A recap post from the beginning of this blog.
The Daily News, Perth, Monday 15 February, 1909.
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'.
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?
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| 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....
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.
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| 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.
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| SS Yongala - courtesy State Library of Victoria, Allan Green collection |
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| 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.
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.
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| A typical shelter deck - courtesy Gjenvick archives. |
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| SS Koombana - courtesy wikipedia - note prominent top hamper and funnel. |
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| same davits as fitted to Titanic. |
courtesy Trove.
