Diary in America, Series Two | Page 9

+------+----+------+---+----------+---+ ÝDover ÝIronÝMedinaÝ889Ý Ý
Ý +======+====+======+===+==========+===+
I trust that the above statement will satisfy the Americans that we are
ahead of them in steam navigation. In consequence of their isolation,
and having no means of comparison with other countries, the
Americans see only their own progress, and seem to have forgotten that
other nations advance as well as themselves. They appear to imagine
that while they are going ahead all others are standing still: forgetting
that England with her immense resources is much more likely to
surpass them than to be left behind.
We must now examine the question of the proportionate security in
steam boat travelling in the two countries. The following table,
extracted from the Report of the Commissioners on Steam boat
Accidents, will show the casualties which have occurred in this country
in ten years.
Abstract of ninety-two Accidents. Table not included.

The principal portion of this loss of life has been occasioned by vessels
having been built for sale, and not sea-worthy; an occurrence too
common, I am afraid, in both countries.
The author of "A Voice from America" states the list of steamboat
disasters, on the waters of the United States, for twelve months out of
the years 1837-38, by bursting of boilers, burning, wrecks, etcetera,
besides numerous others of less consequence, comprehends the total
loss of eight vessels and one thousand and eighty lives.
So that we have in England, loss in ten years, 634; one year, 63.
In America, loss in one year, 1,080.
The report of Mr Woodbury to Congress is imperfect, which is not to
be wondered at, as it is almost impossible to arrive at the truth; there is,
however, much to be gleaned from it. He states that, since the
employment of steam vessels in the United States, 1,300 have been
built, and of them two hundred and sixty have been lost by accidents.
The greatest loss of life by collision and sinking, was in the Monmouth,
(Indians transporting to the West), 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.
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 levee 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--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--now and then, to wonder, in infantine language, at the
next boat, or the water, or something else that drew their attention. "Oh,
look 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 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