There were two hundred persons on board, and no life was lost but the pilot's. There used to be a monument to this young fellow, in that Memphis graveyard. While we tarried in Memphis on our down trip, I started out to look for it, but our time was so brief that I was obliged to turn back before my object was accomplished.
The tug-boat gossip informed me that Dick Kennet was dead—blown up, near Memphis, and killed; that several others whom I had known had fallen in the war—one or two of them shot down at the wheel; that another and very particular friend, whom I had steered many trips for, had stepped out of his house in New Orleans, one night years ago, to collect some money in a remote part of the city, and had never been seen again—was murdered and thrown into the river, it was thought; that Ben Thornburgh was dead long ago; also his wild 'cub' whom I used to quarrel with, all through every daylight watch. A heedless, reckless creature he was, and always in hot water, always in mischief. An Arkansas passenger brought an enormous bear aboard, one day, and chained him to a life-boat on the hurricane deck. Thornburgh's 'cub' could not rest till he had gone there and unchained the bear, to 'see what he would do.' He was promptly gratified. The bear chased him around and around the deck, for miles and miles, with two hundred eager faces grinning through the railings for audience, and finally snatched off the lad's coat-tail and went into the texas to chew it. The off-watch turned out with alacrity, and left the bear in sole possession. He presently grew lonesome, and started out for recreation. He ranged the whole boat—visited every part of it, with an advance guard of fleeing people in front of him and a voiceless vacancy behind him; and when his owner captured him at last, those two were the only visible beings anywhere; everybody else was in hiding, and the boat was a solitude.
I was told that one of my pilot friends fell dead at the wheel, from heart disease, in 1869. The captain was on the roof at the time. He saw the boat breaking for the shore; shouted, and got no answer; ran up, and found the pilot lying dead on the floor.
Mr. Bixby had been blown up, in Madrid bend; was not injured, but the other pilot was lost.
George Ritchie had been blown up near Memphis—blown into the river from the wheel, and disabled. The water was very cold; he clung to a cotton bale—mainly with his teeth—and floated until nearly exhausted, when he was rescued by some deck hands who were on a piece of the wreck. They tore open the bale and packed him in the cotton, and warmed the life back into him, and got him safe to Memphis. He is one of Bixby's pilots on the 'Baton Rouge' now.
Into the life of a steamboat clerk, now dead, had dropped a bit of romance—somewhat grotesque romance, but romance nevertheless. When I knew him he was a shiftless young spendthrift, boisterous, goodhearted, full of careless generosities, and pretty conspicuously promising to fool his possibilities away early, and come to nothing. In a Western city lived a rich and childless old foreigner and his wife; and in their family was a comely young girl—sort of friend, sort of servant. The young clerk of whom I have been speaking—whose name was not George Johnson, but who shall be called George Johnson for the purposes of this narrative—got acquainted with this young girl, and they sinned; and the old foreigner found them out, and rebuked them. Being ashamed, they lied, and said they were married; that they had been privately married. Then the old foreigner's hurt was healed, and he forgave and blessed them. After that, they were able to continue their sin without concealment. By-and-bye the foreigner's wife died; and presently he followed after her. Friends of the family assembled to mourn; and among the mourners sat the two young sinners. The will was opened and solemnly read. It bequeathed every penny of that old man's great wealth to MRS. GEORGE JOHNSON!
And there was no such person. The young sinners fled forth then, and did a very foolish thing: married themselves before an obscure Justice of the Peace, and got him to antedate the thing. That did no sort of good. The distant relatives flocked in and exposed the fraudful date with extreme suddenness and surprising ease, and carried off the fortune, leaving the Johnsons very legitimately, and legally, and irrevocably chained together in honorable marriage, but with not so much as a penny to bless themselves withal. Such are the actual facts; and not all novels have for a base so telling a situation.
Chapter L
The 'Original Jacobs'
A Patriarch.—Leaves from a Diary.—A Tongue-stopper.—The Ancient Mariner.—Pilloried in Print.—Petrified Truth.
WE had some talk about Captain Isaiah Sellers, now many years dead. He was a fine man, a high-minded man, and greatly respected both ashore and on the river. He was very tall, well built, and handsome; and in his old age—as I remember him—his hair was as black as an Indian's, and his eye and hand were as strong and steady and his nerve and judgment as firm and clear as anybody's, young or old, among the fraternity of pilots. He was the patriarch of the craft; he had been a keelboat pilot before the day of steamboats; and a steamboat pilot before any other steamboat pilot, still surviving at the time I speak of, had ever turned a wheel. Consequently his brethren held him in the sort of awe in which illustrious survivors of a bygone age are always held by their associates. He knew how he was regarded, and perhaps this fact added some trifle of stiffening to his natural dignity, which had been sufficiently stiff in its original state.
He left a diary behind him; but apparently it did not date back to his first steamboat trip, which was said to be 1811, the year the first steamboat disturbed the waters of the Mississippi. At the time of his death a correspondent of the 'St. Louis Republican' culled the following items from the diary—
'In February, 1825, he shipped on board the steamer "Rambler," at Florence, Ala., and made during that year three trips to New Orleans and back—this on the "Gen. Carrol," between Nashville and New Orleans. It was during his stay on this boat that Captain Sellers introduced the tap of the bell as a signal to heave the lead, previous to which time it was the custom for the pilot to speak to the men below when soundings were wanted. The proximity of the forecastle to the pilot-house, no doubt, rendered this an easy matter; but how different on one of our palaces of the present day.
'In 1827 we find him on board the "President," a boat of two hundred and eighty-five tons burden, and plying between Smithland and New Orleans. Thence he joined the "Jubilee" in 1828, and on this boat he did his first piloting in the St. Louis trade; his first watch extending from Herculaneum to St. Genevieve. On May 26, 1836, he completed and left Pittsburgh in charge of the steamer "Prairie," a boat of four hundred tons, and the first steamer with a STATE-ROOM CABIN ever seen at St. Louis. In 1857 he introduced the signal for meeting boats, and which has, with some slight change, been the universal custom of this day; in fact, is rendered obligatory by act of Congress.
'As general items of river history, we quote the following marginal notes from his general log—
'In March, 1825, Gen. Lafayette left New Orleans for St. Louis on the low-pressure steamer "Natchez."
'In January, 1828, twenty-one steamers left the New Orleans wharf to celebrate the occasion of Gen. Jackson's visit to that city.
'In 1830 the "North American" made the run from New Orleans to Memphis in six days—best time on record to that date. It has since been made in two days and ten hours.
'In 1831 the Red River cut-off formed.
'In 1832 steamer "Hudson" made the run from White River to Helena, a distance of seventy-five miles, in twelve hours. This was the source of much talk and speculation among parties directly interested.