A SANGUINE ENGINEER.

The Advertiser, Adelaide, Wednesday 10 April, 1912.

THE KOOMBANA.

A SANGUINE ENGINEER.

The Broome correspondent of the "West

Australian" telegraphed to that paper on

April 1:

Mr. McDonald, an engineer, of Broome,

was sent to England specially by the 

Adelaide Steamship Company to supervise 

the construction and fitting of the Koombana

engines at Glasgow, and came out with her

as chief engineer. Up to the time of leaving 

the steamer to start in business at Broome 

with Mr. Low, he acted as chief engineer, 

and travelled in the steamer to Sydney, 

and up and down the Western Australian 

coast. Mr. Low was fourth engineer, and 

also came out from Glasgow in the vessel.

"The trial trip of the Koombana," said

Mr. McDonald, was at sea. She indicated

3.000 h.p., with a speed of 14 1/2 knots

throughout. Fully laden, her average

speed, however, was 13 1/2 knots."

"Was she a specially built ship so far as

stability was concerned?" he was asked.

"She was a magnificent vessel,'" he replied, 

"strongly built. Her tailing shaft was 25 per cent, 

above requirements. She had water-tight doors 

in every compartment, and was capable of 

carrying 900 tons of water ballast. Her engines 

were triple expansion, but not duplicate, and 

had all the latest auxiliary gear. It has been

stated that the vessel was 'top-heavy,' but

that is not true. - She is the best sea-boat I

have ever sailed in, and almost my last

trip in her was one of the worst from a

weather point of view that I have experienced. 

Her machinery was the best running I ever 

handled. I do not think that she has broken 

her tail shafting, which, as I have said, is 

made 25 per cent, above the requirements. 

My opinion is that she has met with some 

minor disablement, such as a mishap to the 

rudder, in which case she would be unmanageable, 

and repairs would have to be effected at sea. 

They have all the necessary appliances and 

facilities on board for doing such work. I have 

every hope that she will turn up partially repaired. 

You cannot do much in a week at sea in the way 

of repairs. Those who are anxious should take

heart, because the Koombana is a splendid sea 

vessel, and well equipped in every way."

This response mirrored that of Koombana's predecessors, Yongala and Waratah. It also, to some extent, explains delays in sending out search ships. Wreckage had already been discovered by this time which was not in keeping with Mr. M'Donald's optimism. 

It is interesting to note that rumours were already in circulation about Koombana being top heavy, which, as in the case of Yongala, were strongly refuted by representation of the Company. 

Yongala was also reported to have a tail shaft '25% above requirements'. It's almost as though this was a standard response from the ASSC, but was probably a specific requisite for both vessels, suggesting that these coastal steamers were prone to tail shaft failure or were more powerful than the norm.

Koombana was similar to Yongala in many respects apart from one: Yongala had water ballast tank capacity of 400 tons, whereas Koombana had a more than double 900 ton capacity. This in itself is interesting and points to the fact that Koombana, with her low draught and high top hamper, required greater compensatory ballasting. Such flexibility allowed her to gain access to spring tide ports such as Broome. But such flexibility was not without risk and required filling of ballast tanks at sea - in some conditions, a dangerous practice. When Koombana departed Port Hedland for the last time one imagines that depending on cargo quota on board her ballast tanks were appropriately filled. If not, I hate to think. 

Further to this the cattle deck had a necessary span of ventilation ports which, if not adequately secured, could have been a portal of water ingress while heeling and being struck by cross-seas.

Interesting to note that Mr. McDonald quoted Koombana's power at 3,000 ihp, whereas some sources refer to 4,000 hp installed.

Koombana - courtesy State Library of Western Australia

courtesy Trove