Mark Twain A Biography Part 15

From Hannibal the family returned to Pamela's home in St. Louis. There one night Orion heard his brother moaning and grieving and walking the floor of his room. By and by Sam came in to where Orion was. He could endure it no longer, he said; he must, "tell somebody."

Then he poured all the story of that last tragic night. It has been set down here because it accounts for much in his after-life. It magnified his natural compa.s.sion for the weakness and blunders of humanity, while it increased the poor opinion implanted by the Scotchman Macfarlane of the human being as a divine invention. Two of Mark Twain's chief characteristics were--consideration for the human species, and contempt for it.

In many ways he never overcame the tragedy of Henry's death. He never really looked young again. Gray hairs had come, as he said, and they did not disappear. His face took on the serious, pathetic look which from that time it always had in repose. At twenty-three he looked thirty.

At thirty he looked nearer forty. After that the discrepancy in age and looks became less notable. In vigor, complexion, and temperament he was regarded in later life as young for his years, but never in looks.

XXVII. THE PILOT

The young pilot returned to the river as steersman for George Ealer, whom he loved, and in September of that year obtained a full license as Mississippi River pilot.--[In Life on the Mississippi he gives his period of learning at from two to two and a half years; but doc.u.mentary evidence as well as Mr. Bixby's testimony places the apprentices.h.i.+p at eighteen months]--Bixby had returned by this time, and they were again together, first on the Crescent City, later on a fine new boat called the New Falls City. Clemens was still a steersman when Bixby returned; but as soon as his license was granted (September 9, 1858) his old chief took him as full partner.

He was a pilot at last. In eighteen months he had packed away in his head all the mult.i.tude of volatile statistics and acquired that confidence and courage which made him one of the elect, a river sovereign. He knew every snag and bank and dead tree and reef in all those endless miles between St. Louis and New Orleans, every cut-off and current, every depth of water--the whole story--by night and by day. He could smell danger in the dark; he could read the surface of the water as an open page. At twenty-three he had acquired a profession which surpa.s.sed all others for absolute sovereignty and yielded an income equal to that then earned by the Vice-President of the United States.

Boys generally finish college at about that age, but it is not likely that any boy ever finished college with the ma.s.s of practical information and training that was stored away in Samuel Clemens's head, or with his knowledge of human nature, his preparation for battle with the world.

"Not only was he a pilot, but a good one." These are Horace Bixby's words, and he added:

"It is the fas.h.i.+on to-day to disparage Sam's piloting. Men who were born since he was on the river and never saw him will tell you that Sam was never much of a pilot. Most of them will tell you that he was never a pilot at all. As a matter of fact, Sam was a fine pilot, and in a day when piloting on the Mississippi required a great deal more brains and skill and application than it does now. There were no signal-lights along the sh.o.r.e in those days, and no search-lights on the vessels; everything was blind, and on a dark, misty night in a river full of snags and s.h.i.+fting sand--bars and changing sh.o.r.es, a pilot's judgment had to be founded on absolute certainty."

He had plenty of money now. He could help his mother with a liberal hand, and he did it. He helped Orion, too, with money and with advice.

From a letter written toward the end of the year, we gather the new conditions. Orion would seem to have been lamenting over prospects, and the young pilot, strong and exalted in his new estate, urges him to renewed consistent effort:

What is a government without energy?--[he says]--. And what is a man without energy? Nothing--nothing at all. What is the grandest thing in "Paradise Lost"--the Arch-Fiend's terrible energy! What was the greatest feature in Napoleon's character? His unconquerable energy! Sum all the gifts that man is endowed with, and we give our greatest share of admiration to his energy. And to-day, if I were a heathen, I would rear a statue to Energy, and fall down and wors.h.i.+p it!

I want a man to--I want you to--take up a line of action, and follow it out, in spite of the very devil.

Orion and his wife had returned to Keokuk by this time, waiting for something in the way of a business opportunity.

His pilot brother, wrote him more than once letters of encouragement and council. Here and there he refers to the tragedy of Henry's death, and the shadow it has cast upon his life; but he was young, he was successful, his spirits were naturally exuberant. In the exhilaration of youth and health and success he finds vent at times in that natural human outlet, self-approval. He not only exhibits this weakness, but confesses it with characteristic freedom.

Putting all things together, I begin to think I am rather lucky than otherwise--a notion which I was slow to take up. The other night I was about to "round to" for a storm, but concluded that I could find a smoother bank somewhere. I landed five miles below. The storm came, pa.s.sed away and did not injure us. Coming up, day before yesterday, I looked at the spot I first chose, and half the trees on the bank were torn to shreds. We couldn't have lived 5 minutes in such a tornado. And I am also lucky in having a berth, while all the other young pilots are idle. This is the luckiest circ.u.mstance that ever befell me. Not on account of the wages--for that is a secondary consideration-but from the fact that the City of Memphis is the largest boat in the trade, and the hardest to pilot, and consequently I can get a reputation on her, which is a thing I never could accomplish on a transient boat. I can "bank" in the neighborhood of $100 a month on her, and that will satisfy me for the present (princ.i.p.ally because the other youngsters are sucking their fingers). Bless me! what a pleasure there is in revenge!--and what vast respect Prosperity commands! Why, six months ago, I could enter the "Rooms," and receive only the customary fraternal greeting now they say, "Why, how are you, old fellow--when did you get in?"

And the young pilots who use to tell me, patronizingly, that I could never learn the river cannot keep from showing a little of their chagrin at seeing me so far ahead of them. Permit me to "blow my horn," for I derive a living pleasure from these things, and I must confess that when I go to pay my dues, I rather like to let the d---d rascals get a glimpse of a hundred-dollar bill peeping out from amongst notes of smaller dimensions whose face I do not exhibit! You will despise this egotism, but I tell you there is a "stern joy" in it.

We are dwelling on this period of Mark Twain's life, for it was a period that perhaps more than any other influenced his future years. He became completely saturated with the river its terms, its memories, its influence remained a definite factor in his personality to the end of his days. Moreover, it was his first period of great triumph. Where before he had been a subaltern not always even a wage-earner--now all in a moment he had been transformed into a high chief. The fullest ambition of his childhood had been realized--more than realized, for in that day he had never dreamed of a boat or of an income of such stately proportions. Of great personal popularity, and regarded as a safe pilot, he had been given one of the largest, most difficult of boats.

Single-handed and alone he had fought his way into the company of kings.

And we may pardon his vanity. He could hardly fail to feel his glory and revel in it and wear it as a halo, perhaps, a little now and then in the a.s.sociation Rooms. To this day he is remembered as a figure there, though we may believe, regardless of his own statement, that it was not entirely because of his success. As the boys of Hannibal had gathered around to listen when Sam Clemens began to speak, so we may be certain that the pilots at St. Louis and New Orleans laid aside other things when he had an observation to make or a tale to tell.

He was much given to spinning yarns--[writes one a.s.sociate of those days]--so funny that his hearers were convulsed, and yet all the time his own face was perfectly sober. If he laughed at all, it must have been inside. It would have killed his hearers to do that.

Occasionally some of his droll yarns would get into the papers. He may have written them himself.

Another riverman of those days has recalled a story he heard Sam Clemens tell:

We were speaking of presence of mind in accidents--we were always talking of such things; then he said:

"Boys, I had great presence of mind once. It was at a fire. An old man leaned out of a four-story building calling for help. Everybody in the crowd below looked up, but n.o.body did anything. The ladders weren't long enough. n.o.body had any presence of mind--n.o.body but me. I came to the rescue. I yelled for a rope. When it came I threw the old man the end of it. He caught it and I told him to tie it around his waist. He did so, and I pulled him down."

This was one of the stories that got into print and traveled far.

Perhaps, as the old pilot suggests, he wrote some of them himself, for Horace Bixby remembers that "Sam was always scribbling when not at the wheel."

But if he published any work in those river-days he did not acknowledge it later--with one exception. The exception was not intended for publication, either. It was a burlesque written for the amus.e.m.e.nt of his immediate friends. He has told the story himself, more than once, but it belongs here for the reason that some where out of the general circ.u.mstance of it there originated a pseudonym, one day to become the best-known in the hemispheres the name Mark Twain.

That terse, positive, peremptory, dynamic pen-name was first used by an old pilot named Isaiah Sellers--a sort of "oldest inhabitant" of the river, who made the other pilots weary with the scope and antiquity of his reminiscent knowledge. He contributed paragraphs of general information and Nestorian opinions to the New Orleans Picayune, and signed them "Mark Twain." They were quaintly egotistical in tone, usually beginning: "My opinion for the benefit of the citizens of New Orleans," and reciting incidents and comparisons dating as far back as 1811.

Captain Sellers naturally was regarded as fair game by the young pilots, who amused themselves by imitating his manner and general att.i.tude of speech. But Clemens went further; he wrote at considerable length a broadly burlesque imitation signed "Sergeant Fathom," with an introduction which referred to the said Fathom as "one of the oldest cub pilots on the river." The letter that followed related a perfectly impossible trip, supposed to have been made in 1763 by the steamer "the old first Jubilee" with a "Chinese captain and a Choctaw crew." It is a gem of its kind, and will bear reprint in full today.--[See Appendix B, at the end of the last volume.]

The burlesque delighted Bart Bowen, who was Clemens's pilot partner on the Edward J. Gay at the time. He insisted on showing it to others and finally upon printing it. Clemens was reluctant, but consented.

It appeared in the True Delta (May 8 or 9, 1859), and was widely and boisterously enjoyed.

It broke Captain Sellers's literary heart. He never contributed another paragraph. Mark Twain always regretted the whole matter deeply, and his own revival of the name was a sort of tribute to the old man he had thoughtlessly wounded. If Captain Sellers has knowledge of material matters now, he is probably satisfied; for these things brought to him, and to the name he had chosen, what he could never himself have achieved--immortality.

XXVIII. PILOTING AND PROPHECY

Those who knew Samuel Clemens best in those days say that he was a slender, fine-looking man, well dressed--even dandified--given to patent leathers, blue serge, white duck, and fancy striped s.h.i.+rts. Old for his years, he heightened his appearance at times by wearing his beard in the atrocious mutton-chop fas.h.i.+on, then popular, but becoming to no one, least of all to him. The pilots regarded him as a great reader--a student of history, travels, literature, and the sciences--a young man whom it was an education as well as an entertainment to know. When not at the wheel, he was likely to be reading or telling yarns in the a.s.sociation Rooms.

He began the study of French one day when he pa.s.sed a school of languages, where three tongues, French, German, and Italian, were taught, one in each of three rooms. The price was twenty-five dollars for one language, or three for fifty dollars. The student was provided with a set of cards for each room and supposed to walk from one apartment to another, changing tongues at each threshold. With his unusual enthusiasm and prodigality, the young pilot decided to take all three languages, but after the first two or three round trips concluded that for the present French would do. He did not return to the school, but kept his cards and bought text-books. He must have studied pretty faithfully when he was off watch and in port, for his river note-book contains a French exercise, all neatly written, and it is from the Dialogues of Voltaire.

This old note-book is interesting for other things. The notes are no longer timid, hesitating memoranda, but vigorous records made with the dash of a.s.surance that comes from confidence and knowledge, and with the authority of one in supreme command. Under the head of "2d high-water trip--Jan., 1861--Alonzo Child," we have the story of a rising river with its overflowing banks, its blind pa.s.sages and cut-offs--all the circ.u.mstance and uncertainty of change.

Good deal of water all over Coles Creek Chute, 12 or 15 ft. bank --could have gone up sh.o.r.e above General Taylor's--too much drift....

Night--didn't run either 77 or 76 towheads--8 ft. bank on main sh.o.r.e Ozark Chute....

And so on page after page of cryptographic memoranda. It means little enough to the lay reader, yet one gets an impression somehow of the swirling, turbulent water and a lonely figure in that high gla.s.sed-in place peering into the dark for blind land-marks and possible dangers, picking his way up the dim, hungry river of which he must know every foot as well as a man knows the hall of his own home. All the qualifications must come into play, then memory, judgment, courage, and the high art of steering. "Steering is a very high, art," he says; "one must not keep a rudder dragging across a boat's stern if he wants to get up the river fast."

He had an example of the perfection of this art one misty night on the Alonzo Child. Nearly fifty years later, sitting on his veranda in the dark, he recalled it. He said:

"There was a pilot in those days by the name of Jack Leonard who was a perfectly wonderful creature. I do not know that Jack knew anymore about the river than most of us and perhaps could not read the water any better, but he had a knack of steering away ahead of our ability, and I think he must have had an eye that could see farther into the darkness.

"I had never seen Leonard steer, but I had heard a good deal about it. I had heard it said that the crankiest old tub afloat--one that would kill any other man to handle--would obey and be as docile as a child when Jack Leonard took the wheel. I had a chance one night to verify that for myself. We were going up the river, and it was one of the nastiest nights I ever saw. Besides that, the boat was loaded in such a way that she steered very hard, and I was half blind and crazy trying to locate the safe channel, and was pulling my arms out to keep her in it. It was one of those nights when everything looks the same whichever way you look: just two long lines where the sky comes down to the trees and where the trees meet the water with all the trees precisely the same height--all planted on the same day, as one of the boys used to put it--and not a thing to steer by except the knowledge in your head of the real shape of the river. Some of the boats had what they call a 'night hawk' on the jackstaff, a thing which you could see when it was in the right position against the sky or the water, though it seldom was in the right position and was generally pretty useless.

"I was in a bad way that night and wondering how I could ever get through it, when the pilot-house door opened, and Jack Leonard walked in. He was a pa.s.senger that trip, and I had forgotten he was aboard.

I was just about in the worst place and was pulling the boat first one way, then another, running the wheel backward and forward, and climbing it like a squirrel.

"'Sam,' he said, 'let me take the wheel. Maybe I have been over this place since you have.'

"I didn't argue the question. Jack took the wheel, gave it a little turn one way, then a little turn the other; that old boat settled down as quietly as a lamb--went right along as if it had been broad daylight in a river without snags, bars, bottom, or banks, or anything that one could possibly hit. I never saw anything so beautiful. He stayed my watch out for me, and I hope I was decently grateful. I have never forgotten it."

The old note-book contained the record of many such nights as that; but there were other nights, too, when the stars were blazing out, or when the moon on the water made the river a wide mysterious way of speculative dreams. He was always speculating; the planets and the remote suns were always a marvel to him. A love of astronomy--the romance of it, its vast distances, and its possibilities--began with those lonely river-watches and never waned to his last day. For a time a great comet blazed in the heavens, a "wonderful sheaf of light"

that glorified his lonely watch. Night after night he watched it as it developed and then grew dim, and he read eagerly all the comet literature that came to his hand, then or afterward. He speculated of many things: of life, death, the reason of existence, of creation, the ways of Providence and Destiny. It was a fruitful time for such meditation; out of such vigils grew those larger philosophies that would find expression later, when the years had conferred the magic gift of phrase.

Life lay all ahead of him then, and during those still watches he must have revolved many theories of how the future should be met and mastered. In the old notebook there still remains a well-worn clipping, the words of some unknown writer, which he had preserved and may have consulted as a sort of creed. It is an interesting little doc.u.ment--a prophetic one, the reader may concede:

HOW TO TAKE LIFE.--Take it just as though it was--as it is--an earnest, vital, and important affair. Take it as though you were born to the task of performing a merry part in it--as though the world had awaited for your coming. Take it as though it was a grand opportunity to do and achieve, to carry forward great and good schemes; to help and cheer a suffering, weary, it may be heartbroken, brother. Now and then a man stands aside from the crowd, labors earnestly, steadfastly, confidently, and straightway becomes famous for wisdom, intellect, skill, greatness of some sort.