THE AGE OF KOOMBANA.

Daily Herald, 13 April, 1912.

LIFE IN THE WEST

THE CATTLE CAMPS.

ABORIGINAL CUSTOMS.

By the steamer Koombana, since

wrecked in a cyclone on the Western

Australian coast, arrived at Broome

under engagement to manage Frazier

Down cattle station for Mr. Mark

Ruben, who is credited at Broome with

being the largest pearl buyer in the

world. He has been living in London

for several years. Mr. Davis, his brother-

in-law, manages the Broome business. I

was engaged by Dalgety & Co. Limited,

Perth, on behalf of Mr. Ruben. The

station is 120 miles south of Broome

overland, and 80 miles by sea (writes

W. EL B. in the "Herald").

I stayed in Broome for a few days,

until arrangements were made for me

to go down the coast - to the station by

Joe Johnstone's 25-ton schooner Muriel,

the crew being six Malays, with Johnstone, 

the owner, in charge. We left Broome on 

Wednesday, July 5, and arrived at Cape

Frazier, the coastal boundary of the 

station, on the following Friday morning -

anchoring about two miles off the land,

Johnstone informed me I had arrived

at my destination, and that the Malay

crew would row me ashore, and I would

see the station homestead from the sand

hummock. I rather demurred to this

arrangement, as I told Johnstone - no

doubt he knew all about the coastline,

but as I had never been on the coast

before his knowledge was useless to

me as I might be landed 50 miles from

nowhere. However, we compromised

on matters in a way—on my arrival 

onshore I was to keep the boat's crew 

until I could see the homestead.

On going up on , a hill I could see no

house, but met about 50 aborigines who

could speak broken English. They put

me on the track. I then let the boat's

crew return to the schooner. On my

arrival at the station homestead some

three miles from the coast there was

only one white man and about 100

natives. The homestead had three

rooms, with iron sides, and roof, and

back and front verandah. This station,

was 129,000 acres; stock, 3500 cattle, 

400 goats, and 30 horses.

All the stations at West Kimberley

are leased from the Government for 25

years, the rentals being 6/ per 1000

acres per annum. The country is very

flat, and the herbage is spinifex and salt

grass. The average rainfall at La Grange

Bay for the last 20 years is 18' inches

per annum, and three-fourths of this

average falls in the willy-willy season.

The cattle, are small - Bullocks, when

fat, average about 650 lb., and in the

vicinity of La Grange Bay there are no

cattle diseases. At the same time the

cattle are getting very much inbred.

The only market for cattle is Java,

three days' steam from Broome. The

vessel takes 250 head per fortnight 

from Broome and Derby; the price 

being 15/ per head, delivered, at either 

of the above ports. If the vendor and 

purchaser cannot agree as to the average 

weight, the former will pick out the largest 

bullock, and the latter the smallest, have 

them slaughtered, and average the weight, 

this average to be accepted as the average 

weight of this mob. 

The Java trade with Kimberley opened up a 

little over 12 months ago. There is a plentiful 

water supply - within 20 miles of the coast; at 

12 to 20 ft. good cattle water, but there is some 

mineral in the water which rots the iron tanks 

and troughs within three years. Tar is useless 

as a preservative. I had three Edison pumps on 

the station. 

The balance of the report has been redacted due to the nature of commentary regarding indigenous 

West Australians.

Mr. C.W. Pidduck (?).

courtesy Trove.

SIGNALS OF DISTRESS.

RMS Koombana - courtesy Wikipedia

The Evening Star, 27 March, 1912.

THE MISSING KOOMBANA

NO TIDINGS YET RECEIVED

VESSEL SHOWING DISTRESS SIGNALS OFF PORT HEDLAND

AN OPTIMISTIC OPINION BY A CAPTAIN

VESSEL FLYING DISTRESS SIGNALS

OUT FROM PORT HEDLAND.

BELIEVED TO BE THE BULLARA.

FREMANTLE, 2 o'clock.

Information came to the Adelaide

Steamship Company's office this morning

which may throw some light on

the disappearance of the Koombana.

Broome cables that communication

has at last been established by a line-

man with a field instrument with a

point three miles on the Broome side

of Port Hedland.

This man reports that there is a

steamer outside with funnel gone and

no decking, flying signals of distress. 

While there is "a great deal of hope

conveyed by this message, it must "not

be mistaken to mean that the vessel in

question is the Koombana." 

It may, in all probability, be the

Bullarra. The latter boat left Cossack

last night for Hedland, and should

have arrived there this morning. During

her encounter "with the willy willy

before leaving Cossack she lost her

funnel.

It is hard, however, to understand

why she is flying signals of distress,

as she could not have had any severe

weather. 

Between Cossack and Hedland

after the cyclone.

Perhaps the lineman is mistaken,

and the signals are not those of distress,

but are merely an attempt by

the Bullarra to find out by means of

flags what is the condition of Port

Hedland harbor.

Port Hedland and Bedout Island were 

not damaged by the Balla Balla Cyclone.

It is generally considered in shipping

circles here that the vessel outside

is not the Koombana, but the Bullarra,

as it is not considered likely that the

Koombana's decking would be carried away.

Interesting final comment referring perhaps to a 'newer' ship. Also, like Yongala, Kombana's funnel was built into the superstructure. If anything it might have served as a lever 'pulling' the ship over in her final death throes.

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

"Her funnel was peculiar

having been built into the ship,

it would have stood alone even if

the guides had been blown away."

SS Bullarra - courtesy Ships Nostalgia

courtesy Trove.

THE 'OLD SEA-DOGS' KNEW.

Truth, Perth, 30 March 1912.

"For Those in Peril."

"Koombana's Chances Considered."

Though the young men of the

"West" and "News" valiantly strive

to instill a spirit of hope in the public

mind regarding the Koombana, most of

those who have relatives and friends

aboard are prepared for the worst news

that can come to hand. The best

that the sea-tanned mariners of our water

front can offer in the way of consolation

is that Skipper Allen would at the first hint 

of trouble, get as much seaway as he could, 

and that the heavy send of the seas may have 

stripped the Koombana of her propellers.

Koombana had one propeller.

But even the most optimistic of the

experts shakes his head doubtfully

when he is reminded that the Koombana

is a twin-screw boat, and, therefore,

to some extent, would be able, to

dodge the dreaded "racing' caused by

mountainous waves.

And precisely why Captain Allen predicted

that he would not get to Broome by the following

day: - racing = reduced thrust = reduced overall speed.

There is also a disposition on the part of doleful

Jeremiahs to confute the published assertions

that the Koombana behaves magnificently in

bad weather. These pessimists declare that the

missing steamer is exceptionally "tender"-

and - that her designers and builders in

the effort to supply a comfortable ship for a

tropical climate gave her too much top hamper

("wind surface" is what the old sea-dogs call it.)

and too little grip or draught.

And with that the threat of losing steering control in 

heavy seas and broaching.

But these speculations can be discussed and

decided only by those who have knowledge

of marine architecture and of the calculable 

forces of wind and wave. The ships that

the Adelaide S.S. Co has provided for

the Australian coastal trade have been

mostly noted for their weatherly qualities,

and they have always been splendidly

officered. The outlook is not a

pleasant one; admittedly there is little

to build on when a well-found steamer

is seven days overdue on a 24 hour trip. 

And the Koombana's chances

are lessened by the fact of the Bullarra

(a grand sea boat) getting such

a buffeting; for the younger ship was

not the equal of the slow, old tub in

tropical disturbances. There is widespread

sympathy with those whose

hearts are wrung by anxiety for near

and dear ones on the missing steamer,

and it is only simple truth to say that

even if the worst anticipations are fulfilled,

the public will be greatly shocked.

SERVICE IN DECLINE.

Western Mail, 26 August, 1911

PORT HEDLAND CARGOES.

SHIPPING COMPANIES DENOUNCED.

Port Hedland. Aug. 21.

A special meeting of the Progress Association 

was held to-day for the purpose of

protesting against the continued shutting

out of cargo by south-bound boats. Shipments 

of tin ore, skins, etc., were missed by the last 

four boats, greatly inconveniencing the consignees.

The shipping companies were strongly denounced, 

and letters were prepared for forwarding to the 

Fremantle Chamber of Commerce and to Derby,

Broome, Cossack, and Roebourne, asking for 

assistance, if necessary, to induce opposition 

steamers to trade along the coast, it being contended

that this was the only remedy. Port Hedland firms 

were prepared to give opposition boats a 12 months' 

guarantee, and were also asking the squatters to 

guarantee to ship their wool by the same vessels.

There is no denying that pressures placed on the Adelaide Steamship Co were great despite the magnificent Koombana. Complaints were vociferous and loaded with threats. But the root cause of Port Hedland frustration must surely have lain at their own doorstep in the form of a tide and bar which only allowed a very narrow margin of entry and exit. Did the future bode progress and brighter days? What was to become the face of 'opposition'? 

A State Steamer Service which according to the following report was not what demanding  'consignees' had envisaged; AND let us be under no illusions the degree of pressure Captain Allen was placed under to keep his schedule and depart that late summer's day into unknown storm conditions at sea.

Perth, 1 November, 1913.

STATE STEAMERS.

- Cool Storage Cargo.

How Butter and Bunnies Reached

Broome.

"When the ill-fated-Koombana was on

this coast, the people were well treated

in regard to the storage of vegetables,

fruit etc., the only trouble being that 

enough storage space could not be 

obtained. This is of such vital importance

to everyone in the Nor'West, that a howl

of delight went up when the State

Government announced that the 

Western Australia (steamer) would have

capacity for 100 tons, (Koombana 800

tons) cool storage - eh what! It has never 

realised a tenth of the hopes, and this 

week most of the 'cool storage cargo' for 

Broome had to be destroyed, being unfit 

for human consumption. Many butter 

cases were half empty, giving the 

impression they were stored on the boilers 

and not near the ice chamber door. The 

ship landed a deal of her own stores for 

storage in Broome; maggoty rabbits, etc. 

which to avoid prosecution by the Health

Authority, had to be incinerated in the

local boiler furnace. It is feared, in some

quarters, that the ship has a fair chance

of returning from Darwin with fever on

board. 

The Nor'West Echo...

Port Hedland - courtesy Port Hedland NOW

courtesy Trove

'RACE FOR THE BAR'.

 

SS Charon - courtesy Flotilla Australia.

Northern Times, Saturday 19 August, 1911.

PORT HEDLAND.

From Balla Balla the Charon steamed 

to Port Hedland, and, after passing 

through a fleet of 25 pearling luggers 

at work, anchored outside the

bar at 7 o'clock Friday night. By

10.30 the tide was favorable and the

vessel was ably steered across the bar

and through the harbor's tortuous

channel, mooring alongside the jetty

in excellent time and fashion. I made

a visit to the office of the "Hedland

Advocate" close on midnight, and had

a chat with its breezy sponsor. In the 

early morning we saw the Paroo at 

anchor outside the bar. The tide,

which has a range of about 26 feet,

had receded, and the narrow channel

within the harbor was clearly visible.

Mangroves give friendly covering to

mudbanks where the waters have gone

out, except on the town side, The port

is a natural harbour, at least 12 days in

the month negotiable by large steamers

between various hours. 

The Paroo and the Charon hasten loading

and together race for the bar, crossing it in 

four and a half fathoms (26 ft.) at about 

2 o'clock. Then we part company and 

proceed on opposite courses.

SS Paroo - courtesy Flotilla Australia.

courtesy Trove