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1994.From .the Christian Watchman.
LOSS OF THE LEXINGTON.
X fearful cry was heard,
It rent the evening air,
The mighty deep was stirr’d,
Up rose the anguish’d prayer,
The tirmest heart grew sick and faint,
As onward roll’d the wild complaint.
The mother of her child
Was suddenly bereft,—
The sire in agony, and wild,
Pray’d for dear ones left
The scorching fire—the chilling waves,
Ope’d widely forth© travellers' graves.
The husband, faithful—kind,
Was lost in keenest wo,
H& thought of one behind,
Whom he had cherish’d so,
And look’d upon the fearful siglit^
With trembling heart, that fatal night.
The child who’d gone, to rest,
Soon found a troubled bed,
Without a mother’s breast
To lean its aching head,
And clasp’d its little hands to say
** Our Father,” ‘hear an infant pray.’
The sister’s friendly heart
Thought of a brother’s love,
And wept that they must part—
Meed but in worlds above,
And sighed to press his hand once mote,
But soon her struggling sighs were o’er.
The little ones there found
A fearful place of rest,
With coral reefs around,
Beneath the ocean’s breast,
The boiljng sea, their early grave,—
No trembling parent’s hand could save.
Sad was that happy hearth
When the dread tidings came—
The messenger of truth,—
The record of the dame,
Expectant souls were stricken sorev
And dearest earthly hopes were o’er.
The mother mourns her child—
The sire, an only son,
The maiden, in delirium wild,
Weeps her betrothed one;—-
ThOxhusband—brother—sister—friend^
In mourning will together bend.
The deep—the mighty deep
Will rest the sufferer’s head—
The ocean’s roar their vigils keep,
And sea-weed crown their bed,
The foaming surge their funeral pall
‘Till the archangel's trump shall call.
The spring flowers soon will come
Around the new made graves,
But ah 1 no flow’iets bloom
Beneath the chilling waves,
Save these blest ones to memory dear.
And’ nurtur’d by affection’s tear.
Deep—deepest grief will seize
’Reft hearts, from that sad hour,—
Will Jesus kindly please
To lend his sovereign power,
Send healing balsam from the skies—
Some angel hand to wipe their eyes—
And let them m thy mercies share,—
For every providence prepare.
Afflictions from above
Co rue from a Father’s hand—
His chastisements are love,
And just is his command ;
He can subdue the raging sea,
Or bid the wintry tempest flee,—
His hand can quench the raging flame—
Write on the burning cloud His name*.
JlJSTITIA.
Hartford, Ct- Jan. 83,1840.A
FULL AND PARTICULAR ACCOUNT
or
ALL THE CIRCUMSTANCES ATTENDING
THE LOSS OF THE STEAMBOAT
LEXINGTON,
IN LONG-ISLAND SOUND,
ON THE NIGHT OF JANUARY 13, 1840;
As elicited in the evidences of the witnesses examined before the
Jury of Inquest, held in New-York immediately
after the lamentable event.
A portion of the profits of this work n ill be appropriated to the benefit of tbo
destitute families of those who were lost.
[Copff-Wj’AI secured according to fair.]
u With noiseless tread Death conies on naan ;
Mo plea—no prayer delivers him ;
From midst of Life’s unfinished plan,
With sudden hand it severs him;
And ready or not ready, no delay,
Forth to his Judge’s bar he must away.”
Schilmc*.
PROVIDENCE;
H. H. BROWN AMD A. H. STILLWELL.
1840.
k L.JLfst el' Fasseag era, ,&c» of the LeXingteOj
(As near as could bo ascertaiued.)
Capt.. C. Hillard, omy passenger savea.
Mr. Isaac Davis. of Boston.
Mr. John Corey, of Foxborough, Mass.
Mr. Charles IV. Woolsey, of Boston.
Mr. John Brown, of Boston.
Mr. J. Porter Felt, jun. of Salem.
Mr. Abraham Howard, of Boston.
Mr. H C. Craig* New- York.
Capt. J. D. Carver, of Plymouth, M as
Alphonso Mason, Esq. of Gloucester, Mass.
Mr. Charles Bracket,* New-York.
Capt. Benjamin F. Foster, of Providence.
Mr. Robert Blake, of Wrentham, Mass.
Mr. ----- Fowler, of New- York.
Mr. William A. Greene,* of Providence.
Mr. Samuel Henry, Manchester, Eng.
Mr. R. W. Doio, of New-York.
Mr. Charles H. Phelps, of Stonington.
The widow of H. A. Winslow, N. Yoik.
Mr. John Winslow, of Providence.
Mr. John L. Winslow, do. father of the
above. Three last mentioned persons
were returning to Providence with tkt
corpse of Mr. H. A. Winslow, deceased.
Rev- Dr. Fallen, of Cambridge.
Mr. Adolphus Hamden, superintendent
of Hamden's express. He had in charge
$18,000 in specie and $20,000 in bills.
Mr. ------ White, of Boston.
Mr. Pierce, Portland, mate of the Brontes.
Capt. E. J. Kimball*
Mr. ----- Everett, of Boston.
Mr. Royal T, Church, of Baltimore.
Mr. Richard Picket, of Neioburyport,
Capt. John G. Low, of Boston.
Mr. Ballou, or Bullard, of N. York.
Capt. Theophilus Smith, Dartmouth, Mas.
Mr. Charles S. Noyes, N. York.
Mr. Albert E. Harding, N. York.
Mr. Wm. H. Hoyt-, mail contractor.
Mr. Henry J. Finn, Comedian, Boston.
Mrs. Russell Jar vis, N. Y. two children.
Mr. John W. Kerle, Baltimore.
Wr. --- Weston, do.
Mr. James G. Brown, N. Orleans.
Mr. Walker, of Baltimore.
Mr. Stephen Waterbury* N. York.
Mr. J. A. Leach,* Boston.
Mr. E. B. Patten, N. York.
Mr. N. F. Dyer, Pittsburg.
Mr. Nathaniel Hobart, Boston.
Mr. H. C. Bradford, Boston.
Mr. Charles Lee, Bane, Mass.
Mr. John Lemist, Roxbury, Mass.
Mr. Jonathan Linfield, Stoughton, Mass.
Mr. Philo Upton* Egremont, Mass.
Mr. Van Cott, Stonington, Con.
Mr.- Stuyvesant, Boston or N. York■.
Capt. Mattison.
Mr. Robert Williams, Cold Spring, N. Y.
David M'Farlane, mate of brig Clarion.
James Walker and John Gordon, sea-
men, of Cambridgeport.
Mr. Wm. H. Wilson, of Williamsbyrg,L.I.
Patrick M'Kenna, N. York.
Mr. Charles Eberle, of the Theatre.
Mr. Thomas James, of N. York.
Mr. P .0 .Swan,supposed to be a passenger.
Capt. Smith, Dedham -
Mr. Benjamin D. Holmes, Boston.
*The bodies of these persons have b
Mr. V m. Dexter, Boston.
Mr. T. H. M. Lyon, Boston.
Mr. James Ray, Kennebunk, Me.
Mrs. Lydia Bates, her daughter Lydia C.
Bates, and son James C. Bates,*
Wife and children of Mr. James Bates,
of N. Jersey.
Miss Sophia T. Wheeler, Greenfield, Ms.
W ~ G. Davenport, Middletown, Conn.
Mr. George 0. Swan, Columbus, Ohio.
Mr. Wm. Cowen, N. York.
Mr. John Martin and Gilbert Martin,
father and son, lately from England.
Mr. David Greene,* of Philadelphia.
Mrs. Mary Russell, of Stonington. She
had been married the day before.
Thomas James, tailor, of N. York.
Elias Brown, Jr. Providence.
Wm. Price, Portland.
Mr Lawrence, N. F.
Charles Boswell, do.
George Brown Smith, Brooklyn, L. I.
Richard Pierpont, N. York.
Mr. Phipps, or Philips, of New York.
Mr. Carey, New York.
Mr. Peck, Southington, Conn.
Mr. Bosworth, Royalton, Vt.
Mr. William H. Townsend, New York.
Mr. Otis Eldridge, of Boston.
Two children, names not given.
John. Brown, a colored man.
William Nichols (colored) of Providence.
Joshua Johnson, do.
William Symes, a colored boy of N. Y.
OFFICERS, &c. OF THE BOAT.
George Child, Captain.
Mr. Jesse Comstock, Clerk.
Edward Thurber, ls£ Mate.
David Crowley, 2d do. (saved.)
Cortland HemStead, Chief Engineer.
William Quimby,	2d do.
S. Manchester, Pilot, (saved.)
Martin Johnson, wheelman.
H. P. Newman, steward.
R. B. Shultz, fireman.
Ben). Cox, do.
Charles Smith, do. (saved.)
Charles Bow, do.
Charles Williams, deckhana.
Benj. Laden,	do.
C. Humber,	do.
Joel Lawrence,	do.
Silas Thurber*	do.
Three others.	do.
Ttoo toood passers
One boy, deck hand.
Joseph Robinson, cook, colored
Oliver Harwell, 2d do.
Robert Peters,	do.
Susan C. Holcomb, colored, chambermaid
Joel Sands,	do. head waiter.
Daniel Aldrich,	do.	waiter
G. Gilbert,	do.	do.
King Cade,	do.	do.
J. Roslin,	do.	do.
John B. Tab,	dp.	do. u
E. Parkson.	do.	do.
John Masson,	do.	do.
Sol. A.shons,	do,	do.
Isaac Pitman,	do.	do
recovered.LOSS OF THE LEXINGTON,
The 13ih of Januaryr 1S40, is a day that will never be forgotten in thii
country—associated as it is with a calamity scarcely parallelled even in the
mournful catalogue of steamboat disaster^. And while we are called to
drop the tear in memory of those who were summoned so .suddenly from
time to eternity—where man in his strength, decision and intelligence-—
with woman in, her gentleness and loveliness—and childhood in its inno-
cence—sunk together into the arms ol death—we can only bow in humble
acquiescence to His will, without whosje permission not even a sparrow
falleth to the ground- May the bereaved surviving friends be enabled to
look to Him who doth not willingly afflict nor grieve the children of men,
and thenqe find that consolation which the world cannot afford.
In presenting the following pages, it may be proper to state, that it was
thought best, in giving a full* account of the disaster, to copy entire the
testimony produced before the Jury of Inquest, which was held in New-
York immediately after the recovery of some of the bodies, as by this
course, the fullest testimony is obtained, and the Transportation Company,
who have been severely censured by some* have thus an opportunity,
through the evidence of their officers, to be heard in their own behalf.—
We copy from Nevv-York papers of January 20 to 29.
THE INQUEST UPON THE BODIES.
The steamboat Statesman, which arrived on Saturday morning,
from a cruise in the sounds near where the ill-fated Lexington was
lost, had on board a large quantity of baggage, trunks, &c. and also
the bodies of five individuals, which were found floating along the
Long-Island shore. Of these bodies, one was that of Mr. Stephen
Water bury, of the firm of Mead &. Waterbury, of this city, and ano-
ther that of Mr. Philo Upson, of Egremont, Mass. The two were
delivered up to.their friends for interment. Of the three remaining
bodies, they were removed to the dead house, Park, in charge of the
coroner. One of them has since been recognized as that of Benj’n
Laden ; another that of Silas Thorburn, both deck hands on board
of the Lexington ; the other body is that of a boy about four years
of age, and has not as yet been recognized. The bodies of the two
former will be buried by the friends of the deceased, at the expense
of the steamboat company, and the latter will for the present re-
main in the charge of the coroner, in order that if possible it may
be recognized.	.*
The coroner yesterday summoned twelve of our most intelligent
citizens, for the purpose of investigating the causes which led to the
death of the three persons whose bodies were in the dead-hptise.
The firs.t witness called was—
Cornelius Vanderbilt, who being duly sworn, deposes and says,
he was the owner of the Lexington, but has had no interest in
her since December, 1838; she was launched in April, 1835—“
. has: built, four- or ..five and twenty steamboats. My instructions in
building the Lexington were givert from day to day—all my boats
w^re thus built under my directions. The L- was built of first
rate materials, chesnut, cedar, oak, yellow and white pine; she
was fastened in what we thought the best manner—I think she
had 80 per cent, more fastenings than any other boat—a3 an evi*
dence of her strength, she has navigated the Sound four years^
•nd never jd aside for the weather. I had sq much confidence6	LOSS. OF. THE LEXINGTON, v
in her strength, that I always instructed my captains never to.stop
for foul weather, but if they could see to go ahead, tp always go-
I .was on board of her when she was being repaired, about six
weeks ago, and in looking over her I could not perceive a place
about her started—she was sound. I did not go below, ho\Vever,
to look at the boilers. When l owned her we frequently burnt
coal in her.
I don’t recollect whether she ever took fire-^-it is so cbinrnon
a thing for a steamboat to take fire, that I cannot really remem-
ber about the Lexington. I own a boat which was on fire the
other day—I think if there had not been a'fire engine on board,
she would riot have been burnt. I judge of this from what Gapt.
Hillard told me—if they had thrown their water first, and not
waited to get the engine ready, I think that the fire would, have
been put out. There were about four dozen fire buckets dh boatd.
I have not seen the boat since I was aboard of her when she
was repairing. The Transportation Co. always keep their boats
in as good order as any other in America. My brother, who was
Captain, would never have gone in her if she had not been in first
rate order. The'owneii-s generally consult their own convenience
about the time employed in repairing, but I do not think but that
she would have run all winter without farther repairs. Her shape
is very peculiar ; the deck is arched from stem to stern, and is built
on the plan of Town’s patent for bridges—was the first boat built in
that manner—now all boats are built inr that way. She has.an out-
side coating for her smoke pipe—there was eight inches space, which
was filled with steam, between the pipe and the coating. From the
description I have heard of the fire, 1 should say it took from a spark,
below—it could not take from above. Of course, I only give nay
opinion—it may be wrong. The fire might have kindled from hemp
around the machinery. Prom my knowledge of the boat, I should
have thought her one of the best boats in New-York. I used often
to burn coal in her when I was her, owner. I never gave nay men
any different directions on these occasions. I did not consider it any
more dangerous to burn coal than wood in her. Of course We had to
alter her furnace. I should not consider it more dangerous to burn
coal than wood in a steamboait like her. None of the wood work of
the Lexington was exposed. The boiler was in her hold, and was
about 18 inches from floor timber, and under it was a lining of brinks
and cast iron pans filled with water. The wheelhouse was from TO
to 20 feet from front of boiler. I do not know what was used for
tiller ropes; I always used rods and chains in her. The rudder head
reached above the promenade deck; there was a place for a tiller,
and a. tiller always there when I owned her. The width from tho
wheel-house to the enclosure of the engine was 7 or 8 feet. My
brother told me that, on one occasion, when she was going 15 or 16
miles an hour, she ran upon a bed of rocks, and took a piece out of
her keel, and caused her to leak badly, but did not materially injure
her. If she had been built of ordinary timber, she would surely have
sunk on that occasion ; the timbers were Jersey white oak ; any
other timber would have given way and she would have sunk.
Thomas E. Shaio being.duly sworn, says he lives at 234 Rivihg-
ton-street, and is a carman. •; Has seen the bodies now in the dead-
house, and identifies ope of them. Ilis name was. Benjamin Ladenr
a deck hand on board the Lexington. He was born in Albany or
Schenectady, Was 26 or 27 years of age, had no family, and livfed'
on board the boat.LOSS OF THE LEXINGTON.	7
William, Johnson being duly sworn, gays that he Jives at 55 Wash-
ington-street, near where the Lexington used to start from. I re-
cognize two of the bodies now in the dead-house. One of them is
that of Benjamin Laden, and the other that of Silas Thorburn, both
deck hands. Both have been in the habit of coming into my store,
and l have known them for wo or three years.
'^Joseph Bishop being duly, sworn, says he is a ship-carpenter, and
one of the firm of Bishop & Simonson, of this city ; we built ’ the
Lexington in the year 1835. She made her first trip in July of that
year. We have no record of the time we launched her. Her floor
timbers and futtqcks were part oak and part chesnut ; her floor tim-
bers were 16 inches in width, and 6 inches in thickness; at amid-
ships, they were about 6 inches apart; they would range from 6 to
16 inched; she was planked with oak; waist was pine. She was 205
feet from stem to stern post; breadth of beam 22 feet; she was butt
bolted and fastened in the best manner ; the butts were three quar-
ters of an inch. There was a great quantity of iron screw bolts used,
more than was ever put in a boat of the description, before or since,
that I have heard of. Her deck was white pine,, two and a half
inches thick, and five inches in width. She was about 46 feet across
from outside to outside her guards. Charles Simonson did the joiner
yvork upon her. I put up her gallows frame. We built her for Capt.
Cornelius Vanderbilt. His instructions were to make her as strong as
possible. There was no written contract, no price agreed upon be?
forehand. The model was furnished in our office, and the instruc-
tions were to build the boat as strong as possible. We always con-
sidered her a very strong boat. She had three kelsons, and bilge
kelson besides; they were about 14 inches square. About the chim-
ney there was all the precaution against fire usual.’ We repaired her
about two months ago. We mended her copper ; there were some
pieces of plank put in the waist, above her water mark. When she
was taken off the dock, we considered her a strong, safe boat. Ceil-
ing of the boat was yellow pine, two inches thick. She was not
ceiled on the timbers. The clamps were made of yellow pine, four
inches thick. Deck beams were 6 inches squarej the beams attach?:
ed to the engine were 14 inches square. I am somewhat acquainted
with the other boats attached to this line—the Bhode-Island and
Massachusetts; know the manner in which they are built; none of
them are stronger than the Lexington was. Consider the L. was a
perfectly safe, strong and sea-worthy boat. The iron work was done
by Mr. Secor. I don’t remember her precise tonnage—it was over
4oO tons.
: Elihu S- Bunker, sworn. Have for many years been commander
pf steamboats running on the Sound. I commanded the first boat
fhqt ever ran bn the Sound. I am a steamboat inspector, appointed
under the law of Congress. I inspected the Lexington on the 1st of
October last. I am required to inspect the machinery of boats once
and the hull twice per year. From the statement of Capt. Vander-
bilt, she was built in 1835. I saw her several times on the railway;
^ I considered her sound in every respect; 1 gave her a certificate of
her good qualities. The purport of the certificate is that the boat
is sound and sea-worthy in every respect.
The Massschusetts is the strongest one on the Sound, and perhaps
$bq Lexington was the next strongest. I think it would require as
fi|rong a Voat tp run to Neyr-Raven, any distance on the §ownd,*
LOSS OF THE LEXINGTON
even to Providence, The boats running to New-Haven are not Wit
so strong as those running to Providence. The Lexington was ®
very strong boat, though much narrower than the Massachusetts. ,
The change of fuel from wood to coal is not productive of addi-
tional danger ; it is even less dangerous than wood ; it requires less*
care to burn coal than wood in a boiler furnace ; wood is more dan-
gerous than coal, from the fact that sometimes in opening a furnace^*
an eddy from the flue will carry the light cinders among combustible
materials. I have seen sparks fly out among the wood, frequently,
on opening the furnace doors. In changing from wood to coal fuel,
there is no material alteration in tire fire apparatus required.
The Lexington was ^steered fore and aft with iron rods running
under the promenade deck, until coming near enough to the wheel
to turn the same, and also near enough to the rudder for it to turn-
The rods ran within about 10 feet of each end. The remainder of
the distance was made up of some kind of rope. I considered the-
steering apparatus fitted up according as the law required. She had
a preventer or extra steering apparatus-—a wheel and chain aft—
which could be attached to the tiller in a moment. The steering;
apparatus fitted wholly in accordance with the intent and meaning of
the law. My associate inspector is John Clarke.' He is a blacksmith,
and is acquainted with steamboat machinery. I saw the Lexington'
on the stocks before she was planked. I do not consider that the
law prohibits the use of ropes for steering. I concur with the Horn
Mr. Webster in opinion, that the intent of the law is, that u rods or
chains” shall be used instead of ropes, for the distance running past
the boilers—that is, in case of Are from the furnace, the steering
apparatus may, not be burnt off.
On inspecting the boat, I did not bore her bottom or inspect her
planking. I did inspect her fire room, and have done so repeatedly*
I saw the Lexington when she left here last Monday. I did not
notice her lading; I did not notice that she had any cotton on board.
The manner in which she took fire is a mystery, and the more I re*
fleet upon it the more I am in doubt. It is not possible, that, as coal
was used, a spark from the furnace could have caught.any thing about
the boiler. The steam chimney was about a foot above the promen-
ade deck. This was cased with wood. It ran about a foot from the
boiler. I have run boats on the Sound for 25 years. It >vas not a
very uncommon thing for a boat to take fire about her ceiling. I
think that had any one on board had presence of mind enough, with
.a bucket of water he might have put out the fire. I don’t know where
the Lexington’s buckets were kept. . '
In case of a boat taking fire, I would not stop her engine unless I
found the fire had got too far ahead to admit of its being extinguish-
ed. I should then stop her, in order to lower the boats and save
the passengers. A suction pipe could not be effectually used by
throwing it over the side. It must be passed through the boat’s bot-
tom from the inside. I knew Capt. Child ; he has had a good deal
of experience. I never saw any thing about him that would prevent
my going in a boat with him.
The inquest was here adjourned.
SECOND DAY’S PROCEEDINGS.
Capt. William Comstock y examined. Resides at £34 East Broad-
way—is 53 years old, and general agent and superintendent of th¥LOSS OF THE LEXINGTON.	9
New-Jersey Steam Navigation and Transportation Company, for-
merly called the Boston and New York Transportation Company-
charter obtained from the New Jersey Legislature last year. Knows
most of the stockholders ; the stock book is at the office of the/
Company. C. O. Handy is the name of the President—the Directors
are, Charles H. Russell, E. Townsend, Moses H. Grinne!)* Charles
O. Handy, and Moses B. Ives, (Prpvidence.) I am principal super-
intendent of boats. There are some records on the Company’s books
relative to the orders to me, but I receive no orders relative to the
boats. When there is to be an expenditure of money, I consult them,
but not for small sums. There is one resolution that not more than
$1000 Shall be expended on any one boat, without the special resolu-
tion of the Board of Directors being passed to authorize it. The
Company have now five boats on the line, viz. the Massachusetts,
Rhode-Isiamf, Narragansett, Providence, and Mohegan. They run
from New York, Stonington, Newport and Providence. I was em-
ployed by the Company from the time of the organization of the Com-
pany. Took charge of the Fulton in 1823—was in the different
Companies since that time, but on the same rout. Have built and run
several boats, among others the Mohegan. #
Robert Schuyler, the then President, purchased the Lexington for
$£0,000, and it cost ten more, or about $72,000, before her first trip
for our company. Can’t say whether part of this money was paid to
induce Capt. Vanderbilt to take his boat off that station ; such a bqpt
as the Lexington was worth 60,000. She had not been running in op-
position to us at,the time we bought her, but when first she came on
the line she ran in opposition to us; does not recollect to have expressed
any opinion as to the.Lexington’s strength when the company was go-
ing to purchase her. I was not asked to examine the boat prior to her
being purchased.. I was never on board of her until after her boiler
was in, when she was a new boat, and I did not then examine her par-
ticularly; the Massachusetts was going to be built, and I went on board
the Lexington to see if there was any thing in her build which might
improve our boat. When i then saw the boat, the plan was new, com-
bining strength and lightness, but I did not adopt the plan in the Mas-
sachusetts. I did not like the shape of the deck, but I thought her a
strong boat; she had no more kelson than any boat I had seen. The
Lexington first run for our company about the last of March. Adam
Hall has a drawing of her boiler. Before putting her on her winter
route, I had her completely overhauled. Capt. Jacob Vanderbilt su-
perintended her for me. Had her on the marine railway, examined
her bottom; found her keel roughed in one or two places, had a new
piece put in, 16 to 18 feet long—none of her plank started. Had
some new plank put in,* andisome new brazier’s copper put on forward,
wherever she came in contact with the ice, near her water line. Con-
sidered her, on the whole, perfectly competent tp contend against the
elements, in the winter, on the Sound, better than some of the boats
they had. She had a more powerful engine, and we could depend up-
on her better than any other boat. Ran an opposition in 1837 for
five or six months, t commanded tlie.Massachusetts at that time.—
The opinion of the company and others, was, that she was the fastest
and surest boat that ran through the Sound. The Massachusetts, I
think the best boat that was ever built in North America. She was
built by Brown & Bell, of live oak and cedar, and cost $110,000.—
^The company paid 71,000; the boat was worth at least, when bought.10	LOSS OF THE LEXINGTON.
full 45,000. Bought the boat to make peace; examined the engine
after the purchase; went through the boat, took an inventory of every
thing on board of her; found the engine wanting repairs in several
particulars, which were made. The boiler was repaired at an expense
of $4,800, by Secor &. Co.; entirely new flues were put in the boiler,
which is of Pennsylvania iron; there was a new fire engine, with 50
fe^t of hose, in addition to the other, put on board perfectly fit for use;
the engine was strong for its power, and never gave out in four years.
One half of the business of the boat is to take freight; they advertise
for freight and passengers. The only alteration made for burning
coal was, that the grate bars were raisdd up 18 inches, the flues con-
tracted, and the iusides of the furnaces were filled up with fire brick
and iron pans, that always had water in them, and the whole width of
the boiler at the after end was filled up with brick and iron.
Thought we should lessen the danger 50 per cent, by burning coal
instead of wood. Had several consultations about burning coal, and
it was the general opinion, the danger would be greatly reduced.—
Never saw any artificial or return draft when the doors were opeped.
There is a regular damper in the chimney: on the top of the boiler I
had placed a coating of zinc, and thought the -boat more secure than
any one in New York.
The statements of Captains Bunker and Vanderbilt, as to thesteam
chimney, and the aperture of 9 inches steam around the chimney,
were perfectly correct. Took extraordinary precautions against fire,
as I hfed had boats on fire two or three times while I commanded.—
There were six stoves on board the boat, burning coal generally—the
cooking apparatus are chiefly supplied with wood. I had the Wash-
ington set on fire by a passenger with a lamp, when I commanded
her, by upsetting it—^passengers all use lamps. Had several consul-
tations as to the best means of getting clear of the cinders, instead of
passing them up on the deck, to obviate this, and for greater safety,
we put a pipe 16 inches in dianfieter, passing through the bottom of
the boat into the water, with a tunnel top, into which the cinders were
poured, and thus passed down into the water.
We generally burn from 10-to 12 tons of anthracite coal in going
hence to Stonington, and from 2 to 3 cords of wood. She has ever
averaged from 8 to 12 inches of steam, which would carry her from
12 to fourteen miles an hour. The boat had two separate steering
gears, with other apparatus, both connecting with the rudder at dif-
ferent places. She had iron rods extending fore and aft, along the
promenade deck. This was the one they usually steered with. They
had*rods as far as they could, passing the boiler about r4 feet, and
then cords made of rawhide ropes ; chains might be substituted, but
could not be trusted, as they would be likely to snap, particularly if
there was any frost in them; a chain would be very apt to ride and
kink, and we should then be likely to go ashore—considered the hide
ropes much better and safer than chain. Th^ other steering appa-
ratus, tiller running through, and chain running outside of the pro-
menade deck, and across the deck, the whole of it visible, so that the
person at the wheel would have the means of steering safely until the
fire should reach him. Witness was in the act of going himself, and
had his baggage on board, but other business called him, and he re-
mained. Witness has the general superintendence of loading the
boat—4he loading all being on the main deck which is covered with
the promenade deck to protect it from the sparks. The goods ard
carefully stowed away to the be.st advantage.LOSS OF THE LEXINGTON* tr	11
j Have neyer seen any thing stowed nearer than 3 01 4 feet of the
fcdsing of the steam chimney, though I should apprehend no danger
if it was Stowed against it. The space between the wheelhouse and
covering of the engine is about 6 or 7 feet; in this they stow freight
and passengers’ baggage, leaving a free passage way. There was
room in the passage way the last trip for two men to pass. There
was jio cotton stowed near the. engine when she lefif. The fire engine
Was forward of the bulk head, and the hose hung over it. The engine
was a new one with sixty feet of new hose, and all in perfect order.
Spoke to the mate 15 or 20 minutes before he started, and asked if
the engine and hose were all in good order; he said yes, and that he
could rig it in one or two minutes for use. It was a portable engine
and nothing to prevent their using it at anywioment. The water
must be obtained through suction hose, which must be thrown over-
board. Could not throw over the hose to obtain water if the, boat was
going even so fast as four miies an hour; The first thing they should
have done was for them to stop the engine when they heard the cry
of fire; There would have been no difficulty in passing the'hose to
the ladies’ cabin, in the event of fire, considering the way the boat
was headed. There were pump hose within thirty feet of the ladies’
cabin that might have been fitted instantly, besides other fire appa-
ratus. She l^id on board when she went away the last trip, from 24
to 36 buckets—thinks the latter number. Orders of witness was to
nave these buckets all filled with water ready for use in case of fire.
The buckets could be instantly filled from a forcing pump on board.
Considered her as well prepared against fire as any boat could be.—
Had two quarter boats about 22 feet long, both in excellent order,
besides a life boat at least 24 feet long, and capable of saving 40 per-
sons—-the builder said 60 persons. The boats were hanging on the
. quarter. The life boat was forward, near the wheel house on the
promenade deck, which was Covered with painted canvass. The boats
were sufficient, if properly managed, to have saved all the passen-
gers. Knew Capt. Childs £0 years—been with us four years. Had
perfect confidence in him. Never saw Capt. C. in any great scenes
of danger, bijt have in his ordinary business. He commanded a vessel
for me from Providence hither for several years, and had not a cent of
insurance on her. He was well acquainted with the Sound, and an
excellent pilot. On hearing of the accident, the Directors who were
in the city rnetf and at the instance of the witness, orders were given ’
to get a steamboat with every necessary apparatus, &c., on board to
rescue the sufferers, and to save any who may be found alive. Em-
ployed steamer Statesman, and sent his nephew, Joseph J. Comstock,
to go and use every exertion to save persons, property, &c. She
went, and returned on Saturday morning, at 8 or 9 o’clock—had on
board the life boat, five bodies, and a number of packages and trunks.
«Tbe Lexington was on fire three or four weeks ago, when she Jay at
the wharf, on the main deck, in boxes in which holes were burnt.—
Did not pay the insurance on these goods—one bucket of water put
out the fire—that was the only fire that I recollect. I am a stock-
holder in that Company, and a pretty large one, without a dollar of
insurance. There was no marine insurance on the boat, and not more
thah ^ltt,000 fire insurance on that or any one of the boats. I repre-
sent $4500 of stock. Lthink that the boat lies about four miles north
of Old Field Light, near Long’ Island. It is i good anchorihg ground
had l#odhain cables, one 75 fathoms and the other about 40* bat I12	LOSS OF THE LEXINGTON* ‘
think it would have’been the height of folly to have cast anchor there*
Cannot satisfy my mind what was the cause of the fire, though I hav0
reflected much .upon it, whether it was from a lamp or flue, or What*
cannot tell. Capt. Hillard, when he came out'of the cabin, sa|d the
fire was near the flue. Never has applied for a marine risk on any
of the boatsj the stockholders being willing to run the risk, as the
boats were good. Knows of no application to obtain a marine insure
ance. Goods are insured op more reasonable terms by 50 per cent,
on our boats, than on board sailing vessels running the same route.
THIRD DAY.
Captain Joseph J. Comstock—being duly sworn, deposes
that he is, 27 years old, was born in Providence, R. I. .and lives
there now; I have commandedUhe steamboat Massachusetts this
last three years, and am now captain of that boat. During this
time I have commanded several other boats belonging to the com-
pany ; was here yesterday about three quarters of the time during
the examination of Captain Comstock, the agent of the company ,
who is an uncle of mine ; his testimony so far as it went in regard
to our orders was true. I know nothing in regard to his orders from
the company ; nothing in regard to the manner in which the Lex-
ington was loaded on her last -trip. I first heardoftbfe accident on
Wednesday; by a bar keeper, who had formerly been with me; he **
said such was the report; upon that intelligence i repaired imme-;
diately to the company’s office, 22 Broadway ; a passenger from the
steamboat.Nimrod was there ; he said that the steamboat Lexing-
ton was burned on the Sound, and that three persons only were
saved alive. 1 dont know the man’s name. . At the time there
were in the office the president and agent of the company. I was
requested by the agent to remain, as they were consulting what was
best to be done.	/	.
They concluded to send a boat to the scene of the disaster as*
soon as possible, and requested me to go in the boat. Arrangements
were made to start next morning at 8 o’clock, as no boat could be
procured sooner. The steamer Statesman, Captain Peck, was
procured. The expedition I considered under my command. I di-
rected all preparations accordingly. Under the ordersof the agent, I
provided her with a suitable number of men and every thing neces- ,
sary for the expedition. She had 13 or 14 men, all told
— her usual number of hands is 5 or 6. I saw that she was provid-
ed with a good boat and oars, sufficient to do all that could be done.
The steamer was otherwise well fitted in every respect. We left at
$ o’clock on Thursday morning. We encountered great difficulty
in getting through the ice as far as Sand’s Point, having spoken
every vessel between here and the Point, endeavoring to learn the
position of the wreck. We then searched the shore, as closely as
we could, not landing from the steamer, keeping at the same time a
good look out, from the highest part of the boat, upon the water.—
We first landed at Eaton’s Neck,45 miles from New York. Here we
could only get information that a vessel of some description had
been burnt eon Monday night. She was when first discovered by
them N. E. by E. six or eight miles distant. For 12 hours after ,
■they discovered the vessel on fire the wind was .south and west. :14
■USBS OF THE LEXINGTON.
We landed at Eaton’s Neck, twenty minutes before twelve, oh
^Thursday. I was confident from the information, that nothing could
have come ashore here from the wreck, we therefore continued on
&s far as Old Field Point light, sixteen miles farther east, where
I landed with four men beside myself. Previous to landing, I saw
several men upon the beach in the vicinity of the point; they,
however, left the beach before we landed. The first thing on land-
ing, I saw the body of Philo Upson—-it had been drawn upon the
beach and was covered with cotton bagging or some sort of canvass.
I knew him from a memorandum book which was lying upon his
cap, beneath his arm. Inside, the book there was nothing intelligi-
ble, but on the outside was his address in very legible characters.
His countenance was very well preserved and he had on a life pre-
server." He was dressed in a black body coat and black pantaloons.
He had a handkerchief around his body, to which was attached a
four inch manilla rope. My reason for measuring the rope was,
that I afterwards found a baggage crate with a rope of corresponding
description. Nothing about the body indicated that it had been med-
dled with. We learned that the body had, been picked up by the
keeper of the light-house at Old Field Point, and his assistants. He
told me that he found the body at daylight in the morning in the
water at high water mark. It was on Thursday morning that he
found it. They had previously sent for a coroner. The coroner
did not come and no inquest Was held upon the body in that coun-
ty. I left a man ashore to take charge of the body, and had it
Conveyed.to a barn at the light-house.
All the information I could procure was, that a vessel, supposed
to be a steamboat, was seen on fire on Monday night at half past 7
O’clock, bearing W. N. W. The last that was. seen of her was be-
* tween 2 and 3 o’clock in the morning, bearing N. by a little wester-
ly. They knew of no effort that had been made to assist the peo-
ple on board the boat. It was then coming on night, and I left for
a harbor and ran into Bridgeport, leaving a man on shore to make
farmer inquiries. Another object of my going to Bridgeport was
to get news to New York, in order to relieve the anxiety existing
here, and I also wished to have plenty of wood on board, though I
bad then enotigh to last for three days.
From Bridgeport, I went by land to Southport, 6 miles "distant*
to see Capt. Manchester,
I left orders with Capt. Peck,to get on board supplies of water, Src;
fora three days cruise. I saw Capt. Manchester at Southport. I
have known him for ten years. He was the pilot of the Lexington.
He informed me that on his first'hearing the alarm of fire, he being
then at the wheel on the forward extremity of the promenade’deck*
he opened the wheel-house doqr and looked out. He saw no fire
nor any thing to indicate fire! He stepped out some 12 or 16 feel
to a small scuttle in the deck, which looked directly down to the fire
fcoom. All that he could see was 3 little fire; his view was, how-
ever, almost entirely obscured by a dense smoke, He stepped im-
mediately back to the wheel-house and hauled the boat’s head for the
land of Long Island; While in the act of doing this, Capt. Child
' ' % -U	h6m OF THE LEXlNGTOIf,
same also , to the wheel-house and ordered him to haul the boat In for
the land* He replied, “I’m doing so.” The captain then laid
hold of the wheel to assist him. There was also at this time anoth-
er man at the wheel. Captain Child said nothing-to him about
the fire at the time, but only said, “Haul her in for the land.” .The
captain came to him very precipitately, and seemed to be out of
breath.
Capt. M. said, that when Capt. Childs came up* himself and
another man had hold of the wheel, and that Capt. Child taking
hold with themj they carried the wheel over so hard, that they car-
ried away something. What was carried away, he could not or did
not say. By this time the fire nnd smoke came up from beneath
the promenade deck into the wheel-house with such violence, that
they were compelled to relinquish their posts. He did not say what
time elapsed between the alarm of fire, and ^;he time when they left
the wheel. From his manner of speaking, I consider but little
time could have elapsed. After this he saw nothing of the captain.
Captain Manchester began immediately to clear away the life boat,
which was lashed on the larboard side of the promenade deck, near
the wheel-house. Having cleared the lashings away, he procured
a rope and secured it to the bows of the boat, ordered it to be hauled*'
taut and made fast forward to keep it clear of the wheel. This was
as he supposed, done. He then hove his pea jacket and coat into
the boat,'and threw her overboard. In this he was assisted, but by
whom he did not know.
The steamer was at this time under way, and the life boat was,
taken under the wheel. He thinks that the rope parted or that it
had not been made fast upon the forecastle. He knew when he
threw the life boat overboard that the quarter boats had been lower-
ed away and lost. He was also of opinion that the life boat having
run under the wheel was lost, unless to some one who had previous*
ly got overboard, who might possibly have got into her. When he
hove her overboard he saw that the fire was. already taking hold of
her aft. This I afterwards found to be the case when. I recovered
her, as she was scorched considerably aft. He then went upon
the forecastle, and saw that for smoke and fire he could not get un*
der the promenade deck. He supposes that at this time there wer£
with him on the forecastle twenty-five or thirty people, among whom
he gave the name of Mr. Hoyt, Mr. Van Colt, William Nichols, a
Colored man, and several others, whom-1 do not recollect.
Among the number, .he said, were several of the firemen and
Waiters. He saw that the boat must inevitably burn up, and that
no,means could save her. I think he said he advised to open the
baggage crates, throw out the baggage and make a raft of the crates.
This was partially done. The baggage was thrown overboard, and
the crates were entirely emptied and thrown overboard. They were
run out of the forecastle gangway. The persons who Were with
him acted very coolly, and made. efforts to fasten them .together.^
These efforts proved of no avail, as the “ crates came all sides up at
once,” and nothing could be done with them. He said nothing of
an attempt to get at the steering apparatus aft. He said that oilIS
LOSS OF THE LEXINGTON.
the main deck all communication aft was cut off by the* fire, and I
think that he said that the fire was also spreading upon the prome-
nade deck. .	,
While endeavoring to lash the crates, the forecastle deck became
very hot from the fire beneath, and' some of the persons were em-
ployed in throwing water upon it to keep it cool. The only article
they could procure with which to bail water was some specie boxes
which they had opened, and thrown the specie overboard. His at-
tempt to get under the promenade deck from the forecastle, was
made to get at the buckets. I think that the buckets must have
been used previous to Capt. Child coming to the wheel house, as
the buckets were in so convenint a position, that any person could
get hold of them. The water used in cooling the deck was got
from the hand pump. Seeing that the crates were of no use, they
then knocked off the bulwarks and endeavored to make of them a
raft, the fire all the while driving them forward, inch by inch. In
consequence, they could not make a sufficient raft to hold the per-
sons who were there.
They were compelled to leave and get over until driven clear for-
ward to the night head—the flames then rushing from the forecastle
in a column 10 feet in height. Capt. M. then left the boat, and* en*
deavored to get on whatever came in his way. He got upon some
stage or other—he thinks the same they had been forming into a
raft. From this he got on a bale of cotton, on which there was*
already another man. Another person jumped from the boat
on the bale of cotton, which knocked Mr. Manchester’s first com-
panion off. Manchester hauled this man back again, there being
then three persons on the bale* Manchester said that he left the
bale, (he did not say what time,) and got upon a piece of the guard.
Beyond this Mr. Manchester gave me no particulars relative to the
fate of the boat or any one on board, excepting that the wreck sunk
about three o’clock in the morning by his watch, which he took
out and looked at by the light of the moon. He had a piece of
plank from the bulwark, which he used as a paddle by way of ex-
ercise. .He remained upon the guard until toward noon the next
day, when he was taken off by a sloop. On seeing the sloop he
put his handkerchief upon the piece of plank and raising it as a sig-
nal of'distress, he clasped his arms around the plank and remained.
Before the sloop, reached him he fell over on his face and became
insensible, and so remained until after he was* taken on board the
sloop.
I returned to Bridgeport, and wrote an account of my progress
and my interview with Manchester, to the agent of the company.
My letters did not reach Sere until 24 hours after due time. I en-
closed the letters to Capt. Brooks of the Nimrod, to be delivered im-
mediately after his .arrival in New York. The letters I gave it*
charge of the hotel keeper where I stayed in Bridgeport.
At 3 o’clock on Friday morning I went on. board the Statesman,
and we went off, and at day break we landed again at Old Field
Point. It was at this time intensely cold, the thermometer varying
id 4 degrees below xero. We had augmented our numbersiff	. IMS OF THS MXINGTOIt’. '
at thjfc time to six additional, consisting of persons who volunteered
to assist us, all of whom had friends on board the Lexington . These
persons were Henry Ide, James M’Kenna,-W. A. Beecher, T.
Ponnolv, B. A. Hoffman, all of New York, and at Old Field Point
we were joined by Mr. Samuel Yeaton, of New York. At the
point 1 now left six men to look out for luggage, as ! had heard that
a number of trunks and packages had come ashore in,-the neighbor-
hood. During the'night, and a little to the westward of the point,
the body of a child about 4 years old had drifted ashore.
The body of the child was found by William Kennedy, the pi an
whom I first left ashore: it was found lying at bighwater mark, with
no part of the wreck near it. At 8 o’cloik. A. ,M. I left in the
steamer for the Eastward. Every part of the bank was carefully
explored as we progressed, and traced the shore around the bay.
I left persons ashore at different points and inquired at all the hous-
es for information relative to property saved from the vvreck. Af-
ter running 7 miles East 1 learned that three bodies had been found;
I understood that they, were found in the quarter boat; I sent some
men to rembve the bodies from the boat, but they bad been remov-
ed before the men arrived, and taken to a wheelwright’s shop,
where I found them : I don’t recollect the name of the person who
first found the bodies. 1 had the bodies sent to Old Field Point; I
here learned that 18 miles farther East a man had got ashore alive.
I then proceeded to explore the beach the entire distance of the
18 miles, until I came to where the man was. During this distance
we found numerous portions of the wreck, among which was one
piece on which was the entire word Lexington, in letters two feet
in height. The man came ashore at Fresh Pond landing, just pre^
vious to reaching which place I was obliged to go on board of the
boat, owing to the large quantities of drift ice, and shoal water and
rocky bottom, which abounded. WTe reached Fresh Popd landing
at 4 o’clock on Friday afternoon. Here, in consequence of the
ice on the beach, we could not get on shore. We made signals,
and drew to the beach some six or eight people, and forced the
steamer through the drift ice near enough to hold conversation with
those on shore.
• From these people we learned that David Crowley, second mate'
of the Lexington, had come ashore at 9 o’clock on Wednesday
night. He stated to these people that be had been forty-eight"
hours upon the bale of cotton, and had crawled several rods upon
the beach through the ice, and after getting ashore he walked three
quarters of a mile to the nearest house. They said that his feet
a d legs were badly frozen. He was bare headed and in his shirt
sleeves. He supposed himself to be the only one saved from the
wreck. I gave instructions to leave nothing undone to render hi#
situation as comfortable as possible, and to procure for him-all medi-
cal or other ai3 that might be necessary. They said he was in the
best of bands, and that he was in want of nothing for his comfort.
I also authorized them to search for other persons or property,
and to take every care of the same, should any be discovered—and
nlso to take charge and care of any bodies which might come ashore*
and to giye information of thesaoie to the New York papers.LOSS OF THE LEXINGTON.
if
We then left on our return to Old Field Point, to take on board;
and bring to New York the bodies and property which were there*
having left information at all the places where we had stopped, that
a reward would be given for any bodies discovered, and offering al-
so a reward of five hundred dollars for the detection of any persons
committing depredations upon the bodies or property which might
come ashore from the wreck. I was authorised to do this by the.
company, i was compelled to relinquish the expedition on account
of the severity of the. weather, and of the sudden accumulation of
ice, which rendered farther efforts useless.
On returning to the light-house, we took on board all the baggage
which had been collected by the men in iny absence, five bodies
and the life boat, which latter was found about two miles to the
Westward of the light-house, with the coats therein, as described
by Manchester. With all on board, we started for New York about
6 o’clock on Friday evening. In consequence of the ice we were 15.
hours in reaching New York, and arrived at 9 o’clock on Saturday
morning.
The bodies brought up were those of Mr. Waterbury, Mr. Up*
son, the child, and of two men unknown, which had the appear-
ance of being those of two of the boat hands.
I was acquainted with the Lexington. She was a good boat, and
by many considered one of the best boats running on the Sound.
1 was acquainted with Captain Child, and think he was every
way qualified for the duties of his office. My brother was clerk
of the Lexington. , •
We carry a great deal of freight on board the Massachusetts.
We as masters of the company’s boats, have general instructions
to leave nothing undone,without regard to expense, to render every
thing as safe as possible, particularly as relates to danger from fire.
The Massachusetts has on board a fire engine, which is a patent ro-
tary pump ; she has on board about two hundred ,/eet of hose.—-
The Massachusetts once took fire on the top of the boiler, convey-
ed by a spark from the flue. We burn wood altogether on board
the Massachusetts.	.	*
I never heard of the Lexington being on fire tiib since this accb
dent, since when I have heard of it fifty times. I first heard it stated
by my uncle when he was on the stand yesterday* I was informed
by Mr. Samuel Yeaton, mate of the ship Helirium, that Capt. Wib
■'liam Tirreli, of the sloop Improvement, of Brookhaven, stated tp him
that at the time the fire broke out on board of the Lexington, (about
half past 7 o’clock in the evening,) he was sailing past in the Sound
on board of his sloop—he was then about six miles distant. He gave
as a reason for not going to the relief of the Lexington, that as she
had life boats on board, and being near the shore, the passengers
might in all probability get ashore. Another reason given by him
was,'that if he delayed, he should lose his tide over the bar.* He
could probably not have reached the wreck in less than an hour’s
^ A. card signed by 31 r. Charles Porter, of No. 147, Maiden Lane, another signed by Henry Rogers, a passenger, sad
1 a third signed byt the crew of the sloop Improvement, Capt. Terrell, appear in Monday’s Courier, fully exculpating Capt.
Terrell from the odium which has been cast upon him on account of not repairing to the assistance of the victims lost
.from the Lexington. At the time the light was seen the Improvement was 10 or It mito froni the Lexington, tW
* wind dead ahead; and the light was seen by them but a few minute*, when it disappeared.18	LOSS OF THE LEXINGTON.
time. He might then probably have saved many on board except-
ing those who were lost in the quarter boats.	.
The boats of the company are better fitted and provided, and
better guarded against fire than any others in America.
I was acquainted with the engineer of the Lexington. I was not
acquainted with the former engineer. I don’t know why he left
the boat; but have heard Captain Vanderbilt say that he was dis-
charged on account of his not being acquainted with the burning of
coal. It was Jacob Vanderbilt who gave me this information. It
was while the boat was undergoing repairs, that I made the inquiry.
He had previously been on board the boat for several years. 1
have been on board of the Lexington several times since the fuel
has been changed from wood to coal; and have made one passage
in her with my family.
[Signed]	JOSEPH J. COMSTOCK.
The following letter was-received by the coroner, pending the
examination of the last witness :—
New York, Jan. 21st, 1840.
L B. Wheeler, Esq,
Dear Sir—You will confer a particular favor by correcting my
statement given yesterday, respecting the Lexington. t
1st. The repairs on boilers and engine was over $5000 last
winter. 2d. The flue was repaired, and not new. 3d. I am not
positive as to the exact height of the steam chimney. 4th. There
was $20,000 fire insurance, instead of.$10,000. 5th. The fire on
board the Lexington four weeks since, was discovered* under two
boxes of goods, after her arrival at the wharf from Stonington. v6th.
The damage claimed by the owner was thirteen dollars. Not ad-
mitted.	Respectfully Yours,
WILLIAM COMSTOCK.
David Crowley’s Statement*
It will be recollected that Mr. Crowley, the 2d mate of the Lei-
ington, after drifting about fifty miles on a bale of cotton, got ashore
on Long Island, not far from River Head. The Sag Harbor Cor-
rector of Saturday, gives us the following particulars:—
Mr. Southgate, who returned to this place from River Head on
Thursday evening last, has obligingly favored us with the following
particulars
It appears from Crowley’s account, that the boat was first dis-
covered to be on fire off Huntington, at about 7 o’clock on Monday
evening last; that he soon took to a plank, but shortly left it/for a
bale of cotton, on which Ijje drifted until Wednesday evening, when
he landed at New Gulley, opposite River Head, and made his way
to the house of Matthias Hutchinson ; having drifted in that time
somewhere about fifty miles, and absolutely sleeping at times.
Crowley further states, that the life boat and another were lowered
from the Lexington, but were so crowded, that he presumes they
swamped before reaching the shore. That on discovering the fire,
the Lexington was immediately headed for Long Island, and after
rnnuing a short time was seen to alter her course, as being evidently
unmanageable, and drifted down the Sound; that he often saw the19
LOSS OF THE LEXINGTON,
blafce shooting up from her in columns, lighting the whole Sound,
and then dying away in darkness.
. From another source we have the following addition to this som-
bre account. The boat was seen on fire, drifting past Stoney
Brook, about midrway of the Sound, and a small boat went off, but
returned after going a mile or two* it being too rough to venture
farther. The Lexington was seen until shurin by Crane Neck Point
--r-and seen no more! That the life boat belonging to the Lexing-
ton, came on shore at Setauket, with her letter bag, which was for-
warded by the postmaster at that place to the New York post office.
From her 'drift* and the place where last seen, she must have
been drifting directly for the light boat on the Middle Ground, and
could not have been more than two or three miles from it \vfaen
last discerned by her blaze* showing her solitary and sable pipes,
standing as monuments over some mighty moving catacomb of
death.	1
-—v	\
FOURTH DAY.
As the investigation progresses, the interest increases. The court*
room throughout yesterday was crowded to excess by an anxious
auditory.
The testimony taken yesterday will be read with much interest,
consisting wholly of the statement of Capt. Chester Hillard, one of
the individuals saved from the wreck.	-
We give J^elow entire the "testimony * correctly copied from the
official records of the Coroner. The Coroner yesterday, previous
to .the commencement of the examination of witnesses addressed the
jury, and stated that among individuals, and even a portion of the
city press, some dissatisfaction had been expressed in relation to the
^course he had pursued in the investigation, inasmuch as the wit-
nesses as yet examined had been persons connected with or in the
interest of the steamboat company. He, however, assured the jury,
and' wished the public to understand, that it was his fixed de-
mi nation to examine minutely into all the facts and circumstances,
of the case : and though the witnesses first examined were those
connected with the company, the fact of their having been first
called.would in no wise operate as a bar to the introduction of ad-
verse testimony ; and that whatever facts might be in possession of
the witnesses yet to be called, (of whom there are a large number)
though tending to the blame and censure of the company, he should
spare no effort to bring such facts to light, fall the odium where it
might, by the evidence elicited.
Capt, Chester Hillard, sworn, I Was born in Norwich, Con. I
have followed the sea latterly, for about six years : I am 24 years old.
I- left Norwich eight years since, and have since made my home at
1?ort Ann, N. Y. I went there to learn the woollen manufacturing*
where I remained two years. I then went to gen with Capt. Wm.
Stout, in the ship Mc’Clellan, now belonging to New Orleans ; the
ship then belonged to Messrs. Howland & Aspinwall. I have only
been in the employ of Messrs. Howland, and E. K. Collins, at sea.
I fir§t went before the mast as a raw hand ; I went five voyages
# Before the mast, which took me in all about three years ; J thenm	LOSS OF THE LEXiN&TON.
went as 3d mate of the ship Sheridan, Capt. Russel, to Livferpbotj
one voyage. I then went 2d mate of the ship Mississippi, Capt. Da-
vis, to Kew-Orleans and Liverpool : I then went as chief mate of the
same vessel, one voyage* and on the second Voyage to N. Orleans iri
the same ship, tinder Capt. Beebee, Capt; B. died at New-Orleans^
and I brought the ship home. I then made a voyage as master of
the Mississippi to New-Orfeans and arrived here four weeks ajro next
Saturday. 1 took passage on board the. Lexington on Just Monday
week, to go to Sionington on my way to Norwich .
I have no family ; I have three brothers and two sisters, two half
brothers and one half sister; my parents are both dead ; my father
Was a seafaring man.
I went on board the Lexington at 3 o’clock, P. M. X don’t know
the number of passengers she had on board ; I estimated from the
number at the table, that there were 150 passengers ; but. I have *
since been induced to believe, that the estimate was too large. I
paid rio particular attention to the lading of the freight on board;
I think the greatest proportion of the freight consisted of cotton ; it
was stowed under the promenade deck. There might have been
boxes of goods on board, but I did not notice.
Between the wheel-honse and engine, there was sufficient space for
a person to pass ; whether more than sufficient for one person or
not, I cannot say. There was a tier of cotton bales stowed in
the passage—1 think' on the side next to the wheel-house. I went
into the forecastle. I think there were over the forecastle three or
four baggage cars. The life-boat was on the Starboard side of the
promenade deck, forward of the wheel-house. I took^no notice of
the boat, until I saw persons endeavoring to clear her away. She
was covered with canvass. I also saw the two quarter boats lower-
ed away, after the fire broke out, but did not notice them before. .
Wb took supper about 6 o’clock. There were two tables set, I
should think more than one half the length of the' cabin. These
tables were filled, and some of the passengers were compelled to
Wait for the* second table. The boat ran perhaps 12 to 14 knots
per hour. I think that-we'must have taken supper somewhat before, 6
o’clock. I think that the supper occupied fromuhalf to three quarters .of
an hour. I don’t know Captain Child, ahd cannot say whether he was at
the table or not.
It was about an hour after supper that I heard the alarm of fire. I was
then on the point of turning in. I had my coat and boots off. I think my
berth was No. 45 or 49/ the third length aft from the companion way,
and very near it on the starboarti side. I did not at the time apprehend
any thing serious.. I slipped on my chat and boots and went on deck. I
put on my hat and took my overcoat on my arm. When I got on deck I
discovered the casing of the smoke pipe on fire, and I think»a part of the
promenade deck was also on fire. There was a great rush of the passen-
gers, and much confusion, so that I could not notice particularly. The af-
ter part of the casing was burning* and the fire was making aft. I thought
at the time that the fire might be subdued. I saw the fire below the pro-
menade deck. I did not notice whether there was any fire below the maim
deck. I was aft at the time, and could not, therefore, See distinctly. I
was never before on board the Lexington, and know nothing of the con-
struction of the smoke pipe;
I nothing of the commander, but from what l could hear of the crew
forward, I supposed they were at wdrk trying to figthefire engiiie ; I saw no
buckets used, and think they were not made use of ;T saw fire buckets on
hoard,but can’t say how many; I think the fire engine was not gdt to work,
Vs I saw nothing of it. I shortly after went on the promenade deck; preri-LOSS OF THE LEXINGTON.	M
ously my attention had been directed to the passengers who were rusbmg
into the ,quarter; boats, and when I" went on the quarter deck the boats were
both filled, i They seemed to be stupidly determined to destroy themselves,
as well as the boats which were their only means of safety. I went to the
starboard boat, which they were lowering away; they lowered it until she
took the water, and then I' saw some ope cut away the forward takle fall;
it was at all events disengaged, and no one at the time could have unhook-
ed the fall; the boat instantly filled with water, there being at the time
some twenty persons in her; the boat passed immediately astern, entirely
dear. I then went to the other side; the other boat was cleared away
and lowered in the same manner as the other, full of passengers. This
boat fell astern entirely disengaged, as the other had done ; she fell away
before she bad entirely filled with water.
By this time the fire had got to going so that I pretty much made my
mind up “it was a case.” I thought that the best thing that could be done
was to run the boat ashore, and for this purpose went to the wheel-housd
to look for*Capt. Child, expecting to find huh there. I found Capt. Child (
there. Ladvised him to run for the shore. The Captain replied that she
was already headed for the land. The fire by this time began to come up
around the promenade deck, and the wheel-house was completely filled
with smoke. There were two or three on the promenade deck near the
wheel-house, and their attention was turned to the life boat. I was at this
time apprehensive that the promenade deck would fall through. The life
boat was cleared away. I assisted stripping off the canvass, but I had no
notion of going in her, as I made my mind up that ir they got her down on
to the main deck, they would serve her as they had done the others. The
steamer was then under head way. They cleared her away and I think
launched her over the side. Before I left the promenade deck I thought
it was timeXor me to leave ; however, as the fire was bursting up through
the deck, I then went aft and down on tto the main deck. They were then
at work wi th the hose, but whether by the aid of the engine, or not, I can-
not say; I did not know at the time that there was a force pump cm
board.	.•%
The smoke was so dense that I could not see distinctly what they were
about: 1 think that the communication with the fore part of the boat wai
by that time cut off. Up to this time, from the first hearing of the alarm,
perhaps 20 minutes had elapsed. The engine had now been stopped about
5 minutes. X then recommended to the few deck hands and passengers
who remained, to throw the cotton overboard. This was done, myself
lending my aid. I told the passengers that they must do something for
themselves/ and the best thing they could do was to take to the cotton.—
There were perhaps ten or a dozen bales thrown overboard, which was
pretty much all there was on the larboard side which had not taken fire. I
then cut off a piece of line, perhaps four or five fathoms, and with it span-
ned a bale of cotton, which I believe was the last one not on -fire. It was
a very snug square bale: It was about four feet long and three feet
wide; and a foot and a half thick. Aided by one of the firemen, I put the
bale up on the rail, round Which we took a turn, slipped the bale down be-
low the guard, when we both got on to it. We got on to the bale before
we lowered it. The boat then lay broad side to the wind and we were un-
der the lee of the boat, on the larboard side. We placed ourselves one on
each end of the bale, facing each other. With pur weight on the bale it
remained about one third out of the water. The wind was pretty fresh, and
we drifted at the rate of about a knot and a half. We did not lash our-
selves to the bale, but coiled the rope up and laid it on the bale. My corn^
panion did not like the idea of leaving the boat immediately,but wished to hold
on to fhe guards. I determined to get out of the*way, believing that to re-
main there much longer it would beeome pretty hot quarters. We accord-
ingly shoved the bale round the stern. The moment we had reached the
sterja, we left the boat and drifted away about a knot and a half. This
was just 8 o’clock by my watch, which I too kout and looked at*
As we left the wreck I picked up a piece of board, wfiich I used u a pt4-
41« or,rudder, >vdth whieh to keep the bale ‘end to the sea/m~-	LOSS OP TttE i&Xi$0TO&
^Li Che time weleft the boat there were but few persons remaining oil
board. I saw one lady. The ladies* cabin was then alion fife. The reaS-
onwhyI noticed the lady was, that her child had got overborirdand was the#
about two rods from hen We passed by the child so hear that I could putt my -
handon tovit as it lay on its bqok. TheJady saw us approaching the child- and
cried out for us jto save it. We then drifted away from the boat, and in ,ten
minutes, more we could see no persons on board except those pn the forecastle,.
I should think the child was a„ female from it dress,. I think it had on a bonnet. '•
The; chiid wasdekd when we passed it. I don’t recollect; how the . lady was
dressedjOr what she said- I did not see any other child, with, the lady could
not notice particulars, as it was at the time pretty rough, 1 had as much as X
could do to manage my bale of cotton, we were sitting astride of the Sale’with
our feet in the water; 1 was wet up to my middle from the water Whi&h at time's .
washed over the bale ; we were in sight of the boat all the■■■time* tilT^shei^weni
down, when WC we^e about a mile' distant j when we left the Wreck it was
cloudy, but ahout nine o’clock it oleaied off, and we had a fine nisht of it urit.il
the moon went, down } 1 looked at my watch as often as every half hoiir,. through »
thp night, the boat went down at three o’clock } it was so coldas'tq make it fte-
cess^ry for me to exert myself to keep warm, which I did , by whipping my
hands and arms around my body ; about 4 o’clock the bale Capsized.with ufr; a
heavy sea came and carried the bale over end, ways j my companion Was at'this
time with me, and we managed to get to the bale on its opposite side ; wd at
this time lost our piece of board, afterwards the bale was ungovernable anflWetft
as it liked; my companion bad complained a good deal of the cold from our first
setting cut; he.did’ntseem to have that spirit about him that he ought to have
hqff; he was continually fretting himselfabout things which he had no business
to,;} He said his name was, Cqx,? and that his wife lived in this city, at No. 11
Cfierry street. He appeared.to have given up all hope of our being saved.' Qn
our first starting from the boat* I gave him my vest as he had en his che^. only
a flannel shirt. He had on pantaloons, boots and cap. He said fie was a fireman
on board the bdat.	^
Cdx remained on the bale after it hada upset about 2 or 3.1-2 hours, until it
was about day light. For the last half hour that he remained on the bale, he had
beCn speechless arid seemed to have lost all use of his hands as^he ‘did not tty
toehold on.t I rubbed him and beat his flesh, and used otherwise every effort
I could to beep his blood in circulation. It was still very rough, and X was oblig-
ed to exert myself to hold on, The balq coming broad side to the sea it gavb a
li^cfi and Cox slipped off arid:! saw him no more. He went down without a
* struggle. I then got more into the middleof the bale* to make it ride as it
should, andin that way continued until at least fox about, an houj*. X got, my. feet
on the bale and so remained until,the sloop, picked me up. k The sea had -jty.
this time become quite smooth. On seeing the sloop 1 waved my fiat, to.attract
thn attention of those on board ; I was not frozen in any part,	‘
The name of the sloop- praa the. Merchant,” Capt- Meeker, qf Southport. 1
think Captain M. and those on board the sloop are entitled to a great deal
of credit, as they did more on the occasion than ariy one elsp. It appears-
that they tried during the night Id get but to the aid of those on board the L’exiri'g-
toq, but in coming out.the sloop grounded on the bar, and*they Were Compelled
. before they Gould, get her .off to,lighten her of part of her cargo. It was 11 or-
cjppk when lwas picked; up. The sloop had,prevjous to reaching me, spoken the
light boat fo make enquiries relative tq the direction of the fire. On going on
bOard ofthe sloop, 1 .had every possible attention paid me ; they ^ took me > into ’
the cabin arid then cruised in search ofiothefs. They picked up two other liv-
ing men andthexbodies of two others.. The living men were Captain
Manchester, pilot of the Lexington, and the other Charles Smith, a hand on
hoard.	'	,	. ’ _	. 1,'
One of the persons was picked up on a bale of cotton, arid the other‘dh the
wheel-house. 1 supposed Captain Manchester Was on the bale, but frorii What
Captain Comstock said yesterday, it could hot be the case. Captain J^anchester
wa$ picked up, bufel was in the cabin at the time^-was below when. the other
Wgs picked up. They were both picked up within half an: hour. When, they
Were brought on ,board, Captain Manchester was pretty mucb exhausted;, jSmitn
seemed bettor. They put them both in bed. Smith was a firemen and belongs
to Norwich, Connecticut.
rj.$ Benjamin Cok, of XTCherry-street. He hqs left a wife aridrieverkf eKfldrenjuri-de-;
plorably destitute, situation. The Wretcfied Woman has* we peYi&eivej ’offered her latst
*	dollars) asl reward for die recovery of her husbands body. *' We hope fand
doubt riot) that the Company will take imo cpnwfleratioa thc case of this distressjed wids
ow, inasmuch, at least," to see that the body of her husband, if recovered, may be restored
lo her without expense to herselfi	*mm of the tkmmmmi	m
They continued to cruise about three house longer, and then returned bfrAhe
harbor; of Southport. ' In the mean time they had picked up two dead bodies
i-r.one of them was, oil a piece bf the wheel-house, and the other on a piece of
the wrecks When we were about half way from the wreck to Southport, the
steamboat Nimrod overtook us, and I went on board of her. She was bound
into Bridgeport^we arrived there in about three quarters of an hour. I went
ashore and went to the house* of Capt. Davis, an acquaintance of mine with
whom I had formerly sailed—staid there that nighl-^pext morning at 8 o’clock
wept on board the steamboat Nimrod and came to New. York.
At the time i went to,the wheel-house and saw Capt. Child, he seemed con*
fused—h 6 said they were running, for the land—he then went into the wheOl-
house, and that was the last I saw of him. I rather think he stayed there until
he suffocated, as I don't know that he was seen afterwards. As regards the til*
ler ropes, I don't know certainly any thing about them, but I had the impression
that the tiller ropes were burnt off, but cannot tell positively. Directly over
the fire-room was: a grating laid across, through which I could see down. I
think that after the life-boat was thrown overboard, a person could have passed
from.tb.eifbfe to the aft of the vessel on the promenade deck. I did not know
that there whs. any extra steering gear on board. 1 did not notice whether the
tiller was shipped or not.
By a Juror. HoW near to the smoke-pipe was the cotton or other baggage
,,-stpwed? . •	.	.	* ' ':‘:
Answer. I don’t know, I didn’t notice.
, , Q,. After you went to the wheel-house, how soon did the pilot leave ?
A. Why,it it Was him jvho hove over the life-boat, he went while I was there.
I don’t know thatl have had dny conversation with Capt. Vanderbilt, relative
|o what ought to have been done when the fire broke out. I do think, however,
Ah at when I first saw the fire, there would have been little difficulty itt putting
it out with the buckets, if the engine had been stopped; The quarter boats might
perhaps have carried safely, 15 persons each.	CHESTER HILLARD.
: The inquest Was here closed at half past 5 o’clock.	'	"
FIFTH DAY.
, , Thwdoxk M'- SecaT) sworn* I live at 99 Avenue D. am an engineer and steam
engine builder ; my factory is in 9th street, near the East river. 1 did not make
, the engine for the Lexington, but have several times repaired it. The first re-
pairs I put on her boiler, two years ago this month. The repairs consisted' of
some small patches, which were put on her leaks. ' We. again made repairslast
J^atch^ and again some time in November last, repairs Iwere made by us; the
^repairs to the boiler were similar to those done before. It was then hut little
out of order. Upon the engine we made some small repairs.
: ’ We furnished a: complete set of sheet iron and brick work for the fhrnaces.
- The iron put under the boilers was about one eighth of an inch thick. The
furnacecontracted by raising the bars, which was the only contraction made.
We furnished a blower for the furnace; the blower was 31 inches by 26; The
blower was calculated to make 900 revolutions, at 17 strokes of the engine. *
By changing the fuel from wood to coal, the danger from fire is materially
lessened. As to the coal there are no sparks, the heat in the neighborhood of
thq furnace is mor0 intense from coal than wood. I don’t know whether the
jomt wherp the smoke-pipe shipped into the steam chimney was examined. I
don’t know whether the sparks could have passed through the joint so as to get
to the casing of the chimney or not. I think the joint was, however,quite close.
1 don’t think the blower was strong enough to' carry a spark up the pipe.
J;have no doubt that if the dampei* was kept shut a long time, the return draft
would throw out fire and cods from the furnace doors.
; By a Juror. Are any of the. fire-rooms of the steam-boats as safe as they ought
*q be ?	*	■	' '	*
‘ A-.That’s a question I had rather not answer. \ •	.
Q,. Do you consider all of them safe ?
A. Well, I do., as safe as they well can be. The fire-room of the Lexington
. Was as safe, as any of them that’I know of. -	■ . ;	-
Bichard J%. Hoe—I reside at 409 East-Broad way. I' am a machinist and en-
gineer. I never was on board the Lexington. T have, however, been on bdUrd
a great number of steamboats, and particularly those running on the Sound. 1
bay©,. examined their machinery closely ; I have also examined machinery in
Europe, v The machinery of our boats, so far as the working part is concerned',
compares yery well. k They are not quite so well finished, nor the Weight of
metal ’employed, so great. The material is, however, better proportioned for
strength ;, that is, our engineers will take the same weight of metal aadmak*
engine that will bear more strath.m	XOSSOF THE LEXINGTON.
In »H the English boats there aremore precautionary measure# against fir?
adopted, than! ever saw hern. Bituminous coal is there generally used.-' They
generally have but one steerihg apparatus, which is aft. I never saw but one
boat there rigged with a wheel-house like ours. I believe that if a proper chain,
was used, a steering apparatus might be made of it, to work with the same, con-
venience as ropes, and .even' better, as there would be less danger of their
stretching or breaking. A chain would work quicker and safer in every respect,
than a rope, if properly rigged.	,	*
The frost or action of the sea water would not have a greater effect upon a
chain than an iron rod. I have always thought that our steamboats were very
badly secured against fire in the fire rooms. In the small steamers in Europe v
the fire rooms are floored and ceiled with cast or wrought iron. I have seen the
wire tiller ropes in use in England. They appeared to, answer the purpose very
.well. . -	• . .	•• ;	’• •.* _
John Clark called—*1 live at 83 Essex street. I am a machinist by trade. • 1
am one of the U. S. steamboat inspectors. I was acquainted with the Lexing-
ton. I inspected, with Captain Bunker, the Lexington on the 1st of October last.
Our practice in inspecting a boat is to,go on board and look round, examine* into-
the age and condition of the boat, &c. Our certificates relate to the soundness
of the boilers, engine*and hull of the boat. With regard to the steering appara-
tus,' I don’t consider that we have anything to do with it. J did examine the
steering apparatus. It cotfsisted of two long iron rods running under thq prom-
enade deck to within about ten feet of both fore and aft, i. e. within ten fee t of
the wheel and rudder. From the rods to the wheel and round the wheel was
. a continuation of hide rope, and also the same aft from the rods to the rudder.
We have never condemned a boat or stopped its running. We have restricted
boats to the use of a certain amount of steam. Some ofthe ferry boats andtboats
on the North river we have so restricted After looking round and giving our.
certificate, we receive our fees, on the occasion of inspecting a boat.
.The Rhode Island was restricted in the use of steam in* consequence of her
boilers being rather weak. Our requisition wak complied with by the owners of
the Rhode Islan^. It was a year ago last fall that the Rhode Island was re-
stricted. She shortly after had her boilers repaired. The Nimrod was also re-
stricted a year ago last fall, in consequence of her boilers getting weak. All our
restrictions have been in consequence ofthe weakness of the boilers.
We examiped the steamer William Young, and found that she was not a safe-
and seaworthy vessel, but we gave a certificate that she was a suitable boat to
run on the route.	•
The steamer Providence, running to Newport has not been Inspected during
the past year. We have not been called upon to inspect her. We alway*
wait for the owners to call first upon us.
I think the Lexington was very illy calculated^ to carry freight. She was too
narrow. She was strong enough to .carry anything.
Questions by a Juror—How many bales of cotton coaid the Lexington safely
earry ?
Answer. She could carry the weight of 200 bales..
Q. Without danger from fire and sea?
Ans. That’s another question.
Q. Is cotton suitable freight to carry on board of a ‘steamboat ?
Ans. Cotton is not a fit article to carry on the deck of a passenger steamboat.
It is any way dangerous freight.
SIXTH DAY.	,
Three witnesses were examined yesterday and two of those before examined
were recalled.	'•	.	*
The first witness was Mr. Charles O. Handy, president of the company.
His testimony related chiefly to tKe mode in which the affairs of the company
are managed\ the duties of its several officersj &c. We give the only part that
seems to be of interest.
Some few weeks since there was a statement in one of the papers about the
Providence boat having been on fire. I immediately sent for the captain
(Woolsey) of the boat, to ascertain the facts. He stated that a small can of oil
left on the stove in the engineer’s room, had boiled: over into the stove and tak-
en fire, which was immediately extinguished without difficulty^representing it
as unfit for a cause of alarm, or as involving any danger to the boat. On that
occasion the boat I think,badia very long passage; she was two days getting to
Stonington. ‘ 1£ was very rough weather. The only other instance that, I know
of a boat’s taking fire was reported to have happened to the Lexington, f
ehetild think three or four weeks before her destruction. I again made inquiry
\LOSSOFTRE LEXINGTON.	*6
M to tbfSfaets, and was informed^ that part of the combing of the central hatch
hdd^ takenfire from a spark from the wood in the furnace—the boajtthen burning
Wbbd^which had produced slightiiijury to this combing, and partially injured
a box with some goods in it as freight—that it had been immediately put out
vrithotit difficulty.
The bill rendered for damages to the goods was thirteen dollars. I called the
attention of the general agent and captain immediately to the fact, and directed
every precaution taken to prevent the recurrence of a similar accident. 1 am not
Cognizant always of the discharge of officers of the boats by the captains and
agent. I knew of the discharge of Mr. Vrendenburg* I was informed by the 1
general agent that Mr^ Vrendenburg had been discharged, and Ml* Hempstead
employed, from his skill in the use of coal, and I think he moreover informed
she that it was done at the instigation and request of Captain Jacob Vanderbilt,
for the rea sons assigned/ he then commanding the boat and superintending
her repairs; It was never reported to me that Vrendenburg had refused to serve
ahy longer; nor~)did I ever.hear of it until I saw it alleged in a newspaper.
Mr^'Wm. Kemble, agent and president of the West Point Foundry Association,
stated cost of the Lexington’s engine, &c.
Mr. Adam Hall, an engineer, formerly in the employ of the same association,
testified; respecting the construction of the engine, &c.
• Mr. Joseph Bishop, recalled, stated the expense of some items in the construc-
tion of steamboats.
Elihu S. Blinker, recalled. From statements which have been published of
liay testimony, I have been made to say that I considered that the law did not
prohibit the use of ropes for steering. I did not wish to be so understood. I
said that I did not consider that the law prohibited the use of the rope round the
wheel. . I dp consider the use of the rods is, required by law, and that the law
cannot be complied with without them. The rods Were first introduced by my-
self, some fourteen years since.
I meant to say that I concurred with Mr. Webster in opinion, as to the con-
struction of the law, u that rods Were required wherever they could be used, and
that from the end of the rods to the wheel and rudder, ropes might be used.”
’Mr.5 Carnbreleng also told me that he also understood the law in the .same way.
By a Jurors-When we are called upon to inspect a steamboat we go on board.
Wesexamine the boat inside and out to see how she is built; we then inquire of
the cap’tain if her hull is perfectly sound and tight in every particular. We are
libt more particular than this. I do not mean to say that I can see through a
stick of timber. We sometimes take the certificate of a carpenter as to the
Soundness of the timber; and sometimes we take the certificate of a carpenter to
thb effect that tHehoat has recently hauled up and repaired, what repairs were
done, what new timbers were put in, &c. We take these certificates and state-
dients, because we have no other means. Not having these means at hand, we
examine the hull in the best manner we. can from looking at it. We never put
«n! auger in; I have taken my knife and put it into the timber through the air
seams^in the ceiling. I never have taken a boat to go round the hull on the
outside.	'	*	: '	‘
I wish it to be understood that there is not in New-York a steamer that Cap-
tain Clarke and myself have not seen on the stocks, as well as when on the rail-
ways or otherwise, in the most difficult situations they could be placed in. I
think there could not be found in the United States two other inspectors possess-
ing the information that we happen to possess. I have never seen a plank upon
a boat through which you might, in three years after, run a broomstick—not
Unless you might have done so before the plank was put on. A good whiteoak
plank, put upon the bottom' of a boat, will Jast forever, in regard to rotting. I
mean, provided the hull. be salted. In examining the hull of a boat we make
the most minute inquiries as to the state of the timber; we generally have dealt
with men with whom we were acquainted.
’ We al ways inform the officers of the boat that to give us wrong information
is an indictable offence. We have never had Occasion to put a master or officer
of a boat under oath. There is not a boat that we have inspected, but what I
would-purchase at a fair valuation, did I wish to purchase, without farther ex*
animation.
In examining a boiler, we go all round it, and have something to strike upon
it, ♦We call always upon the engineers, and inquire into every particular touch-
ing the condition of the boiler; we procure from them such information as we
cannot otherwise procure > we have xever put an engineer tinder oath. I never
have been’irfside the boiler of *but one boat; I don’t think it necessary; I can
tellfrom the thickness of a boiler, the exact amount of pressure it will bear to a&
snno^ ■Ihaye never spem	tq a boiler qnbgnytA^hnLA^M
might weaken itwfi$ro it would nobba afieqtedfiypf;-
dinary usev Tbefp.wasonce,ajla^dWROsedr.®eg«yring a^st; of the application
«pf double the pressure to be ppt upon a boiler which would be rpquif e4by.il*
use. Thisjit was found, would not answer. ^ Some of the North ftiyerboats carry
lofty inches of steam, and tq puL pn a pressure of eighty inches,must ruin .the
boilers. When I commanded a boat I was constantly in the practice of going
inside qf theboilers to pxumiitethete* The reason ofthis was, ihatwey^erc qot
then acquainted with the mode of clearing qffthe sediment, and of ascertaining
th© defepts ofthe hovlem*	r ^ .
" ’ SEVENTH DAY.	-	;
Capt. Stephen Manchester, examined.-^Lives at providence, &. I;. I. followed
the water as a business abput twenty years, as a master, mate, and pilot ; have
been pilot five years; my first boat, the steamboat Boston, two seasons* andlfirpe
years in the Lexington, except about half a month. I piloted.befall thejmqbth of
December, and in January until she was lost-■% thought her as good ,a,boat as they
had on the line. She had iron rods fqre and aft, except rope enough to go thrp/
the blocks and. round the wheel: 1 never saw a boat steered altogether with
chains, without any ropes; never knew the Lexington to be on fire expert when
shewas (lost, but heard sfie took fire ope morning at the. dock ; is not an engin-
eer, nor professes to know anything about it; has nothing to do. with Stowing
the cargo. My duty is, when the boat is. ready to star,t, to go into; the wliCel-
house and .stay there imtil she mrives at her destination; have been in the habit
of stowing cargo, in ships, and know how it ought to be stowed in order to trim a
ship properly. Dpn’t recollect having made any particular observations relative
to the stowing on board the Lexington. Her cargo consisted principally, pfcentr
tonand a-small quantity of dry goods. , The mate said he had) 150 bales ofcotfon
ori board. The mate’s name was Thurber. Did. not particularly observe bow
it WSS stowed on the last; trip. It was - /plowed I believe-as usual.’ There, was
some of .it in the boiler hatch, which'was a general practice.. We: had very little
wood,and it was. in tw$ fittlerp^msomeaeh side of the engine* There was room
in each of them for five qr six*cords- Believes there were carpenters, at work on
her the previous to tfie last. Thinks they were making a, baggage room.—*
Thefe vyere men fixing thp3 blowers the last time he was in her* ' Is not compe-
tent: to decide op the .engine^ but always considered it a goodone. Thefire enr
gine wa? Pfi tfip forward,pert of the promenade deck where it was easily got at*
tho access to it was always clear; was in the wheel house when l first heard th®
aJarm of firepafiput halfpast 7 o’clock, some one came; to the wheal house door
apd told me tfie boat was op fire; I don’t know who, it was; did not observe the
si?se of the man; it was not Capt. CKild; he appeared to belong to the boat. My
Wbeeiman was in the house; with me; my first movement Was to: step outofthe
wheel-hepse and look aftpsaw the upper deck burning all round the smoke;pipe*
blazing up two or three feet, the flame appeared to be in a thin sheet all;around
the, smoke pipe, coming up through the promenade deck. I returned into the
wheel-house and put the wheel hard-a-port to steer <the boat for the land., l.then
thought it was very doubtful whether the fire could be extinguished. We were
thpi) about fifty mites to thp east of this, and about four; miles from:Long; Island
shore; at thp rate wo were then going, it would take about twenty minutes to go
tp shore; from the wayvshe was heading it might have taken three or four minutes
4 to turn her. The highest lafld to us bore about south.	f
Sl/ie bad not yet beaded to. the land, when something gave way, which 1 believe
Was the tiljpr rope; thinks.she was heading about southeast, and Long Island boro
about sputh, when the tiller rope gave way; the engine was them working; don't
know where the engineer was at that time. She then fell ahead mote to the east >
Ward Captain Child, then came into the wheel-house and put bis hand to the
spoke of the wheel, and as he did so, the rope gaveway; presumes it was the rope
a|t,aqhed to the whe elit was th e, larboard rope gave way; and, at the same time *
the sfnoke cams info the wheel house, and he was obliged to go out, and I went
out too. I suspect he went aft> but I never, saw him afterwards; When he went
PUt he went doWn on the forward deck; don’t recol 1 ec twhether hevpxprested any
alarm. I then called to them on the forecastle to get out the fire engine; and
hupkeW; fha engine was got out, but they could not get at the; buckets* or! at
Iqasi; I only saw a few» Lam of Qpiwn,the wheel ropes burnt off,,bill:I 6%nH
nqt haye stood it; longer eyen if there had been chains, round the*wheels
Thinks there was then an pppqrtunijty to go from the wheel-house Aft; where
tyswas another steering apparatus^ a good tilleKwith chains, which ran through
c^s ; all hpat^ arp so rigged* Jn? order that if any thing happensto the rudder
3 can be used in its place. I did not go aft to^it* because I thought mfWMt to thb life boat, arid found some persons taking thd tarpaulin off it; don’t
knbwwhb they were ; did riotthen krioW Cript. Hillard, arid would not know
bitn	hb werb in the rddifi. I caught hold of thd fasMhg of the boat, and
requested jthefti not'to let 'her go uiitil we got a litfe’fdsteried‘ tbher. I failed m
Uibseat the tbree^stfe to pass a line to mak'e: fafet to hfef, Which they did, arid w©
fa^tfened if to her bdw. I thitik I called to them to make it fifst tb prevent th©
life boat gpirig ii’h^dr the Whbelyahd it was made fast. The fire was-then burn- •
i^g^t^ffhi^'tD^tdm'enade deck. I cut the lashing,1 and told fhbfri (d launch the
bOat. 1 jufopea from the promenade deck dbwri ori the forward deck, took Bold'
of the hawser, arid found it was riot fastenedtothe steamboat. I told thdin to
hold on to the rope, but they all let go* One after difotlief ; the engine Wari still
gbing,; and I was obliged to let it go myself also: atriongst those who held it were
sbriie rifthe waiters and pafssengers. We then found.two btickets and domnfericed
throwiUg’Water with them and the specie boxes; wfegOt fhb Water ffom river the
sldb'bf the Boat* which was then pretty much sfopt; white dbirigthis sofoe others
tbdk the flagstaff’s arid parts of the bulwarks and made'ri faff, tb which we made
a line fast and h,ove ,it over the side of the Boat welhbri threw the baggage
overboard from four baggage cars, and made them fhstr with a line; the engine
WaM'then Entirely stopped; it worked fV6m ten to fifteen minutes arid kept work-
ing gradually slower until if stopped; We threw out every thing by Which wb
thought any person could save themselves) we.continued throwing on Water in
hbpestliatsome person might come'to. pur relief.
The main deck now fell in as far as the capstan; the people had by this tint©
got bvbfbokrd, Soto of them drowned, and others hurrying on to the baggage
cars, the raft arid other things. What wak left of the main deck was now on fire;
and got us cornered up in so small a space that We corild dono thing more by
thrdwing .writer. There were then dnlv eight or teripersons astern onthe steam-
bdat, and dbout 30 dni the forecastle. They Werb asking the what they should
dbyjarid f told them I saw no chance for any of us ; thdt if we Stayed there, we
should be hurried to death, and if we went overboard Weshould probably peri
Mb. Arifbrig'thdse who" were there was Mr. Hoyt arid Van Cott, another persbri
named Harnden, who had charge of the expi-eSs liffe. T did riot know aiiy orib
else. I then took a piede of spuri yarn and ritridfri it fksf tri my Coat, arid’ also to
the fail, and So eased myself down upon thb raft, There were two or three
other©on it;already and my weight sank it. I held on to the rope, until it cam©
Up dgain^&hd when it did, I sprang up'and caught a pibce ©f railing which Was
in* tiff? water, arid from,thence got on a bale of cotton whrire there was a rriari sit-
tirig t found the bale Was made fast to the /ailing ; 1 took out my knife arid
cu t it off. About the’time I cut this rope off, 1 saw some person standing on th©
pfeb’e of fatlirig^askrid me if there was room for anothfer ; 1 madfe rio ansWef,
hhdfte’jumped and knocked off the mam thaf was with me ; and I hauled htrii
"ohiagain. I caught a piece of bbatd' which was floating past me and shoVed thri
Walerdleari'QfPfromvttte raft arid used the Board to endeavor tb get in shore a”t
Cftarie Neck Point, but I could not succeed ; but I used the board as long as Jt
hbhiff^Xbr-d$erci&/. When' I left the Wfeck, f looked at niy watch and it wak
fu^t fWalve o’clock. I ihirik the mail Who was on thb bale ;with rrie iaid hlri
namewas McKeriny, rind lived at New York; he died abbut three o’clock.--:
Whfrin t-haiiled hiqi on the bald I' Cricouragrid him arid tbl;d him tb thrgsh his
hk'ridV^Y^®h he ,dm Tor a'spell , but; sbbri griyeirip pretty mUchr. When he died
fed^ felf.b^ck^on the brile arid the first sea tliat came pushed him off it: My hands
Wefritthea so frozen that 1 could, not risfe them at all; while F was on the dbtfori
FlbOked’rii^ri^ wiitch'; two o’clock arid three rriilbs ftbm the Wreck when she
rtiljed1 afcafi.^	there werd sbirie*^ herivV segs \ flfo riwrif Whd Was on*the
arid cMldirdri*, that hehridkrssed thtetri the riidrriitig he left
home ,that be Was never before through the Sound, and said he feriled fie Would
»5f IhlTobfo. Hasheard Captain Cbm stock’s evidence read; there are parts
ridl dsseritia]ly correct. Wad taken riff the cotton by Captain Meeker, and
where I. received dVpfv pdsSible attention. Knew
ten or fifteen, years. He arid X wefri pricket mristfers for seve-
/at joa^Sy arid; since then he' has' cbmtaahdedthesteatfaBoataProvidence and
lineY He WriSld foari riff cdnsidefribfcd'ecisibri off character
std'aniDOat. fof fifur years. Whdn ;h‘e .Cafo,e tb iH© -wheel-
W 4pt>riw^	^jagrtatida,	War tbo^ rindf^ tiirie for me t©
remlafk much. Was never with Captain Child Wfich the boat was in any
o#’ t3¥©	Wbrid wad rik96	LOSS OF THB LEXINGTON.
he fire rooms; thinks the fire originated from the smoke pipe ; it was Yery
red that night; the cotton was modt likely piled within two feet of the tteam
chimney. The tidier was always left shipped. There was nowfieeiaftr*-
The boat was going abopt; 12 knots an hour, but the engine went gradually
slower until it stopped, about twenty minutes after the first alarm./;/
The Coroner here read a letter from Mr. Hall, who constructed- the en-
gine, to one of the jurors, stating that she had the strongest engine ;he had
then put in any boat. The writer closes his letter by attributing the. fire to
one of the following causes: “ It must have taken place from opening the fire
doors when the blast was on, or shutting the damper and thevsparks getting
out between the bottom and steam chimney; or from the chimney getting jpA
hot, and the wood or. goods being piled so close to it.”	%
Examination resumed. Thinks a boat could go through Hurl Gate with
chains, but thinks they would be more likely to part in frosty Weather.-—
jjtfever saw a steamboat steered altogether by chains or rods. My impression is,
that if we had chains instead of ropes, we could not have made ihe land.--~
Received $60 per month for his services. Never had more apprehenpipn of fire
in the Lexington than m any other boat. .	>,■
Capt. Curtis Peckfwas next examined. Resides near Hallet’s Cove; owns
a steamboat; has been in the habit of running steamboats for many years ; .owns
the steamer Fairfield ; was formerly in the habit of steering with an, iron rod
along midships, with a rope to each end. This was in the year 1823; never
used any chains at that time. Afterwards took off the rods and used rophs in
preference; took down the rods because I thought the ropes were more Leon-
venient. The next boat 1 built I had the rudder head extended from the lower
through the promenade deck; does not think that a boat v^ould be as safely
steered with a chain as with a rope, because -you can steer more 4easily ; with
ropes than with chains ; has tried steering, altogether with chains and iron
rods, and made the experiment on the Comet, a boat of his brother’s, ahd.be1
took them out because the chains parted from the rods oftener than,ropes.did,
and were not so conveniently steered with. Would rather risk, bis boat or
himself with ropes than chains; thinks coal can be used with as much safety
as wood, where the boilers are properly adapted to it.	.
The inquest was adjourned to this day, at 10 o’clock.
EIGHTH DAY.
John Vrendenburgfr, sworn. I live at No. 90 avenue j am engineer, have been
acting a3 fireman and engineer eight or ten years ; have been an eqgi'neer: on
board the Lexington ; first, went on board of her in the fall of 1837, and continued
acting the principal part of the time as engineer. She had a perfect engine, and
her boiler was a good one ; we had it repaired last winter; we put on a new shell
and chimney legs and new bridge wall, and. put a new course of boiler iron On
the bottom of the smoke pipe., t stayed on board of her until the third of No-
vember last; believe Capt. Vanderbilt got dissatisfied with my services, was' the
reason I left, but he gave me no reasons until a day or two after I left the boat,
when I saw him. I then asked him the cause of my removal, and he gave me
to understand that it was something about the discipline of the men*; he. did not
think that it was thorough enough, and thought I had not control enough over
the men; the reason I thought very.insufficient, after being there.so long a. time..
That was all that transpired between us ; he did say----------r	•
the boat to burn coal, but nothing else; don’t know what wages he gave the next
engineer ; he paid me fifty dollars a month; have never known the Lexington
to be on fire while I was on board of her; have used coal, but never used a blow-
er ; have seen a blower used with wood on board the North America, and when 4
the furnace door was opened, the flame would come out four or fiVe feet, apcl
would knock a man over; have seen some communications in the papers whiejt*
were not true, as regards my leaving the boat. The articles 1 allude to wjere
in respect to my leaving her because I was afraid of her, and saying she was a
.dangerous boat.	,	.....	.
Frederick Hempstead, sworn. Lives in Brooklyn, in Front-street,near Jack-
son ; am an engineer; have been acting in that capacity seven or eight years,
jn several boats; was engineer of the David Brown, which ran betweeq#here
•and Charleston. We burnt coal on board of that boat with a natural d^ft; wp
had no blowers. I considered the David Brown’s fittings for thd furnace as safer
than those of the Lexington. The reason I think them safer,, is, because'they
did not use any blowers; consider blowers as dangerous, unless they are put
up sufficient ; if the sheet ^ron and bridge work is strong enough, it is not dan-
gerous; have been an engineer on board the Lexington one trip, and that waa
the trip but one before ska was lest; was afraid of fire, beeause my brothert°ULOSS OF THE LEXINGTON. ,	29
me that the boat had been on fire the trip before ; he told n.a to look cut for JUjv
along side of the boilers, and said wa should be troubled with the blowei s.
When I was in her we had a good deal of difficulty with the blowers, and
my brother told me they were also troublesome to him, and had been ever
since they had used them. The wood was stowed along side the boiler, and
Was on fire several times during the trip 1 was in her. When the blowers
were in full operation, the coals in small pieces would come out of the fur-
nace doors, if they were open, and that was what set the wood on fire
have heard my brother say that he considered her a dangerous boat, and cau-
tioned me before I went up, to look out for fire; said he could not stand it
long, the work was so hard. I consider the more revolutions the blowcis make
the more danger there is of fire.
The brick work on the comer of the bridge wall fell down several times,
as my brother told me; considered the blower the cause of their falling down;
think it was tHe wind, for when the furnace is full of coal the wind must go
somewhere, and it forced the wall out; (lid not sleep any all night, because of
my brother’s caution; there was no difficulty in extinguishing the fire; there
was a tank in front of the boiler which would hold five or six pails of water,
which was placed there for that purpose, and also to cool ofF the slice bar which
they clear the clinkers with; would consider myself safe on board of the boat
after the blowers were altered, provided I was there to keep a good look out.
I should consider the boiler on board the Lexington as safe as any other, after
her alterations for burning coal, with the exception of the blower. On our re-
turn trip we did not use the blower, because the wheel was broken. We bad
from 10 to 12 inches, and up to 21 inches steam coming down, without the
blower; don’t think that so much steam can be made with a blower as without;
the reason of it, I think is, because it blows the heat clear off the top of a smoke
pipe 5 or 6 feet high. Have seen the smoke pipe red hot within about 2 feet
of the promenade deck. The chimney was red hot most of the time on the
trip. When I went oh board there was a joiner at work on board; asked my
brother what he was doing there; my brother said the boat had been on fire,
and he was repairing the damage; he was repairing the casing of the steam
chimney on the larboard side down on the boiler hatch.
Charles B. Smith called.—Lives in Norwich, Connecticut ; was a fireman on
board the Lexington on the 13th of January. The first time I heard the alarm of
fire, was about half past seven o'clock in the evening. 1 was in my room asleep,
on the guard :—there was a man came in and told that the boat was on fire ; bis
name was Henry Reed, he was a coal heaver; he did not say where the fire was,
but said the beat was all on fire. I got out of my berth; the door of the room
was open, directly opposite the steam chimney, and I saw the promenade deck
and part of the casing around the chimney on fire ; went immediately into the
crank room and put on the hose, opened the cocks, and tried to get to the end of
the hose to play on the fire, but the fire and smoke prevented me. The hose was
lying alongside of the bulkhead, alongside of the air pump. I went aft of the
shaft to get breath, then I tried to get the buckets down that hung over the shaft,
which the fire prevented me from doing ; then I went aft with the intention of
getting into the boat, when I got aft 1 saw Capt. Child standing on the rail, by
the crane of the boat, on the starboaid side, * and heard him sing out for the
engineer.
The engineer answered, the captain asked him if he could stop the engine ; he
replied it was impossible, as the fire prevented, and I then got to where Capt.
Child stood and saw the bow takle of the boat cut away, with the boat full of
passengers—the bows of the boat filled with water, and she swung round on her
stern takle. Capt. Child sung out, hold on to.the boat, he slipped down to the
fender, outside of the bulwark. I slipped over after him, he stepped into the stern
sheets of the boat, and l put my foot on the stern of the boat and hauled it back
and just as I got my foot back the stern takle was let go, but whether it was cut or
not 1 don’t know. That was the last I saw of the boat or Captain. Capt. Child
was in the boat at the time. 1 got over the stern then with the intention of getting
on to the rudder ; I lmng by the netting, kicked in three cabin windows, and
lowered myself down and got on the rudder.
I had stood there but a minute or two, when several others came on there also;
did not know the names of any of them, knew one of them to be a waiter. There
was a boy got over the stem arid I told him to drop overboard and get on a bale
of cotton : he said he could not swim. I then told him to tell some of them on
deck to throw over a bale of cotton. Some of them hove a bale over, which 1
jumped over after, and gave the boy my place. 1 swam to it, and got on it. I
was on it until about half past 1 o’clock. About that time 1 drifted back to the
steamboat and got on her. There were then 10 or 12 persons hanging to different
parts of the boat. Mr. Hempstead was one of them, and one of the firemen byLOSS OF THE LEXINGTON.
30
the name of Baum—Job Sands, a waiter—Harry Reed, the man that .first, woke
me, and a small English boy—another coal heaver, his name was William—there
was a deck hand by the name of Charles. That was all the names I knew : the
rest were, as 1 suppose, passengers and some waiters—there were no ladies. I
staid there until 3 o’clock, when she sunk* I staid about midships, near where
the fire originated.
We stood on the top of the hips which are put on the boat to keep her from
rolling, and are made of solid timber, running fore and aft the boat nearly the
whole length of her, under the guards; but the guards at this time were burnt off.
1	stood there until she sunk. After she began to fill, the rest jumped off. After
she sunk I swam to a piece of the guard and with four others got on it,’who all
perished before day-light. One of them was Harry Reed, and another, George,
the fireman—the other was the boy I had given my place on the rudder—the
other I don’t know ; I think they all perished with the cold. I shook them around
and tried to exercise them and rub them. I remained on the piece of guard until
2	o'clock in the afternoon, whfen I was taken off by ihe sloop Merchant, Captain
Meeker, arid was taken into Southport, where I had the best care taken of me
possible. I was in my senses all the time, I swung my cap to the sloop, but
they had seen me before.
My feet were badly frozen, and my fingers touched a little with the frost; have
been in the Lexington ever since she commenced burning coal ; have known her
to be on fire on the Sid January, on the main deck, along side the boiler; it origin-
ated from some spaiks which flew up and caught the deck ; it did not burn so
much ns to make a blaze on deck ; it burnt a corner of a box which was there,
hut did not damage the goods which were in it; never knew iier on fire at any
other time. When-the floor of the furnace is opened, the sparks from the coal do
not come out, unless the damper is down, which we always keep open and fast-
ened open; never saw the blaze come out of the furnace except whep
ihe damper was down: was on board the Lexington on the trip on which Mr.
Frederick Hempstead was the engineer. The boat nor the wood on board was on
fire during that trip, to my knowledge; was up the last halfof the night on that
trip on the passage down ; we did not have the blower on, because it was broken;
saw no bricks blown down at any time,
The joiner that was at work on board at that time, was putting up a bag-
gage room, and at work around the engine; never saw the casing of the steam
chimney on fire; should think I should have heard of it if there had been a fire on
board; never heard of any cotton being on fire either on the wharf along side or
09,board the boat; have seen the chimney red hot.and seen a blue flame come out of
the top of the chimney, probably as much as six feet; don’t consider a boat in any
more danger with a blower than without one; have seen the Jackson's pipe red hot
from top to bottom, and the flame come out of the pipe 10 or 12 feet; there was a
plenty of hose to go around the boat; should think there was about seventy-five
passengers on board. We can make more steam with blowers than without;
when we are carrying 10 or 12 inches steam, take off the blower and the steam
will run down so as to stop on her centre in a short time; have seen the steam
run down from 16 inches to an inch and a half in twenty minutes after the blower
was taken ofl.
John. RynOj sworn. Lives in McDougal street at the corner of King; am a,
cartman, and stand at pier No. I North River, The last time the Lexington-went
out 1 saw a bale, of cotton on fire on the deck, at about from 12 to 3 o’clock; it lay
along side of the wood which lay between it and the Lexington; there was one
corner of it on fire; it lay by itself; don’t know whether they took it on board
the Lexington or not; saw the hands from on board the Lexington pouring water
on it; did not see them throw but one pail on it; did not hear any remarks made
about it at the time.
TERMINATION OF THE INQUEST.
The evidence on this investigation terminated on Thursday afternoon, and the
Jury assembled yesterday at two o’clock to determine on their verdict.
The coroner briefly addressed them as follows :
Gentlemen—I have no farther witnesses to produce before you, and the inves-
tigation has arrived at that stage when it becomes your peculiar province to con-
sider and determine on it. It would be preposterous in me, to attempt directing
the minds ofthis Jury as to the result which they are to arrive at; for each and
all of them are as capable of understanding the testimony as I am. I shall there-
fore use no argument, or in any way attempt to lead you, knowing that you are
fully competent to make up your own minds as to what, under all the circum-
stances of the case, should be your verdict. I however consider it my dpty tore-
mark, that my mind remains at this moment as undecided as it was before the in
vestigalion commenced, and to me the question remains involved in as much mys3/
LOSS OF THE LEXINGTON.
iery es ever.; Nor cat) I from all tlie testimony which has been adduced, come to any
conclusion, or be satisfied as to the origin or cause of this fire. You,genilemen,how-
ever, may be more competent to airive at some conclusion on the subject. But
in doing so, allow me to impress upon your minds the necessity of exercising
due deliberation, great care, and extreme caution. For never perhaps, did there
go forth to this community, a Coroner’s inquest the consequences of which wTere
likely to affect so many, public and private interests. The words of this inquest
will reach the bosoms of those whose relatives have perished by this melancholy
calamity and may dispose them to resignation, or aggravate their grief, according
as your verdict tells them that it was owing to unavoidable accident, or to thebneg-
ligence ofthose in whose hands they entrusted their lives. Your verdict may
also, in a pecuniary point of view, affect materially, not only the interests of
the Company most immediately concerned in it, bu-t also of several others; and
hence, gentlemen, the necessity of great caution in determining on your verdict.
You have a right to append to your verdict any opinion you may think proper,
and you may either give a verdict simply saying what you think was the proba-
ble cause of the deaths of tlie persons on whom you are holding this inquest, or
you may, in addition to such a verdict, state your opinion as to the outfit of the
boat arid the manner in which she was navigated. You have also a right to ex-
press your opinion as to whether the boat was fitted out according to law, and if
you come to the conclusion that she was fitted out according to law, it would be
but doing justice to the Company to say so. But in directing your attention to those,
points which it is your duty to consider and decide on, 1 will again say, that I
have not the most remote intention to influence your verdict one way or tlie
other.
The Jury were then left to consider their verdict, and after considerable time
had elapsed, without any likelihood oftheir being able to agree, the Coroner in-
lirnated to them that, it was not necessary for them all to agree on a verdict, but
that in this respect their powers were similar to those of a grand Jury, and that a
majority of them might render a decision. The Jury then acted in accordance
with this intimation.
The Jury then delivered the following opinion and verdict.
From the testimony adduced before the Court of inquiry by the Coroner’s in-
quest to investigate the causes which led to the destruction by fire of the steam-
boat Lexington, the inquest are of opinion, that the fire was communicated to the
promenade deck by the intense heat of the smoke pipe,or from sparks from thespace
between the smoke pipe and steam chimney,as the fire was first seen near the casing
of the steam chimney, on theptomenade deck. They are further of opinion,that the
Lexington wTas a first rate boat, with an excellent steam engine, and a boiler
suitable for burning wood, but not coal, with the blowers attached. Further-
more, it is our opinion, that had the buckets been manned at the commence-
ment of the fire, it would have been immediately extinguished. Also, that in-
asmuch as the engine could not be stopped, from the vapid progress of the fire,
—with presence of mind of the officers and a strict discipline of the crew, the
boats could have been launched, and a large portion of the passengers and crew
if not the whole, might have been saved.
It is the opinion of this Jury thaf the present Inspectors of Steamboats, either
from ignorance or neglect, have suffered the Steamboat Lexington to navi-
gate the Sound at the imminent risk of the lives and property of the passen-
gers, giving a certificate stating a full compliance with the laws of the United
States, while in our opinion such was not the case.
That the system as adapted on board of the Lexington of using blowers on
board of boats, is dangerous,. which has been proved to this Jury by competent
witnesses. And that the conduct of the officers of the Steamboat Lexington
on the night of the 13th of January, when said steamboat was on fire-, deserves
the severest censure of this community; from the facts proved before this Jury
that the Captain and Pilot, in the greatest hour of danger, left the steamboat
to her own guidance, and sought their own safety, regardless of the fate of the
passengejs. Instead of the Captain or Pilot retreating to the tiller, aft, when
driven from the wheel-house, forward, and the ropes there being burned off,
there being at that time a communication to the same tiller, there appeared to
be no other thought but self preservation. And it. further appears to this Jury
that the odious practice of carrying cotton, in any quantities, on board of passen-
ger boats, in a manner in which it shall be liable to take fire, from sparks, or
heat, from any smoke pipe or other means, deserves public censure.
Signed by
James Goadby, Thomas E. Burlew, S. H. Harriott, Tennis Fox-
kes, James Green, P. M. P. Durands, Jr. Edmund B. Me Veagh, A.
8. Chase, Abraham Crevelin, Robert Buttle, Richard M. Hoe, Henry
V. Davids.LOSS OF THE LEXINGTON.
m
Wk,'com posing part ofthe Jury in the case of the loss of the Lexington, fully
exonerate and exculpate Capt. Stephen Manchester from any blame or censure
after the breaking out of the fire on board.
Signed	BENJAMIN VINCENT, Foreman.
JOSEPH E. MOUNT
January 3Ht, 1840.
VERDICT.
That Silas Thurber, Benjamin Laden, Philo Upson, Stephen Waterbury, and
-—— Bates, have come to their deaths in consequence of the burning of the
Steamboat Lexington, on the night of the 13th in&t. in Lon«* Island Sound.
The N. York Courier and IJnquirer gives the following hs the substance
of what Mr. Crowley, the 2d mate, would have stated before the inquest,
if the verdict had been delayed for the reception of his testimony.
That on the alarm of fire being given, he immediately proceeded to the
spot whence it came, and there discovered six bales of cotton on fire,
which had not then spread to any part of the wood work. That he imme-
diately handed up to Capt. Manchester, who was on the promenade deck,
three pails of water, and then with the deck hands and waiters continued
to draw water and throw it on the fire; they did so without any confusion,
and with the most strenuous exertion, until they were driven away by the
strength of the flames. That Capt. Child was among them, aiding and di-
recting, and that it was not until all hopes of saving the boat was gone,
that Capt. Child, in reply to an inquiry from some of the passengers of
“ what was to be done,55 replied in a collected manner, " Gentlemen, take
to the boats,5’ and then went aft himself, which was the last time Mr. Crow*
ley saw him. Crowley also states that before leaving the wreck, he saw
one of the quarter boats launched by some of the passengers, and called out
to them “ to put the plug in the boatthat he assisted one of the passen-
gers to throw overboard ‘ the hawser tub,’ and another c the chaffing board;’
that he himself at last threw over ‘aside plank,5 and jumped on it;
soon afterward, swam to a bale of cotton which floated near him. While
on this bale of cotton, he never lost his presence of mind, or his hope of
escape, and noted the different points of land which he knew, as he floated
past them.
On Tuesday, the morning after the misfortune, he saw the sloop Mer-
chant pick up one or two persons who had been on board, and endeavored,
by holding up his waistcoat, to attract their notice, butunavailingly ; when
the night of that day came on, he thought himself near Fautkland Island,
and expected to drift ashore there, but finding himself exhausted, he, mi-
raculous to state, composed himself on his bale of cotton, went to sleep,
and slept soundly until morning ! This part of his story seems almost in-
credible, but it has been repeated to us by two individuals, who had it from
his own lips, and who say that, from his manner of relating it, they have
no doubt of its truth. Much revived by his sleep, he continued through
the following day to make every exertion his situation permitted, to reach
the land, which, however, he did not do until night. When landed, he
scaled the high bank on the shore, and was on the point of sitting down to
rest himself, when a light at a short distance attracted his notice; he im-
mediately got up, walked in the direction of the light, and reached the hos-
pitable mansion of Mr. Huntingdon, at the moment his son had just arriv-
ed there from Huntingdon, and was relating to his parents the particulars
of the loss of the Lexington. His unexpected appearance in the little fam-
ily circle, pale and wretched, with his waistcoat wound round his head,
naturally created a sensation; but he had scarce time to tell that he was
one who had escaped from the scene of death, ere he received all the care
and attention his situation required. His feet were badly frost-bitten, but
in a few days he will, no doubt, be sufficiently recovered to reach the city.