Complete Works of Bram Stoker

by Bram Stoker

  Coolness and theory are most excellent qualities in life. But even they can be exaggerated or out of place! e There was one other fire which had a bearing on Irving’s interests though he was not in it or near it. This was the burning of the Union Square Theatre, New York, on the 28th February 1888. This theatre backed on to the side of the Star Theatre where we were playing. The Morton House beside it, at the corner of Broadway and Union Square, caught fire. The theatre was quite burned out. When I saw it, which was quite by chance, it was well alight. I had been paying visits with my wife, and was in orthodox frock coat and silk hat. There was a great crowd held back by the cordon of police. I managed to pass the guard, as I was concerned in the Star Theatre, and inside saw the Fire Chief of that section — the Thirteenth Street. He and I had become great friends in the process of years. The American firemen are born to their work and they are all splendid fellows. If they like you they drop the “ Mr.” at once; and when they call you by your Christian name that is, in their own way, the highest honour they can pay you. I was “ Bram “ to Chief Bresnin and his men. He said to me:

  “Would you like to come into the theatre? It may be of use to you some day to know what a theatre is like inside when it is burning! “ I acquiesced eagerly, and we hurried to the stage entrance. A policeman stood there, and when I went to pass in barred the way. The Fire Chief was surprised. “ He is with me! “ he said. The other answered gruffly:

  “You can go in, of course; but I won’t let him! It’s murder to let him go in there! “ The chief was speechless with indignation. From his point of view it was a gross affront to question any direction of his. By New York rules the Fire Chief takes absolute command, and the police have to obey his orders. Bresnin threw back the lappel of his uniform coat and showed his badge as Fire Chief.

  “Do you see that? “ he asked. The other answered surlily: “I see it!”

  “Then if you say one word — even to apologise for your insolence — I shall have you broke! Stand back! Come on, Bram!”

  I wanted to go on. But even if I had wished to hang back, I could not do so then. In we went.

  The place was a veritable hell. It seemed to be alight in every part; the roaring of the flames was terrific. The streams of water from some twenty fire-engines seemed to be having no effect at all, they did not make even steam, but seemed to simply dry up. The heat was of course very great, but as the draught was coming behind us we did not feel it much. It seemed to be all overhead. I was made aware of it by my silk hat collapsing over my eyes, like a big tam-o’-shanter. The whole place seemed moving and tumbling about; great beams were falling, and brick work rattled down like gigantic hail. We stood on the stage. Here my own special knowledge of the.safest place supplemented the fireman’s general experience. It was by no means safe. Within a minute a huge beam, all ablaze, came thundering down not far from us and drove end on right through the stage like a bullet through a sheet of paper. We kept an eye on the door close to us, and when things got perilous we came away.

  I went back to the Brunswick Hotel where Irving and I were both staying. I sent for his man, Walter, to tell him if the “ Governor “ had been alarmed he had better go into his room where he was having his regular afternoon nap and tell him that as yet the Star Theatre was all right, and would probably escape as the ruins of the other theatre were falling and the firemen would be able to deal with them. I had just come from it. He answered me:

  “It’s all right, sir! The Governor knows about the fire. Some one here went up and woke him and told him that the Star was on fire! So he sent for me.”

  “What did he say? “ I asked. He grinned as he replied:

  “He said: Is Fussy safe, Walter? ‘ So when I told him the dog had been with me all the time, he said All right! ‘ and went to sleep again!”

  III

  FLOODS a On Saturday night, 1st February 1896, we played in New Orleans, and as we were to play in Memphis on Monday, arranged that our “ special “ should leave as soon as possible after the play. We had all ready for a quick start, and so far as our part was concerned had loaded up and were ready to start at the time fixed, one o’clock. We did not start, however; something was wrong on the line. It was two o’clock when we heard that we should have to go by a different route, the Valley section, as there had been a “ wash out “ on the course destined for us. In New Orleans the heat had been intense, almost unendurable, and higher up the Mississippi valley there had been terrific rainstorms. It was three o’clock before we started. All went well till the forenoon of next day when we came to a creek called Bayou Pierre. This was a wide valley seemingly miles across — it was really between one and two miles. Here the line was carried on a long tressel bridge. But the flood was out and the whole great valley was a turgid river whose yellow, muddy water rushing past swirled in places like little whirlpools. It had risen some four feet over the top of the bridge, so that no one could say whether the track remained or had been swept away. There was a short and hurried conference between our train master and the local engineer and they determined to “ take the chances.” And so we started.

  It was necessary to go very slowly, for in that alluvial soil the running water weakens any support; the motion and vibration of a heavy train might shake down the structure. Moreover, the water level was almost up to the level of the floor of the carriages. Any wave, however little, might drown out the fires. It was a most remarkable journey; the whole broad surface of the stream was starred with wreckage of all sorts; hayricks, logs, fences, trees with parts of the roots sticking up in the air; now and again the roof of a barn or wooden shanty of some kind. Several times the floating masses carried snakes!

  Our own little group — Irving, Ellen Terry, Love-day and myself — took the experience calmly. Indeed we enjoyed its novelty. Of course things might have turned out very badly. It was on the cards that any moment we might find that the bridge had been swept away — there could be no possible indication to warn us; or the passage of our long train might cause a collapse. In either case our engine would dive head foremost and the shock of its blowing up would throw the rest of the train into the flooded bayou. Irving sat quietly smoking all the time and looking out of the windows on either side as some interesting matter “ swam into his ken.”.

  In the other cars the same calm did not reign. There were a good many of the company who were quite filled with fear. So fearful were they that, as I was told later, they got reckless and in their panic confessed their sins. I never heard the details of these confessions, and I did not want to. But from the light manner in which they were held by the more sturdy members I take it that either the calendar of their sins was of attenuated or mean proportions; or else that the expression of them was curtailed by a proper sense of prudence or decorum. Anyhow, we never heard of any serious breach or unhappiness resulting from them.

  We crossed Bayou Pierre at last in safety, and kept on our way. Ours by the way was the last train that crossed the bayou till the flood was over. We heard next day that one section of the bridge close to the bank had gone down ten minutes after we had crossed. It had been an anxious time for the officials of the line. We could see them from both banks perpetually signalling to our driver, who was signalling in reply. It made the wide waste of water seem wider and more dangerous still. The only really bad result to us was that we arrived in Memphis too late to get anything to eat. In those days the rules governing hours in the SouthWestern Hotels were very fixed, especially on Sundays. Up to nine o’clock you could get what you wanted. But after nine the kitchen was closed and money would not induce them to open it. Irving and Ellen Terry had of course ordered each their own dinner, and these, cold, waited them in their rooms; but the rest of us were hungry and wanted food of some kind. So I tried strategy with the “ boy “ who attended me, a huge, burly nigger with a good-humoured face and a twelve-inch smile. I said:

  “What is your name? “ “ George, sah! George Washington.” “ George! “ I said, as I handed him ha
lf a dollar — ” George, you are an uncommonly good-looking fellow!”

  “Yah! Yah! Yah! “ pealed George’s homeric laughter. Then he said:

  “What can I do for you, sah! “ “ George, your cook is a very stout lady, is she not?”

  “Yes, sah, almighty stout, wide as a barrel. Yah! Yah! Yah!”

  “Exactly, George. Now I want you to go right up to her, put your arms round her — tight, and give her a kiss — a big one!”

  “‘Fore Gad, sah, if I did, she’d open my head wid de cleaver!”

  “Not so, George! Not with a good-looking fellow like you.”

  “An’ what then, sah?”

  “Then, George, you tell her that there is a stranger here who is perishing for some food. He is sorry to disturb so pretty a woman, who he is told is the belle of Memphis; but necessitas non habet leges. Explain that to her, won’t you, like a good fellow? Make me out tall and thin and aristocratic-looking, with a white thin face and a hectic spot on each cheek bone, a black, melting and yearning eye, and a large black moustache — don’t forget the moustache. Ask her if she will of her gracious kindness break the iron rule of discipline that governs the house, and send me some food, anything that is least troublesome. A slice of cold meat, some bread and a pitcher of milk, and if she has any cold vegetables of any sort, and the cruet, I can make a salad!”

  George laughed wildly and hurried out. I could hear his cachinnation dying away down the long passage. Presently I heard it swelling up again as he drew near. The heavy footfall drew closer, and the door was kicked in after the manner of negro waiters — in hotels there is an iron or brass plate at the base of the dining-room door for the purpose. George Washington bore an enormous tray, resting on an open palm spread back over his shoulder. When he laid it down its weight made the table shake.

  On it was food of all sorts enough for a dozen people — beef, ham, tongue, turkey, bread and butter, pies of several kinds, milk, a salad bowl, and a lot of different cold vegetables, and the cruet. Such of my companions who were staying at our hotel came to my room and shared the banquet.

  That episode was worth a whole silver dollar to George. It was divided, I presume, with the adipose cook; for there was no external appearance of his head having been “ opened wid de cleaver.” For the remaining days of our stay he followed me when opportunity served like a shadow. A very substantial shadow; quite a Demogorgon of a shadow! b We had had a somewhat similar experience of a flood some years before, though of nothing like so dangerous a nature. This was on 3rd February 1884, on our journey from Cincinnati to Columbus. The thaw had come on suddenly on the southern watershed of the northern hills when the ground through a long rigorous winter was frozen to a depth of several feet. Of course, the water, unable to sink into the ground, ran into the streams, and the Ohio River was flooded. As we left we could see that it was up to the top of the levee. Later on it rose some forty feet higher. It was a record flood. We went by the Pan Handle route of the Pennsylvanian Railway. As we went, whole tracks of country were flooded; in places we ran where the roads were under water, and a mighty splash our engine sent ahead of her. We went very fast, “ rushing “ all the bridges, especially the small ones of which there were many. In a stopping time I had a chat with the driver — one whom the depot-master of Cincinnati had told me he had put on specially because he was a bold driver who did not mind taking a risk. I asked him why he went so fast over the bridges, as I had heard it was much safer to go slow.

  “Not in a flood like this! “ he answered. “ You see, the water has been out some time and the brick work is all sapped and sodden with wet. Mayhap we may shake a bridge down now and then, but I like them to fall behind me, and not whilst we’re crossing. The depot-master told me I was to get you folks in; and, by the Almighty, I mean to do it if I shake down all the bridges in the Pan Handle. Anyhow, this is the last train that will run over the section till the floods are over.”

  IV

  TRAIN ACCIDENTS

  At a rough computation the railroad journeys of Irving’s tours ran over fifty thousand miles — more than twice round the Equator. The journeys were nearly always taken in special trains running at all sorts of hours, and almost invariably in the bad seasons of the year. It is not to be wondered at, therefore, that we had a certain percentage of accidents. That some of these accidents did not entail loss of life is the source of wonder. Several times we have had the train on fire; once so badly that the danger was very great. It was only by the chance of it being discovered just as we were coming into a station that the whole train was not lost. As it was, the Insurance Company had to liquidate damages to our goods to the extent of L5oo.

  Three times the bolt head of the engine has been blown out, once entailing a delay of six hours, until not only another engine but another driver who knew the road as well as the engine, could be found.

  Once in February 1900 when on our way from Indianapolis to Louisville some accident or explosion took place which seemed to shatter the whole engine into scrap iron. But no one was hurt.

  On 17th January 1904 we went from Pittsburg to Buffalo. The cold was intense. There were ten feet of snow lying on the hills, and down the serpentine valley our driving wheel got “ frosted “ and flew to pieces. Fortunately we were on a stretch of level ground. Down the valley are here and there the remains of train wrecks on the bank of the river. Oui engine was a very powerful one, a great Pennsylvanian fast hauler; the great wheel was so thick that I could not lift a seemingly small fragment of it from the ground.

  The very next week, Sunday, 24th January, when going from Albany to Montreal, we met with another accident. I had been most careful about a good engine, and the agent of the New York Central had given us the spare engine used in case of need for the New York and Chicago “ Flyer.” The cold was again intense and the snow thicker than ever. Up high amongst the Andirondack Mountains, where the wind roared over hill and through valley, the snowdrifts piled up in places to great heights. That was an exceptionally severe winter and railroading was hard. We climbed all right to the top of a pass amongst the hills and were going along steadily when there was a sharp explosion. Then in a few seconds the train drew up with a jerk. Our saloon was at the end of the train, so it took me some little time to reach the engine, as I had gone outside instead of passing through the train. The road just there was running on an embankment, and the snow-plough had swept the track, only leaving the snow piled at the sides so that to pass the carriages was difficult leg-deep in the snow. On the sloping embankment the snow lay many feet deep; and as the whole place was intersected with storm rivulets there were great holes like caverns in the snowdrift. The other men had also tumbled out of their carriages in much concern. We came across the train crew working in frantic haste. They told us that both the driver and the fireman were missing, and they feared that they had been blown off into one of the watercourse cavities. In such case either or both might die before we could find them, for these cavities were secret — they were honeycombed out beneath the blanket of snow. Very shortly we found the fireman. He had been on the outside of the engine when the explosion had occurred and was blown into the snowdrift head down. He was nearly choked when he was taken out.

  But there was no sign of the driver, and the search went on. Immediately after the accident the brakesman had run back on the track to flag “ Danger “ lest any other train should come down upon us. This is the imperative rule in such cases. When he had done this duty he was to run along the track to the last station we had passed about a mile back, and bring help.

  I was back on the line about a quarter of a mile when an engine piled with men came up at a furious pace. As it drew near the men began to call.

  “Has he been found? “ I shook my head.

  Close to our train they stopped and the men leaping from the engine spread themselves along the slopes of the embankment beginning a systematic search. Presently one of the crew of our train came along leaping through the deep snow calling o
ut that the driver was found and was on the engine. We rushed back and found him there smearing his burns, which were pretty bad, with oil. The explosion had set his clothes on fire, but he had not lost his head. He had waited to turn the steam off, and then had taken a header into the deep snow wherein he had rolled himself till he had put the fire out. When he had managed to crawl out of his burrow the others of the crew, seeing the engine empty, had gone back to make search for him. He, not knowing that he was missed, had climbed quietly back into his cab.

  When Irving heard of the man’s gallantry in stopping whilst all on fire to turn off steam before thinking of himself he said it was a thing that should be rewarded in a marked way. He was quite willing to give the reward himself, but he thought that the company would like to, and ought to, join in it. So we got up a subscription which he headed. We handed to the injured men a little purse of sixty-one dollars. They declared that they would like to take their injuries over again any time for half the money or a quarter of the kindness.

  The occasions when we were delayed by minor accidents to the train — hot-boxes, breaking steam-pipes, freezing steam brakes, snows-up, washes-out, broken bridges — were never ending. Many of them were not matters for much concern, but they were all causes of delay; and in touring, delay is often disastrous.