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 tugboat; 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 13
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 jackstaff, 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 deckhands (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 nightfall, 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
