicholas Pappastatis, Skipper.

Angelo Peter, Sailor

Nicholas Angelo, Sailor

John Salakas, Sailor

John Scordese, Sailor

Isaac Timmins, Passenger

Asala Khan, Passenger

Fatalities

nil.

Lighter Clyo

Survivors

Con Celezis, Skipper.

George Carlos, Sailor

Dimmitris Chandros, Sailor

Fatalities

Edward Peter Maginnis, Wharfinger.

Thomas James Hill, Licensee

Robert McGregor Thompson, Mining Engineer

John Pitsikas, Sailor

Lighter Steady

Survivors

Harold Olsen, Sailor

Karl Larson, Sailor

Nels Nelsen, Sailor

Rupert Love, Passenger.

William Kelleher, Passenger

William Chapman, Passenger

Charles Turner, Passenger

Thomas Graham, Passenger

George Nagel, Passenger

Charles Kruger, Passenger

Michael Sheehan, Passenger

Fatalities

nil.

Lugger Clara

Survivors

Nagga Nitsia, Diver

Hanga Warra, Sailor

Yama Cooa, Sailor

Soa Yooa, Sailor

Sa Sahki, Sailor

Fatalities

Shi Raata, Sailor.