Next in rank and importance to the division-agent came the “conductor.” His beat was the same length as the agent’s—two hundred and fifty miles. He sat with the driver, and (when necessary) rode that fearful distance, night and day, without other rest or sleep than what he could get perched thus on top of the flying vehicle. Think of it! He had absolute charge of the mails, express matter, passengers and stage, coach, until he delivered them to the next conductor, and got his receipt for them. Consequently he had to be a man of intelligence, decision and considerable executive ability. He was usually a quiet, pleasant man, who attended closely to his duties, and was a good deal of a gentleman. It was not absolutely necessary that the division-agent should be a gentleman, and occasionally he wasn’t. But he was always a general in administrative ability, and a bulldog in courage and determination—otherwise the chieftainship over the lawless underlings of the overland service would never in any instance have been to him anything but an equivalent for a month of insolence and distress and a bullet and a coffin at the end of it. There were about sixteen or eighteen conductors on the overland, for there was a daily stage each way, and a conductor on every stage.
Next in real and official rank and importance, after the conductor, came my delight, the driver—next in real but not in apparent importance—for we have seen that in the eyes of the common herd the driver was to the conductor as an admiral is to the captain of the flagship. The driver’s beat was pretty long, and his sleeping-time at the stations pretty short, sometimes; and so, but for the grandeur of his position his would have been a sorry life, as well as a hard and a wearing one. We took a new driver every day or every night (for they drove backward and forward over the same piece of road all the time), and therefore we never got as well acquainted with them as we did with the conductors; and besides, they would have been above being familiar with such rubbish as passengers, anyhow, as a general thing. Still, we were always eager to get a sight of each and every new driver as soon as the watch changed, for each and every day we were either anxious to get rid of an unpleasant one, or loath to part with a driver we had learned to like and had come to be sociable and friendly with. And so the first question we asked the conductor whenever we got to where we were to exchange drivers, was always, “Which is him?” The grammar was faulty, maybe, but we could not know, then, that it would go into a book some day. As long as everything went smoothly, the overland driver was well enough situated, but if a fellow driver got sick suddenly it made trouble, for the coach must go on, and so the potentate who was about to climb down and take a luxurious rest after his long night’s siege in the midst of wind and rain and darkness, had to stay where he was and do the sick man’s work. Once, in the Rocky Mountains, when I found a driver sound asleep on the box, and the mules going at the usual breakneck pace, the conductor said never mind him, there was no danger, and he was doing double duty—had driven seventy-five miles on one coach, and was now going back over it on this without rest or sleep. A hundred and fifty miles of holding back of six vindictive mules and keeping them from climbing the trees! It sounds incredible, but I remember the statement well enough.
The station-keepers, hostlers, etc., were low, rough characters, as already described; and from western Nebraska to Nevada a considerable sprinkling of them might be fairly set down as outlaws—fugitives from justice, criminals whose best security was a section of country which was without law and without even the pretence of it. When the “division-agent” issued an order to one of these parties he did it with the full understanding that he might have to enforce it with a navy six-shooter, and so he always went “fixed” to make things go along smoothly. Now and then a division-agent was really obliged to shoot a hostler through the head to teach him some simple matter that he could have taught him with a club if his circumstances and surroundings had been different. But they were snappy, able men, those division-agents, and when they tried to teach a subordinate anything, that subordinate generally “got it through his head.”
A great portion of this vast machinery—these hundreds of men and coaches, and thousands of mules and horses—was in the hands of Mr. Ben Holliday. All the western half of the business was in his hands. This reminds me of an incident of Palestine travel which
