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78 three blasts upon her whistle in answer thereto. " * * * * the Virginian struck the Strathalbyn on her port bow in the vicinity of the hawse pipe and stove a hole in her and continued on through the Strathalbyn's bow and crumpled her plates and broke her frames from her stem back to and including some four or five frames abaft the collision bulk- head and thereby greatly bent and broke and damaged the whole forward portion of the Strathalbyn, including her wind- lass, forecastle and other parts of the forward part of said vessel and caused a loss of and damage to the large quan- tity of gear, machinery and property as well as injuring several of her crew and causing the death of one of them." Notwithstanding their severe injuries, the masters of both vessels refused as- sistance and both proceeded to Tacoma, where the Virginian arrived three hours later and the Strathalbyn, seriously crip- pled and with No. 1 hold filled with water, stem almost submerged and a heavy list to starboard, five hours after the mishap. The Virginian was not badly injured and at Tacoma continued to work cargo. The Strathalbyn made fast to a buoy, but the next morning -- she began taking water at such an alarming rate that she was beached on-~ the flats, where, as shown in the ac-_ 'companying photograph, she appears like a total wreck. The lumber cargo was discharged from No. 1 and No. 2 holds, the water pumped out and when the vessel righted, it was seen that the dam- age did not extend below the water line. In this condition, she steamed from Ta- coma to the Esquimalt dock at Victoria, B. C. It was found that when lying at the buoy with a serious list, water -- was pouring below through the ventila- tors, making beaching necessary. Graphic Photo of the Wreck The accompanying photographs tell an interesting story of the mishap. Inci- dentally they show how much worse the British steamer fared. The Virginian struck the Strathalbyn on the latter's port bow and the imprint of the British tramp's port anchor is easily seen on the starboard bow of the Virginian. The impact twisted the Strathalbyn's stem many feet to starboard and her port anchor can be discerned in the photo- graph about where the starboard anchor should be. The starboard side of the British vessel's forecastle was completely torn away, the plates being crumpled up for a distance of 10 ft. below the main deck back to 8 or 10 ft. into No. 1 hold. The wreckage hung overboard on the starboard side for 8 or 10 ft. beyond the side of the vessel and in this mass of crumpled plates and debris was found the body of the unfortunate British sailor who was killed. Until the wreckage was cleared away, he was thought to have been lost overboard, When the Strathalbyn steamed from Tacoma, this wreckage, weighing about THE MARINE REVIEW 20 tons, was cut off and dropped into deep water. The photograph shows how the forecastle was laid open and how 'the starboard anchor and chain were pushed aft to almost abreast of the foremast. The Strathalbyn was the most curious spectacle of a collision victim It is esti- seen hereabouts in years. subject 'only to the state - for Bow oF THE VIRGINIAN mated that repairs, which are being made by the British Columbia Marine Railways, will cost about $60,000. The specifications for repairing the Virginian called for removing the stem from the upper deck. to the first scarf, fairing and returning; renewing plates on port side, removing and fair- ing two; five new plates on starboard bow, four to remove and fair and one to repair and fair in place; on port side two frames to fair in place and on starboard side three frames to renew and six to fair and replace. The two breast hooks were also faired. There was some damage below the waterline extending into the fuel oil tank in the ~iorepeak. The injury on the starboard side included a rip about 12 ft. long and 10 to 12 in. in width above the oil tank. Above this, four plates were found punctured on starboard side.. On 'the port side one plate was punctured and others bent. Compared with the Strathalbyn, the Virginian faired very well. All the bids for repairing the American steamer were rejected and finally the work went to the Seattle Construction & Drydock Co., on time and material. The time allowed was 18 days and the contract included dry- docking at the Puget Sound navy yard, as no other dock on Puget Sound could accommodate the vessel. The steamer was returned to her owners within the time limit and the steamer has returned to service permanently repaired. At first the owners were inclined to make only six . March, 1912 temporary repairs here and dock the vessel at San Francisco, but the local firm made such an attractive offer that the entire contract was awarded here. After taking considerable testimony in this case, the local board of United States steamboat inspectors have con- cluded that they have no jurisdiction: in the matter. Pilotage is not compulsory for vessels under register on Puget Sound and pilots operating in these waters on vessels under register are inspectors. Consequently the federal inspectors have washed their hands of the matter and it is unlikely that the full details will be made public until the cases are threshed out in the courts. Largest Ladder Dredge William Simon & Co. Renfrew, Scotland, have recently completed the largest ladder dredge in the world use on the Panama canal. The dredge is known as the Corozal. It is designed to discharge directly into hoppers or, barges alongside and has . a steaming speed of 10 knots per hour. It is to be capable of digging to a maximum of 55 ft. and is expected to have a digging capacity of 1,200 cu. yds. per hour. The dredge is pro- vided with two sets of buckets, one with buckets 54 cu. ft. capacity each, and the other set with buckets of 34 cu. ft. capacity each. These buckets are made with cast steel backs and bodies of compressed plates of mild steel. The lips are of manganese steel forged to shape and afterward tem- pered. Terminal at Panama A committee has been appointed to consider a report on the facilities to be provided on the terminal docks for the Panama canal at Balboa and Cris- tobal for the convenient :and economic loading and unloading of vessels. The work of the committee will include the arrangements of all tracks on wharves and piers and all matters connected with cranes and other cargo handling appliances. The committee consists of Col. H. F. Hodges, civil engineer, United States Navy, H. H. Rosseau, S. P. Williamson and J, A, Smith, Dunlop, Bremner & Co., Port. Glas- gow, Scotland, have acquired the ship building plant of D. J. Dunlop & Co. Donald Bremner, who was asso- ciated with the Clyde Ship Building & Engineering Co., will be managing director. The engineering director is Thomas Payton, formerly with D. & W. Henderson & Co., Glasgow, and the ship building director is George G. Parker.