LUXURY AND STATE OF THE ART TECHNOLOGY.

Western Mail, Perth, Saturday 20 February, 1909.

NOR'WEST SHIPPING TRADE.

Western Mail, Perth, Saturday 20 February, 1909.

ADELAIDE COMPANY'S NEW

STEAMER.

(See Illustrations.)

The Adelaide Company's new steamer

Koombana, which arrived at Fremantle

last week on her maiden voyage from

Glasgow, has a special interest for the

Western Australian public. She is the

first passenger and cargo boat that has

been built exclusively for service on the

Western Australian coast. Her mission

is to develop the Nor'-West trade. That

she is admirably adapted for this purpose 

is beyond question. During the last few 

years the Adelaide Steamship Company 

have made several additions to their large 

fleet of inter-State vessels, and in the 

Koombana the acme of perfection as 

regards the comfort of passengers, 

facilities for handling cargo, and appliances 

for skillful navigation find expression. 

Several gentlemen interested in the 

shipping trade who at the invitation of 

Mr. W. E. Moxon, the company's general 

manager in this State, made an inspection 

of the steamer, marvelled at the courage 

of the Adelaide Company in placing such a 

fine boat in the Nor-West trade. It is tangible 

evidence of the recognition of the growing

importance of this service, and that the

travelling public and those interested in

the development of the great northern

portion of the State will appreciate the

enterprise of the Adelaide Company goes

without saying.

The Koombana is a steamer of 3,760

tons register, and was constructed by

Messrs. A. Stephen and Sons, Ltd., Glasgow. 

She is equipped for the carriage of passengers, 

cargo, and stock, her dimensions being 

340ft. between perpendiculars, 

46ft. 2in. beam, and 

20ft. 8in. in depth. 

According to this report Koombana's depth was 20 ft. 8 in. and draft, 19 ft., which gives us a freeboard of 1 ft. 8 in. which is impossible. 20 ft. 8 in. refers to her maximum draught. We shall have to be very cautious of specification figures presented by the Press. Inquiry transcript gave:

3668 gross tons

2182 net tons

340 ft. length

48 ft. 2 in. beam

25 ft. 8 in. depth (of hold?)

4000 ihp

20 ft. 8 in. draft (wikipedia)

On a draught of  19ft. she can carry 4,000 tons of cargo.  

4000 tons suggests loading ALL cargo 50 cubic feet to the ton and displacing livestock from the cattle deck, which is not only unrealistic but would yield a draught well in excess of 19 ft.. Normally 100 cubic feet to the ton overall loaded, suggesting 1,800 tons cargo generally transported. 

4,000 tons was a 'pipe dream'. 

The previous post's report suggested a depth of 32 ft. which allows for a double hull space of about 6.5 ft., which seems excessive for a steamer of this size - should be more in the region of 3.5 ft., similar to Yongala. 

Elevation plans for Koombana demonstrate the following dimensions:

1) Depth of hull - 29.5 ft..
2) Ballast tanks - 3.5 ft..
3) Depth of hold - 26 ft..
4) Draught - 20 ft. 8 in.
5) Freeboard - 8.55 ft..
6) Propeller - 16.5 ft. (top to bottom of hull)

Koombana had ballast tank capacity (in the double bottom) for 900 tons, whereas Yongala's ballast tank capacity was only about 400 tons, which in part accounts for the differential. (Having perused the plans for Koombana her double bottom depth was the same as Yongala's, 3.5 ft. and the differential in ballast tank volume was made up by massive after and forepeak tanks, which were manipulated to access the tidal ports.) 

Furthermore, Koombana operated with a freeboard of 8.55 ft., which is correct for a ship of this size.

It is very important to note that this juncture that the propeller was 16.5 ft. from bottom of hull to its upper limits. This has great significance for what was about to come in a disastrous future.

If one compares Koombana with Yongala - both Adelaide Steamship Company:

                           Koombana (1908)                   Yongala (1903)

gross tons            3668                                             3664

net tons                2182                                             1825

length                   340 ft.                                           350 ft.

beam                    48 ft. 2 in.                                     45.2 ft.

depth (of hold)      25 ft. 8 in.                                     27.2 ft.

hull depth              29.5 ft.                                         30.5 ft.

draft                      20 ft. 8 in.                                      24 ft.

What becomes apparent are the marked similarities between the two steamers, particularly with regard to specifications and prominent top hampers. However, Yongala's narrower beam would likely have improved stability marginally compared with Koombana's wider, flat bottom and it is patently clear that Koombana operated with a significantly reduced draught (related to Northwest coastal ports access); a differential of 3.25 ft.. This would have had a significant impact on reducing GM stability and although both steamers were visually top heavy, Koombana took the prize in this department!

In her design special attention has been 

given to the fact that she will be engaged 

in a semi-tropical trade. Her decks are so

many that a lift is almost required for

transit purposes. Above the lower hold is 

the orlop deck, on top of which is the main 

deck. Higher up is the spar deck, on which 

the bulk of the passenger cabins and the 

dining saloons are situated. Over this again 

is a fine promenade deck, and going still 

higher the bridge and boat deck is reached. 

On top of all is the navigating bridge. 

The manner in which this paragraph is written suggests surprise and awe at the number and height of the respective decks. Bearing in mind this was 1909, a significant top hamper on a coastal steamer was 'uncharted waters' and rather daring - or unstable?

Again I am not sure that the classification is entirely accurate; the main or cattle deck was in effect the spar deck (the uppermost, continuous throughout length, steel deck within the hull) with the shelter deck above that; promenade or hurricane deck above that, and finally bridge or boat deck above that. 

Accommodation is provided for 300 first and second

saloon passengers. Most of the cabins contain only 

two berths, and the appointments leave nothing to be 

desired.

All the first-class staterooms are constructed on the island 

system, each division having a separate entrance from

the deck, while easy access is obtained to the saloon. 

Electric fans are fitted in each cabin. The drawing and 

smoke rooms are located on the promenade deck, and 

both are handsomely appointed. Special attention has 

been paid to  the colours of the upholstery, an effective 

scarlet shade predominating in the smoke room, while in 

the social room  a harmonious and restful tone is produced 

in purple (a matter of opinion). The social or drawing room is 

fitted with portable lounges, and furnished in Waring and Co. 's 

best style. 

The walls are treated with sycamore, the panellings being 

executed in satinwood. At one end is an elaborate bookcase 

with mullioned frames and bevelled glass, and containing 

an up-to-date library, and a Broadway piano, two 

Chippendale writing desks, occasional tables, electric

fans, etc., are also included in the furnishings. The 

ceilings are composed of white painted canvas with 

gilt-edged floral design. The main entrance to the 

saloon is handsomely panelled in mahogany, and 

the stairway leading to the promenade deck is of 

the same material, with carved pilasters. The dining

room in the first saloon has seating accommodation 

for 75 people. It is roomy, and well ventilated, and the 

oak panellings and green upholstery give a quiet but 

withal pleasing effect.

In the culinary arrangements every detail has been well 

thought out. The most up-to-date appliances are provided

in the galley and pantries, a feature of the kitchen being a 

patent electric egg boiler, by means of which an egg can

be boiled to suit each individual's taste - soft, medium, or 

hard. In the bake house an electrically driven dough

mixer is fitted up and 300 loaves a day can be turned out 

if necessary. 

Ample bathroom and lavatory accommodation is provided 

and generally speaking, the fittings throughout are of first-class 

description. The ventilation throughout the vessel has been 

very carefully attended to. On the main deck (spar), running fore

and aft of the vessel, excellent provision is made for the 

carriage of live-stock - an important branch of the Nor' West 

trade. Besides the ordinary space for stores, refrigerating 

chambers are fitted up with a capacity of 1,800 tons of cubic 

space. With the exception of one steam crane at the No. 1 

hatch for'ard, all the cranes are worked by hydraulic power. 

Clayton's fire extinguisher and fumigating plant is carried on board.

Cattle on the deck below such opulence must have created significant compromise in warm weather. The Clayton device, from what I understand, used a principal of suffocating fires - starvation of oxygen. This did not of course deal with smouldering fires deep within coal piles or cargo. 1800 tons of cubic space for refrigeration seems excessive (probably total) and precludes normal cargo. Will have to cross-reference this.

The navigating appliances are of the very latest and most 

improved design. On the bridge are a variety of instruments 

and machines undreamt of in the earlier days of steam navigation. 

There is Alfred Graham's patent telephone switch, by means of 

which the officer on watch can converse with the captain in his 

cabin, the engineer on duty in the engine-room, or the officer on 

the poop.

An indicator is provided by which automatically and silently 

directions can be given to the officer right aft when the

vessel is being moored or leaving the wharf; a further 

indicator shows the exact position of the rudder, while the

steering gear is controlled by a telemotor, the latest device 

for the safe navigation of a vessel. Electric sidelights, with 

auxiliary oil lamps, are provided, and should any of the 

navigating lights at the port or starboard side or at the 

masthead become by any means extinguished, an indicator 

gives immediate warning to the officer on the bridge. The 

officers' quarters are all conveniently situated.

Very impressive technology for 1908. One wonders if such new technology had a downside in the form of questionable reliability - appliances malfunctioning or failing at sea - particularly in a storm?

The Koombana was brought out to Australia by Captain J. 

Rees, late of the s.s. Bullarra, and he will retain command 

of the new vessel. The steamer left for Melbourne last week to

be docked. According to present arrangements she will then 

return to the West, and leave Fremantle on her initial trip to the 

Nor'-West on March 12.

It is interesting to note that the vessel derives her name from 

Mr. R. Forrest's "Koombana"" timber mill, near Bunbury.

Koombana was launched 27 october, 1908 and entered service, February, 1909.

Koombana - high out of the water!

SS Koombana

SS Yongala