One of the great tragedies on the Clyde occurred on Tuesday July 3, 1883, when the small steamer Daphne capsized during launch at the yard of Messrs Alexander Stephen & Sons, in Govan. For this article, I have transcribed the account of the tragedy from the Glasgow Herald from the following day as the most immediate response to the unexpected event and its impact on Clydeside. The first part is the editorial leader, the second the disaster as recounted by the reporters. The article finishes with some of the grim statistics and the conclusions of the subsequent inquiry into the incident.

“Wednesday Morning, July 4.—The river Clyde was, yesterday was the scene of a terrible disaster, involving a lamentable loss of life. A small vessel, the Daphne, of about 500 tons, was being launched from the yard of Messrs Stephen & Sons, Govan, when, just as she entered the water, she heeled over and sank almost instantaneously. On board the Daphne was a large number of workmen—joiners, fitters, riveters, labourers, and others—and these were carried down with the sinking vessel. Everything possible was done to save life by those on shore, small boats being manned and ropes and loose timber thrown into the river. By these means a considerable number of the men struggling in the water were rescued. Many of the workmen, however, were in the interior part of the vessel, and so sudden was the accident that they did not succeed in reaching the deck, and their bodies now lie in the submerged hull. Altogether, it estimated, that over a hundred men perished. The work of searching for bodies was at once commenced, and when the tide retired a good number were recovered. Altogether forty-one were found up to a late hour last night, and of these thirty-nine have been identified. The cause of the accident is as yet matter for conjecture, but it would seem that it lies at least partly in the fact that the vessel was top heavy, and partly that the chains by which the velocity of the ship was checked on the ways had not acted equally on both sides, the anchor on the port side being dragged about sixty yards, while that on the starboard side moved not more than six or seven yards.

“A dreadful calamity has brought mourning to many a fireside in our midst, and has eclipsed the gaiety of the whole community. As the first act of a life of which there were doubtless high hopes, a vessel yesterday made her way to the bottom of the Clyde and became the grave of the bulk of the men who were on board of her. As yet only guesses can be made as to the numbers of those who perished, but when the search was suspended at a late hour last night forty-one bodies had been found and all but a few had been identified. Nothing can be more certain, however, than that this is far from being the full extent of the disaster, and the chances are that to more nearly a hundred persons this launch was fatal. There is no official record of all who were in the Daphne when she went down the slips, and it would be unsafe to take the account furnished, by the dead yielded up by the river as being complete. But the absence of the breadwinners from homes in Govan and Linthouse will tell their own tale, and before many hours are over a fairly accurate list of those who have been lost will probably be compiled. In the meantime it is safe to say that at least one hundred and twenty persons are known to have, been on board, and it is possible that in addition to these there were stragglers of whom no notice was taken. What is. clear is that the number of men of various handicrafts who were actually at work inside the vessel when she heeled over was unusually large. She is of comparatively small dimensions, not more than 500 tons, and was destined for the Irish trade, for which she was being got ready with all haste. Towards the close of next week the Fair holidays will begin, when, in common with all other local industries, that of shipbuilding will be practically suspended for several days. It was the desire of the Messrs Stephen that the Daphne should be out of hands before the break in the operations of the yard which must have considerably delayed the launching and it was also kept in view, we believe, that she should get a share of the excursion passenger traffic which the Fair Holidays always produce. It is the custom of this firm to send out their ships in as complete a state as possible—that is to say, withe boilers and engines fitted up, so that there may be little to do to them after leaving their care. An exception was made, so far as the boilers were concerned in the case of the Daphne, which was not so encumbered when she took the river, but a glance at the lists of those whose bodies have been recovered, or who were known to be on board, will show that a great number of artificers of various branches were engaged on the hull when disaster overtook the vessel.

“This fact will help to account for so appalling a loss of life within biscuit-throw of one of the banks of our busy stream and of a crowded shipyard, well provided with appliances for use on such occasions. Had all the workmen been on deck when the Daphne heeled over and went down, many must have perished in spite of the boats, planks, and ropes which could have been brought to their aid. But as it was, most of them had not a chance of escape, for they must have been caught below, as in a trap, by the rush of water almost as soon as they had become aware of the danger. On the banks of the Clyde the launching of ships has become so much a matter of everyday life, and has hitherto been accomplished with such uniform success that possibly not a soul on a board had a premonition of the calamity that was in store for him. Whether there were those who saw anything in the conditions of the launching—though these seemed to be of the ordinary kind—that caused them anxiety as to the result is a point on which some light may yet be thrown. The official inquiry which will be instituted will doubtless bring out the facts which are needed to the forming of a correct judgment as to the causes of the accident. In the meantime the most that can be said is that its very occurrence shows that either in the arrangements for the launch or in the state of the ship herself there was something wrong, and it is possible that elements of both kinds combined to capsize her. There may be something in the suggestion that the current in the river played its part, but we cannot suppose that such a matter had not been foreseen, or that precautions had not been taken against it. What appears to be clear enough is that so long as the. Daphne was on the ways there was nothing so unusual in her motion as to cause anxiety to the observers, though it appears to have surprised some by its rapidity. But if it should prove to be the case that the chains on opposite sides acted unequally, and very much so, the fact cannot but be deemed as of great importance. All accounts seem to show however, that the vessel took the water fairly, but that her bows had hardly got more than a yard or two from the shore when she suddenly turned over on one side, and gradually sank. The conclusion has been drawn from this that she was “top heavy,” and it is one to which it is natural enough to fly in default of a better. But faith ought not to be pinned to it so long us all the circumstances of the case are involved in obscurity, and it may be found that the cause of the disaster is not so obvious as many are inclined to believe.

“There is but one cheering feature about the whole story, and that is that the endeavour to save life was immediate and earnest, and that there was no lack of appliances for that end. Some of those who were on board, when they saw that the Daphne was about to capsize, flung themselves into the water, into which others were thrown when she actually went down. For the rescue of these numerous boats, floating ways, spars, and ropes were at once brought into play, and with a large measure of success. As we have said, however, there were many who, from their position in the hull, were shut off from every chance of escape, and went down with the vessel, which only yielded them to the labours of the diver, or allowed them to be washed out by the rush of the river. No one can think without a shudder of what would have happened had this been the launch of one of the stately ships which our builders turn out in such numbers, and had workmen been engaged on her in proportion to her size. If the birth of one of the puniest of the offspring of our great industry should exact such a sacrifice of life, what a hecatomb of victims might not be demanded to celebrate the natal day of one of our giant “liners” or frowning men-of-war? It can scarcely be that the calamity of yesterday, which has brought grief and want into so many homes by the river side, will fail to convey a warning to the chiefs of the thriving craft on which the prosperity of our City so greatly depends. They build ships which for speed, beauty, and strength are famed all the world over and the genius and thoroughness which they put into their work have filled the valley of the Clyde for miles with the sound of the hammer and covered its banks with busy communities. Is it quite certain that the qualities which have produced such results are conspicuous in all that they do? Have there not been launches from which disaster seemed to have been averted more by luck than “good guiding?” Is there not the chance that this part of their labours has become so much a matter of course, and is of such frequent occurrence, that they may think more lightly about it than it deserves? We shall be glad to learn that builders are as much concerned, in the interests of their men, in the successful floating of their ships as, for their own reputation, they are in all the qualities for which these are famous. But at all events it will be well for them to think on such occasions of the deplorable loss of life which any accident may entail.”

Daphne after the catastrophe

“Appalling disaster on the Clyde.—Vessel capsized at launch.—Great loss of Life.—The list of appalling disasters which have recently shocked the public mind received yesterday a lamentable addition by the sinking of a vessel in the Clyde while in course of launching. The catastrophe was as sudden as it was unexpected, and has proved to be unspeakably sad in its results. The s.s. Daphne, a vessel of about 500 tons, was being launched from the shipbuilding yard of Messrs Alex. Stephen & Sons, Linthouse, Govan. It was not a launch of any significance in the shipbuilding of the Clyde, yet it forms the first overwhelming disaster which has ever occurred in the history of this important industry. The comparative smallness of the vessel may have produced a feeling of greater security than the circumstances warranted, and the narrative which follows may suggest other considerations to the reader as bearing upon the question of how the catastrophe occurred. Meanwhile it may only be said that immediately after leaving the ways the vessel heeled over and sank in the river, carrying with her a crowd of workmen whose number has not yet been exactly ascertained, although it is believed that over 100 lives may have been lost. Up till the hour of writing 41 bodies have been recovered.

“The Daphne, as we have stated, was a vessel of 500 tons burthen. She was 175 feet in length by 25 feet beam, with 13½ feet depth of hold. She was intended for the Irish Channel fleet of Messrs A. A. Laird & Co., and the work of completion was being pressed forward with a view to having her put on her appointed route by the date of the Fair holidays. Possibly on this account the custom usually followed by the firm of having all the machinery on board before launching was departed from on this occasion. Only the engines, which were of the kind known as inverted vertical engines, were in position, the intention being to put in the boilers after the vessel had been brought up to one of the large harbour cranes. On account of the urgency to which reference has been made, the number of workmen employed on board was much larger than is customary while a vessel is being launched. As to the exact number so employed, it is with regret that we are unable to give anything like reliable figures. On application being made to the members of the firm for a list of the men on board, our representatives were informed that it was utterly impossible to furnish such information. Many of the men rescued, it was stated, went to their own homes and had not returned; and there was the additional difficulty that outside contractors had men on board, of the names or number of whom the firm were entirely ignorant. The exact number of people who have thus been caught in the toils cannot therefore be ascertained, but it is hoped that in the course of to-day it may be possible to make out an accurate return. From such general information as could be gathered in the yard, it has been estimated that there were on board somewhere about 30 joiners, 20 shipwrights, 20 engineers, 23 ironworkers, 10 plumbers, 8 or 10 painters, and 10 or 12 riggers. There were, if this calculation approaches the truth, about 120 men actually at work on the vessel at the time of the dread calamity. But, unfortunately, this does not exhaust the list. As is usual at all launches, it is believed that a good many strangers were on board. Workmen and others take the liberty of inviting their friends, while men engaged in all the departments of the establishment rush out and join the vessel immediately before she leaves the ways. There is thus too good reason for believing that there were on board from 120 to 150 persons, though many of those who witnessed the launch were prepared to affirm—in what we hope may prove to be the pardonable exaggeration of the hour—that the ill-fated company numbered from 200 to 250. This estimate, it may be added, did not receive general credence.

“For the operation of launching, the arrangements were of the character always adopted in the Clyde shipbuilding yards. Sloping stays had been erected, along which the vessel descended to the water, while from the hawse-pipes on either side depended cable chains fastened by heavy weights to the ground, with just sufficient slack, allowing for the distance the anchors were expected to drag, to pull up the vessel when she reached the middle of the channel, which at this point has a breadth of about 300 feet. In attendance in the river were two steam-tugs for the purpose of taking the steamer up to the berth where her machinery and other fittings were to be put on board; while from Messrs Stephen’s yard several row- boats were put out as a precautionary measure, though nothing was further from the minds of all concerned than the anticipation of such a dire disaster as that which so soon occurred.

“The launch was conducted under the immediate superintendence of Mr John Stephen, one of the members of the firm, the senior partner, Mr Alex. Stephen, the Lord Dean of Guild, being detained in the city on public business, while Mr Kemp, engineer, another partner, was also unable to be present. The owners of the vessel were represented by Mr A. R. Brand and Mr Turnbull, and a small company of ladies and gentlemen had been invited to witness the launch. The establishment at Linthouse, it may here be said, is one of the most extensive on the Clyde. The yard, which is situated near the western boundary of the Burgh of Govan, covers between 30 and 40 acres of ground. It contains marine engineering works, boiler works, joiners’, patternmakers’, and carpenters’ shops and sheds for forges and boring machinery. Facing the river are the stocks, which at the time of the sad occurrence contained six vessels, including the Daphne. Immediately behind the stocks is the business office of the firm, a substantial building, which, prior to the introduction of the industry of iron shipbuilding, was used as the residence of the owner of the ground. The forges, boiler shop, and engineering works, three separate brick buildings, extend one behind the other from the office back to the Govan Road, and cover nearly the entire yard. The joiners’, patternmakers’, and carpenters’ shop, which is also constructed of brick, is situated on the western boundary of Linthouse, and is completely isolated from the other works. The Daphne was situated in the centre of the stocks.

Impression of the immediate aftermath (Graphic)

The flags displayed from the ill-fated ship and from other points in the yard, the recognised signal that a launch is about to take place, attracted, as it never fails to do a large crowd from the neighbouring burghs of Govan and Partick to see what has hitherto in the annals of Clyde shipbuilding been an interesting and enjoyable spectacle, and on either side of the yard, on both sides of the river, the banks were lined with spectators to the number of several thousands. High water was at half-past eleven o’clock, and at twenty-five minutes past eleven the naming ceremony was performed, the dogshores were knocked away, and the vessel glided gracefully down the ways amid the ringing cheers of the assembled multitude. But scarcely had she taken the water when the cheering and congratulation gave place to horror and dismay. To some present it seemed that the rapidity with which the vessel left the ways was somewhat excessive, and when she entered the water she went very deep by the stern. Then, without a moment’s warning, she took a heavy lurch to port, quivered for what appeared but a moment or two, as if in an effort to right herself, then toppled over on her beam ends, and disappeared beneath the dark and rapidly flowing tide, carrying with har to an untimely end a fearful holocaust, of hapless victims. When the vessel gave the list to port the ill-fated occupants knew full well what was to be dreaded. Of those on deck numbers leapt into the water and struck out for the shore, while others clung to the starboard side of the vessel. But the majority went over with the ship, some being precipitated for a considerable distance along the surface of the water, while many more were dragged into the vortex and disappeared. For a moment the spectators were paralysed with horror, but not a moment was lost in the effort to save the men who were struggling for dear life on the surface of the water. The small boats were the first to render assistance, and they succeeded in rescuing a number of the men who were floating with such aids as spars and pieces of loose timber afforded them, while others were found clinging to the upper side of the vessel which lay only a few feet under the water. The tugs in the vicinity also steamed at once to the spot, and rendered such assistance as it was in their power to give, while planks and pieces of loose wood were pushed into the river from the shore. In addition, five boats put off from the yard of Messrs Barclay, Curle & Co., on the opposite side of the river, and ten men were rescued. A plater, whose name has not been ascertained, divested himself of part of his clothing, and, jumping into the river, succeeded in bringing a man ashore. He gallantly entered the water a second time and was instrumental in rescuing a young lad who was much exhausted. Medical assistance was at once sent for, and Drs Craig, Partick, and M‘Aulay, Whiteinch, were speedily in attendance. Some of the rescued individuals were in an exhausted state, but during the course of the day they recovered, and were conveyed to their respective homes. A young lad named Alexander Armstrong, residing at 108 Hill Street, Anderston, was amongst those picked up by the Linthouse boats. He was almost exhausted when taken out of the water, and for a time his life was despaired of. He was conveyed to the Western Infirmary, where he lies in a critical condition. But the number of the saved formed only a fraction of those who went down with the vessel. The majority of the workmen were on the lower decks at their ordinary daily avocations, and having not the shadow of a chance of making good their escape. Of those rescued. it was found as impossible to get an accurate estimate as to obtain a list of the dead. Some placed it as high as 40 or 50, while others gave the number as not more than 15 or 20; and the latter support their estimate by the statement that not one of the rescue boats brought a full complement to the shore.

“Immediately on the occurrence of, the accident, Mr Scott, the draughtsman of the establishment, rushed to the office adjoining and telegraphed to Govan, Partick, and the City for medical assistance, at the same time ordering relays of cabs to be in attendance to convey these who might be rescued to the Infirmaries. But for medical aid there was comparatively little necessity. A number of the men who reached the shore were able to walk home; others who were more exhausted by their immersion were wrapped in blankets and conveyed to their respective residences; and in only one instance was it found necessary to send any of the sufferers to the Infirmary. Mr Low, plumber, Partick, had 16 men at work, on board the Daphne during the morning and forenoon. About five minutes before the launch Mr Low and six of his employés came ashore, leaving ten plumbers on board the unfortunate ship. Of the ten a lad named Robt. M‘Lachlan was rescued, but the other nine all perished. Their names will be found in the list of the dead or of the missing.

“The spread of the news.—Message from the Lord Provost.—Very shortly after the accident occurred the news of the disaster was known all over the district. A telegram was promptly despatched from the yard to Govan and Glasgow asking for assistance, and in the course of a very brief space Inspector Simpson, of Govan, arrived with a body of men. The message was also conveyed to the Central Police Office, and Superintendent Boyd at once proceeded, with about fifty constables, to Linthouse. He was followed shortly afterwards by Superintendents Sinclair and Nelson, with detachments from the Clyde and Western police districts. Inspector Strath, the local inspector for the county police, also telegraphed information of the occurrence to Commander M‘Hardy, Chief Constable of the County of Lanark, and to Superintendent Cornelly, at Glasgow, and these gentlemen were very soon on the spot with a number of officers. When it became known in the city that such a terrible accident had occurred, intense excitement was created, and the disaster was the subject of conversation on the Exchange and other places of public resort. In the immediate district the concourse of spectators who had gathered on the banks of the river to witness the launch very soon spread the news, and before an hour had. elapsed knots of people were to be seen at every corner all along the way from Glasgow to Linthouse eagerly discussing the nature and extent of the sad calamity. Crowds were also seen hurrying along to the building yard, and these were considerably swelled by the empolyés in the various public works, who had no sooner reached the street at the dinner hour than they were made aware of what had happened. Many could scarcely believe that an accident of so serious a nature had occurred, and were only led to realise its full extent when they saw that the vessel had actually disappeared beneath the water. During the day the yard was crowded with eager inquirers after missing relatives. In the afternoon Sheriff Clark, Sheriff-Substitute Balfour, and Mr Hart, Procurator-Fiscal, visited the scene of the occurrence, and among the clergymen who were present, to administer consolation to the bereaved we observed the Rev. Dr John Macleod, Govan ; Rev. Mr Cameron, Govan; Rev. Robert Bremner, Rev. Mr Wallace, Rev. Mr Hothersall, Partick; Father Mackintosh, Kinning Park, and two Roman. Catholic priests from Govan.

“The Lord Provost of Glasgow, who is now in London on Parliamentary business, telegraphed, last night to Mr Alex. Stephen as follows:—“It is with great sorrow I have heard of the sad occurrence at your launch to-day, and I beg to express the deepest sympathy with you, and my sincere condolence with those who have been so suddenly bereaved.”

Recovering the bodies (Graphic)

“The search for the bodies.—When the people on the river bank observed the movement of the vessel and the evident consternation of those on board they were seized with a feeling of horror. Before, however, they, could realise what was to happen the vessel had already heeled over on its side and disappeared beneath the water. For a moment all seemed paralysed, but this feeling immediately gave way to one of sudden action on behalf of the men whose lives were placed in such jeopardy. Spars, blocks of wood, ropes and all available material were seized by the men on shore and flung into the river to aid the escape of those who were fortunate enough to rise to the surface of the water. The tugs which had been assisting at the launch steamed as near possible to the scene of the catastrophe, but the fear of striking drowning men with the paddles deterred the captains from coming too close in. Those on board, however, did what they could in the way of throwing out ropes to assist in the rescue of the men floating about. Two or three small boats were speedily launched and rowed to the scene of the accident, which was only a few yards from the shore, and so actively did the occupants proceed with their work of rescue that about forty men who were clinging to spars and pieces of wood were picked up. A number of the men who were able to swim found their way to the bank, and it is estimated that by these means upwards of fifty were saved.

“In the momentary glance obtained by those on shore of the capsizing of the vessel, a few of the men on deck were seen to scramble over the starboard bulwarks, and endeavour to find a refuge on the side of the ship. This supposed means of escape proved of no avail, for the water instantly covered the vessel, and. the men disappeared with her beneath the waves. The melancholy accident was seen by the men employed in the yard of Messrs Barclay, Curle & Company on the opposite side of the river. Like those in Messrs Stephen’s yard, they were horrified at the nature of the catastrophe, and as if by common consent all work was immediately suspended, and a rush made to the side of the river with the view of doing what they could towards saving the men who had been so suddenly immersed. A few minutes sufficed to show that with the exception of those who had been rescued by the boats and those who had been able to swim ashore few if any could be saved. A large number of workmen had been engaged in the engine room and between decks, and for these there was no way of escape. It was only those who were fortunate enough to be on deck that had the slightest chance of safety. One of the first things done was to moor a boat over the stern of the sunken ship so as to warn all vessels passing up and down the river to proceed with caution. At first it was feared that the traffic would be entirely blocked, but on examination it was found that the submerged steamer was lying pretty close in to the southern bank and that there was sufficient room on the north side for vessels to enter and leave the harbour. So soon as the nature of the accident was ascertained arrangements were made for dragging the river with the view of recovering the bodies of the unfortunate men. While the search was proceeding in the river a large crowd collected on both banks, who seemed to view with melancholy interest the work that was going on. It was little that those on shore could do; they could simply stand and look on, and entering into the spirit of the hour, offer consolation and sympathy to the relatives and friends of those who had been drowned. In the meantime preparations were made for the reception of the bodies as they should be recovered. Originally a small store underneath the offices was set apart as a mortuary, but further consideration showed that the place was too small, and that it did not afford proper facilities for identification. Under these circumstances a portion of the spar shed was laid out for this purpose. A long bench was hastily constructed, on which the bodies as they were recovered could be placed, and a passage was opened by which friends and relatives might pass along. It was also arranged that immediately on the identification of a body it should be removed to another part of the shed, where a similar bench had been erected.

Identifying the dead (Graphic)

“The work of dragging the river had meanwhile been proceeded with, and although this was gone about in a very painstaking and careful way, nearly two hours elapsed before the men employed in the operations were rewarded with success. At half-past one o’clock a body was found a few yards to the west of the ship, and at once conveyed in a boat to the slip at Messrs Stephen’s yard. A large number of people crowded round to see the body, but it was immediately placed on a stretcher and covered with a blanket and taken to the store, from which it was afterwards removed to the spar shed. It was the body of a young man, and although it was viewed by a very large number of persons no one was able at the moment to identify it. The fact of a body having been recovered. spread very rapidly, and as a natural consequence a large number of people who had friends or relatives employed by the Messrs Stephen made their way to the yard at Linthouse and watched with eagerness the operations of the searching party. About two o’clock the second body was found near the same place. It was also brought to the launching slip, where it was identified as that of John Murray, a fitter, residing at Hamilton Street, Govan. By this time the tide had considerably ebbed, and a large portion of the starboard side of the Daphne was above water. A staff of men were at once taken out to see what could be done in the way of reaching those bodies which were confined in the ship. The cargo ports, of which there are two, one forward and one aft, were opened, and an endeavour was made to lift out as much as possible of the loose timber floating about in order to facilitate the work of recovery. Two or three bodies were seen on the ’tween decks, and preparations were made for getting them to the surface. The work was a very difficult as well as dangerous one, and considerable care required to be exercised by those who were engaged in the operations. Grappling irons, boat hooks, and other apparatus were used, and in the course of a couple of hours nine bodies in all had been recovered. These were all removed in turn to the temporary mortuary, where, under the charge of an inspector of police, the work of identification was proceeded with. As may be imagined, some of the scenes that were witnessed were of a most heartrending description. At one time a young widow with tearless eyes and grief-stricken countenance was to be seen fondly caressing the brow of her dead husband, while at another newly-made widow gave vent to piercing shrieks as she recognised the form of him who had been I her stay and comfort. Parents with bent forms and grey heads came to look for the remains of their sons; and brothers and sisters wept sorely as they identified the friends they had lost. In deference to the wishes of friends, arrangements were made by which the bodies were conveyed to their private residences.

“It was some time after the accident before much could be done in the way of dragging the river or taking steps to have the vessel righted. Assistance was, however, promptly sent for, the Clyde Trustees’ officials were notified of the disaster, and no time was lost in getting operations set agoing. The few boatmen who had been dragging the river were reinforced by Mr Geddes of the Humane Society and his assistants, and a proper system of searching for bodies was organised. Until the tide began to ebb very little was done. Shortly after one o’clock the first body was recovered close to the bow rails, and within the next hour not more than five had been brought to the bank. It is generally believed that a considerable number of the bodies have been carried down the river by the outgoing tide, and arrangements have been made for watching the banks in the low, reaches. As the tide fell the steamer began to appear, lying in a slanting direction across the river, with the bow towards the ways from which she had been launched. The crowds of people on both banks of the river had by this time grown to gigantic proportions, and all persons claiming to be relatives of the men supposed to have been drowned or who were able to identify bodies were freely admitted. At the foot of the yard there were a considerable number of females in the crowd. Most of them were weeping bitterly, and evidently prepared for the worst, after failing to find their husbands, sons, or brothers about the yard. By four o’clock, when the reeeding tide had left the vessel exposed from the stern to the turn of the bow, preparations were made for getting her heeled over on to her keel and floated. This, it may here be said, will be a work of some difficulty, owing to the position in which she lies. The Clyde Trust diver, assisted by a number of men from the works at Dalmuir and the Clyde dredging staff, went down below. It was then resolved to try and get a chain passed round the vessel amidships. The diver made a close inspection of the Daphne along her whole length. There were no indications that she had suffered any material damage. First of all a strong rope was put under her. To this a heavy chain cable was attached, and was dragged through and joined above. A number of strong hawsers were subsequently fastened to the chainiand various parts of the vessel, and these were secured to a post on the bank, so as to prevent the vessel shifting during the rising of the tide. The diver afterwards made several dips, and any bodies he found he sent ashore. At six o’clock it was low water, and the hatchways and the openings into the engine-room were so far exposed that a considerable portion of the interior of the vessel could be inspected. Several bodies were taken out. From their appearance and the positions in which they were found it was apparent that the men were endeavouring to escape from between decks when the vessel went down. Meanwhile the boatmen engaged grappling in the neighbourhood of the steamer secured a number of bodies, and when the tide began to turn shortly after seven o’clock about a dozen were, recovered in quick succession. All of them were lauded at a bridge stationed some distance from the ways, and those engaged in the sad duty of receiving the dead and placing them upon stretchers were in no way hampered. The ambulance staff especially rendered valuable assistance at the bridge, and not a moment was lost in removing the corpses to the mast-house, where identification was going on. There being no appearance of any more bodies near the visible portion of the sunken vessel, the salvage lighter Maggie was drawn alongside, and those on board, aided by a staff of workmen, did all that was possible to raise her on her keel, but it cannot be said that they changed the position of the vessel to any appreciable extent. The crowds had now increased to thousands, all the workpeople who had been set free at the close of the day’s labour in the neighbouring yards and workshops flocking to the place. The wooden gangway which passes along the front of the yard as a continuation of the foot-path along the south bank of the river was taken possession of by the onlookers, and it was feared that it might give way and precipitate all into the water, besides imperiling those who were standing under and in front of it. Superintendent Cornelly set his men to work, and after some trouble got the people to descend quietly, and the place was then barricaded and watched by policemen. When the tide commenced to flow two strong streams of water ran past the bow and stern of the vessel, and the lighter boats that picked up corpses were compelled to drift up the river a bit and then come down close in-shore to the barge which was being used as a landing-stage. All the bodies bore a peaceful appearance, and none of them were in any way distorted. In one or two cases the arms were pushed outwards as if the poor fellows had clutched at something while struggling in the water. The features. of all were calm, and there were no cases of disfiguration, all the deaths having been caused by drowning. While the bodies were being removed many of the women who were waiting at the gangway at once recognised those they were looking for, and scenes of a most distressing and touching kind took place. The clergymen gave every attention to the bereaved ones, and they seemed to have the keenest sympathy of all the onlookers. As long as the searching operations went on many women, some of them aged and others with young children in their arms, sat on the embankment and gazed silently on the half-submerged hull in which lay their sons and husbands. Words of consolation were whispered to them by friends and passed from the one to the other, but their grief was of a silent kind, and all had evidently made up their minds for the worst. The police arrangements were all that could be, desired, Commander M‘Hardie posting his men at points where accidents were likely to happen through the crowd pressing forward to see what was being done. The work went, on quietly until nightfall. The afternoon had been close and sultry, and about seven o’clock the sky became overcast with heavy clouds, a few drops of rain falling now and then. About nine o’clock a severe thunderstorm broke over the district, and the remaining operations at the sunken steamer were carried on amid dazzling flashes of lightning, loud thunder, and a very heavy rainfall. Up till this time the yard had been inconveniently crowded with people who had either some friends or relatives among the missing, or who were themselves in the employment of the firm. They soon dispersed, and, the large crowds on the opposite banks gradually disappeared as well. Despite the storm, however, numbers of people who had only too good reason for believing that their relatives were in the vessel, stayed at the river side until they saw operations stopped for the night. At half-past nine o’clock, by which time daylight was almost exhausted, it was resolved to bring the operations to a close, and in accordance with that decision the divers, were withdrawn from the vessel. Danger signals were moored over the wreck so as to guide any ships that might pass up or down the river in the course of the night. The yard was then cleared, but provision was made to have the mortuary open all night in order to allow the work of identification to be completed.

Diver during recovery (Illustrated London News)

“The work of the divers.— On his return to the river bank, Stephen Wallace, a diver, who had been sent by the firm of Messrs J. & G. Thomson, Clydebank, stated that with James Lymburn, his assistant, he began operations at seven o’clock. He only got one body, which he found. jammed between the chains, and he was obliged to use force to get it clear. His assistant was not successful in coming across any bodies. Wallace further stated that in the ship it was completely dark, and that he had just to grope his way. It was also, he said, very warm inside the Daphne. Thomas Fisher, the diver of the Clyde Trust, along with his son William Fisher, was also employed in the search for the bodies. He started work about seven o’clock, and went right down to the port rail, and found one body in the deck-house. He proceeded to the lower rail, but found nothing. Proceeding, he went into the companion leading to the cabin, and there found a large number of bodies in a heap; indeed, it looked as if the men had been taken suddenly in their work and had all made a rush to the companion in order to escape. Some of them had not even taken time to throw down their tools, but retained a grasp of them even in death. From the position of these bodies it appeared as if the rush had been made in one direction. After getting this portion of the ship cleared he went down to the foot of the ladder and examined all the hatchways as he proceeded. He then went along the passage leading from the companion stair to the cabin and found there also a few bodies. In his own phraseology he got “a great many bodies.”

“It is intended that the divers shall resume work at an early hour this morning. Fisher proposes to examine the engine-room and afterwards the lower side of the vessel and the other places remaining unvisited.

“Identification of the bodies.— The arrangements for permitting the identification by friends of those, who were supposed to have been drowned were most complete, and such as to obviate all confusion. The bodies wars carried up from the river side to the spar-shed on stretchers, borne by members of the ambulance corps connected with the yard. A coarse brown blanket was spread over the features, and the bearers with their melancholy load passed on through silent crowds. In some cases the bodies were recognised by friends as soon as they were landed from the boats at the river side. These were at once transferred to a place in the inner portion of the shed reserved for the identified bodies; but when no one had claimed a corpse before it was brought to the spar-house it was laid on a sloping table near the entrance until recognised by a relative , or fellow-workman. During the evening there were usually six bodies at a time lying at this part of the shed, and a continual stream of persons in search of missing friends viewed them. Little time elapsed as a rule between recovery and identification, after which they were removed to the back portion of the shed set apart for claimed bodies. The corpses generally were not contorted, and could easily be laid out at full length, though in the case of one or two of the victims the limbs were firmly drawn up. As soon as bodies were claimed every facility was given for their removal home. They were carried out by a back door and taken away in vans belonging to two Govan undertakers. Betweeen 5 and 7 o’clock bodies were being carried into the mortuary at regular and short intervals, the tide at that time being particularly favourable for carrying on the painful work of the boatmen and divers. A notable circumstance in connection with the identification of the bodies was the absence of any vehement expression of grief on the part of the relatives. The comparative fewness of married men among those who were brought ashore may account to some extent for the lack of the heartrending scenes that usually are associated with such terrible catastrophes. The majority of the bodies were taken away by men, and, in some instances, when women came for their dead they shrieked hysterically for a minute or so when they first looked upon the faces of those they were looking for. Towards eight o’clock the arrivals in the mortuary were less frequent, the rising of the tide impeding considerably the operations of the divers and others out at the wreck. At nine o’clock forty-one bodies had been taken from the river, and of these thirty-eight had been identified. The work of searching for bodies was continued throughout the night, though, of course, after nightfall, and with the flood tide running, the difficulties attending the efforts of those engaged in the work were greatly increased.

“One of the bodies identified was that of Archibald Greenlees, an engineer. It seems that he had only entered into Messrs Stephen’s employ on Monday morning after having concluded an engagement at the end of last week as third engineer on board the Clan Line steamer Clan Fraser.

“Bodies identified.—The following is a list of the bodies recovered and identified.

1. 1. 1. Michael Flood, holder-on, Hamilton Street, Govan.
      2. John Murray (30), fitter, Hamilton Street, Govan.
      3. John Ladden (14), rivet boy, 8 Muirhead Street. Partick.
      4. Morris Dunn (59), labourer, 59 Hamilton Street, Govan.
      5. William Mason (16), rivet boy, 21 Catherine Street, Anderston.
      6. David Grimmond (40), plumber, 8 Wallace Street, Glasgow.
      7. John Brooks (20), labourer, 85 Langlands Road, Govan.
      8. William Telfer (21), dentist 10 Parkgrove Terrace, Paisley Road.
      9. John Manson (39), carpenter, 64 Langlands Road, Govan.
      10. Matthew Young (40), boilermaker, Mansfield Street, Govan.
      11. Angus M‘Nab (19), apprentice engineer, Linthouse Buildings.
      12. Andrew Henderson (25), engineer, Overnewton, Glasgow. Was to have been married to- morrow evening.
      13. James Smith (32), fitter, Anderston, Glasgow.
      14. Hugh M‘Indoe (17), apprentice fitter, 6 Queen Street, Govan.
      15. Patrick Beattie (40), labourer, 57 Hamilton Street, Govan.
      16. Daniel M‘Kay (18), apprentice fitter, 30 Linthouse Buildings.
      17. Alex. MacGregor (15), apprentice plumber, 25 Merkland Street, Partick.
      18. Michael Harkins (19), apprentice riveter, 44 Castlebank Street, Partick.
      19. Crawford Dick (40), foreman joiner, 3 White Street Govan—married.
      20. Robert M‘Lellan (34), caulker, White Street, Govan—unmarried.
      21. John Kerr (28), engineer, 57 Thomson Street, Govan.
      22. James M‘Namare (23), joiner, Gallowgate.
      23. Patrick Farrell (15), rivet boy, 44 Castlebank Street, Partick.
      24. John Sutherland (26), engineer, 10 Parkgrove Terrace, West—single. Deceased lodged at the above address, and belonged to Busby.
      25. Robert M‘Bride (36), boilermaker, Fleming Street, Govan—married and leaves four children.
      26. Jas. Robertson (31), joiner, Craig Street, off Scotland Street—married, no children.
      27. Dugald Morrison (43), plumber, 37 Clyde Street, Anderston—married.
      28. Archibald Greenlees (30), engineer, 48 Elder Street—single.
      29. Matthew Campbell (16), striker. Logie Street, Govan.
      30. James Forbes (42), joiner, 16 White Street, Govan—married, four cbildren.
      31. David Crawford (36), joiner, 43 Elder Street—married, three children.
      32. Patrick M‘Greevy (21), apprentice riveter, 84, Hamilton Street, Govan—unmarried.
      33. Alexander M‘Andrew (27), joiner, 55, Fairfield Street, Govan—unmarried.
      34. Thomas Fenton (24) joiner, 805 Govan Road—unmarried.
      35. John Cairney (24), labourer, 31 Hamilton Street, Govan—unmarried.
      36. Duncan M‘Gregor (40), labourer, 108 Queen Street, Govan—married.
      37. Arthur Graham (28), joiner, 28 Smith Street, Paisley Road, Govan—unmarried. 38. John Raeburn (40), joiner, 113 Dumbarton Road, Partick.
      38. William Jackson Wyper (25), joiner, 40 Plantation Street, Govan.

“Up till one o’clock this morning no more bodies had been recovered, and the vessel lay in her old position covered over with water. Of the 41 bodies brought ashore, 39 have been identified and two remain in the mortuary. Operations will be resumed at five o’clock this morning,

“List of the missing.

“We subjoin lists of the missing and of joiners and other workmen who were known to be on board. These may be accepted as correct so far as they go, although it may. be stated that they are not officially authenticated, and are not exhaustive of the whole number:—

Frank M‘Menemy,40, holder-on, residing in Govan.

Malcolm Morrison, carpenter.

James Funge, carpenter,

Reter Bradley, labourer.

Duncan Morrison, rigger.

Joseph Smith, rigger.

James M‘Geoch, rigger.

Charles M‘Arthur, caulker.

Donald M‘Lean, caulker.

Neil Haggarty, caulker

James Dowie, apprentice carpenter.

James Hutchinson, apprentice fitter.

John Hay, apprentice.

James Miller, apprentice fitter.

James Hicklam, apprentice fitter.

Thomas Hay, apprentice fitter.

Robert Macdonald, fitter,

Robert Chrystall, fitter.

Edward Goff, fitter.

Archibald Greeniees, fitter.

Archibald Stewart, fitter.

George Bolton, fitter,

George Findlay, fitter.

Archibald Redpath, fitter,

John Redpath, fitter, Father and, son.

Hugh M‘Ilwan.

John Caird, 23, engineer, 57 Thomson Street, Govan.

James Blackie.

David Gibson, labourer.

Alex. M‘Isaac, labourer.

James Carbury, labourer.

Dundan M‘Gregor, labourer.

Thomas Fisken, labourer.

Alexander Anderson, labourer.

James Steven (17), plumber, Windsor Place, Partick.

James Sharp (20), plumer, Windsor Place, Partick, A native of Leith.

A M‘Gill, plumber, 80 Anderson Street, Partick. Married

P Nucator (25), plumber, 6 Peel Street, Partick. A native of Dundee.

John Fulton (20), plumber, 3 Richard Street, Glasgow. A native of Beith.

Frank Paterson, plumber, residing in Renfrew, Married.

Patrick Beattie, sweeper, Hamilton Street, Govan.

Patrick M‘Greavey, apprentice riveter, Hamilton Street, Govan.

James Davie, apprentice carpenter.

“Joiners known to be on board.

Alexander Cramond, foreman (saved).

John Campbell, foreman.

Crawford Dick, foreman.

Robert Hutchison, journeyman.

James Paul, journeyman.

George Thomson, journeyman.

Felix O’Connell, journeyman.

Allan M‘Lean, journeyman.

Archibald Campbell, journeyman.

James Macauley, journeyman.

William Mackenzie, journeyman.

Hugh Lemon, journeyman.

James Donaldson, journeyman.

Archibald Pirrie, journeyman.

Samuel Bryans, journeyman.

Robert Freebairn, journeyman.

John Gibson, journeyman.

John M‘Lean, journeyman.

James Clements, journeyman.

Jas. Christie. journeyman.

William M‘Nee, journeyman.

John M‘Kinnon, journeyman.

Jas. Blainey, journeyman.

Alexander Campbell, journeyman.,

Steve Goodwin, journeyman.

James Forbes, journeyman.

Simon Morrison, journeyman.

Alexander Mathieson, journeyman.

Charles Proctor, journeyman.

William Wilson, journeyman.

William Downie, journeyman.

Archibald M‘Lennan, journeyman.

Robert M‘Whinnie, journeyman.

John M‘Rae, journeyman.

Robert West, journeyman.

George Edgar, journeyman.

James Dickson, journeyman.

John Galbraith, journeyman.

James Black, journeyman.

Alexander Burgess, journeyman.

Archibald Provan, journeyman. 3 Stewart Street, Partick.

James Couper, journeyman.

Andrew Kinnaird, journeyman.

William Jackson, journeyman.

John Macdonald, boy,

George Fraser, journeyman.

Thomas Fenton, Ferry Road, Govan,

Riveters on board.

James Stewart, 20, foreman, residing in Kinning Park.

John M‘Menemy, slipper,

Jamies Duffy, slipper.

John Young.

Frank Harvey, 22, Roodspark Street, Govan.

Joseph Kavanagh.

Henry Tochel.

Joseph Cullen, holder-on.

River boys on board.

George M‘Gee.

Daniel Dillon.

Patrick M‘Farlane

William or James Campbell.

“How did the accident arise.—A searching inquiry will no doubt be instituted into the whole circumstances attending the accident, but according to competent authorities the cause is only too apparent. On the port side of the vessel the anchor fixed in the ground was dragged 20 yards, while that on the opposite side was only carried a distance of about six yards., This seems to indicate that an undue strain must have been exerted on the port side of the vessel which caused her to list over. It is stated further that a considerable quantity of timber and other material had been placed on the deck, while heavy boat davits were also fitted in position. This tended to render the vessel top-heavy; or, in technical language, to raise the centre of buoyancy, and thus trimmed, having once taken a list to the port, it was impossible for the vessel to right herself.

“The insurance question.—Shipbuilders are responsible for new vessels until they are completed and handed over to the owners, and in order to protect themeselves from accidents it is customary to insure vessels on the stocks against fire, and also to effect what is known as a “launching insurance” with the Glasgow underwriters. The latter insurance is meant to cover any loss that may be sustained through accidents arising during the critical operation of transferring a vessel from the ways to the water. Messrs Stephen & Sons had, we understand, insured the Daphne against fire, but they had not entered into a “launching insurance,” and consequently the pecuniary loss, so far as the vessel is concerned, will fall upon them.

“Narratives of survivors.—Our reporters, in the course of the afternoon, obtained from a number of the survivors statements descriptive of the disaster, and of their own experiences in connection with it. These naturally resemble each other more or less nearly, and may be sufficiently indicated by the statements appended:—

“John Russell, a painter, about 28 of years age, and residing at 45 Wallace Street, Glasgow, says:—I had been working in the ship for about three weeks. I was standing about midships on the port side when the ship left the ways. She went down all right, but immediately on getting clear of the ways, she went right over, just as if she were top heavy, and had too, little ballast. There were a, lot of men standing about me at the time. When she went down I caught hold of the rail on the port side, and when I saw that she was going to heel right over, I turned and went over the deck to the starboard side. I got over the rail and jumped into the water. I am a good swimmer, and I made for the Govan side of the river. Getting near the shore, I was almost run down by the tug Hotspur, which was crossing; but those on board saw me, and I got out of the way. They threw me a lifebuoy, which I caught hold of. Another man, a riveter, was in the water beside me at the time, and as he was very exhausted and seemed to be sinking, I gave him the preference of the rope. We were then both pulled on board the Hotspur and saved. The deck of the steamer was crowded with men, and there were a great many engineers and joiners working below. It is impossible that they can have been saved. The reason why there were so many on board. was that they were trying to get the ship out of hands before the holidays commenced. I observed several men who were injured. Some of them were bleeding, and I think might have been saved but for the injuries they had sustained.

Allen M‘Lean, rigger, residing at 19 Princes Street, Govan, says—I was standing amidships on the upper deck when the ship heeled over. I got to the high side, and when I saw that the vessel was to go down, I jumped overboard. I at once struck out for the slip at the yard, and, after a quarter of an hour’s swimming, I reached the shore. A number of men jumped at the same time as I did, but others whom I knew went down with the ship. When I was in the water I saw only two small boats and the tugboats. The riggers had been working on the ship since six o’clock in the morning. There were four riggers on board. One named John Gray was saved. I am not sure what came of the other two, who were named Alexander Wilson and George Kay.

“Henry O’Farrell, a riveter, living at 25 White Street, Govan, says:—I was on board the vessel holding the launching flag. I heard the signal given, to knock away the supports, and immediately the vessel moved off. I noticed that she was going very smartly, but paid no particular attention to this until, in taking the water, the vessel heeled over to the port side. I threw the launching flag away, and thinking that perhaps the current had caused the vessel to capsize, I ran to the wheel along with the pilot, Wm. Francis, a rigger and another man whose name I don’t know. The Pilot and Francis have both been saved, but I have not since seen the other man. The three of us worked hard at the wheel, so as to counteract what we thought was the effect of the current. We turned it round several times, but it did not do any good. The vessel was every moment going deeper down in the water, and getting alarmed for my safety, I jumped off the stern into the water. I can swim, but not very well. I managed to keep my head above water, and shortly afterwards I was pulled on board one of the tugs which was assisting at the launch. I can’t say how many persons were on board at the time of the accident. There were a good many, the deck being quite crowded.

“Alex. Cramond says—I am a foreman joiner in the employment of the firm, and live at 53 Fairfield Street, Govan. I was on board the vessel waiting in case my services should be required for anything. I was on the forecastle head. On hearing the supports being knocked away, I paid attention to the manner in which the ship left the ways. She seemed to go all right, but I noticed that she moved very quickly, more quickly than is usually the case. Almost directly the keel touched the water I saw that the vessel was going to capsize, and I called out to a number of men standing near me, “Look out boys. This is an awful business. We will all be drowned.” The next moment I was struggling in the water. I cannot swim at all, but I came to the surface, and with little difficulty succeeded in getting hold of a stay block which was floating near. From this I caught hold of one of the davits of the steamer, and then on to the side of her. She sank gradually, and I remained standing on her until the water was about up to my waist. I was then taken off by a tug. I had charge of about 20 men on board, and since the accident I have only seen three of them.

William Gourlay, a joiner, living at 18 Linthouse Buildings, says—At the time of the launch I was working amidships finishing the engine-room skylight. Having been. asked to push on with my work as quickly as possible, I paid no aittention to the knocking away of the staves and spars. I noticed, however, that the Daphne moved very smartly along the ways. Whilst stooping down I was nearly thrown over, and on looking up to see the cause observed that the vessel was heeling over to port in the water. I thought that she would soon right again, but was startled to see her go further over. The tide was full at the times and she went entirely out of sight. I was thrown into the water, but managed to scramble up on to the side of the sinking vessel, from which position I was ultimately rescued and taken on board the tug Lord Derby.

“James M‘Lean, another joiner, also residing at Linthouse Buildings, says—I am not often on board a ship when she is launched, my work generally being done on shore. When leaving the house in the morning I remarked that I had not been on board at a launch for a long time, and that it would be curious if I should meet with any accident. I have been unwell for some time, and owing to that, I suppose, a presentiment that something would occur took possession of me. I was working at the skylight along with Gourlay. I was going on it my work when the launch took place, and I noticed nothing wrong until the ship canted over. I at once saw that something serious had occurred, and looked for a piece of wood which owing to the presentiment I speak of, I had placed near me so as to be able to float on it in case of accident. It, however, had slid away into the water on account of the slope on the vessel’s deck. Seeing that it was gone, I made a clutch at what I thought was a floating piece of wood, but I found that it was attached to the vessel, and I let it go. I scrambled up on the Daphne on to the stern, which was farthest out of the water, the vessel seeming to sink by the head. It was covered with people, however, several of whom were being pushed off again into the water, as there was not sufficient standing room for them. I had to get off, and I then sank. I shortly afterwards came to the surface, and a rope from a tug crossed my face. I clutched at it, and at the same time another man, who was also rescued, did so as well. I remarked to him that we were all right, but he said he could not hold on any longer as he was so exhausted. I, however, got my legs entwined round his, and we were both taken on board the tug together both very exhausted. I had tools on board to the value of about £3 or £4. These are, of course, all lost.

“T. Bryson, joiner, says:—I was standing at the stern of the Daphne. She went off the ways all right, but had no sooner cleared than she took a list to port. Thirty or forty of my shopmates were standing near me at the stern. Many of them were drowned. I was flung into the water, and I think I went right below the vessel. I came to the surface on the far side of a tugboat. Being a good swimmer, I struck out for the shore, and got on land all right. Before I was thrown off the vessel, I saw a man named Morgan seize the rail. He climbed on to the side of the vessel, and was rescued.

“A boy named Flowers says:—I was in the engine-room when the accident occurred. Feeling the vessel going over, I rushed on deck, jumped into the water, and was rescued.”

Over the next few days and nights, efforts continued to recover and identify bodies and assemble a list of the missing. It was recognised that this would not be achieved without righting and refloating the ship and work continued apace on that difficult task.

Initial lists of the missing and dead totaled around 130 but several persons on the list reported to the works and the eventual toll was 124.

The salvage work was largely completed on Friday, July 20. It had been a struggle to right the ship since all the weight of debris and mud was on the port side of the vessel but with the help of pontoons the work was completed successfully and the last six bodies recovered.

Inspecting an anchor (Illustrated London News)

The official inquiry under Sir Edward James Reed was opened while these activities were going on, and it was published in August. He considered a number of potential contributing factors that had been proposed such as the differential movement of the chains used to slow the ship and the current movements near the top of the tide where surface waters were said to move upstream while the lower currents moved in the opposite direction. He was able to dismiss both possibilities.

The focus was on the stability of the vessel, and particularly on the stability in the launching condition, laden with loose equipment and 195 workmen.

The ship itself was built to a stable design. However the design specifications were based on the fact that no similar ship had capsized and not on sound detailed calculations based on best practice. Stability was sufficient under normal conditions with the ship closed-up to the top deck. With the openings for the boiler, the wight of the poop, forecastle and bridge deck, and loose material and equipment and men shifting weight, with the initial heeling, the ship could not regain a stable posture quickly enough to prevent the capsizing.

Stability tests were carried out on the hull on the 28th July after the ship was raised, revealing the shortcomings of the design, and the message was clear that stability calculations should be completed on the vessel at her launching draught to prevent a recurrence of the tragedy.

The Daphne was repaired and entered service as Rose for Messrs Laird in September. She was an unfortunate ship and did not last long with the company.