CAPTAIN CRAIG.

The Telegraph, Brisbane, 5 April, 1911.

Captain Craig, of the Q.G.S. Lucinda,

who for 35 years was an officer in the

A.U.S.N Company's service, and who was

with Captain Knight when the latter was

in command of the Glanworth, yesterday

afternoon pointed out to a representative

of this journal that it is not always possible 

to navigate a vessel in the desired

directions in a cyclone. Captain Craig

was associated with Captain Armstrong

on the Aramac, when that vessel was

driven on Bramble reef in the course of

a cyclone on the northern coast some

years ago, and on that occasion it was

found impossible, stated Captain Craig,

to follow the correct course. The Aramac

was caught in the centre of the cyclone,

and in spite of her own powerful

engines and every effort to save her,

she was driven aground. 

Yongala foundered within the steamer track, suggesting that the disaster occurred very suddenly, otherwise 'it would have been impossible to follow the correct course.'

Certainly there was not many miles behind the Yongala,

Cid Harbour, one of the safest havens on the Australian 

coast, but even if Captain Knight could have turned his ship

around with safety; there was the danger of striking an 

unknown danger in the attempt to enter it. On the other

hand, also, Captain Craig stated, as a rule a shipmaster 

has unbounded confidence in his vessel. Captain Armstrong

and his officers, for instance, did not doubt that the Aramac 

would be able to weather the cyclone above referred to,

even, though they passed through the centre of it, and but 

for her being blown on to the reef, no doubt she would have

come through the ordeal safely.

courtesy Google Earth.

How Did It Happen ?

Speaking from a 26 years' close

acquaintance with the Queensland coast,

Captain Craig is strongly of opinion

that the Yongala struck Nares rock.

Tracing the usual course of steamers

navigating those latitudes, Captain Craig

pointed out how Captain Knight, so

soon as he was clear of Whitsunday

Passage, would probably set a course to

pass Eshelby Island, after which he

would head the ship so as to pass Cape

Bowling Green some five miles off. With

the hurricane behind her, it is quite

likely that the steamer passed Eshelby

much sooner than Captain Knight estimated 

she would. Therefore the course set would 

take her on to that great dread of all navigators 

on that pact of the coast— Nares rock.

Launching the Boats.

'Striking such a danger as that mentioned, Captain 

Craig has no doubt that but a few seconds, comparatively, 

elapsed before the noble ship, together with all on board, 

were engulfed in the raging waters. The only persons who 

are likely to be about were the captain, the officer on watch, 

and a couple of seamen. All the rest of the ship's company, 

together with the passengers, no doubt would be sheltering 

from the drenching spray, and also the heavy seas, which 

would break on board. The fact that no boats were launched 

confirms Captain Craig in his belief that the ship sank suddenly

and rapidly, even before her unfortunate passengers and crew 

had time to realise what had happened. Had she floated for

even a few minutes, he states, no doubt one or more boats 

would have been lowered, for even in the worst part of

the cyclone through which the Aramac passed it would 

have been possible to get the boats out, the vessel forming a

natural breakwater as she drifted away from the centre of the 

storm.

We know that Yongala was overwhelmed by the cyclone and did not strike Nares. However, this confirmation that 'no boats were launched', reflecting the general opinion, is further supported by the fact that not one body was ever discovered.

Finding of Cargo.

The finding of a small portion of the

ship's cargo, together with a mail

basket, puzzled Captain Craig for some

time, but eventually be came to the 

conclusion that when the vessel was 

discharging cargo at Flat-Top this cargo,

and possibly the mail basket also were

put on the lighter by mistake, but being

discovered at the last minute, was hauled

back on the ship, and in the hurry of

resuming the voyage was simply placed

under cover of a tarpaulin on deck as

he has seen it done scores of. times.

An interesting theory. However, foundering within the cyclone was more than enough cause for cargo from hold 3 to be liberated.

This would account for the very small

quantity of cargo discovered so far.

There was not a great deal of light cargo to start off with. Heavier cargo remained within the lower holds.

Another Light Wanted.

That another light is badly needed on

that part of the coast is strongly urged

by every master mariner spoken to on the

subject. The only question for their

minds is just exactly where that light

should be placed. But the general consensus 

favours Gloucester Head.

Captain W. Hurford, master of the Howard 

Smith Company's well known coaster Bombala, 

who has a life long acquaintance with the 

Queensland coast, spoke very strongly on the 

subject of the lighting of that part of the coast, 

yesterday afternoon. He, however, made it

clear that in doing so he did not desire

in any way to reflect, upon the administration 

of the department controlling this

important matter. Queensland, he remarked, 

was a young State, and the Marine Department 

had done a good deal with the money at its disposal, 

but when it came to a question of human life versus

economy of expenditure he thought human

life should have first consideration. 

https://yongalarevisited.blogspot.com/2020/06/hot-potato.html

On that portion of the coast on which the

Yongala met her fate, Captain Hurford

pointed out, there is an unlighted stretch

of some 110 miles of dangerous coast.

That is to say vessels running past 

Bowen have no guiding light between

Dent Island and Cape Bowling Green.

The principal dangers strewn along this

darksome stretch are Holb'orne, Double

Cone, Eshelby, and Rattray Islands, and

Nares Rock; Captain Hurford is emphatically 

of opinion, apart from, the Yongala

disaster, that a first order light should

be placed on Gloucester Head. Had there

been a light on this prominence, Captain

Hurford states, it probably would have

averted the terrible disaster which has

overtaken the Yongala and all on board her.

And this is precisely what the authorities feared, and the repercussions thereof.

courtesy Google Earth.

An incidental Suggestion.

Speaking of the lighting of the coast

generally, Captain Hurford observed that

all who were well acquainted with it

must admit that a goodly number of

lights were needed on the coast, in addition 

to the one on Gloucester Head.

But as he had previously remarked, the

question of finance had to be considered,

he felt constrained, however, to mention

one place where he considered a light

was badly needed in south Queensland

waters, and that was off Sandy Cape.

courtesy Google Earth.

By means of a chart, he explained to

the pressman, the dangerous character

of the spit, which juts out from that

point, and on which the Aramac came to

grief some few years ago. It was a

miracle, however, that they had not had

20 Aramac disasters on that very danger.

In his opinion, the shoal water at the

end of the spit should be marked by

means of a lighthouse, such as the Pile

lighthouse, which could easily be established 

on one of the shoals at the end of the spit.

Ultimately a lighthouse was positioned on Fraser Island from which the spit juts out. 

However, it appears that Cape Gloucester never got the recommended lighthouse despite numerous masters' pleas for such.

THE "LIST".

Truth, Brisbane, 14 May, 1911.

Scarcely a steamer goes North from Brisbane 

without the decks being covered with cargo, 

and at times passengers are compelled to climb 

over perishables to get on board. 

By what can only be considered good fortune, Yongala departed Flat Top with minimal deck cargo - or at least that is what was reported....

Strange stories have been circulated concerning the Yongala 

since she disappeared, and the opinion has

got abroad that she was not classed by

seafaring men as what is commonly styled by 

them "safe." We have heard about a "list" she 

is said to have had when she left Flat Top, and 

about pig-iron ballast that is supposed to have

been in her at one time, and also about

men having left her because they got the notion 

that she was "a coffin ship."

This is a highly revealing comment and it makes complete sense that Yongala probably had a list. However, no mention, officially, was ever made.

Last Sunday the writer was returning

by train from Pinkenba, and he heard

a couple of seafaring men discussing the

Yongala. One of them said he lost a

brother in her, and he stated openly that 

his brother assured him before her last 

trip that the steamer was not safe, and that 

he would leave her but for being ashamed 

to do so. Another of the party exclaimed, 

'What about the other ship? I am on her. I 

know she is no safer, and yet I don't like 

to leave her."

The other ship, namely Grantala, identical to Yongala.

Of course, this may be nothing more

than superstition, but when men, who

appear to know what they are talking

about, give public expression to such

serious statements, the need for earliest

and fullest investigation and inquiry is

evident.

Those who will feel inclined to defend

the Government authorities will, no 

doubt, make the excuse that the shipping 

company did search the scene or the dis-

aster, and contend that there was no need 

for the Government to do so earlier than 

weeks afterwards; but that

excuse will not satisfy citizens. The

company would not have been likely to

convict itself if the discovery had been

made that the loss of the Yongala was 

due to the condition of the vessel 

when she left port, or to something that

would take the company liable for

heavy damages. Though a company is

said to have neither a body to be kicked,

nor a soul to be damned, the persons

who are in control are human and practice 

self preservation. 

For this reason, if 

for no other, it was the duty of the

Government to have a thorough search

made as soon as there was reasonable

grounds for believing the vessel had met

with mishap. In fact, there should be

in every important port steamers retained 

by the Government, or owned by

the State, to go to the relief of vessels

reasonably supposed to be in distress.

In Brisbane, there are some suitable

craft which would serve the purpose,

but the Cabinet Ministers put them into

another service, and they are mostly 

engaged for pleasure trips. 

The Otter and the Lucinda might have been used to

search for the Yongala weeks ago with

out the cost of much to the taxpayers,

but those vessels are too cosy to be sent

on such a mission, and the authorities,

for shame's sake, seek to make amends

by sending one of the oldest tenders

on the coast, to investigate when there

is not one ray of hope, for the 200 (122) souls

who were on board when the Yongala

was last seen.

Why has there been so much delay in

culling an inquiry into the circumstance

surrounding the disaster? Can anything

be gained by delaying the publication of

authentic information relating to the

Yongala, and to her condition when she

sailed on her last voyage. We are told

that she was heavily laden when she left

Brisbane, and it would be interesting to

know whether more cargo was put into

her at Flat Top. 

No on both accounts.

We have also been

told about that "list," and particularly

of how she was loaded or relieved of

some of her cargo might clear up all

of the doubts lingering in the mind of

auspicious citizens. We have had the

story of the pig-iron ballast explained

by the representatives of the shipping

company, but not until it is confirmed 

by men who were working on the vessel 

at the time it is said to have been removed

will the public be satisfied. 

Over matters that would tend to relieve the

public mind might also be explained at

a proper inquiry. For instance, the

height above deck and weight of the

funnel, the build of the Yongala, the

actual amount of cargo she carried on

her decks, the state of her machinery

and propeller, the condition of her steer-

ing gear and boats, 

There is no denying the significance of Yongala's huge funnel. I have commented on the wind catchment factor, particularly in cyclone conditions, but the weight of the structure also contributed hugely to the top heaviness factor. This was such a significant factor that Grantala had her funnel reduced in later service.

Grantala later known as SS Figuig.

Yongala's funnel, which was built into the vessel = not likely to break off during a gale and therefore contribute to dragging the steamer over.

courtesy SS Yongala, Mystery of a Generation. 

the truth concerning 

men who are said to have left the

ship at different times because of the

belief that she was "a coffin" and many

other things that are talked about by

people in all places. There certainly is

some mystery surrounding the disaster,

and the authorities will be wanting in

their duty to the community if the inquiry 

is not opened at an early date,

especially as seafaring men are constantly 

on the move, and material witnesses may 

not be given an opportunity to throw

light on the mystery.

WIND CATCHMENT.

The West Australian, Perth, 20 August, 1909.

The wind was so strong that two small

tugs were unable to get the steamer 

Yongala from Melbourne, away from the

wharf. It was only when a third and

larger tug arrived that she was shifted

after much delay.

It was this very wind catchment factor, enhanced by an enormous funnel, which probably contributed to dragging the steamer over in the cyclone of 23 March.

courtesy SS Yongala, Mystery of a Generation

courtesy Trove.

BOTTLE MESSAGE.

The Daily Telegraph, Sydney, 14 December, 1911.

THE MESSAGE FROM THE YONGALA.

IS IT A HOAX ?

The finding of the bottle-paper supposed to be

from the missing steamer Yongala, which foun-

dered with all hands off the Queensland coast

in March last, occasioned considerable interest

in shipping circles yesterday, and speculation

was rife as to whether the paper was really

genuine.

Mr. Wareham, the Queensland inspector for the 

Adelaide S.S. Co., who is at present in Sydney, 

had a telegram from the Mackay office of the 

company, giving the information of the finding 

of the bottle-paper, and he is taking the necessary 

steps to have the message sent south to him to 

Brisbane for the purpose of comparing the writing 

with that of "J. West, chief cook," on the ship's 

articles at Brisbane. At present considerable

doubt seems to exist as to the paper message

coming from the missing ship. Cross currents

and the numerous islands in the locality would,

it is pointed out, lessen the chances of the bottle-

paper drifting to the position where it was picked

up is about 100 miles south of of the place where

the Yongala is supposed to have been lost. The

Yongala which was in command of Captain Knight

left the Mackay anchorage at 1.40 p.m. on March

23, and was reported as having passed Dent Island

at 6 p.m., the same day, but was not subsequently

heard of. A small portion of her cargo was picked

up on the coast and reefs to the north-west of the

Whitsunday Passage. No fewer than 120 lives were 

lost in the ill-fated steamer. The message found at

Westhill, and sent to Mackay, was written on an

envelope and read: "S.S. Yongala: Terrible storm,

8.30 p.m.. It's a case of good-bye - J. West, cook."

courtesy Google Earth
If this was true and Yongala making an average of 16 knots, the message would have been thrown overboard in the vicinity of Holbourne Island and Nares Rock. If there had been another more than 3 hours to go, surely some attempt would have been made to seek anchorage or get people off in lifeboats??

courtesy Trove.