BURNING OF THE BEN SHERROD, MAY 8, 1837.

Copied from https://www.steamboats.org/archive/9017-2.html 

On the 8th of May, 1837, the large Louisville and New Orleans packet, the Ben Sherrod, caught fire on her upward trip, while she was engaged in an exciting race with the steamer Prairie. It was one o’clock at night, and the boat was about fourteen miles above Fort Adams, ploughing her way up the Mississippi with great velocity. The Prairie was just ahead of her, in sight, and the crew of the Ben Sher­rod were determined, if possible, to go by her. The firemen were shoving in the pine knots, and sprinkling rosin over the coal, and doing their best to raise more steam. They had a barrel of whisky before them, from which they drank often and freely until they were beastly drunk. The boilers became so hot that they set fire to sixty cords of wood on board. and the Ben Sherrod was soon completely enveloped in flames. The passengers, three hundred in number, were sound asleep, not thinking of the awful doom that awaited them. When the deck hands discovered the fire, they basely left their posts and ran for the yawl, without giving the alarm to the passengers. Capt. Castleman attempted for a time to allay the excitement and confusion, by telling them the fire was extinguished. Twice he forbade the lowering of the yawl, which was attempted. The shrieks of nearly three hundred and fifty persons now on board, rose wild and dreadful, which might have been heard at a distance of several miles. The cry was, “To the shore! to the shore !” and the boat made for the starboard shore, but did not gain it, as the wheel ropes soon burnt. The steam was not let off, and the boat kept on up the river. The scene of horror now beggared all de­scription. The yawl, which had been filled with the crew, had sunk, drowning nearly all who were in it; and the passengers had no other alternative than to jump overboard, without even taking time to dress. There were ten ladies who all went overboard without uttering a single scream; some drowned instantly, and others clung to planks; two of the number were all that were saved. Several passengers were burnt alive. One man by the name of Ray, from Louisville, Kentucky, jumped overboard, and hung to a rope at the bow ef the boat, until rescued by the yawl of the steamer Columbus, which arrived at the scene half an hour after the boat took fire. Mr. Ray’s face and arms were much burnt while clinging to the boat. He lost twenty thousand dollars in specie. The steamboat Alton arrived half an hour after the Columbus, but from the carelessness or indiscretion of those on her, was the means of drowning many persons who were floating in the water. She came down under full headway among the exhausted sufferers, who were too weak to make any further exertion, and by the commotion occasioned by her wheels drowned a large number. A gentleman by the name of Hamilton, from Limestone county, Alabama, was floating on a barrel, and sustaining also a lady, when the Alton came up, wash­ing them both under. The lady was drowned, but Mr. Hamilton came up and floated down the river fifteen miles, when he was rescued by the steamer Statesman. Mr. McDowell sustained himself some time against the current, so that he floated only two miles down the river, and then swain ashore. His wife, who was floating on a plank, was drowned by the steamer Alton. Mr. Rundell floated down the river ten miles, and was taken up by a flat-boat at the mouth of Buffalo creek; lie saved his money in his pantaloons’ pocket. Mr. McDowell lost his wife, son, and a lady named Miss Frances Few, who was under his protection; also a negro servant. Of those who escaped, we have seen and conversed with James P. Wilkinson, Esq., Mr. Stanfleld, of Rich­mond, Virginia, and Daniel Marshall, Esq., of Moscow, Indiana. The scene, as described by them, was truly heart-rending; while some were confined to their berths, and consumed by the flames, others plunged into the river to find watery graves. One lady, who attached herself to Mr. Marshall, and had clung to him while they floated four or five miles, was at length drowned by the waves of the Alton, after imploring the boat’s crew for assistance and mercy. Mr. Marshall was supported by a flour barrel. Only two ladies out of ten who were •ñ board were saved; one of these was Mrs. Castleman, the Captain’s wife; the other was Mrs. Smith, of New Orleans.

It was said by some of the passengers, that the captain of the Alton did not hear the cries of those who implored him for assistance as he passed, it being midnight; but there can be no excuse for the monster who commanded the Prairie, for leaving a boat in flames without turn­ing around and affording the sufferers relief. lie reported her on fire at Natchez and Vieksburg.

A man in a canoe near the scene of the disaster refused to save any who were floating in the water, unless they promised to pay him hand­somely for his services. So rapid were the flames that not even the register of the boat was saved; hence it was impossible to get a full list of the lost. One of the officers of the boat informed us, that out of seventy-eight deck passengers not more than six were saved. This was one of the most serious calamities that ever occurred on the Mississippi river, there being at least one hundred and seventy families deprived by it of some dear and beloved member, and over two hundred souls being hurried by it out of time into eternity, with scarce a moment’s warning. During the burning of the Ben Sherrod eight different explosions oc­curred; first, barrels of whiskey, brandy, &c.; then the boilers blew up with a fearful explosion, and lastly, forty barrels of gunpowder ex­ploded, which made a noise that was heard many miles distant, scattering fragments of the wreck in all directions, and producing the grandest sight ever seen. Immediately after, the wreck sunk out of sight just above Fort Adams. A large quantity of specie, which was on its way to the Tennessee Banks, was lost. One gentleman placed his pocket­book, containing thirty-eight thousand dollars, under his pillow, and though he managed to escape, he lost all his money. One scene was distressing in the extreme; a young and beautiful lady, whose name was Mary Ann Walker, on hearing the cry of fire, rushed out of the ladies’ cabin in her loose night-clothes in search of her husband, at the same time holding her infant to her bosom; in her endeavors to get for­ward her dress caught fire, and was torn from her back to save her life. After witnessing her husband fall into the flames in the forward part of the boat, and unable to reach him, she leaped with her child into the water, seized a plank, and was carried by the current within forty yards of the Columbus, but just as she seized a rope thrown to her, both mother and child sank to rise no more. One young man, who had reached the hurricane deck in safety, hearing the cries of his sister, rushed back to the cabin, clasped her in his arms, and both were burnt to death. One of the clerks, one of the pilots, and the mate were burnt to death. All the chambermaids and women employed in the boat perished; only two negroes escaped out of thirty-five that were on the boat.

Lost-Three children and father of Captain Castieman; Mrs. Mc­Dowell, of Belfont, Ala.; Mrs. Gamble and three children, of New Orleans; Miss Frances Few, of Belfont, South Alabama; Mr. Fran­ces, burnt to death.

PASSENGERS SAVED-James Smith, lady and son; Thomas Cook, W. H. Cloud, Wm. Beattie, Amos Brundelt, Thomas Larmer, Samuel Ray, Lister Sexton.

Great praise is due to Captain Austin of the Statesman, and Cap­tain Littlejohn of the Columbus, for their humane efforts to save the passengers of the Ben Sl±errod, for had they acted as the Captain of the Alton, not a soul would have been saved to tell the tale of that calamity. Mr. Wm. Stamp’s family did everything in their power to relieve the wants of the sufferers, and they will long be remembered for their kindness to the strangers in that trying time.

LIST OF SAVED-G. Stanfleld; Mr. Gamble and his son, of New Or­leans; Ephraim Stanfield, Richmond, Virginia; Rosamond P. Andrews, A. H. Hartley, Arkansas; John Lowney, Indiana; Hugh Simpson, and Constantine Mahan, Tennessee; P. H. Watkins, Bedford county, Virginia; Thompson Duvall, Shelby county, Indiana; Matthew M. Orme, Natchez; Thomas W. Blagg, Alabama; J. S. Lowe, Tennessee; Charles W. Andrews, Yates county, New York; John Montgomery and James 0. Phillips, Indiana; J. W. Brent, Pecan Point; John Dasua, E. Bushman, E. II. Barnes and J. M. Williams, Indiana; John Blanc, New Orleans; John A. Davis, Florence, Alabama; Eras­tus Griggs, Marietta, Ohio; A. Randall, Rocky Springs, Mississippi; James P. Wilkinson, Richmond, Virginia; Canton Macon, Cincinnati; Wm. Wallace, New York; Mrs. Smith, of Mobile.

LIST OF OFFICERS PICKED UP BY THE COLUMBUS-Captain C. G. Castleman and lady; George Stiles, clerk; Wm. Bell, first engineer; Stephen Hooks, second engineer; Charles Greenlee, pilot; Samuel Big, second mate; John Hill, carpenter; P. Rice, Jacob Lightstroff, John Eggman, A. Goddin, Amos Burby, Brilly John, M. P. Hard, Charles Simms, Fred. Cowen, Willis Caidwell, John CaIdwell, John Johnson, Jacob Rose, Edward Fleece, B. McDaniel, Moses Caidwell, Charles Anderson, Peter Sevier, Andrew Moore, Joseph Cooper, Jo­seph Fisher, arid John Clark.

A gentleman, Mr. Cook, floated down the river several miles before he was picked up. ile hailed the wretched and despicable character who had put off in a yawl from the shore, and begged his assistance. The scoundrel, who was intent in picking up baggage, boxes, &c., asked with the utmost sang froid, “How much will you give me ?” To the entreaties of others for help, he replied, “Oh, you are very well off there; keep cool, and you’ll come out comfortable.”

Poor Davis, the pilot at the wheel, was consumed; he was one in a thousand, preferring to die rather than leave his post in the hour of dan­ger. Just before he left New Orleans, he was conversing with another pilot about the burning of the St. Martinsville; said he, “If ever I should be on a boat that takes fire, and don’t save the passengers, it will be because the tiller ropes burn, or I perish in the flames.” And just such men as Davis are to be found among the western boatmen; many have stood by their posts in the hour of danger, and perished rather than flinch from their duty.
(source: Lloyd's Steamboat Directory from 1856)

Another source tells much the same story but only finds 2 of the captain's children and his father among the dead. https://erenow.org/modern/the-great-american-steamboat-race/11.php

This version of the story offers a slightly different account: https://www.hannapub.com/concordiasentinel/stanley-nelson-terror-aboard-the-ben-sherrod/article_290d5214-9ea6-11e5-99ef-23447ababa88.html

And one more from May of 2024: https://carynschulenberg.com/2024/05/complete-negligence/

Captain Castleman gives his side of the story 

Beginning on page 138, 3rd paragraph in the 1846 publication. 

" Merely to show how things will be exaggerated, not that it can alter in any way the circumstances, I would mention that the number of persons on board the Ben Sherod, at the time that she was burnt, did not exceed from one hundred and fifty to one hundred and sixty. I think one hundred and fifty would probably come the nearest to it, including the crew, children, and servants, and all ; and from all I could learn before I left New Orleans, and at Natchez on my way up, I do not think there were more than sixty or sixty-five lost, instead of from one hundred to two hundred, as is stated in so many different reports. 

I, myself, clung to the hope of getting the boat to the shore, and saving all, until it was too late to save my own family, and thereby lost my father and two children, and got my wife burnt so badly that she was not expected to live. I was burnt myself slightly ; one child was burnt to death and in my wife's arms when I got hold of her, and the other drowned. 

 "As to the report of my officers and crew being in a state of intoxication, the barrel of whiskey with the head knocked out, or set out for the men to have access to, — it is all in the imagination. Drunkenness is the only misdemeanor for which I allowed a man to be discharged without first consulting me ; but the clerks, the mates, the engineers, all had full authority to drive any man of the crew off the boat, either in or out of the port, if he was the least drunk, as was the case the first trip, when we first made up our crew. 

 Some of that crew got drunk, and were discharged, and replaced by sober men, until we had a good crew ; and I feel positive that we had not had a drunken man amongst our crew for three months before the fatal accident. 

  "I had not left the deck in the fore part of the night. The firemen were singing and dancing about, as they always do when on duty, but there were none of them the least intoxicated, so far as I could see ; and the watch that were on duty at the time (the first watch having retired) had not been out of their beds long enough to get drunk, if they had wanted to. We always gave our men, black or white, as much as they wanted, kept a barrel of whiskey tapped on the boiler deck for them, have always done so, and generally let one of the watch that ivas on duty, go to it and draw for his watch, whenever they wanted it. He is called the captain of the watch. I have always done the same for the last ten years, and my acquaintances, I think, will vouch for my discipline about drunkenness, as well as other things, being severe and rigid enough. Indeed, I am generally blamed for being too particular about such things, and too rigid with my hands." 

1846 Public Domain Record of the Ben Sherod shipwreck

This file was downloaded from HathiTrust Digital Library.
Title:   Steamboat disasters and railroad accidents in the United States.
Author:    Howland, S. A. (Southworth Allen), 1800-1882.
Publisher: Worcester, W. Lazell, 1846. Copyright: Public Domain Original from: Library of Congress

DESTRUCTION OF THE BEN SHEROD, 

 By Fire and Explosion, on the Mississippi River,  while on her Passage from New Orleans for  Louisville, May 8, 1837; by which Terrible Catastrophe nearly Two Hundred Persons lost their Lives. 

 The steamer Ben Sherod, Captain Castleman, left New Orleans on Sunday morning, May 7,. bound to Louisville ; and on the night of the 9th, when about thirty miles below Natchez, she was discovered to be on fire, and in a few minutes after, the whole boat was enveloped in flames. 

 Being in the stream, and her wheel-ropes burnt off,  it was impossible to run her ashore; and no alternative was left to the persons on board, but to jump into the water, and attempt to save themselves by swimming, or floating on such articles as they could find, or to perish in the flames. In the confusion and alarm, many, who could not swim, sprang overboard, without taking the precaution to provide themselves with a plank or box, and were drowned ; but many more, it is feared, were burnt to death. 

 So rapid was the spread of the fire, and so destitute were those on board of all means of escape, that nothing could be saved, not even the register of the boat; thus rendering it impossible to state with certainty how many were lost, or what were their names. 

 The fire is believed to have originated from the fuel being piled up near the boiler. The story of the disaster was related to us by a young man, who was a cabin passenger : it is awfully interesting, and his own escape almost miraculous. When he awoke, he put on his clothes, and leaped into the yawl, which was hanging at the stern, and was followed by about forty other men, one of whom cut the rope connecting the stern of the steamer to the bow of the yawl, when the latter canted over, and hung in a perpendicular position, the bow towards the water. All on board were precipitated into it, and are believed to have been drowned, with the exception of the narrator, — and he saved himself by clinging to the thwarts. 

 In a few minutes, about twenty of the crew made their way to the stern of the steamer, and placed themselves in the boat, suspended as she was. One of them imprudently took out his knife, and cut the rope which attached the steamer to the stern of the yawl, and she plunged, as might have been expected, full twenty feet under water. All that had been hanging to her were missing, except four, and the individual who relates the story. He says, that when he rose to the surface, he found himself under the yawl, which was lying bottom up. Being strong, active, and expert at swimming, he worked his way from underneath and mounted on her bottom, where he was soon joined by the four other men who had saved themselves ; and in this situation they floated twelve miles down the river, before they were picked up by the Columbus. 

 There was some powder on board, — in what quantities was not known ; but the knowledge that it was there, seemed to have paralyzed the efforts of the crew, and its explosion added to the deep horrors of the scene. There were nine ladies on board, only two of whom were rescued. 

 The survivors of this terrible disaster have unanimously concurred in their expressions of gratitude to the commanders of the steamers Columbus and Statesman, for their activity in saving them from a watery grave, and for their kindness to them while on board their boats. On the conduct of Captain Littleton, of the steamboat Alton the public censure of the surviving sufferers was published in the newspapers of the day. The reckless manner in which he drove his vessel through the crowd of exhausted sufferers, there- by drowning many, even while calling for help, and turning a deaf ear to the cries and pleadings of all, cannot soon be forgotten by an indignant community, or the record of its truth be obliterated from public print. 

 The following is the statement, alluded to above, from a part of the surviving passengers : — 

 "We, the undersigned, part of the passengers saved from the wreck of the steamer Ben Sherod, on the night of the 9th inst., feel it a duty we owe to the officers of the steamboats Columbus and Statesman, to say that they deserve the praise of every friend of humanity for their untiring exertions in rescuing the suffering passengers whom they found afloat in the current. Many of the passengers owe their lives to the kindness of the officers of these boats. 

 " We feel it also due to the public to state, — and our hearts sicken within us when we assert it, — that the steamboat Alton, Capt. Littleton, passed through the midst of the sinking crowd, all hands crying for help, and, although within a few feet of some, covering them with her waves, she did not even stop her headway until she arrived at Fort Adams, ten miles below, where she could have rendered no assistance. 

 " Signed, Hugh Simpson, Carlinsville, Tenn. ,Thomas Duvall, Shelby Co., hid., John Blanc, New Orleans, John P. Wilkinson, Richmond, Va., Ephraim Stanfield, Richmond, Va., Daniel Marshall, Moscow, hid., Rosson P. Andrus, Natchez.,  Asa S. Smith, do. Charles W. Andrus, do., M. M. Orme, do. 

 "Natchez, May 18, 1837." 

 There were two hundred and thirty-five persons on board, of whom not more than sixty escaped ; leaving upwards of one hundred and seventy five drowned and burnt, including the captain's father and two children, — his wife was picked up by a flat boat, badly injured. The following are the names of some of the ladies who were lost: — Mrs. M'Dowell, of Belfont, Ala. ; Mrs. Gamble, and three children, of New Orleans ; Miss Frances Few, of Belfont. Ala. 

 This awful occurrence should teach the community the immense importance of the character of a steamboat. After the wanton disregard of life evinced by the captain of this boat some weeks ago at Vicksburg, by which ten or twelve persons were drowned, not a single individual, who had any regard for his life, should have ventured on that same boat while under such a reckless commander. A man who would refuse to bring his boat to, for the purpose of landing a dozen individuals, would not scruple to run a race with two hundred passengers on board, and fire his boat by the red heat of his boilers. The Ben Sherod had been on fire twice during the race on that same night, previous to the final conflagration. 

 Captain Castleman subsequently published the following vindication of his conduct : — 

  " Merely to show how things will be exaggerated, not that it can alter in any way the circumstances, I would mention that the number of persons on board the Ben Sherod, at the time that she was burnt, did not exceed from one hundred and fifty to one hundred and sixty. I think one hundred and fifty would probably come the nearest to it, including the crew, children, and servants, and all ; and from all I could learn before I left New Orleans, and at Natchez on my way up, I do not think there were more than sixty or sixty-five lost, instead of from one hundred to two hundred, as is stated in so many different reports. I, myself, clung to the hope of getting the boat to the shore, and saving all, until it was too late to save my own family, and thereby lost my father and two children, and got my wife burnt so badly that she was not expected to live. I was burnt myself slightly ; one child was burnt to death and in my wife's arms when I got hold of her, and the other drowned. 

  "As to the report of my officers and crew being in a state of intoxication, the barrel of whiskey with the head knocked out, or set out for the men to have access to, — it is all in the imagination. Drunkenness is the only misdemeanor for which I allowed a man to be discharged without first consulting me ; but the clerks, the mates, the engineers, all had full authority to drive any man of the crew off the boat, either in or out of the port, if he was the least drunk, as was the case the first trip, when we first made up our crew. Some of that crew got drunk, and were discharged, and replaced by sober men, until we had a good crew ; and I feel positive that we had not had a drunken man amongst our crew for three months before the fatal accident. 

  "I had not left the deck in the fore part of the night. The firemen were singing and dancing about, as they always do when on duty, but there were none of them the least intoxicated, so far as I could see ; and the watch that were on duty at the time (the first watch having retired) had not been out of their beds long enough to get drunk, if they had wanted to. We always gave our men, black or white, as much as they wanted, kept a barrel of whiskey tapped on the boiler deck for them, have always done so, and generally let one of the watch that ivas on duty, go to it and draw for his watch, whenever they wanted it. He is called the captain of the watch. I have always done the same for the last ten years, and my acquaintances, I think, will vouch for my discipline about drunkenness, as well as other things, being severe and rigid enough. Indeed, I am generally blamed for being too particular about such things, and too rigid with my hands." 

 We give some further particulars, gathered from various sources : — 

  One gentleman, Mr. Cook, floated down the river some miles before he was picked up. He hailed some wretched and dispicable character, who had put off in a yawl from the shore, and begged his assistance. 

 The infamous scoundrel, who was intent only on picking up boxes, &c, asked with the utmost sang froid, ~" How much will you give me?" To the en treaties of others for help, he replied, " O, you are very well off there ! Keep cool, and you '11 come out comfortable !" Whether the captain of the Alton deserves the censure that has been heaped upon him, we know not, nor will we pretend to say positively until we have seen his statement ; but it does appear that if the captain of the Columbus had acted in a similar manner to that of the Alton, there would not have been half a dozen souls left to., tell the tale of the calamity. 

  Mr. Davis, the pilot, who was at the wheel during the fire, was conversing with a friend, just before he left the city, about the burning of the St. Martinville, and the burning of her tiller-rope, three or four years since. " If ever I 'm in a boat that takes fire," said Davis, "if I don't run her ashore, it will be because I shall be burnt up in her!" Poor fellow! his statement was verified ; he was burnt up in the Ben Sherod. 

  Out of nine ladies that were on board, only two have been saved, the captain's wife and Mrs. Smith, of Mobile. Their husbands threw hen-coops into the river, and jumped off the wheel-house ; the ladies followed their example, and were saved. 

  One scene was distressing in the extreme : a young and beautiful lady, whose name we could not learn, on hearing the cry of fire, rushed out of the ladies' cabin, in her loose dress, in search of her husband, at the same time holding her infant to her bosom ; in endeavoring to go forward, her dress caught fire, and was torn from her back to save her life ; after witnessing her husband fall into the flames in the forward part of the boat, unable to reach him, she leaped with her child into the water, seized a plank, and was carried by the current within eighty yards of the Columbus ; but just as she had seized a rope thrown from the steamboat, both mother and child sunk to rise no more. 

 It is impossible to enumerate the various heartrending sights occasioned by this calamitous affair. 

 The captain, for instance, saved his wife, but saw his two children perish. Mr. Smith saved his wife and one child, and saw the nurse rush madly through the flames with his daughter, and both perish. Mr. Gamble's wife, we understand, was burnt to death; he escaped, although very badly burnt. One young man, who had reached the hurricane-deck in safety, heard the cries of his sister ; he rushed back to the cabin, clasped her in his arms, and both were burnt to death. 

 One of the clerks, one of the pilots, and the first mate were burnt. All the chamber-maids and women employed in the boat perished. Out of thirty-five negroes, that were known to have been on board, only two escaped. The Ben Sherod had the largest crew of any boat on the river, and out of about fifty who were saved, over thirty belonged to the boat. Of the sixty or seventy cabin passengers, there were but ten or twelve left alive. One of the officers of the boat stated that, in addition to the cabin passengers, there were at least sixty or more deck passengers, of whom scarce six were saved. 

 Altogether, this is one of the most serious disasters that ever happened in the annals of Mississippi steamboat navigation ; there being at least one hundred and fifty families deprived by it of some dear and beloved member, and over one hundred beings hurried by it, out of time into eternity, with scarce -a warning. 

 We understand that three different explosions took place on board the boat whilst burning — first, barrels of whiskey and brandy ; then the boilers blew up with a fearful explosion, and, lastly, thirty-nine barrels of gunpowder exploded, which strewed the surface of the river with fragments. 

 At the time the Ben Sherod took fire, she was engaged in a race with the steamer Prairie ; and the fire took from the great heat of the boilers, caused by raising her steam to its extreme power. A barrel of whiskey was placed on deck for the use of the hands during the race, who drank to excess, and became intoxicated. 

 At about 12 o'clock at night, the furnace became so heated that it communicated fire to the wood, of which there was on board about sixty cords. When the crew discovered the fire, they all left their posts, and ran for the yawl without giving any alarm to the passengers, who were all asleep in their berths. The captain, for a time, attempted to allay the extreme confusion, by stating that the fire was extinguished ; twice he forbade the lowering of the yawl, which was attempted by the deck hands and passengers. 

 The shrieks of nearly three hundred persons on board now rose wild and dreadful. The cry was, " to the shore ! to the shore /" The boat made for the starboard shore, but did not gain it, the wheel-rope having given way, and the pilot driven by the flames from his station. The steam was not let off, and the boat kept on. The scene of horror now beggared all description. 

 The yawl, which had been filled with the crew, had sunk, and the passengers had no other alternative than to jump overboard, without taking even time to dress. There were nine ladies on board, who all went over- board without uttering a single scream, some drowning instantly, and others clinging to planks, — two of the number were finally saved. Many of the passengers are supposed to have been burnt. One man, by the name of Ray, from Louisville, hung to a rope at the bow of the boat, until taken up by the yawl of the steamboat Columbus, which arrived about half an hour after the commencement of the disaster, on her downward passage. 

  The steamboat Alton arrived soon after the Columbus ; but, from the carelessness or indiscretion of those on board, was the means of drowning many persons who were floating in the water. She drove into the midst of the exhausted sufferers, who were too weak to make longer exertion, and, by the commotion occasioned by her wheels, drowned a large number. A gentleman, by the name of Hamilton, from Alabama, was floating on a barrel, and sustaining also a lady, when the Alton drove up and washed them both under ; the lady was drowned, but Mr. Hamilton came up, and floated down the river fifteen miles, when he was taken up by the steamer Statesman. 

 Mr. M' Dowel! attributes the drowning of his wife to the indiscretion of the managers of the Alton, as she was floating safely on a plank at the time. He sustained himself some time against the current, so that he only floated two miles down the river, when he swam ashore ten miles above Fort Adams. Besides the loss of his wife, Mr. M' Dowel 1 lost his son, a young lady who was under his protection, and a negro servant. 

Second series of A diary in America, with remarks on its institutions. The London edition, pub. 1839

The greatest loss of life by collision and sinking, was in the Monmouth,* in 1837, by which three hundred lives were lost; Oronoka, by explosion, by which one hundred and thirty or more lives were lost; and Moselle, at Cincinnati, by which from one hundred to one hundred and twenty lives were lost.

* Indians transporting to the West.

The greatest loss by shipwreck was in the case of the Home, on the coast of South Carolina, when one hundred lives were lost; the greatest by fire, the Ben Sherrod, in 1837, by which one hundred and thirty perished.

The three great casualties which occurred during my stay in America, were those of the Ben Sherrod, by fire; the Home, by wreck; and the Moselle, by explosion: and as I have authentic details of them, by Americans who were on board, or eye-witnesses, I shall lay them before my readers. The reader will observe that there is a great difference in the loss of life mentioned in Mr. Woodbury's report and in the statements of those who were present. I shall hereafter state why I consider the latter as the more correct.

LOSS OF THE BEN SHERROD, BY A PASSENGER.

“On Sunday morning, the 6th of May 1837, the steam-boat Ben Sherrod, under the command of Captain Castleman, was preparing to leave the levée at New Orleans. She was thronged with passengers.” Many a beautiful and interesting woman that morning was busy in arranging the little things incident to travelling, and they all looked forward with high and certain hope to the end of their journey. Little innocent children played about in the cabin, and would run to the guards* now and then, to wonder, in infantine language, at the next boat, or the water, or something else that drew their attention. “Oh, here, Henry—I don't like that boat Lexington.” “I wish I was going-by her,” said Henry, musingly. The men too were urgent in their arrangements of the trunks, and getting on board sundry articles which a ten days' passage rendered necessary. In fine all seemed hope, and joy, and certainty.

* The guards of an American steam-boat are an extension of the deck on each side, beyond the paddle boxes; which gives great width for stowage.

“The cabin of the Ben Sherrod was on the upper deck, but narrow in proportion to her build, for she was what is technically called a Tennessee cotton boat. To those who have never seen a cotton boat loaded, it is a wondrous sight. The bales are piled up from the lower guards wherever there is a cranny until they reach above the second deck, room being merely left for passengers” to walk outside the cabin. You have regular alleys left amid the cotton in order to pass about on the first deck. Such is a cotton boat carrying from 1,500 to 2,000 bales.

“The Ben's finish and accommodation of the cabin was by no means such as would begin to compare with the regular passenger boats. It being late in the season, and but few large steamers being in port in consequence of the severity of the times, the Ben Sherrod got an undue number of passengers, otherwise she would have been avoided, for her accommodations were not enticing. She had a heavy freight on board, and several horses and carriages on the forecastle. The build of the Ben Sherrod was heavy, her timbers being of the largest size.

“The morning was clear and sultry—so much so, that umbrellas were necessary to ward off the sun. It was a curious sight to see the hundreds of citizens hurrying on board to leave letters, and to see them coming away. When a steam-boat is going off on the Southern and Western waters, the excitement is fully equal to that attendant upon the departure of a Liverpool packet.—About ten o'clock A. M. the ill-fated steamer pushed off upon the turbid current of the Mississippi, as a swan upon the waters. In a few minutes she was under way, tossing high in air, bright and snowy clouds of steam at every half revolution of her engine. Talk not of your northern steam-boats! A Mississippi steamer of seven hundred tons burthen, with adequate machinery, is one of the sublimities of poetry. For thousands of miles that great body forces its way through a desolate country, against an almost resistless current, and all the evidence you have of the immense power exerted, is brought home to your senses by the everlasting and majestic burst of exertion from her escapement pipe, and the ceaseless stroke of the paddle wheels. In the dead of night, when amid the swamps on either side, your noble vessel winds her upward way—when not a soul is seen on board but the officer on deck—when nought is heard but the clang of the fire-doors amid the hoarse coughing of the engine, imagination yields to the vastness of the ideas thus excited in your mind, and if you have a soul that makes you a man, you cannot help feeling strongly alive to the mightiness of art in contrast with the mightiness of nature. Such a scene, and hundreds such have I realised, with an intensity that cannot be described, always made me a better man than before. I never could tire of the steam-boat navigation of the Mississippi.

“On Tuesday evening, the 9th of May 1837, the steam-boat Prairie, on her way to St. Louis, bore hard upon the Sherrod. It was necessary for the latter to stop at Fort Adams, during which the Prairie passed her. Great vexation was manifested by some of the passengers, that the Prairie should get to Natchez first. This subject formed the theme of conversation for two or three hours, the captain assuring them that he would beat her any how. The Prairie is a very fast boat, and under equal chances could have beaten the Sherrod. So soon as the business was transacted at Fort Adams, for which she stopped, orders were given to the men to keep up their fires to the extent. It was now a little after 11 P. M. The captain retired to his berth, with his clothes on, and left the deck in charge of an officer. During the evening a barrel of whisky had been turned out, and permission given to the hands to do as they pleased. As may be supposed, they drew upon the barrel quite liberally. It is the custom on all boats to furnish the firemen with liquor, though a difference exists as to the mode. But it is due to the many worthy captains now on the Mississippi, to state that the practice of furnishing spirits is gradually dying away, and where they are given, it is only done in moderation.”

“As the Sherrod passed on above Fort Adams towards the mouth of the Homochitta, the wood piled up in the front of the furnaces several times caught fire, and was once or twice imperfectly extinguished by the drunken hands. It must be understood by those of my readers who have never seen a western steam-boat, that the boilers are entirely above the first deck, and that when the fires are well kept up for any length of time, the heat is almost insupportable. Were it not for the draft occasioned by the speed of the boat it would be very difficult to attend the fires. As the boat was booming along through the water close in-shore, for, in ascending the river, boats go as close as they can to avoid the current, a negro on the beach called out to the fireman that the wood was on fire. The reply was, “Go to h—l, and mind your own business,” from some half intoxicated hand. “Oh, massa,” answered ths negro, “if you don't take care, you will be in h—l before I will.” On, on, on went the boat at a tremendous rate, quivering and trembling in all her length at every revolution of the wheels. The steam was created so fast, that it continued to escape through the safety-valve, and by its sharp singing, told a tale that every prudent captain would have understood. As the vessel rounded the bar that makes off from the Homochitta, being compelled to stand out into the middle of the river in consequence, the fire was discovered. It was about one o'clock in the morning. A passenger had got up previously, and was standing on the boiler deck, when to his astonishment, the fire broke out from the pile of wood. A little presence of mind, and a set of men unintoxicated, could have saved the boat. The passenger seized a bucket, and was about to plunge it overboard for water, when he found it locked. An instant more, and the fire increased in volumes. The captain was now awaked. He saw that the fire had seized the deck. He ran aft, and announced the ill-tidings. No sooner were the words out of his mouth, than the shrieks of mothers, sisters, and babes, resounded through the hitherto silent cabin in the wildest confusion. Men were aroused from their dreaming cots to experience the hot air of the approaching fire. The pilot, being elevated on the hurricane deck, at the instant of perceiving the flames, put the head of the boat shoreward. She had scarcely got under good way in that direction, than the tiller ropes were 2* burnt asunder. Two miles at least, from the land, the vessel took a sheer, and, borne upon by the current, made several revolutions, until she struck off across the river. A bar brought her up for the moment.

“The flames had now extended fore and aft. At the first alarm several deck passengers had got in the yaul that hung suspended by the davits. A cabin passenger, endowed with some degree of courage and presence of mind, expostulated with them, and did all he could to save the boats for the ladies. 'Twas useless. One took out his knife and cut away the forward tackle. The next instant and they were all, to the number of twenty or more, launched into the angry waters. They were seen no more.

“The boat being lowered from the other end, filled and was useless. Now came the trying moment. Hundreds leaped from the burning wreck into the waters. Mothers were seen standing on the guards with hair dishevelled, praying for help. The dear little innocents clung to the side of their mothers and with their tiny hands beat away the burning flames. Sisters calling out to their brothers in unearthly voices—‘Save me, oh save me, brother!’ —wives crying to their husbands to save their children, in total. forgetfulness of themselves,—every second or two a desperate plunge of some poor victim falling on the appalled ear,—the dashing to and fro of the horses on the forecastle, groaning audibly from pain of the devouring element—the continued puffing of the engine, for it still continued to go,—the screaming mother who had leaped overboard in the desperation of the moment with her only child,—the flames mounting to the sky with the rapidity of lightning,—shall I ever forget that scene—that hour of horror and alarm! Never, were I to live till the memory should forget all else that ever came to the senses. The short half hour that separated and plunged into eternity two hundred human beings has been so burnt into the memory that even now I think of it more than half the day.

“I was swimming to the shore with all my might, endeavoured to sustain a mother and her child. She sank twice, and yet I bore her on. My strength failed me. The babe was nothing—a mere cork. ‘Go, go,’ said the brave mother, ‘save my child, save my—’ and she sunk to rise no more. Nerved by the resolution of that woman, I reached the shore in safety. The babe I saved. Ere I had reached the beach, the Sherrod had swung off the bar, and was floating down, the engine having ceased running. In every direction heads dotted the surface of the river. The burning wreck now wore a new, and still more awful appearance. Mothers were seen clinging, with the last hope to the blazing timbers, and dropping off one by one. The screams had ceased. A sullen silence rested over the devoted vessel. The flames became tired of their destructive work.

“While I sat dripping and overcome upon the beach, a steam boat, the Columbus, came in sight, and bore for the wreck. It seemed like one last ray of hope gleaming across the dead gloom of that night. Several wretches were saved. And still another, the Statesman, came in sight. More, more were saved.

“A moment to me had only elapsed, when high in the heavens the cinders flew, and the country was lighted all round. Still another boat came booming on. I was happy that more help had come. After an exchange of words with the Columbus, the captain continued on his way under full steam. Oh, how my heart sank within me! The waves created by his boat sent many a poor mortal to his long, long home. A being by the name of Dougherty was the captain of that merciless boat.—Long may he be remembered!

“My hands were burnt, and now I began to experience severe pain. The scene before me—the loss of my two sisters and brother, whom I had missed in the confusion, all had steeled my heart. I could not weep—I could not sigh. The cries of the babe at my side were nothing to me.

“Again—another explosion! and the waters closed slowly and sullenly over the scene of disaster and death. Darkness resumed her sway, and the stillness was only interrupted by the distant efforts of the Columbus and Statesman in their laudable exertions to save human life.

“Captain Castleman lost, I believe, a father and child. Some argue, this is punishment enough. No, it is not. He had the lives of hundreds under his charge. He was careless of his trust; he was guilty of a crime that nothing will ever wipe out. The bodies of two hundred victims are crying out from the depth of the father of waters for vengeance. Neither society nor law will give it. His punishment is yet to come. May I never meet him!

“I could tell of scenes of horror that would rouse the indignation of a stoic; but I have done. As to myself, I could tell you much to excite your interest. It was more than three weeks after the occurrence before I ever shed a tear. All the fountains of sympathy had been dried up, and my heart was as stone. As I lay on my bed the twenty-fourth day after, tears, salt tears, came to my relief, and I felt the loss of my sisters and brother more deeply than ever. Peace be to their spirits! they found a watery grave.

“In the course of all human events, scenes of misery will occur. But where they rise from sheer carelessness, it requires more than christian fortitude to forgive the being who is in fault. I repeat, may I never meet Captain Castleman or Captain Dougherty!

“I shall follow this tale of woe by some strictures on the mode of building steam-boats in the west, and show that human life has been jeopardized by the demoniac spirit of speculation, cheating and roguery. The fate of the Ben Sherrod shall be my text.”

It will be seen from this narrative, that the loss of the vessel was occasioned by racing with another boat, a frequent practice on the Mississippi. That people should run such risk, will appear strange; but if any of my readers had ever been on board of a steam vessel in a race, they would not be surprised; the excitement produced by it is the most powerful that can be conceived—I have myself experienced it, and can answer for the truth of it. At first, the feeling of danger predominates, and many of the passengers beg the captain to desist: but he cannot bear to be passed by and left astern. As the race continues, so do they all warm up, until even those who, most aware of the danger, were at first most afraid, are to be seen standing over the very boilers, shouting, huzzaing, and stimulating the fireman to—blow them up; the very danger gives an unwonted interest to the scene; and females, as well as men, would never be persuaded to cry out “Hold, enough!”

Another proof of the disregard of human life is here given in the fact of one steam-boat passing by and rendering no assistance to the drowning wretches; nay, it was positively related to me by one who was in the water, that the blows of the paddles of this steam-boat sent down many who otherwise might have been saved.

When I was on the Lakes, the wood which was piled close to the fire-place caught fire. It was of no consequence, as it happened, for it being a well-regulated boat, the fire was soon extinguished; but I mention it to show the indifference of one of the men on board. About half an hour afterwards, one of his companions roused him from his berth, shaking him by the shoulder to wake him, saying, “Get up, the wood's a-fire—quick.” “Well, I knew that 'fore I turn'd in,” replied the man, yawning.

The loss of the Home occasioned many of the first families in the states to go into deep mourning, for the major portion of the passengers were highly respectable. I was at New York when she started. I had had an hour's conversation with Professor Nott and his amiable wife, and had made arrangements with them to meet them in South Carolina. We never met again, for they were in the list of those who perished.

LOSS OF THE HOME.

“The steam-packet Home, commanded by Capt. White, left New York, for Charleston, S. C., at four o'clock P. M., on Saturday, the 7th Oct. 1837, having on board between eighty and ninety passengers, and forty-three of the boat's crew, including officers, making in all about one hundred and thirty persons. The weather at this time was very pleasant, and all on board appeared to enjoy, in anticipation, a delightful and prosperous passage. On leaving the wharf, cheerfulness appeared to fill the hearts and enliven the countenances of this floating community. Already had conjectures been hazarded, as to the time of their arrival at the destined port, and high hopes were entertained of an expeditious and pleasant voyage. Before six o'clock, a cheek to these delusive expectations was experienced, by the boat being run aground. on the Romer Shoal, near Sandy Hook. It being ebb tide, it was found impossible to get off before the next flood; consequently, the fires were allowed to burn out, and the boat remained until the flood tide took her off, which was between ten and eleven o'clock at night, making the time of detention about four or five hours.—As the weather was perfectly calm, it cannot, reasonably, be supposed that the boat could have received any material injury from this accident; for, during the time that it remained aground, it had no other motion than an occasional roll on the keel from side to side. The night continued pleasant. The next morning, (Sunday,) a moderate breeze prevailed from the north-east. The sails were spread before the wind, and the speed of the boat, already rapid, was much accelerated. All went on pleasantly till about noon, when the wind had increased, and the sea became rough.—At sunset, the wind blew heavily, and continued to increase during the night; at daylight, on Monday, it had become a gale.—During the night, much complaint was made that the water came into the berths, and before the usual time of rising, some of the passengers had abandoned them on that account.

“The sea, from the violence of the gale, raged frightfully, and caused a general anxiety amongst the passengers; but still, they appeared to rely on the skill and judgment of the captain and officers,—supposing, that every exertion would be used, on their part, for the preservation of so many valuable lives as were then entrusted to those who had the charge of this frail boat. Early on Monday, land was discovered, nearly ahead, which, by many, was supposed to be False Cape, on the northern part of Hatteras. Soon after this discovery, the course of the boat was changed from southerly to south-easterly, which was the general course through the day, though with some occasional changes. The condition of the boat was now truly alarming; it bent and twisted, when struck by a sea; as if the next would rend it asunder: the panels of the ceiling were falling from their places; and the hull, as if united by hinges, was bending against the feet of the braces. Throughout the day, the rolling and pitching were so great, that no cooking could be done on board.

“It has already been stated, that the general course of the boat was, during the day, south-easterly, and consequently in what is called the trough of the sea,—as the wind was from the north-east. Late in the afternoon, the boat was reported to be in twenty-three fathoms of water, when the course was changed to a south-westerly. Soon after this, it was observed that the course was again changed, to north-westerly; when the awful truth burst upon us, that the boat must be filling; for we could imagine no other cause for this sudden change. This was but a momentary suspense; for within a few minutes, all the passengers were called on to bale, in order to prevent the boat, from sinking. Immediately, all were employed, but with little effect; for, notwithstanding the greatest, exertion on the part of the passengers, including even many of the ladies, the water was rapidly increasing, and gave most conclusive evidence, that, unless we reached the shore within a few hours, the boat must sink at sea, and probably not a soul be left to communicate the heart-rending intelligence to bereaved and disconsolate friends. Soon after the boat was headed towards the land, the water had increased so much, as to reach the fire under the boilers, which was soon extinguished. Gloomy indeed was the prospect before us. With one hundred and thirty persons in a sinking boat, far out at sea, in a dark and tempestuous night, with no other dependence for reaching the shore than a few small and tattered sails, our condition might be considered truly awful. But, with all these disheartening circumstances, hope, delusive hope, still supported us. Although it was evident that we must soon sink, and our progress towards the land was very slow, still we cherished the expectation that the boat would finally be run on shore, and thus most of us be delivered from a watery grave. Early in the afternoon, the ladies had been provided with strips of blankets, that they might be lashed to such parts of the boat as would afford the greatest probability of safety.

“In this condition, and with these expectations, we gradually, but with a motion nearly imperceptible, approached, what to many of us was an untried, and almost an unknown shore. At about eleven o'clock, those who had been employed in baleing were compelled to leave the cabin, as the boat had sunk until the deck was nearly level with the water, and it appeared too probable that all would soon be swallowed up by the foaming waves. The heaving of the lead indicated an approach to the shore. Soon was the cheering intelligence of ‘Land! land!’ announced by those on the look-out. This, for a moment, aroused the sinking energies of all, when a general bustle ensued, in the hasty, but trifling, preparations that could be made for safety, as soon as the boat should strike. But what were the feelings of an anxious multitude, when, instead of land, a range of angry breakers were visible just ahead; and land, if it could be seen at all, was but half perceptible in the distance far beyond.

“As every particular is a matter of interest,—especially to those who had friends and relatives on board,—it may not be improper to state, that one individual urged the propriety of lowering the small boats, and putting the ladies and children into them for safety, with suitable persons to manage them, before we struck the breakers. By this arrangement, had it been effected, it is believed that the boats might have rode out the gale during the night, and have been rescued in the morning by passing vessels, and thus all, or nearly all, have been saved. But few supported this proposition, and it could not be done without the prompt interference of those who had authority to command, and who would be obeyed.

“Immediately before we struck, one or two passengers, by the aid of some of the seamen, attempted to seek safety in one of the boats at the quarter, when a breaker struck it, swept it from the davits, and carried with it a seaman, who was instantly lost. A similar attempt was made to launch the long-boat from the upper deck, by the chief mate Mr. Mathews, and others. It was filled with several passengers, and some of the crew; but, as we were already within the verge of the breakers, this boat shared the fate of the other, and all on board (about ten in number) perished.

“Now commenced the most heart-rending scene. Wives clinging to husbands,—children to parents,—and women who were without protectors; seeking aid from the arm of the stranger; all awaiting the results of a moment, which would bring with it either life or death. Though an intense feeling of anxiety must, at this time, have filled every breast, yet not a shriek was heard, nor was there any extraordinary exclamation of excitement or alarm. A slight agitation was, however, apparent in the general circle. Some few hurried from one part of the boat to another, as if seeking a place of greater safety; yet most, and particularly those who had the melancholy charge of wives and children, remained quiet and calm observers of the scene before them.

“The boat, at length, strikes,—it stops,—as motionless as a bar of lead. A momentary pause follows,—as if the angel of death shrunk from so dreadful a work of slaughter. But soon the work of destruction commenced. A breaker with a deafening crash, swept over the boat, carrying its unfortunate victims into the deep. At the same time, a simultaneous rush was made towards the bows of the boat. The forward deck was covered. Another breaker came, with irresistible force,—and all within its sweep disappeared. Our numbers were now frightfully reduced. The roaring of the waters, together with the dreadful crash of breaking timbers, surpasses the power of description. Some of the remaining passengers sought shelter from the encroaching dangers, by retreating to the passage, on the lee side of the boat, that leads from the after to the forward deck, as if to be as far as possible from the grasp of death. It may not be improper here to remark, that the destruction of the boat, and loss of life, was, doubtless, much more rapid than it otherwise would have been, from the circumstance of the boat heeling to windward, and the deck, which was nearly level with the water, forming, in consequence, an inclined plane, upon which the waves broke with their full force.

“A large proportion of those who rushed into this passage, were ladies and children, with a few gentlemen who had charge of them. The crowd was so dense, that many were in danger of being crushed by the irresistible pressure. Here were perhaps some of the most painful sights ever beheld. Before introducing any of the closing scenes of individuals, which the writer witnessed, or which he has gathered from his fellow passengers, he would beg to be understood, that it is not for the gratification of the idle curiosity of the careless and indifferent reader, or to pierce afresh the bleeding wounds of surviving friends, but to furnish such facts as may be interesting, and which, perhaps, might never be obtained through any other channel.

“As the immediate connections of the writer are already informed of the particulars relating to his own unhappy bereavement, there is no necessity for entering in a minute detail of this melancholy event.

“This passage contained perhaps thirty or more persons, consisting of men, women and children, with no apparent possibility of escape; enclosed within a narrow aperture, over which was the deck, and both ends of which were completely closed by the fragments of the boat and the rushing of the waves. While thus shut up, death appeared inevitable. Already were both decks swept of every thing that was on them. The dining cabin was entirely gone, and every thing belonging to the quarter-deck was completely stripped off, leaving not even a stanchion or particle of the bulwarks; and all this was the work of about five minutes.

“The starboard wheel-house, and every thing about it, was soon entirely demolished. As much of the ceiling forward of the starboard wheel had, during the day, fallen from its place, the waves soon found their way through all that remained to oppose them, and were in a few minutes' time forcing into the last retreat of those who had taken shelter in the passage already mentioned.

“Every wave made a frightful encroachment on our narrow limits, and seemed to threaten us with immediate death. Hopeless as was the condition of those thus hemmed in, yet not a shriek was heard from them. One lady, unknown to the writer, begged earnestly for some one to save her. In a time of such alarm, it is not strange that a helpless female should plead with earnestness for assistance from those who were about her, or even offer them money for that aid which the least reflection would have convinced her it was not possible to render. Another scene, witnessed at this trying hour, was still more painful. A little boy was pleading with his father to save him. ‘Father,’ said the boy, ‘you will save me, won't you? you can swim ashore with me, can't you, father?’ But the unhappy father was too deeply absorbed in the other charges that leant on him, even to notice the imploring accents of his helpless child. For at that time, as near as the writer can judge, from the darkness of the place they were in, his wife hung upon one arm, and his daughter of seventeen upon the other. He had one daughter besides, near the age of this little boy, but whether she was at that time living or not, is uncertain.

“After remaining here some minutes, the deck overhead was split open by the violence of the waves, which allowed the writer an opportunity of climbing out. This he instantly did, and assisted his wife through the same opening. As he had now left those below, he is unable to say how they were finally lost; but, as that part of the boat was very soon completely destroyed, their further sufferings could not have been much prolonged. We were now in a situation which, from the time the boat struck, we had considered as the most safe, and had endeavoured to attain. Here we resolved to await our uncertain fate. From this place we could see the encroachment of the devouring waves, every one of which reduced our thinned numbers, and swept with it parts of our crumbling boat. For several hours previous, the gale had been sensibly abating; and, for a moment, the pale moon broke through the dispersing clouds, as if to witness this scene of terror and destruction, and to show to the horror-stricken victims the fate that awaited them. How few were now left, of the many who, but a little before, inhabited our bark! While the moon yet shone, three men were seen to rush from the middle to the stern of the boat. A wave came rushing on. It passed over the deck. One only, of the three, was left. He attempted to gain his former position. Another wave came. He had barely time to reach a large timber, to which he clung, when this wave struck him,—and he too was missing. As the wave passed away, the heads of two of these men were seen above the water; but they appeared to make no effort to swim. The probability is, that the violence with which they were hurled into the sea disabled them. They sunk to rise no more.

“During this time, Mr. Lovegreen, of Charleston, continued to ring the boat's bell, which added if possible to the gloom. It sounded, indeed, like the funeral knell over the departed dead. Never before, perhaps, was a bell tolled at such a funeral as this. While in this situation, and reflecting on the necessity of being always prepared for the realities of eternity, our attention was arrested by the appearance of a lady, climbing upon the outside of the boat, abaft the wheel near where we were. Her head was barely above the deck on which we stood, and she was holding to it, in a most perilous manner. She implored help, without which she must soon have fallen into the deep beneath, and shared the fate of the many who had already gone. The writer ran to her aid, but was unable to raise her to the deck. Mr. Woodburn, of New York, now came, and, with his assistance, the lady was rescued; she was then lashed to a large piece of timber, by the side of another lady, the only remaining place that afforded any prospect of safety. The former lady (Mrs. Shroeder) was washed ashore on this piece of wreck, one of the two who survived. The writer having relinquished to this lady the place he had occupied, was compelled to get upon a large piece of the boat, that lay near, under the lee of the wheel; this was almost immediately driven from its place into the breakers, which instantly swept him from it, and plunged him deep into the water. With some difficulty he regained his raft. He continued to cling to this fragment, as well as he could, but was repeatedly washed from it. Sometimes when plunged deep into the water, he came up under it. After encountering all the difficulties that seemed possible to be borne, he was at length thrown on shore, in an exhausted state. At the time the writer was driven from the boat, there were but few left. Of these, four survived, viz. Mrs. Shroeder and Mr. Lovegreen, of Charleston; Mr. Cohen, of Columbia; and Mr. Vanderzee, of New York.

“On reaching the beach, there was no appearance of inhabitants; but after wandering some distance, a light was discovered, Which proved to be from Ocracoke lighthouse, about six miles south-west of the place where the boat was wrecked. The inhabitants of the island, generally, treated us with great kindness, and, so far a their circumstances, would allow, assisted in properly disposing of the numerous bodies thrown upon the shore.

“The survivors, after remaining on the island till Thursday afternoon, separated, some returning to New York, others proceeding on to Charleston. Acknowledgment is due to the inhabitants of Washington, Newbern, and Wilmington, as well as of other places through which we passed, for the kind hospitality we received, and the generous offers made to us. Long will these favours be gratefully remembered by the survivors of the unfortunate Home. ”

Even if the captain of the Home was intoxicated, it is certain that the loss of the vessel was not occasioned by that circumstance, but by the vessel not having been built sea-worthy.

The narrative of the loss of the Moselle is the last which I shall give to the reader. It is written by Judge Hall, one of the best of the American writers.

LOSS OF THE MOSELLE.

“The recent explosion of the steam-boat Moselle, at Cincinnati, affords a most awful illustration of the danger of steam navigation, when conducted by ignorant or careless men: and fully sustains the remark made in the preceding pages, that, ‘the accidents are almost wholly confined to insufficient or badly managed boats.’

“The Moselle was a new boat, intended to ply regularly between Cincinnati and St. Louis. She had made but two or three trips, but had already established a high repatation for speed; and, as is usual in such cases, those by whom she was owned and commanded, became ambitious to have her rated as a ‘crack boat,’ and spared no pains to exalt her character. The newspapers noticed the quick trips of the Moselle, and passengers chose to embark in this boat in preference to others. Her captain was an enterprising young man, without much experience, bent upon gaining for his boat, at all hazards, the distinction of being the fastest upon the river, and not fully aware, perhaps, of the inevitable danger which attended this rash experiment.

“On Wednesday the 25th of April, between four and five o'clock in the afternoon, this shocking catastrophe occurred. The boat was crowded with passengers; and, as is usually the case on our western rivers, in regard to vessels passing westerly, the largest proportion were emigrants. They were mostly deck passengers, many of whom were poor Germans, ignorant of any language but their own, and the larger portion consisted of families, comprising persons of all ages. Although not a large boat, there were eighty-five passengers in the cabin, which was a much larger number than could be comfortably, accommodated; the number of deck passengers is not exactly known, but, as is estimated, at between one hundred and twenty and one hundred and fifty, and the officers and crew amounted to thirty, making in all about two hundred and sixty souls.

“It was a pleasant afternoon, and the boat, with steam raised, delayed at the wharf, to increase the number—already too great—of her passengers, who continued to crowd in, singly or in companies, all anxious to hurry onwards in the first boat, or eager to take passage in the fast-running Moselle. They were of all conditions—the military officer hastening to Florida to take command of of his regiment—the merchant bound to St. Louis—the youth seeking a field on which to commence the career of life—and the indigent emigrant with his wife and children, already exhausted in purse and spirits, but still pushing onward to the distant frontier.

“On leaving the wharf, the boat ran up the river about a mile, to take in some families and freight, and having touched at the shore for that purpose, for a few minutes, was about to lay her course down the river. The spot at which she thus landed was at a suburb of the city, called Fulton, and a number of persons had stopped to witness her departure, several of whom remarked, from the peculiar sound of the steam, that it had been raised to an unusual height. The crowd thus attracted—the high repute of the Moselle—and certain vague rumours which began to circulate, that the captain had determined, at every risk, to beat another boat which had just departed—all these circumstances gave an unusual éclat to the departure of this ill-fated vessel.

“The landing completed, the bow of the boat was shoved from the shore, when an explosion took place, by which the whole of the forepart of the vessel was literally blown up. The passengers were unhappily in the most exposed positions—on the deck, and particularly on the forward part, sharing the excitement of the spectators on shore, and anticipating the pleasure of darting rapidly past the city in the swift Moselle. The power of the explosion was unprecedented in the history of steam; its effect was like that of a mine of gunpowder. All the boilers, four in number, were simultaneously burst; the deck was blown into the air, and the human beings who crowded it hurried into instant destruction. Fragments of the boilers, and of human bodies, were thrown both to the Kentucky and the Ohio shore; and as the boat lay near the latter, some of these helpless victims must have been thrown a quarter of a mile. The body of Captain Perry, the master, was found dreadfully mangled, on the nearest shore. A man was hurled with such force, that his head, with half his body, penetrated the roof of a house, distant more than a hundred yards from the boat. Of the number who had crowded this beautiful boat, a few minutes before, nearly all were hurled into the air, or plunged into the water. A few, in the after part of the vessel, who were uninjured by the explosion, jumped overboard. An eye-witness says that he saw sixty or seventy in the water at one time, of whom not a dozen reached the shore.

“The news of this awful catastrophe spread rapidly through the city, thousands rushed to the spot, and the most benevolent aid was promptly extended to the sufferers—to such, we should rather say, as were within the reach of human assistance—for the majority had perished.

“The writer was among those who hastened to the neighbourhood of the wreck, and witnessed a scene so sad that no languagecan depict it with fidelity. On the shore lay twenty or thirty mangled and still bleeding corpses, while others were in the act of being dragged from the wreck or the water. There were men carrying away the wounded, and others gathering the trunks, and articles of wearing apparel, that strewed the beach.

“The survivors of this awful tragedy presented the most touching objects of distress. Death had torn asunder the most tender ties; but the rupture had been so sudden and violent, that as yet none knew certainly who had been taken, nor who had been spared. Fathers were inquiring for children, children for parents, husbands and wives for each other. One man had saved a son, but lost a wife and five children. A father, partially deranged, lay with a wounded child on one side, a dead daughter on the other, and his wife, wounded, at his feet. One gentleman sought his wife and children, who were as eagerly seeking him in the same crowd—they met, and were re-united.

“A female deck passenger, that had been saved, seemed inconsolable for the loss of her relations. To every question put to her, she would exclaim, ‘Oh my father! my mother! my sisters!’ A little boy, about four or five years of age, whose head was much bruised, appeared to be regardless of his wounds, but cried continually for a lost father; while another lad, a little older, was weeping for his whole family.

“One venerable looking man wept a wife and five children; another was bereft of nine members of his family. A touching display of maternal affection was evinced by a lady who, on being brought to the shore, clasped her hands and exclaimed, ‘Thank God, I am safe!’ but instantly recollecting herself, ejaculated in a voice of piercing agony, ‘where is my child!’ The infant, which had been saved, was brought to her, and she fainted at the sight of it.

“A public meeting was called in Cincinnati, at which the mayor presided, when the facts of this melancholy occurrence were discussed, and among other resolutions passed, was one deprecating ‘the great and increasing carelessness in the navigation of steam vessels,’ and urging this subject upon the consideration of Congress. No one denied that this sad event, which had filled our city with consternation, sympathy, and sorrow, was the result of a reckless and criminal inattention to their duty, on the part of those having the care of the Moselle, nor did any one attempt to palliate their conduct. Committees were appointed to seek out the sufferers, and perform the various duties which humanity dictated. Through the exertions of the gentlemen appointed on this occasion, lists were obtained and published, showing the names of the passengers as far as could be obtained, and giving the following result:—

Killed 81

Badly wounded 13

Missing 55

Saved 117

266

“As many strangers entered the boat but a few minutes before its departure, whose names were not registered, it is probable that the whole number of souls on board was not less than two hundred and eighty. Of the missing, many dead bodies have since been found, but very few have been added to the list of saved. The actual number of lives lost, therefore, does not vary much from one hundred and fifty. ”

The following observations are made in the Report of the Committee, relative to the tremendous force of the steam:

“Of the immense force exerted in this explosion, there is abundant evidence; still in this extraordinary occurrence in the history of steam, I deem it important to be particular in noting the facts, and for that purpose I have made some measurements and calculations. The boat was one hundred and sixteen feet from the water's edge, one hundred and ninety-two from the top of the bank, which was forty-three feet in perpendicular height above the water. The situations of projected bodies ascertained were as follows: Part of the body of a man, thrown nearly horizontally into a skiff at the water's edge, one hundred and sixteen feet. The body of the captain thrown nearly to the top of the bank, two hundred feet. The body of a man thrown through the roof of a house, at the distance of one hundred and twelve feet, and fifty-nine feet above the water's edge. A portion of the boiler, containing about sixty square feet, and weighing about four hundred and fifty pounds, thrown one hundred and seventy feet, and about two-thirds of the way up the bank. A second portion of the boiler, of about thirty-five square feet, and weighing about two hundred and forty-five pounds, thrown four hundred and fifty feet on the hill side, and seventy feet in altitude. A third portion of the boiler, twenty-one square feet, one hundred and forty-seven pounds, thrown three hundred and thirty feet into a tan yard. A fourth portion, of forty-eight square feet, and weighing three hundred and thirty-six pounds, thrown four hundred and eighty feet into the garret of a back-shop of a tanyard; having broken down the roof and driven out the gable-end. The last portion must have been thrown to a very great height, as it had entered the roof of an angle of at least sixty degrees. A fifth portion, weighing two hundred and thirty-six pounds, went obliquely up the river eight hundred feet, and passing over the houses, landed on the side walk, the bricks of which had been broken and driven deeply into the ground by it. This portion had encountered some individual in its course as it came stained with blood. Such was the situation of the houses that it must have fallen at an angle as high as forty-five degrees. It has been stated, that bodies of persons were projected quite across the river into Kentucky. I can find no evidence of the truth of this: on the contrary, Mr. Kerr informs me, that he made inquiries of the people on the opposite shore, and ‘could not learn that any thing was seen to fall farther than half way across the river,’ which is at that place about sixteen hundred feet wide.”

I was at Cincinnati some time after the explosion, and examined the wreck which still lay on the Ohio shore. After the report was drawn up it was discovered that the force of the explosion had been even greater than was supposed, and that portions of the engine and boilers had been thrown to a much greater distance. It is to be remarked, that Mr. Woodbury's report to Congress states from one hundred to one hundred and twenty persons as having been killed. Judge Hall, in the report of the committee, estimates it at one hundred and fifty; but there is reason to believe that the less on this occasion, as well as in many others, was greater than even in the report of the committee. The fact is, it is almost impossible to state the loss on these occasions; the only data to go upon are the books in which the passengers' names are taken down when the fare is paid, and this is destroyed. In a country like America, there are thousands of people unknown, to any body, migrating here and there, seeking the far west to settle in; they come and go, and nobody knows any thing of them; there might have been one hundred more of them on board the Moselle at the time that she exploded; and as I heard from Captain Pearce, the harbour-master, and others, it is believed that such was the case, and that many more were destroyed than was at first supposed.

The American steam-boats are very different from our's in appearance, in consequence of the engines being invariably on deck. The decks also are carried out many feet wider on each side than the hull of the vessel, to give space; these additions to the deck are called guards. The engine being on the first deck, there is a second deck for the passengers, state-rooms, and saloons; and above this deck there is another, covered with a white awning. They have something the appearance of two-deckers, and when filled with company, the variety of colours worn by the ladies have a very novel and pleasing effect. The boats which run from New York to Boston, and up the Hudson river to Albany, are very splendid vessels; they have low-pressure engines, are well commanded, and I never heard of any accident of any importance taking place; their engines are also very superior—one on board of the Narangassett, with a horizontal stroke, was one of the finest I ever saw. On the Mississippi, Ohio, and their tributary rivers, the high-pressure engine is invariably used; they have tried the low-pressure, but have found that it will not answer, in consequence of the great quantity of mud contained in solution on the waters of the Mississippi, which destroys all the valves and leathers; and this is the principal cause of the many accidents which take place. At the same time it must be remembered, that there is a recklessness—an indifference to life—shown throughout all America; which is rather a singular feature, inasmuch as it extends East as well as West. It can only be accounted for by the insatiate pursuit of gain among a people who consider that time is money, and who are blinded by their eagerness in the race for it, added to that venturous spirit so naturally imbibed in a new country at the commencement of its occupation. It is communicated to the other sex, who appear equally indifferent. The Moselle had not been blown up two hours, before the other steamboats were crowded with women, who followed their relations on business or pleasure, up and down the river. “Go a-head,” is the motto of the country; both sexes join in the cry; and they do go a-head— that's a fact! *

* When the water in the rivers is low, the large steam vessels very often run aground, and are obliged to discharge their cargoes and passengers, At these times, the smaller steam boats ply up and down the rivers to take advantage of these misfortunes, by picking up passengers, and making most exorbitant charges for taking them or the goods out, because you must pay them, or remain where you are. This species of cruizing they themselves designate as “ going a pirating.” I will say this for the Americans, that, if a person, who considers that he is not doing wrong, does not do wrong, they are a very honest people.

I was amused with a story told me by an American gentleman: a steamboat caught fire on the Mississippi, and the passengers had to jump overboard and save themselves by swimming. One of those reckless characters, a gambler, who, was on board, having apparently a very good idea of his own merits, went aft, and before he leapt overboard, cried out, “Now, gallows, claim your own!”

The attention of the American legislature has at length been directed to the want of security in steam navigation; and in July, 1838, an act was passed to provide, for the better security of the passengers. Many of the clauses are judicious, especially as far as the inspecting of them is regulated; but that of iron chains or rods for tiller ropes is not practicable on a winding river, and will be the occasion of many disasters. Had they ordered the boats to be provided with iron chains or rods, to be used as preventive wheelropes, it would have answered the purpose. In case of fire they could easily be hooked on; but to steer with them in tide-ways and rapid turns is almost impossible. The last clause, No. 13, (page 170, Report) is too harsh, as a flue may collapse at any time, without any want of care or skill on the part of the builders or those on board.

It is to be hoped that some good effects will be produced by this act of the legislature. At present, it certainly is more dangerous to travel one week in America than to cross the Atlantic a dozen times. The number of lives lost in one year by accidents in steamboats, rail-roads, and coaches, was estimated, in a periodical which I read in America, at one thousand seven hundred and fifty!