A FINE NEW STEAMER.

A recap post from the beginning of this blog.

The Daily News, Perth, Monday 15 February, 1909.

A FINE NEW STEAMER

THE S.S. KOOMBANA.

BUILT FOR NOR'-WEST TRADE.

A MODEL OF STYLE AND COMFORT, .

As stated In our columns of Friday,

the Adelaide S.S. Co.'s new steamer

KOOMBANA, which arrived in port

from London on Thursday, and left

again on the following day for Adelaide 

and Melbourne, 'has been specially built 

for the Nor'-West trade. She has been 

specially designed for the tropics.' Such 

were the words addressed by Mr. S. T. 

Maxfield, the superintendent of stores 

for the Adelaide Co., when showing a 

'Daily News' representative over the vessel.

The Koombana is a steel screw

steamer, of 3760 (3,668) tons, and was 

constructed by Messrs. A. Steven and

Sons, Ltd., in their yard, Linthouse

(Glasgow). Her principal dimensions are: — 

340ft, .between perpendiculars, by 

48ft. 2in. beam, by 

20ft. 8in. depth (draught).

25 ft. 8 in. depth of hold.

29 ft. 6 in. depth of hull.

900 tons ballast tanks.

She was constructed under the

British Corporation shelter deck rules

as an up-to-date cargo and passenger

steamer, carrying first and second

class passengers, and a large of number

of cattle, as well as a considerable

amount of general cargo. 

Shelter deck, by definition, is 'the upper deck having no protection from the weather, but
sheltering the deck below'. The spar deck is the 'highest steel deck extending continuously throughout the full length of the ship'. In the case of Koombana a confusing 'misnomer'.

In every respect, the builders have paid 

the fullest attention to ventilation and light,

thus doing away with that element of stuffiness 

so apparent on some of the passenger boats.

So particular, indeed, has the company been 

in order to allow passengers to overcome the 

heat of the Nor' West, that actually six decks 

are built one on top of the other. Undermost, is 

the lower hold, where the cargo is reposited 

and which is set aside for refrigerating space. 

On top of this is the Orlop ('tween) deck; then comes 

the main deck (spar) , on which the cattle are placed 

(fore and aft). Next is the spar deck (lower promenade), 

where a  great number of cabins are positioned, and on 

top of this is the hurricane (upper promenade), and then 

boat (bridge) deck. Yet, again, on top of this is the 

navigation bridge, which is open for first-class 

passengers. it will be seen that the decks occupied 

by the passengers are situated far up from the water, 

and the extremely plentiful ventilation provided 

and the numerous electric fans that are to be 

seen everywhere, make it possible to be cool 

in any circumstances. She is capable of 

accommodating 300 passengers, in a style only

to be looked for in such mammoth liners as the 

Mauretania and Lusitania,

Clearly careful thought went into the construction of Koombana with important attention

given to keeping passengers cool in the extreme heat of summer along the Nor'West coast.

Was there a price to be paid for 6 decks, one upon the other? Could the navigation deck

could be considered a seventh?

courtesy ANU archives, Australia.

Perhaps the most interesting fact in

connection with the new boat is that she

has refrigerating machinery on board

capable of dealing with about 800 tons,

besides which she has her own ice-making 

plant aboard— an innovation that should 

prove very acceptable when the Koombana 

visits the torrid Nor'-West. As is usual In the 

Adelaide Company's boats, arrangements 

for the shipping and discharging of cargo 

are very modern and complete.

1,000 ton capacity for general cargo. 

She is replete with hydraulic cranes,

except at No. 1 hatch, where, owing to

the position of passengers' berths, it

has been deemed inadvisable to erect

a crane. The pressman, first paid a visit 

to the captain's bridge, where his eyes 

were opened as to the advance of 

maritime invention and ingenuity. 

The most remarkable of these innovations

is the telephone switch, which connects

the bridge with the captain's cabin,

the poop, and the engine-room. This

telephone is used in case of emergency,

or when the officer on the bridge wants

to be more explicit in his orders to the

engine-room. For instance, if he

wanted to give the orthodox order

'Full speed astern,' it would not be

sufficient for him to indicate the danger 

the vessel was in. He could on the 

Koombana, however, just telephone 

down to the chief engineer and give 

him an order such as 'Give her all you 

can.' Then there is a telegraph on the 

bridge, which is used to communicate 

with the officer in charge, aft, when the 

vessel is about to moor, and in case of 

the steering gear going wrong there is 

also a telegraph which communicates 

with the man in charge of the patent 

wheel aft.

Another interesting change on the

bridge is the establishment of a 

portable chart table in a glass, which 

can be carried into any position. Two

electric sidelights are on the starboard 

and port side of the vessel, but in case 

of anything going wrong in either an 

auxiliary one has been built on or 

running down on either side. Perhaps, 

to a lay mind, the most interesting portion 

of the ship's electrical effects is the erection 

of four discs in the wheel-house. Should 

anything go wrong with the masthead light, 

the side light; or the bridge lights, a colored 

flame flares up in the respective discs; should

no attention be paid to this flame an electric 

bell rings in the disc, and the damage is 

ascertained exactly six seconds after it has 

happened.

This was the latest in technology. However, how reliable was this complex system, and in

particular during an evolving disaster at sea?

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.  

At one end of the social or drawing room 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.

Ample bathroom and lavatory accommodation 

is provided, and, generally speaking, the fittings

throughout are of first-class description. On the 

main deck, 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 ordi-chambers (holds) 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.

1,800 tons is realistic and compares favourably with the similarly-sized Yongala. Not 4,000

tons, quoted in other sources.

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 on Friday

afternoon to be docked. She will

return to the West, and leave Fremantle 

on her initial trip to the Nor'-West

on March 12. 

Not the least interesting item in 

connection with the appointments 

of the boat is the carrying of a motor

launch. This craft is to be used when

the Koombana misses the tide at

various Nor'-West ports, and she will

be sent ashore if necessary.

'I want,' said Mr. Moxon to a

'Daily News' representative, 'to 

refute the suggestion that the 

Koombana will be found too good 

for the Nor'West trade, and taken off.

She was built expressly for that 

purpose.'

What an intriguing statement. 

- The Nor'West trade was not smart enough to warrant Koombana?

- Koombana was an unnecessary extravagance?

- Would not be cost effective?

Clever advertising ploy - reverse psychology - drawing all the right attention to the new steamer....

The landscape of Western Australia was changing and in particular the successful cattle /

sheep ranchers and 'pearlers' had significant, disposable cash. These were wealthy people

who relished spending money on this new extravagance.

SS Koombana - courtesy Philatelic Database
note how high out of the water she was. Furthermore, note the significant cattle loading doors not secured in this photo and which presented a significant portal for water ingress.

The Mercury, Saturday 30 March, 1912.

'she was built to attain a speed of

14 1/2 knots.'

The Sydney Morning Herald, Thursday 24 December, 1908.

Her engines, also supplied by the builders, and a 

set of Babcock and Willcox water-tube boilers will be shipped 

at Princes Dock. The refrigerating machinery on board has 

been supplied by Messrs. J. and E. Hall, Ltd., London. A

Clayton fire-extinguishing and disinfecting installation

has also been fitted. Seven sets of Welin quadrant

davits have been fitted. The vessel was named by

Mrs. S. Elgar of Brisbane, wife of one of the company's

superintendents in England.

Wikipedia:

Tonnage:	3,668 GRT
Length:	340 ft 1 in (103.66 m)
Beam:	48 ft 2 in (14.68 m)
Draft:	20 ft 8 in (6.30 m)
Installed power:	4,000 ihp (3,000 kW)
Propulsion:	Inverted steam engines
Crew:	74

More accurately, 3,000 ihp.

Externally the Koombana strikes the observer as a

magnificent vessel, well-proportioned, symmetrical

and with the lines of a fine seaboat, which the voyage

out from Glasgow proved her to be without doubt.

A feature is her double-cased funnel with a bonnet cap

(similar to Yongala, built into the vessel). 

Compared with the Yongala, the new steamer is 12 ft.

(10 ft.) shorter (Yongala, 350 ft.), but has 3 ft. more 

beam. 

SS Yongala - courtesy State Library of Victoria, Allan Green collection

SS Yongala - courtesy wikipedia

....a most ornate dome goes through the lady's drawing

room and other light is obtained by Stone's patent ports.

The drawing room is of dried sycamore and satinwood,

with purple moquette upholstery.

...the promenade deck is 220 ft. long. At the after end of it is 

the smoking room, in oak and scarlet peganoid seats. It is 

fitted with a bar, lavatory and bathroom and writing desks. 

The bulk of the first-class cabins are situated on the spar deck

but a number have been provided on the promenade deck.

Their great feature is their roominess, alleyways on both sides, 

their large ports and electric fans in each berth. There is 

accommodation for 100 passengers in the first saloon, 

and for 130 in  the second-class accommodation, which 

is situated right aft. The latter saloon is of oak panelling, with 

teak  pillasters and teak dado. A smoking room is also provided 

and the the sleeping berths are well up to the standard.

The Koombana's engines are of the triple expansion type,

with cylinders 28, 46, 77 in. by 51 in. stroke, and steam is 

provided by four of Babcock and Willcox's water-tube

boilers, at a working pressure of 223 Ib. to the square

inch. On her trials the steamer attained a speed of 14.6

knots over a distance of 100 miles.

Compared with Yongala:

The propelling machinery for the vessel
consisted of a set of triple-expansion engines,
built by the Wallsend Slipway and 
Engineering Company, Ltd. the cylinders
are of 32, 51 1/2 and 84 inch diameter
respectively with a stroke of 54 in. which
can supply steam at a pressure of 180 Ib.
per square inch.

Yongala was a faster steamer which seems to correlate with the comparative

dimensions of respective cylinders.

The Koombana carries a large general cargo on a 

comparatively light draft, beside 300 head of cattle,

for which there is special provision on the main deck.

Reduced draught acknowledged.

Why comparison with Yongala? Yongala was also considered inherently top heavy, requiring additional ballasting and which disappeared in a cyclone off Queensland, almost exactly a year prior to the loss of the Koombana. See:

http://yongalarevisited.blogspot.com/

The Argus, Melbourne, Friday 19 February, 1909.

NEW STEAMER KOOMBANA.

DUE TO-MORROW.

It may be safely said that steamers for the Australian

coastal trade are being built continuously in Great

Britain. The Koombana of the Adelaide Steamship

Company line which is due here tomorrow, makes

the third new steamer to arrive here within three

weeks, the others being the Kapunda of the Melbourne

Steamship Company line and the Eumarella, of the 

Howard Smith line. The Koombana, which is intended

for the service on the Northwest coast of Australia, has

already made calls at Fremantle and Adelaide, the 

object of her visit to Melbourne being to enter dry-

dock for an overhaul. She will afterwards return to

the north-west, and enter upon her duties there.

Captain John Rees, an old identity of the Adelaide Steamship 

Company, is bringing the Koombana to port, having gone to 

Scotland some months ago to superintend her construction. 

He reports that the vessel left Glasgow on December, 29, 

during a severe snowstorm, and after 36 hours delay at 

Greenock awaiting snowbound passengers, a start was made 

at 7 am on the 31st. Fine weather was met with on the run down 

the Irish Channel, and across the Bay of Biscay. Las Palmas 

was passed on January 6, and Cape Verde on the 9th, the N.E. 

trade wind being carried down to the sixth parallel. The equator 

was crossed on the 13th and light S.E. winds were met with until 

within three days of Cape Town, when strong headwinds and 

heavy seas considerably delayed progress. 

It appears from the information given that Koombana averaged 13.5 knots

between Las Palmas and Cape Verde. This was a reasonable average, taking

the cost of coal consumption and range into consideration - a more realistic

operating speed.

Cape Town was reached on January 23, and after embarking 

passengers, Koombana sailed the following day, arriving at 

Durban on the 27th.

The average of 13.5 knots was maintained for this leg of the voyage as well.

Here a large number of passengers joined, and departure was

made on the 28th. Fine weather prevailed down to the 27th

parallel. The Koombana passed close to Amsterdam Island

on the 5th inst; and the whistle was sounded, but there was

no sign of human life on the island. From thence to Fremantle

strong southerly winds and heavy beam seas were encountered.

The Koombana was not driven at full power on the run out, but

average over 13 knots from Durban.

Interesting to note at this early stage that Koombana managed heavy beam

seas and strong southerly winds, without incident. One assumes that all

ballast tanks were full and we do not know how much dead weight cargo

was stowed in her lower holds, but was probably significant.... 

Her sea-going qualities proved to be exceptionally fine.

Captain Rees has with him the following officers:

Chief - H J Clark

Second - J Birch

Third - S J Nelson

Purser - D B Reid

Surgeon - Dr R M'Nair

Chief Engineer - J R M'Donald

Second - W J Shimmons

Chief Steward - A E Smith.

A typical shelter deck - courtesy Gjenvick archives.

SS Koombana - courtesy wikipedia - note prominent top hamper and funnel.

same davits as fitted to Titanic.

courtesy Trove.