BALLAST IN QUESTION.

The Advertiser (Adelaide) Wednesday 5 April, 1911.

THE YONGALA.

THOROUGH SEARCH PROCEEDING.

No further news concerning the steamer

Yongala was received by the authorities

of the Adelaide Steamship Company in

Adelaide on Tuesday morning. The search

for the vessel has been more complete.

Every nook and cranny along the coast,

practically from Cairns to Mackay, has

been explored, and the Barrier Reef, 

between the above-mentioned ports, 

has been searched by the large steamers 

Tarcoola and Ouraka. The latter is now 

searching the Barrier to its southern point 

of Sandy Cape.

THE BALLAST QUESTION.

Melbourne, April 1.

Some allegations have been made to the

Minister by the Merchant Service Guild

regarding the way in which the Yongala's

cargo was stowed. Some hundreds of tons

of pig iron, which formed the ballast of

the vessel, are stated to have been removed.

Brisbane, April 1.

In connection with a telegram from

Melbourne, stating that the Merchant 

Shipping Guild had requested an 

investigation into the allegation that 

a quantity of pig iron ballast had 

recently been taken out of the Yongala, 

Mr. Wareham, the Queensland 

manager of the Adelaide Steamship

Company, explained to-day that when

the Yongala was running between

Sydney and Western Australia very

little back cargo was offering,and 

150 tons of pig iron was put in the ship, 

but as the captain and engineer reported 

that the vessel was much better

without it it was taken out in June, 1907.

The Yongala had a prominent top hamper and funnel. We know from the case of the Waratah, similar profile, that such elevated weight above the main deck created an inherent top heaviness which had to be compensated by significant dead weight lowest down to improve GM stability. 

Waratah's solution was 1,500 tons of lead concentrates in the lower hold, and one might assume that the 150 tons of pig iron had a similar effect on the stability of the smaller Yongala. In fact if the Yongala had been appropriately designed she should have been able to transport minimal cargo and remain stable by ballast water, ALONE.

It was disingenuous of Mr. Wareham to quote that 'little back cargo was offering' between Sydney and Western Australia, given that Yongala, as late as December, 1910, periodically serviced this very route and should have required the continuation of 150 tons of pig iron as additional ballast if this argument were to hold.  

Like the Waratah, I believe that Yongala's (and Granala's) design raised the centre of gravity in the vessel and reduced GM stability. In other words, Yongala was a tender vessel which, unless adequately ballasted, would have had a tendency to roll heavily in severe weather conditions, with the potential for capsizing. 

The reference to 'the vessel was much better without it, it was taken out' suggests that comfort for first class passengers was a primary factor. Relative tenderness creates a long and gentle heeling pattern, more agreeable than the conversely shorter and jerky pattern. Safety is the big question and ensuring comfort above safety points to short-term thinking.

Inquiry:

"The weight of cargo in the vessel was 667 tons, almost entirely in the lower hold, and was properly stowed. There were 43 tons in the between decks, 40 of which were for Mackay; and 11 tons on deck, 10 of which were also for Mackay."

.... there were only 617 tons of cargo, well stowed, lowest down in the steamer. Yongala could transport in the region of 1800 tons of cargo and 617 tons is only 34% of this value. Although only 1 ton of cargo remained on deck, substantial decrease in cargo dead weight would have made the steamer more top heavy - tender.

After all she no longer carried an important 150 tons of ballasting pig iron in her forward holds.

There is a lot more on this subject to follow as more information is revealed in period newspaper reports.