It would be impossible to pick out any one man who handled an engine on the river fifty years ago, and in describing his habits and peculiarities claim him as a type of all river engineers of his time. The legendary engineer, such as Colonel Hay has given us, standing at the throttle of his engine on the ill-fated "Prairie Belle", waiting for signals from the pilot house, his boat a roaring furnace of fire, and whose spirit finally ascended with the smoke of his steamer, was a true type of one class, and possibly a large class, of old-time river engineers. Reckless, profane, combative; yet courageous, proud of their calling, and to be depended upon to do their duty under any and all circumstances; giving, if need be, their lives for the safety of the passengers and crew of the boat—such was one class. Another was composed of men equally courageous, equally to be depended upon in time of danger, but sober, quiet, religious, family men, who never used a profane word, never went on sprees ashore, never supported one wife at home and another at "Natchez under the Hill."

On the boat upon which I gained the greater part of my river experience, we had the two types: George McDonald, chief, and Billy Hamilton, assistant. Either would have died at his post, the one with a prayer upon his lips, and the other with a jest; both alike alert, cool, efficient. McDonald was a Scotch Presbyterian, and might have been an elder in the church at home—perhaps he was. He was a religious man on board his boat, where religion was at a discount. He was a capable engineer; he could make anything that it was possible to make, on the portable forge in the steamer's smithy. He was always cool, deliberate, ready, and as chief was the captain's right-hand man in the engine-room. Billy Hamilton was his opposite in everything, save in professional qualifications. In these he was the equal of his chief, except in length of service, and consequent experience. The son of a Maryland slave owner, he was a "wild one" on shore, and a terror to the captain when on board and on duty. In a race with a rival boat his recklessness in carrying steam was always counted upon by the pilot on watch, to make up for any inherent difference in speed that might handicap our boat. He would put on the blower (forced draft) until solid chunks of live wood coals would be blown from the smokestacks. He would keep the water at the first gauge, or under it. He had a line rigged from the safety-valve lever, running aft to the engine-room. In times of peace the line was rove over a pulley fixed under the deck, above the safety-valve. A pull on the line in this position would raise the valve and allow the steam to escape. When another boat was in sight, going our way, the slack of the rope was hauled forward and the bight carried under a pulley fixed in a stanchion alongside the boiler, below the safety-valve, running thence up and over the upper pulley as before—but with all the difference in the world, for with the fifty-pound anvil hanging to the end of the line thus reversed in its leverage, the boilers might have blown up a hundred times before the safety-valve would have acted.

I have often heard the signal which Billy had agreed upon with his fireman on the port side, and have seen the darky slip the line under the lower pulley, and then keep one eye on the boiler-deck companionway, watching for the captain. Should he be seen coming below, the line was as quickly slipped off the lower pulley and restored to its normal position; sometimes with a concurrent "blowing off" through the safety-valve, which was evidence enough for the captain, although he might not catch Billy in the act. It is no more than just to say that the visits of the captain below decks were not frequent. He was a New Orleans man, of French extraction, with a fine sense of honor which forbade any espionage of this nature, unless there seemed to be an especially flagrant case of steam-carrying on the part of his junior engineer.

Billy had another device which greatly galled the captain, and later it was the cause of a serious affair. The captain had a private servitor, a colored man who cared for his rooms in the "Texas", served his lunches there, and ran errands about the boat as required. The captain used to send him down to the engine-room when he suspected Hamilton was carrying more steam than was nominated in the license, to look at the gauge and take readings.

It was not long before Hamilton became aware of this surreptitious reading, and set himself to work to defeat it without the necessity of ordering the captain's man out of the engine-room. To this end he made a cap of sheet lead which covered the face of the dial, leaving only about two inches in the centre, showing the pivot and a small portion of the pointer. This balked the colored messenger completely, as he could not see the figures, and he was not well enough acquainted with the instrument to read it from the centre. On his last visit to the engine-room, Hamilton saw him coming. Pretending that he was going forward to try the water, but keeping his eye on the messenger, he saw him reach up and take off the cap. In an instant Hamilton turned and threw his shaping hammer, which he had in his hand, with such true aim that it struck the poor darky in the head and knocked him senseless. As he dropped to the deck Hamilton called one of his firemen, telling him to give his compliments to Captain Faucette and tell him to send some men and take away his (profanely described) nigger, as he had no use for him. The darky pulled through all right, I think. He was put ashore at the first landing and placed under the care of a doctor, and Hamilton paid his bills. His successor never came into the engine-room, and the cap on the steam gauge was laid aside as unnecessary.

Whenever the mate had a "shindy" with the crew, which was composed of forty Irishmen, all the other officers of the boat were bound to "stand by" for trouble. Hamilton was always ready, if not anxious, for such occasions, and he and Billy Wilson, the mate, always supported each other so effectively that many an incipient mutiny was quickly quelled, the two jumping into a crowd and hitting every head in sight with whatever weapon happened to be at hand until order was restored. Usually, however, it was with bare hands, and the show which authority always makes in face of insubordination.

At times, Billy's vagaries were of a grisly and gruesome character. I recall that at Point Douglass, on one of our trips, we found a "floater" (body of a drowned man) that had been in the water until it was impossible to handle it. To get it on shore it was necessary to slide a board beneath, and draw out board and body together. It was a malodorous and ghastly undertaking. Something said to this effect, Hamilton laughed at as being altogether too finicky for steamboatmen. To demonstrate that it need not affect either one's sensibilities or stomach, he stepped into the cook's galley for a sandwich, and sitting down on the end of the board, alongside the corpse, ate his lunch without a qualm.

Another and rather more amusing incident took place while the "Fanny Harris" was in winter quarters at Prescott. The night before St. Patrick's day, Billy made up an effigy, which he hung between the smokestacks. As the manikin had a clay pipe in its mouth and a string of potatoes about its neck, it might have reference to the patron saint of the Old Sod. The loyal Irishmen of the town so interpreted it at least, and Billy had to stand off the crowd for several hours with a shot gun, and finally get the town marshal to guard the boat while he climbed up and removed the obnoxious image.

He had a little iron cannon which he fired on all holidays, and sometimes when there was no holiday; in the latter case, at about three o'clock in the morning, just to remind people living in the vicinity of the levee that he was still "on watch". In retaliation for the effigy affair, his Irish friends slipped aboard the boat one evening while he was away and spiked his cannon by driving a rat-tail file into the vent; this was after he had carefully loaded it for a demonstration intended to come off the next morning. He discovered the trick when he attempted to fire the gun, and offered pertinent and forcible remarks, but unprintable in this narration. He lost no time in vain regrets, however. Lighting up his forge he made a screw and drew out the load. Then with the help of several chums he moved his forge to the bow of the boat (the foc'sle), rigged a crane so that he could swing his little cannon in a chain sling, from the capstan to the forge, and back again. When the time came for firing the salute he had his gun heated red-hot on the forge; it was then swung back on to the capstan-head, where it was lashed with a chain. A bucket of water was then thrown into the gun, and instantly a hardwood plug, made to fit, was driven home with his heavy striking hammer. In a minute the steam generated by this process caused an explosion that threw the plug almost across the river, fully a quarter of a mile, with a reasonably fair result in the way of noise. It was a risky piece of work, but "Billy" was in his element when there was a spice of risk mixed with his sports.

Billy's humor was broad, but never malicious. He never missed an opportunity to play a practical joke on any one, save, perhaps, the captain himself. The deck hands who "soldiered" by sitting on the side of their bunks when they ought to be at work toting freight, were sometimes lifted several feet in the air by the insertion of two inches of a darning needle ingeniously attached to the under side of the board bench upon which they took their seat. It was operated from the engine-room by a fine wire and a stiff spring, the whole boxed in so securely by the carpenter that there was no possibility of its discovery by the enraged victim.

He was one of the most open-handed and liberal of men in his givings, and in spite of his escapades a valuable officer. In 1862 he left the boat, as did all the crew, to enlist under the call for three hundred thousand troops, made in July of that year. In all discussions of the war he had asserted his determination to keep away from any place where there was shooting, as he was afraid of bullets of any size from an ounce up. As he was a Southern man, son of a slaveholder, we thought that this badinage was to cover his determination not to take any part in the war on the Union side; we never questioned his courage. He went into the navy as an acting assistant engineer, and was assigned to one of the "tin-clads" that Commodore Porter had improvised for service on the Mississippi and tributaries, and that did such heroic service in opening and keeping open the great river. Within a few months after his entry into the service, his old friends saw with pleasure, but not surprise, his name mentioned in general orders for gallantry in action. He had stood by his engine on the gunboat after a pipe had been cut by a shell from a Confederate shore battery, a number of men being killed and wounded, and the engine-room filled with escaping steam. Binding his coat over his face and mouth to prevent inhalation of the steam he handled his engines at the risk of his life, in response to the pilot's bells, until his boat was withdrawn from danger. It was in keeping with his known character; and his talk of being "afraid of guns" was only a part of the levity with which he treated all situations, grave or gay.

I do not know Billy's ultimate fate. When he left the "Fanny Harris" for gunboat service, I also left to enlist in the infantry. After three years in the army I was mustered out in Washington, and soon went to New York where I remained for ten years or more. In the interim between 1862 and 1876, when I returned to the West, I completely lost sight of all my old river acquaintances. When, later, I made inquiries of those whom I did find, they either did not enlighten me as to his fate, or, if they did, I made so little note of it that it has escaped my memory.