'Starboard lead there! and quick about it!'

This was another shock. I began to climb the wheel like a squirrel; but I would hardly get the boat started to port before I would see new dangers on that side, and away I would spin to the other; only to find perils accumulating to starboard, and be crazy to get to port again. Then came the leadsman's sepulchral cry--

'D-e-e-p four!'

Deep four in a bottomless crossing! The terror of it took my breath away.

'M-a-r-k three!... M-a-r-k three... Quarter less three!... Half twain!'

This was frightful! I seized the bell-ropes and stopped the engines.

'Quarter twain! Quarter twain! MARK twain!'

I was helpless. I did not know what in the world to do. I was quaking from head to foot, and I could have hung my hat on my eyes, they stuck out so far.

'Quarter LESS twain! Nine and a HALF!'

We were DRAWING nine! My hands were in a nerveless flutter. I could not ring a bell intelligibly with them. I flew to the speaking-tube and shouted to the engineer--

'Oh, Ben, if you love me, BACK her! Quick, Ben! Oh, back the immortal SOUL out of her!'

I heard the door close gently. I looked around, and there stood Mr. Bixby, smiling a bland, sweet smile. Then the audience on the hurricane deck sent up a thundergust of humiliating laughter. I saw it all, now, and I felt meaner than the meanest man in human history. I laid in the lead, set the boat in her marks, came ahead on the engines, and said--

'It was a fine trick to play on an orphan, WASN'T it? I suppose I'll never hear the last of how I was ass enough to heave the lead at the head of 66.'

'Well, no, you won't, maybe. In fact I hope you won't; for I want you to learn something by that experience. Didn't you KNOW there was no bottom in that crossing?'

'Yes, sir, I did.'

'Very well, then. You shouldn't have allowed me or anybody else to shake your confidence in that knowledge. Try to remember that. And another thing: when you get into a dangerous place, don't turn coward. That isn't going to help matters any.'

It was a good enough lesson, but pretty hardly learned. Yet about the hardest part of it was that for months I so often had to hear a phrase which I had conceived a particular distaste for. It was, 'Oh, Ben, if you love me, back her!'

Chapter 14 Rank and Dignity of Piloting

IN my preceding chapters I have tried, by going into the minutiae of the science of piloting, to carry the reader step by step to a comprehension of what the science consists of; and at the same time I have tried to show him that it is a very curious and wonderful science, too, and very worthy of his attention. If I have seemed to love my subject, it is no surprising thing, for I loved the profession far better than any I have followed since, and I took a measureless pride in it. The reason is plain: a pilot, in those days, was the only unfettered and entirely independent human being that lived in the earth. Kings are but the hampered servants of parliament and people; parliaments sit in chains forged by their constituency; the editor of a newspaper cannot be independent, but must work with one hand tied behind him by party and patrons, and be content to utter only half or two-thirds of his mind; no clergyman is a free man and may speak the whole truth, regardless of his parish's opinions; writers of all kinds are manacled servants of the public. We write frankly and fearlessly, but then we 'modify' before we print. In truth, every man and woman and child has a master, and worries and frets in servitude; but in the day I write of, the Mississippi pilot had none. The captain could stand upon the hurricane deck, in the pomp of a very brief authority, and give him five or six orders while the vessel backed into the stream, and then that skipper's reign was over. The moment that the boat was under way in the river, she was under the sole and unquestioned control of the pilot. He could do with her exactly as he pleased, run her when and whither he chose, and tie her up to the bank whenever his judgment said that that course was best. His movements were entirely free; he consulted no one, he received commands from nobody, he promptly resented even the merest suggestions. Indeed, the law of the United States forbade him to listen to commands or suggestions, rightly considering that the pilot necessarily knew better how to handle the boat than anybody could tell him. So here was the novelty of a king without a keeper, an absolute monarch who was absolute in sober truth and not by a fiction of words. I have seen a boy of eighteen taking a great steamer serenely into what seemed almost certain destruction, and the aged captain standing mutely by, filled with apprehension but powerless to interfere. His interference, in that particular instance, might have been an excellent thing, but to permit it would have been to establish a most pernicious precedent. It will easily be guessed, considering the pilot's boundless authority, that he was a great personage in the old steamboating days. He was treated with marked courtesy by the captain and with marked deference by all the officers and servants; and this deferential spirit was quickly communicated to the passengers, too. I think pilots were about the only people I ever knew who failed to show, in some degree, embarrassment in the presence of traveling foreign princes. But then, people in one's own grade of life are not usually embarrassing objects.

By long habit, pilots came to put all their wishes in the form of commands. It 'gravels' me, to this day, to put my will in the weak shape of a request, instead of launching it in the crisp language of an order. In those old days, to load a steamboat at St. Louis, take her to New Orleans and back, and discharge cargo, consumed about twenty-five days, on an average. Seven or eight of these days the boat spent at the wharves of St. Louis and New Orleans, and every soul on board was hard at work, except the two pilots; they did nothing but play gentleman up town, and receive the same wages for it as if they had been on duty. The moment the boat touched the wharf at either city, they were ashore; and they were not likely to be seen again till the last bell was ringing and everything in readiness for another voyage.

When a captain got hold of a pilot of particularly high reputation, he took pains to keep him. When wages were four hundred dollars a month on the Upper Mississippi, I have known a captain to keep such a pilot in idleness, under full pay, three months at a time, while the river was frozen up. And one must remember that in those cheap times four hundred dollars was a salary of almost inconceivable splendor. Few men on shore got such pay as that, and when they did they were mightily looked up to. When pilots from either end of the river wandered into our small Missouri village, they were sought by the best and the fairest, and treated with exalted respect. Lying in port under wages was a thing which many pilots greatly enjoyed and appreciated; especially if they belonged in the Missouri River in the heyday of that trade (Kansas times), and got nine hundred dollars a trip, which was equivalent to about eighteen hundred dollars a month. Here is a conversation of that day. A chap out of the Illinois River, with a little stern-wheel tub, accosts a couple of ornate and gilded Missouri River pilots--

'Gentlemen, I've got a pretty good trip for the upcountry, and shall want you about a month. How much will it be?'

'Eighteen hundred dollars apiece.'

'Heavens and earth! You take my boat, let me have your wages, and I'll divide!'

I will remark, in passing, that Mississippi steamboatmen were important in landsmen's eyes (and in their own, too, in a degree) according to the dignity of the boat they were on. For instance, it was a proud thing to be of the crew of such stately craft as the 'Aleck Scott' or the 'Grand Turk.' Negro firemen, deck hands, and barbers belonging to those boats were distinguished personages in their grade of life, and they were well aware of that fact too. A stalwart darkey once gave offense at a negro ball in New Orleans by putting on a good many airs. Finally one of the managers bustled up to him and said--

'Who IS you, any way? Who is you? dat's what I wants to know!'

The offender was not disconcerted in the least, but swelled himself up and threw that into his voice which showed that he knew he was not putting on all those airs on a stinted capital.

'Who IS I? Who IS I? I let you know mighty quick who I is! I want you niggers to understan' dat I fires de middle do'{footnote [Door]} on de "Aleck Scott!"'

That was sufficient.

The barber of the 'Grand Turk' was a spruce young negro, who aired his importance with balmy complacency, and was greatly courted by the circle in which he moved. The young colored population of New Orleans were much given to flirting, at twilight, on the banquettes of the back streets. Somebody saw and heard something like the following, one evening, in one of those localities. A middle-aged negro woman projected her head through a broken pane and shouted (very willing that the neighbors should hear and envy), 'You Mary Ann, come in de house dis minute! Stannin' out dah foolin' 'long wid dat low trash, an' heah's de barber offn de "Gran' Turk" wants to conwerse wid you!'

My reference, a moment ago, to the fact that a pilot's peculiar official position placed him out of the reach of criticism or command, brings Stephen W---- naturally to my mind. He was a gifted pilot, a good fellow, a tireless talker, and had both wit and humor in him. He had a most irreverent independence, too, and was deliciously easy-going and comfortable in the presence of age, official dignity, and even the most august wealth. He always had work, he never saved a penny, he was a most persuasive borrower, he was in debt to every pilot on the river, and to the majority of the captains. He could throw a sort of splendor around a bit of harum-scarum, devil-may-care piloting, that made it almost fascinating--but not to everybody. He made a trip with good old Captain Y----once, and was 'relieved' from duty when the boat got to New Orleans. Somebody expressed surprise at the discharge. Captain Y---- shuddered at the mere mention of Stephen. Then his poor, thin old voice piped out something like this:--

'Why, bless me! I wouldn't have such a wild creature on my boat for the world--not for the whole world! He swears, he sings, he whistles, he yells--I never saw such an Injun to yell. All times of the night--it never made any difference to him. He would just yell that way, not for anything in particular, but merely on account of a kind of devilish comfort he got out of it. I never could get into a sound sleep but he would fetch me out of bed, all in a cold sweat, with one of those dreadful war-whoops. A queer being--very queer being; no respect for anything or anybody. Sometimes he called me "Johnny." And he kept a fiddle, and a cat. He played execrably. This seemed to distress the cat, and so the cat would howl. Nobody could sleep where that man--and his family--was. And reckless. There never was anything like it. Now you may believe it or not, but as sure as I am sitting here, he brought my boat a-tilting down through those awful snags at Chicot under a rattling head of steam, and the wind a-blowing like the very nation, at that! My officers will tell you so. They saw it. And, sir, while he was a-tearing right down through those snags, and I a-shaking in my shoes and praying, I wish I may never speak again if he didn't pucker up his mouth and go to WHISTLING! Yes, sir; whistling "Buffalo gals, can't you come out tonight, can't you come out to-night, can't you come out to-night;" and doing it as calmly as if we were attending a funeral and weren't related to the corpse. And when I remonstrated with him about it, he smiled down on me as if I was his child, and told me to run in the house and try to be good, and not be meddling with my superiors!'

Once a pretty mean captain caught Stephen in New Orleans out of work and as usual out of money. He laid steady siege to Stephen, who was in a very 'close place,' and finally persuaded him to hire with him at one hundred and twenty-five dollars per month, just half wages, the captain agreeing not to divulge the secret and so bring down the contempt of all the guild upon the poor fellow. But the boat was not more than a day out of New Orleans before Stephen discovered that the captain was boasting of his exploit, and that all the officers had been told. Stephen winced, but said nothing. About the middle of the afternoon the captain stepped out on the hurricane deck, cast his eye around, and looked a good deal surprised. He glanced inquiringly aloft at Stephen, but Stephen was whistling placidly, and attending to business. The captain stood around a while in evident discomfort, and once or twice seemed about to make a suggestion; but the etiquette of the river taught him to avoid that sort of rashness, and so he managed to hold his peace. He chafed and puzzled a few minutes longer, then retired to his apartments. But soon he was out again, and apparently more perplexed than ever. Presently he ventured to remark, with deference--

'Pretty good stage of the river now, ain't it, sir?'

'Well, I should say so! Bank-full IS a pretty liberal stage.'

'Seems to be a good deal of current here.'

'Good deal don't describe it! It's worse than a mill-race.'

'Isn't it easier in toward shore than it is out here in the middle?'

'Yes, I reckon it is; but a body can't be too careful with a steamboat. It's pretty safe out here; can't strike any bottom here, you can depend on that.'

The captain departed, looking rueful enough. At this rate, he would probably die of old age before his boat got to St. Louis. Next day he appeared on deck and again found Stephen faithfully standing up the middle of the river, fighting the whole vast force of the Mississippi, and whistling the same placid tune. This thing was becoming serious. In by the shore was a slower boat clipping along in the easy water and gaining steadily; she began to make for an island chute; Stephen stuck to the middle of the river. Speech was WRUNG from the captain. He said--

'Mr. W----, don't that chute cut off a good deal of distance?'

'I think it does, but I don't know.'

'Don't know! Well, isn't there water enough in it now to go through?'

'I expect there is, but I am not certain.'

'Upon my word this is odd! Why, those pilots on that boat yonder are going to try it. Do you mean to say that you don't know as much as they do?'

'THEY! Why, THEY are two-hundred-and-fifty-dollar pilots! But don't you be uneasy; I know as much as any man can afford to know for a hundred and twenty-five!'

The captain surrendered.

Five minutes later Stephen was bowling through the chute and showing the rival boat a two-hundred-and-fifty-dollar pair of heels.

Chapter 15 The Pilots' Monopoly

ONE day, on board the 'Aleck Scott,' my chief, Mr. Bixby, was crawling carefully through a close place at Cat Island, both leads going, and everybody holding his breath. The captain, a nervous, apprehensive man, kept still as long as he could, but finally broke down and shouted from the hurricane deck--

'For gracious' sake, give her steam, Mr. Bixby! give her steam! She'll never raise the reef on this headway!'

For all the effect that was produced upon Mr. Bixby, one would have supposed that no remark had been made. But five minutes later, when the danger was past and the leads laid in, he burst instantly into a consuming fury, and gave the captain the most admirable cursing I ever listened to. No bloodshed ensued; but that was because the captain's cause was weak; for ordinarily he was not a man to take correction quietly.

Having now set forth in detail the nature of the science of piloting, and likewise described the rank which the pilot held among the fraternity of steamboatmen, this seems a fitting place to say a few words about an organization which the pilots once formed for the protection of their guild. It was curious and noteworthy in this, that it was perhaps the compactest, the completest, and the strongest commercial organization ever formed among men.

For a long time wages had been two hundred and fifty dollars a month; but curiously enough, as steamboats multiplied and business increased, the wages began to fall little by little. It was easy to discover the reason of this. Too many pilots were being 'made.' It was nice to have a 'cub,' a steersman, to do all the hard work for a couple of years, gratis, while his master sat on a high bench and smoked; all pilots and captains had sons or nephews who wanted to be pilots. By and by it came to pass that nearly every pilot on the river had a steersman. When a steersman had made an amount of progress that was satisfactory to any two pilots in the trade, they could get a pilot's license for him by signing an application directed to the United States Inspector. Nothing further was needed; usually no questions were asked, no proofs of capacity required.

Very well, this growing swarm of new pilots presently began to undermine the wages, in order to get berths. Too late--apparently--the knights of the tiller perceived their mistake. Plainly, something had to be done, and quickly; but what was to be the needful thing. A close organization. Nothing else would answer. To compass this seemed an impossibility; so it was talked, and talked, and then dropped. It was too likely to ruin whoever ventured to move in the matter. But at last about a dozen of the boldest--and some of them the best--pilots on the river launched themselves into the enterprise and took all the chances. They got a special charter from the legislature, with large powers, under the name of the Pilots' Benevolent Association; elected their officers, completed their organization, contributed capital, put 'association' wages up to two hundred and fifty dollars at once--and then retired to their homes, for they were promptly discharged from employment. But there were two or three unnoticed trifles in their by- laws which had the seeds of propagation in them. For instance, all idle members of the association, in good standing, were entitled to a pension of twenty-five dollars per month. This began to bring in one straggler after another from the ranks of the new-fledged pilots, in the dull (summer) season. Better have twenty-five dollars than starve; the initiation fee was only twelve dollars, and no dues required from the unemployed.

Also, the widows of deceased members in good standing could draw twenty- five dollars per month, and a certain sum for each of their children. Also, the said deceased would be buried at the association's expense. These things resurrected all the superannuated and forgotten pilots in the Mississippi Valley. They came from farms, they came from interior villages, they came from everywhere. They came on crutches, on drays, in ambulances,--any way, so they got there. They paid in their twelve dollars, and straightway began to draw out twenty-five dollars a month, and calculate their burial bills.

By and by, all the useless, helpless pilots, and a dozen first-class ones, were in the association, and nine-tenths of the best pilots out of it and laughing at it. It was the laughing-stock of the whole river. Everybody joked about the by-law requiring members to pay ten per cent. of their wages, every month, into the treasury for the support of the association, whereas all the members were outcast and tabooed, and no one would employ them. Everybody was derisively grateful to the association for taking all the worthless pilots out of the way and leaving the whole field to the excellent and the deserving; and everybody was not only jocularly grateful for that, but for a result which naturally followed, namely, the gradual advance of wages as the busy season approached. Wages had gone up from the low figure of one hundred dollars a month to one hundred and twenty-five, and in some cases to one hundred and fifty; and it was great fun to enlarge upon the fact that this charming thing had been accomplished by a body of men not one of whom received a particle of benefit from it. Some of the jokers used to call at the association rooms and have a good time chaffing the members and offering them the charity of taking them as steersmen for a trip, so that they could see what the forgotten river looked like. However, the association was content; or at least it gave no sign to the contrary. Now and then it captured a pilot who was 'out of luck,' and added him to its list; and these later additions were very valuable, for they were good pilots; the incompetent ones had all been absorbed before. As business freshened, wages climbed gradually up to two hundred and fifty dollars--the association figure--and became firmly fixed there; and still without benefiting a member of that body, for no member was hired. The hilarity at the association's expense burst all bounds, now. There was no end to the fun which that poor martyr had to put up with.

However, it is a long lane that has no turning. Winter approached, business doubled and trebled, and an avalanche of Missouri, Illinois and Upper Mississippi River boats came pouring down to take a chance in the New Orleans trade. All of a sudden pilots were in great demand, and were correspondingly scarce. The time for revenge was come. It was a bitter pill to have to accept association pilots at last, yet captains and owners agreed that there was no other way. But none of these outcasts offered! So there was a still bitterer pill to be swallowed: they must be sought out and asked for their services. Captain ---- was the first man who found it necessary to take the dose, and he had been the loudest derider of the organization. He hunted up one of the best of the association pilots and said--

'Well, you boys have rather got the best of us for a little while, so I'll give in with as good a grace as I can. I've come to hire you; get your trunk aboard right away. I want to leave at twelve o'clock.'

'I don't know about that. Who is your other pilot?'

'I've got I. S----. Why?'

'I can't go with him. He don't belong to the association.'

'What!'

'It's so.'

'Do you mean to tell me that you won't turn a wheel with one of the very best and oldest pilots on the river because he don't belong to your association?'

'Yes, I do.'

'Well, if this isn't putting on airs! I supposed I was doing you a benevolence; but I begin to think that I am the party that wants a favor done. Are you acting under a law of the concern?'

'Yes.'

'Show it to me.'

So they stepped into the association rooms, and the secretary soon satisfied the captain, who said--

'Well, what am I to do? I have hired Mr. S---- for the entire season.'

'I will provide for you,' said the secretary. 'I will detail a pilot to go with you, and he shall be on board at twelve o'clock.'

'But if I discharge S----, he will come on me for the whole season's wages.'

'Of course that is a matter between you and Mr. S----, captain. We cannot meddle in your private affairs.'

The captain stormed, but to no purpose. In the end he had to discharge S----, pay him about a thousand dollars, and take an association pilot in his place. The laugh was beginning to turn the other way now. Every day, thenceforward, a new victim fell; every day some outraged captain discharged a non-association pet, with tears and profanity, and installed a hated association man in his berth. In a very little while, idle non-associationists began to be pretty plenty, brisk as business was, and much as their services were desired. The laugh was shifting to the other side of their mouths most palpably. These victims, together with the captains and owners, presently ceased to laugh altogether, and began to rage about the revenge they would take when the passing business 'spurt' was over.

Soon all the laughers that were left were the owners and crews of boats that had two non-association pilots. But their triumph was not very long-lived. For this reason: It was a rigid rule of the association that its members should never, under any circumstances whatever, give information about the channel to any 'outsider.' By this time about half the boats had none but association pilots, and the other half had none but outsiders. At the first glance one would suppose that when it came to forbidding information about the river these two parties could play equally at that game; but this was not so. At every good-sized town from one end of the river to the other, there was a 'wharf-boat' to land at, instead of a wharf or a pier. Freight was stored in it for transportation; waiting passengers slept in its cabins. Upon each of these wharf-boats the association's officers placed a strong box fastened with a peculiar lock which was used in no other service but one--the United States mail service. It was the letter-bag lock, a sacred governmental thing. By dint of much beseeching the government had been persuaded to allow the association to use this lock. Every association man carried a key which would open these boxes. That key, or rather a peculiar way of holding it in the hand when its owner was asked for river information by a stranger--for the success of the St. Louis and New Orleans association had now bred tolerably thriving branches in a dozen neighboring steamboat trades--was the association man's sign and diploma of membership; and if the stranger did not respond by producing a similar key and holding it in a certain manner duly prescribed, his question was politely ignored. From the association's secretary each member received a package of more or less gorgeous blanks, printed like a billhead, on handsome paper, properly ruled in columns; a bill-head worded something like this--

STEAMER GREAT REPUBLIC.

JOHN SMITH MASTER

PILOTS, JOHN JONES AND THOMAS BROWN.

+ ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- +

| CROSSINGS. | SOUNDINGS. | MARKS. | REMARKS. |

+ ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- +

These blanks were filled up, day by day, as the voyage progressed, and deposited in the several wharf-boat boxes. For instance, as soon as the first crossing, out from St. Louis, was completed, the items would be entered upon the blank, under the appropriate headings, thus--

'St. Louis. Nine and a half (feet). Stern on court-house, head on dead cottonwood above wood-yard, until you raise the first reef, then pull up square.' Then under head of Remarks: 'Go just outside the wrecks; this is important. New snag just where you straighten down; go above it.'

The pilot who deposited that blank in the Cairo box (after adding to it the details of every crossing all the way down from St. Louis) took out and read half a dozen fresh reports (from upward-bound steamers) concerning the river between Cairo and Memphis, posted himself thoroughly, returned them to the box, and went back aboard his boat again so armed against accident that he could not possibly get his boat into trouble without bringing the most ingenious carelessness to his aid.

Imagine the benefits of so admirable a system in a piece of river twelve or thirteen hundred miles long, whose channel was shifting every day! The pilot who had formerly been obliged to put up with seeing a shoal place once or possibly twice a month, had a hundred sharp eyes to watch it for him, now, and bushels of intelligent brains to tell him how to run it. His information about it was seldom twenty-four hours old. If the reports in the last box chanced to leave any misgivings on his mind concerning a treacherous crossing, he had his remedy; he blew his steam- whistle in a peculiar way as soon as he saw a boat approaching; the signal was answered in a peculiar way if that boat's pilots were association men; and then the two steamers ranged alongside and all uncertainties were swept away by fresh information furnished to the inquirer by word of mouth and in minute detail.

The first thing a pilot did when he reached New Orleans or St. Louis was to take his final and elaborate report to the association parlors and hang it up there,--after which he was free to visit his family. In these parlors a crowd was always gathered together, discussing changes in the channel, and the moment there was a fresh arrival, everybody stopped talking till this witness had told the newest news and settled the latest uncertainty. Other craftsmen can 'sink the shop,' sometimes, and interest themselves in other matters. Not so with a pilot; he must devote himself wholly to his profession and talk of nothing else; for it would be small gain to be perfect one day and imperfect the next. He has no time or words to waste if he would keep 'posted.'

But the outsiders had a hard time of it. No particular place to meet and exchange information, no wharf-boat reports, none but chance and unsatisfactory ways of getting news. The consequence was that a man sometimes had to run five hundred miles of river on information that was a week or ten days old. At a fair stage of the river that might have answered; but when the dead low water came it was destructive.

Now came another perfectly logical result. The outsiders began to ground steamboats, sink them, and get into all sorts of trouble, whereas accidents seemed to keep entirely away from the association men. Wherefore even the owners and captains of boats furnished exclusively with outsiders, and previously considered to be wholly independent of the association and free to comfort themselves with brag and laughter, began to feel pretty uncomfortable. Still, they made a show of keeping up the brag, until one black day when every captain of the lot was formally ordered to immediately discharge his outsiders and take association pilots in their stead. And who was it that had the dashing presumption to do that? Alas, it came from a power behind the throne that was greater than the throne itself. It was the underwriters!

It was no time to 'swap knives.' Every outsider had to take his trunk ashore at once. Of course it was supposed that there was collusion between the association and the underwriters, but this was not so. The latter had come to comprehend the excellence of the 'report' system of the association and the safety it secured, and so they had made their decision among themselves and upon plain business principles.

There was weeping and wailing and gnashing of teeth in the camp of the outsiders now. But no matter, there was but one course for them to pursue, and they pursued it. They came forward in couples and groups, and proffered their twelve dollars and asked for membership. They were surprised to learn that several new by-laws had been long ago added. For instance, the initiation fee had been raised to fifty dollars; that sum must be tendered, and also ten per cent. of the wages which the applicant had received each and every month since the founding of the association. In many cases this amounted to three or four hundred dollars. Still, the association would not entertain the application until the money was present. Even then a single adverse vote killed the application. Every member had to vote 'Yes' or 'No' in person and before witnesses; so it took weeks to decide a candidacy, because many pilots were so long absent on voyages. However, the repentant sinners scraped their savings together, and one by one, by our tedious voting process, they were added to the fold. A time came, at last, when only about ten remained outside. They said they would starve before they would apply. They remained idle a long while, because of course nobody could venture to employ them.

By and by the association published the fact that upon a certain date the wages would be raised to five hundred dollars per month. All the branch associations had grown strong, now, and the Red River one had advanced wages to seven hundred dollars a month. Reluctantly the ten outsiders yielded, in view of these things, and made application. There was another new by-law, by this time, which required them to pay dues not only on all the wages they had received since the association was born, but also on what they would have received if they had continued at work up to the time of their application, instead of going off to pout in idleness. It turned out to be a difficult matter to elect them, but it was accomplished at last. The most virulent sinner of this batch had stayed out and allowed 'dues' to accumulate against him so long that he had to send in six hundred and twenty-five dollars with his application.

The association had a good bank account now, and was very strong. There was no longer an outsider. A by-law was added forbidding the reception of any more cubs or apprentices for five years; after which time a limited number would be taken, not by individuals, but by the association, upon these terms: the applicant must not be less than eighteen years old, and of respectable family and good character; he must pass an examination as to education, pay a thousand dollars in advance for the privilege of becoming an apprentice, and must remain under the commands of the association until a great part of the membership (more than half, I think) should be willing to sign his application for a pilot's license.

All previously-articled apprentices were now taken away from their masters and adopted by the association. The president and secretary detailed them for service on one boat or another, as they chose, and changed them from boat to boat according to certain rules. If a pilot could show that he was in infirm health and needed assistance, one of the cubs would be ordered to go with him.

The widow and orphan list grew, but so did the association's financial resources. The association attended its own funerals in state, and paid for them. When occasion demanded, it sent members down the river upon searches for the bodies of brethren lost by steamboat accidents; a search of this kind sometimes cost a thousand dollars.

The association procured a charter and went into the insurance business, also. It not only insured the lives of its members, but took risks on steamboats.

The organization seemed indestructible. It was the tightest monopoly in the world. By the United States law, no man could become a pilot unless two duly licensed pilots signed his application; and now there was nobody outside of the association competent to sign. Consequently the making of pilots was at an end. Every year some would die and others become incapacitated by age and infirmity; there would be no new ones 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 lose valuable trips because their passengers grew old and died, waiting for us to get by. This was at still rarer intervals. I had the documents for these occurrences, but through carelessness they have been mislaid. This boat, the 'John J. Roe,' was so slow that when she finally sunk in Madrid Bend, it was five years before the owners heard of it. That was always a confusing fact to me, but it is according to the record, any way. She was dismally slow; still, we often had pretty exciting times racing with islands, and rafts, and such things. One trip, however, we did rather well. We went to St. Louis in sixteen days. But even at this rattling gait I think we changed watches three times in Fort Adams reach, which is five miles long. A 'reach' is a piece of straight river, and of course the current drives through such a place in a pretty lively way.

That trip we went to Grand Gulf, from New Orleans, in four days (three hundred and forty miles); the 'Eclipse' and 'Shotwell' did it in one. We were nine days out, in the chute of 63 (seven hundred miles); the 'Eclipse' and 'Shotwell' went there in two days. Something over a generation ago, a boat called the 'J. M. White' went from New Orleans to Cairo in three days, six hours, and forty-four minutes. In 1853 the 'Eclipse' made the same trip in three days, three hours, and twenty minutes.{footnote [Time disputed. Some authorities add 1 hour and 16 minutes to this.]} In 1870 the 'R. E. Lee' did it in three days and ONE hour. This last is called the fastest trip on record. I will try to show that it was not. For this reason: the distance between New Orleans and Cairo, when the 'J. M. White' ran it, was about eleven hundred and six miles; consequently her average speed was a trifle over fourteen miles per hour. In the 'Eclipse's' day the distance between the two ports had become reduced to one thousand and eighty miles; consequently her average speed was a shade under fourteen and three-eighths miles per hour. In the 'R. E. Lee's' time the distance had diminished to about one thousand and thirty miles; consequently her average was about fourteen and one-eighth miles per hour. Therefore the 'Eclipse's' was conspicuously the fastest time that has ever been made.

THE RECORD OF SOME FAMOUS

TRIPS

(From Commodore Rollingpin's Almanack.)

FAST TIME ON THE WESTERN WATERS

FROM NEW ORLEANS TO NATCHEZ--268 MILES

D. H. M. 1814 Orleans made the run in 6 6 40 1814 Comet " " 5 10 1815 Enterprise " " 4 11 20 1817 Washington " " 4 1817 Shelby " " 3 20 1818 Paragon " " 3 8 1828 Tecumseh " " 3 1 20 1834 Tuscarora " " 1 21 1838 Natchez " " 1 17 1840 Ed. Shippen " " 1 8 1842 Belle of the West " 1 18 1844 Sultana " " 19 45 1851 Magnolia " " 19 50 1853 A. L. Shotwell " " 19 49 1853 Southern Belle " " 20 3 1853 Princess (No. 4) " 20 26 1853 Eclipse " " 19 47 1855 Princess (New) " " 18 53 1855 Natchez (New) " " 17 30 1856 Princess (New) " " 17 30 1870 Natchez " " 17 17 1870 R. E. Lee " " 17 11

FROM NEW ORLEANS TO CAIRO--1,024 MILES

D. H. M. 1844 J. M. White made the run in 3 6 44 1852 Reindeer " " 3 12 45 1853 Eclipse " " 3 4 4 1853 A. L. Shotwell " " 3 3 40 1869 Dexter " " 3 6 20 1870 Natchez " " 3 4 34 1870 R. E. Lee " " 3 1

FROM NEW ORLEANS TO LOUISVILLE--1,440 MILES

D. H. M. 1815 Enterprise made the run in 25 2 40 1817 Washington " " 25 1817. Shelby " " 20 4 20 1818 Paragon " " 18 10 1828 Tecumseh " " 8 4 1834 Tuscarora " " 7 16 1837 Gen. Brown " " 6 22 1837 Randolph " " 6 22 1837 Empress " " 6 17 1837 Sultana " " 6 15 1840 Ed. Shippen " " 5 14 1842 Belle of the West " 6 14 1843 Duke of Orleans" " 5 23 1844 Sultana " " 5 12 1849 Bostona " " 5 8 1851 Belle Key " " 3 4 23 1852 Reindeer " " 4 20 45 1852 Eclipse " " 4 19 1853 A. L. Shotwell " " 4 10 20 1853 Eclipse " " 4 9 30

FROM NEW ORLEANS TO DONALDSONVILLE--78 MILES

H. M. 1852 A. L. Shotwell made the run in 5 42 1852 Eclipse " " 5 42 1854 Sultana " " 4 51 1860 Atlantic " " 5 11 1860 Gen. Quitman " " 5 6 1865 Ruth " " 4 43 1870 R. E. Lee " " 4 59

FROM NEW ORLEANS TO ST. LOUIS--1,218 MILES

D. H. M. 1844 J. M. White made the run in 3 23 9 1849 Missouri " " 4 19 1869 Dexter " " 4 9 1870 Natchez " " 3 21 58 1870 R. E. Lee " " 3 18 14

FROM LOUISVILLE TO CINCINNATI--141 MILES

D. H. M. 1819 Gen. Pike made the run in 1 16 1819 Paragon " " 1 14 20 1822 Wheeling Packet " " 1 10 1837 Moselle " " 12 1843 Duke of Orleans " " 12 1843 Congress " " 12 20 1846 Ben Franklin (No. 6) " 11 45 1852 Alleghaney " " 10 38 1852 Pittsburgh " " 10 23 1853 Telegraph No. 3 " " 9 52

FROM LOUISVILLE TO ST. LOUIS--750 MILES

D. H. M. 1843 Congress made the run in 2 1 1854 Pike " " 1 23 1854 Northerner " " 1 22 30 1855 Southemer " " 1 19

FROM CINCINNATI TO PITTSBURGH--490 MILES

D. H. 1850 Telegraph No. 2 made the run in 1 17 1851 Buckeye State " " 1 16 1852 Pittsburgh " " 1 15

FROM ST. LOUIS TO ALTON--30 MILES

D. M. 1853 Altona made the run in 1 35 1876 Golden Eagle " " 1 37 1876 War Eagle " " 1 37

MISCELLANEOUS RUNS

In June, 1859, the St. Louis and Keokuk Packet, City of Louisiana, made the run from St. Louis to Keokuk (214 miles) in 16 hours and 20 minutes, the best time on record.

In 1868 the steamer Hawkeye State, of the Northern Packet Company, made the run from St. Louis to St. Paul (800 miles) in 2 days and 20 hours. Never was beaten.

In 1853 the steamer Polar Star made the run from St. Louis to St. Joseph, on the Missouri River, in 64 hours. In July, 1856, the steamer Jas. H. Lucas, Andy Wineland, Master, made the same run in 60 hours and 57 minutes. The distance between the ports is 600 miles, and when the difficulties of navigating the turbulent Missouri are taken into consideration, the performance of the Lucas deserves especial mention.

THE RUN OF THE ROBERT E. LEE

The time made by the R. E. Lee from New Orleans to St. Louis in 1870, in her famous race with the Natchez, is the best on record, and, inasmuch as the race created a national interest, we give below her time table from port to port.

Left New Orleans, Thursday, June 30th, 1870, at 4 o'clock and 55 minutes, p.m.; reached

D. H. M. Carrollton 27{half} Harry Hills 1 00{half} Red Church 1 39 Bonnet Carre 2 38 College Point 3 50{half} Donaldsonville 4 59 Plaquemine 7 05{half} Baton Rouge 8 25 Bayou Sara 10 26 Red River 12 56 Stamps 13 56 Bryaro 15 51{half} Hinderson's 16 29 Natchez 17 11 Cole's Creek 19 21 Waterproof 18 53 Rodney 20 45 St. Joseph 21 02 Grand Gulf 22 06 Hard Times 22 18 Half Mile below Warrenton 1 Vicksburg 1 38 Milliken's Bend 1 2 37 Bailey's 1 3 48 Lake Providence 1 5 47 Greenville 1 10 55 Napoleon 1 16 22 White River 1 16 56 Australia 1 19 Helena 1 23 25 Half Mile Below St. Francis 2 Memphis 2 6 9 Foot of Island 37 2 9 Foot of Island 26 2 13 30 Tow-head, Island 14 2 17 23 New Madrid 2 19 50 Dry Bar No. 10 2 20 37 Foot of Island 8 2 21 25 Upper Tow-head--Lucas Bend 3 Cairo 3 1 St. Louis 3 18 14

The Lee landed at St. Louis at 11.25 A.M., on July 4th, 1870--6 hours and 36 minutes ahead of the Natchez. The officers of the Natchez claimed 7 hours and 1 minute stoppage on account of fog and repairing machinery. The R. E. Lee was commanded by Captain John W. Cannon, and the Natchez was in charge of that veteran Southern boatman, Captain Thomas P. Leathers.

Chapter 17 Cut-offs and Stephen

THESE dry details are of importance in one particular. They give me an opportunity of introducing one of the Mississippi's oddest peculiarities,--that of shortening its length from time to time. If you will throw a long, pliant apple-paring over your shoulder, it will pretty fairly shape itself into an average section of the Mississippi River; that is, the nine or ten hundred miles stretching from Cairo, Illinois, southward to New Orleans, the same being wonderfully crooked, with a brief straight bit here and there at wide intervals. The two hundred-mile stretch from Cairo northward to St. Louis is by no means so crooked, that being a rocky country which the river cannot cut much.

The water cuts the alluvial banks of the 'lower' river into deep horseshoe curves; so deep, indeed, that in some places if you were to get ashore at one extremity of the horseshoe and walk across the neck, half or three quarters of a mile, you could sit down and rest a couple of hours while your steamer was coming around the long elbow, at a speed of ten miles an hour, to take you aboard again. When the river is rising fast, some scoundrel whose plantation is back in the country, and therefore of inferior value, has only to watch his chance, cut a little gutter across the narrow neck of land some dark night, and turn the water into it, and in a wonderfully short time a miracle has happened: to wit, the whole Mississippi has taken possession of that little ditch, and placed the countryman's plantation on its bank (quadrupling its value), and that other party's formerly valuable plantation finds itself away out yonder on a big island; the old watercourse around it will soon shoal up, boats cannot approach within ten miles of it, and down goes its value to a fourth of its former worth. Watches are kept on those narrow necks, at needful times, and if a man happens to be caught cutting a ditch across them, the chances are all against his ever having another opportunity to cut a ditch.

Pray observe some of the effects of this ditching business. Once there was a neck opposite Port Hudson, Louisiana, which was only half a mile across, in its narrowest place. You could walk across there in fifteen minutes; but if you made the journey around the cape on a raft, you traveled thirty-five miles to accomplish the same thing. In 1722 the river darted through that neck, deserted its old bed, and thus shortened itself thirty-five miles. In the same way it shortened itself twenty- five miles at Black Hawk Point in 1699. Below Red River Landing, Raccourci cut-off was made (forty or fifty years ago, I think). This shortened the river twenty-eight miles. In our day, if you travel by river from the southernmost of these three cut-offs to the northernmost, you go only seventy miles. To do the same thing a hundred and seventy- six years ago, one had to go a hundred and fifty-eight miles!-- shortening of eighty-eight miles in that trifling distance. At some forgotten time in the past, cut-offs were made above Vidalia, Louisiana; at island 92; at island 84; and at Hale's Point. These shortened the river, in the aggregate, seventy-seven miles.

Since my own day on the Mississippi, cut-offs have been made at Hurricane Island; at island 100; at Napoleon, Arkansas; at Walnut Bend; and at Council Bend. These shortened the river, in the aggregate, sixty-seven miles. In my own time a cut-off was made at American Bend, which shortened the river ten miles or more.

Therefore, the Mississippi between Cairo and New Orleans was twelve hundred and fifteen miles long one hundred and seventy-six years ago. It was eleven hundred and eighty after the cut-off of 1722. It was one thousand and forty after the American Bend cut-off. It has lost sixty- seven miles since. Consequently its length is only nine hundred and seventy-three miles at present.

Now, if I wanted to be one of those ponderous scientific people, and 'let on' to prove what had occurred in the remote past by what had occurred in a given time in the recent past, or what will occur in the far future by what has occurred in late years, what an opportunity is here! Geology never had such a chance, nor such exact data to argue from! Nor 'development of species,' either! Glacial epochs are great things, but they are vague--vague. Please observe:--

In the space of one hundred and seventy-six years the Lower Mississippi has shortened itself two hundred and forty-two miles. That is an average of a trifle over one mile and a third per year. Therefore, any calm person, who is not blind or idiotic, can see that in the Old Oolitic Silurian Period,' just a million years ago next November, the Lower Mississippi River was upwards of one million three hundred thousand miles long, and stuck out over the Gulf of Mexico like a fishing-rod. And by the same token any person can see that seven hundred and forty- two years from now the Lower Mississippi will be only a mile and three- quarters long, and Cairo and New Orleans will have joined their streets together, and be plodding comfortably along under a single mayor and a mutual board of aldermen. There is something fascinating about science. One gets such wholesale returns of conjecture out of such a trifling investment of fact.

When the water begins to flow through one of those ditches I have been speaking of, it is time for the people thereabouts to move. The water cleaves the banks away like a knife. By the time the ditch has become twelve or fifteen feet wide, the calamity is as good as accomplished, for no power on earth can stop it now. When the width has reached a hundred yards, the banks begin to peel off in slices half an acre wide. The current flowing around the bend traveled formerly only five miles an hour; now it is tremendously increased by the shortening of the distance. I was on board the first boat that tried to go through the cut-off at American Bend, but we did not get through. It was toward midnight, and a wild night it was--thunder, lightning, and torrents of rain. It was estimated that the current in the cut-off was making about fifteen or twenty miles an hour; twelve or thirteen was the best our boat could do, even in tolerably slack water, therefore perhaps we were foolish to try the cut-off. However, Mr. Brown was ambitious, and he kept on trying. The eddy running up the bank, under the 'point,' was about as swift as the current out in the middle; so we would go flying up the shore like a lightning express train, get on a big head of steam, and 'stand by for a surge' when we struck the current that was whirling by the point. But all our preparations were useless. The instant the current hit us it spun us around like a top, the water deluged the forecastle, and the boat careened so far over that one could hardly keep his feet. The next instant we were away down the river, clawing with might and main to keep out of the woods. We tried the experiment four times. I stood on the forecastle companion way to see. It was astonishing to observe how suddenly the boat would spin around and turn tail the moment she emerged from the eddy and the current struck her nose. The sounding concussion and the quivering would have been about the same if she had come full speed against a sand-bank. Under the lightning flashes one could see the plantation cabins and the goodly acres tumble into the river; and the crash they made was not a bad effort at thunder. Once, when we spun around, we only missed a house about twenty feet, that had a light burning in the window; and in the same instant that house went overboard. Nobody could stay on our forecastle; the water swept across it in a torrent every time we plunged athwart the current. At the end of our fourth effort we brought up in the woods two miles below the cut-off; all the country there was overflowed, of course. A day or two later the cut-off was three-quarters of a mile wide, and boats passed up through it without much difficulty, and so saved ten miles.

The old Raccourci cut-off reduced the river's length twenty-eight miles. There used to be a tradition connected with it. It was said that a boat came along there in the night and went around the enormous elbow the usual way, the pilots not knowing that the cut-off had been made. It was a grisly, hideous night, and all shapes were vague and distorted. The old bend had already begun to fill up, and the boat got to running away from mysterious reefs, and occasionally hitting one. The perplexed pilots fell to swearing, and finally uttered the entirely unnecessary wish that they might never get out of that place. As always happens in such cases, that particular prayer was answered, and the others neglected. So to this day that phantom steamer is still butting around in that deserted river, trying to find her way out. More than one grave watchman has sworn to me that on drizzly, dismal nights, he has glanced fearfully down that forgotten river as he passed the head of the island, and seen the faint glow of the specter steamer's lights drifting through the distant gloom, and heard the muffled cough of her 'scape-pipes and the plaintive cry of her leadsmen.

In the absence of further statistics, I beg to close this chapter with one more reminiscence of 'Stephen.'

Most of the captains and pilots held Stephen's note for borrowed sums, ranging from two hundred and fifty dollars upward. Stephen never paid one of these notes, but he was very prompt and very zealous about renewing them every twelve months.

Of course there came a time, at last, when Stephen could no longer borrow of his ancient creditors; so he was obliged to lie in wait for new men who did not know him. Such a victim was good-hearted, simple natured young Yates (I use a fictitious name, but the real name began, as this one does, with a Y). Young Yates graduated as a pilot, got a berth, and when the month was ended and he stepped up to the clerk's office and received his two hundred and fifty dollars in crisp new bills, Stephen was there! His silvery tongue began to wag, and in a very little while Yates's two hundred and fifty dollars had changed hands. The fact was soon known at pilot headquarters, and the amusement and satisfaction of the old creditors were large and generous. But innocent Yates never suspected that Stephen's promise to pay promptly at the end of the week was a worthless one. Yates called for his money at the stipulated time; Stephen sweetened him up and put him off a week. He called then, according to agreement, and came away sugar-coated again, but suffering under another postponement. So the thing went on. Yates haunted Stephen week after week, to no purpose, and at last gave it up. And then straightway Stephen began to haunt Yates! Wherever Yates appeared, there was the inevitable Stephen. And not only there, but beaming with affection and gushing with apologies for not being able to pay. By and by, whenever poor Yates saw him coming, he would turn and fly, and drag his company with him, if he had company; but it was of no use; his debtor would run him down and corner him. Panting and red- faced, Stephen would come, with outstretched hands and eager eyes, invade the conversation, shake both of Yates's arms loose in their sockets, and begin--

'My, what a race I've had! I saw you didn't see me, and so I clapped on all steam for fear I'd miss you entirely. And here you are! there, just stand so, and let me look at you! just the same old noble countenance.' [To Yates's friend:] 'Just look at him! LOOK at him! Ain't it just GOOD to look at him! AIN'T it now? Ain't he just a picture! SOME call him a picture; I call him a panorama! That's what he is--an entire panorama. And now I'm reminded! How I do wish I could have seen you an hour earlier! For twenty-four hours I've been saving up that two hundred and fifty dollars for you; been looking for you everywhere. I waited at the Planter's from six yesterday evening till two o'clock this morning, without rest or food; my wife says, "Where have you been all night?" I said, "This debt lies heavy on my mind." She says, "In all my days I never saw a man take a debt to heart the way you do." I said, "It's my nature; how can I change it?" She says, "Well, do go to bed and get some rest." I said, "Not till that poor, noble young man has got his money." So I set up all night, and this morning out I shot, and the first man I struck told me you had shipped on the "Grand Turk" and gone to New Orleans. Well, sir, I had to lean up against a building and cry. So help me goodness, I couldn't help it. The man that owned the place come out cleaning up with a rag, and said he didn't like to have people cry against his building, and then it seemed to me that the whole world had turned against me, and it wasn't any use to live any more; and coming along an hour ago, suffering no man knows what agony, I met Jim Wilson and paid him the two hundred and fifty dollars on account; and to think that here you are, now, and I haven't got a cent! But as sure as I am standing here on this ground on this particular brick,--there, I've scratched a mark on the brick to remember it by,--I'll borrow that money and pay it over to you at twelve o'clock sharp, tomorrow! Now, stand so; let me look at you just once more.'

And so on. Yates's life became a burden to him. He could not escape his debtor and his debtor's awful sufferings on account of not being able to pay. He dreaded to show himself in the street, lest he should find Stephen lying in wait for him at the corner.

Bogart's billiard saloon was a great resort for pilots in those days. They met there about as much to exchange river news as to play. One morning Yates was there; Stephen was there, too, but kept out of sight. But by and by, when about all the pilots had arrived who were in town, Stephen suddenly appeared in the midst, and rushed for Yates as for a long-lost brother.

'OH, I am so glad to see you! Oh my soul, the sight of you is such a comfort to my eyes! Gentlemen, I owe all of you money; among you I owe probably forty thousand dollars. I want to pay it; I intend to pay it every last cent of it. You all know, without my telling you, what sorrow it has cost me to remain so long under such deep obligations to such patient and generous friends; but the sharpest pang I suffer--by far the sharpest--is from the debt I owe to this noble young man here; and I have come to this place this morning especially to make the announcement that I have at last found a method whereby I can pay off all my debts! And most especially I wanted HIM to be here when I announced it. Yes, my faithful friend,--my benefactor, I've found the method! I've found the method to pay off all my debts, and you'll get your money!' Hope dawned in Yates's eye; then Stephen, beaming benignantly, and placing his hand upon Yates's head, added, 'I am going to pay them off in alphabetical order!'

Then he turned and disappeared. The full significance of Stephen's 'method' did not dawn upon the perplexed and musing crowd for some two minutes; and then Yates murmured with a sigh--

'Well, the Y's stand a gaudy chance. He won't get any further than the C's in THIS world, and I reckon that after a good deal of eternity has wasted away in the next one, I'll still be referred to up there as "that poor, ragged pilot that came here from St. Louis in the early days!"

Chapter 18 I Take a Few Extra Lessons

DURING the two or two and a half years of my apprenticeship, I served under many pilots, and had experience of many kinds of steamboatmen and many varieties of steamboats; for it was not always convenient for Mr. Bixby to have me with him, and in such cases he sent me with somebody else. I am to this day profiting somewhat by that experience; for in that brief, sharp schooling, I got personally and familiarly acquainted with about all the different types of human nature that are to be found in fiction, biography, or history. The fact is daily borne in upon me, that the average shore-employment requires as much as forty years to equip a man with this sort of an education. When I say I am still profiting by this thing, I do not mean that it has constituted me a judge of men--no, it has not done that; for judges of men are born, not made. My profit is various in kind and degree; but the feature of it which I value most is the zest which that early experience has given to my later reading. When I find a well-drawn character in fiction or biography, I generally take a warm personal interest in him, for the reason that I have known him before--met him on the river.

The figure that comes before me oftenest, out of the shadows of that vanished time, is that of Brown, of the steamer 'Pennsylvania'--the man referred to in a former chapter, whose memory was so good and tiresome. He was a middle-aged, long, slim, bony, smooth-shaven, horse-faced, ignorant, stingy, malicious, snarling, fault hunting, mote-magnifying tyrant. I early got the habit of coming on watch with dread at my heart. No matter how good a time I might have been having with the off-watch below, and no matter how high my spirits might be when I started aloft, my soul became lead in my body the moment I approached the pilot-house.

I still remember the first time I ever entered the presence of that man. The boat had backed out from St. Louis and was 'straightening down;' I ascended to the pilot-house in high feather, and very proud to be semi- officially a member of the executive family of so fast and famous a boat. Brown was at the wheel. I paused in the middle of the room, all fixed to make my bow, but Brown did not look around. I thought he took a furtive glance at me out of the corner of his eye, but as not even this notice was repeated, I judged I had been mistaken. By this time he was picking his way among some dangerous 'breaks' abreast the woodyards; therefore it would not be proper to interrupt him; so I stepped softly to the high bench and took a seat.

There was silence for ten minutes; then my new boss turned and inspected me deliberately and painstakingly from head to heel for about--as it seemed to me--a quarter of an hour. After which he removed his countenance and I saw it no more for some seconds; then it came around once more, and this question greeted me--

'Are you Horace Bigsby's cub?'

'Yes, sir.'

After this there was a pause and another inspection. Then--

'What's your name?'

I told him. He repeated it after me. It was probably the only thing he ever forgot; for although I was with him many months he never addressed himself to me in any other way than 'Here!' and then his command followed.

'Where was you born?'

'In Florida, Missouri.'

A pause. Then--

'Dern sight better staid there!'

By means of a dozen or so of pretty direct questions, he pumped my family history out of me.

The leads were going now, in the first crossing. This interrupted the inquest. When the leads had been laid in, he resumed--

'How long you been on the river?'

I told him. After a pause--

'Where'd you get them shoes?'

I gave him the information.

'Hold up your foot!'

I did so. He stepped back, examined the shoe minutely and contemptuously, scratching his head thoughtfully, tilting his high sugar-loaf hat well forward to facilitate the operation, then ejaculated, 'Well, I'll be dod derned!' and returned to his wheel.

What occasion there was to be dod derned about it is a thing which is still as much of a mystery to me now as it was then. It must have been all of fifteen minutes--fifteen minutes of dull, homesick silence-- before that long horse-face swung round upon me again--and then, what a change! It was as red as fire, and every muscle in it was working. Now came this shriek--

'Here!--You going to set there all day?'

I lit in the middle of the floor, shot there by the electric suddenness of the surprise. As soon as I could get my voice I said, apologetically:--'I have had no orders, sir.'

'You've had no ORDERS! My, what a fine bird we are! We must have ORDERS! Our father was a GENTLEMAN--owned slaves--and we've been to SCHOOL. Yes, WE are a gentleman, TOO, and got to have ORDERS! ORDERS, is it? ORDERS is what you want! Dod dern my skin, I'LL learn you to swell yourself up and blow around here about your dod-derned ORDERS! G'way from the wheel!' (I had approached it without knowing it.)

I moved back a step or two, and stood as in a dream, all my senses stupefied by this frantic assault.

'What you standing there for? Take that ice-pitcher down to the texas- tender-come, move along, and don't you be all day about it!'

The moment I got back to the pilot-house, Brown said--

'Here! What was you doing down there all this time?'

'I couldn't find the texas-tender; I had to go all the way to the pantry.'

'Derned likely story! Fill up the stove.'

I proceeded to do so. He watched me like a cat. Presently he shouted--

'Put down that shovel! Deadest numskull I ever saw--ain't even got sense enough to load up a stove.'

All through the watch this sort of thing went on. Yes, and the subsequent watches were much like it, during a stretch of months. As I have said, I soon got the habit of coming on duty with dread. The moment I was in the presence, even in the darkest night, I could feel those yellow eyes upon me, and knew their owner was watching for a pretext to spit out some venom on me. Preliminarily he would say--

'Here! Take the wheel.'

Two minutes later--

'WHERE in the nation you going to? Pull her down! pull her down!'

After another moment--

'Say! You going to hold her all day? Let her go--meet her! meet her!'

Then he would jump from the bench, snatch the wheel from me, and meet her himself, pouring out wrath upon me all the time.

George Ritchie was the other pilot's cub. He was having good times now; for his boss, George Ealer, was as kindhearted as Brown wasn't. Ritchie had steeled for Brown the season before; consequently he knew exactly how to entertain himself and plague me, all by the one operation. Whenever I took the wheel for a moment on Ealer's watch, Ritchie would sit back on the bench and play Brown, with continual ejaculations of 'Snatch her! snatch her! Derndest mud-cat I ever saw!' 'Here! Where you going NOW? Going to run over that snag?' 'Pull her DOWN! Don't you hear me? Pull her DOWN!' 'There she goes! JUST as I expected! I TOLD you not to cramp that reef. G'way from the wheel!'

So I always had a rough time of it, no matter whose watch it was; and sometimes it seemed to me that Ritchie's good-natured badgering was pretty nearly as aggravating as Brown's dead-earnest nagging.

I often wanted to kill Brown, but this would not answer. A cub had to take everything his boss gave, in the way of vigorous comment and criticism; and we all believed that there was a United States law making it a penitentiary offense to strike or threaten a pilot who was on duty. However, I could IMAGINE myself killing Brown; there was no law against that; and that was the thing I used always to do the moment I was abed. Instead of going over my river in my mind as was my duty, I threw business aside for pleasure, and killed Brown. I killed Brown every night for months; not in old, stale, commonplace ways, but in new and picturesque ones;--ways that were sometimes surprising for freshness of design and ghastliness of situation and environment.

Brown was ALWAYS watching for a pretext to find fault; and if he could find no plausible pretext, he would invent one. He would scold you for shaving a shore, and for not shaving it; for hugging a bar, and for not hugging it; for 'pulling down' when not invited, and for not pulling down when not invited; for firing up without orders, and for waiting FOR orders. In a word, it was his invariable rule to find fault with EVERYTHING you did; and another invariable rule of his was to throw all his remarks (to you) into the form of an insult.

One day we were approaching New Madrid, bound down and heavily laden. Brown was at one side of the wheel, steering; I was at the other, standing by to 'pull down' or 'shove up.' He cast a furtive glance at me every now and then. I had long ago learned what that meant; viz., he was trying to invent a trap for me. I wondered what shape it was going to take. By and by he stepped back from the wheel and said in his usual snarly way--

'Here!--See if you've got gumption enough to round her to.'

This was simply BOUND to be a success; nothing could prevent it; for he had never allowed me to round the boat to before; consequently, no matter how I might do the thing, he could find free fault with it. He stood back there with his greedy eye on me, and the result was what might have been foreseen: I lost my head in a quarter of a minute, and didn't know what I was about; I started too early to bring the boat around, but detected a green gleam of joy in Brown's eye, and corrected my mistake; I started around once more while too high up, but corrected myself again in time; I made other false moves, and still managed to save myself; but at last I grew so confused and anxious that I tumbled into the very worst blunder of all--I got too far down before beginning to fetch the boat around. Brown's chance was come.

His face turned red with passion; he made one bound, hurled me across the house with a sweep of his arm, spun the wheel down, and began to pour out a stream of vituperation upon me which lasted till he was out of breath. In the course of this speech he called me all the different kinds of hard names he could think of, and once or twice I thought he was even going to swear--but he didn't this time. 'Dod dern' was the nearest he ventured to the luxury of swearing, for he had been brought up with a wholesome respect for future fire and brimstone.

That was an uncomfortable hour; for there was a big audience on the hurricane deck. When I went to bed that night, I killed Brown in seventeen different ways--all of them new.

Chapter 19 Brown and I Exchange Compliments

Two trips later, I got into serious trouble. Brown was steering; I was 'pulling down.' My younger brother appeared on the hurricane deck, and shouted to Brown to stop at some landing or other a mile or so below. Brown gave no intimation that he had heard anything. But that was his way: he never condescended to take notice of an under clerk. The wind was blowing; Brown was deaf (although he always pretended he wasn't), and I very much doubted if he had heard the order. If I had two heads, I would have spoken; but as I had only one, it seemed judicious to take care of it; so I kept still.

Presently, sure enough, we went sailing by that plantation. Captain Klinefelter appeared on the deck, and said--

'Let her come around, sir, let her come around. Didn't Henry tell you to land here?'

'NO, sir!'

'I sent him up to do, it.'

'He did come up; and that's all the good it done, the dod-derned fool. He never said anything.'

'Didn't YOU hear him?' asked the captain of me.

Of course I didn't want to be mixed up in this business, but there was no way to avoid it; so I said--

'Yes, sir.'

I knew what Brown's next remark would be, before he uttered it; it was--

'Shut your mouth! you never heard anything of the kind.'

I closed my mouth according to instructions. An hour later, Henry entered the pilot-house, unaware of what had been going on. He was a thoroughly inoffensive boy, and I was sorry to see him come, for I knew Brown would have no pity on him. Brown began, straightway--

'Here! why didn't you tell me we'd got to land at that plantation?'

'I did tell you, Mr. Brown.'

'It's a lie!'

I said--

'You lie, yourself. He did tell you.'

Brown glared at me in unaffected surprise; and for as much as a moment he was entirely speechless; then he shouted to me--

'I'll attend to your case in half a minute!' then to Henry, 'And you leave the pilot-house; out with you!'

It was pilot law, and must be obeyed. The boy started out, and even had his foot on the upper step outside the door, when Brown, with a sudden access of fury, picked up a ten-pound lump of coal and sprang after him; but I was between, with a heavy stool, and I hit Brown a good honest blow which stretched-him out.

I had committed the crime of crimes--I had lifted my hand against a pilot on duty! I supposed I was booked for the penitentiary sure, and couldn't be booked any surer if I went on and squared my long account with this person while I had the chance; consequently I stuck to him and pounded him with my fists a considerable time--I do not know how long, the pleasure of it probably made it seem longer than it really was;--but in the end he struggled free and jumped up and sprang to the wheel: a very natural solicitude, for, all this time, here was this steamboat tearing down the river at the rate of fifteen miles an hour and nobody at the helm! However, Eagle Bend was two miles wide at this bank-full stage, and correspondingly long and deep; and the boat was steering herself straight down the middle and taking no chances. Still, that was only luck--a body MIGHT have found her charging into the woods.

Perceiving, at a glance, that the 'Pennsylvania' was in no danger, Brown gathered up the big spy-glass, war-club fashion, and ordered me out of the pilot-house with more than Comanche bluster. But I was not afraid of him now; so, instead of going, I tarried, and criticized his grammar; I reformed his ferocious speeches for him, and put them into good English, calling his attention to the advantage of pure English over the bastard dialect of the Pennsylvanian collieries whence he was extracted. He could have done his part to admiration in a cross-fire of mere vituperation, of course; but he was not equipped for this species of controversy; so he presently laid aside his glass and took the wheel, muttering and shaking his head; and I retired to the bench. The racket had brought everybody to the hurricane deck, and I trembled when I saw the old captain looking up from the midst of the crowd. I said to myself, 'Now I AM done for!'--For although, as a rule, he was so fatherly and indulgent toward the boat's family, and so patient of minor shortcomings, he could be stern enough when the fault was worth it.

I tried to imagine what he WOULD do to a cub pilot who had been guilty of such a crime as mine, committed on a boat guard-deep with costly freight and alive with passengers. Our watch was nearly ended. I thought I would go and hide somewhere till I got a chance to slide ashore. So I slipped out of the pilot-house, and down the steps, and around to the texas door--and was in the act of gliding within, when the captain confronted me! I dropped my head, and he stood over me in silence a moment or two, then said impressively--

'Follow me.'

I dropped into his wake; he led the way to his parlor in the forward end of the texas. We were alone, now. He closed the after door; then moved slowly to the forward one and closed that. He sat down; I stood before him. He looked at me some little time, then said--

'So you have been fighting Mr. Brown?'

I answered meekly--

'Yes, sir.'

'Do you know that that is a very serious matter?'

'Yes, sir.'

'Are you aware that this boat was plowing down the river fully five minutes with no one at the wheel?'

'Yes, sir.'

'Did you strike him first?'

'Yes, sir.'

'What with?'

'A stool, sir.'

'Hard?'

'Middling, sir.'

'Did it knock him down?'

'He--he fell, sir.'

'Did you follow it up? Did you do anything further?'

'Yes, sir.'

'What did you do?'

'Pounded him, sir.'

'Pounded him?'

'Yes, sir.'

'Did you pound him much?--that is, severely?'

'One might call it that, sir, maybe.'

'I'm deuced glad of it! Hark ye, never mention that I said that. You have been guilty of a great crime; and don't you ever be guilty of it again, on this boat. BUT--lay for him ashore! Give him a good sound thrashing, do you hear? I'll pay the expenses. Now go--and mind you, not a word of this to anybody. Clear out with you!--you've been guilty of a great crime, you whelp!'

I slid out, happy with the sense of a close shave and a mighty deliverance; and I heard him laughing to himself and slapping his fat thighs after I had closed his door.

When Brown came off watch he went straight to the captain, who was talking with some passengers on the boiler deck, and demanded that I be put ashore in New Orleans--and added--

'I'll never turn a wheel on this boat again while that cub stays.'

The captain said--

'But he needn't come round when you are on watch, Mr. Brown.

'I won't even stay on the same boat with him. One of us has got to go ashore.'

'Very well,' said the captain, 'let it be yourself;' and resumed his talk with the passengers.

During the brief remainder of the trip, I knew how an emancipated slave feels; for I was an emancipated slave myself. While we lay at landings, I listened to George Ealer's flute; or to his readings from his two bibles, that is to say, Goldsmith and Shakespeare; or I played chess with him--and would have beaten him sometimes, only he always took back his last move and ran the game out differently.

Chapter 20 A Catastrophe

WE lay three days in New Orleans, but the captain did not succeed in finding another pilot; so he proposed that I should stand a daylight watch, and leave the night watches to George Ealer. But I was afraid; I had never stood a watch of any sort by myself, and I believed I should be sure to get into trouble in the head of some chute, or ground the boat in a near cut through some bar or other. Brown remained in his place; but he would not travel with me. So the captain gave me an order on the captain of the 'A. T. Lacey,' for a passage to St. Louis, and said he would find a new pilot there and my steersman's berth could then be resumed. The 'Lacey' was to leave a couple of days after the 'Pennsylvania.'

The night before the 'Pennsylvania' left, Henry and I sat chatting on a freight pile on the levee till midnight. The subject of the chat, mainly, was one which I think we had not exploited before--steamboat disasters. One was then on its way to us, little as we suspected it; the water which was to make the steam which should cause it, was washing past some point fifteen hundred miles up the river while we talked;--but it would arrive at the right time and the right place. We doubted if persons not clothed with authority were of much use in cases of disaster and attendant panic; still, they might be of SOME use; so we decided that if a disaster ever fell within our experience we would at least stick to the boat, and give such minor service as chance might throw in the way. Henry remembered this, afterward, when the disaster came, and acted accordingly.

The 'Lacey' started up the river two days behind the 'Pennsylvania.' We touched at Greenville, Mississippi, a couple of days out, and somebody shouted--

'The "Pennsylvania" is blown up at Ship Island, and a hundred and fifty lives lost!'

At Napoleon, Arkansas, the same evening, we got an extra, issued by a Memphis paper, which gave some particulars. It mentioned my brother, and said he was not hurt.

Further up the river we got a later extra. My brother was again mentioned; but this time as being hurt beyond help. We did not get full details of the catastrophe until we reached Memphis. This is the sorrowful story--

It was six o'clock on a hot summer morning. The 'Pennsylvania' was creeping along, north of Ship Island, about sixty miles below Memphis on a half-head of steam, towing a wood-flat which was fast being emptied. George Ealer was in the pilot-house-alone, I think; the second engineer and a striker had the watch in the engine room; the second mate had the watch on deck; George Black, Mr. Wood, and my brother, clerks, were asleep, as were also Brown and the head engineer, the carpenter, the chief mate, and one striker; Captain Klinefelter was in the barber's chair, and the barber was preparing to shave him. There were a good many cabin passengers aboard, and three or four hundred deck passengers --so it was said at the time--and not very many of them were astir. The wood being nearly all out of the flat now, Ealer rang to 'come ahead' full steam, and the next moment four of the eight boilers exploded with a thunderous crash, and the whole forward third of the boat was hoisted toward the sky! The main part of the mass, with the chimneys, dropped upon the boat again, a mountain of riddled and chaotic rubbish--and then, after a little, fire broke out.

Many people were flung to considerable distances, and fell in the river; among these were Mr. Wood and my brother, and the carpenter. The carpenter was still stretched upon his mattress when he struck the water seventy-five feet from the boat. Brown, the pilot, and George Black, chief clerk, were never seen or heard of after the explosion. The barber's chair, with Captain Klinefelter in it and unhurt, was left with its back overhanging vacancy--everything forward of it, floor and all, had disappeared; and the stupefied barber, who was also unhurt, stood with one toe projecting over space, still stirring his lather unconsciously, and saying, not a word.

When George Ealer saw the chimneys plunging aloft in front of him, he knew what the matter was; so he muffled his face in the lapels of his coat, and pressed both hands there tightly to keep this protection in its place so that no steam could get to his nose or mouth. He had ample time to attend to these details while he was going up and returning. He presently landed on top of the unexploded boilers, forty feet below the former pilot-house, accompanied by his wheel and a rain of other stuff, and enveloped in a cloud of scalding steam. All of the many who breathed that steam, died; none escaped. But Ealer breathed none of it. He made his way to the free air as quickly as he could; and when the steam cleared away he returned and climbed up on the boilers again, and patiently hunted out each and every one of his chessmen and the several joints of his flute.

By this time the fire was beginning to threaten. Shrieks and groans filled the air. A great many persons had been scalded, a great many crippled; the explosion had driven an iron crowbar through one man's body--I think they said he was a priest. He did not die at once, and his sufferings were very dreadful. A young French naval cadet, of fifteen, son of a French admiral, was fearfully scalded, but bore his tortures manfully. Both mates were badly scalded, but they stood to their posts, nevertheless. They drew the wood-boat aft, and they and the captain fought back the frantic herd of frightened immigrants till the wounded could be brought there and placed in safety first.

When Mr. Wood and Henry fell in the water, they struck out for shore, which was only a few hundred yards away; but Henry presently said he believed he was not hurt (what an unaccountable error!), and therefore would swim back to the boat and help save the wounded. So they parted, and Henry returned.

By this time the fire was making fierce headway, and several persons who were imprisoned under the ruins were begging piteously for help. All efforts to conquer the fire proved fruitless; so the buckets were presently thrown aside and the officers fell-to with axes and tried to cut the prisoners out. A striker was one of the captives; he said he was not injured, but could not free himself; and when he saw that the fire was likely to drive away the workers, he begged that some one would shoot him, and thus save him from the more dreadful death. The fire did drive the axmen away, and they had to listen, helpless, to this poor fellow's supplications till the flames ended his miseries.

The fire drove all into the wood-flat that could be accommodated there; it was cut adrift, then, and it and the burning steamer floated down the river toward Ship Island. They moored the flat at the head of the island, and there, unsheltered from the blazing sun, the half-naked occupants had to remain, without food or stimulants, or help for their hurts, during the rest of the day. A steamer came along, finally, and carried the unfortunates to Memphis, and there the most lavish assistance was at once forthcoming. By this time Henry was insensible. The physicians examined his injuries and saw that they were fatal, and naturally turned their main attention to patients who could be saved.

Forty of the wounded were placed upon pallets on the floor of a great public hall, and among these was Henry. There the ladies of Memphis came every day, with flowers, fruits, and dainties and delicacies of all kinds, and there they remained and nursed the wounded. All the physicians stood watches there, and all the medical students; and the rest of the town furnished money, or whatever else was wanted. And Memphis knew how to do all these things well; for many a disaster like the 'Pennsylvania's' had happened near her doors, and she was experienced, above all other cities on the river, in the gracious office of the Good Samaritan'

The sight I saw when I entered that large hall was new and strange to me. Two long rows of prostrate forms--more than forty, in all--and every face and head a shapeless wad of loose raw cotton. It was a gruesome spectacle. I watched there six days and nights, and a very melancholy experience it was. There was one daily incident which was peculiarly depressing: this was the removal of the doomed to a chamber apart. It was done in order that the MORALE of the other patients might not be injuriously affected by seeing one of their number in the death-agony. The fated one was always carried out with as little stir as possible, and the stretcher was always hidden from sight by a wall of assistants; but no matter: everybody knew what that cluster of bent forms, with its muffled step and its slow movement meant; and all eyes watched it wistfully, and a shudder went abreast of it like a wave.

I saw many poor fellows removed to the 'death-room,' and saw them no more afterward. But I saw our chief mate carried thither more than once. His hurts were frightful, especially his scalds. He was clothed in linseed oil and raw cotton to his waist, and resembled nothing human. He was often out of his mind; and then his pains would make him rave and shout and sometimes shriek. Then, after a period of dumb exhaustion, his disordered imagination would suddenly transform the great apartment into a forecastle, and the hurrying throng of nurses into the crew; and he would come to a sitting posture and shout, 'Hump yourselves, HUMP yourselves, you petrifactions, snail-bellies, pall-bearers! going to be all DAY getting that hatful of freight out?' and supplement this explosion with a firmament-obliterating irruption or profanity which nothing could stay or stop till his crater was empty. And now and then while these frenzies possessed him, he would tear off handfuls of the cotton and expose his cooked flesh to view. It was horrible. It was bad for the others, of course--this noise and these exhibitions; so the doctors tried to give him morphine to quiet him. But, in his mind or out of it, he would not take it. He said his wife had been killed by that treacherous drug, and he would die before he would take it. He suspected that the doctors were concealing it in his ordinary medicines and in his water--so he ceased from putting either to his lips. Once, when he had been without water during two sweltering days, he took the dipper in his hand, and the sight of the limpid fluid, and the misery of his thirst, tempted him almost beyond his strength; but he mastered himself and threw it away, and after that he allowed no more to be brought near him. Three times I saw him carried to the death-room, insensible and supposed to be dying; but each time he revived, cursed his attendants, and demanded to be taken back. He lived to be mate of a steamboat again.

But he was the only one who went to the death-room and returned alive. Dr. Peyton, a principal physician, and rich in all the attributes that go to constitute high and flawless character, did all that educated judgment and trained skill could do for Henry; but, as the newspapers had said in the beginning, his hurts were past help. On the evening of the sixth day his wandering mind busied itself with matters far away, and his nerveless fingers 'picked at his coverlet.' His hour had struck; we bore him to the death-room, poor boy.

Chapter 21 A Section in My Biography

IN due course I got my license. I was a pilot now, full fledged. I dropped into casual employments; no misfortunes resulting, intermittent work gave place to steady and protracted engagements. Time drifted smoothly and prosperously on, and I supposed--and hoped--that I was going to follow the river the rest of my days, and die at the wheel when my mission was ended. But by and by the war came, commerce was suspended, my occupation was gone.

I had to seek another livelihood. So I became a silver miner in Nevada; next, a newspaper reporter; next, a gold miner, in California; next, a reporter in San Francisco; next, a special correspondent in the Sandwich Islands; next, a roving correspondent in Europe and the East; next, an instructional torch-bearer on the lecture platform; and, finally, I became a scribbler of books, and an immovable fixture among the other rocks of New England.

In so few words have I disposed of the twenty-one slow-drifting years that have come and gone since I last looked from the windows of a pilot- house.

Let us resume, now.

Chapter 22 I Return to My Muttons

AFTER twenty-one years' absence, I felt a very strong desire to see the river again, and the steamboats, and such of the boys as might be left; so I resolved to go out there. I enlisted a poet for company, and a stenographer to 'take him down,' and started westward about the middle of April.

As I proposed to make notes, with a view to printing, I took some thought as to methods of procedure. I reflected that if I were recognized, on the river, I should not be as free to go and come, talk, inquire, and spy around, as I should be if unknown; I remembered that it was the custom of steamboatmen in the old times to load up the confiding stranger with the most picturesque and admirable lies, and put the sophisticated friend off with dull and ineffectual facts: so I concluded, that, from a business point of view, it would be an advantage to disguise our party with fictitious names. The idea was certainly good, but it bred infinite bother; for although Smith, Jones, and Johnson are easy names to remember when there is no occasion to remember them, it is next to impossible to recollect them when they are wanted. How do criminals manage to keep a brand-new ALIAS in mind? This is a great mystery. I was innocent; and yet was seldom able to lay my hand on my new name when it was needed; and it seemed to me that if I had had a crime on my conscience to further confuse me, I could never have kept the name by me at all.

We left per Pennsylvania Railroad, at 8 A.M. April 18.

'EVENING. Speaking of dress. Grace and picturesqueness drop gradually out of it as one travels away from New York.'

I find that among my notes. It makes no difference which direction you take, the fact remains the same. Whether you move north, south, east, or west, no matter: you can get up in the morning and guess how far you have come, by noting what degree of grace and picturesqueness is by that time lacking in the costumes of the new passengers,--I do not mean of the women alone, but of both sexes. It may be that CARRIAGE is at the bottom of this thing; and I think it is; for there are plenty of ladies and gentlemen in the provincial cities whose garments are all made by the best tailors and dressmakers of New York; yet this has no perceptible effect upon the grand fact: the educated eye never mistakes those people for New-Yorkers. No, there is a godless grace, and snap, and style about a born and bred New-Yorker which mere clothing cannot effect.

'APRIL 19. This morning, struck into the region of full goatees-- sometimes accompanied by a mustache, but only occasionally.'

It was odd to come upon this thick crop of an obsolete and uncomely fashion; it was like running suddenly across a forgotten acquaintance whom you had supposed dead for a generation. The goatee extends over a wide extent of country; and is accompanied by an iron-clad belief in Adam and the biblical history of creation, which has not suffered from the assaults of the scientists.

'AFTERNOON. At the railway stations the loafers carry BOTH hands in their breeches pockets; it was observable, heretofore, that one hand was sometimes out of doors,--here, never. This is an important fact in geography.'

If the loafers determined the character of a country, it would be still more important, of course.

'Heretofore, all along, the station-loafer has been often observed to scratch one shin with the other foot; here, these remains of activity are wanting. This has an ominous look.'

By and by, we entered the tobacco-chewing region. Fifty years ago, the tobacco-chewing region covered the Union. It is greatly restricted now.

Next, boots began to appear. Not in strong force, however. Later--away down the Mississippi--they became the rule. They disappeared from other sections of the Union with the mud; no doubt they will disappear from the river villages, also, when proper pavements come in.

We reached St. Louis at ten o'clock at night. At the counter of the hotel I tendered a hurriedly-invented fictitious name, with a miserable attempt at careless ease. The clerk paused, and inspected me in the compassionate way in which one inspects a respectable person who is found in doubtful circumstances; then he said--

'It's all right; I know what sort of a room you want. Used to clerk at the St. James, in New York.'

An unpromising beginning for a fraudulent career. We started to the supper room, and met two other men whom I had known elsewhere. How odd and unfair it is: wicked impostors go around lecturing under my NOM DE GUERRE and nobody suspects them; but when an honest man attempts an imposture, he is exposed at once.

One thing seemed plain: we must start down the river the next day, if people who could not be deceived were going to crop up at this rate: an unpalatable disappointment, for we had hoped to have a week in St. Louis. The Southern was a good hotel, and we could have had a comfortable time there. It is large, and well conducted, and its decorations do not make one cry, as do those of the vast Palmer House, in Chicago. True, the billiard-tables were of the Old Silurian Period, and the cues and balls of the Post-Pliocene; but there was refreshment in this, not discomfort; for there is rest and healing in the contemplation of antiquities.

The most notable absence observable in the billiard-room, was the absence of the river man. If he was there he had taken in his sign, he was in disguise. I saw there none of the swell airs and graces, and ostentatious displays of money, and pompous squanderings of it, which used to distinguish the steamboat crowd from the dry-land crowd in the bygone days, in the thronged billiard-rooms of St. Louis. In those times, the principal saloons were always populous with river men; given fifty players present, thirty or thirty-five were likely to be from the river. But I suspected that the ranks were thin now, and the steamboatmen no longer an aristocracy. Why, in my time they used to call the 'barkeep' Bill, or Joe, or Tom, and slap him on the shoulder; I watched for that. But none of these people did it. Manifestly a glory that once was had dissolved and vanished away in these twenty-one years.

When I went up to my room, I found there the young man called Rogers, crying. Rogers was not his name; neither was Jones, Brown, Dexter, Ferguson, Bascom, nor Thompson; but he answered to either of these that a body found handy in an emergency; or to any other name, in fact, if he perceived that you meant him. He said--

'What is a person to do here when he wants a drink of water?--drink this slush?'

'Can't you drink it?'

'I could if I had some other water to wash it with.'

Here was a thing which had not changed; a score of years had not affected this water's mulatto complexion in the least; a score of centuries would succeed no better, perhaps. It comes out of the turbulent, bank-caving Missouri, and every tumblerful of it holds nearly an acre of land in solution. I got this fact from the bishop of the diocese. If you will let your glass stand half an hour, you can separate the land from the water as easy as Genesis; and then you will find them both good: the one good to eat, the other good to drink. The land is very nourishing, the water is thoroughly wholesome. The one appeases hunger; the other, thirst. But the natives do not take them separately, but together, as nature mixed them. When they find an inch of mud in the bottom of a glass, they stir it up, and then take the draught as they would gruel. It is difficult for a stranger to get used to this batter, but once used to it he will prefer it to water. This is really the case. It is good for steamboating, and good to drink; but it is worthless for all other purposes, except baptizing.

Next morning, we drove around town in the rain. The city seemed but little changed. It WAS greatly changed, but it did not seem so; because in St. Louis, as in London and Pittsburgh, you can't persuade a new thing to look new; the coal smoke turns it into an antiquity the moment you take your hand off it. The place had just about doubled its size, since I was a resident of it, and was now become a city of 400,000 inhabitants; still, in the solid business parts, it looked about as it had looked formerly. Yet I am sure there is not as much smoke in St. Louis now as there used to be. The smoke used to bank itself in a dense billowy black canopy over the town, and hide the sky from view. This shelter is very much thinner now; still, there is a sufficiency of smoke there, I think. I heard no complaint.

However, on the outskirts changes were apparent enough; notably in dwelling-house architecture. The fine new homes are noble and beautiful and modern. They stand by themselves, too, with green lawns around them; whereas the dwellings of a former day are packed together in blocks, and are all of one pattern, with windows all alike, set in an arched frame-work of twisted stone; a sort of house which was handsome enough when it was rarer.

There was another change--the Forest Park. This was new to me. It is beautiful and very extensive, and has the excellent merit of having been made mainly by nature. There are other parks, and fine ones, notably Tower Grove and the Botanical Gardens; for St. Louis interested herself in such improvements at an earlier day than did the most of our cities.

The first time I ever saw St. Louis, I could have bought it for six million dollars, and it was the mistake of my life that I did not do it. It was bitter now to look abroad over this domed and steepled metropolis, this solid expanse of bricks and mortar stretching away on every hand into dim, measure-defying distances, and remember that I had allowed that opportunity to go by. Why I should have allowed it to go by seems, of course, foolish and inexplicable to-day, at a first glance; yet there were reasons at the time to justify this course.

A Scotchman, Hon. Charles Augustus Murray, writing some forty-five or fifty years ago, said--'The streets are narrow, ill paved and ill lighted.' Those streets are narrow still, of course; many of them are ill paved yet; but the reproach of ill lighting cannot be repeated, now. The 'Catholic New Church' was the only notable building then, and Mr. Murray was confidently called upon to admire it, with its 'species of Grecian portico, surmounted by a kind of steeple, much too diminutive in its proportions, and surmounted by sundry ornaments' which the unimaginative Scotchman found himself 'quite unable to describe;' and therefore was grateful when a German tourist helped him out with the exclamation--'By ---, they look exactly like bed-posts!' St. Louis is well equipped with stately and noble public buildings now, and the little church, which the people used to be so proud of, lost its importance a long time ago. Still, this would not surprise Mr. Murray, if he could come back; for he prophesied the coming greatness of St. Louis with strong confidence.

The further we drove in our inspection-tour, the more sensibly I realized how the city had grown since I had seen it last; changes in detail became steadily more apparent and frequent than at first, too: changes uniformly evidencing progress, energy, prosperity.

But the change of changes was on the 'levee.' This time, a departure from the rule. Half a dozen sound-asleep steamboats where I used to see a solid mile of wide-awake ones! This was melancholy, this was woeful. The absence of the pervading and jocund steamboatman from the billiard- saloon was explained. He was absent because he is no more. His occupation is gone, his power has passed away, he is absorbed into the common herd, he grinds at the mill, a shorn Samson and inconspicuous. Half a dozen lifeless steamboats, a mile of empty wharves, a negro fatigued with whiskey stretched asleep, in a wide and soundless vacancy, where the serried hosts of commerce used to contend!{footnote [Capt. Marryat, writing forty-five years ago says: 'St. Louis has 20,000 inhabitants. THE RIVER ABREAST OF THE TOWN IS CROWDED WITH STEAMBOATS, LYING IN TWO OR THREE TIERS.']} Here was desolation, indeed.

'The old, old sea, as one in tears, Comes murmuring, with foamy lips, And knocking at the vacant piers, Calls for his long-lost multitude of ships.'

The towboat and the railroad had done their work, and done it well and completely. The mighty bridge, stretching along over our heads, had done its share in the slaughter and spoliation. Remains of former steamboatmen told me, with wan satisfaction, that the bridge doesn't pay. Still, it can be no sufficient compensation to a corpse, to know that the dynamite that laid him out was not of as good quality as it had been supposed to be.

The pavements along the river front were bad: the sidewalks were rather out of repair; there was a rich abundance of mud. All this was familiar and satisfying; but the ancient armies of drays, and struggling throngs of men, and mountains of freight, were gone; and Sabbath reigned in their stead. The immemorial mile of cheap foul doggeries remained, but business was dull with them; the multitudes of poison-swilling Irishmen had departed, and in their places were a few scattering handfuls of ragged negroes, some drinking, some drunk, some nodding, others asleep. St. Louis is a great and prosperous and advancing city; but the river- edge of it seems dead past resurrection.

Mississippi steamboating was born about 1812; at the end of thirty years, it had grown to mighty proportions; and in less than thirty more, it was dead! A strangely short life for so majestic a creature. Of course it is not absolutely dead, neither is a crippled octogenarian who could once jump twenty-two feet on level ground; but as contrasted with what it was in its prime vigor, Mississippi steamboating may be called dead.

It killed the old-fashioned keel-boating, by reducing the freight-trip to New Orleans to less than a week. The railroads have killed the steamboat passenger traffic by doing in two or three days what the steamboats consumed a week in doing; and the towing-fleets have killed the through-freight traffic by dragging six or seven steamer-loads of stuff down the river at a time, at an expense so trivial that steamboat competition was out of the question.

Freight and passenger way-traffic remains to the steamers. This is in the hands--along the two thousand miles of river between St. Paul and New Orleans---of two or three close corporations well fortified with capital; and by able and thoroughly business-like management and system, these make a sufficiency of money out of what is left of the once prodigious steamboating industry. I suppose that St. Louis and New Orleans have not suffered materially by the change, but alas for the wood-yard man!

He used to fringe the river all the way; his close-ranked merchandise stretched from the one city to the other, along the banks, and he sold uncountable cords of it every year for cash on the nail; but all the scattering boats that are left burn coal now, and the seldomest spectacle on the Mississippi to-day is a wood-pile. Where now is the once wood-yard man?

Chapter 23 Traveling Incognito

MY idea was, to tarry a while in every town between St. Louis and New Orleans. To do this, it would be necessary to go from place to place by the short packet lines. It was an easy plan to make, and would have been an easy one to follow, twenty years ago--but not now. There are wide intervals between boats, these days.

I wanted to begin with the interesting old French settlements of St. Genevieve and Kaskaskia, sixty miles below St. Louis. There was only one boat advertised for that section--a Grand Tower packet. Still, one boat was enough; so we went down to look at her. She was a venerable rack- heap, and a fraud to boot; for she was playing herself for personal property, whereas the good honest dirt was so thickly caked all over her that she was righteously taxable as real estate. There are places in New England where her hurricane deck would be worth a hundred and fifty dollars an acre. The soil on her forecastle was quite good--the new crop of wheat was already springing from the cracks in protected places. The companionway was of a dry sandy character, and would have been well suited for grapes, with a southern exposure and a little subsoiling. The soil of the boiler deck was thin and rocky, but good enough for grazing purposes. A colored boy was on watch here--nobody else visible. We gathered from him that this calm craft would go, as advertised, 'if she got her trip;' if she didn't get it, she would wait for it.

'Has she got any of her trip?'

'Bless you, no, boss. She ain't unloadened, yit. She only come in dis mawnin'.'

He was uncertain as to when she might get her trip, but thought it might be to-morrow or maybe next day. This would not answer at all; so we had to give up the novelty of sailing down the river on a farm. We had one more arrow in our quiver: a Vicksburg packet, the 'Gold Dust,' was to leave at 5 P.M. We took passage in her for Memphis, and gave up the idea of stopping off here and there, as being impracticable. She was neat, clean, and comfortable. We camped on the boiler deck, and bought some cheap literature to kill time with. The vender was a venerable Irishman with a benevolent face and a tongue that worked easily in the socket, and from him we learned that he had lived in St. Louis thirty-four years and had never been across the river during that period. Then he wandered into a very flowing lecture, filled with classic names and allusions, which was quite wonderful for fluency until the fact became rather apparent that this was not the first time, nor perhaps the fiftieth, that the speech had been delivered. He was a good deal of a character, and much better company than the sappy literature he was selling. A random remark, connecting Irishmen and beer, brought this nugget of information out of him--

They don't drink it, sir. They can't drink it, sir. Give an Irishman lager for a month, and he's a dead man. An Irishman is lined with copper, and the beer corrodes it. But whiskey polishes the copper and is the saving of him, sir.'

At eight o'clock, promptly, we backed out and crossed the river. As we crept toward the shore, in the thick darkness, a blinding glory of white electric light burst suddenly from our forecastle, and lit up the water and the warehouses as with a noon-day glare. Another big change, this-- no more flickering, smoky, pitch-dripping, ineffectual torch-baskets, now: their day is past. Next, instead of calling out a score of hands to man the stage, a couple of men and a hatful of steam lowered it from the derrick where it was suspended, launched it, deposited it in just the right spot, and the whole thing was over and done with before a mate in the olden time could have got his profanity-mill adjusted to begin the preparatory services. Why this new and simple method of handling the stages was not thought of when the first steamboat was built, is a mystery which helps one to realize what a dull-witted slug the average human being is.

We finally got away at two in the morning, and when I turned out at six, we were rounding to at a rocky point where there was an old stone warehouse--at any rate, the ruins of it; two or three decayed dwelling- houses were near by, in the shelter of the leafy hills; but there were no evidences of human or other animal life to be seen. I wondered if I had forgotten the river; for I had no recollection whatever of this place; the shape of the river, too, was unfamiliar; there was nothing in sight, anywhere, that I could remember ever having seen before. I was surprised, disappointed, and annoyed.

We put ashore a well-dressed lady and gentleman, and two well-dressed, lady-like young girls, together with sundry Russia-leather bags. A strange place for such folk! No carriage was waiting. The party moved off as if they had not expected any, and struck down a winding country road afoot.

But the mystery was explained when we got under way again; for these people were evidently bound for a large town which lay shut in behind a tow-head (i.e., new island) a couple of miles below this landing. I couldn't remember that town; I couldn't place it, couldn't call its name. So I lost part of my temper. I suspected that it might be St. Genevieve--and so it proved to be. Observe what this eccentric river had been about: it had built up this huge useless tow-head directly in front of this town, cut off its river communications, fenced it away completely, and made a 'country' town of it. It is a fine old place, too, and deserved a better fate. It was settled by the French, and is a relic of a time when one could travel from the mouths of the Mississippi to Quebec and be on French territory and under French rule all the way.

Presently I ascended to the hurricane deck and cast a longing glance toward the pilot-house.

Chapter 24 My Incognito is Exploded

AFTER a close study of the face of the pilot on watch, I was satisfied that I had never seen him before; so I went up there. The pilot inspected me; I re-inspected the pilot. These customary preliminaries over, I sat down on the high bench, and he faced about and went on with his work. Every detail of the pilot-house was familiar to me, with one exception,--a large-mouthed tube under the breast-board. I puzzled over that thing a considerable time; then gave up and asked what it was for.

'To hear the engine-bells through.'

It was another good contrivance which ought to have been invented half a century sooner. So I was thinking, when the pilot asked--

'Do you know what this rope is for?'

I managed to get around this question, without committing myself.

'Is this the first time you were ever in a pilot-house?'

I crept under that one.

'Where are you from?'

'New England.'

'First time you have ever been West?'

I climbed over this one.

'If you take an interest in such things, I can tell you what all these things are for.'

I said I should like it.

'This,' putting his hand on a backing-bell rope, 'is to sound the fire- alarm; this,' putting his hand on a go-ahead bell, 'is to call the texas-tender; this one,' indicating the whistle-lever, 'is to call the captain'--and so he went on, touching one object after another, and reeling off his tranquil spool of lies.

I had never felt so like a passenger before. I thanked him, with emotion, for each new fact, and wrote it down in my note-book. The pilot warmed to his opportunity, and proceeded to load me up in the good old- fashioned way. At times I was afraid he was going to rupture his invention; but it always stood the strain, and he pulled through all right. He drifted, by easy stages, into revealments of the river's marvelous eccentricities of one sort and another, and backed them up with some pretty gigantic illustrations. For instance--

'Do you see that little boulder sticking out of the water yonder? well, when I first came on the river, that was a solid ridge of rock, over sixty feet high and two miles long. All washed away but that.' [This with a sigh.]

I had a mighty impulse to destroy him, but it seemed to me that killing, in any ordinary way, would be too good for him.

Once, when an odd-looking craft, with a vast coal-scuttle slanting aloft on the end of a beam, was steaming by in the distance, he indifferently drew attention to it, as one might to an object grown wearisome through familiarity, and observed that it was an 'alligator boat.'

'An alligator boat? What's it for?'

'To dredge out alligators with.'

'Are they so thick as to be troublesome?'

'Well, not now, because the Government keeps them down. But they used to be. Not everywhere; but in favorite places, here and there, where the river is wide and shoal-like Plum Point, and Stack Island, and so on-- places they call alligator beds.'

'Did they actually impede navigation?'

'Years ago, yes, in very low water; there was hardly a trip, then, that we didn't get aground on alligators.'

It seemed to me that I should certainly have to get out my tomahawk. However, I restrained myself and said--

'It must have been dreadful.'

'Yes, it was one of the main difficulties about piloting. It was so hard to tell anything about the water; the damned things shift around so-- never lie still five minutes at a time. You can tell a wind-reef, straight off, by the look of it; you can tell a break; you can tell a sand-reef--that's all easy; but an alligator reef doesn't show up, worth anything. Nine times in ten you can't tell where the water is; and when you do see where it is, like as not it ain't there when YOU get there, the devils have swapped around so, meantime. Of course there were some few pilots that could judge of alligator water nearly as well as they could of any other kind, but they had to have natural talent for it; it wasn't a thing a body could learn, you had to be born with it. Let me see: there was Ben Thornburg, and Beck Jolly, and Squire Bell, and Horace Bixby, and Major Downing, and John Stevenson, and Billy Gordon, and Jim Brady, and George Ealer, and Billy Youngblood--all A 1 alligator pilots. THEY could tell alligator water as far as another Christian could tell whiskey. Read it?--Ah, COULDN'T they, though! I only wish I had as many dollars as they could read alligator water a mile and a half off. Yes, and it paid them to do it, too. A good alligator pilot could always get fifteen hundred dollars a month. Nights, other people had to lay up for alligators, but those fellows never laid up for alligators; they never laid up for anything but fog. They could SMELL the best alligator water it was said; I don't know whether it was so or not, and I think a body's got his hands full enough if he sticks to just what he knows himself, without going around backing up other people's say-so's, though there's a plenty that ain't backward about doing it, as long as they can roust out something wonderful to tell. Which is not the style of Robert Styles, by as much as three fathom--maybe quarter-LESS.'

[My! Was this Rob Styles?--This mustached and stately figure?-A slim enough cub, in my time. How he has improved in comeliness in five-and- twenty year and in the noble art of inflating his facts.] After these musings, I said aloud--

'I should think that dredging out the alligators wouldn't have done much good, because they could come back again right away.'

'If you had had as much experience of alligators as I have, you wouldn't talk like that. You dredge an alligator once and he's CONVINCED. It's the last you hear of HIM. He wouldn't come back for pie. If there's one thing that an alligator is more down on than another, it's being dredged. Besides, they were not simply shoved out of the way; the most of the scoopful were scooped aboard; they emptied them into the hold; and when they had got a trip, they took them to Orleans to the Government works.'

'What for?'

'Why, to make soldier-shoes out of their hides. All the Government shoes are made of alligator hide. It makes the best shoes in the world. They last five years, and they won't absorb water. The alligator fishery is a Government monopoly. All the alligators are Government property--just like the live-oaks. You cut down a live-oak, and Government fines you fifty dollars; you kill an alligator, and up you go for misprision of treason--lucky duck if they don't hang you, too. And they will, if you're a Democrat. The buzzard is the sacred bird of the South, and you can't touch him; the alligator is the sacred bird of the Government, and you've got to let him alone.'

'Do you ever get aground on the alligators now?'

'Oh, no! it hasn't happened for years.'

'Well, then, why do they still keep the alligator boats in service?'

'Just for police duty--nothing more. They merely go up and down now and then. The present generation of alligators know them as easy as a burglar knows a roundsman; when they see one coming, they break camp and go for the woods.'

After rounding-out and finishing-up and polishing-off the alligator business, he dropped easily and comfortably into the historical vein, and told of some tremendous feats of half-a-dozen old-time steamboats of his acquaintance, dwelling at special length upon a certain extraordinary performance of his chief favorite among this distinguished fleet--and then adding--

'That boat was the "Cyclone,"--last trip she ever made--she sunk, that very trip--captain was Tom Ballou, the most immortal liar that ever I struck. He couldn't ever seem to tell the truth, in any kind of weather. Why, he would make you fairly shudder. He WAS the most scandalous liar! I left him, finally; I couldn't stand it. The proverb says, "like master, like man;" and if you stay with that kind of a man, you'll come under suspicion by and by, just as sure as you live. He paid first-class wages; but said I, What's wages when your reputation's in danger? So I let the wages go, and froze to my reputation. And I've never regretted it. Reputation's worth everything, ain't it? That's the way I look at it. He had more selfish organs than any seven men in the world--all packed in the stern-sheets of his skull, of course, where they belonged. They weighed down the back of his head so that it made his nose tilt up in the air. People thought it was vanity, but it wasn't, it was malice. If you only saw his foot, you'd take him to be nineteen feet high, but he wasn't; it was because his foot was out of drawing. He was intended to be nineteen feet high, no doubt, if his foot was made first, but he didn't get there; he was only five feet ten. That's what he was, and that's what he is. You take the lies out of him, and he'll shrink to the size of your hat; you take the malice out of him, and he'll disappear. That "Cyclone" was a rattler to go, and the sweetest thing to steer that ever walked the waters. Set her amidships, in a big river, and just let her go; it was all you had to do. She would hold herself on a star all night, if you let her alone. You couldn't ever feel her rudder. It wasn't any more labor to steer her than it is to count the Republican vote in a South Carolina election. One morning, just at daybreak, the last trip she ever made, they took her rudder aboard to mend it; I didn't know anything about it; I backed her out from the wood-yard and went a-weaving down the river all serene. When I had gone about twenty-three miles, and made four horribly crooked crossings--'

'Without any rudder?'

'Yes--old Capt. Tom appeared on the roof and began to find fault with me for running such a dark night--'

'Such a DARK NIGHT ?--Why, you said--'

'Never mind what I said,--'twas as dark as Egypt now, though pretty soon the moon began to rise, and--'

'You mean the SUN--because you started out just at break of--look here! Was this BEFORE you quitted the captain on account of his lying, or--'

'It was before--oh, a long time before. And as I was saying, he--'

'But was this the trip she sunk, or was--'

'Oh, no!--months afterward. And so the old man, he--'

'Then she made TWO last trips, because you said--'

He stepped back from the wheel, swabbing away his perspiration, and said--

'Here!' (calling me by name), 'YOU take her and lie a while--you're handier at it than I am. Trying to play yourself for a stranger and an innocent!--why, I knew you before you had spoken seven words; and I made up my mind to find out what was your little game. It was to DRAW ME OUT. Well, I let you, didn't I? Now take the wheel and finish the watch; and next time play fair, and you won't have to work your passage.'

Thus ended the fictitious-name business. And not six hours out from St. Louis! but I had gained a privilege, any way, for I had been itching to get my hands on the wheel, from the beginning. I seemed to have forgotten the river, but I hadn't forgotten how to steer a steamboat, nor how to enjoy it, either.

Chapter 25 From Cairo to Hickman

THE scenery, from St. Louis to Cairo--two hundred miles--is varied and beautiful. The hills were clothed in the fresh foliage of spring now, and were a gracious and worthy setting for the broad river flowing between. Our trip began auspiciously, with a perfect day, as to breeze and sunshine, and our boat threw the miles out behind her with satisfactory despatch.

We found a railway intruding at Chester, Illinois; Chester has also a penitentiary now, and is otherwise marching on. At Grand Tower, too, there was a railway; and another at Cape Girardeau. The former town gets its name from a huge, squat pillar of rock, which stands up out of the water on the Missouri side of the river--a piece of nature's fanciful handiwork--and is one of the most picturesque features of the scenery of that region. For nearer or remoter neighbors, the Tower has the Devil's Bake Oven--so called, perhaps, because it does not powerfully resemble anybody else's bake oven; and the Devil's Tea Table--this latter a great smooth-surfaced mass of rock, with diminishing wine-glass stem, perched some fifty or sixty feet above the river, beside a beflowered and garlanded precipice, and sufficiently like a tea-table to answer for anybody, Devil or Christian. Away down the river we have the Devil's Elbow and the Devil's Race-course, and lots of other property of his which I cannot now call to mind.

The Town of Grand Tower was evidently a busier place than it had been in old times, but it seemed to need some repairs here and there, and a new coat of whitewash all over. Still, it was pleasant to me to see the old coat once more. 'Uncle' Mumford, our second officer, said the place had been suffering from high water, and consequently was not looking its best now. But he said it was not strange that it didn't waste white- wash on itself, for more lime was made there, and of a better quality, than anywhere in the West; and added--'On a dairy farm you never can get any milk for your coffee, nor any sugar for it on a sugar plantation; and it is against sense to go to a lime town to hunt for white-wash.' In my own experience I knew the first two items to be true; and also that people who sell candy don't care for candy; therefore there was plausibility in Uncle Mumford's final observation that 'people who make lime run more to religion than whitewash.' Uncle Mumford said, further, that Grand Tower was a great coaling center and a prospering place.

Cape Girardeau is situated on a hillside, and makes a handsome appearance. There is a great Jesuit school for boys at the foot of the town by the river. Uncle Mumford said it had as high a reputation for thoroughness as any similar institution in Missouri! There was another college higher up on an airy summit--a bright new edifice, picturesquely and peculiarly towered and pinnacled--a sort of gigantic casters, with the cruets all complete. Uncle Mumford said that Cape Girardeau was the Athens of Missouri, and contained several colleges besides those already mentioned; and all of them on a religious basis of one kind or another. He directed my attention to what he called the 'strong and pervasive religious look of the town,' but I could not see that it looked more religious than the other hill towns with the same slope and built of the same kind of bricks. Partialities often make people see more than really exists.

Uncle Mumford has been thirty years a mate on the river. He is a man of practical sense and a level head; has observed; has had much experience of one sort and another; has opinions; has, also, just a perceptible dash of poetry in his composition, an easy gift of speech, a thick growl in his voice, and an oath or two where he can get at them when the exigencies of his office require a spiritual lift. He is a mate of the blessed old-time kind; and goes gravely damning around, when there is work to the fore, in a way to mellow the ex-steamboatman's heart with sweet soft longings for the vanished days that shall come no more. 'GIT up there you! Going to be all day? Why d'n't you SAY you was petrified in your hind legs, before you shipped!'

He is a steady man with his crew; kind and just, but firm; so they like him, and stay with him. He is still in the slouchy garb of the old generation of mates; but next trip the Anchor Line will have him in uniform--a natty blue naval uniform, with brass buttons, along with all the officers of the line--and then he will be a totally different style of scenery from what he is now.

Uniforms on the Mississippi! It beats all the other changes put together, for surprise. Still, there is another surprise--that it was not made fifty years ago. It is so manifestly sensible, that it might have been thought of earlier, one would suppose. During fifty years, out there, the innocent passenger in need of help and information, has been mistaking the mate for the cook, and the captain for the barber--and being roughly entertained for it, too. But his troubles are ended now. And the greatly improved aspect of the boat's staff is another advantage achieved by the dress-reform period.

Steered down the bend below Cape Girardeau. They used to call it 'Steersman's Bend;' plain sailing and plenty of water in it, always; about the only place in the Upper River that a new cub was allowed to take a boat through, in low water.

Thebes, at the head of the Grand Chain, and Commerce at the foot of it, were towns easily rememberable, as they had not undergone conspicuous alteration. Nor the Chain, either--in the nature of things; for it is a chain of sunken rocks admirably arranged to capture and kill steamboats on bad nights. A good many steamboat corpses lie buried there, out of sight; among the rest my first friend the 'Paul Jones;' she knocked her bottom out, and went down like a pot, so the historian told me--Uncle Mumford. He said she had a gray mare aboard, and a preacher. To me, this sufficiently accounted for the disaster; as it did, of course, to Mumford, who added--

'But there are many ignorant people who would scoff at such a matter, and call it superstition. But you will always notice that they are people who have never traveled with a gray mare and a preacher. I went down the river once in such company. We grounded at Bloody Island; we grounded at Hanging Dog; we grounded just below this same Commerce; we jolted Beaver Dam Rock; we hit one of the worst breaks in the 'Graveyard' behind Goose Island; we had a roustabout killed in a fight; we burnt a boiler; broke a shaft; collapsed a flue; and went into Cairo with nine feet of water in the hold--may have been more, may have been less. I remember it as if it were yesterday. The men lost their heads with terror. They painted the mare blue, in sight of town, and threw the preacher overboard, or we should not have arrived at all. The preacher was fished out and saved. He acknowledged, himself, that he had been to blame. I remember it all, as if it were yesterday.'

That this combination--of preacher and gray mare--should breed calamity, seems strange, and at first glance unbelievable; but the fact is fortified by so much unassailable proof that to doubt is to dishonor reason. I myself remember a case where a captain was warned by numerous friends against taking a gray mare and a preacher with him, but persisted in his purpose in spite of all that could be said; and the same day--it may have been the next, and some say it was, though I think it was the same day--he got drunk and fell down the hatchway, and was borne to his home a corpse. This is literally true.

No vestige of Hat Island is left now; every shred of it is washed away. I do not even remember what part of the river it used to be in, except that it was between St. Louis and Cairo somewhere. It was a bad region-- all around and about Hat Island, in early days. A farmer who lived on the Illinois shore there, said that twenty-nine steamboats had left their bones strung along within sight from his house. Between St. Louis and Cairo the steamboat wrecks average one to the mile;--two hundred wrecks, altogether.

I could recognize big changes from Commerce down. Beaver Dam Rock was out in the middle of the river now, and throwing a prodigious 'break;' it used to be close to the shore, and boats went down outside of it. A big island that used to be away out in mid-river, has retired to the Missouri shore, and boats do not go near it any more. The island called Jacket Pattern is whittled down to a wedge now, and is booked for early destruction. Goose Island is all gone but a little dab the size of a steamboat. The perilous 'Graveyard,' among whose numberless wrecks we used to pick our way so slowly and gingerly, is far away from the channel now, and a terror to nobody. One of the islands formerly called the Two Sisters is gone entirely; the other, which used to lie close to the Illinois shore, is now on the Missouri side, a mile away; it is joined solidly to the shore, and it takes a sharp eye to see where the seam is--but it is Illinois ground yet, and the people who live on it have to ferry themselves over and work the Illinois roads and pay Illinois taxes: singular state of things!

Near the mouth of the river several islands were missing--washed away. Cairo was still there--easily visible across the long, flat point upon whose further verge it stands; but we had to steam a long way around to get to it. Night fell as we were going out of the 'Upper River' and meeting the floods of the Ohio. We dashed along without anxiety; for the hidden rock which used to lie right in the way has moved up stream a long distance out of the channel; or rather, about one county has gone into the river from the Missouri point, and the Cairo point has 'made down' and added to its long tongue of territory correspondingly. The Mississippi is a just and equitable river; it never tumbles one man's farm overboard without building a new farm just like it for that man's neighbor. This keeps down hard feelings.

Going into Cairo, we came near killing a steamboat which paid no attention to our whistle and then tried to cross our bows. By doing some strong backing, we saved him; which was a great loss, for he would have made good literature.

Cairo is a brisk town now; and is substantially built, and has a city look about it which is in noticeable contrast to its former estate, as per Mr. Dickens's portrait of it. However, it was already building with bricks when I had seen it last--which was when Colonel (now General) Grant was drilling his first command there. Uncle Mumford says the libraries and Sunday-schools have done a good work in Cairo, as well as the brick masons. Cairo has a heavy railroad and river trade, and her situation at the junction of the two great rivers is so advantageous that she cannot well help prospering.

When I turned out, in the morning, we had passed Columbus, Kentucky, and were approaching Hickman, a pretty town, perched on a handsome hill. Hickman is in a rich tobacco region, and formerly enjoyed a great and lucrative trade in that staple, collecting it there in her warehouses from a large area of country and shipping it by boat; but Uncle Mumford says she built a railway to facilitate this commerce a little more, and he thinks it facilitated it the wrong way--took the bulk of the trade out of her hands by 'collaring it along the line without gathering it at her doors.'

Chapter 26 Under Fire

TALK began to run upon the war now, for we were getting down into the upper edge of the former battle-stretch by this time. Columbus was just behind us, so there was a good deal said about the famous battle of Belmont. Several of the boat's officers had seen active service in the Mississippi war-fleet. I gathered that they found themselves sadly out of their element in that kind of business at first, but afterward got accustomed to it, reconciled to it, and more or less at home in it. One of our pilots had his first war experience in the Belmont fight, as a pilot on a boat in the Confederate service. I had often had a curiosity to know how a green hand might feel, in his maiden battle, perched all solitary and alone on high in a pilot house, a target for Tom, Dick and Harry, and nobody at his elbow to shame him from showing the white feather when matters grew hot and perilous around him; so, to me his story was valuable--it filled a gap for me which all histories had left till that time empty.

THE PILOT'S FIRST BATTLE

He said--

It was the 7th of November. The fight began at seven in the morning. I was on the 'R. H. W. Hill.' Took over a load of troops from Columbus. Came back, and took over a battery of artillery. My partner said he was going to see the fight; wanted me to go along. I said, no, I wasn't anxious, I would look at it from the pilot-house. He said I was a coward, and left.

That fight was an awful sight. General Cheatham made his men strip their coats off and throw them in a pile, and said, 'Now follow me to hell or victory!' I heard him say that from the pilot-house; and then he galloped in, at the head of his troops. Old General Pillow, with his white hair, mounted on a white horse, sailed in, too, leading his troops as lively as a boy. By and by the Federals chased the rebels back, and here they came! tearing along, everybody for himself and Devil take the hindmost! and down under the bank they scrambled, and took shelter. I was sitting with my legs hanging out of the pilot-house window. All at once I noticed a whizzing sound passing my ear. Judged it was a bullet. I didn't stop to think about anything, I just tilted over backwards and landed on the floor, and staid there. The balls came booming around. Three cannon-balls went through the chimney; one ball took off the corner of the pilot-house; shells were screaming and bursting all around. Mighty warm times--I wished I hadn't come. I lay there on the pilot-house floor, while the shots came faster and faster. I crept in behind the big stove, in the middle of the pilot-house. Presently a minie-ball came through the stove, and just grazed my head, and cut my hat. I judged it was time to go away from there. The captain was on the roof with a red-headed major from Memphis--a fine-looking man. I heard him say he wanted to leave here, but 'that pilot is killed.' I crept over to the starboard side to pull the bell to set her back; raised up and took a look, and I saw about fifteen shot holes through the window panes; had come so lively I hadn't noticed them. I glanced out on the water, and the spattering shot were like a hailstorm. I thought best to get out of that place. I went down the pilot-house guy, head first--not feet first but head first--slid down--before I struck the deck, the captain said we must leave there. So I climbed up the guy and got on the floor again. About that time, they collared my partner and were bringing him up to the pilot-house between two soldiers. Somebody had said I was killed. He put his head in and saw me on the floor reaching for the backing bells. He said, 'Oh, hell, he ain't shot,' and jerked away from the men who had him by the collar, and ran below. We were there until three o'clock in the afternoon, and then got away all right.

The next time I saw my partner, I said, 'Now, come out, be honest, and tell me the truth. Where did you go when you went to see that battle?' He says, 'I went down in the hold.'

All through that fight I was scared nearly to death. I hardly knew anything, I was so frightened; but you see, nobody knew that but me. Next day General Polk sent for me, and praised me for my bravery and gallant conduct. I never said anything, I let it go at that. I judged it wasn't so, but it was not for me to contradict a general officer.

Pretty soon after that I was sick, and used up, and had to go off to the Hot Springs. When there, I got a good many letters from commanders saying they wanted me to come back. I declined, because I wasn't well enough or strong enough; but I kept still, and kept the reputation I had made.

A plain story, straightforwardly told; but Mumford told me that that pilot had 'gilded that scare of his, in spots;' that his subsequent career in the war was proof of it.

We struck down through the chute of Island No. 8, and I went below and fell into conversation with a passenger, a handsome man, with easy carriage and an intelligent face. We were approaching Island No. 10, a place so celebrated during the war. This gentleman's home was on the main shore in its neighborhood. I had some talk with him about the war times; but presently the discourse fell upon 'feuds,' for in no part of the South has the vendetta flourished more briskly, or held out longer between warring families, than in this particular region. This gentleman said--

'There's been more than one feud around here, in old times, but I reckon the worst one was between the Darnells and the Watsons. Nobody don't know now what the first quarrel was about, it's so long ago; the Darnells and the Watsons don't know, if there's any of them living, which I don't think there is. Some says it was about a horse or a cow-- anyway, it was a little matter; the money in it wasn't of no consequence--none in the world--both families was rich. The thing could have been fixed up, easy enough; but no, that wouldn't do. Rough words had been passed; and so, nothing but blood could fix it up after that. That horse or cow, whichever it was, cost sixty years of killing and crippling! Every year or so somebody was shot, on one side or the other; and as fast as one generation was laid out, their sons took up the feud and kept it a-going. And it's just as I say; they went on shooting each other, year in and year out--making a kind of a religion of it, you see --till they'd done forgot, long ago, what it was all about. Wherever a Darnell caught a Watson, or a Watson caught a Darnell, one of 'em was going to get hurt--only question was, which of them got the drop on the other. They'd shoot one another down, right in the presence of the family. They didn't hunt for each other, but when they happened to meet, they puffed and begun. Men would shoot boys, boys would shoot men. A man shot a boy twelve years old--happened on him in the woods, and didn't give him no chance. If he HAD 'a' given him a chance, the boy'd 'a' shot him. Both families belonged to the same church (everybody around here is religious); through all this fifty or sixty years' fuss, both tribes was there every Sunday, to worship. They lived each side of the line, and the church was at a landing called Compromise. Half the church and half the aisle was in Kentucky, the other half in Tennessee. Sundays you'd see the families drive up, all in their Sunday clothes, men, women, and children, and file up the aisle, and set down, quiet and orderly, one lot on the Tennessee side of the church and the other on the Kentucky side; and the men and boys would lean their guns up against the wall, handy, and then all hands would join in with the prayer and praise; though they say the man next the aisle didn't kneel down, along with the rest of the family; kind of stood guard. I don't know; never was at that church in my life; but I remember that that's what used to be said.

'Twenty or twenty-five years ago, one of the feud families caught a young man of nineteen out and killed him. Don't remember whether it was the Darnells and Watsons, or one of the other feuds; but anyway, this young man rode up--steamboat laying there at the time--and the first thing he saw was a whole gang of the enemy. He jumped down behind a wood-pile, but they rode around and begun on him, he firing back, and they galloping and cavorting and yelling and banging away with all their might. Think he wounded a couple of them; but they closed in on him and chased him into the river; and as he swum along down stream, they followed along the bank and kept on shooting at him; and when he struck shore he was dead. Windy Marshall told me about it. He saw it. He was captain of the boat.

'Years ago, the Darnells was so thinned out that the old man and his two sons concluded they'd leave the country. They started to take steamboat just above No. 10; but the Watsons got wind of it; and they arrived just as the two young Darnells was walking up the companion-way with their wives on their arms. The fight begun then, and they never got no further--both of them killed. After that, old Darnell got into trouble with the man that run the ferry, and the ferry-man got the worst of it-- and died. But his friends shot old Darnell through and through--filled him full of bullets, and ended him.'

The country gentleman who told me these things had been reared in ease and comfort, was a man of good parts, and was college bred. His loose grammar was the fruit of careless habit, not ignorance. This habit among educated men in the West is not universal, but it is prevalent-- prevalent in the towns, certainly, if not in the cities; and to a degree which one cannot help noticing, and marveling at. I heard a Westerner who would be accounted a highly educated man in any country, say 'never mind, it DON'T MAKE NO DIFFERENCE, anyway.' A life-long resident who was present heard it, but it made no impression upon her. She was able to recall the fact afterward, when reminded of it; but she confessed that the words had not grated upon her ear at the time--a confession which suggests that if educated people can hear such blasphemous grammar, from such a source, and be unconscious of the deed, the crime must be tolerably common--so common that the general ear has become dulled by familiarity with it, and is no longer alert, no longer sensitive to such affronts.

No one in the world speaks blemishless grammar; no one has ever written it--NO one, either in the world or out of it (taking the Scriptures for evidence on the latter point); therefore it would not be fair to exact grammatical perfection from the peoples of the Valley; but they and all other peoples may justly be required to refrain from KNOWINGLY and PURPOSELY debauching their grammar.

I found the river greatly changed at Island No. 10. The island which I remembered was some three miles long and a quarter of a mile wide, heavily timbered, and lay near the Kentucky shore--within two hundred yards of it, I should say. Now, however, one had to hunt for it with a spy-glass. Nothing was left of it but an insignificant little tuft, and this was no longer near the Kentucky shore; it was clear over against the opposite shore, a mile away. In war times the island had been an important place, for it commanded the situation; and, being heavily fortified, there was no getting by it. It lay between the upper and lower divisions of the Union forces, and kept them separate, until a junction was finally effected across the Missouri neck of land; but the island being itself joined to that neck now, the wide river is without obstruction.

In this region the river passes from Kentucky into Tennessee, back into Missouri, then back into Kentucky, and thence into Tennessee again. So a mile or two of Missouri sticks over into Tennessee.

The town of New Madrid was looking very unwell; but otherwise unchanged from its former condition and aspect. Its blocks of frame-houses were still grouped in the same old flat plain, and environed by the same old forests. It was as tranquil as formerly, and apparently had neither grown nor diminished in size. It was said that the recent high water had invaded it and damaged its looks. This was surprising news; for in low water the river bank is very high there (fifty feet), and in my day an overflow had always been considered an impossibility. This present flood of 1882 Will doubtless be celebrated in the river's history for several generations before a deluge of like magnitude shall be seen. It put all the unprotected low lands under water, from Cairo to the mouth; it broke down the levees in a great many places, on both sides of the river; and in some regions south, when the flood was at its highest, the Mississippi was SEVENTY MILES wide! a number of lives were lost, and the destruction of property was fearful. The crops were destroyed, houses washed away, and shelterless men and cattle forced to take refuge on scattering elevations here and there in field and forest, and wait in peril and suffering until the boats put in commission by the national and local governments and by newspaper enterprise could come and rescue them. The properties of multitudes of people were under water for months, and the poorer ones must have starved by the hundred if succor had not been promptly afforded.{footnote [For a detailed and interesting description of the great flood, written on board of the New Orleans TIMES-DEMOCRAT'S relief-boat, see Appendix A]} The water had been falling during a considerable time now, yet as a rule we found the banks still under water.

Chapter 27 Some Imported Articles

WE met two steamboats at New Madrid. Two steamboats in sight at once! an infrequent spectacle now in the lonesome Mississippi. The loneliness of this solemn, stupendous flood is impressive--and depressing. League after league, and still league after league, it pours its chocolate tide along, between its solid forest walls, its almost untenanted shores, with seldom a sail or a moving object of any kind to disturb the surface and break the monotony of the blank, watery solitude; and so the day goes, the night comes, and again the day--and still the same, night after night and day after day--majestic, unchanging sameness of serenity, repose, tranquillity, lethargy, vacancy--symbol of eternity, realization of the heaven pictured by priest and prophet, and longed for by the good and thoughtless!

Immediately after the war of 1812, tourists began to come to America, from England; scattering ones at first, then a sort of procession of them--a procession which kept up its plodding, patient march through the land during many, many years. Each tourist took notes, and went home and published a book--a book which was usually calm, truthful, reasonable, kind; but which seemed just the reverse to our tender-footed progenitors. A glance at these tourist-books shows us that in certain of its aspects the Mississippi has undergone no change since those strangers visited it, but remains to-day about as it was then. The emotions produced in those foreign breasts by these aspects were not all formed on one pattern, of course; they HAD to be various, along at first, because the earlier tourists were obliged to originate their emotions, whereas in older countries one can always borrow emotions from one's predecessors. And, mind you, emotions are among the toughest things in the world to manufacture out of whole cloth; it is easier to manufacture seven facts than one emotion. Captain Basil Hall. R.N., writing fifty-five years ago, says--

'Here I caught the first glimpse of the object I had so long wished to behold, and felt myself amply repaid at that moment for all the trouble I had experienced in coming so far; and stood looking at the river flowing past till it was too dark to distinguish anything. But it was not till I had visited the same spot a dozen times, that I came to a right comprehension of the grandeur of the scene.'

Following are Mrs. Trollope's emotions. She is writing a few months later in the same year, 1827, and is coming in at the mouth of the Mississippi--

'The first indication of our approach to land was the appearance of this mighty river pouring forth its muddy mass of waters, and mingling with the deep blue of the Mexican Gulf. I never beheld a scene so utterly desolate as this entrance of the Mississippi. Had Dante seen it, he might have drawn images of another Borgia from its horrors. One only object rears itself above the eddying waters; this is the mast of a vessel long since wrecked in attempting to cross the bar, and it still stands, a dismal witness of the destruction that has been, and a boding prophet of that which is to come.'

Emotions of Hon. Charles Augustus Murray (near St. Louis), seven years later--

'It is only when you ascend the mighty current for fifty or a hundred miles, and use the eye of imagination as well as that of nature, that you begin to understand all his might and majesty. You see him fertilizing a boundless valley, bearing along in his course the trophies of his thousand victories over the shattered forest--here carrying away large masses of soil with all their growth, and there forming islands, destined at some future period to be the residence of man; and while indulging in this prospect, it is then time for reflection to suggest that the current before you has flowed through two or three thousand miles, and has yet to travel one thousand three hundred more before reaching its ocean destination.'

Receive, now, the emotions of Captain Marryat, R.N. author of the sea tales, writing in 1837, three years after Mr. Murray--

'Never, perhaps, in the records of nations, was there an instance of a century of such unvarying and unmitigated crime as is to be collected from the history of the turbulent and blood-stained Mississippi. The stream itself appears as if appropriate for the deeds which have been committed. It is not like most rivers, beautiful to the sight, bestowing fertility in its course; not one that the eye loves to dwell upon as it sweeps along, nor can you wander upon its banks, or trust yourself without danger to its stream. It is a furious, rapid, desolating torrent, loaded with alluvial soil; and few of those who are received into its waters ever rise again, {footnote [There was a foolish superstition of some little prevalence in that day, that the Mississippi would neither buoy up a swimmer, nor permit a drowned person's body to rise to the surface.]} or can support themselves long upon its surface without assistance from some friendly log. It contains the coarsest and most uneatable of fish, such as the cat-fish and such genus, and as you descend, its banks are occupied with the fetid alligator, while the panther basks at its edge in the cane-brakes, almost impervious to man. Pouring its impetuous waters through wild tracks covered with trees of little value except for firewood, it sweeps down whole forests in its course, which disappear in tumultuous confusion, whirled away by the stream now loaded with the masses of soil which nourished their roots, often blocking up and changing for a time the channel of the river, which, as if in anger at its being opposed, inundates and devastates the whole country round; and as soon as it forces its way through its former channel, plants in every direction the uprooted monarchs of the forest (upon whose branches the bird will never again perch, or the raccoon, the opossum, or the squirrel climb) as traps to the adventurous navigators of its waters by steam, who, borne down upon these concealed dangers which pierce through the planks, very often have not time to steer for and gain the shore before they sink to the bottom. There are no pleasing associations connected with the great common sewer of the Western America, which pours out its mud into the Mexican Gulf, polluting the clear blue sea for many miles beyond its mouth. It is a river of desolation; and instead of reminding you, like other beautiful rivers, of an angel which has descended for the benefit of man, you imagine it a devil, whose energies have been only overcome by the wonderful power of steam.'

It is pretty crude literature for a man accustomed to handling a pen; still, as a panorama of the emotions sent weltering through this noted visitor's breast by the aspect and traditions of the 'great common sewer,' it has a value. A value, though marred in the matter of statistics by inaccuracies; for the catfish is a plenty good enough fish for anybody, and there are no panthers that are 'impervious to man.'

Later still comes Alexander Mackay, of the Middle Temple, Barrister at Law, with a better digestion, and no catfish dinner aboard, and feels as follows--

'The Mississippi! It was with indescribable emotions that I first felt myself afloat upon its waters. How often in my schoolboy dreams, and in my waking visions afterwards, had my imagination pictured to itself the lordly stream, rolling with tumultuous current through the boundless region to which it has given its name, and gathering into itself, in its course to the ocean, the tributary waters of almost every latitude in the temperate zone! Here it was then in its reality, and I, at length, steaming against its tide. I looked upon it with that reverence with which everyone must regard a great feature of external nature.'

So much for the emotions. The tourists, one and all, remark upon the deep, brooding loneliness and desolation of the vast river. Captain Basil Hall, who saw it at flood-stage, says--

'Sometimes we passed along distances of twenty or thirty miles without seeing a single habitation. An artist, in search of hints for a painting of the deluge, would here have found them in abundance.'

The first shall be last, etc. just two hundred years ago, the old original first and gallantest of all the foreign tourists, pioneer, head of the procession, ended his weary and tedious discovery-voyage down the solemn stretches of the great river--La Salle, whose name will last as long as the river itself shall last. We quote from Mr. Parkman--

'And now they neared their journey's end. On the sixth of April, the river divided itself into three broad channels. La Salle followed that of the west, and D'Autray that of the east; while Tonty took the middle passage. As he drifted down the turbid current, between the low and marshy shores, the brackish water changed to brine, and the breeze grew fresh with the salt breath of the sea. Then the broad bosom of the great Gulf opened on his sight, tossing its restless billows, limitless, voiceless, lonely as when born of chaos, without a sail, without a sign of life.'

Then, on a spot of solid ground, La Salle reared a column 'bearing the arms of France; the Frenchmen were mustered under arms; and while the New England Indians and their squaws looked on in wondering silence, they chanted the TE DEUM, THE EXAUDIAT, and the DOMINE SALVUM FAC REGEM.'

Then, whilst the musketry volleyed and rejoicing shouts burst forth, the victorious discoverer planted the column, and made proclamation in a loud voice, taking formal possession of the river and the vast countries watered by it, in the name of the King. The column bore this inscription--

LOUIS LE GRAND, ROY DE FRANCE ET DE NAVARRE, REGNE; LE NEUVIEME AVRIL, 1682.

New Orleans intended to fittingly celebrate, this present year, the bicentennial anniversary of this illustrious event; but when the time came, all her energies and surplus money were required in other directions, for the flood was upon the land then, making havoc and devastation everywhere.

Chapter 28 Uncle Mumford Unloads

ALL day we swung along down the river, and had the stream almost wholly to ourselves. Formerly, at such a stage of the water, we should have passed acres of lumber rafts, and dozens of big coal barges; also occasional little trading-scows, peddling along from farm to farm, with the peddler's family on board; possibly, a random scow, bearing a humble Hamlet and Co. on an itinerant dramatic trip. But these were all absent. Far along in the day, we saw one steamboat; just one, and no more. She was lying at rest in the shade, within the wooded mouth of the Obion River. The spy-glass revealed the fact that she was named for me --or HE was named for me, whichever you prefer. As this was the first time I had ever encountered this species of honor, it seems excusable to mention it, and at the same time call the attention of the authorities to the tardiness of my recognition of it.

Noted a big change in the river, at Island 21. It was a very large island, and used to be out toward mid-stream; but it is joined fast to the main shore now, and has retired from business as an island.

As we approached famous and formidable Plum Point, darkness fell, but that was nothing to shudder about--in these modern times. For now the national government has turned the Mississippi into a sort of two- thousand-mile torchlight procession. In the head of every crossing, and in the foot of every crossing, the government has set up a clear-burning lamp. You are never entirely in the dark, now; there is always a beacon in sight, either before you, or behind you, or abreast. One might almost say that lamps have been squandered there. Dozens of crossings are lighted which were not shoal when they were created, and have never been shoal since; crossings so plain, too, and also so straight, that a steamboat can take herself through them without any help, after she has been through once. Lamps in such places are of course not wasted; it is much more convenient and comfortable for a pilot to hold on them than on a spread of formless blackness that won't stay still; and money is saved to the boat, at the same time, for she can of course make more miles with her rudder amidships than she can with it squared across her stern and holding her back.

But this thing has knocked the romance out of piloting, to a large extent. It, and some other things together, have knocked all the romance out of it. For instance, the peril from snags is not now what it once was. The government's snag-boats go patrolling up and down, in these matter-of-fact days, pulling the river's teeth; they have rooted out all the old clusters which made many localities so formidable; and they allow no new ones to collect. Formerly, if your boat got away from you, on a black night, and broke for the woods, it was an anxious time with you; so was it also, when you were groping your way through solidified darkness in a narrow chute; but all that is changed now--you flash out your electric light, transform night into day in the twinkling of an eye, and your perils and anxieties are at an end. Horace Bixby and George Ritchie have charted the crossings and laid out the courses by compass; they have invented a lamp to go with the chart, and have patented the whole. With these helps, one may run in the fog now, with considerable security, and with a confidence unknown in the old days.

With these abundant beacons, the banishment of snags, plenty of daylight in a box and ready to be turned on whenever needed, and a chart and compass to fight the fog with, piloting, at a good stage of water, is now nearly as safe and simple as driving stage, and is hardly more than three times as romantic.

And now in these new days, these days of infinite change, the Anchor Line have raised the captain above the pilot by giving him the bigger wages of the two. This was going far, but they have not stopped there. They have decreed that the pilot shall remain at his post, and stand his watch clear through, whether the boat be under way or tied up to the shore. We, that were once the aristocrats of the river, can't go to bed now, as we used to do, and sleep while a hundred tons of freight are lugged aboard; no, we must sit in the pilot-house; and keep awake, too. Verily we are being treated like a parcel of mates and engineers. The Government has taken away the romance of our calling; the Company has taken away its state and dignity.

Plum Point looked as it had always looked by night, with the exception that now there were beacons to mark the crossings, and also a lot of other lights on the Point and along its shore; these latter glinting from the fleet of the United States River Commission, and from a village which the officials have built on the land for offices and for the employees of the service. The military engineers of the Commission have taken upon their shoulders the job of making the Mississippi over again --a job transcended in size by only the original job of creating it. They are building wing-dams here and there, to deflect the current; and dikes to confine it in narrower bounds; and other dikes to make it stay there; and for unnumbered miles along the Mississippi, they are felling the timber-front for fifty yards back, with the purpose of shaving the bank down to low-water mark with the slant of a house roof, and ballasting it with stones; and in many places they have protected the wasting shores with rows of piles. One who knows the Mississippi will promptly aver-- not aloud, but to himself--that ten thousand River Commissions, with the mines of the world at their back, cannot tame that lawless stream, cannot curb it or confine it, cannot say to it, Go here, or Go there, and make it obey; cannot save a shore which it has sentenced; cannot bar its path with an obstruction which it will not tear down, dance over, and laugh at. But a discreet man will not put these things into spoken words; for the West Point engineers have not their superiors anywhere; they know all that can be known of their abstruse science; and so, since they conceive that they can fetter and handcuff that river and boss him, it is but wisdom for the unscientific man to keep still, lie low, and wait till they do it. Captain Eads, with his jetties, has done a work at the mouth of the Mississippi which seemed clearly impossible; so we do not feel full confidence now to prophesy against like impossibilities. Otherwise one would pipe out and say the Commission might as well bully the comets in their courses and undertake to make them behave, as try to bully the Mississippi into right and reasonable conduct.

I consulted Uncle Mumford concerning this and cognate matters; and I give here the result, stenographically reported, and therefore to be relied on as being full and correct; except that I have here and there left out remarks which were addressed to the men, such as 'where in blazes are you going with that barrel now?' and which seemed to me to break the flow of the written statement, without compensating by adding to its information or its clearness. Not that I have ventured to strike out all such interjections; I have removed only those which were obviously irrelevant; wherever one occurred which I felt any question about, I have judged it safest to let it remain.

UNCLE MUMFORD'S IMPRESSIONS

Uncle Mumford said--

'As long as I have been mate of a steamboat--thirty years--I have watched this river and studied it. Maybe I could have learnt more about it at West Point, but if I believe it I wish I may be WHAT ARE YOU SUCKING YOUR FINGERS THERE FOR ?--COLLAR THAT KAG OF NAILS! Four years at West Point, and plenty of books and schooling, will learn a man a good deal, I reckon, but it won't learn him the river. You turn one of those little European rivers over to this Commission, with its hard bottom and clear water, and it would just be a holiday job for them to wall it, and pile it, and dike it, and tame it down, and boss it around, and make it go wherever they wanted it to, and stay where they put it, and do just as they said, every time. But this ain't that kind of a river. They have started in here with big confidence, and the best intentions in the world; but they are going to get left. What does Ecclesiastes vii. 13 say? Says enough to knock THEIR little game galley-west, don't it? Now you look at their methods once. There at Devil's Island, in the Upper River, they wanted the water to go one way, the water wanted to go another. So they put up a stone wall. But what does the river care for a stone wall? When it got ready, it just bulged through it. Maybe they can build another that will stay; that is, up there--but not down here they can't. Down here in the Lower River, they drive some pegs to turn the water away from the shore and stop it from slicing off the bank; very well, don't it go straight over and cut somebody else's bank? Certainly. Are they going to peg all the banks? Why, they could buy ground and build a new Mississippi cheaper. They are pegging Bulletin Tow-head now. It won't do any good. If the river has got a mortgage on that island, it will foreclose, sure, pegs or no pegs. Away down yonder, they have driven two rows of piles straight through the middle of a dry bar half a mile long, which is forty foot out of the water when the river is low. What do you reckon that is for? If I know, I wish I may land in-HUMP YOURSELF, YOU SON OF AN UNDERTAKER!--OUT WITH THAT COAL-OIL, NOW, LIVELY, LIVELY! And just look at what they are trying to do down there at Milliken's Bend. There's been a cut-off in that section, and Vicksburg is left out in the cold. It's a country town now. The river strikes in below it; and a boat can't go up to the town except in high water. Well, they are going to build wing-dams in the bend opposite the foot of 103, and throw the water over and cut off the foot of the island and plow down into an old ditch where the river used to be in ancient times; and they think they can persuade the water around that way, and get it to strike in above Vicksburg, as it used to do, and fetch the town back into the world again. That is, they are going to take this whole Mississippi, and twist it around and make it run several miles UP STREAM. Well you've got to admire men that deal in ideas of that size and can tote them around without crutches; but you haven't got to believe they can DO such miracles, have you! And yet you ain't absolutely obliged to believe they can't. I reckon the safe way, where a man can afford it, is to copper the operation, and at the same time buy enough property in Vicksburg to square you up in case they win. Government is doing a deal for the Mississippi, now--spending loads of money on her. When there used to be four thousand steamboats and ten thousand acres of coal-barges, and rafts and trading scows, there wasn't a lantern from St. Paul to New Orleans, and the snags were thicker than bristles on a hog's back; and now when there's three dozen steamboats and nary barge or raft, Government has snatched out all the snags, and lit up the shores like Broadway, and a boat's as safe on the river as she'd be in heaven. And I reckon that by the time there ain't any boats left at all, the Commission will have the old thing all reorganized, and dredged out, and fenced in, and tidied up, to a degree that will make navigation just simply perfect, and absolutely safe and profitable; and all the days will be Sundays, and all the mates will be Sunday-school su-WHAT-IN-THE-NATION-YOU-FOOLING-AROUND-THERE-FOR, YOU SONS OF UNRIGHTEOUSNESS, HEIRS OF PERDITION! GOING TO BE A YEAR GETTING THAT HOGSHEAD ASHORE?'

During our trip to New Orleans and back, we had many conversations with river men, planters, journalists, and officers of the River Commission-- with conflicting and confusing results. To wit:--

1. Some believed in the Commission's scheme to arbitrarily and permanently confine (and thus deepen) the channel, preserve threatened shores, etc.

2. Some believed that the Commission's money ought to be spent only on building and repairing the great system of levees.

3. Some believed that the higher you build your levee, the higher the river's bottom will rise; and that consequently the levee system is a mistake.

4. Some believed in the scheme to relieve the river, in flood-time, by turning its surplus waters off into Lake Borgne, etc.

5. Some believed in the scheme of northern lake-reservoirs to replenish the Mississippi in low-water seasons.

Wherever you find a man down there who believes in one of these theories you may turn to the next man and frame your talk upon the hypothesis that he does not believe in that theory; and after you have had experience, you do not take this course doubtfully, or hesitatingly, but with the confidence of a dying murderer--converted one, I mean. For you will have come to know, with a deep and restful certainty, that you are not going to meet two people sick of the same theory, one right after the other. No, there will always be one or two with the other diseases along between. And as you proceed, you will find out one or two other things. You will find out that there is no distemper of the lot but is contagious; and you cannot go where it is without catching it. You may vaccinate yourself with deterrent facts as much as you please--it will do no good; it will seem to 'take,' but it doesn't; the moment you rub against any one of those theorists, make up your mind that it is time to hang out your yellow flag.

Yes, you are his sure victim: yet his work is not all to your hurt-- only part of it; for he is like your family physician, who comes and cures the mumps, and leaves the scarlet-fever behind. If your man is a Lake-Borgne-relief theorist, for instance, he will exhale a cloud of deadly facts and statistics which will lay you out with that disease, sure; but at the same time he will cure you of any other of the five theories that may have previously got into your system.

I have had all the five; and had them 'bad;' but ask me not, in mournful numbers, which one racked me hardest, or which one numbered the biggest sick list, for I do not know. In truth, no one can answer the latter question. Mississippi Improvement is a mighty topic, down yonder. Every man on the river banks, south of Cairo, talks about it every day, during such moments as he is able to spare from talking about the war; and each of the several chief theories has its host of zealous partisans; but, as I have said, it is not possible to determine which cause numbers the most recruits.

All were agreed upon one point, however: if Congress would make a sufficient appropriation, a colossal benefit would result. Very well; since then the appropriation has been made--possibly a sufficient one, certainly not too large a one. Let us hope that the prophecy will be amply fulfilled.

One thing will be easily granted by the reader; that an opinion from Mr. Edward Atkinson, upon any vast national commercial matter, comes as near ranking as authority, as can the opinion of any individual in the Union. What he has to say about Mississippi River Improvement will be found in the Appendix.{footnote [See Appendix B.]}

Sometimes, half a dozen figures will reveal, as with a lightning-flash, the importance of a subject which ten thousand labored words, with the same purpose in view, had left at last but dim and uncertain. Here is a case of the sort--paragraph from the 'Cincinnati Commercial'--

'The towboat "Jos. B. Williams" is on her way to New Orleans with a tow of thirty-two barges, containing six hundred thousand bushels (seventy- six pounds to the bushel) of coal exclusive of her own fuel, being the largest tow ever taken to New Orleans or anywhere else in the world. Her freight bill, at 3 cents a bushel, amounts to $18,000. It would take eighteen hundred cars, of three hundred and thirty-three bushels to the car, to transport this amount of coal. At $10 per ton, or $100 per car, which would be a fair price for the distance by rail, the freight bill would amount to $180,000, or $162,000 more by rail than by river. The tow will be taken from Pittsburg to New Orleans in fourteen or fifteen days. It would take one hundred trains of eighteen cars to the train to transport this one tow of six hundred thousand bushels of coal, and even if it made the usual speed of fast freight lines, it would take one whole summer to put it through by rail.'

When a river in good condition can enable one to save $162,000 and a whole summer's time, on a single cargo, the wisdom of taking measures to keep the river in good condition is made plain to even the uncommercial mind.

Chapter 29 A Few Specimen Bricks

WE passed through the Plum Point region, turned Craighead's Point, and glided unchallenged by what was once the formidable Fort Pillow, memorable because of the massacre perpetrated there during the war. Massacres are sprinkled with some frequency through the histories of several Christian nations, but this is almost the only one that can be found in American history; perhaps it is the only one which rises to a size correspondent to that huge and somber title. We have the 'Boston Massacre,' where two or three people were killed; but we must bunch Anglo-Saxon history together to find the fellow to the Fort Pillow tragedy; and doubtless even then we must travel back to the days and the performances of Coeur de Lion, that fine 'hero,' before we accomplish it.

More of the river's freaks. In times past, the channel used to strike above Island 37, by Brandywine Bar, and down towards Island 39. Afterward, changed its course and went from Brandywine down through Vogelman's chute in the Devil's Elbow, to Island 39--part of this course reversing the old order; the river running UP four or five miles, instead of down, and cutting off, throughout, some fifteen miles of distance. This in 1876. All that region is now called Centennial Island.

There is a tradition that Island 37 was one of the principal abiding places of the once celebrated 'Murel's Gang.' This was a colossal combination of robbers, horse-thieves, negro-stealers, and counterfeiters, engaged in business along the river some fifty or sixty years ago. While our journey across the country towards St. Louis was in progress we had had no end of Jesse James and his stirring history; for he had just been assassinated by an agent of the Governor of Missouri, and was in consequence occupying a good deal of space in the newspapers. Cheap histories of him were for sale by train boys. According to these, he was the most marvelous creature of his kind that had ever existed. It was a mistake. Murel was his equal in boldness; in pluck; in rapacity; in cruelty, brutality, heartlessness, treachery, and in general and comprehensive vileness and shamelessness; and very much his superior in some larger aspects. James was a retail rascal; Murel, wholesale. James's modest genius dreamed of no loftier flight than the planning of raids upon cars, coaches, and country banks; Murel projected negro insurrections and the capture of New Orleans; and furthermore, on occasion, this Murel could go into a pulpit and edify the congregation. What are James and his half-dozen vulgar rascals compared with this stately old-time criminal, with his sermons, his meditated insurrections and city-captures, and his majestic following of ten hundred men, sworn to do his evil will!

Here is a paragraph or two concerning this big operator, from a now forgotten book which was published half a century ago--

He appears to have been a most dexterous as well as consummate villain. When he traveled, his usual disguise was that of an itinerant preacher; and it is said that his discourses were very 'soul-moving'--interesting the hearers so much that they forgot to look after their horses, which were carried away by his confederates while he was preaching. But the stealing of horses in one State, and selling them in another, was but a small portion of their business; the most lucrative was the enticing slaves to run away from their masters, that they might sell them in another quarter. This was arranged as follows; they would tell a negro that if he would run away from his master, and allow them to sell him, he should receive a portion of the money paid for him, and that upon his return to them a second time they would send him to a free State, where he would be safe. The poor wretches complied with this request, hoping to obtain money and freedom; they would be sold to another master, and run away again, to their employers; sometimes they would be sold in this manner three or four times, until they had realized three or four thousand dollars by them; but as, after this, there was fear of detection, the usual custom was to get rid of the only witness that could be produced against them, which was the negro himself, by murdering him, and throwing his body into the Mississippi. Even if it was established that they had stolen a negro, before he was murdered, they were always prepared to evade punishment; for they concealed the negro who had run away, until he was advertised, and a reward offered to any man who would catch him. An advertisement of this kind warrants the person to take the property, if found. And then the negro becomes a property in trust, when, therefore, they sold the negro, it only became a breach of trust, not stealing; and for a breach of trust, the owner of the property can only have redress by a civil action, which was useless, as the damages were never paid. It may be inquired, how it was that Murel escaped Lynch law under such circumstances This will be easily understood when it is stated that he had MORE THAN A THOUSAND SWORN CONFEDERATES, all ready at a moment's notice to support any of the gang who might be in trouble. The names of all the principal confederates of Murel were obtained from himself, in a manner which I shall presently explain. The gang was composed of two classes: the Heads or Council, as they were called, who planned and concerted, but seldom acted; they amounted to about four hundred. The other class were the active agents, and were termed strikers, and amounted to about six hundred and fifty. These were the tools in the hands of the others; they ran all the risk, and received but a small portion of the money; they were in the power of the leaders of the gang, who would sacrifice them at any time by handing them over to justice, or sinking their bodies in the Mississippi. The general rendezvous of this gang of miscreants was on the Arkansas side of the river, where they concealed their negroes in the morasses and cane-brakes.

The depredations of this extensive combination were severely felt; but so well were their plans arranged, that although Murel, who was always active, was everywhere suspected, there was no proof to be obtained. It so happened, however, that a young man of the name of Stewart, who was looking after two slaves which Murel had decoyed away, fell in with him and obtained his confidence, took the oath, and was admitted into the gang as one of the General Council. By this means all was discovered; for Stewart turned traitor, although he had taken the oath, and having obtained every information, exposed the whole concern, the names of all the parties, and finally succeeded in bringing home sufficient evidence against Murel, to procure his conviction and sentence to the Penitentiary (Murel was sentenced to fourteen years' imprisonment); so many people who were supposed to be honest, and bore a respectable name in the different States, were found to be among the list of the Grand Council as published by Stewart, that every attempt was made to throw discredit upon his assertions--his character was vilified, and more than one attempt was made to assassinate him. He was obliged to quit the Southern States in consequence. It is, however, now well ascertained to have been all true; and although some blame Mr. Stewart for having violated his oath, they no longer attempt to deny that his revelations were correct. I will quote one or two portions of Murel's confessions to Mr. Stewart, made to him when they were journeying together. I ought to have observed, that the ultimate intentions of Murel and his associates were, by his own account, on a very extended scale; having no less an object in view than RAISING THE BLACKS AGAINST THE WHITES, TAKING POSSESSION OF, AND PLUNDERING NEW ORLEANS, AND MAKING THEMSELVES POSSESSORS OF THE TERRITORY. The following are a few extracts:--

'I collected all my friends about New Orleans at one of our friends' houses in that place, and we sat in council three days before we got all our plans to our notion; we then determined to undertake the rebellion at every hazard, and make as many friends as we could for that purpose. Every man's business being assigned him, I started to Natchez on foot, having sold my horse in New Orleans,--with the intention of stealing another after I started. I walked four days, and no opportunity offered for me to get a horse. The fifth day, about twelve, I had become tired, and stopped at a creek to get some water and rest a little. While I was sitting on a log, looking down the road the way that I had come, a man came in sight riding on a good-looking horse. The very moment I saw him, I was determined to have his horse, if he was in the garb of a traveler. He rode up, and I saw from his equipage that he was a traveler. I arose and drew an elegant rifle pistol on him and ordered him to dismount. He did so, and I took his horse by the bridle and pointed down the creek, and ordered him to walk before me. He went a few hundred yards and stopped. I hitched his horse, and then made him undress himself, all to his shirt and drawers, and ordered him to turn his back to me. He said, 'If you are determined to kill me, let me have time to pray before I die,' I told him I had no time to hear him pray. He turned around and dropped on his knees, and I shot him through the back of the head. I ripped open his belly and took out his entrails, and sunk him in the creek. I then searched his pockets, and found four hundred dollars and thirty-seven cents, and a number of papers that I did not take time to examine. I sunk the pocket-book and papers and his hat, in the creek. His boots were brand-new, and fitted me genteelly; and I put them on and sunk my old shoes in the creek, to atone for them. I rolled up his clothes and put them into his portmanteau, as they were brand-new cloth of the best quality. I mounted as fine a horse as ever I straddled, and directed my course for Natchez in much better style than I had been for the last five days.

'Myself and a fellow by the name of Crenshaw gathered four good horses and started for Georgia. We got in company with a young South Carolinian just before we got to Cumberland Mountain, and Crenshaw soon knew all about his business. He had been to Tennessee to buy a drove of hogs, but when he got there pork was dearer than he calculated, and he declined purchasing. We concluded he was a prize. Crenshaw winked at me; I understood his idea. Crenshaw had traveled the road before, but I never had; we had traveled several miles on the mountain, when he passed near a great precipice; just before we passed it Crenshaw asked me for my whip, which had a pound of lead in the butt; I handed it to him, and he rode up by the side of the South Carolinian, and gave him a blow on the side of the head and tumbled him from his horse; we lit from our horses and fingered his pockets; we got twelve hundred and sixty-two dollars. Crenshaw said he knew a place to hide him, and he gathered him under his arms, and I by his feet, and conveyed him to a deep crevice in the brow of the precipice, and tumbled him into it, and he went out of sight; we then tumbled in his saddle, and took his horse with us, which was worth two hundred dollars.

'We were detained a few days, and during that time our friend went to a little village in the neighborhood and saw the negro advertised (a negro in our possession), and a description of the two men of whom he had been purchased, and giving his suspicions of the men. It was rather squally times, but any port in a storm: we took the negro that night on the bank of a creek which runs by the farm of our friend, and Crenshaw shot him through the head. We took out his entrails and sunk him in the creek.

'He had sold the other negro the third time on Arkansaw River for upwards of five hundred dollars; and then stole him and delivered him into the hand of his friend, who conducted him to a swamp, and veiled the tragic scene, and got the last gleanings and sacred pledge of secrecy; as a game of that kind will not do unless it ends in a mystery to all but the fraternity. He sold the negro, first and last, for nearly two thousand dollars, and then put him for ever out of the reach of all pursuers; and they can never graze him unless they can find the negro; and that they cannot do, for his carcass has fed many a tortoise and catfish before this time, and the frogs have sung this many a long day to the silent repose of his skeleton.'

We were approaching Memphis, in front of which city, and witnessed by its people, was fought the most famous of the river battles of the Civil War. Two men whom I had served under, in my river days, took part in that fight: Mr. Bixby, head pilot of the Union fleet, and Montgomery, Commodore of the Confederate fleet. Both saw a great deal of active service during the war, and achieved high reputations for pluck and capacity.

As we neared Memphis, we began to cast about for an excuse to stay with the 'Gold Dust' to the end of her course--Vicksburg. We were so pleasantly situated, that we did not wish to make a change. I had an errand of considerable importance to do at Napoleon, Arkansas, but perhaps I could manage it without quitting the 'Gold Dust.' I said as much; so we decided to stick to present quarters.

The boat was to tarry at Memphis till ten the next morning. It is a beautiful city, nobly situated on a commanding bluff overlooking the river. The streets are straight and spacious, though not paved in a way to incite distempered admiration. No, the admiration must be reserved for the town's sewerage system, which is called perfect; a recent reform, however, for it was just the other way, up to a few years ago--a reform resulting from the lesson taught by a desolating visitation of the yellow-fever. In those awful days the people were swept off by hundreds, by thousands; and so great was the reduction caused by flight and by death together, that the population was diminished three-fourths, and so remained for a time. Business stood nearly still, and the streets bore an empty Sunday aspect.

Here is a picture of Memphis, at that disastrous time, drawn by a German tourist who seems to have been an eye-witness of the scenes which he describes. It is from Chapter VII, of his book, just published, in Leipzig, 'Mississippi-Fahrten, von Ernst von Hesse-Wartegg.'--

'In August the yellow-fever had reached its extremest height. Daily, hundreds fell a sacrifice to the terrible epidemic. The city was become a mighty graveyard, two-thirds of the population had deserted the place, and only the poor, the aged and the sick, remained behind, a sure prey for the insidious enemy. The houses were closed: little lamps burned in front of many--a sign that here death had entered. Often, several lay dead in a single house; from the windows hung black crape. The stores were shut up, for their owners were gone away or dead.

'Fearful evil! In the briefest space it struck down and swept away even the most vigorous victim. A slight indisposition, then an hour of fever, then the hideous delirium, then--the Yellow Death! On the street corners, and in the squares, lay sick men, suddenly overtaken by the disease; and even corpses, distorted and rigid. Food failed. Meat spoiled in a few hours in the fetid and pestiferous air, and turned black.

'Fearful clamors issue from many houses; then after a season they cease, and all is still: noble, self-sacrificing men come with the coffin, nail it up, and carry it away, to the graveyard. In the night stillness reigns. Only the physicians and the hearses hurry through the streets; and out of the distance, at intervals, comes the muffled thunder of the railway train, which with the speed of the wind, and as if hunted by furies, flies by the pest-ridden city without halting.'

But there is life enough there now. The population exceeds forty thousand and is augmenting, and trade is in a flourishing condition. We drove about the city; visited the park and the sociable horde of squirrels there; saw the fine residences, rose-clad and in other ways enticing to the eye; and got a good breakfast at the hotel.

A thriving place is the Good Samaritan City of the Mississippi: has a great wholesale jobbing trade; foundries, machine shops; and manufactories of wagons, carriages, and cotton-seed oil; and is shortly to have cotton mills and elevators.

Her cotton receipts reached five hundred thousand bales last year--an increase of sixty thousand over the year before. Out from her healthy commercial heart issue five trunk lines of railway; and a sixth is being added.