Chapter X
The Pilots and Their Work
We come now to the consideration of that part of river life of which I was an interested observer, rather than an active participant. Had not the great war burst upon the country, and the fever of railroad construction run so high, it is possible that I might have had my name enrolled in the list containing such masters of the profession as William Fisher, John King, Ed. West, Thomas Burns, Thomas Cushing, and a hundred others whose names were synonyms for courage, precision, coolness in danger, exact knowledge, ready resource, and all else necessary in the man who stood at the wheel and safely guided a great steamer through hundreds of miles of unlighted and uncharted river.
Compared with those days, the piloting of to-day, while still a marvel to the uninitiated, is but a primer compared to the knowledge absolutely necessary to carry a steamboat safely through and around the reefs, bars, snags, and sunken wrecks which in the olden time beset the navigator from New Orleans to St. Paul. The pilot of that day was absolutely dependent upon his knowledge of and familiarity with the natural landmarks on either bank of the river, for guidance in working his way through and over the innumerable sand-bars and crossings. No lights on shore guided him by night, and no "diamond boards" gave him assurance by day. No ready search-light revealed the "marks" along the shore. Only a perspective of bluffs, sometimes miles away, showing dimly outlined against a leaden sky, guided the pilot in picking his way over a dangerous crossing, where there was often less than forty feet to spare on either side of the boat's hull, between safety and destruction.
To "know the river" under those conditions meant to know absolutely the outline of every range of bluffs and hills, as well as every isolated knob or even tree-top. It meant that the man at the wheel must know these outlines absolutely, under the constantly changing point of view of the moving steamer; so that he might confidently point his steamer at a solid wall of blackness, and guided only by the shapes of distant hills, and by the mental picture which he had of them, know the exact moment at which to put his wheel over and sheer his boat away from an impending bank. To-day a thousand beacons are kindled every night to mark the dangerous or intricate crossings; by day, great white "diamond boards" spot the banks. At night the pilot has only to jingle a bell in the engine-room, the dynamo is started, and by pulling a line at either hand the search-light turns night into day, the big white board stands out in high relief against the leafy background, and the pilot heads for it, serene in the confidence that it is placed in line with the best water; for he knows that the government engineers have sounded every foot of the crossing within a date so recent as to make them cognizant of any change in its area or contour. Constantly patrolling the river, a dozen steamboats, fully equipped for sounding, measuring, and marking the channel, are in commission during the months of navigation, each being in charge of officers graduated from the most exacting military and technical school in the world, and having under them crews composed of men educated by practice to meet any emergency likely to arise. If a snag lodges in the channel it is reported at the nearest station, or to the first government steamer met, and within a few hours it is removed. Dams and shear-dykes direct the water in permanent, unshifting channels. Riprap holds dissolving banks, and overhanging trees are cut away. Millions of dollars have been spent in the work, and its preservation costs hundreds of thousands annually. All this outlay is to-day for the benefit of a scant score of steamboats between St. Louis and St. Paul. Forty years ago two hundred men, on a hundred boats, groped their way in darkness, amid known and unknown terrors, up and down the windings of the great river, without having for their guidance a single token of man's helpful invention.
There are men now living who may see all this vast expenditure utilized, as it is not now. The building of the inter-oceanic canal across the isthmus is certain to give new direction to the commerce of the world. It is fair to presume that the Mississippi may again assert itself as one of the greatest arteries of commerce in the world, and that the products of the Minnesota and Dakota farms will find their way down the river to New Orleans, instead of across the continent to New York, Boston, Philadelphia, and Baltimore tidewater. If this effect does follow the building of the canal, as many clear-headed students of economic problems predict, the Mississippi will again assume its old-time standing and influence as a great highway of commerce. The hope is at least father to this thought.
As already stated, my personal experience as a pilot was limited. It was confined to a few seasons' study of the river under one of the best men who ever turned a wheel upon it—Thomas Burns. By an agreement with him, I was to retain my clerkship, but was to spend as much as possible of my time in the pilot house, while on watch or off, either with himself or his partner, Thomas Cushing, steering for them in turn, and receiving instruction from both. Later I was to give all of my time, and after becoming proficient was to receive their recommendation for a license. I was then to pay to Captain Burns five hundred dollars from my first earnings, after getting a berth as a full-fledged pilot. Under these terms I received instruction from both men, and as opportunity offered acted as their wheelsman relieving them of much hard work.
This arrangement was ended by the breaking out of the War of Secession and the enlistment of Captain Burns in the army. He raised a company for the Forty-sixth Illinois Infantry, at Galena, taking about thirty men from the "Fanny Harris" alone. That was in August, 1861. Thomas Cushing then went down the river to try his fortune. Two new pilots came aboard, Jim Black and Harry Tripp, and I was left out of the pilot house. Later in the season the "Fanny Harris" was left so high on the bank of the cut-off between Fevre River and Harris Slough that the whole crew were discharged. It was necessary to build ways under the boat and launch her, in order to get her back into the water—a labor of weeks.
After a short time spent on the "Golden Era" I went up river and engaged with Charley Jewell, on the "H. S. Allen", Captain S. E. Gray, running between Prescott and St. Croix Falls. After a few trips I graduated as a pilot for that run, and conditionally [81] [82] for the Galena and St. Paul run. When the call for three hundred thousand additional troops came in August, 1862, I decided that it was my duty to go to the front and "put down the rebellion", as the "boys" of that time put it. Acting upon this commendable resolve, I dropped off at Hudson, where I was well acquainted, and where several companies were organizing for the three years' service. I enlisted in a company intended for the Twenty-fifth Wisconsin Infantry, of which Jeremiah Rusk was lieutenant-colonel; but when we came to be mustered in we were assigned to the Thirtieth Wisconsin Infantry, as Company A.
My idea was, that if I survived I would return and take up my work on the river where I left it. That was the boy idea. It was not realized. After three years of service I was mustered out in Washington, D. C. I married in the East, and entered the employ of a steamship company in New York as agent and superintendent, remaining there until 1876. Returning to Wisconsin in 1876 I found a half dozen railroads centring in St. Paul, and these were doing the business of the hundred steamboats that I had left running in 1862. A dozen boats, confined to two lines, were handling all the river business between St. Louis and St. Paul, and the profession of piloting was at an end. Of the hundred boats that I had known fourteen years before, not one remained. The average life of a river steamboat was but five years.