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

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

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

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

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

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

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

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

      Volume One—Chapter Four

      To one who has been accustomed to the