Daphne

The iron steamship Daphne was launched from the Govan yard of Alexander Stephen and Sons Ltd (Yard No 279) on 3rd July 1883. She measured 177.0′ x 25.3′ x 13.4′ and her tonnage was 449 gross tons, 223 net tons. She was powered by a two cylinder compound diagonal steam engine by Pearce Brothers, Dundee delivering 50 nominal horse power. Built for the Glasgow, Dublin and Londonderry SS Co Ltd her launch day was to become one of the deadliest days on the River Clyde .

The specification for the vessel had been drawn up by the steamship company’s Superintendent Marine Engineer who had been given strict instructions regarding the equipment to be used, the ship specifications and dimensions, etc. The superintendent was not a marine architect and all her construction details were decided based on studies of previous ships in the fleet. The builders were then expected to perform the detailed design work and stability tests. The Stephen’s Linthouse yard did not have a fitting out berth, and as a result, the engine was installed prior to launch. The boilers were not installed at this point but part of the deck was left open to allow the boilers to be fitted later at the quayside at Broomielaw where she was due to be completed.

Fitting out was well advanced, but with delivery scheduled for early August, the work continued up to the moment of launch on July 3rd.  On launch day nearly 200 workmen were on board intended to continue working while she was being towed to the Broomielaw.  Just before noon the ship was launched, slipped quietly into the Clyde and came quickly to rest, stopped quickly by the drag chains. As was normal practice, two heavy anchors and cables were employed to check the movement of the vessel after she had entered the water. On this fateful occasion this apparatus failed to function as planned. The starboard anchor moved as expected dragging only six or seven yards but the port anchor dragged for about sixty yards. The current of the river caught the ship at this critical moment and, within a few seconds of coming to rest, the ship began to heel to port, paused, recovered slightly, then heeled over again, this time not slowing or recovering. She rolled over completely, trapping most of the men aboard below decks. Despite the best efforts of rescuers only about 70 survivors were recovered, a total of 124 men and boys losing their lives. The ship had capsized very quickly as the men aboard slid to the port side as she rolled. Similarly 30 tons of loose gear on deck did the same allowing and water to flood in through the open deck left uncompleted to allow the boiler to be fitted.

The ship was righted a few days later and taken to what became Govan No 1 drydock, then known as Salterscroft Graving Dock, where she was subjected to exhaustive stability tests. She was repaired and completed at Govan to emerge as the SS Rose in September 1883.  Early in her career she grounded at Farlane Point, Millport on the 1st March 1884 but was undamaged and refloated.  She was sold later that same year to John Bell & Co. of Prestwick who renamed her Ianthe and employed her in the Eastern Mediterranean. She was sold again in 1890 to Navigation Orientale who renamed her Eleni. She was finally lost when mined off Tenedos, Greece on 10th December 1918.

An enquiry was opened and much detailed evidence was collected. Stephen and Sons were commended for the assistance they gave the enquiry and, controversially, no fault was found with the launch arrangements at Linthouse. The enquiry concluded poor initial stability combined with excessive loose gear and personnel aboard had caused the vessel to capsize. One important outcome of the disaster was to limit the number of personnel aboard during a launch to only those necessary to secure and moor the ship after the launch.