'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.
