Collision off Greenock

On Hogmanay, 1904, a collision occurred between the steamers Kathleen and Stromboli off Garvel Point, Greenock. Two engineers in the Kathleen were lost in the accident. This article provides some postcards of the incident and a day-to-day account of the ensuing salvage operations and recovery of the bodies of the engineers from the pages of the Greenock Telegraph.

“Disastrous collision at Greenock.—Steamers sunk off Garvel Point.—Two engineers drowned.—Narrow escapes.—The closing hours of 1904 were marred by a lamentable collision which occurred on Saturday night in the river off Garvel Point. The colliding steamers were the Kathleen (Captain Dawson) 1,017 tons register, inward from Bilbao with 2,300 tons of iron ore, and the Stromboli (Captain Drummond), 1,011 tons, outward from Glasgow for Mediterranean ports with a general cargo. During the week the weather on the Clyde has been foggy and on Saturday night about six o’clock the atmosphere was somewhat hazy. The Kathleen left the Tail-of-the-Bank about seven o’clock in charge of a river pilot her way to Glasgow. The journey, unhappily, was not to be completed. All proceeded well until the vessel rounded Garvel Point, when the steamer Stromboli, which was also in charge of a river pilot, was observed approaching. The lights on both vessels were burning clearly. Through some cause or another, which will form the subject of a Board of Trade inquiry, the steamers came into violent collision with each other in the fairway directly opposite Garvel Graving Dock.

“So great was the crash that the noise was heard some distance by persons on shore. In fact, the crews of the steam launches Clyde and Nathaniel Dunlop heard the crash at Princes Pier. The Stromboli, which apparently was steaming at a fair rate of speed, struck the Kathleen on the starboard side amidships, her stem crashing through the plates to the engine room casing, her bowsprit being right over the Kathleen’s bulwarks on the other side. The impact was such that the vessels remained locked, the Kathleen sinking almost immediately. The utmost consternation prevailed on board both steamers, and the majority of the crew of the Kathleen, seeing their vessel was settling down quickly, clambered on to the Stromboli, which had in the meantime backed towards the shore, drawing the Kathleen with her to within 150 yards of the beach. When the collision took place the engine-room staff of the Kathleen were below attending to their duties. Alarm was given to them, but unfortunately the warning failed to enable all to make good their escape. The second engineer and the firemen, one of whom had a narrow escape, were fortunate to reach the stokehole, and thus gain the deck in time to board the Stromboli. The chief engineer and the third engineer were understood to be following, but their non-appearance led to the hope that they had tried to leave the engine-room by means of the aft ladder. Closer investigation elicited the fact that their way of escape in this direction had been cut off, and that they had either been killed or drowned. The names of the deceased are—Andrew M‘Intosh, chief engineer, 47 years of age, and James Struthers, third engineer. 22 years of age. Both belonged to Glasgow. Mr M‘Intosh was married, and has left a widow and three of family. Mr Struthers was unmarried. Among the survivors there was naturally much grief at the sad fate which had befallen their two comrades, who, doubtless, in common with the others, had been looking forward to spending the New Year’s festivities with their families and friends. Some little time elapsed before the news of the disaster became known. Word was received at Princes Pier Pilot Station about eight o’clock that a serious steamship casualty had occurred in the neighbourhood of Garvel Point, and the Customs steam launch Clyde, and the steam pilot cutter Nathaniel Dunlop proceeded to render any necessary assistance. Mr MacBrayne’s Cavalier, which was coming down from Glasgow, was one of the first vessels to give help. In the meantime most of the men had come ashore in the Nathaniel Dunlop, and walked from James Watt Dock to the Sailors’ Home at Dock Breast, where they received every attention from Mr and Mrs Heitman. Two of our representatives were early at the dock, and had interviews with several of the officers and men of the steamers, and the Telegraph was thus able to give to its readers the main facts of the catastrophe in a special edition, which was largely bought up in the streets filled with Hogmanay crowds.

“A pathetic circumstance falls to be noted. On the Kathleen coming up to the Tail-of-the-Bank. and learning that the vessel was to carry on to Glasgow without delay, Mr M‘Intosh, the chief engineer, wrote out a telegram for his wife, informing her that he might be looked for at Glasgow harbour about nine o’clock. He handed the form one of the Customs officers for despatch to his home. The telegram would reach its destination just about the time when the collision occurred and when M‘Intosh went down with his vessel.

“The look-out man, Victor Rube, of the Kathleen, and a native of Switzerland, states: I was on the lookout, and we had not gone far when saw and reported a mast-head light. I saw that her green light was against ours, but then she showed both red and green. We whistled, and the other vessel answered; but she continued to come straight towards us. I do not know whether her steering gear went wrong, or whether anything else happened. Our helm was starboarded, and we went to port; but as the other vessel came nearer I saw she was still coming straight on to our bow. I sang out to my mates to look out that she was going to run us down. Our helm was put further over to try to get out of her way, but it was too late, and the vessel crashed into our starboard side abaft of the bridge right into the engine-room. The stem of the vessel was almost right through the Kathleen. I made for the boats, but there was such smoke and steam and spray and water coming up from below that it was impossible to get at them. He then ran the other side of the Kathleen, and scrambled on to the other vessel, the Stromboli, which did not seem to be so much damaged. We shouted on the others to come, and the wonder is that in the confusion amid the smoke and steam we all managed to get on to the Stromboli. We all got clear except the second mate and the first and third engineers. The mate ran the fore rigging. We never saw the first and third engineers. They were probably killed in the engine-room.

“Seen yesterday afternoon by one of our representatives, Mr James Buchanan, engineer. Garvel Graving Dock, had a graphic story to tell. Mr Buchanan, who resides in Garvel House, which is directly opposite the scene of the collision, states that he and his son, Mr Thomas Buchanan (second engineer of Mr Vanderbilt’s steam yacht Warrior), were with other members of the family sitting round the fire on Saturday night when they heard a noise like an earthquake. They rushed to the window overlooking the firth, when their gaze alighted upon two steamers locked together. The night was dark, but lights were visible some distance away. Mr Buchanan and his son left the house, and went down to the beach where they could hear orders being issued on both vessels, and also some cries for help. There was nobody in the vicinity of the deck except themselves and as they had no boat they were unable to put off to render assistance. Meantime the Stromboli had reversed her engines, and was backing towards the shore, pulling the Kathleen with her. Shortly after the vessels collided a steamer outward from Glasgow passed, but continued on her course. Another steamer, coming up the river, hung back, and did not approach the vessels. Mr Buchanan and his son shouted to those on board to send boats to the rescue, but their cries were apparently not heard. The Kathleen sank in about three minutes after being struck, and minute later the Stromboli grounded on the beach. Immediately following the collision, lights were seen burning at the bows of the Stromboli, and the crew of the Kathleen was observed scrambling on board that vessel. Mr Buchanan telephoned to the various towing companies, and asked that tugs should be sent. Very soon there was quite a small fleet of vessels in the vicinity. In closing the interview, Mr Buchanan said that Garvel Point was an awkward part of the river, and during the past thirty years many accidents, more or less serious, had occurred there. An officer of one of the vessels was also interviewed by one our reporters. Although the night was dark, the lights on the river were, he said, discernible for nearly a quarter of a mile. The vessels were on the top of each other before those on board had time to avert the crash. Things were bad enough, but the loss of life, he feared, would have been greater had the vessels not been so near to the shore. The pilots in charge and the responsible officers of the steamers were naturally reticent, and absolutely declined to make any statement to how the accident was brought about. At high water yesterday the Kathleen was completely submerged. The officers and crew have lost all their effects. Captain Dawson, and Mr Williamson, second engineer, remain by the vessel, and make the Sailors’ Home their headquarters. The following is the list of the Kathleen’s crew, 18 in all, two of whom belong to Greenock:—Captain Dawson; Donald M‘Donald, mate; John M‘Phail, second mate; Andrew M‘Intosh, chief engineer; J. Williamson, second engineer; J. Struthers, third engineer; David Martin, cook; F. Fossidick, steward; William Gilmour, A.B.; Victor Rube, A.B.; T. Rhode, A.B.; James Hargie, A.B.; John M‘Pherson, A.B.; George Ross, ordinary seaman; J. Moses, donkeyman; Wm. Lamont, fireman. J. Basham, fireman; W. Aitkinson, fireman.

“Most of the above, after being attended to at the Home, left Greenock for Glasgow with the last train on Saturday night, as did also the majority of the Stromboli’s crew. Captain Drummond of the latter vessel was taken to Princes Pier in the launch Clyde. On Saturday night Mr Andrew Hardie, master of works, Clyde Lighthouses Trust, was communicated with, and steps were immediately taken to have the sunken vessels properly lighted, so that there might be no danger to navigation. This morning operations were begun with the view of the recovering the bodies in the Kathleen, and preparations were also made for ascertaining the full extent of the damage sustained by both steamers. The work of raising the iron ore boat will be difficult and tedious. Throughout yesterday crowds visited the East-end and also the Customhouse Quay, where a good view can be had of the colliding steamers. It may be added that the general cargo of the Stromboli includes one hundred tons of sewing machines and three tons of whisky. The latter is stored in the cabin, and the Stromboli lies in a position that the liquor will be easily got at. Arrangements are now being made for its removal by the Customs authorities to the warehouse at James Watt Dock, where it will be kept under Crown lock. Some of the Stromboli’s deck cargo, including barrels of naphtha, has been washed ashore, and are being taken charge of by the Receiver of Wrecks. The Kathleen, commanded by Captain Dawson, owned by Messrs Alexander & Arthurs, Glasgow, and was built at West Hartlepool in 1880. The Stromboli also hails from Glasgow, and is under the management of Messrs Bruce & Co. She was built at Birkenhead in 1870.”—Greenock Telegraph, January 2, 1905

Stromboli on the left nearest the shore and Kathleen on the right

“The shipping disaster at Greenock.—The position of the two vessels, the Kathleen and the Stromboli, that collided and sank off Greenock on Saturday night, remains unchanged, excepting that each has settled down somewhat since then. The Stromboli is at right angles to shore, her stern being furthest in, and about 200 yards off the bank, and the Kathleen lies across her bow, with her stem pointing out towards the channel. No divers have yet arrived on the scene to make an examination or seek for the bodies of the engineers who were drowned. Captain Burns (British Marine Salvage Company) and Captain Dawson, representing an insurance company, both of whom, it will be remembered, were connected with the raising of the Belgian training ship that overturned only a few hundred yards away from the present disaster, made an inspection of the vessels yesterday and it is probable that to-day a decision will be come to regarding the carrying out of salvage operations.

“To mark the position of the vessels during the night, two bright lights are hung from the sternpost of the Kathleen and another white light from the stern of the Stromboli. Notwithstanding these precautions, a Glasgow-owned lighter, the Oberon, ran on to the deck of the Kathleen, which is covered with water, at midnight, and did not manage off until eight o’clock this morning. Although the vessels do not interfere with shipping traffic on the channel way, care needs to be exercised when passing them, most of the steamers slowing down when doing so.

Stromboli, Kathleen and the puffer Oberon

“The wife of Andrew M’Intosh, the chief engineer, who was drowned, spent some time at the James Watt Dock yesterday, expecting that her husband’s body would be recovered then. A large number of townspeople visited James Watt Dock during yesterday, and viewed the scene of the disaster from the bank on the far side of the Garvel Graving Dock. Seen from there, the vessels now present a curious spectacle, only their masts and funnels appearing above water, while the manner in which they lie locked together suggests to the mind the force with which the vessels collided. Several sightseers were also at the dock this forenoon.”—Greenock Telegraph, January 3, 1905

“Amateur photographers have been very much in evidence at Garvel Point, where the steamers Kathleen and Stromboli lie locked together. It is striking picture they will able to add to their collections.

“The Stromboli is one of the few remaining old-fashioned cutwater boats, which accounts for her penetrating the engine-room of the Kathleen in the way she has done. She was originally Cunarder, and ran for many years between Liverpool and Mediterranean ports.”—Greenock Telegraph, January 4, 1905

Ardbeg on the left, Stromboli and Kathleen

Greenock Telegraph, January 7, 1905

“The shipping disaster off Greenock.—Coaster stuck on top of wreck.— Shortly before four o’clock this morning the steam coaster Ardbeg, 251 tons, which was going up the river, ran on to the submerged after-deck of the Kathleen, evidently mistaking the two bright lights that are erected at that vessel’s stern for light buoy. The tide was almost half on the ebb when she went on. This forenoon her position appeared to be very bad. Since daylight her stern was rising high with the tide, while her bow rested on the deck of the Kathleen, the forward holds filling with water from the damage which has been sustained. Salvage work will be still more complicated, for it is likely that the Ardbeg, which has on board a quantity of herring, will break through the deck of the Kathleen. The Ardbeg belongs to the Glasgow Steam Coasters’ Company, Ltd., of which Paton & Hendry are managers.

“The sunken steamers Kathleen and the Stromboli are proving to be a danger to navigation at night time. Although there is room enough for vessels to pass in the channel way, the unaccustomed lights which mark their position have not been identified by the three vessels that have run into the Kathleen, which is farthest out from the shore. On Sunday night the Helen, a Glasgow coaster, stuck, and the following night a steam lighter, the Oberon, also went “aground” on the Kathleen for several hours, both, however, getting successfully off. Now the Ardbeg has been damaged, and practically adds another vessel to the scene of the disaster.

“Among other things washed ashore from the Stromboli during yesterday and last night were several bales of paraffin wax. These were locked up when found until the Customhouse officers could examine them, and say that no duty was chargeable. Yesterday the officers of the Stromboli were successful in getting several articles of clothing, etc., from their vessel by going out in a small boat when the tide was at its lowest.

“To-day the underwriters will give instructions to one of the salvage companies that have offered to undertake the job, so that work in connection with salving the vessels and the cargoes will commenced very shortly.

“Theft from steamer Stromboli.—Two riveters, John M‘Kendrick and James Robertson, appeared before Bailie Andrew at Greenock Police Court to-day on a charge of stealing a quantity of provisions and other articles on 3rd inst. from the steamer Stromboli, lying off Garvel Point. The indictment stated that they stole two tins of butter, bottle of pickles, tin of mustard, tin of salt, two tins of marmalade, five bedmats, five tablecloths, a sheet, apron, sixteen serviettes, table knife, three tumblers, a pair trousers, semmit, piece of green baize, and a cushion. They pleaded not guilty. The evidence showed that M‘Kendrick was engaged by the mate of the Stromboli. He was taking men to and from the vessel. The goods were left in the cabin of the steamer ready to be taken away. Accused were seen taking the articles into the clubhouse of the Charing Cross Rowing Club, and putting them in the loft. At night, along with three other men, they were stopped by Inspector Gunn while leaving the James Watt Dock. Giving unsatisfactory answers, they were taken to the Police Office. A witness said accused were privilege, not financial, members of the rowing club. Bailie Andrew found the charge proven, and fined each 30s, or fifteen days.”—Greenock Telegraph, January 5, 1905

“The shipping disaster off Greenock.—Salving of the vessels.—The salving of the Kathleen and the Stromboli will be undertaken by the East Coast Salvage Company, who yesterday received instructions from the underwriters to proceed with the work. This morning the Salvage Company’s large lighter arrived at Greenock from Stornoway. The sunken vessels are lying in a very exposed place, as the wind is coming strongly from the west. Salving will be commenced when the weather moderates.

“While the coaster Ardbeg lay stranded on the deck of the Kathleen a squad of men, at low tide yesterday evening partially repaired the damage that had been done to her bow while it was above water. This morning about ten o’clock, with the assistance of one of the company’s (Paton & Hendry) steam lighters, the Ardbeg floated off and procceded under her own steam to Glasgow. Yesterday evening a numberof  the barrels of herring which she had on board were taken off by the lighter.”—Greenock Telegraph, January 6, 1905

“The shipping disaster off Greenock.—Tugs employed to keep shipping clear.— The danger which the sunken ships, the Kathleen and the Stromboli, present at night time to passing shipping, more especially to vessels coming inwards, the captains of which are unaware the exact locality of the wrecks, has been fully realised, and special precautions are being made to keep shipping clear. When darkness came on last night it was found to be impossible to erect the two white lights at the stern of the Kathleen and the white light at the stern of the Stromboli, owing to the gale which blew all day from the west and which was then still causing heavy seas to wash around the partially submerged decks and to break over the funnels. All pilots who were due to leave Glasgow harbours with outward bound steamers were advised of this. Shipping is very slack on the river at present, but in order to avert a mishap to any vessel that might be passing, a couple of the Clyde Shipping Company’s tugs, the Flying Falcon and Flying Scout, were stationed, one above and one below the wrecks, showing bright lights, and when necessary using their whistles and syrens. The Clyde Lighthouses Trust, who have this part of the river under their jurisdiction, made several attempts by the Torch in the early part of the night to erect the lights on the Kathleen, but were unsuccessful, managing, however, to place the light on the stern of the Stromboli, but this went out after a while. The tugs required to stay at their posts until well on in the morning, when the gale abated and the lighting of the wrecks was accomplished. This forenoon the Torch was employed in placing a line light buoys westwards from the sunken vessels to the beacon on the gangway at the outside of the James Watt Dock basin. This should prove effective in heading vessels off from the wrecks when making the passage up the river.

“Divers at work to-day.—Shortly after nine o’clock this morning the East Coast Salvage Company’s steamer left the basin of James Watt Dock and went to the scene of the disaster. During the greater part of the forenoon divers were at work inspecting the damage that had been done to the vessels. Meanwhile a quantity of pumping gear was transferred from the Salvage Company’s steamer on to the deck of the Stromboli. A thorough examination will be taken by the divers before any actual salvage work is commenced.

“Although no arrangements have yet been made, it is probable that the larger part of the Stromboli’s cargo will stored in the warehouses at the James Watt Dock when it is taken out of the vessel, which will only be possible at low tide. A portion of the cargo, however, made up of paraffin wax and other inflammable material, and there is no available accommodation for that at present at the dock.

“Notwithstanding the fierce gale which prevailed and which blew right down on the harbours, making it difficult, if not somewhat dangerous, to get to the shore to obtain a view of the wrecks, large crowds, including numerous ladies visited the place yesterday, even after it got dark. Yesterday’s gale was responsible for a considerable quantity of wreckage and several bales of paraffin being washed ashore, some of it being picked up as far away as the East-end of Port-Glasgow.”—Greenock Telegraph, January 7, 1905

“The shipping disaster off Greenock.—Procedure for salving vessels.—Although the examination of the vessels Stromboli and Kathleen by the divers of the East Coast Salvage Company is not yet completed, from the survey which they had on Saturday it has now been decided in what manner the salving operations will be carried out. The company have contracted to raise both vessels, the Stromboli will be dealt with first. Starting with this evening’s low tide, and provided the weather is quiet enough to permit of it, the company’s efforts will be directed to making the vessel watertight by boarding up the bulwarks and temporarily repairing the damage that has been done to her bow. This will be attended with much difficulty, as the collision is seen to have been quite as destructive as was imagined before the divers went down. The plates are ripped open for about fifteen feet on the port bow, and a considerable portion of what is now practically scrap iron will first of all require to be removed. Meantime the cargo will be taken out of the vessel by one of the company’s lighters, but this can only be undertaken during two or three hours at low water. Some of the pumping gear is already aboard the Stromboli, being taken out on Saturday by the Salvage Company’s steamer Belrorie, and the remainder will be fitted up when it can be used effectually. An attempt was made to continue the work yesterday morning, but owing to the stormy weather it had to be abandoned. It was also too stormy to go out at low tide this morning. Since the collision occurred both vessels have sunk somewhat deeper, the bottom of the river being muddy at that place. It is not probable that the bodies of the engineers who went down with the Kathleen will be recovered until the Stromboli is cleared.”—Greenock Telegraph, January 9, 1905

“The shipping disaster off Greenock—The East Coast Salvage Company’s steamer Belrorie, assisted by a lighter, was engaged last evening and this forenoon in removing the cargo from the Stromboli. The boisterous nature of the weather is hindering much progress being made, and the work has, moreover, to be discontinued when the tide rises sufficiently to cover the. decks. The cargo stored ’tween decks and the coal cargo in the lower hold will be dealt with first in order to close the vessel with a bulkhead at the forehatch. It will also be necessary to remove some of the cargo from the after end. This will allow the stern, which is jammed into the bank, to be raised, so that the vessel may be barked out from the Kathleen’s engine room.

“The chart-room on the Stromboli and also other deck fittings have been destroyed during recent gales.”—Greenock Telegraph, January 10, 1905

“An alternative to the method of salving the Stromboli that is being now employed may have to be to blast away a considerable portion the Kathleen’s broadside at the engine-room in order to get at the former’s bow.”—Greenock Telegraph, January 11, 1905

“The shipping disaster at Garvel Point.—Little that is fresh can recorded in connection with the wrecks. As far the weather and tides will permit progress is being made with the salving of the Stromboli’s cargo. Good ebb tides have been experienced lately, which has considerably helped the operations. It is calculated that at the very least ten days will elapse before the Stromboli is got clear.”—Greenock Telegraph, January 12, 1905

“The shipping disaster at Garvel.—Yesterday a further portion of the Stromboli’s cargo was landed at the James Watt Dock, amounting to 260 cases and 3 barrels of whisky. The majority of the cases contain parts of sewing machines. This afternoon the East Coast Salvage Company’s steamer Belrorie will come in with full load, probably amounting to twice as much as the lighter Beamer brought yesterday. Recourse has been had to blasting in order to free the vessels. It has been found that the Kathleen’s plates penetrate through the Stromboli’s bow, the two steamers lying literally locked together. After the general cargo has been got out of the Stromboli the coal which she carries, about 660 tons, will be tackled. The salvage company then intend, as has been already stated, to close the vessel forward and pump out the whole ship.

“The improved weather conditions to-day make a material difference in facilitating operations.”—Greenock Telegraph, January13, 1905

“A fatal accident inquiry into the deaths of the two engineers of the Kathleen, sunk in the collision with the Stromboli on Hogmanay, will held in Greenock Sheriff Court on Thursday.”—Greenock Telegraph, January 14, 1905

“The shipping disaster off Garvel.—A start was made this forenoon to salve and lighter ashore the coal cargo from the Stromboli. Last evening the salvage steamer Belrorie and the lighter Beamer landed full loads comported of many cases of sewing machines, barrels of oil, bales of paraffin wax, and two or three further barrels of whisky, and the Belrorie continues to work at the general cargo to-day. Blasting operations are still in progress at the stem of the Stromboli, the task of freeing the vessels being no easy one. The improvement in the weather continues, what wind there is to-day being off-shore from an easterly direction.”—Greenock Telegraph, January 14, 1905

“The shipping disaster off Garvel.—To-day’s fine weather with but little wind is entirely favourable to salvage operations at the wrecks, and given a few more days such as this, an effort will be made by the Salvage Company to make up the time lost owing to the storms that have been prevalent since the New Year. A quantity of wood was taken out to the sunken steamers this morning for the purpose of fitting up a wooden bulkhead on the Stromboli, and another large pump, making three altogether, was put on board to be in readiness for use the moment the vessel is made watertight.

“As a result of the blasting which has been carried on almost continuously during the time salvage steamer has been alongside the wrecks, a further lot of torn plating, reduced now to scrap iron, was removed from the vessels yesterday, so that they now lie practically clear of one another. It will not be easy, however, to obtain entrance to the engine-room of the Kathleen, where the bodies of the engineers are likely to be found, until the Stromboli is lifted. A large quantity of the latter’s cargo is still in the holds, and is being removed.”—Greenock Telegraph, January 18, 1905

“Paton & Hendry’s coasting steamer Ardbeg, which stranded on the wrecks of the Kathleen and Stromboli, is now being repaired in the Kelvin. She has been badly damaged, and a large number of bow plates below the water line will have to be replaced.”—Greenock Telegraph, January 19, 1905

The Fatal Accident Inquiry.

“The Garvel Point shipping collision.—Fatal accident inquiry to-day.—In Greenock Sheriff Court to-day—before Sheriff Glegg and a jury—an inquiry under the Fatal Accidents Inquiry (Scotland) Act was held in regard to the deaths of Andrew M‘Intosh, engineer, 7 Byers Road, Hillhead, Glasgow; and James Struthers, engineer, 3 Dick Street. Glasgow, who lost their lives through the collision the s.s. Kathleen with the s.s. Stromboli off Garvel Point, Greenock, on Hogmanay. They were first and third engineers respectively of the Kathleen, which was inward bound when the collision occurred.

“Donald Macdonald, chief officer of the Kathleen, 105 Alison Street, Glasgow, was first witness. He said that they took a pilot on board at Princes Pier and proceeded up the river. The pilot was on the bridge in charge. He detailed the circumstances of the collision.

“Alexander Erskine, river pilot, said he was in charge of the Kathleen. It was a dark and foggy night. Sometimes they could see a mile, and sometimes not a quarter of a mile. The vessel was going from three to four knots when the Stromboli was sighted. As soon as the vessel’s lights were seen he sounded one blast. He made no alteration on his course. Alter giving one blast their engines were run slow. He said the Stromboli ran into the Kathleen.

“John Williamson, second engineer of the Kathleen, said he was on watch in the engine room. They were going full speed till five minutes past seven. Ten minutes past they slowed down till nineteen minutes past. Twenty minutes past, as far as he could remember, they got order full speed. Then the crash came. The telegraph stood at full speed, but there had not been time put the engines full speed before the crash occurred. The third engineer ran to the ladder in the aft end of the engine-room, and the chief followed. Witness shouted to them to come the other way. He ran to the other end and got out through the ladder to the stokehold after shutting off the steam. Before he got out of the engine-room the bulkhead came in and crushed the two engineers against the ladder by which they were trying to escape, and heard the chief call out “Oh, my God.” He never saw them again. His opinion was they were killed. Had they not been killed they would have been drowned, for there was no time for the three of them to get through where he got up, as the hole was very narrow.

“The verdict was that the men were injured by the collision or unable to make their escape from the engine-room through the exit being cut off.”—Greenock Telegraph, January 19, 1905

“The Garvel Point shipping collision.—The fatal accident inquiry.—As reported in yesterday’s “Telegraph,” a fatal accident inquiry regarding the death of the two engineers of the Kathleen, which vessel was sunk collision with the s.s. Stromboli off Garvel Point, Greenock, on 31st December, was held in Greenock Sheriff Court yesterday. In his evidence Donald Macdonald, chief officer of the Kathleen, said there was a slight haze, but a light could be seen from quarter half a mile off. After leaving Princes Pier, the Kathleen went at full speed until they saw the lights of the Stromboli. The Kathleen was on her right side of the channel—the south side. As they neared the Garvel Point he noticed the Stromboli coming. He heard the Kathleen’s whistle sound, and there was an answering blast from the Stromboli. After the whistle sounded he did not think there was any danger of collision. He did not notice any alteration in the course of the other steamer. The other steamer struck the Kathleen abaft the bridge on the starboard side. James Archibald Drummond, master of the Stromboli, said the night was thick—dark patches at times. It was hazy near Garvel Point. They could not see the lights at Princes Pier—not before the accident, after the. accident. He could not say if they could see lights on Customhouse Quay—there were lights visible about the James Watt Dock. The Stromboli was going at about three miles at the time of the collision. They saw the other vessel coming up when she was about half a mile off. No alteration was made on the course. Their speed was at slow before the collision, then they put astern shortly before the collision. He heard two short blasts from the Kathleen. That meant altering her course to starboard. The Stromboli answered with one short-blast, and ported her helm. About three minutes before the collision he could see there was danger. The jury returned a verdict to the effect that the men met their death through being injured the collision, or because they were unable to make their escape from the engine-room, as the exit was cut off.”—Greenock Telegraph, January 20, 1905

“Good progress continues made with the salving of the Stromboli at Garvel Point. Yesterday a start was made to plank up the bulkhead to make the vessel water-tight.”—Greenock Telegraph, January 20, 1905

“The shipping disaster off Greenock.—Preparations are being made for an attempt to raise the Stromboli as early as Monday first, and it is to the credit of the East Coast Salvage Company that the operations are so far forward considering the stormy and therefore hindering nature of the weather since the New Year. The stern of the Stromboli lies buried in the mud bank to the extent of eleven feet, and to clear this a trench is being dug shorewards from the vessel by means of digger bucket. The Stromboli’s bow, although clear of the Kathleen as far the buckling of plates is concerned, still lies actually inside the latter vessel to the extent of fifteen feet. A large anchor has been securely placed in the ground between the Garvel Graving Dock and the shore. By this means, before the pumping is started, the Stromboli will be hauled backwards, along the trench which is being made, out and away from the Kathleen.

“Whenever this has been accomplished it is hoped that the bodies of the two engineers who went down with the Kathleen will be recovered. The Salvage Company have made several attempts far to search for them, but it was found to be impossible to do anything until the Stromboli was entirely clear.

“Next week the efforts of the company will directed to salving the Kathleen. It is intended not to touch her Spanish ore cargo until she is lifted, but to raise the vessel as she lies, after, of course, patching up the damage which has been done.”—Greenock Telegraph, January 21, 1905

“The Stromboli floated.—After fourteen days’ work at the wrecks, the Salvage Company were successful in practically floating the Stromboli about ten o’clock this forenoon. During the greater part of last night final preparations were made, and at an early hour this morning pumping was started, three powerful pumps connected with boilers placed on the deck of the vessel being employed for this. As the tide rose this forenoon the lighter Beamer, which was attached to the vessel, drew her backwards by means of hawser between the Beamer’s winches and an anchor embedded on the shore. Besides the salvage steamer Belrorie a couple of tugs are in attendance, and in all probability an early hour of the afternoon will see the Stromboli safely inside the James Watt Dock basin. It is reckoned that only some 150 tons of the Stromboli’s cargo have been taken out of her, so that a considerable portion of her general cargo and bunker coal is still board. It is intended that this will be discharged in the James Watt Dock.

“It is hoped that the bodies of the unfortunate engineers who went down with the Kathleen will be recovered very shortly.

“The Board of Trade inquiry in connection with the disaster will probably be conducted in Glasgow, not in Greenock as was expected, on a date not yet fixed.”—Greenock Telegraph, January 23, 1905

“The shipping disaster off Garvel Point.—Third engineer’s body found.—The body of James Struthers, third engineer of the Kathleen, was found in the engine-room of that vessel this morning. Shortly after eleven o’clock the mortuary van arrived at the dock, when the police took over charge of the body, and brought it ashore early in the afternoon. Several hundreds of people who had by that time collected round the steps witnessed its removal from the boat to the van. The body had been pinioned in the engine-room for the lengthy period of twenty-four days since the Kathleen went down on 31st December. Struthers was a young man of 22 years of age, was unmarried, and belonged to Glasgow. The search for the other deceased, Andrew M‘Intosh, the chief engineer, is being continued, and it is expected that the body will found in the course of the afternoon. The Stromboli was taken into the James Watt Dock yesterday afternoon at two o’clock by the tugs Monarch and Flying Mist. To-day squads of men are busy discharging her cargo, and as the vessel lightens the damage that has been done to her port bow becomes apparent. A long rip, running aft from the cut-water, terminates in a large gaping hole immediately in front of the collision bulkhead. The full extent of the damage will not be visible, however, until the vessel goes into the Garvel Graving Dock. This afternoon the salvage steamer will remove the greater part of the pumping gear that is aboard of her.”—Greenock Telegraph, January 24, 1905

Greenock Telegraph January 25, 1905

“The Stromboli is at present in the Garvel Graving Dock, where the damage to her port bow is being surveyed. A quantity of coal still remains on board. The hole in the hull of the Kathleen extends further down than was thought, and a considerable amount of dredging has been necessary.

“It will be necessary to remove a large boulder which lies just in front the Kathleen before the planking can effected. It is understood that the offers of two local firms of shipbuilders and one Troon firm are being entertained for the repairing the Stromboli, and a decision will, it is expected, be made to-day.”—Greenock Telegraph, February 4, 1905

“It is expected that the Kathleen will be floated by Friday, and afterwards taken into the James Watt Dock to discharge her cargo of iron ore. The repairs on the Stromboli are so far advanced that she will likely leave the Garvel Graving Dock on the same day for the Clyde Shipbuilding and Engineering Company’s Dock, Port-Glasgow.”—Greenock Telegraph, February 22, 1905

“The Point disaster—Floating of Kathleen.—The salvage operations in connection with the wrecks off Garvel Point came to a successful termination this forenoon in the floating of the Kathleen, which has been submerged for eight weeks. It has been only during the latter part of that time that the East Coast Salvage Company’s representative, Captain Armit, has been able to devote his attention to that vessel, for first of all the Stromboli had to be raised and floated away from the scene of the disaster. The work at the Kathleen involved the patching of the large rent in her side with beams of wood over forty feet in length, the blasting away of a reef of rock under the ship, repairing of damage which had been done to her stern by vessels running on to her, and the erecting of additional bulwarks to the height of the rail. Final preparations were carried out until twelve o’clock last night by the Salvage Company’s steamer Belrorie and the lighter Beamer, and early this morning four large pumps which had been placed on board the Kathleen were started. Two of the Clyde Shipping Company’s powerful screw tugs were in attendance by ten o’clock and attached hawsers to the vessel’s stem and stern. The pumps were only working at occasional intervals, when the rising tide floated the Kathleen’s stern early the forenoon, her bow, however, remaining on the ground for some time later. To fully complete the undertaking it is only necessary to tow her into the James Watt Dock, which will be accomplished early this afternoon. There her cargo of iron ore, which the Salvage Company will deliver in Glasgow, will be discharged.

“Chief engineer’s body found.—The body of the chief engineer of the Kathleen, Andrew M‘Intosh, was found in the stokehold this forenoon, when the vessel was raised.”—Greenock Telegraph, February 25, 1905

Board of Trade Inquiry

“The disastrous collision off Garvel Point.—Board of Trade Inquiry.—A Board Trade inquiry into the circumstances attending the collision, which took place at Garvel Point, Greenock, on New Year’s eve, between the Glasgow steamers Kathleen and Stromboli, was opened in the Debts Recovery Court, County Buildings, Glasgow, yesterday. Sheriff Scott Moncrieff presided, and the nautical assessors were Admiral Rodney Lloyd, C. B., Portsmouth; Captain W. G. B. Melville, Aberdeen; and Captain Owen R. Mitchell, Aberdeen. Mr M‘Gregor appeared on behalf the Board of Trade, Mr A. D. Wylie for the owners and master of the Kathleen. Mr Cameron for the pilot of the Kathleen, Mr W. Galbraith for the owners of the Stromboli, and Mr Cameron for the Stromboli’s captain.

“Mr M‘Gregor in his opening statement, said the collision took place off the James Watt Dock, Greenock, on the 31st December last, about 7.30 p.m. The Kathleen was a vessel of 1,017 tons, built at West Hartlepool in 1880, registered in Glasgow, and owned by Messrs David Alexander and Robert T. Arthur, Glasgow; while the Stromboli, which was built at Birkenhead 1870, had a tonnage of720 tons, was registered in Glasgow, and was owned by the Mossgeil Steamship Company (Limited), Glasgow. The Kathleen was under the charge of Alexander Erskine, river pilot, the master, second officer, and helmsman being on the bridge, with a man on the outlook. The Stromboli was in charge William M‘Kinley, pilot, on the upper bridge, the master being on the lower bridge, and a man in the wheel house, and the chief officer on the outlook on the forecastle head. As a result of the collision the Kathleen was cut almost in two, and she at once commenced to settle down and sank in about two minutes, the master and fourteen of the crew climbing over the bows of the Stromboli, and one man being taken off the rigging by one of the Stromboli’s boats. The chief and third engineers of the Kathleen were not, however, seen after the collision, and went down with the ship. As the Kathleen sank the bows of the Stromboli were dragged under water, but as the stern of the vessel was on the bank, she was not completely submerged.

“Alexander Erskine, pilot the Stromboli, said he was a licensed river pilot. He also held a certificate of competency as master. He boarded the Kathleen on 31st December about 6.50 p.m., and the vessel proceeded at once for Glasgow. It was a very dark night, with intermittent fog. Sometime you could see quite a distance; sometimes only a little way. He took his stand on the upper bridge. The master, second officer, and man at the wheel were on the bridge beside him. There was a man on the lookout. It was the practice for the pilot to assume charge of the vessel at Greenock if no objection was made, although the compulsory pilotage district began higher up the river. At James Watt Dock the speed of the vessel was three or four knots. At that point the speed was reduced, and remained slow until practically the moment before the collision. It was not necessary for him alter his course at all to pass anybody. He first noticed the lights of the Stromboli just past the entrance to the James Watt Dock. The Kathleen was then on the south side of the channel heading past No. 1 Gas Buoy. The navigable channel was 500 feet wide. He saw a masthead light and a green light on the Stromboli. He did not see a red light at all. When he saw the lights of the Stromboli he gave one steam blast in the nature of a warning blast, and afterwards gave two short blasts. He heard no reply to the blasts. He then gave two blasts. The position of the Stromboli’s green light was then about four points on his starboard bow. They were meeting in the bend in the channel at Garvel Point, and he would have been porting his helm to make his proper course round the bend. The Stromboli would be a little more than a ship’s length away when the double blast was given. He heard no reply. He was not deaf in any way. He heard whistles, but they were from other craft. He was watching and listening intently. When the Stromboli was broad on the starboard bow he suddenly saw her red light, which he had not seen previously. He immediately rang full speed ahead with the object of getting additional headway and allowing the Stromboli to pass astern. There was no other action possible. The Stromboli struck the Kathleen on the starboard side at the after end of the engine-room. The stem of the Stromboli came through to the port side of the Kathleen’s deck, almost in line with the combings of No.3 hatch on the port side. Immediately after the collision he called the Stromboli to keep going ahead to keep the hole closed, and put him ashore on the north bank of the river. The Kathleen sank within two minutes. The Stromboli gradually sank by the head. Her bow was practically pulled under by the weight of the Kathleen. After the collision he told the captain of the Kathleen to get the hands to climb over the bow of the Stromboli while the vessels were fast.

“By Mr Wylie: He used the Stromboli’s whistle to call the pilot launch and the Customs boat when got on board. His impression was that it was a very inferior whistle. He did not get a sharp sound immediately. The whistle wheezed. If the whistle had been used shortly before he would have expected to get a sharp whistle. His own opinion was that it had not been used. The red light of the Stromboli should have been in sight unless she was sheering right out or on the wrong side of the channel. He gave the order to increase speed because if he had got a sufficiently quick spurt from the engine they might have shot clear. The collision was much further aft for that reason than it would otherwise have been. Judging by the impact, the Stromboli was going ahead on her engines, and going very quick.

“Mr Cameron: If he had attempted to go to starboard he would have gone aground, assuming that he had escaped the Stromboli. The only practical course was to go to the north.

“In further examination, witness said it was not the case that he altered his course and then resumed it. It flashed through his mind that the Stromboli was possibly a ship in difficulties when saw her remaining so close inshore on the wrong side, and refusing to answer his signals. He did not think that because that thought passed through his mind, it would have been judicious for him to have starboarded at once when he sighted the Stromboli.

“By the Court: He was quite convinced the Stromboli was on the wrong side of the river. He starboarded his helm because the Stromboli had shown her green light all along, had paid no attention to his whistles, and appeared be going to stick to that side of the channel. He was going give her more room. Q.: Don’t you think you were courting disaster when you put your helm starboard?—No. I was going away, leaving him open space. His helm was two degrees to starboard when the collision took place.

“Corroborative evidence was given by Captain Dawson, master of the Kathleen, and John M‘Phail, second officer.

“John Williamson, the second engineer, who escaped by the stokehole ladder, said the wash of the inrushing water carried him right against the ladder. He pulled himself up the back of the ladder and got up to the first landing, and thence another short ladder to the deck. The chief engineer and the third engineer tried to escape by the engine-room ladder. He shouted to them to follow him. He heard the chief cry, “Oh, my God!’’ and he did not see him again. When he reached the deck the water was ankle deep, and he was hauled on board the Stromboli.

“Jas. Hargie. A.B. of the Kathleen, stated that his vessel gave a short blast, and that two blasts followed from another vessel, but he could not say they were from the Stromboli. He was of opinion that the collision was brought about by the Stromboli coming out from the south side of the river at the last moment. There was nothing on the north side of the river to prevent the Stromboli keeping that course.

“After hearing farther evidence, the inquiry was adjourned till to-day.”—Greenock Telegraph, February 17, 1905

“Further evidence at Inquiry—Friday.—At the Board of Trade inquiry into the collision off Greenock, James Archibald Drummond, master of the Stromboli, answering Mr M‘Gregor said the speed of the Stromboli was reduced to three knots when the collision occurred. The pilot was in charge then. He put lines over the bow and lowered the boats to save life.

“By Mr Cameron: The Stromboli was aged thirty-four years, but her gear was in excellent order. During the four years and nine months he was in her he had no trouble with her

“By Mr Galbraith: Had the Kathleen observed the rule of the road the collision would have been averted. There was ample room between the Stromboli and the south bank for another steamer to pass.

“Gardiner, the first engineer of the Stromboli, said got orders to go half speed at five minutes to seven, slow at 7.05. stop at 7.16. full speed astern at 7.20; then he felt the force of the collision. Slow meant three to four miles hour.

“William Clinton, first mate of the Stromboli, who was on the lookout on the evening in question and Alexander Pert, second mate, and James Gardiner, first engineer gave formal and technical evidence in regard to times and positions and orders.

“William J. Laidlaw, boatswain, was certain the first blast was given by his ship.

“John M‘Allister, A. B., who was at the wheel of the Stromboli when the collision occurred said the helm was hard aport at the time

“John Morrison, A.B., and Michael Anderson, A.B., who were on the forecastle along with others, gave formal evidence.

“Mr M‘Grigor then submitted the following questions on behalf of the Board of Trade. The first question was purely formal.

2. Were the vessels navigated at too great a rate of speed?
3. Was a good and proper lookout kept onboard both ships?
4. What was the cause of the collision, and were prompt and proper measures taken by those on board the Stromboli to save life?
5. Were both vessels navigated with proper and seamanlike care?
6. Was the loss the Kathleen and the loss of the Stromboli and the loss of life caused by the wrongful act default or default of the master and second officer of the Kathleen and the master, chief and second officers of the Stromboli, or of any of them, and (or) was it caused by the neglect of Mr Alexander Erskine. pilot of the Kathleen, and of Mr William M‘Kinlay, pilot of the Stromboli, or of either of them?

“Counsel having addressed the Court, the Sheriff intimated that judgment will be given to-day.”—Greenock Telegraph, February 18, 1905

“The Kathleen–Stromboli collision.—Decision in Board of Trade Inquiry.—On Saturday afternoon judgment was delivered in the Board of Trade inquiry in Glasgow into the collision of the steamers Kathleen and Stromboli off Groenock 31st December, the former vessel being cut in two and sinking, and the latter’s bows submerged. Two the Kathleen’s crew were drowned. The following are the answers of the Court to the questions of the Board of Trade which were published on Saturday:—

1. At or about 7.10 p.m. of the 31st December last the steamers Kathleen and Stromboli were proceeding in opposite directions and approaching one another on the river Clyde. Neither of the vessels complied with the provisions of regulations 18. 21, 22, 23, 25, and 28, of the regulations for preventing collisions at sea.

2. The vessels were not navigated too great a rate of speed.

3. A good and proper lookout was kept on board both vessels.

4. The cause of the collision was due to the Stromboli being on the south side of midchannel and not porting her helm with sufficient promptitude after sighting the Kathleen’s masthead and both side lights, also by not stopping and reversing her engines until too late to avoid collision, and further by the Kathleen making short blasts with her steam whistle, indicating that she was directing her course to starboard, and failing to act accordingly, although it was possible to do so; finally by her giving two short blasts, putting her helm hard a starboard, and ordering the engines full speed ahead, instead of stopping and reversing. Prompt and proper measures were taken by those board the Stromboli to save life.

5. Both vessels were navigated with proper and seamanlike care till they sighted each other’s lights, but not afterwards.

6. The loss of Kathleen and the loss of the Stromboli and the loss of life were not caused the wrongful act or default of the master or second officer of the Kathleen, nor that of the master, chief and second officers of the Stromboli, nor that of any of them; but they were caused by the errors of judgment and neglect of Mr Alexander Erskine, pilot of the Kathleen, and Mr William M‘Kinlay, pilot of the Stromboli. The Court ordered that Mr Alexander Erskine, pilot of the Kathleen, pay to the solicitor of the Board of Trade the sum of £4, and Mr William M‘Kinlay, pilot of the Stromboli, the sum of £2, on account of the expense of the investigation. This order indicative of the Court’s opinion that although both pilots were to blame, the pilot of the Kathleen was more to blame than the pilot of the Stromboli.”—Greenock Telegraph, February 20, 1905