Life on the Mississippi
to take their places. In time, the association could put wages up to any
figure it chose; and as long as it should be wise enough not to carry
the thing too far and provoke the national government into amending the
licensing system, steamboat owners would have to submit, since there
would be no help for it.
The owners and captains were the only obstruction that lay between
the association and absolute power; and at last this one was removed.
Incredible as it may seem, the owners and captains deliberately did it
themselves. When the pilots' association announced, months beforehand,
that on the first day of September, 1861, wages would be advanced to
five hundred dollars per month, the owners and captains instantly put
freights up a few cents, and explained to the farmers along the river
the necessity of it, by calling their attention to the burdensome rate
of wages about to be established. It was a rather slender argument, but
the farmers did not seem to detect it. It looked reasonable to them that
to add five cents freight on a bushel of corn was justifiable under
the circumstances, overlooking the fact that this advance on a cargo of
forty thousand sacks was a good deal more than necessary to cover the
new wages.
So, straightway the captains and owners got up an association of their
own, and proposed to put captains' wages up to five hundred dollars,
too, and move for another advance in freights. It was a novel idea,
but of course an effect which had been produced once could be produced
again. The new association decreed (for this was before all the
outsiders had been taken into the pilots' association) that if any
captain employed a non-association pilot, he should be forced to
discharge him, and also pay a fine of five hundred dollars. Several
of these heavy fines were paid before the captains' organization grew
strong enough to exercise full authority over its membership; but that
all ceased, presently. The captains tried to get the pilots to decree
that no member of their corporation should serve under a non-association
captain; but this proposition was declined. The pilots saw that they
would be backed up by the captains and the underwriters anyhow, and so
they wisely refrained from entering into entangling alliances.
As I have remarked, the pilots' association was now the compactest
monopoly in the world, perhaps, and seemed simply indestructible.
And yet the days of its glory were numbered. First, the new railroad
stretching up through Mississippi, Tennessee, and Kentucky, to Northern
railway centers, began to divert the passenger travel from the steamers;
next the war came and almost entirely annihilated the steamboating
industry during several years, leaving most of the pilots idle, and the
cost of living advancing all the time; then the treasurer of the St.
Louis association put his hand into the till and walked off with
every dollar of the ample fund; and finally, the railroads intruding
everywhere, there was little for steamers to do, when the war was over,
but carry freights; so straightway some genius from the Atlantic coast
introduced the plan of towing a dozen steamer cargoes down to New
Orleans at the tail of a vulgar little tug-boat; and behold, in the
twinkling of an eye, as it were, the association and the noble science
of piloting were things of the dead and pathetic past!
CHAPTER 16
Racing Days
IT was always the custom for the boats to leave New Orleans between four
and five o'clock in the afternoon. From three o'clock onward they would
be burning rosin and pitch pine (the sign of preparation), and so one
had the picturesque spectacle of a rank, some two or three miles long,
of tall, ascending columns of coal-black smoke; a colonnade which
supported a sable roof of the same smoke blended together and spreading
abroad over the city. Every outward-bound boat had its flag flying at
the jack-staff, and sometimes a duplicate on the verge staff astern.
Two or three miles of mates were commanding and swearing with more than
usual emphasis; countless processions of freight barrels and boxes were
spinning athwart the levee and flying aboard the stage-planks, belated
passengers were dodging and skipping among these frantic things, hoping
to reach the forecastle companion way alive, but having their doubts
about it; women with reticules and bandboxes were trying to keep up with
husbands freighted with carpet-sacks and crying babies, and making a
failure of it by losing their heads in the whirl and roar and general
distraction; drays and baggage-vans were clattering hither and thither
in a wild hurry, every now and then getting blocked and jammed together,
and then during ten seconds one could not see them for the profanity,
except vaguely and dimly; every windlass connected with every forehatch,
from one end of that long array of steamboats to the other, was keeping
up a deafening whiz and whir, lowering freight into the hold, and the
half-naked crews of perspiring negroes that worked them were roaring
such songs as 'De Las' Sack! De Las' Sack!'--inspired to unimaginable
exaltation by the chaos of turmoil and racket that was driving everybody
else mad.
By this time the hurricane and boiler decks of the steamers would be
packed and black with passengers. The 'last bells' would begin to clang,
all down the line, and then the powwow seemed to double; in a moment or
two the final warning came,--a simultaneous din of Chinese gongs, with
the cry, 'All dat ain't goin', please to git asho'!'--and behold, the
powwow quadrupled! People came swarming ashore, overturning excited
stragglers that were trying to swarm aboard. One more moment later a
long array of stage-planks was being hauled in, each with its customary
latest passenger clinging to the end of it with teeth, nails, and
everything else, and the customary latest procrastinator making a wild
spring shoreward over his head.
Now a number of the boats slide backward into the stream, leaving wide
gaps in the serried rank of steamers. Citizens crowd the decks of boats
that are not to go, in order to see the sight. Steamer after steamer
straightens herself up, gathers all her strength, and presently comes
swinging by, under a tremendous head of steam, with flag flying, black
smoke rolling, and her entire crew of firemen and deck-hands (usually
swarthy negroes) massed together on the forecastle, the best 'voice' in
the lot towering from the midst (being mounted on the capstan), waving
his hat or a flag, and all roaring a mighty chorus, while the parting
cannons boom and the multitudinous spectators swing their hats and
huzza! Steamer after steamer falls into line, and the stately procession
goes winging its flight up the river.
In the old times, whenever two fast boats started out on a race, with a
big crowd of people looking on, it was inspiring to hear the crews sing,
especially if the time were night-fall, and the forecastle lit up with
the red glare of the torch-baskets. Racing was royal fun. The public
always had an idea that racing was dangerous; whereas the opposite was
the case--that is, after the laws were passed which restricted each boat
to just so many pounds of steam to the square inch. No engineer was ever
sleepy or careless when his heart was in a race. He was constantly on
the alert, trying gauge-cocks and watching things. The dangerous place
was on slow, plodding boats, where the engineers drowsed around and
allowed chips to get into the 'doctor' and shut off the water supply
from the boilers.
In the 'flush times' of steamboating, a race between two notoriously
fleet steamers was an event of vast importance. The date was set for
it several weeks in advance, and from that time forward, the whole
Mississippi Valley was in a state of consuming excitement. Politics and
the weather were dropped, and people talked only of the coming race. As
the time approached, the two steamers 'stripped' and got ready. Every
encumbrance that added weight, or exposed a resisting surface to wind
or water, was removed, if the boat could possibly do without it. The
'spars,' and sometimes even their supporting derricks, were sent ashore,
and no means left to set the boat afloat in case she got aground. When
the 'Eclipse' and the 'A. L. Shotwell' ran their great race many years
ago, it was said that pains were taken to scrape the gilding off the
fanciful device which hung between the 'Eclipse's' chimneys, and that
for that one trip the captain left off his kid gloves and had his head
shaved. But I always doubted these things.
If the boat was known to make her best speed when drawing five and a
half feet forward and five feet aft, she was carefully loaded to that
exact figure--she wouldn't enter a dose of homoeopathic pills on her
manifest after that. Hardly any passengers were taken, because they not
only add weight but they never will 'trim boat.' They always run to
the side when there is anything to see, whereas a conscientious and
experienced steamboatman would stick to the center of the boat and part
his hair in the middle with a spirit level.
No way-freights and no way-passengers were allowed, for the racers would
stop only at the largest towns, and then it would be only 'touch and
go.' Coal flats and wood flats were contracted for beforehand, and
these were kept ready to hitch on to the flying steamers at a moment's
warning. Double crews were carried, so that all work could be quickly
done.
The chosen date being come, and all things in readiness, the two great
steamers back into the stream, and lie there jockeying a moment, and
apparently watching each other's slightest movement, like sentient
creatures; flags drooping, the pent steam shrieking through
safety-valves, the black smoke rolling and tumbling from the chimneys
and darkening all the air. People, people everywhere; the shores, the
house-tops, the steamboats, the ships, are packed with them, and you
know that the borders of the broad Mississippi are going to be fringed
with humanity thence northward twelve hundred miles, to welcome these
racers.
Presently tall columns of steam burst from the 'scape-pipes of both
steamers, two guns boom a good-bye, two red-shirted heroes mounted
on capstans wave their small flags above the massed crews on the
forecastles, two plaintive solos linger on the air a few waiting
seconds, two mighty choruses burst forth--and here they come! Brass
bands bray Hail Columbia, huzza after huzza thunders from the shores,
and the stately creatures go whistling by like the wind.
Those boats will never halt a moment between New Orleans and St. Louis,
except for a second or two at large towns, or to hitch thirty-cord
wood-boats alongside. You should be on board when they take a couple of
those wood-boats in tow and turn a swarm of men into each; by the time
you have wiped your glasses and put them on, you will be wondering what
has become of that wood.
Two nicely matched steamers will stay in sight of each other day after
day. They might even stay side by side, but for the fact that pilots are
not all alike, and the smartest pilots will win the race. If one of the
boats has a 'lightning' pilot, whose 'partner' is a trifle his inferior,
you can tell which one is on watch by noting whether that boat has
gained ground or lost some during each four-hour stretch. The shrewdest
pilot can delay a boat if he has not a fine genius for steering.
Steering is a very high art. One must not keep a rudder dragging across
a boat's stem if he wants to get up the river fast.
There is a great difference in boats, of course. For a long time I was
on a boat that was so slow we used to forget what year it was we left
port in. But of course this was at rare intervals. Ferryboats used to