1857 — Nov 15, steamers collide, Opelousas sinks, Gulf of Mex., coast of LA ~Berwick Bay LA-18

— 25 Newport Daily News, RI. “Fearful Disaster.” Nov. 19, 1857, p. 2.
–20-25 New York Times. “Steamboat Collision — Twenty-five Lives Lost,” Nov 19, 1857.
–18-25 Adams Sentinel, Gettysburg, PA. “Terrible Collision in the Gulf.” Nov 23, 1857, p. 2.
— 18 Berman, Bruce D. Encyclopedia of American Shipwrecks. 1972, p. 184.
— 18 Civilian & Gazette, Galveston. “Frightful Catastrophe; Collision at Sea.” 11-24-1857.
— 18 Lytle and Holdcamper. Merchant Steam Vessels of the [U.S.] 1807-1868. 1952, p. 254.
— 18 Monroe Sentinel, WI. “Steamboat Sunk – 18 Lives Lost.” Nov 25, 1857, p. 1
— 18 Twaintimes. “1857.”
— 18 US SIS. Appendix 12, US Treasury Dept. Report on the Finances, Oct 25, 1858, p. 268.
— 18 Way’s Packet Directory, 1848-1994… Steamboats…MS River System. 1994, p. 356.
— 16 Galveston News. “Terrible Collision! Loss of the Steamship Opelousas.” 11-21-1857.

Narrative Information

U.S. Steamboat Inspection Service: “On the night of November 12,1857, at about 12 o’clock, the steamships Opelousas and Galveston, both belonging to the same company, came in collision while on the passage between Galveston and Berwick’s bay; by this accident eighteen lives were lost, and the Opelousas became a total wreck.

“An investigation was had, which resulted in a decision that the accident was caused by the confusion of the men at the wheels and the want of proper discipline; the vessels, being at sea, were not under the control of the licensed pilots. All the deck officers of both ships were reported to the district attorney for prosecution; a trial was had, and the party on the trial acquitted.

“The serious loss of life in this case was mainly attributable to the manner in which the life-boats were carried on board the Opelousas, viz., under the hurricane deck, so that much time was required to get them overboard. Only one boat was got overboard in time to be available for the saving of life; the other was abandoned with the sinking ship. Had these boats been properly suspended, so as to have been readily available, the loss of life would have been very much less, and not improbably all would have been saved.” (U.S. Steamboat Inspection Service. Appendix 12, US Treasury Department. Report on the Finances, Oct 25, 1858, p. 268.)

Way: “Opelousas. Built in 1852 in New Albany, IN, 113 tons. “Came in collision with the Galveston at Galveston, Tex., Nov 12, 1857, and sank with loss of eighteen lives.” (Way’s Packet Directory, 1848-1994: Passenger Steamboats…MS River System. 1994, p. 356.)

Newspapers

Nov 17: “New Orleans, Nov 17th – A catastrophe of the most lamentable character occurred on the Mississippi, on Sunday night, the 15th inst. The steamship Opelousas…on her way to [Galveston] came in collision with the steamship Galveston….About twenty-five of her passengers perished, and among them was Gen. Hamilton, formerly of South Carolina, but of late years an influential citizen of Texas. Those known to be lost number eighteen, but it is believed that others have perished whose names are not known….There were altogether fifty-six passengers on board….” (Adams Sentinel, Gettysburg, PA. “Terrible Collision in the Gulf.” Nov 23, 1857, p. 2.)

Nov 17: “New Orleans, Nov. 17th — Steamship Sunk, and twenty-five lives lost. – Steamship Opelousas, from Berwick Bay, bound to Galveston, is reported to have sunk, at midnight of the 15th, and 25 passengers were lost, including Gen. Hamilton of South Carolina. Officers and Crew all saved.” (Newport Daily News, RI. “Fearful Disaster.” Nov. 19, 1857, p. 2.)

Nov 18: “New-Orleans, Wednesday, Nov. 18. The Texas steamship Opelousas, from Berwick Bay, bound for Galveston, with 56 passengers, came in collision with the steamer Galveston, of the same line, at midnight on the 15th inst. The Opelousas sunk almost immediately, and from 20 to 25 lives were lost, among them Gen. Hamilton, of South Carolina. All the officers and crew of the Opelousas were saved. The Galveston was but slightly injured.” (New York Times. “Steamboat Collision — Twenty-five Lives Lost,” Nov 19, 1857.)

Nov 18: “New Orleans, Nov. 18…The steamer Opelousas, from Berwick’s Bay for Galveston, was run into at midnight on the 15th by the steamer Galveston, of the same line. The Opelousas sank in twenty-five minutes. Eighteen persons are known to be lost, probably more. Sixty-six passengers and all the officers and crew were saved….” (Monroe Sentinel, WI. “Steamboat Sunk – 18 Lives Lost.” Nov 25, 1857, p. 1.)

Nov 20: “New Orleans, Friday, Nov. 20 There was a meeting here last night of the passengers of the steamers Galveston and Opelousas. Resolutions were passed, strongly condemning the lack of discipline on both boats, which, it was asserted, was the cause of the unpardonable accident.” (NYT. “The Collision between the Steamers Galveston and Opelousas,” 11-21-1857, p. 4.)

Nov 21: “On the arrival of the Opelousas Railroad train last evening, we learn from rumor that there had been a collision on Sunday night between the steamer Opelousas, Capt. Ellis, and the Galveston, Capt. Jerry Smith, of the same line, coming from Galveston and Indianola, to Berwick’s Bay, and that there were several lives lost. The most authentic shape in which we have been able to obtain intelligence of the important event has been that of a note from Mr. John McNair, the clerk of the Galveston, which we append. It will be seen that among the passengers lost by this occurrence was Gen. James Hamilton of South Carolina.

Mr. McNair’s Letter
On Board Steamboat Galveston
November 17, 1857

Editors of [New Orleans] Picayune – Gentlemen – At 12 o’clock (midnight), the 15th inst., the steamship Galveston came in contact with the steamship Opelousas, striking the Opelousas nearly amidship, causing her to sink in about twenty minutes. The Galveston, receiving but little damage, lay by her until daylight this morning, and succeeded in saving the following [omitted here] passengers, and all the officers and crew.

“List of Those Known To Be Lost.” [Sixteen fatalities noted, including six children.]….

“The steamship Galveston, which run into the Opelousas, was considerable injured by the accident. Capt. Jerry Smith, who was in command of the Galveston, immediately headed her for the mouth of the river, intending to take her to New Orleans for repairs, but as she made water very fast, Capt. Smith run her upon the S. W. Breakers at the Balize, to keep her from sinking. When the [steamer] Mexico left her, she had four feet water in her hold. Here passengers and crew were all saved. We gather the above from the passengers by the Mexico.” (Galveston News, TX. “Terrible Collision! Loss of the Steamship Opelousas.” Nov 21, 1857, p. 3.)

Nov 21: “New Orleans, Saturday, Nov. 21. The officers of the steamships Galveston and Opelousas were arrested here to-day, it being held that it was the neglect of their duties and want of proper management that caused the late sad disaster.” (NYT. “Arrest of the Officers of the Steamships Galveston and Opelousas,” Nov 23, 1857.)

Nov 24: “It is our melancholy duty to record the destruction of the New Orleans and Galveston steamer Opelousas, and the loss of eighteen of her passengers, by coming into collision with the steamer Galveston, near Menteau Point [?], about midnight on the night of the 15th instant.

“So sudden was the catastrophe that the passengers had not even time to use the life preservers. All was confusion and dismay. The life boat was cut away and some 15 or 20 jumped into her, and others jumped into one of the quarter boats, when both boats started for the Galveston, then some distance from the wreck. The life boat before reaching the Galveston was capsized, and several of the passengers sunk to rise no more. In a few moments however, the Opelousas, from the weight I suppose of her machinery, broke in two and turned bottom upwards.

“The Galveston stayed by the wreck during all the night, and her officers and men used every exertion to save those floating in the water….

“Our Daily of Saturday contained the brief…recital of the collision of the steamships Galveston and Opelousas, on the Gulf, the destruction of the latter, and the frightful and sudden loss of life which resulted from the event – accident we can scarcely call it, for we are forced to the painful idea that proper care and prudence on the part of those to whose care the precious freight of lives on both boats was consigned would have averted the circumstance which has resulted in the loss of thousands of dollars in property, which the owners could illy afford to lose, and the irreparable destruction of life.

“….It is stated that the second mate of the Opelousas and the first mate of the Galveston were on watch on their respective boats at the time of the collision. Capt. Ellis, of the Opelousas, has published a statement, in which he says that the weather, a few minutes of 11 P.M., looked very squally over the land, but presently cleared off and left a star-light night overhead, but a slight haze on the horizon:

I ordered an extra bright light to be set about 15 meet up the forestay, as the light on our stern sometimes went out, without being instantly perceived. I went my accustomed round of the ship before midnight, and found everything in order, boats all right, three oars and a plug lashed in each. I then ordered the second mate to call me if the wind came out from the north-ward, and keep a lookout for the Galveston, which vessel passed us when visible about 12 ½, distant from one to three miles on other occasions. I then lay down with my clothes all on, and presently heard them hoisting the jib and foresail. A short time after, Mr. Jewel called to me that the Galveston was near, about two points off our starboard bow, and that he had kept her (i.e., out ship) off a little. I jumped up and saw a light in that direction close to us, and thinking we would pass, ran in to get a blue light, six of which I had ordered from New Orleans that very trip, but when I stepped out, after a few seconds’ detention, the light – a green one – disclosed the Galveston at full speed, running directly on our beam; at the same moment, the second mate sung out, ‘hard-a-star-board,’ but as our boat…[unclear] and went easily into us up to our steam pipe nearly, and hung. I climbed up on her bows to get a line that I might fasten her to my boat, so when she was clear she would be close to us, but I saw no one, and feeling her back astern, jumped back to my own ship.

“J.B. Lyman, Esq. publishes a statement, in which he says that after the collision the Galveston came ‘to anchor about a quarter of a mile from the scene of the disaster. About an hour and a half before daylight, all the Galveston’s boats returned and were hauled up.

About half an hour after this, two of the Opelousas’ passengers drifted by on a piece of the wreck, crying loudly for help, but no boat was sent out nor was any effort made on the part of the officers of the Galveston to save them. After daylight six more passengers of the Opelousas were brought on board. They had clung to the wreck ever since the disaster – six hours or more – whilst the Galveston was anchored not more than a quarter of a mile from them. Some of the rescued passengers, after being stripped in order to have their clothes dried, were unable to get their clothes back, or the valuables that the pockets contained, and no effort was made by the officers of the Galveston to have the property hunted up and restored.

I was on deck about an hour before the collision. There was no one else there at the time that I could see, except the man at the helm, and he appeared to be young and inexperienced. I thought at the time that he was asleep or dozing. The lights were all lit. The night was somewhat cloudy, but not in the least foggy, and I think that lookouts on the vessels might easily have seen each other at the distance of a mile or more.

“Capt. R.V. Maclay of the army says that about half an hour before the collision he went to the wheelhouse to see by the compass what direction I came from. He went in quietly to look at the compass, when he noticed the man at the wheel leaning forward over it, with one arm slung loosely over one of the handles and his other hand holding to the wheel. Capt. M. thought at the moment he was leaning over to look at the compass; but on waling aft began to fancy he might be asleep, which suspicion he now thinks was but too well founded.

“At a meeting of a large portion of the rescued passengers of the steamship Opelousas, and the passengers of the steamship Galveston, held at the St. Charles Hotel, in the city of New Orleans, on Wednesday, Nov. 18th, 1857, Capt. B.H. Hill, U.S. Army, was called to the chair, and F.P. Wood, of Virginia, Joseph B. Lyman of New Orleans, and E.W. Finch of Missouri, being appointed a committee, brought in the following resolutions, which were unanimously adopted, to-wit:

In view of the various facts of the late melancholy catastrophe, as set forth by the statements of some of the survivors:

Resolved, That we feel it due to the traveling public, thus publicly to express our utter condemnation of the conduct of the officers and crews of both ships, both before and after the very melancholy collision, as showing the most criminal carelessness and reckless indifference of human life – it being our mature conviction that the calamity was the result of gross neglect and carelessness on the part of the officers, and an entire want of discipline on the part of the crews.

Resolved, That the many instances of criminal robbing and pilfering of the effects of the rescued passengers by the combined crews of both ships, demand legal investigation at the hands of the constituted authorities of the country.

Resolved, By the surviving passengers of the Opelousas, that we return our very heartfelt thanks to the passengers of the Galveston and the citizens of New Orleans, for their kindness and generous liberality extended to us during our very destitute condition, and especially for their very kind and tender attentions given to the surviving ladies who were the victims of this calamity.

“Investigation – We see by the New Orleans papers that Judge McCaleb, of the U.S. Court, charged the Grand Jury that it would be their duty to make inquisition into the causes of the late collision between the Opelousas and Galveston, and find accordingly. The N.O. Delta of Saturday morning says:

In accordance with the finding of the Grand Jury yesterday, warrants were issued for the arrest of all the parties implicated by the true bills found.

Capt. A. Van Horn Ellis surrendered himself and was admitted to bail by U.S. Commissioner Lusher, upon giving bond in $10,000, to appear this morning before the U.S. District Court. The day for examination we presume will be then fixed.

The following officers and seamen of the steamship Opelousas were arrested, and will be brought into Court this morning: Thos. Blake, First Mate; John R. Young, Second Mate; Peter G. Smith, Quartermaster; John W. Jewell and John Rankin, seamen.”

(Civilian and Gazette, Galveston, TX. “Frightful Catastrophe; Collision at Sea.” 11-24-1857, p3.)

Nov 26: “The New Orleans papers give particulars of the loss of the Opelousas. The Crescent says:

“At a late hour last night we learned that a collision had occurred between the steamship Galveston and Opelousas, in the Gulf about midway between Berwick’s Bay and Galveston, by which the Opelousas was sunk in about fifteen minutes after the accident. The collision took place shortly after midnight of the 15th when most of the passengers were in their berths.

“Some 53 are known to have been saved, most of whom reached the city last night by an express train of the Opelousas Railroad. Many of those saved are injured.

“The Galveston now lies in Atchafalaya bayou with four feet water in her hold, she having been disabled by the collision.

“The Picayune gives full lists of lost and saved…[lists of 17 fatalities and 56 saved]. Officers and crew (27) all saved….

“Captain Washburn, of the Galveston, being sick at Galveston, was not on board his steamer at the time of the disaster. The officer in command of the Galveston, at the time, was Captain Jere. Smith.

“All of those who were rescued from the sinking steamer of course saved nothing from the fatal wreck, and were brought to the city without money, clothing or anything else…” (NYT. “Calamities. Particulars of…Loss of the Steamship Opelousas in the Gulf,” 26 Nov 1857.)

Nov 28: “New Orleans, Nov. 28. “The Captain of the steamer Opelousas who was indicted for manslaughter in consequence of the late collision has been acquitted.” (Daily Wisconsin Patriot, Madison. “From the South.” Dec 3, 1857, p. 3.)

Dec 1: “The steamship Galveston, recently damaged in collision with the steamship Opelousas, and reported as being on the bar at the South-West Pass during the recent heavy weather, arrived at the docks at Algiers, opposite New Orleans, on Monday last, The Picayune of Tuesday says.

“Capt. Jerry Smith and six of his officers and crew, of the steamship Galveston, were arraigned this morning before Judge McCaleb, on the finding of the Grand Jury, in which they stand accused of manslaughter, in having caused the death of J. Hamilton, Lucy Williams and others, through their neglect in the last collision between the Galveston and Opelousas in the Gulf of Mexico. The pilot, mate, second mate and watchmen, of the Opelousas were also arraigned on the same charge. The trial will come off on Thursday next. Thomas Tucker of the steamship Galveston, was yesterday admitted to bail – bond given for his appearance $5,000….

“Incidents of the Loss of the Opelousas.

“From Gen. Willis Lang, formerly of Clarke county, Miss., who was a passenger on the Galveston, the Mobile Mercury has received some interesting details of the late disaster. We extract the following:

The most gallant conduct was shown by Mr. McFarlane, late mate of the Jasper (a Texas steamboat), who was a passenger on the Opelousas. Through his exertions, unaided, if not thwarted, by the officers, a boat was launched, manned, and about thirty passengers taken on board – but in the confusion the plug was left out. He set the men to bailing with their hats and boots, and stood in the bow giving directions with perfect coolness….But the surging of the waves against the stern of the Galveston swamped the boat, and only eight of those on board were saved – chiefly such as could not swim, but clung to the ropes. Among those lost was the brave McFarlane himself, who, it is supposed from his exclamations as he was struggling in the water, was dragged down by those who held on to him.

The conduct of the crew, or rather the stewards and boys, of the two boats, is severely censured, for plundering the clothing which the passengers of the Galveston threw open for the use of the sufferers, and even some which the passengers of the Opelousas had saved….

“Statement of Mr. Jones, One of the Stewards.

“Editors Delta. – Dear Sirs: In your Sunday Delta I observe a letter from Gen. Willis Lang, professing to give some of the incidents connected with the loss of the steamship Opelousas, which I regret to say, are very much distorted. His description throughout from the launching of the life-boat to the rescuing of the survivors of that boat, is entirely wrong. He says McFarlane was unaided, if not thwarted, by the officers of the O., that he stood in the bow of the boat issuing his orders with perfect coolness, and the boat was capsized by the surging of the waves against the Galveston’s stern.

“The boat was launched by the efforts of McFarlane, Bunker, the mate of the Opelousas, and some of the passengers and crew. McFarlane did not stand in the bow issuing orders, but did more efficient service by seizing an oar and assisting Bunker to row to the Galveston. The boat was capsized through the efforts of those in her to be the first on board the G. He also says the conduct of the crew – or, rather, the stewards and boys of the two boats – are severely censured for plundering the clothing of the rescued passengers – which assertion I most emphatically deny.

“On the contrary, the stewards were assiduous in their endeavors to render the passengers as comfortable as possible under the circumstances. The steward of the Galveston and his boys opened their trunks and supplied the destitute, as far as their stock of clothes permitted, and he cannot find a passenger who will say either of the stewards plundered or otherwise injured any one of the rescued passengers. He, in the same breath, accuses them of stealing and deeds of humanity. – That the whole thing throughout was to gain newspaper notoriety, on the part of the ‘General,’ is my belief.

“He further states that a young lady from Missouri was severely injured by being thrown down and a plank thrown upon her, and stood upon, as she believes, by an officer of the boat, who had previously refused her one of two life-preservers which he had in his possession. There was not an officer of the ship who had even one life preserver. But there is no use in dissecting it any further; the inconsistencies are so glaring and the facts so well known by scores of others who were there, that, but for the unjust accusation against the stewards and their crews, the effusion of the General would not have been noticed by one of the stewards. J.H. Jones. Magazine St.”

“Statement of Wm. Cochran

“Mr. Wm. Cochran, of Texas, who was a passenger on the Galveston, has sent us from Mobile a statement of the disaster, from which we make the following extract:

It is due to Capt. Smith, of the Galveston to say that he rendered every assistance in his power to rescue the drowning, and to make them as comfortable as possible on board his boat….I believe that, agreeable to the best calculation that could be made, there were from seventeen to twenty persons perished, though some of the passengers think the number much larger. About fifty-four passengers were saved, together with the Captain and whole crew of the Opelousas – with one exception – which shows that they acted upon the principle of self-preservation.

….Great indignation is felt towards the boats on this line. It is stated that the pilot, a watchman, on the Galveston, was discharged by Capt. Ellis for sleeping on duty, and was afterwards employed on the Galveston to fill the same important office. – When will out laws be put in force against those who value dollars and cents more than human life? Wm. Cochran.”
(Galveston Weekly News, TX. “The Opelousas Disaster.” Dec 1, 1857, p. 1.)

Dec 1: “New Orleans, Dec. 1. The District Attorney has entered a nolle prosequi in the case of the Captain, Pilot and others of the steamship Galveston, and also in the case of the first mate, pilot, and others of the Opelousas. Several persons are yet to be tried.” (NYT. “Discharge of the Officers of the Steamships Galveston and Opelousas.” Dec 2, 1857.)

Dec 8: “Captain Ellis of the ill-fated Opelousas, says in a late card that there was no need of a life being lost, as there was wreck enough to float five hundred people, but the men jumped overboard in their fright. He saw two men jump on the rails, draw their revolvers and fire away. One all but drowned himself in vain efforts to mount a barrel. The noise of escaping steam made it difficult for orders to be heard, and the rush of water and cracking of the timbers needlessly frightened into helplessness many unaccustomed to the sea.” (Jamesville Morning Gazette, WI. “The Effects of Fear.” Dec 8, 1857, p. 4.)

Dec 15: “The following is a portion of the testimony adduced before the U.S. Court at New Orleans on the trial of Thos. Tucker, mate, Thomas Torpy, quartermaster, and Alex. McCullum, seaman, of the steamship Galveston:

Capt. A. B. Macklay, sworn – I was a passenger on the Galveston. I got on deck two or three minutes after the collision. I did not observe the position of either vessel. I know Tucker. I was on deck about an hour before the collision. The mate was not on deck. I walked fore and aft. The man at the wheel appeared to be dozing; one of his arms was thrown over the wheel, and the other hanging down. He did not move when I went into the pilot house. I was there but a moment, while looking at the course the vessel was steering. The course was E, halt [unclear] N. I went forward but found no one there. I then went aft but no one was there either. Soon after I saw the mate leave the cabin with an overcoat, and suppose go on deck.

J. B. Lyman, sworn – I was on deck of the Galveston about an hour before the collision. I did not see any one on the lookout forward. Had there been any one there, I would have been apt to see.

Cross-examined – I went below an hour before the collision. I did not see Capt. Macklay on deck.

R. T. Lewis, sworn – The Galveston floated off about half a mile from the Opelousas after the collision. Sometimes during the night she was a mile distant.

Capt. Burgess, pilot of the Galveston, sworn – Tucker’s watch was from 8 until 12 o’clock. Torpey was at the wheel during the same watch. The Galveston struck the Opelousas at a slight angle, not exactly square. The Galveston remained within hailing distance until the Opelousas sunk.

Capt. Jerry Smith, sworn – I was in charge of the Galveston the trip during which the collision occurred; I was asleep at the time of the collision; I retired about half-past eight o’clock; when I got on deck, I asked what was the matter; I think it was the mate who said ‘We are into the Opelousas’; I said at once ‘back her;’ I do not think she was backed until I gave the order, but I did not get far enough forward to know positively; the Galveston was into the Opelousas at a slight angle, the angle being towards the bow; I do not know how the Galveston was steering at the time; supposing I met the Opelousas, and knew her to be my consort, and that I was steering E. one-half W. of course, I need not alter my course at all; I never cross the bow if I can help it; I would not stop in all cases of doubt; if I heard a vessel blow the signal whistle, I would only know that she meant to tell me an indication which way the vessel was going – not at sea.

“Capt. David Wilson testified that supplemental rules for the guidance of steamships, offered in evidence by the U.S. Attorney, had not been furnished to the Galveston by the Inspector. The U.S. District Attorney concluded that as the set given referred to those others, the boat should have had them on board.

“Peter Smith, steersman of the Opelousas, testified that he judged the course of the Galveston to be E.S.E. at the time of the collision.

“Capt. Ellis sworn – If the Galveston was within 200 yards of the Opelousas, and had put her helm hard astarboard, I think she could have cleared the Opelousas if she was heading S. and E.

“To Mr. Tappan – There was a thick haze round the horizon, but it was clear overhead; I think you could not see the hull of a vessel at times more than 150 yards; at other times, you could see about a quarter mile.” (Civilian And Gazette, Galveston, TX. “The Steamship Disaster.” 12-15-1857, 3.)

March 2, 1858: “Messers Editors: The excitement and indignation manifested on the part of the public and the press, at the loss of the steamship Opelousas, has, to some extent, subsided. I beg as an act of justice to myself, a small space in your columns, to say a few words in relation thereto. I was second officer of the Opelousas, and holding the Captain’s watch at the time of the unfortunate collision between her and the Galveston. At about 12 o’clock, midnight, I discovered we were meeting the Galveston about three points on our starboard bow, having but a few minutes before set the gib and foresail, the wind at the time having suddenly canted round to the northwest, with fresh breezes, and steering west by south, that being the due course for Galveston bar. Having made her on my weather bow, 8 points, with my larboard sheets aboard, with the wind from the northwest, and steering west by south, it was more easy, and more to my advantage to keep my vessel off than to luff to under the circumstances, in which I believe every seaman, who knows the difference, will agree with me. I ordered the man at the helm to starboard, and keep her… off and give the ship a wide berth, I then stepped into the Captain’s cabin and calling to him, told him we were meeting the Galveston, I had scarcely got back, which was but a few seconds, when I discovered the Galveston, say about fifty yards, coming stem on, in an instant she was upon us. At the time of the collision, the Opelousas was running off from her, as the manner and place in which she was struck clearly indicated we were cut through to the water’s edge; I sung out at the top of my voice, for every man, woman and child to hasten on deck. I then went to go aft to clear away the boats, but was unable to reach them as soon as I wished, the steam escaping from the broken pipes, when I did I found two of the boats gone with passengers; I then immediately endeavored to clear the other two remaining boats, I succeeded with assistance and much labor, in getting one off laden to the guards with passengers, when she sunk from under my feet, and left me with others of the crew to swim for our lives. I remained in the water nearly two hours and had almost given up in despair, when 1 was picked up and taken to the Galveston; there I got a boat and two men and went in search of those still remaining in the water, and succeeded in saving twelve or fifteen lives. I then went with my two men the second time and found but few, and when no more could be found after a diligent search, we all returned on board the Galveston, and laid by all night at anchor. I don’t see, for my part, how any blame can be attached to either boat, and I being an eye witness of the whole affair throughout, state that the officers and crew of both vessels did their utmost to avoid a collision and to save their fellow brethren after the melancholy event, that northing under Heavens, under the circumstances, could have prevented it, save the power of God. I have followed the sea for a livelihood some twenty odd years, and have met with dangers… [unclear] and privations in my calling, but never have I yet been found inattentive or negligent in the discharge of my duty in all its branches. I have been arraigned before the courts of my country in this instance, and charged with criminal neglect. I have been tried by a jury of my countrymen and honorably acquitted. You know the life of a sailor affords but few opportunities of making permanent friends; I have been fortunate to have found some who have assisted me to vindicate my character and save harmless that good name which I have earned by long years of toil and labor, I am unwilling to lose their good will, I am unwilling that any blame should rest upon me the sad results of that unfortunate event – it is for this reason I ask a publication of the above plain and truthful statement of facts. Yours respectfully, J. W. Jewell.” (Civilian And Gazette, Galveston, TX. “Letter to the Editor.” March 2, 1858, p. 2.)

March 30, 1858: “The Banner speaks in terms of just commendation of the improved management of the steamers which ply between this city and Berwick. The Banner says that before the collision between the Galveston and Opelousas there was too much intoxication and gambling on these boats for either their safety or their reputation. But since the collision there has been a constant improvement, until now, with now captains, who know their duty, and have the firmness and vigilance to see that all the subordinate officers do theirs, these steamers are becoming popular, and passengers feel safe in traveling on them.” (Civilian and Gazette, Galveston. 3-30-1858, p2.)

March 30: “I the New Orleans Court, a suit has been instituted by Mrs. S. Cleland against Cornelius Vanderbilt for damages, which she lays at $20,000, on account of the loss of husband, which was occasioned by the fatal collision between the steamers Opelousas and Galveston in November last.” (Racine Daily News, WI. March 30, 1858, p. 2.)

1859: “General James Hamilton was lost on board the steamer “Opelousas,” on the 15th of November, 1857, on his passage to Galveston, Texas, by a collision with the steamer Galveston, through the most culpable negligence. The night was perfectly clear and calm. These vessels were the regular mail steamers, in the constant habit of passing each other at the same hour and same latitude. The captain of the “Opelousas,” in his published statement, says that he had just retired, and put his vessel in charge of the 2d officer, but was soon aroused by a most crushing shock; and on reaching the deck he beheld the bow of the Galveston breaking through the side of his boat, which commenced filling, and sank in a few minutes, carrying down most of the passengers. And yet in this country there is no punishment for such reckless and cruel manslaughter. A lady passenger who was saved stated that General Hamilton, starting from his berth, requested her, as his hand was lame, to tie on his life-preserver. She replied “l am hastening to my child;” when he exclaimed “For God’s sake leave me and save your child!”” (National Democratic Review, “An Obituary Notice of The Death and Character of Gov. Hamilton, of South Carolina,” Washington, 1859, p. 3.)

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