"26th Congress, 1st Session. Doc. No. 158. STEAMBOAT OWNERS— NEW YORK, AND LONG ISLAND SOUND. MEMORIAL OF V,, SUNDRY PROPRIETORS AND MANAGERS OP AMERICAN STEAMVESSELS, ON "The impolicy and injustice of certain enactments contained in the law re- lating to steamboats, and asking to be restored to the rights and privi- leges which belong to other citizens engaged in navigation. March 30, 1840. Referred to the Committee on Commerce, and ordered to be printed. To the honorable the Senate and House of Representatives of the United States of America in Congress assembled: The memorial of the undersigned, proprietors, managers, and agents, of American steamvessels, .Respectfully showeth : That, for several years, your memorialists have been actively engaged in steam navigation : and that, in thus employing a power which is univer- sally known and acknowledged to be hazardous in its nature and use, they claim to have afforded and maintained a degree of security, in the trans- portation of persons and property, which has not been equalled by any other known means of transport or navigation. This important fact, so contrary to public apprehension, we trust will appear from the annexed documents, and also from any just and accurate comparison of the average losses and casualties by steam with the average losses and casualties which occur in other modes of navigation or transport. For these results, which are on the whole so favorable, the public are not indebted to incentives furnished by pecuniary rewards ; for your memo- lialists believe that no interests, involving such vast investments of capital, have generally been less productive. Nor is the present degree of security due to any interference of the Government with the mechanical arrange- ments and prudential management of our steamvessels, or to the enforce- ment of novel and severe principles of legislation ; but has been owing to the inventive and discriminative powers, prudent foresight, and persevering spirit of those who are engaged in this important branch of national enter- prise. Blair & Rives, printers. 537 2 Doc. No. 158. This spirit of intelligent enterprise, producing results which have, gener- ally, been more and more favorable to the security and advantage of the public, has continued in full activity to the present hour; with a firm re- liance, on the part of those engaged, upon the guardianship and protection which is due from the Government of this vast country to an interest which is inseparably connected with us principal .business relations and public resources, and which is destined io advance our country to the highest point of prosperity and power. Your memorialists further represent, that certain enactments of peculiar novelty and severity, found in the act of Congress of July, 183S, are calcu- lated to bear harshly and oppressively upon the owners of steamvessels, and thus to affect injuriously this important branch of our navigation. These enactments, instead of furnishing encouragement for a just and generous rivalry, in bringing steamvessels and their machinery to the highest possi- ble state of security and perfection, have, unfortunately, in the view of your memorialists, a direct tendency to deter men of prudence, capacity, and property, from further connexion with this business ; who are unwilling to submit to implied reproach and degradation, to unwarranted hazards, and to the loss of rights and privileges which are guarantied to all other persons engaged in a lawful calling. Your memorialists refer more especially to the clause which deprives them of the universal legal protection common to every civilized couutry, by unjustly construing, in the event of any serious disaster to life and property, the presumption of innocence into prima facie evidence of guilt: and they respectfully request of your honorable body that a provision which is so much at variance with their fundamental rights and privileges as American citizens may be repealed. It is with painful regret that your memorialists have noticed nn attempt to procure a broader and more mischievous application of this unjust prin- ciple, by means of proposed additions to this law : and they respectfully ask of Congress to be protected from such proposed aggravations of the already severe and relentless doctrines of the common law as it now governs the responsibilities of common carriers ; and which, if enacted, must tend to destroy every just inducement for longer continuance in a business which is subjected to such unprecedented liabilities to loss and ruin. These" ex- traordinary hazards and liabilities, it should be noticed, will not pertain to our competitors under a foreign flag; and our citizens may thus be virtu- ally excluded from navigating the ocean by steam. Your memorialists would further remark that if, with the best knowledge possessed by this or any other country, this species of navigation 1 be deemed too hazardous for the public safety, they deem it more just and honorable to submit to its entire prohibition. Your memorialists believe that few opinions are more erroneous than that which ascribes to the provisions of the existing law a generally increas- ed safety for persons and property carried in steamboats. This may appear from the many accidents or disasters of a serious character which have taken place during the short period in which this law has been in force. "The number of these accidents on the western waters during the last year is stated to have been forty; which may serve to convince Congress that the appropriate remedies for these disasters are not furnished by this law ; and can be found only in the increasing practical knowledge and skill of those persons who are engaged in the construction and management of steamvessels, Durst Doc. No. 158. 3 Your memorialists do not seek to escape from any just responsibilities in conducting this important business. On the contrary, they feel bound to furnish every reasonable guarantee for safely to life and property which hu- man foresight and prudence may be able to afford : and it is for the purpose of furnishing these guarantees in the most direct and practical manner, that they further respectfully but earnestly request, that Congress will call to the aid of its committees, to whose protection this important branch of naviga- tion has been intrusted, the information and experience of some of the indi- viduals whose lives have been devoted to its improvement and practice from its earliest origin in this country : in order that practical knowledge may form the basis of legislation upon a subject which affects more or less di- rectly the interests and business of, probably, a great majority of the Ameri- can people. All which is respectfully submitted. New York, February 22, 1840. James A. Stevens R. D. Sillimsn A. N. Hoffman Wm. D. Haight Robert Dunlop Nathan Dunchy Jonas C. Heartt John Fame Richard P. Hart G. S. Griffith Geo. B. Warren Peter Sharpe D. South wick Peter Yan Alstym Alsop Weed John Hunter L. G. Cannon John L. Thompson For steamboats — North river line — Albany, De Witt Clinton, Swallow, Erie, Champlain, John Mason, Columbus, Union, General Jackson, Robert L. Stevens, and Jonas C. Heartt : about 5 ; 50O tons ; navigating about 250,000 miles annually. Daniel Drew For steamboats Rochester, Utica, and Saratoga, A. Yansantvoort J. Newton Wm. C. Red field James H. Hooker Horace Stocking G. S. Griffith Daniel Peck Jasper S. Keeler Henry Greene Thaddeus Joy Asa B. Meech Wm. Coughtry Charles S. Olmstett Eliakim Ford, jr. Pope Catlixi Thomas James Marquis Barnes Henry Keeler For steamboats Swiftsure, Constitution, Commerce, Illinois. Sandusky, Mount Pleasant, Oliver Ellsworth, United States, Henry Eckford, New London, James Fairlie, and John Jay. together with fifty-four freight steamvessels : being an aggregate of about 13,000 tons, and the several keels, navigating an aggregate distance of about 330.000 miles annually. Thomas Powell Robert Wardrop Samuel Johnson Proprietors of the steamboat Highlander, Newburg. Benj. Carpenter Wm. L. F. Warren Charles Halstead Proprietors of the steamboat James Madison, Newburg. 4 Doc. No. 158. D. Crawford Gabriel P. Adams Wm. K. Mailler C. Belknap, jr. Joseph M. Brown Proprietors of the steamboat Washington, of Newburg. Jackson Oakley Oliver Davis Proprietors of the steamboat Superior, of Newburg. Kevins, Townsend & Co. Richard S. Williams Thaddeus Phelps Thomas Williams, jr. Charles Hoyt Seth Thay James G. King Moses B. Ires C. H. Russell Joseph J. Comstock Wm. H. Russell , Charles N. Talbot George W. Whistler George Curtis William Comstock R. & G. L. Schuyler Charles A. Woolsey Robert Ray For steamboats Massachusetts, Narraganset, Rhode Island, Providence, and Mohcgan : aggregate tonnage 2,7l)0 ; navigating about 120,000 miles annually ; route by Long Island sound. Daniel B. Allen For steamboats Cleopatra, New Haven, and Flushing; 1,000 tons; Hart- ford, New Haven, and Sag Harbor lines ; navigation about 70,000 miles annually. James P. Allaire For steamboat Osiris, from New York to Shrewsbury, New Jersey ; navi- gating about 20,000 miles annually. Lawrence & Sneden For steamboats Telegraph, Crolon, and Hope. Curtis Peck For steamboat Fairfield. Charles Peck Charles B. Peck, Captain. For steamboat American Eagle. Wm. W. Coit For steamboat Norwich, navigating about 30,000 miles annually; Nor- wich and New London line. O. Mauran For steamers Hercules. Samson, Staten Islander, and Bolivar. Gadsby's Hotel, March 27, 1840. Dear Sir : I send you herewith a duplicate copy of our memorial on the steamboat law, with original signatures, for presentation in the House. As the supposed necessity of this legislation seems to rest on the state of public opinion, we have been at the pains (in appendixes A and B) to furnish such facts and considerations as will serve to correct the prevailing errors on this subject, and also (in appendix B) to correct the erroneous theories and practice in steam-navigation, particularly on our western waters. Sober appeals of this kind, from men in the profession, we be- lieve, will do more to suppress disastrous accidents by steam, than all the restrictive laws and penalties that can be enacted. Doc. No. 158. 5 For these and like reasons, our friends in New York earnestly desire the printing of 5,000 copies of the memorial and accompanying papers for general circulation, both with the public and with those connected with steam-navigation. This is the more desirable, because it will be the first time that the representatives of this important interest have been heard on the question. It is proper to state, however, that a part of appendix B was printed at the commencement of the last session, by order of the House, as an ap- pendix to document 21. But this having been done after the document was circulated, the object was not attained, except in a very few instances. There are also corrections and considerable additions of new matter ill that part of the paper which is now presented as appendix B ; and it is to this latter appendix that you will consider these last remarks to apply ; appendix A having not been printed except by ourselves for our memo- rial. The Senate, I understand, have printed only the usual number of copies. We also respectfully and especially request that, when the bill from the Senate shall have reached your House, the committee to which it may be referred will cause us to be sent for and heard before them on its merits, and, to that end, that it may be printed as it shall come from the Senate. Yours, with great respect, WM. C. REDFIELD, In behalf of the memorialists. Hon. Edward Curtis, House of Representatives. APPENDIX A. No. 1. The following communication ioas made by request to the commissioners appointed by the English Government for conducting- an inquiry into the causes of steamboat accidents and the practical means of preventing their recurrence. New York, June 12, 1830. Sir : Having received, through a valued friend, a copy of the circular issued by the Lords Commissioners of the Board of Trade, which authorizes an inquiry, through the agency of yourself and Mr. Parke, « into the nature and causes of the accidents which have occurred in steamvessels, and whether any measures can be taken in order to prevent the recurrence of such accidents," accompanied also by a request for my views on this sub- ject, I will cheerfully respond to the inquiry in such manner as is suggested by my own experience and observation.*" The accidents comprised in this inquiry may be classed under the fol- lowing heads : * This communication did not reach England till after the publication by Parliament of the report made to the Government by Captain Pringle and Mr. Parke. G Doc. No. 15S. I. Accidents by shipwreck. II. Accidents by collision. III. Accidents by lire. IV. Accidents by explosions, or by the injurious escape of steam. The following suggestions on these several topics are offered for your consideration: I. The liability of steamvessels to shipwreck or loss at sea by stress of weather may chiefly depend on the following causes or considerations : 1. The ability to avoid being stranded or cast on a lee-shore, as in the case of the llothsay Castle, the Killarney, and the Forfarshire, steamvessels, must depend mainly upon the power which can be commanded for en- countering successfully the winds, tides, and seas, and for keeping the ves- sel manageable or under the control of the pilot or navigator. This power must depend, 1st. On the general rate and efficiency of the engine ; 2d. On the ratio of velocity, or, in common sea-language, purchase, between the piston and the paddles;* 3d. On the strength of the boiler, and its security from inundation ; the boiler, if near the bottom of the vessel, being liable to have its fires extinguished by any accidental accession of water in the hold. 2. The liability of the hull of a steamvessel to receive injury from stress of weather, when clear of the land, as in the cases of the English steamer Royal Tar, in the Bay of Biscay, and the American steamboat Home, on the coast of North Carolina, appears to depend greatly on the mode of con- struction which may have been adopted. Steamers require a greater pro- portionate length than is given to other vessels ; and being oftener kept up to the wind and sea, they are more liable than other vessels to suffer from straining. The best remedy which is suggested for this evil consists in a change in the system of naval construction. In the present system reliance is mainly had upon spikes, bolts, or treenails, driven traversely, and aided also, in some cases, by longitudinal bolts, bedded in the vessel's frame ; but no effectual measures have been taken to transfer the laboring strain, which falls laterally upon the fastenings and their bearings, to the timbers and planking, or the mass of woody fibre. Hence, when a heavy stress is thrown upon the fastenings, their bearing-surfaces in the wood are found to yield, and even the fastenings themselves become subject to flexure. Thus the planks are moved, the seams are loosened, and water is admitted, to the immediate hazard and damage of the vessel, and caus- ing also a premature decay. I propose, as a remedy for this evil, that the frames of the vessel (if close- ly built) be so moulded as to project, alternately, inward and outward, to the extent of say three-fourths of an inch beyond the general surface, so as to form alternate projections and depressions on both the interior and exterior surfaces of the framing. Each plank should be of somewhat more than the usual thickness, and is first to be fitted to its place, and its bear- ing-surface then cut out in such manner as to receive the projections of the framing in the closest manner; the several butts being scarfed, so as to lock the continuous planks together by means of one of the projecting frames. After laying three or four planks in this manner, the next one is to preserve its full thickness throughout, and is to be let into an opening + The advantages of an increased ratio of velocity in the piston are far more important in. stress of weataer than in the ordinary circumstances of navigation. Doc. No. 158. 7 which is nicely cut to the depth of the projections of the frame, so as to interlock against the lateral or calking strain, to which the planks and timbers are exposed ; and these modifications of the interlocking process are to be repeated throughout the planking, except, perhaps, in some parts near the extremities of the vessel where the strain is less, and the greater "bending of the planks may render the overlooking part of the process too inconvenient. On this plan the strain upon the fastenings is chiefly longitudinal, and they perform little other duty than that of holding the several parts of the structure in close contact ; while the great strain, which results from the weight and throw of the vessel and her cargo by the power of the sea, is brought to bear upon the general mass of woody fibre which is used in construction, and which is competent to sustain it without the least inju- ry ; while, in the usual system of construction, perhaps more than two- thirds of the wood employed is quite unavailable for the support of the vessel against heavy straining at sea, and contributes also, by its weight, to the strain upon the fastenings.* II. Accidents from collision. — These, it is believed, are mostly ow- ing to the want of a simple and well-digested system of regulations for the government of vessels which are steering in opposite directions, especially in the night-season or in thick weather. Various plans have been recom- mended in Europe and America, but I know of none that I think equal to the system established on the waters of the State of JNew York ; where, with perhaps the most active night-navigation in the world, accidents by collision have now become quite rare. It is important for each pilot or navigator of a steamvessel to be able to understand the course or courses which are steered, and will continue to be taken, by the vessels which he may meet. For this knowledge we must chiefly rely upon a judicious system of lights, and upon the reason- able presumption that no steamvessel will vary from its usual and proper course without good cause. Owing to their sharpness and great length, steamvessels are not adapt- ed to turning and dodging in their course ; for any such practice is high- ly dangerous and should never be attempted. If a slight variation of the course be judged insufficient for avoiding collision, the proper alternative is to stop instantly, and work the engine aback. In this quarter, when steamers are likely to meet each other on opposite courses, each keeps sufficiently to the right to avoid collision, as required by law ; but this rule does not require the steersman to change from one side of an approaching vessel to the other, for this would not unfrequent- ly end in confusion and accident. In the night-time, the course of other steamers is ascertained by means of the two signal-lights, at the bow and stern, which each steamvessel carries. The forward lights are placed outside the bow, on each side of the stem, and enclosed, except in front, so as not to interfere with the view of the pilot or steersman ; while the stern lights are hoisted upon the flagstaff at the taffrail, some forty or fifty feet above the deck. The comparative dis- tance of these or other lights cannot always be well determined ; but the low light is known to be at the bow, and the high light at the stern, and, * In this plan of construction ir is not intended to dispense with the auxiliary aid of a system of diagonal braces and riders, which should also be interlocked with the vessel's side ; but di- agonals will be of little benefit if secured only by the common lateral fastenings. s Doc. No. 158. according to the angle or distance at which the low light is subtended' to the right <>r left of the high one. is the course of the approaching steamer, with entire certainty, determined ; and the probable changes to be expect- ed in her course, if any, are known by her position in the channel-way and her probable destination. Thus, nearly all sources of uncertainty and confusion are avoided, by means which are at once both simple and effectual. I have seen it recommended to place lights of different colors on the paddle-covers ; but this can only serve to distinguish steamers amid a multitude of other lights, and in a very crowded navigation. Nor should lights ever be carried in such a position as, by their glare or reflection, will embarrass the night view of the steersman ; and by exposing as few lights as possible, a great source of confusion is avoided. I also hold it as es- sential, that a steamvessel should be steered from the highest portion of her central or forward body, by means of a wheel and tiller-ropes; and that, in narrow waters or a crowded channel, the cun of the vessel should be assumed only by an officer or pilot standing at the wheel, who feels the helm, while he has also the advantage of an unobstructed view. You will find annexed a copy of the principal sections of the steam- boat law of the State of New York.* This statute is not recommended on account of its penal enactments, which, being probably designed to al- lay popular apprehensions, have been chiefly fortuitous, and are, mainly, inoperative ; but as exhibiting our practical system for the avoidance of collisions, which has, very properly, found place among its provisions. III. Accidents by Fire. — This being a subject to which the com- mon observation and attention of mankind are largely directed, it appears hardly necessary to discuss it on the present occasion. In addition to other securities, good forcing-pumps with air-chambers and hose, having the essential qualities of a fire-engine, should always be provided, both near the boilers and furnaces and in situations above deck, which will be always accessible, in case of being driven from the former by accidents of fire or steam. IV. Accidents by Explosion, or injurious escape of Steam. — This is doubtless the chief topic which claims our consideration on the present occasion. As regards the means which are now chiefly relied on as affording se- curity from steam explosions — such as careful and intelligent management, the providing of good safety-valves, gauge-taps, glass water-gauges, pres- sure-thermometers, mercurial pressure-gauges, and the like — I am not aware that any thing new and useful can now be offered ; and am con- vinced, that if due attention to these could have ensured entire safety, it would have been already attained. But an attentive consideration of the various accidents which have occurred within the circle of my observa- tion, and of those also which have come to my knowledge through the publications of the day, has led me to the following conclusions : First, That accidents, more or less serious, must be expected sometimes to attend the use of the steam-engine, as well as all other efforts or combinations of human skill, and that the interests and safety of the public are not best promoted by resorting to a system of onerous and penal legislation in regulating its use. Second, That a very great proportion of the steam- * This law may be found in the Revised Statutes of New York. Doc. No. 158. accidents which have occurred on both sides of the Atlantic have been owing chiefly to defects in the general system of construction, and not, as has been very generally supposed, to the want of cautionary apparatus, or the gross neglect of those who were intrusted with the executive duties. The last conclusion, though at variance with opinions which are ex- tensively entertained, may also be sustained by a careful examination of the degree of strength which is afforded by the weakest portions of com- mon steam-boilers, as compared with the maximum pressure and incidental hazards to which they are liable. This want of a sufficient disparity be- tween the maximum of force and the minimum of resistance, will appear still more obvious by extending the comparison to other structures or effective laboring machines of like metal, where, in all important cases, it is believed, a much greater proportionate strength is usually found than pertains to steam-boilers of the ordinary construction. But however this may be, it appears certain that in this quarter the accidents to steam-boilers have been nearly in proportion to their deficien- cy in comparative strength. This point deserves, however, a more com- plete elucidation than can be attempted at this time, and I therefore refer to a communication to the honorable Secretary of the Treasury of the United States, on the general subject, which I prepared a few months since in compliance with a resolution of inquiry which was passed by Congress.* It is obvious that there are few uses to which metals are applied which demand so much attention to strength and security, as in the manufacture of steam-boilers. These should be so constructed as to be guarded, on this point, against all contingencies of the use which are likely to occur. If an examination of the English and American steamvessels should show a degree of deficiency on this point, the cause may be readily found in the influence of habit, of prevailing opinions, and of previous examples, which have had their origin in an early stage of the art ; and also in con- siderations of practical convenience and facility of manufacture. That the warnings resulting from the various disasters which have occurred have failed to some extent in their preventive effects, is probably because the theoretical opinion has been honestly and sedulously cherished, that these accidents have occurred only through the culpable carelessness and neglect of those in immediate charge of the boilers ; and the evil is thus in some degree rendered permanent. That the safety of steam-boilers from explosions does not necessarily depend upon working with so low* a pressure as five or seven pounds to the square inch, and that a reasonable increase in the proportionate strength of the boilers in steamvessels would remove all immediate hazard, and nearly end the catalogue of these disasters, is rendered apparent by the facts which relate to this branch of navigation as it has been carried on in various directions from the city and port of New York. Here, where steam- navigation was first successfully established, and where it has prob- ably attained its highest degree of efficiency, we might have expected that accidents and disasters would, not unfrequently, attend the use of a power at once so novel and energetic. The accidents and fatalities which have here occurred, as well as their probable proportion to the pressure of steam, the number of boats employed or trips made, the number of miles navi- gated, and the number of passengers which from time to time have been exposed, may be seen in the annexed table. * For a revised copy of this communication, see appendix B. 10 Doc. No. 15S if II 11 i li ut pasn mens jo ajnsNajd ^Stj J3Atip£gaHgTg3 •S9jns -odxo jo jaq -UUlU3[OI[.\V3in oi ssoi jo onuy 141 f 1 sdui jo jgqranu oioijav aqi oi siugp -TDDB JO OTJBH 1S0| s3at( jo.nqiniiNj- I -db jo jsqiunsj; it i II i i P It II , -SJC9A 9aij 9qi :3aunp saScs I SBd [BJ9A9S Uqi ur pasodxa 'suo^jod jo jgq ,' tunu pSIBUIllv^j •sjboa* 3Ag aqj ur paiBSrABa i. -5JT39A g |3AU 9qi ui 12 bpetrt sdiji jo ""isaScssBdjojaq UO p9S0dX9 AV9I9 piTB SJ9S ■nossudjo jgq -uma 9Kp3qojj , ! J9d sdr kaSessed ; -ranu 91 mad sdui jo "joiaq u ajqcqoij II 111 II 1 fill II ii in ii i mi ii I ii iii ii I 1111 11 CO C) — — I S3 §§§ Si I |||§ I! •59TIUI ur 9moj jo qi^uaT; pa HlffffiliSlliljiJB^gu ooocoooooooooooooooocooo^ 1 I ii m ir-~ "5. 1 1 1 Doc. No. 158. 11 ocLva jo jaq 01 ssoi jo oui/h •sdui jo u 9ioq/w aqi oi siuap -TDDB JO OlJBtf ^AI[T0J9f]imi\T M»IJ3d STIJ1 Ut uinois: jo 9ii;s lip i I It oi3 jo j aquimj SIB3A 9atj gqi Suunp sa^es d p3J9A9S 9qi UT p9S0dx9 suosjad jo J9q iiiiiii iiiiiiiii gin n 3JB9A 9AIJ 9T{1 Ul P9H3SIACU b'*[!Ul 9,S9.lS^y liiliil lllllllli nil 11 p" 5 2§- g"i^s 2 ".5«? ills IP 9A1J 9qi Ul apuiu sdi.u jo fdXuszod jo jaq -nam i)aieuni^3 giliiii §§§§§§§*§ mi ii c* c* Hi © x x m | •d[Jl qoB9 no pasodxa A\9ID pUB SJ9.8 U9o[ jo oiiuh ■sdujjo joqumu 3[oqAi aqi oj siU3p -foot jo oiib H •siuapiD jo jsqiun^ 5 "'■' ' ac i'-" n -v SJB3A 3A1J 9qi cq Satillp spires ^ -SBd p3J3A3S o 3qi nr p3sodx3 ;jdd jo joq upon'rayi^ 3AIJ ?qi |J[ pOlBSfAGU "E 3AIJ 01 apRtu sd[.u io ;3§DSsr,djo isq mmi p a reunia; •din q pssodxa AV3J3 pUC KJ3S -U3SSBd jo jaq tunu Jiq^qojj od sdr.ii jo .dScssudjo isq rxmu siquqojj *S3]|UI U[ 3H10J jo qiSuaq &\4 2 a 1-9 §§§§§§§§§§§§§§§§§§§§§§§§§ iiiiiiiii§iiii§§iiiiiiiig 21 , 1111 illllll il 1 11 ill if 11 1J B3g3S8aSSSSSS§S*88S8383S3 OOOOOOOOOOOOoOOOcOOOOOCC flJ m II 5 *ii Doc. No. 158. 13 This table, so far as relates to the service performed on the different routes and the number of persons exposed, is made up approximately, by- estimates founded on my general acquaintance with our steam navigation ; but is believed to be sufficiently correct for general purposes. I have separated the business of the fifteen years which it comprises into three several periods of five years each, commencing with 1824 ; early in which year the navigation, in this State, which had previously been controlled by the associates of Fulton and Livingston, was thrown open to all com- petitors. It appears from the average results of this table, that during even the first period of five years after the navigation was thrown open to public competition, the ratio of steam accidents was only equal to one for more than 20,000 trips or passages ; and that the average loss of life was only equal to one for more than 126,000 passengers exposed. Thus, at the fair outset of this noble enterprise, a degree of safety was attained for the pas- senger, such as may well challenge comparison with any artificial means of transit or locomotion that has ever been resorted to by the human race. It appears, further, on comparing the results of these several periods, that the ratio of steam accidents for the first and third periods, as compared with the probable number of trips made, has decreased from one in 20,317, for the first period, to one in 317,105, for the third or latest period ; show- ing a diminution of the ratio of accidents, in the average period of ten years, equal to about 84 per cent. The ratio of lives lost from these acci- dents during the same period has also decreased from one in 126,211 to one in 1,985,787; equal also to a diminution in the ratio of personal hazard, in this short period, of 84 per cent. It appears also from this table, that during the first of these periods the average number of miles navigated by all our steamboats to each explo- sion which occurred, was equal to 235,646 — a distance equal to many times the circumference of our globe, and about equal to that from the earth to the moon. But even this ratio has been rendered tenfold more favorable in the short average period of ten years, being for the latest five years 2,733,725 miles navigated for each explosion ; or more than eleven times the distance from the earth to the moon; and reducing the ratio of hazards in proportion to distance, almost 90 per cent. m This remarkable diminution of accidents and hazard, it may be seen, has taken place in the very period in which the average working pressure of steam has been more than doubled. It has also been attained solely by professional skill and experience, and without any aid from legislative in- [* The results of a like examination extended to the whole Atlantic tide-waters, and. the great lakes, it is believed, would be no less favorable. But it will doubtless be suj posed, that on our western rivers the ratio of accidents and hazard, by steam explosions must have been far grea er. This is probably true, in a degree, owing to the ultra and improvident system of high pressure construction which there prevails. But let the inquiry be strictly made, upen the above prin- ciples of analysis, and it may serve to show how uncertain a test of the real hazard is lounl m public prejudice, or individual apprehension. The constructors and managers of we-teru en- gines aud steamboats owe it to themselves, to their profession, and (he public, lo make this in- quiry ; so that the faults, or the safety, of their favorite system Or engineering may fully appear. If a scheme of penal enactments shall there be found necessary and available for the protection of human life, which I cannot readily believe, let it be confined to those watets which are above the flow of the tide ; or, which I deem better and more efficient practice, let their present system be either modified or discontinued.] 14 Doc. No. 158. terference; for the law of Congress on this subject was not in force till near the close of the year 1838. Had such a system of legislation been at first adopted, there are sound reasons for concluding that it would not have prevented disasters, but might have greatly retarded the rapid advance in safety, as well as improvement, which has been so happily attained.* It must not be supposed, however, that the average pressure of steam now used on the New York steamboats can be greatly increased, without incurring material hazard. The thickness which is found most suitable for boiler-metal, and the practical and economical limits of form and size, are such as should prevent us from allowing a maximum pressure exceed- ing one and a half or two atmospheres above the common boiling point, for condensing engines ; with an addition of about one atmosphere for high-pressure engines, which are worked without a condenser and air- pump. To these limits, if an adequate system of boiler construction be adopted, the pressure may with safety be carried, as is done in locomo- tive engines, in the use of which, owing to a better system of construc- tion, fatal accidents have been less frequent, perhaps, than with low-pres- sure marine engines. I annex, also, a copy of the law of the United States, entitled " An act to provide for the better security of the lives of passengers on board of vessels propelled in whole or in part by steam." It may be proper to remark, that the passage of this law was unexpected to the owners of steamvessels, and that it appears to have been considered by Congress itself as a premature measure, as may be inferred from the resolutions for instituting an inquiry on this subject, which were passed at the same period. More recently, a bill has been reported to the Senate of the United States, near the close of the last session, designed as a substitute for the existing law. This bill, it will be perceived, imbodies nearly all the precautionary measures which have been suggested in various quarters for preventing steamboat accidents, and, for enforcing these prescriptive measures, an onerous and complex system of penalties is provided in the bill ; the owners, managers, and officers of steamboats being apparently viewed, as in the present law, as a class having feelings and interests which are [* January, 1S40. On the 13ih of the present month the steamboat Lexington took fire on Lung- Island sound, and was destroyed. By this frightful disaster 124 lives were lost, and only four persons escaped. The loss of this vessel was perhaps owing to the combustible nature of the materials in which the fire broke out, the want of immediate and concerted action to arrest its fatal progress, and the panic which appears to have prevailed on board. To these circum- stances, and especially to the latter, is ascribed the extraordinary destruction of life, all the boats having been lowered and lost while the engine was running at full speed. Tiit? loss of a large amount of property by the owners and managers of the Lexington, and the destruction of thirty-nine valuable lives of persons in their service, might have shown that no reasonable motive or provision was likely to have been wanting to secure safety for all on board, whatever may have been the momentary errors or indiscretions of the crew or passen- gers. Those who have labored to inflame the public against these unfortunate men may well be reminded, that it is now thirty years since the public have enjoyed the use of passenger-ves- sels impelled by fire and steam, and that during this period not less than thirty millions of per- sona have been transported from time to time in the various steamboats which have run to and from the city of New York, and that these steamboats have probably navigated a distance equal to fifteen millions of miles, and that in all this prolonged and varied exposure, never before has a single life been lost by the burning of a steamboat. This fact alone, to the unprejudiced, speaks volumes in favor of the general care and skill of the parlies who have been concerned in this species of navigation.] Doc. No. 158. 15 adverse to the safety and welfare of the community. Of the great error of this newly-assumed principle in legislation, or of the practical value of such a system of enactments, it is not my purpose further to inquire ; these being questions which relate solely to American legislation. Nor is the slightest disrespect intended to the views of the honorable and highly intelligent Senator who reported this bill ; who doubtless con- sidered it to be his duty thus to prepare, for more mature consideration, the various projects for securing safety which had been urged upon his attention. I have long been convinced, however, that governments should not attempt to become responsible for the prevention of accidents to the boil- ers or machinery of steamvessels, any more than for the errors and failures of any other machines or fabrics ; and that the remedies for these accidents must be sought elsewhere than in legislative enactments, which should relate only to matters which may partake of the character of conventional regulations, for the general convenience and safety of navigation. The most available and useful legislative provision for these accidents, [ con- ceive to be that which shall provide, in every case of explosion or injury bysteam, for a thorough investigation of all the facts and circumstances which may tend to throw any degree of light upon either the immediate or the remote causes of the disaster ; and this inquiry, I think, should be instituted solely for public benefit in the promotion of correct knowledge, and be conducted at public expense. With my best wishes for the success of the important inquiry in which you are engaged, I subscribe myself, dear sir, your most obedient servant., WM. C. REDFIELD. Captain J. W. Pringle, E. E. Doc. No. 158. M X3 O 0) "cO re o R . gi lisle I cai O 0) O 5c 5 '"° s O C rH *3 go cO ^ c j? d o « rO O X O o CZ3 2 CO 03 o .2 £ x5 £ .2 .2 g AO O Oft >» CD CD rt'oo ^ > co 3 -r 3 cO 5-"= bjo .2 £ ° o "C Fh cO be o 1 c3 o 'be—: C CO P o >> bJO o ^ o o Oh f-i > as +j (X) ci) cd cO O vh be > o.^"S S g.S o b ^0000^^0)00 f-i H r-i GO 00 O 00 X) GO 10 «5 'O O 'X 1 N N GO GO GO OOtOGOOOGOGOGOOOOOOO Doc. No. 158. 17 a> CD U rr-J O ^ S> nfl -2 G pf Z55 ■ — , O CD «) *Q OQ 09 8f g ° o^.2 g-;g g ^ o - I nd O^S^OGrf^G G <-° CD G . G rH ^_GCDGO^^_ G 2 '8 2 2 5 g s § --Jog g.a-a §-2 § § s^s* s G G J=i cj o73 o o .2.22 o o t cd O G „G "G O o ^ o o g* O CD Ph P G Ph CD CD CD Ph CD G CD CD — :^jCDCDCD--H1 CD r—i +1 o o CD .S o c > r5 o I CD CO P^ CD CD CD CD JD -t— C3 . G O c3 co o3 G G^ § G G -G CD — t-i G G3 O 3 n3 G a G cc5 *<1 J . DC T3 2 G cd ■A G g § CD -~ T3 O ^ S GQGOffl P W QC J PS 02 H CD <— i •2 CD cci rG CD I'd 03 kn CD CD ooooaiascT.aiasooo oOi-h ^H T -^ T -ir-i^-ic > oc , o cococccocooo ^ OiCQOJCQCQGviG^COCOiTO 0OCOCO CO CO CO CO CO CO CO CO CO CO CO CO CO CO GO GO GO GO GO 00 CO GO GO 00 GO GO 00 GO GO GO GO GO GO GO GO GO GO GO GO GO GO ?D b- GO C75 © ,-1 CQ CO ^ lO CD b- GO CJi © ^ CQ CO lO CD N 00 C5 O H CM hhhhWCMWWWW CMCQCQ CQCOOOCOOOCOOO CO CO CO CO ^ 18 Doc. No. 158. w G CO O o PQ § « o CO 3h o be 02 rrS ^ ^ CD w a) co co o o 0) CD P .tl CD 3 CO CD co CD cs 2 £ ^ O W CD CO ' o CD CD P or ' ^ CO CD .52 CD CD 6 CD CD £U c+-< go o a o Ph Pi o 1 — 1 "73 £ cO CD CO CO o 5-1 CD > O Ph too . CO 'd cO §3 ^ 10 xo CO CO CO CO CO 00 GO GO GO GO CO CO IO *C O CO CO CO CO CO CO CO CO CO CO co co o CO CO CO CO CO CO CO ^ CO ^ ^ ^ CO OS O h CQ CO 10 10 10 10 10 OtOcDcO CO CO CO CO CO CO CO CO IO Mi *C CD \ Doc. No. 158. 1 a? e o ~a a o E » ^ CM » ° ° \B S ° a.S ^Ti O H X> CD xJ 1 S a? co a o t» M CD Ph 00 a o w M Oh Cji £ ci 3 co o 03 r=f o3 ah o CD CO ?-i f-i 1 a CD Sh a o CI o cd !§ O ZZ; > o >» ■a CD > o3 CD CD _j ^ij CO ft^j ^ i g^* 1 s. JV| CD T "~ l i'«M^j a CM 03 *^ ® 03 r> CD ^ a r ^ -a o o a Q o a O O O § O a a a _ O O O r d w - a © ZZj CI^CD PhDh&hCD ©^o a O CD O CO ^ to J | O . -a ^ CD X to a a *^ M a a ;» *■ 5 a ch {>> CD § -fS -g 03 « S 8 ■5 I s 5 .a ^o3 ^ S£ ^ -"EH a ^ . T3 » o o a 03 M .a c3 5h a so rd -S CD p a- a cd S ® CD CD o a ^ o a o t3 ^a a 03 Tab CD a a o3 *a o ^ 3 o O S g2a CD j 03 ^ m tlOco ? m o3 _a r9 -rH w ^ a a o o a a o o _ « o o a a 03 CD O 03 ^ ^ CD aS^ a cd rya ^ C* ft tUO^ XJ go cp co c^ tj as CO 03 CD CD -a a 03 £1 "o a 2 ^ to 3 co D2 -a a 03 3! a w to_ ~l co ca a J5 a co a fcuo 03 London - Nora Creina Union Medway Monarch and Apo Don Juan Albion Royal William ant Worcester Maid of Bute Killarney Kilkenny Victoria - Victoria - James Gallocher William Stanley - Antelope Forfarshire Vivid Tweedside Northern Yacht - Hope Thames and Shai St. Patrick Tarbert Castle - Falcon - OtDb- Nl>NhNNN0D GO GO 00 GO rococo CO CO CO CO CO CO CO CO CO CO CO CO GO GO GO GO GO GO GO GO GO GO GO GO GO GO GO GO GO QO GO GO GO GO GO CO CO 00 CO CO CO CO CO GO GO GO GO GO GO GO GO GO GO OS CO CO CO GO 00 00 h W CO rJimcDNGOCJiOH CM CO »Q tD«o«o cococDcr>wfc- b- COWGOC7>0 t-h CM CO 1- GO 00 00 00 00 GO 00 20 Doc. No. 1581 en a CD 1 P £ a? i * o 1— I o 3 O At o £ • " O o o . CO o C- CO 1 — • £.§ ^ O £ £ 9. S3 ki B ji g J-t fM CD r-, O c»h 00 CO- o © * Jh « J2 id *J O ^ ° Ki C« G CO £ CD CD © ^ g CD * ° 9 c co CD ^ ^ 2 &ctS II 1 5 o o CO CO oS. J> g Ph Oh. T3 » o ^ 'S J 1 C w as I* a. 02 TO CD 8 £3 -3- ~ © sS co o C72 CO Ql o £7,3 CD Jy O T3 O cc Q CD < Woe I CD 5 1 Cji CJ5 00 CO CO 00 QC 00 CO CO CO oo oo ao oo g? 00 00 00 O ^ CQ CV CJi lneh. tSee certain well-intentioned communications in Document 21, House of Reps,, 2dflii Ceng.. 3d Session. 3 34 Doc. No. 158. boat, had acquired experience during four previous years in my employ- ment, and I had ever found him a man of great care, prudence, and faith- fulness. He had changed his employers, with my consent, on the open- ing of that season, in order to avail himself of a more tempting offer which was made him by the managers of the Oliver Ellsworth, on account of 1 1 is known good qualities. He knew the value of the principle of surplus strength, under which he had acquired experience, and was well ac- quainted with the condition and management of the Oliver Ellsworth. His first effort, as he then informed me, was to induce the managers of this boat to introduce braces into their boiler, in order to secure the large main tlue, which was four feet in diameter, made of quarter-inch iron, without other support than that afforded by the connexions at its two ex- tremities. But his views of security were deemed as savoring too much of high pressure, and it was decided that a boiler which had occasion- ally sustained a pressure of 15 or 16 inches of steam by the mercurial gauge, (!) could be safely run with a pressure of 12 to 14 inches ; and the too modest engineer had no remedy but submission. I had estimated a pressure of six inches as being safe for this boiler when constructed, while others of high authority in these matters then deemed it entirely safe with nine inches. On the evening of the accident, the engineer was watching both boiler and engine with great care and anxiety, being in- structed to keep a full head of steam, in order to encounter with success a strong head wind and sea. He accordingly kept from twelve to thir- teen inches, with a full head of water, and to prevent the latter from dis- charging into the cylinder by the motion of the boat, was obliged carefully to tend the throttle-valve, and was actually thus regulating the action of an overfilled boiler at the moment in which the explosion took place. He .survived the disaster several weeks, and gave me from time to time, under no apparent bias but the love of truth, a far more circumstantial account of his care and management on this occasion, than can be here introduced. But his cares and anxieties were unavailing, and he was doomed to the infamy of having been the careless or rash instrument of destroying the lives of his fellow-beings, by the inconsiderate advocates of the common explosion theory, who, in opposition to all evidence, can decide by mere intuition, the want of water in the boiler and the crimi- nality of the engineer ! Although confident in the accuracy of Mr. Penfield's statements, I did not fail to examine closely the condition of the boiler, after the accident. Its general construction was not unlike that of the Legislator ; having an elliptical -shaped interior furnace of eight and a half feet in lateral diame- ter, and six feet in length, from which extended a circular main flue of twelve feet in length, and four feet in diameter; a smaller returning flue, of irregular form, leading back to a point near the furnace, where it turned upward through the top of the boiler, and was there joined to the chimney. This returning flue, on account of its irregular form, was partially sustained by means of a few brace-bolts, but no securities were provided for sustaining the great flue or interior shell of the boiler. A longitudinal outline, showing a vertical section through the centre of the main flue, is here represented : Doc. No. 15S. 35 A vertical section of the Oliver Ellsworth's first boiler. h to a. _ i ■ — J /, furnace flue; g, main flue; u\ water line; d, steam chamber ; li, chimney; a, point of Iracture , b, disruption.. Scale. J inch u a loo', or 1 0C>. On examining the parts which, in case of a deficiency of water, would have been first exposed to the action of the fire, it was found that neither the top of the furnace flue at c, immediately over the fire, nor the top of the main flue, on the same level, nor any other part of the flues, ap- peared to be in any manner affected by the heat'; but, on the contrary, the iron on the upper part of the fine appeared to be, for the most part, as clean, and in as sound condition, as during the first use of the boiler, with but one exception, now to be noticed. This exception was found in the line of fracture at the point b, where the curved lines represent the position to which the highest point of the main flue had been depressed by the disruptive force, and by which the original fracture at a had been extended around nearly half of the circumference of the flue ; the circu- lar top of the latter, being depressed into the form of an inverted curve, extending from the fracture in opposite directions. Now, at the point a, (which is placed at 6, by the disruption, as just mentioned), the trace of a previous fracture in the line of rivets was distinctly visible for some eight or ten inches, transversely to the top of the flue, which fracture, judging from its appearance, must have existed for a considerable time previous to the final disruption. Nothing, therefore, could appear more certain than the fact of a full sup- ply of water previous to and at the time of this accident; and the disrup- tion was evidently caused by an amount of working pressure to which the diminished strength of the boiler, at this point, proved to be unequal, al- though the boiler had sometimes been worked with even a higher pres- sure, before the incipient fracture here noticed, had originated or become .so extensive. In the boilers of the Etna, as in other cases where the boilers have been long suspended by their two extremities, this insidious sort of fracture was induced at or near the lower surface , by the joint action of weight and une- qual expansion ; but the main flue of the Oliver Ellsworth was constant- ly surrounded by water, and pressed upward by a force equal to the whole weight of water displaced by this capacious flue, which, after de- ducting the weight of the flue, is equal to more than 10,000 pounds. * The * The length of the furnace is included in the estimate. 36 Doc. No. 158. fracture, in this case, therefore, was gradually induced at the top of the flue, which was also most exposed to heat and the unequal strain of ex- pansion. The origin of this species of fracture may, perhaps, be referred to the process of manufa iurc, in which it is common to force the rivet- holes, which do not properly overlie each other, by driving a steel pin into the same ; a practice which is well calculated to cause the sheets to sepa- rate in the line of rivets. This disaster induced the owners of the Oliver Ellsworth to procure a heavy copper boiler, in compliance with the clamor against iron boilers, which on this occasion was again renewed. At a subsequent period this boat was purchased by myself and associates, and transferred to the Hud- son river; care being taken to remove her large copper boiler, and to fur- nish her with a boiler constructed on the before-mentioned principle of giving the greatest practicable amount of strength, beyond the working pressure, that could conveniently be obtained. The result has been that this boat has not only run with entire safety, but is, even now, with her antiquated engine, much more serviceable and efficient than when em- ployed upon her original route, although the steamers constructed contem- poraneously with this vessel have disappeared from our waters. In truth, I consider this steamboat as being at this day far more safe from fatal casu- alties than most of the steamboats now on our waters. The boiler is some- times worked with a pressure of two atmospheres above the common boil- ing point, while it possesses a strength which will bear a pressure of eight atmospheres, leaving a range of strength equal to more than six atmo- spheres between the maximum working pressure and the point of proximate hazard ; and this is believed to have been accomplished without any sac- rifice either of original cost or of economy in the use of fuel. If a propor- tionate range of surplus strength had always been given to the boilers of marine engines, it is believed that steamboat explosions would seldom, if ever, have been heard of, notwithstanding the hypotheses which are so generally and confidently relied upon as accounting for these explosions. In April, 1830, the steamboat Chief Justice Marshall, employed on the Hudson, burst her boiler, while landing passengers atNewburg, by which II persons were killed and many others wounded. This boiler was of stout copper, and very strongly built, on the" lowpressure plan," and was more thoroughly braced, it is believed, than any other boiler of its date. The structure, however, was a very large one, on the general plan of the boilers in the Legislator, Oliver Ellsworth, and other boats of that day; the main flue being also circular, and five feet or more in diameter. The dis- ruption, we are informed, " was ten feet back from the front of the boiler,, and was probably eight feet in length, by four in width, commencing nearly at the bottom of the flue, and extending upward « little over one-half of its diameter. We may safely infer that this explosion, commencing near the bottom of the boiler, and four to six feet below the water-line, was not occasioned "by want of water. The principal engineer, who survived the accident a few hours, stated to the captain, near his last moments, that there was less than sixteen inches pressure on the boiler at the time, which is probably true ; and it is admitted that the steam was " blowing off" through the safety-valve during the entire stoppage till the accident occurred. That there was some unknown defect in the boiler, it was supposed by the en- gineer, is not improbable ; but neither engineers nor captains had then Doc. No. 158. 37 learned, that such a structure of such material, was unsuited for that pres- sure. The ardent advocates of copper boilers and the zealous manufactu- rers of public opinion, were now liberal in their denunciations of the un- fortunate engineer, who, in their view, by the clearest evidence, had been guilty of criminal neglect or recklessness, in allowing the water to become so wasted or reduced as to occasion this dire catastrophe. Many persons insisted that nearly all the water in the boiler must have been previously exhausted. To have sought for facts on which to support so grave a con- clusion, would have been deemed an insult to common sense ; especially as persons had been brought forward, who, under their oath, had testified to the previous warning which they had heard in the shrill and piercing whistle with which the discharge of steam was attended previous to the explosion. But, alas, for common sense ! this thrilling whistle had pierced the ears of the writer, most uncomfortably, thrice in a week for several previous years, while in his office in the vicinity of the wharf occupied by this steamboat ; and was known to be owing to some unfortunate pecu- liarity in the construction of the safety-valve or its appendages ! It is hard- ly necessary to add that the upper and most exposed surface of the flues of this boiler were found, by good judges, to exhibit no traces whatever of injury by heat — a circumstance which is entirely incompatible with the supposed enormous deficiency in the supply of water. The owners of this steamboat, having once been made the instruments or victims of a factitious public opinion, now adopted a wiser course, and procured two strong iron boilers, of more moderate dimensions and better suited to the pressure of sixteen or eighteen inches which their engine re- quired ; and during the remaining years of her service, this boat was run without injury to her boilers. It may be noticed that this disaster was more fatal in its results than all the explosions or disruptions of iron boil- ers which had then occurred on the northern and eastern routes from this city. Had this boiler been constructed of iron, and secured in the same manner, it is not probable that it would have given way, even with an addition of several pounds to its maximum working pressure, had such addition been fairly practicable. In the same year there occurred a similar disaster on board the steam- boat United States, running between New York and New Haven, by which several lives were lost. The boiler of this boat was of iron, but constructed on a plan similar to those which have been mentioned. The boat was opposite Blackwell's island at the time of the accident, with twelve and a half inches of pressure ; having frequently worked with four- teen inches. This boiler, which had been recently repaired, also gave out near the bottom of the main flue, its upper portions and the roof of the furnace remaining uninjured ; and yet we continually hear that nearly all of these accidents have been occasioned by the want of sufficient water in the boiler ! Notwithstanding the severe lesson then recently received from the Chief Justice Marshall, and the explosion of almost every copper boil- er which had been continued in use, we were again warned by the pub- lic journals against the hazard and cupidity of using iron boilers. In 1831, the boiler of the steamboat. General Jackson exploded on the Hudson, at Grassy point, while stopping at the wharf. This was a large, low-pressure iron boiler, carrying, it is said, fourteen inches of pressure at the time of the disaster ; the safety-valve being open, and the steam blow- ing off for some minutes previous. But the escape of steam was not, per- 38 Doc. No. 158. haps, as freely allowed as it should have been. The boiler being under deck, and breaking out through its bottom, the force of the explosion threw the boiler out of the boat and into the river, demolishing the deck and causing the vessel to sink at the wharf. The boiler was a large and unwieldy structure. It was partially braced, but without a thorough sys- tem of these fastenings, and was elliptical in its form; being, if I mistake not, about eleven feet in its lateral diameter, and presenting a cross section of nearly the annexed form : Cross section of the boiler of the steamboat General Jackson. a 6 Scale \ inch to a foot, or 1-9G. The fire was beneath the boiler, instead of within it as in the foregoing cases ; the dependent portions a b c being what are technically called water-legs, and riveted to the main shell of the boiler, which was here perforated with large openings to allow of a free circulation of the water. The return flues e e e e were circular, and united at their extremities by attachments, and terminating in a square cross flue, which communicated with the chimney ; and w shows the water-line. The rending, when traced to its point of commencement, appeared to have originated at the angle A, where the water-legs joined to the boiler y* and whatever influ- ence the large perforations in the shell may have had in weakening the structure, it is certain that the riveted joints on the line of disruption show- ed several preliminary fractures of considerable extent, of the same char- acter as those already pointed out in the boilers of the Etna and the Oli- ver Ellsworth, and one of these was particularly obvious at the point h.f The other portions of the boiler appeared to have been previously in good order ; and the flues and their flat connexions, though soonest exposed to any deficiency of water, were as entire and as perfect in their condition as ever. Nothing, however, could exceed the storm of indignation which was raised against the captain and the suffering engineer for their sup- posed criminal negligence or recklessness in this matter ; and instead of * Under this point, also, the planks were started from the boltom of the boat, which eaased her to sink. t When this kind of fracture occurs on the outward lapping of the sheets, it usually causes a leak, and is easily discovered ; but when it occurs on the inner lap of the boiler iron, it some- times will remain tight lor a long period. I have known this fracture to extend, in a high- pressure boiler, to fourteen inches before it was detected ; which, with the ultra pressure some- limes used on the Mississippi, would surely have caused an explosion. Doc. No. 158. 39 ascribing the disaster to the obvious weakness of the boiler, iron boilers were, as before, held to be worthy of all proscription. We now arrive at a period when the old low-pressure boilers, and those which were constructed according to the requirements of public opinion at the epoch of the Etna's explosion, had been destroyed or laid aside. A gradual improvement had, in the meantime, taken place in the construction of boilers, which, although leaving much to be accomplished, had gone far to remove the immediate danger of explosion. But, with the new method of working the steam expansively, in a single engine of increased stroke, there was also introduced an extension of the steam-chamber of the boiler, vertically, around the flue of the chimney ; this extension be- ing of the cylindrical form, and technically known as the steam-chimney. In the summer of 1832, the steamboat Ohio, one of the largest on the Hud- son, burst the interior shell of this appendage to her boiler ; by which five persons lost their lives, three of whom were passengers. The boiler was under a pressure of fourteen niches at the time, and was often worked with eighteen inches, and sometimes with twenty inches. The disrup- tion took place about a foot above the water-line, in that part of the flue which is ordinarily subject to a high degree of heat. This flue was three and a half feet in diameter, unsupported by suitable brace - bolts ; and, from the description of Mr. Ewbank, published in the Journal of the Franklin Institute, it appears that the iron. had been much injured by pre- vious heating and exposure. That such a flue should have given way under the above pressure is not at all surprising. Since that period a like accident has occurred in our harbor, in one of the Charleston steamboats, by which several lives were also lost, chiefly of her own crew.* But we have still to notice a more serious disaster than either of the foregoing, which has attended the use of copper boilers. The disruption of the boiler of the Oliver Ellsworth, and the warfare of the press against the use of iron-boilers, induced the owners of that boat to provide a copper boiler, as the only means of restoring confidence. This boiler was of un- usual thickness, and secured in a manner surpassing that which had been previously practised. The new boiler was worked with a pressure of thirteen to eighteen inches, and when the boat subsequently came into my hands, as before noticed, showed evident effects of this pressure upon its form. A faster and more modern boat, however, was soon required in her place ; and a new one was constructed, called the New England ; and the managers, in the face of repeated warnings of the comparative weak- ness and insecurity of copper, felt bound again to conform to public senti- ment, and accordingly furnished their new boat with copper boilers. These were of the ordinary thickness, constructed with two fire-arches in each boiler, together with five return-flues of circular form, and sixteen inches in diameter. These boilers, had they been of iron (which was then used in nearly all other boats), would probably have sustained any pressure that was likely to be required in the use of a modern expansive engine of ten * On board the steamboat "William Gibbons, on the 21st of January, 1836; which is the last steam accident which has occurred to the boats running from New York. It may here be remarked, that no reliance for strength should ever be placed upon the circu- lar form of the boiler-metal, when the pressure bears upon the outside of the curve; except when its diameter is less than 24 or 18 inches; and in no case where the metal is exposed to heat, above or near the water-line, as in the " steam chimneys." 40 Doc. No. 158. feet stroke; but the strength assumed or estimated for these copper-boilers by the manufacturers, unfortunately, was nearly if not quite as great as iron of the same thickness could have borne. On the 9th of October, 1832, which was soon after this boat commenced running, her boilers were both exploded, with a pressure of twenty-eight or thirty inches, while landing passengers at Essex, on Connecticut river, and about twenty lives were lost on this occasion. The influence of the press in favor of copper, as may have been seen, had been generally overruled by practical men ; and the effect of this dis- aster was such as nearly to put an end to the use of copper in this part of the country. But some of the conductors of the press who had been most active in establishing the untoward influence by which the owners of this boat had been governed, were now loudest in their denunciations; and men of the highest integrity and benevolence, who had perhaps exceeded all others in their well-meant efforts and sacrifices in order to ensure safety, were held up to public odium as being, virtually, the murderers of their fellow-citizens. The proprietors of the New England, subsequently to the ordinary ju- dicial inquiries, instituted a thorough investigation of the causes which led to this fatal explosion. They procured the attendance of a board of examiners, comprised of persons from different parts of the country, deem- ed competent to the investigation ; and every facility was afforded for the most full examination and inquiry that the case admitted. The result of this examination, as given in the report of the board, has been already published ; but its importance, as connected with the history of steamboat explosions, and its bearing on the future safety of steamboats, induces me to annex a copy of the same to this communication ; and which is here- with respectfully submitted. I will, however, add here, for the benefit of those who may not have opportunity to examine this report in full, a summary of the facts in evi- dence, and of the results to which the examiners arrived. This boat had been running but little more than a month, and was fitted with two boilers, each about 8 or 8^ feet in diameter and 16 feet in length, placed on the guards behind the paddle-wheels and outside of the hull of the boat. Their construction may be understood from the annexed figure, which represents a cross-section of the boiler, near where the disruption first took place. a, a, lower flues for arches ; /,/, f,/,f, return flues ; w, water-line. Doc. No. 158. 41 The shell of the boiler was torn open in the lower arches, and spread outward till its parts met in an inversed position, and was thrown : me distance from the boat. The flues and steam-chimney.^ were uninjured by marks of heat or otherwise, and those of one boiler were thrown for- ivard against the paddle-wheel cover, while the other was thrown over the same into the river. The parts of the deck or guards lying beneath the boilers, including the beams, were entirely blown off. This effect, which was directly beneath the apparent origin of the fracture, when taken in connexion with the direction in which the parts of the boilers were thrown, appeared to indicate that the disruption commenced in the lower flues or arches, at the places which had shown indications of straining, or leaks, on previous passages (near the points a a), and which had already re- ceived repairs. The engine remained uninjured, but the steam-pipe of the boiler which first exploded, was found broken entirely off from its fellow, at the point of junction in the engine-room, by the force of the ex- plosion.* The safety-valve was attached to the main steam-pipe in the engine-room, near its junction from the two boilers, and was found in good order. A mercurial gauge, which was affixed at the same place had not discharged its mercury, and two similar gauges were attached near the boilers, in one of which the mercury was also found. These gauges had been so charged as to sustain a maximum pressure of about 32 pounds to the square inch ! The pressure at the time of the explosion was, therefore, beloio this point. The copper of these boilers was rolled to the thickness of Nos. 3 and 4 of the wire gauge, or one-fourth of an inch nearly. No marks of heat, or of the absence of water, could be discovered on the flues or on the flat work connected with their upper extremities, where a deficiency in the supply of water would first have exposed the metal, and where, in such case, injury or fracture could not fail to have resulted, with even a lower pressure of steam than was known to be on the boilers at the time of the explosion. In short, every appearance on those parts of the boilers which were exposed to heat, appeared to indicate that a full supply of water had been maintained. The weakest portions of the lower arches appeared inadequate to sustain a pressure of thirty pounds to the square inch. It came out in the testimony that the maximum working pressure in these boilers had commonly been from fourteen to seventeen pounds ; that, im- mediately previous to the explosion, it had accumulated, from stoppages of the boat, to over twenty -eight pounds ! And furthermore, that the engi- neers and firemen had been led .to believe, by the manufacturers, that these boilers would sustain a pressure of even fifty pounds to the inch ! — * This fact deserves special notice; chiefly, because the explosion of the two boilers of the New England at nearly the same moment has been gravely brought forward as proving the disaster to have resulted from want of water! But the boilers were alike in their struc- ture, and both subjected, by the connexion of their steam-pipes, to an equality of pressure; and, being charged to the limit of their strength, it is not seen why both should not give way, especially und^r so powerful a shock, in addition to the pressure, as was necessary to separate the steam-pipes ; which blow must alone have been equal to the weight of many tons. On the other hand, the boilers were supplied from separate pumps and pipes, and were a deficiency of water found in one boiler, it could have no connexion with the state of water in the other. It is on such shallow grounds that hypotheses and opinions are defended which appear to have a direct tendency t'l perpetuate these disasters. It was under the delusive notion of security in a full supply of water that these boilers were exploded. 4*2 Doc. No. 158. an opinion which there is no doubt was honestly entertained by the latter. The testimony obtained in this case was full and satisfactory. The engineers were both saved, and gave a detailed account of their proceed- ings previous to the disaster. The principal engineer had himself ex- amined the state of the water in the boilers, a few minutes previous to the explosion, and there appeared to have been great care used on this point, as constituting the only source of danger. He states that the boat was stopped about two minutes at Essex, before the disaster, and he ad- mits that he had more steam on the boilers than it was proper to use in the river, owing to the delays which had attended, the progress of the boat. The engineers having full confidence in the supposed strength of the boilers, and knowing that the supply of water was complete, do not appear to have attended closely to the indications of pressure, which was, however, most accurately observed by the two firemen who were then on duty. The pilot, who appeared a very cautious man, testified, that, after en- tering the river, he was obliged frequently to order the steam shut off from the engine, because he found it difficult to steer, while under full way. The steam was not blown off at Essex, except as it found its way through the safety-valve ; which was loaded nominally to twenty-four pounds to the inch ! — although here was also a liability to error. The most satisfactory witnesses were the two firemen, who were both saved, after having been blown into the river. They had seen but little service, but their honesty and integrity appeared altogether unquestion- able. From the clear and full details of their testimony, it appeared that the pressure on the boilers at this time must have exceeded twenty-eight inches (pounds) by the mercurial gauges ! During the short stop at Essex, they had both tried the water in the several boilers, and found it at the highest try-cock, of which there were four in each boiler. One fireman then crossed to the other boiler, and after renewing the trial of water there, also, they entered into conversation on these circumstances, and on the little need which there appeared for any further firing to main- tain a supply of steam. They had never seen the float-rods in the mer- curial gauges so high as at this time. It was proven by measurement, that at a rise of thirty inches (thirty pounds pressure), these rods would strike the upper deck ; and they testified that the rods were within three or four inches of the deck when the steamboat arrived at Essex. Other witnesses confirmed these statements, and that the pressure had not been so great on any previous occasion. The larboard boiler, which had shown the greatest symptoms of strain- ing, and received most of the previous repairs, exploded a little before *the other, but the second instantly followed it ; owing, probably, to the tre- mendous shock communicated through the steam-pipes, and by which they were broken asunder; while the boilers, being alike in their struc- ture, were both charged to the limit of their strength. In summing the results of their examination, the board reviewed the principal conjectures or hypotheses which had been urged by manufactu- rers and others, in order to account for this disaster, and pointed out their inapplicability to the case before them. They then came unanimously to the conclusion, that the explosion was caused by an excess of steam, produced in the ordinary manner. Doc. No. 158. 43 In this age, distinguished for experimental knowledge and exact sci- ence, it might have been expected that the facts of the above case would have been patiently sought, and considered with attention, especially by professed teachers in physical science, and by those who are directly in- terested or employed in steam navigation. But notwithstanding our boasted attachment to the inductive philosophy, we find too often, that opinions and hypotheses on questions of pure physics, are cherished and defended with a pertinacity which is proportioned to their incertitude and lack of evidence ; for in these cases the imagination has fuller scope for the defence of its own creations. In view of the facts which have passed under our notice, it is matter for regret that engineers of long prac- tice, as well as some men of authority in science, should have lent their aid, without due inquiry, in support of prevalent errors. Remedies for explosions, in order to be effectual, must be derived from a correct knowledge of the facts which serve to indicate their proximate causes. It appears remarkable, therefore, that this inquiry, instituted by the owners of the New England, should be almost the only attempt at careful and thorough investigation, for the benefit of the profession and of the public, which has yet been made in cur country. It was not reasonable to expect that the report of the above examina- tion, although supported by the clearest evidence, would convince those who had long cherished some favorite theory concerning explosions : but the comparative safety which has since attended the numerous and rap- idly increasing steamboats in this section of country, may induce the inference that a real advance has been made in exploring the cause of the evil and providing its proper remedy. As within the last few years ex- plosions are almost unknown in the New York waters, may it not be inferred also, that the most effectual remedy within the power of Congress, is to provide for a thorough and free investigation of all such accidents and. their causes, by persons competent to this duty, without reference to judicial measures; and for the proper publication of the facts, evidence, and conclusions, which may be arrived at in each case. This could not fail to afford us light on this important subject, such as would be available both to professional men and the public at large. We should then no longer grope in darkness, and our future experience would determine the question, whether persons who happen to be engaged in steam navi- gation are actually possessed by a species of monomania or indiscretion, which induces them wantonly to sacrifice their own lives and property, and those also of their nearest friends and fellow-citizens. If we ma}?- rely upon the indications afforded in the above cases by the state of the metal in the exploded boilers — the most conclusive, perhaps, of ali evidence, it will appear that the most common cause of these acci- dents, in this quarter, at least, has been the general use of boilers of insuf- ficient strength, which have been worked under a pressure which has proved beyond the power of the boiler permanently to sustain. The te- nacity of the boiler-metal is in great measure unavailing in resisting the external pressure to which the interior portions of the boiler are subjected; and reliance must here be had chiefly upon its rigidity, which is increas- ed in a high ratio to the reduction of the diameters. The iron boilers which have been constructed on the general plan of those of the New England, at later periods, are more strongly braced, and, in addition to the advantages of a more rigid metal, have four arches instead of two, which 44 Doc. No. 158. greatly increases their security ; although a further advance in the strength of these structures is still desirable, especially in the part called the steam- chimney. There is some reason to believe that the prejudice in favor of copper, as a material for boilers, was not eradicated from our southern cities by the experience had on the New York waters ; and that the ill-fated Pulaski, which was lost in 1838, by the explosion of her boiler at sea, was project- ed under this disastrous influence. That it was the design of her owners to attain the greatest degree of security, cannot well be doubted ; but the accounts which I have received of the methods adopted in the construc- tion and the security of her boilers, afford grounds to infer that their ac- tual strength was but little if at all superior to those of the New England ; and I am also informed, that they had on some occasions, been worked with a pressure of 36 inches, and it is confidently stated that the gauge was seen at 28 inches on the night of the explosion ; a practice which, if truly reported, must have arisen from the general confidence of all con- cerned in the adequate strength of the boilers. But the deplorable event has proved that this confidence in the supposed superiority and strength of these copper boilers had no just foundation ; and the only matter for surprise, in view of such a state of facts, is, that an explosion did not sooner occur. Had the boilers been of iron, and of the same construc- tion, it is probable that a regular working pressure could not have been obtained of sufficient intensity to have been immediately dangerous, for nearly double the amount of pressure would have then been required to produce the disruption. Shipvjrec/c of the Home. This subject demands our present notice only on account of the influ- ence it may be supposed to have had upon the recent legislation of Con- gress in imposing a system of inspection and fees upon the hulls of steam- boats. Those who are fully conversant with all the facts of the case, need not to be told of the absurdity of the current statements regarding the loss of this ill-fated vessel, though countenanced by the exparte inquiry and report of a popular committee composed of clergymen and others, not pro- fessionally conversant with the matter before them, and gotten up under the greatest possible extreme of misapprehension, excitement, and error. It may not be generally known that this vessel was constructed by some of our most able shipwrights, in a manner not visibly inferior to our best packet-ships, so far as may be inferred from casual inspections while building. That there were some special faults in this vessel, I believe ; the chief of which, I conceive to be a want of greater depth of hold, which her length seemed to require. But the chief cause why she was strained more than the other steamers which have navigated our coast, was prob- ably owing to her greater weight ; being, if I mistake not, heavier built than most of her competitors. From the evidence before us, I feel bound to consider the catastrophe of the Home as occasioned by her being volun- tarily run on shore in the breakers, chiefly through the influence of the alarmed passengers, who were apprehensive of foundering. Immediately previous to this act, the vessel, though partially water-logged, was under the land, and the gale was abating ; and had she then been brought to anchor, as was the South Carolina, in similar circumstances, on the Doc. No. 158. 45 same night, it is probable that she would not have sunk, and that no lives would have been lost. But, however this might have been, this case of shipwreck, and the subsequent catastrophe of the Pulaski, seemed to have had an extraordinary influence in procuring the adoption of the scheme of legislative remedies. It may be justly questioned, however, whether the existing system of naval construction as practised in this and other countries, be not radi- cally defective. In all the heavy shocks and strains to which a seaves- sel, and especially a sea-going steamer, is necessarily exposed, the ulti- mate strength of the whole structure consists only in the lateral resistance which is afforded by the fastenings and their bearing surfaces. Now it is both obvious and demonstrable, that this resistance is equal to only a very small portion of the strength of the timber and materials employed in con- struction, and is quite unsuited to the intensely severe strains to which these floating structures are sometimes exposed. The remedy which suggests itself consists in the mutual interlocking of all portions of t/ie structure which lie in contact with each other. In adopting this method, we relieve the fastenings from the great lateral strains by which they are injured and loosened in their bearings ; and the resistance is transferred to the general mass of woody material which is employed in construction, where it is productive of no injury, the fasten- ings being thus relieved from all other duty than holding the parts in their proper places. The superiority of this method of construction, as compared with the pegging system, ordinarily practised, and in which re- liance is only had upon the lateral resistance of the wooden and metallic fastenings, is too obvious to require elucidation. A freighting vessel of 350 tons, on the Hudson, in the construction of which I have put this in- terlocking system in practice, is believed to exceed in comparative strength and promise of durability, any other vessel now afloat. I consider this system of construction to be of essential importance, especially in a steamer which is to encounter the boisterous waves of the Atlantic. Theories of Explosion. The theories or hypotheses by which explosions are commonly ac- counted for, usually without proper examination and on the most vague and uncertain evidence, are chiefly the following : 1st. Injury to the boiler from heat, owing to a supposed deficiency of water. 2d. A sudden generation of steam by the affusion of water upon portions of a boiler thus heated. 3d. The supposed generation of violently explosive gases which are let off in the boiler. 4th. Recklessness on the part of those in charge. 5th. Ignorance of their proper duties in the same persons. 6th. Intoxication. To which should probably be added, as more influential than all these, 7th. Insufficient strength in the boiler for the duties permanently re- quired of it: owing to which cause the defects of the material, insidious fractures, or deficiency in water, have become destructive ; either with Common or an extra degree of pressure. 46 Doc. No. 158. It is probable that the first two of these alleged causes have contributed to the explosion of high pressure boilers; and the deficiency of water is always to be considered as a source of danger and of certain injury to the boiler. Moreover, the greatest care on this, and other points connected with the management of boilers, cannot be too strongly inculcated upon those in charge. But it is well known that iron boilers have in many cases, been injured by a deficiency of water, under the very circumstances which are alleged as producing the most violent explosions, and that no other ill consequence has ensued than the injury to the metal. In the absence of all direct evidence, therefore, it is neither wise nor prudent, to throw the odium or responsibility of these accidents, which, it is probable, have mainly resulted from the general faults of the system, upon those persons who have too often perished while performing their executive du- ties according to their best knowledge and skill. -The theory which supposes the rapid generation of some yet undetect- ed and highly explosive compound, is not worthy of consideration, hav- ing no other known support than may be found in a speculative fancy. Ignorance of incumbent duties and recklessness of conduct, though sometimes found among all classes, are qualities which are not likely to obtain preference from the owners of steamboats, whose fortunes or suc- cess in business are mainly dependant upon thecorrectand intelligent per- formance of duty on the part of their agents and subordinates. In callings which are open to all classes, the only complete remedy for ignorance must be found in a more general and thorough system of popular educa- tion. Persons who are in the habit of resorting to drugs or stimulants to keep up their vital energies, or for the gratification of a morbid appetite, are un- fitted, generally, for so responsible a service as that of our steam vessels, and should never be employed, except in cases of sheer necessity. But in this species of misconduct, as in other cases, the securities afforded in construction should be such as to prevent the consequences of this vice from becoming fatal. The notion tbat boilers, under the pressure of steam generated in the ordinary way, never burst, but only rend, has no foundation in truth, and has been sufficiently refuted on various occasions. Steamboat Racing. This subject appears to have attained an importance in public estimation to which it has no just claims. That there have been instances of mis- conduct attending these competitions, I have myself witnessed ; and such instances are, doubtless, somewhat common. But that they are usually instrumental in putting in jeopardy the lives of passengers, is chiefly a bugbear of the imagination, winch has been fostered by the public press till it passes on all occasions for reality. Tt does not appear to be generally understood, that the boilers of steamboats, if properly constructed, and par- ticularly of those boats which carry large engines and work their steam expansively, are utterly incapable of generating a sufficient supply of steam to endanger the safety of the boiler while the engine is employed. The whole combination of parts in a properly-constructed steam vessel is such as to allow, if not require, all the heat which can be applied to the boiler, with no other check than is afforded by considerations of economy ; and Doc. No. 158. 47 the engine is competent to receive and work, with entire impunity to the boiler, all the steam which can by any means be thus generated. The en- tire structure is expressly designed for the attainment of the greatest pos- sible degree of speed ; and while this is aimed at, under the general re- striction before mentioned, the parties in charge are only laboring in their proper vocation ; provided always, that their conduct in other respects is judicious and proper, and that the vessel be navigating in smooth water of sufficient depth. Of the various disasters of our steam navigation, I can recollect but a sin- gle case in which the explosion of a boiler could reasonable be referred to racing ; and even in this case, it is probable that the disaster only occurred a few days or weeks sooner than it might otherwise have done/- I would by no means become the apologist of misconduct in this or any other mat- ter ; but it is time that the indiscriminate and sickly outcry which is so often raised on this subject should cease ; for it is obvious that it can an- swer no other purpose than to increase the discomfort and terrors of weak and uninformed persons, or to furnish the occasion for a prescriptive para- graph in a public journal. The public have a real interest in the personal comfort and rapidity of steam navigation, which ought not to be trifled with in a senseless manner. These remarks are particularly applicable to the state of steam navigation in this quarter of the Union. Every calling and pursuit in life is a race. The politician, the jurist, the artisan, and the mariner, all justly aim to accomplish the greatest ends in the shortest period. Why are not the enterprising commanders of our packet-ships arraigned before the bar of the public or subjected to penal enactments by Congress, for the unprecedented zeal and success with which, in late years, they have driven their ships through the waves of the Atlantic, in the face of dangers and of storms? Plainly, because these who have but little knowledge of seamanship do not attempt to control its operations. Comparative hazard of steam in navigation. So alarming have been the accidents in steam navigation on our west- em rivers and elsewhere, as to induce a belief in the minds of some that of all modes of conveyance this is the most hazardous. That a degree of danger has attended this mode of travelling, which ought to be lessened or avoided, it were vain to deny; but when we reflect on the recent ori- gin of the art, and the vast numbers of persons who are transported by its means, and when we also consider the exposure and comparative acci- dents of other modes of navigation and means of conveyance, this im- pression will be materially altered, and Ave shall rather have cause to wonder that, under all the circumstances of the case, so small a fraction of the travelling public have become victims to this hazard. We have, indeed, a fearful list of steamboat explosions ; but the sufferings and fa- talities which have attended other modes of transport and conveyance, pass off with but little notice, as common occurrences, and their statistics are seldom known. Consequently, the public mind does not become excited in contemplating these casualties, which are treated only as evils which are incident to the common lot of man. * I refer to a case on the river Ohio. 48 Doc. No. 158. By the report of a select committee of Parliament in 1836,* it appeared that the number of English vessels lost, in a period of three years (1816- ? 18), as collected from the books at Lloyd's, was 1,203; and in a subse- quent period of like duration (L833-'35), was 1 ,702. That the number of persons distinctly known to have been drowned by these vessels in the firstnamed period, was 1,700, and in the second period, 1,714. That during a period of 16 months, ending May 1, 1834, the loss of property by vessels reported in Lloyd's books as missing or lost, was esti- mated at 760,000 pounds sterling ; and the loss of lives in the same ves- sels was estimated at 1,425. These returns embrace only the losses entered at Lloyd's, and by no means embrace the whole losses of British shipping. It appears, also, that the whole loss of property in British vessels by shipwreck or foundering, is estimated at ^3,000,000 sterling, annually ; and the annual loss of life at sea at not less than 1,000 persons, not in- cluding the numerous losses of life on their own coast. As regards our own navigation, which is inferior only to that of Eng- land, we rind the following notice : " Shipwrecks in the year 1837. — During the year past, there has been published in the Sailor's Magazine, a monthly list of shipwrecks which have occurred, principally of American vessels, and which have been published from time to time in various newspapers. Those only have been selected which resulted in a total loss of the vessel. The number of vessels thus reported during the year is as follows : ninety-four ships and barks, one hundred and thirty -five brigs, two hundred and thirty- four schooners, twelve sloops, and fifteen steamboats ; making a total of four hundred and ninety-three vessels which have been wrecked. Of these, forty-three were lost toward the close of the previous year, though the account was not published till the commencement of this ; thirty-eight were lost in the month of January, fifty-four in February, twenty-four in March, thirty in April , nineteen in May, fifteen in June, forty-two in July, fifty in August, thirty-two in September, forty-three in October, forty- three in November, and six in December. The precise time when the remaining vessels were lost could not be satisfactorily ascertained. " In the abovenamed vessels, one thousand two hundred and ninety- five lives are reported as being lost. This, probably, is but a part of the whole ; for, in many instances, the crew are spoken of as missing, and in other cases nothing is said, where, perhaps, there was a total loss.' , Sailor's Magazine. This statement is said to comprise no deaths by steamboats, except in cases where the vessel was totally lost. On the other hand, a very large proportion of the fatal accidents in ordinary navigation must have escaped the knowledge of the inquirer. Now, in view of this immense waste of life, let it be well considered that in the art and practice of navigation other than by steam, the world has had the experience of more than four thousand years, and the efforts and intellect of many generations have been tasked for its greater securi- ty ; while, on the other hand, a quarter of a century has scarcely elapsed since the powers of steam became prominently known in navigation, and we have as yet only witnessed the brief infancy of its application to this ♦See London Nautical Magazine. Doc. No. 158 49 important purpose. Surely, then, it is not surprising that disastrous and fatal accidents should sometimes have attended its use. There is cause for astonishment, rather, that so great a degree of average security should have been attained in so brief a period. Each great district of our widely-extended country possesses its own peculiar facilities and hazards in this species of navigation, and exhibits, also, different stages of improvement and security in the use of steam. In this quarter, the average degree of security enjoyed by passengers in our steamboats is certainly greater than is possessed by persons who walk the streets of our large cities. During the last five years, 'millions of pas- sengers have been carried on the steamboats which run from this city, and, among all these, the catalogue of deaths by steam explosions is al- most inappreciable. It is probably true that, in hardly any other circumstances in which such numbers have been placed, has the occurrence of mortality been so entirely wanting. It is with a strong sense of injustice, therefore, that those who are engaged in this important and not always profitable avoca- tion, have found themselves selected as the objects of special and seem- ingly invidious legislation. We know that elsewhere the result has been different ; and much un- doubtedly remains to be accomplished, in perfecting this important art, so as to render it, both here and in all other portions of our country, as se- cure to the traveller as can be reasonably desired. But this is plainly a practical desideratum, which can only be attained by the continued exer- cise of the experience and professional skill of those who may be engaged in this important department of enterprise. Supposed safety of English steamvessels. Of the various errors and opinions which have been cherished in our country, through prejudice or want of information, there is none, perhaps, which threatens to be more immediately injurious to our commercial in- terests, than that which ascribes to English steamvessels an almost en- tire exemption from explosions and shipwreck. This error would have remained unnoticed by me, had it not appeared as one of those general impressions which have probably contributed to the recent legislation on steamboats, ti does not appear to be generally known that the principles of construction, the arrangements for security, and the general combina- tion of parts in the English engines of the present day, do not differ, in any essential degree, from those which were usually adopted in this quar- ter, previous to the year 1825; and that accidents of a serious and fatal character have not unfrequently attended the use of steam in Great Britain, both on land and in navigation. It is a fact, also, which may not be generally known, that there has been a greater loss of life by the explosion of steamboat boilers, during the present year (1838), on the river Thames alone, than has occurred in all the numerous and crowded steamboats which have run to and from our principal commercial city during the last five years f* And not withstand - *I allude here to two successive explosions on board the steamer Victoria, which are men- tioned in the subjoined lists, and by which more than a dozen persons lost their lives so Doc. No. 158. ing the contrary impressions made on the public mind by the shipwreck of the Home, and the recent appearance of several of the largest and best English steamvesscls in our waters, it is also true that fatal accidents and shipwrecks have not unfrequently attended the English steamvessels. As the steam accidents in England have excited but little attention in our country, I now add such accounts and notices of accidents or extraordi- nary hazards to English boilers and steamvessels, as happen, at this time, to be in my possession. The immediate causes which are assigned, in order to account for these accidents, without impugning the general sys- tem of construction practised in England, may be allowed to pass for what they are worth. Notices of accidents and extraordinary hazards to English boilers and steamvessels. 1. Loss of the Red Rover. — In October, 1S36, a correspondent of the Nautical Magazine notices " the lamentable accident of that fine steamer, the Red Rover," which appears to have sunk, inconsequence of a collis- ion with the steamer Magnet, near the Nore. — Nautical Magazine, De- cember, 1836. 2. Explosion of the Union, steamboat. — Hull, June 7, 1S3T. This morn- ing, at 6 o'clock, at the moment when the Union, steamboat, from hence, was about to sail for Gainsborough, owing to some neglect, the boiler burst; and the packet being loaded on deck with passengers (about 120), the mischief done and loss of life have been dreadful. Several bodies were carried over the pier into the Humber; a fishing smack picked up one body, and saw two floating down at a short distance, apparently bodies of females. One person was carried into the air the height of some sixty feet, and came down on the roof of Mr. Werterdale's mast manufactory, which is seventy to eighty yards from the place where the packet lay, and is a building forty feet high. The safety-valve was blown against the office of the York packet (a wooden shed), about one hundred yards from the spot, with such force as to destroy one side of it. — Nautical Magazine, July, 1837, p. 474. It was in evidence in this case, that the water ran freely from the second gauge-tap, immediately previous to the explosion ; that the proper weight was on the safety-valve, which was lifted a moment before, and found in perfect order ; and that the boiler would bear ten pounds to the square inch, but was adjusted to work with 5|- or 5^ pounds. The boiler had been in use less than six months. The explosion of another boat, called the Graham, is also alluded to in the evidence. 3. Foundering of the Apollo, steamvessel. — About 4 o'clock, on the morn- ing of the 5th September, 1837, the steamship Monarch, Bain, for Leith, and the steam packet Apollo, Minter, from Yarmouth for London, came in contact off Grays (Essex ) ; the Apollo went down in ten minutes after- ward, and the stewardess and two children were drowned. — Shipping Gazette. 4. Loss of the Killarney, steamer. — This steamvessel was wrecked, by stress of weather, on the 20th of January, 1838, on the coast of Ireland, on her passage from Cork to Bristol; and of 37 persons on board, 24 per- ished.— See Nautical Magazine^ March, 1838, pp. 211 and 212. Doc. No. 158. 51 5. Fire on board the Ocean, steamship. — Yesterday (Sunday) afternoon, between 1 and 2 o'clock, very great excitement was created on the river, and also ashore, among the shipowners, by a fire being discovered raging on board of the new and large steamship, the Ocean, Myddleton, of Lon- don, lying off the custom-house quay. The Ocean had just arrived from Calais with a most valuable and extensive cargo, consisting of merchan- dise and goods of all descriptions ; there were a great many passengers on board, and they were landed at London-bridge wharf before the vessel was moored, with other steamers of the foreign station, off the custom- house. The flames were first seen raging among the larboard coal- bunkers, close to the furnaces, and by that period they must have been burning a considerable time. The engineers and firemen made every at- tempt to extinguish the fire, but, ultimately, by the overpowering influ- ence of the smoke, they were forced upon deck. The greatest fears were now entertained for the safety of the vessel, as the fire had extended abaft the boilers, and communicated to the linings. Volumes of smoke were seen to issue from the engine-room and round the funnel, which rapidly increased, and the utmost confusion prevailed among those on board, and the vessels lying alongside. When an entrance into the engine-room could not be obtained, the deck, save that portion on fire, was torn up by pole-axes, and thereby access was found to the flames ; the force-pumps were then got to work, and in about an hour the fire was completely sub- dued, to the gratification of those on board, and before so much damage was done as was at first, from the appearance of the flames, anticipated. There is no doubt, had the disaster taken place at midnight, the conse- quences would have presented a different appearance altogether. It is belie ved that it must have been from the excessive heat of the furnace, and not through the coals in the bunkers. The engines of the Ocean are of an extraordinary power, and the vessel is the property of the General Steam Navigation Company. — English paper, September, 1838. 6. Disruption of the boiler of the William Stanley, steamer. — Liverpool, August 21, 1838. Yesterday morning, about 11 o'clock, great conster- nation was caused at George's pierhead, by the supposed bursting of a boiler of the William Stanley, Eastham steamer, while lying alongside of the pier. But the truth appears to be, that the lower plate of the boiler gave way, previous to their firing up to leave the pier ; and no accident was occasioned except the scalding of the legs of a lad who was employed on board. — English paper. 7. Hazard of the Tweedside, steamer. — North Shields, September 15, 1838. Intelligence reached here to-day of a very narrow escape from a melancholy disaster on board of the Tweedside, steamer, on her passage from Leith to this place. She left Leith early yesterday morning, and proceeded on until she came near to North Berwick, when it was discov- ered the steamer was on fire. Attempts were made for some time to ex- tinguish the flames, but without effect. The alarm of the passengers was dreadful ; when, fortunately, a London steamer came in sight, and vari- ous flags of distress were hoisted. The passengers were taken on board the latter vessel, and conveyed to Leith, where they were placed on board of the Northern Yacht, and arrived here to-day. The Tweedside was towed into Berwick, where she will receive the needful repairs. The pas- sengers arrived here concur in stating that, but for the providential ap- 52 Doc. No. 15S. pearance of the London steamer, all on board would have perished. — Shipping Gazette. 8. Fatal steam-boiler explosion. — Another steam explosion, attended with loss of life, occurred at Halliwell, near Bolton, in this county, on Wednesday se'nnight, at the factory of Mr. W. G. Taylor, Hill-mill; and we regret to say that the consequence proved fatal to a young man named Thomas Halliwell, aged nearly nineteen, an engine-tender. The deceas- ed had been four years assistant in the engine-house, and was a steady industrious workman. The boiler burst with a loud crash, destroying the engine-house in a moment, and burying the deceased amid the ruins. All hands were soon on the spot, and, after removing the bricks and the stones, the body of the unfortunate man was found quite lifeless ; he was dreadfully scalded and disfigured, and presented a miserable aspect. Mr. Taylor's mill being furnished with an excellent waterwheel, steampower, we understand, is only used there occasionally. The boiler was in admira- ble condition, and the accident can be attributed to no other cause but an excess of steam, or a deficiency of water; An inquest was held the fol- lowing day at the Lamb inn, Sharpies, before W. S. Rutter, Esq., coroner. The jury was of opinion that the accident had been occasioned by over- firing, in consequence of the steam being low. The death of the deceas- ed was quite accidental, and no blame could be attached to any party. — English paper, September, 1838. 9. Dreadful steam-boiler explosion. — Xewton-in-the-Willows, Monday night, September, 1838. The viaduct foundry on the Manchester and Liverpool line of railway at this place, the property of Messrs. Jones, Tur- ner, & Evans, was this morning, the scene of a dreadful and fatal steam- boiler explosion. Six persons are already dead, and four others are lying without the least hope of recovery. It appears that Messrs. Jones & Co. employ about 200 men, and in the course of their business use two steam-engines, one of 16-horso power and the other of 8, to drive the blast for the smiths' furnaces. Last week a new boiler was put to the 8-horse engine, and the foreman of the yard, Joseph Dangerfield, who superin- tended the erection of the boiler, resolved upon setting it in motion him- self. It was tried on Saturday, and was then found to work well. This morning he was called by the watchman at 5 o'clock, and he immedi- ately proceeded to light the fire and get the steam up in the boiler. He accomplished this task by 6 o'clock ; at that hour the men came to work, and about ten or a dozen of them stood at the mouth of the furnace, anxiously waiting to witness the evolutions of the engines, which had been stopped for the purpose of attaching the straps communicating with the machinery of the foundry. This had been in part accomplished, when, all of a sudden, the steam and water burst through the flue of the boiler, and carried the contents of the furnace and part of the brickwork full 40 yards from the building. The explosion was terrific. The by- standers and Dangerfield were carried as if by a gun-shot into a field of corn on the outside of the foundiy palings. The palings were knocked down, the corn levelled to the ground for full 20 yards' distance. Three of the men were picked up quite dead ; their names are Joseph Danger- field, Samuel Appleton, and George Fazakerley. John Dean was found on his knees praying to the Lord to have mercy on his soul; he lived until 10 o'clock. Thomas Price was picked up insensible ; John Parker was dreadfully mutilated ; William Wells, George Hough, William Dane, Doc. No. 158. 53 and - — — Wilson, were also taken up dreadfully scalded and bruised. They were quickly attended by some surgeons and a physician from New- ton and St. Helans. George Hough and William Wells lived for a few hours only. Most of the sufferers are married men with large families. A seventh sufferer died just as our informant was closing his report. His name is Price, the father of a large family. No cause is assigned for the accident. The exterior of the boiler still remains perfect. — English paper. 10. Extreme hazard of the Royal Tar, steamer. — We reported in the Shipping and Mercantile Gazette of Saturday, that the Royal Tar, steamer, had put back to Falmouth ; the following particulars we take from the Courier : It appears that the Royal Tar underwent some trifling repairs last voyage at Limehouse, and left the river on Friday the 12th instant, for Lisbon and Gibraltar. On reaching the Bay of Biscay she met a heavy sea and stifnsh breeze, which strained her to that degree that she was half full of water before the captain and crew were aware of it. If there had not been six pumps to go to work, she must have gone down. There were 6-5 passengers on board ; and when it was reported that the ship was sinking, the scene of dismay and uproar that ensued baffles description. A passenger writes as follows : " The company has got an exceedingly clever officer in Mr. Lewis, the commander of the Royal Tar; and to his presence of mind, in the first instance, and his determined conduct after- ward, do we owe our lives, and the company the safety of their vessel.'' The passengers have landed at Falmouth, there to await the arrival of another steamer.* 11. Great hazard of the Victoria, steamer. — Liverpool, October 20, 1838. On Friday last, after beating out through Crosby channel, the crew of the pilot-boat No. 9 saw a steamvessel, with a signal of distress up, the ensign union down, and a whiff up forward at the fore-topmast head, appearing in great distress, and in want of the assistance of the pilot-boat. At this time (12^'o'clock) the vessel was a long way to leeward of the pilot- boat. Th e latter made all possible sail towards her, perceiving that she was drifting down on West Hoyle bank. At 2 o'clock they got to her, when she proved to be the Victoria, from Liverpool for Sirangford ; the captain hailed the master of the pilot-boat, saying that he had lost his rudder, that his pumps were choked, that all his passengers and crew were bailing with buckets to keep the vessel free, and that the water was gaining so fast as to put the engine-fires out. The master of the pilot- boat promptly rendered assistance, by getting two ropes from his stern, and endeavoring to steer him i nto safety. With difficulty the pilot-boat got hawsers from each quarter ; but the sea running very heavy, with squalls, it parted both hawsers. The master advised the captain of the steamer, under this difficulty a s she had no way through the water, and was quite unmanageable, and through the indefatigable exertions of him- self and crew, an endeavor wa: ; made to replace the hawser, when a heavy sea struck the steamer, and ho«ve her on board of the pilot-boat, which sustained considerable damage. From thirty to forty passengers jumped • on board the pilot boat at the s arne moment, which placed the master and * This disaster, resulting from the st raining ©f the vessel, resembles that of the Home, pre- vious to h±r being rim on shore, except thatihe severity of the weather appears to have been far greater in the case of the Home. 51 Doc No. 158. crew in an awkward situation. The master advised the captain to allow No. 10 pilot-boat, which was in company, to have a hawser out from for- ward to tow ahead, as the night was coming on very fast. With great difficulty this was accomplished. The pilot-boat liad not towed more than half an hour when a very heavy squall came on, ail d parted the best and newest hawser which the stcamvessel had on b»; ar d, and the same squall parted also one of the hawsers which No. 9 had Out astern steering her ; so that there was only one hawser left to steer her by, the* only one on board the steamer. Fortunately, it held until they got into smooth water ; and at 7, P. M., they came to anchor in safety near the north- east buoy. At the request of Captain Aberdeen, the pilot-boat No 9 came to anchor close astern of the vessel, where she remained until Saturday morning, when the steamer was towed in safety to the entrance of Clar- ence dock. Great praise is due to the masters and crews of the pilot-boats for their exertions on this occasion. Had it not been for their interference, the Victoria would have been inevitably lost. No. 9 pilot-boat sustained very considerable damage, and has been since undergoing repair. — Liver- pool Mail. 12. Upsetting of the Shamrock, steamer. — Waterford, October 20, 1838. Thursday, as the Shamrock, steamer, was coming down the Ross river, the pigs on board went all to one side, and the steamer filled. The pas- sengers landed safely, and the disabled vessel was towed up to Waterford by the Duncannon. — Waterford Mirror. 13. Explosion of a steam-boiler upon the Tyne. — On Sunday morning, the 2d instant, the Vivid steamboat, belonging to four brothers named Greener, of Shield, was engaged to tow some ships out to sea, and had got her steam up for that purpose, when the owners (who worked the boat) found that she was not in a fit state to do so. They accordingly brought her up, and, while two of the brothers were employed in raking out the fires, the boiler exploded with great violence, and dreadfully scalded two men who were below. They were immediately conveyed home, where they lingered for a few hours and then died. The deceased were men of excellent character, and much respected. One was a single man, but the other has left a wife and family to regret his loss. This accident appears to be the more singular as the boiler had been undergoing some repairs, and was only finished on Saturday. An inquest will be held by S. Reed, Esq., coroner, this day (Tuesday), at 3 o'clock. Several of the steam- boats running between Newcastle and Shields are now in the habit of so much overlading their boilers, that, unless some check is put to the prac- tice, we shall not be surprised at some dreadful accident occurring. Some person, who is competent to the duty, should look to this without delay. We are glad to hear that the Government have it in contemplation to ap- point an officer for the express purpose of examining steam vessels, and of affording protection to the public. — Tyne Mercury (1838). 14. Accident to the boiler of the Sirius.* — London, October 3, 1838. The Sirius, steamer, Ellis, reported yesterday as having sailed from her moorings, off East-lane stairs, for St. Petersburg, did not get farther than the Pool when an accident happened to one of her boilers. The damage can be repaired in two or three days, when she will proceed on her voyage. 15. Steamer Northern Yacht foundered. — It has been ascertained that * This steamer had recently risiied New York. Doc. No. 158. 55 the steamboat Northern Yacht is lost. She was seen to sink, and all on board perished ; twenty-three in number. — English paper {October ', 1838). 16. Steam-boiler explosion. — Yesterday morning, just before 6 o'clock, the boiler of the steam-engine which moves the machinery in the wad- ding manufactory of Messrs. Richards & Taylor, of James -street, a short distance south of Kennington common, blew up with a loud noise, throw- ing the whole length of the engine-house into the street, and with such force as to knock down several yards of a wall on the opposite side of the way, a distance of fifty feet. Had the explosion occurred but five min- utes later, when a number of persons would have collected in the street prior to their going in to their work, the consequences might have been fatal to many. The engine is of thirty-horse power, but the boiler is only capable of working to twenty-horse power. No cause can be assigned for the accident. Fortunately, no one was injured. — English paper {August or September, 1838). 17. Sinking of the Hope, steamer. — A towing steamer, named the Hope, of Shields, on entering the harbor, ran foul of a dredging-vessel which is used for cleaning the harbor. The steamer became very leaky, and sunk near the head of the pier. She has since become a total wreck. Crew and part of the materials saved. — Sunderland {Eng.), October 13, 1838. 18. Disastrous and fatal accident. — On the morning of Saturday se'n- night, the neighborhood of Upper Easton, near Bristol, was thrown into great alarm by the sudden explosion of a large steam-engine boiler on the premises of Messrs. Bayly & Co., lead-smelters. The effect was most terrific, and showed the immense "power of steam. The boiler, which was nearly twelve feet high, and thirty-five feet in circumference, and which weighed between three and four tons, was literally carried through the roof of the building, over an adjoining workshop, into a field eighty yards- distant, tearing down a stack of chimneys. The shower of rafters, bricks, tiles, and stones, which accompanied the explosion, was truly awful. The roads and fields close to the works were covered with the fallen fragments ; and a broad-wheeled wagon, loaded with small coal (the whole weighing four tons), was thrown several yards and upset; the near hind wheel be- ing struck off the axletree. We are sorry to say that six persons, inclu- ding the engineer (who was supposed to have been feeding the fire at the time), were dreadfully scalded, and taken to the infirmary. Three of the sufferers have since died. From the inquest, held before J. Langley, Esq. , coroner, it was found that the engineer, who has unfortunately perished, was the cause of the accident. He ignorantly overloaded the safety- valve, from some misconceived notion of trying the strength of the boiler after it had been newly repaired. — January, 1836. 19. Burning of the Royal Tar. — The British steamvessel Royal Tar, from St. John's (New Brunswick), bound to Portland, with one hundred passengers, in October, 1836, took fire, owing to some defect about the boilers, and was destroyed. Thirty persons lost their lives by this dis- aster. 20. Disastrous shipuTeck of the Rothsay Castle, steamer. — The steamer Rothsay Castle, from Liverpool for Beaumaris, was lost, in the month of August, 1831, and a great number of persons perished. A volume of 322 pages, relating to this disaster, is now before me.* * Narrative of the Wreck of the Rothsay Ca?tle, steampacket. By Joseph Adshead. Lon- don : Hamilton, Adams, & Co., 1834. 56 Doc. No. 158. To a list of the persons on board, which it contains, the author appends the following statement : " This list presents the number of 141 indi- viduals who are known to have been on board the Roth say Castle at the period of her wreck ; and if the moderate calculation be admitted that nine only were lost, of whom nothing has been heard, it will realize the estimate 1 have hazarded at page 289, namely: that 150 persons were on board, of which number one hundred and txveidij-scvcn perished 7" 21. Dreadful shipwreck of the Forfarshire, steamer, from Hull to Dun- dee. — Thirty-Jive lives lost. — One of the most dreadfully calamitous ship- wrecks that has taken place on the coast of England — perhaps involving the greatest loss of life since the loss of the Rothsay Castle off the Isle of Anglesea — took place yesterday week, off the coast of Northumber- land, when the steamvessel called the Forfarshire, on her voyage from Hull to Dundee, struck on the rocks of the Farn islands, and no less than thirty-five of the passengers and crew perished. This steamer, which was a fine large vessel of 400 tons burden, provided with two boilers, appears to have been lost owing to the bad state of her boilers : and although she was exposed to very rough weather, yet, as will be seen, her boilers must have been in a defective state when she quit the Humber. The Forfarshire sailed from Hull for Dundee on Wednesday after- noon, the 5th instant, at 20 minutes past 6 o'clock, along with the Pega- sus and Jimisfail, for Leith. On Thursday morning, about 4 o'clock, the boiler became leaky, but it was partially repaired ; and the steamer proceeded on her voyage, till she arrived at the mouth of the Frith of Forth, about 10 o'clock in the pvening. It then blew a heavy gale from the northward. The boiler, it would appear, had now become useless, and the machinery stopped. The vessel was got about, in the hope to get her before the wind, but she soon became unmanageable. It rained heavily, accompanied by a violent gale, with a heavy sea, and the vessel drifted toward the Farn islands, on the outer one of which she struck about 3 o'clock on Friday morning. The captain (John Humble, late master of the Neptune, of Newcastle) did not, from the state of the weather, know where he was, nor was danger apprehended until breakers were discovered close under the lee of the vessel. As soon as the break- ers were discovered, the steward went into the cabin to warn the passen- gers (who were in bed) of the danger. They rushed to the deck, which the most of them must have reached before the vessel struck ; but as the steamer, almost instantly after striking, parted into two pieces, the whole of the cabin passengers, twenty-five in number (with one exception, who, with eight of the crew, got on board one of the boats), are under- stood to have met with a watery grave. Among the cabin passengers were several ladies. The crew consisted of twenty-two, ten of whom, and the captain, are drowned. Five steerage passengers and four of the crew were taken oil the fore-part of the wreck, in the course of the morn- ing, by a boat belonging to the light-house on the island. Thus it would appear that thirty-five persons have lost their lives. Only one cabin pas- senger, Mr. Ruthven Ritchie, Hill of Ruthven, Perthshire, was saved. — Leeds Mercury, September 15, 1S3S. 22. Dreadfuf boiler explosion. — In Woolhouse's edition of Tredgold, there is mentioned the explosion of a large English boiler of the old sphe- rical form, twenty feet in diameter, in which the thickness of the plates Doc. No. 158. 57 was from a quarter to half an inch ; the load upon the safety-valve seven, pounds per circular inch. Many lives were lost by this explosion ; and the boiler was thrown to a distance of 150 feet, to a place thirty feet above the level of its former seat. — Tredgold^ p. 251. 23. Blowing up of the Earl Grey, steamer. — On Friday evening, a few minutes before 6 o'clock, a dreadful accident took place, occasioned by the bursting of the boiler of the Earl Grey, steamer, while she was lying at the steamboat quay, on her way from Dunoon to Glasgow. The Earl Grey had been moored at the quay about fifteen minutes, and was just on the point of starting (the bell having been rung), when an explosion happened of so dreadful a nature, that the boiler was rent completely round, the roof forced up into a perpendicular position, the upper flues driven into the cabin, and the lower part of the boiler and under flues removed from their situation, blowing the deck completely off, from the funnel to within eight or nine feet of the stern. The unfortunate per- sons who were standing on thai part of the deck were blown into the air; two of these fell upon the quay, both of whom died immediately after ; the rest fell into the sea. The water from the boiler was thrown nearly to the west end of the steamboat quay, over the shed, on board two ves- sels, the Jean and the Rebecca ; the rope which fastened the steamer's stern to the quay was blown on the top of the shed, also camp-stools, large pieces of wood, &c. A part of the boiler, six or eight feet square, was driven, by the force of the steam, a distance of one hundred feet and upward. A great number of persons standing on the quay were much injured by the scalding water, and by pieces of coal, wood', &c, falling on them. By this melancholy event six persons have lost their lives, fourteen been severely injured, and twelve slightly (thirty-two, in all); but it is impossible at present to state the precise number of the sufferers by this dreadful occurrence, as it is believed that some of those thrown into the water have not been found. The steward says that before the accident he counted twenty-seven persons on the quarter-deck, and considers that there were about forty persons on board at the time of the explosion. The steward of the Earl Grey, while standing on the paddle-box, was knocked overboard by a large piece of coal, but got out little injured. Excepting the steward and one seaman, who Avas killed, no other person connected with the vessel was hurt. A young lady, Miss Stevenson, had gone on board the vessel, accompanied by her sister and a young gentle- man, a few minutes before the accident took place. The young man had gone forward to the bow, leavin? the two young ladies standing abaft the funnel at the moment the explosion occurred. When the steam and smoke had cleared away, he discerned one of the Misses Stevensons in the water, at a considerable distance from the vessel ; and, although an indifferent swimmer, he plunged overboard and saved her. The body of the other sister was got out of the water an hour and a half after the acci- dent, by the boats which were employed in trauling, but no other body has yet been found. Mr. Matthew King, of Port Glasgow, who was, with Mrs. King, blown overboard, saved himself by clinging to a block attached to a rope which hung over the vessel's side. While in this situation, he saw Mrs. King floating. He immediately got hold of her ; and, while supporting himself with one hand, and holding his wife with the other, some person seized 58 Doc. No. 158. hold of the rope Mr. King was clinging to, and nearly pulled it from his hand. Mr. King, with great difficulty, got him to desist until a hoat came to their assistance, and rescued them just in time, as Mr. King had be- come completely exhausted. Mr. Hugh Watson, who is mentioned among those killed, was on the deck at the time of the explosion ; the force of "which blew him and An- gus Wilkie, who was loosing the stern-line at the moment, a great height into the air. They both fell on the quay ; and the bruises they received from this, together with the effects of the steam and scalding water, caused almost instant death in both cases. Mr. Peter Somerville, of Glasgow, one of the passengers, who saved himself by his singular activity and presence of mind, described to us, in the following manner, the circumstances connected with the blowing up of the vessel, as far as his own observations had extended : Mr. Somer- ville was surprised at perceiving the cabin to be full of steam, and, be- coming apprehensive that something was wrong, he advanced to the far- thest end, when a hissing noise which he heard convinced him that an explosion was about to take place, and he sprung suddenly out at one of the cabin windows, breaking the glass, a pane about fourteen inches square. Instantaneously as this was done, the explosion occurred before his legs were quite out of the Window ; and his feet were scalded by the hot wa- ter or steam rushing into the cabin. Fortunately, Mr. Somerville succeed- ed in catching hold of an iron rod projecting from the stern, by which he hung until the stern-boat had been lowered, when he was drawn up to the deck of the vessel. While thus hanging by the steamer's stern, Mr. Somerville looked down into the water, in which he thinks he observed about thirty persons, many of whom appeared to have been hurt by the explosion and were streaming with blood. He saw six or seven couples clinging to each other, as if resolved to be saved or lost together. On be- ing hauled up the stern, Mr. Somerville found that the greater part of the deck had been torn up; on the only portion of which now remained, namely, a few feet of the stern, he observed an old gentleman evidently much hurt, and a lady, of apparently about forty years of age, who was either dead or had swooned. All the other cabin passengers appeared to have been blown off the deck by the violence of the explosion. The quay at which the vessel was lying at the time of the accident was, in an incredibly short time, crowded by persons of all descriptions. The excitement was much increased by the wounded sufferers being borne along the streets to the infirmary, and various other places. The steam- "boat quay, about 7 o'clock, presented a scene of horror happily never hefore witnessed here : mangled and bleeding bodies carried to the places where aid could be administered ; the boats employed in trauling for the bodies rowing backward and forward, anxiously watched by the spec- tators whenever the men aboard hauled up the creepers, to which, in al- most every case, were hanging pieces of clothes, shirts, handkerchiefs, &c. But the most fearful spectacle of all was the vessel herself — the roof of the ponderous boiler poised in mid-air, over which the funnel lay crushed and broken ; the uptorn decks exposing the cabin, into which the upper flues of the boiler had forced their way ; while hats, and portions of male and female attire, were strewed around, telling too truly of the fearful destruc- tion that had taken place. It may be consoling to the friends of those who were injured to know that every thing which humanity and skill Doc. No. 158. 59 could devise was done to alleviate the agonies of the unhappy sufferers. — Greenock Intelligencer, July, 1835. 24. Explosion on board the Victoria, steamer. — On the 14th of June (1838) a dreadful accident happened in the river, by the explosion of a boiler on board the Victoria, Hull steamship, by which nine unfortunate men lost their lives. — Shipping Gazette. This explosion, and another which also occurred on the Thames a few months previously on board the same vessel, by which several lives were lost, have already been alluded to. There are other cases of like character before me, of earlier date, which I omit to notice ; but the above are sufficient to show that these accidents are not confined to American steamboats, but often occur with low-pres- sure engines under the English practice. The various hazards and casualties here enumerated serve not only to show that the hazards which have hitherto attended the use of steam are not confined to our own country, but that the use of steam of only five or seven pounds pressure to the inch, with a dependance on nicely adjusted safety-valves and other apparatus, will not ensure safety ; and that the lat- ter must be sought in the surplus strength of the boilers employed, Of the foregoing cases of the shipwreck of English steamers, it may be remarked, that a large portion of those which were most disastrous could probably have been avoided had their engines possessed equal efficiency with those which are used in the New York steamboats. Steamboat legislation. — The subject of legislative enactments for pro- moting the security of passengers in steamboats, has often been a matter of discussion since the latter were first introduced in our country. But, till recently, there has appeared an evident reluctance to legislate on sub- jects relating to the arts and occupations of particular professions ; such interference being generally considered as ungenial to the character of our institutions, and contrary to sound policy. The objections to legislative interference were peculiarly strong in the case before us, owing to the in- fancy and importance of the art in question ; the professional knowledge and experience which were required to regulate it with success ; and the difficulty, not to say impracticability, of devising a system of legislation which should be adapted to all the diversified circumstances of this great country, and to the rapidly improving state of the art itself. There is, however, but a small fraction of the people of the United States who are directly concerned in steam navigation, and the unhappy disasters which have attended it have presented to our contemplation dangers of a new and appalling character, and have occasioned ceaseless efforts for the accomplishment of such legislation as should, in reality or appearance, offer security to those persons who, under the lively impres- sion of danger, could discover little else than incompetency, treachery, or suicidal depravity, in those who conducted the operations of this new and powerful element of locomotion. A few in the profession itself, being im- patient, perhaps, of the opposition offered to their views, or of the con- tinued existence of evils and defects, which to them appeared susceptible of a prescribed remedy, have joined in recommending the interference of the National Legislature. It remains to be seen whether this interference is to be productive of more good than evil. That it has signally failed in preventing the recurrence of the calamities which have been deprecated, is too apparent in the recent explosion of two steamboats on the Missis- 60 Doc. No. 158. sippi, which were fresh from under the legal inspection, and which have been attended with a fearful destruction of life.* It is much to be appre- hended, therefore, that these enactments can serve no better purpose than to relieve the owners and managers of steamboats, in a measure, from that weighty sense of responsibility to the public under which they have hith- erto labored, irrespective of their private interest in the safe and prosper- ous conducting of their business. But aside from the more than questionable policy of some of the enact- ments of the statute in question, there is one provision, adopted without notice, and apparently, without premeditation, which appears to be a re- versal of the principles which have hitherto prevailed in our system of legislation and jurisprudence — a provision which appears as injurious and unjust in its implications of a most useful, worthy, and patriotic class of our fellow-citizens, as is the misapprehension of fact and of character, on which it would appear to have been founded. I shall be understood as alluding here to that provision of the late law of Congress which assumes the owners of steamboats to be guilty of misconduct and liable for all in- juries or losses, in cases of injury or explosion by steam, unless they may be able to produce satisfactory evidence to the contrary — a task which, with the purest conduct and intentions on their part, might often be ren- dered impossible. It is sincerely desired that such a provision may not long be found in our statutes. The common law of the country is suffi- ciently relentless and severe in all cases of implied criminality, or even of negligence; and a resort to the enactment in question would seem justi- fiable only in relation to a class of persons who were universally and odiously criminal, instead of a class who, in every thing which consti- tutes private worth and good citizenship, are probably not inferior to most others in our country. The owners and constructors of steamvessels have not been examined or consulted by the committees which have been charged with the prep- aration of the late law. Nor have those persons intruded their private opinions and views upon Congress, nor upon the public. Still less have they been disposed to place themselves in the attitude of defendants, on groundless and absurd allegations ; or even to plead the great benefits which they have rendered, or the sacrifices which they have made, while engaged in advancing one of the most important interests of the public lie and of the civilized world. While the state of the country, its society, its business, and enjoyments, have been so rapidly improved or changed by their operations as to excite the wonder not only of an admiring world, but even of ourselves, these persons have been content to labor, through good and evil report, as willing instruments in the rapid advancement of their country in its industry, knowledge, and power. Well might they have anticipated any other notice from the supreme power of their coun- try, rather than the apparently ungracious rebuke which seems to be im- plied in the above enactment. The pecuniary sacrifices which have been made by the owners of steam- boats, while thus advancing their country's best interests, have been great * Other deplorable accidents have since been added to the catalogue ; and these renewed disasters may serve to show, first, that the remedy does not lie within the reach of the legisla- ture; and, second, that our western friends must relinquish their ultra system of high pressure, which has so long been cherished on their waters. Doc. No. 158. 61 almost beyond example. It was estimated, some five years since, that the amounts which had then been lost by the owners of steamboats which have navigated the Hudson, this queen of rivers, were sufficient to have constructed a good railroad between the cities of New York and Albany ; and there is reason to believe that the losses have been at least propor- tionate in other sections of our country. Surely, it might have been ex- pected that this interest, above all others, would have been deemed wor- thy of the countenance and protection of our National Legislature. In a reply to the inquiries of the honorable Louis McLane, Secretary of the Treasury, dated December 23, 1831 (which appears as No. 3, in doc- ument No. 478 of the House of Representatives, 1st session of the 22d Congress), I have cursorily noticed some of the points which are herein referred to. To this communication, and especially its concluding re- marks, I beg leave now to refer. Of the regulations for preventing collisions in navigation, those which are found in the laws of the State of New York are, in my view, of far greater practical value than those which are found in the late act of Con- gress. Among those persons who control the forms and modes of construction of steam-boilers and engines, there is found much variety of opinion and practice, which necessarily occasions different degrees of excellence or de- fectiveness. To unite, at once, these various views in the most perfectly approximate system of security aud efficiency, by the operation of a blind external power, is quite impracticable. It is only by extensive practice and patient observation that so desirable a result can be reasonably ex- pected j and time is essential to its attainment. It is not unreasonable to expect that the period is rapidly approaching in which American steam- boats will as far exceed those of other countries in safety from explosions, as they now do in practical efficiency, and in skilful adaptation to the purposes for which they are specifically designed. Prevention of explosions. — In adopting rules of construction for boilers, it should be considered that iron is liable to be permanently affected by a force which is equal to only one-third of that which is necessary to pro- duce immediate fracture. The point of maximum pressure, therefore, at which the steam-gauges should be adjusted, so as to blow off their mer- cury, should never exceed one-third of this subordinate force. In other words, the highest pressure of steam allowed, under any circumstances, should not exceed one-ninth of the force, which may be fairly estimated as necessary to break or immediately injure the boiler, instead of being equal to only one-third or one-half of this force, as is recommended in Woodhouse's edition of Tredgold,* and, as I am informed, is usually prac- tised in England. Experiments, if deemed necessary, might be made upon boilers of the different forms of construction which are commonly brought into use ; and these experiments, together with the estimated tenacity and stiffness of the metal employed, would serve for a basis in estimating the strength of any boilers, and the actual proof be thus avoided; for, a proof of high ten- sion may, by its incipient effects, tend to produce, ultimately, the very dis- asters which it was intended to prevent. Much has been said and writtenon the means of preventing explosions ; and if the efficacy of the various preventives which have been proposed, ♦ Tredgold, parti., pp. 249 250. London: 1838. 62 Doc. No. 158. had only been equal to the zeal and confidence with which they have been sometimes urged, we should have little occasion for pursuing the inquiry. Of the experimental investigations which have been made, unconnected with working practice, none have a higher claim to consideration than those made at Philadelphia by a committee of the Franklin Institute ; and the elaborate report of this committee must be considered as a document of high value and great practical utility. The report of the committee of the American Institute of this city, on the explosion of steam-boilers, is also a well-reasoned production, indicating a thorough knowledge of the subject on the part of the committee ; although I cannot accord to the im- plied conclusion, that the use of steam of more than seven pounds pres- sure to the inch must, necessarily, be considered as dangerous.* Notwithstanding all which has been said and done on the subject of nicely-adjusted safety-valves and other apparatus, explosions still continue to occur; and so long as boilers continue to be subject to insidious and un- known defects, and the limit of their strength is found to be too nearly that of the working pressure, they cannot be expected to cease. The safety- valve, and the mercurial gauge, as now used, are perfect instruments of their kind, and have all the adaptation that can reasonable be desired for showing the actual pressure, and for regulating its excess. In regard to the supply of water and its indications, good pumps of proper construction, with the ordinary gauge-cocks, glass-tubes, and good attendance, consti- tute the safeguards most to be relied on. A thermometrical instrument might be added to the boiler, without detriment. Water-floats and their fixtures, I consider as objectionable in marine-boilers, and will not be found practically useful. In the present state of the art, new inventions of apparatus do not appear to be required, but only the judicious and prop- er use of such as we now possess, combined with boilers of sufficient strength to resist successfully all the ordinary defects, deteriorations, and exposure, which may arise during their use, from inattention or other- wise. If high-pressure engines must continue to be used (of which I see not the utility or necessity), the working pressure should never exceed fifty pounds to the square inch ; and this may be easily effected by increasing the size and stroke of the working cylinders and piston. f The forms of the boilers should be cylindrical, and their diameters from 30 to 42 inches, supported by their centres as well as at their terminations. Flues, if of a size affording but one or two in each boiler, are always dangerous ; they displace too much water, and also obstruct the proper cleaning. Flues, however, are not to be dispensed with ; but their number should be in- creased, and their size diminished. An upper tier of four flues, and a lower tier of two (the latter somewhat larger than the former), are not too * See Journal of the American Institute, September 1838. p. 646. t Since the above was written, I hare seen the Report of Dr. Lock, on the disastrous explo- sion of the new high-pressure steamboat Moselle, at Cincinnati, in April, 18oS; and I am happy to find that my general conclusions appear to be confirmed by the fac:s and observations which have been adduced by this distinguished friend of science : although there are some few of his positions that perhaps cannot receive the sanction of practical engineers. After an able exam- ination of the facts in this case, Dr. Locke comes to the conclusion, that " with probably a .suffi- cient supply of water to protect her flues, and the safety-valve overloaded, the Moselle burst her boilers by a pressure Greater than the strength of her bwiler iron, undiminished by heat, could sustain',"— Report.