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!
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