Diary in America, Series Two. Фредерик МарриетЧитать онлайн книгу.
Government Steam Vessels Building.
| Alecto | 799 | Lizard | 282 | Polyphemus | 799 |
| Ardent | 799 | Locust | 282 | Prometheus | 799 |
| Dover | Iron | Medina | 889 |
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 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—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 was by no means such as would begin to compare with the regular passenger boats. It being late