Chapter XIII: Foreword (2)

"My Dear Coup: Yours received. I will join you in a show for next
spring and will probably have Admiral Dot well trained this winter
and have him and Harrison in the show. Wood will sell all his
animals right, and will furnish several tip-top museum curiosities.
You need to spend several months in New York arranging for
curiosities, cuts, cages, bills, etc. All things got from Wood I
will settle for with him and give the concern credit. We can make a
stunning museum department. If you want to call it _my_ museum and
use my name it may be used by allowing me the same very small
percentage that Wood allows for calling himself my successor (3 per
cent on receipts). You can have a Cardiff Giant that won't crack,
also a moving figure, Sleeping Beauty or Dying Zouave--a big
Gymnastic figure like that in Wood's museum, and lots of other good
things, only you need time to look them up and prepare wagons,
etc., etc.

"Yours truly,

"P. T. BARNUM."

"I will spare time to cook up the show in New York when you come. I
think Siamese Twins would pay."

The year 1884 is a memorable one in the annals of circus history, and circus men remember it as the "White Elephant Year." For many years persistent attempts had been made by enterprising showmen to secure for exhibition purposes a sacred white elephant. Schemes by the score had been discussed in the confidential councils of the showmen in winter quarters, with a view to faking a black elephant into a white one, but without satisfactory results. In the winter of 1883, however, it was given out by Mr. Barnum's manager that he had positively succeeded in purchasing from the King of Siam a sacred white elephant. The press was splendidly "worked" in advance, and the sacred white elephant monopolized the gossip of circus circles.

THE RIVAL WHITE ELEPHANTS

A great rivalry had for some years existed between Mr. Barnum and a Philadelphia circus man, and the public was greatly surprised, just before the opening of the season, to find that, according to newspaper report, the latter also had quietly and unostentatiously imported a sacred white elephant known as the "Light of Asia," which, from the descriptions of the few favored scribes who had seen it, was a marvel of beauty and color. Rumors also were circulated that Barnum's white elephant was not genuine, but only a diseased or leprous elephant with a "blaze" of cream color down its trunk, and discolored or spotted legs, while the Philadelphia showman's animal was of snowy whiteness, without spot or blemish. Public sentiment ran high, especially in Philadelphia, where the shows were to exhibit simultaneously. While public opinion was divided as to the genuineness of these "sacred" animals, it may be well to say that the Barnum animal was as good a specimen of the genuine white elephant as could be procured, while the Philadelphia elephant, pretty as a picture and superbly snow white in color, was supposed to be a lively "fake."

While on exhibition, this "Light of Asia" was almost entirely covered with a black velvet-spangled cloth, and the trunk had been manipulated in such a way that visitors could touch it, and as no coloring matter came off on their hands I presume that part of the body had in some way been "sized" or enameled.

HOW THE "LIGHT OF ASIA" EMBARRASSED THE LECTURER

During the performance the white elephant would be introduced and stripped of its velvet trappings on the elevated stage between the two rings, while a learned "professor" descanted eloquently on opposition in general and the genuineness of this white elephant in particular. So well was this part of the program carried out that popular opinion was at least equally divided regarding the genuineness of the competing white elephants. Long afterward the "lecturer" told me that this white elephant, having learned to recognize and like him, would endeavor to salute him by rubbing up against him after the manner of elephants. Had the animal succeeded, the effect would have been to leave white marks on the black coat of the lecturer, who had all he could do to continue his lecture and at the same time dodge the friendly advance of the white elephant. About the middle of the season, after getting all the benefit they could out of the white elephant war, Barnum and his rival came to an amicable understanding, and divided territory with each other, and the "Light of Asia" was withdrawn.

The following winter it was given out that the animal had taken cold and died in Philadelphia, but there are plenty of showmen who aver that the animal is as lively and healthy as ever, though wearing black instead of chalky white. A somewhat significant fact regarding this fake was that during the previous summer its owners had been annoyed on arrival in various towns to find an opposition sideshow, with its canvas already up. It belonged to an Englishman whose sole attraction was a yellow horse. No one had ever heard of a yellow horse before, and the farmers for miles around came in and eagerly paid ten cents to see this wonder. The animal was not particularly beautiful, but was certainly a bright yellow, as were also the hands of his master. In fact, there was no doubt but that its owner had rubbed the animal well with yellow ochre. The proprietor of the "Light of Asia" paid the show a visit and laughed heartily at the deception. After looking at the horse a little while, he remarked to its owner: "Well, if you can turn a gray horse yellow, you should be able to turn an elephant white." What happened afterward I am unable to say, but, singular to relate, the following spring, when the "Light of Asia" was "imported," a special trainer was brought with it from Siam who gave the animal his exclusive care and attention. This trainer was an Englishman, and many of the circus attaches thought they had seen the man exhibiting the yellow horse.

In 1883, while passing down the Bowery in New York, I heard my name loudly shouted. Turning around I met an English showman who was just then managing one of the many dime museums then established in that thoroughfare.

"Come inside, Mr. Coup," said he, "and I will show you my latest."

"Your latest what?" said I.

"Fake," he answered. "These freaks want too much money, and are nearly played out, anyway, so I'm making fresh ones now."

THE WILD CAVE-DWELLER OF KENTUCKY

The place was packed with people, and an enormous banner on the outside depicted a savage-looking wild man. He was described as having been captured in the caves of Kentucky. I followed my acquaintance upstairs, and in due time, after a preliminary lecture, a door was thrown open, disclosing what looked like a prison cell, in which, chained to an iron grating, stood a man closely resembling the one represented in the picture. His skin was of a tawny yellow, his body was covered with hair, and he ravenously snapped at and ate the lumps of raw beef which an attendant threw to him.

I cannot say that it was a pleasant sight, but from its effect on the spectators it was undoubtedly a satisfactory one, and as the door closed on it I said to my acquaintance:

"Where did you get him?"

He replied: "Why, you know the man well. He traveled with you two seasons. Come inside and talk with him."

I followed him, and no sooner were we in the cage than the terrible "wild man" held out his hand to me and said, "How do you do, Mr. Coup?" The voice was strangely familiar. I scrutinized the fellow's features and recognized in him a Russian who had been exhibited in our sideshow as a "hairy man." He had allowed his skin to be dyed yellow and his whiskers and hair black, and, for a consideration of about four times his usual salary, was now posing as a wild man. He afterward went West and continued this mode of exhibition for several months, until he was played out in that capacity, whereupon a few warm baths enabled him to resume his former employment as "Ivanovitch, the hairy man."

Another celebrated fake which met with success in the East was the "dog-faced man." The Englishman before spoken of engaged a variety performer who was an adept at imitating the barking of dogs. The manager had in his possession an old photograph of "Jo-jo, the dog-faced boy," and was resolved to place a good imitation of this freak before the American public. He accordingly had made a very expensive wig which covered completely the head, face and shoulders. Dressing the man in the garb of a Russian peasant, he advertised him as "Nicolai Jacobi, the Russian dog-faced man." So good was the disguise that they exhibited an entire week at a Jersey City museum, deceiving even the astute proprietor. Next they went to Boston, where they played to the most phenomenal business on record. The proprietor of the museum had a very clever cartoonist in his employ, and as the Englishman and his dog-faced friend walked from the station to the museum they saw nothing but pictures of dog-faced men. In front of the museum, in a large cage, was one of the fiercest wildcats they had even seen, labeled,

"The pet of the dog-faced man."

They played, as I have said, to phenomenal business. For two weeks thousands of persons daily struggled for the privilege of paying ten cents to see this amusing fake. At the end of that time one of the employes betrayed the secret to a reporter and the attraction was rendered valueless. Strange to relate, the success of this "fake" was the means of bringing from Europe the original dog-faced boy, "Jo-jo," who for several years drew a good salary at the various dime museums, but never created so much excitement by virtue of his genuineness as the "fake" did.

THE TWO-HEADED GIRL'S THREE-HEADED RIVAL

Millie Christine, the "two-headed nightingale," had been exhibiting in New York City, and public attention was called, shortly afterward, to the fact that a lady with three perfect heads would be exhibited on a certain day. Now, this strange being was really an optical illusion, built on the same lines as the ghost show invented by Professor Pepper. Three girls were used, and all portions of their figures not intended to be shown were covered with a black cloth. The whole illusion is merely an effect of light and shade.

Still another "fake" that not only "drew" well but positively deceived the whole New York press, was the "Dahomey Giant." About 1882 a very tall specimen of the African race walked into an Eastern museum looking for work. He was actually over seven feet in height, and had never been on exhibition. Knowing that his value as a negro giant would be but little, the proprietors resolved to introduce him as a monster wild African. After consulting Rev. J. G. Woods' Illustrated History of the Uncivilized Races, it was determined to make a Dahomey of the tall North Carolinian. A theatrical costumer was set to work to make him a picturesque garb. A spurious cablegram was issued, purporting to be from Farini, of London, stating that the Dahomey giant had sailed with his interpreter from London and would arrive in Boston on or about a certain date.

The man, with his interpreter, was then taken by train to Boston, from which city they, in due time, wired the museum proprietor of their arrival. That telegram was answered by another telling them to take the first Fall River boat for New York City. The press was then notified, and the representatives of five New York papers were actually sent to the pier the following morning to interview the distinguished stranger from Dahomey. The man had been well schooled, and pretending not to know a word of the English language, could not, of course, converse with the reporters. But his interpreter managed to fill them up very comfortably. At all events, long and interesting accounts of the "snuff-colored giant from Dahomey" appeared in most of the dailies, and for several weeks this Dahomey was the stellar attraction at that particular dime museum. The advent of summer and its consequent circus season closing the city museums, the Dahomey "joined out" with a side show in which, for successive seasons, he posed as a Dahomey giant, a Maori from New Zealand, an Australian aborigine and a Kaffir. This man's success was the initiative for a score of other negroes, who posed as representatives of any foreign races the side-show proprietor wished to exhibit.

MISSING LINKS AND DANCING TURKEYS

Krao, the "missing link," as she was called, was simply a hairy child, and almost exactly like Annie Jones, who was exhibited by Barnum as the "Esau Child." A great card for museums at one time was the "human-faced chicken." The first one placed on exhibition was purchased in good faith by an acquaintance of mine, and proved a good attraction. A visiting farmer, however, declared that it was nothing but an ordinary chicken which had had its bill frozen off, and so it proved.

Dancing turkeys were then introduced and caused great amusement. The awkward birds would walk onto their exhibition stage and go through a decidedly grotesque dance, their mode of lifting their feet being highly laughable. The truth was that the stage on which they danced was a piece of sheet-iron covered with a cloth. The iron was heated to an uncomfortable degree by gas jets underneath. What the public accepted as dancing was really the efforts made by the birds to prevent their feet from being burned.

THE SALARIES PAID TO FREAKS

The spread of the dime museum craze created a great demand for freaks and a consequent rise in their salaries. I know I am violating no confidence when I say that at various times the following freaks have drawn weekly the sums set opposite their names:

"La Tocci Twins," $1,000.00
"Millie Christine," 600.00
"Wild Man of Borneo," 300.00
"Chang, the Chinese Giant," 400.00
"Chemah, the Chinese Dwarf," 300.00
Ordinary giants and midgets, 30.00 to 100.00
Bearded ladies, 30.00 to 75.00
Living skeletons, 30.00 to 75.00
Armless men, 30.00 to 100.00
Ossified men, 30.00 to 200.00

And as an offset to the above figures, I have heard of a tatooed man who would talk outside, exhibit himself inside, do a turn of magic, lift barrels of water with his teeth, and, as boss canvasman, superintend the putting up and pulling down of the show, all for six dollars a week. He must have been first cousin to the man who traveled with the circus simply to be able to sit on the fence and hear the band play.

It will doubtless seem incredible to the person unused to the society of freaks that these unfortunates should take a seeming pride in their distinguishing misfortunes and be jealous of their reputations; this, however, is one of the strongest traits of the typical freak. In our show at one time we carried two giants, a Captain Benhein, a Frenchman, and Colonel Goshin, an Arabian. These two fellows were almost insanely jealous of each other, and it was ludicrous to hear the threats which they exchanged; many times it seemed that a personal encounter was imminent, but the Arabian's courage seemed in inverse proportion to his size.

THE LOVE-MAKING AND MERRY-MAKING OF THE FREAKS

Referring to Goshin as an Arabian brings to light a curious fact with regard to freaks of great size. He was not an Arabian, but a negro picked up by "Yank Robinson" in Kentucky. So confirmed is the habit of speaking of him as an Arabian that it has become second nature with me, and I think that this tendency is almost universal with showmen; they become so accustomed to enlarging on the fictitious characters for which their freaks are played that I sometimes think they almost get to believe these stories themselves.

Among the freaks the women were almost universally jealous of their professional reputations. Hannah Battersbey, who weighed more than four hundred pounds, recognized Kate Heathley as her particular rival, and either of these women could be instantly thrown into a jealous passion at the mention of the other's claim to superiority in the matter of weight. The strange alliances which sometimes took place in the freak world are well illustrated by the marriage of the weighty Hannah to a living skeleton who touched the scales at sixty-five pounds.

Before leaving the subject of freaks I must mention the strangest sight that it was ever my fortune to look upon in the course of a life spent in association with human novelties. Early in my career I was fortunate enough to secure the show rights for a fair in Montgomery, Ala., which was held just at the end of the northern show season. This circumstance resulted in bringing to the fair a most unusual number of small shows, the main attractions of which were freaks of every kind and color. My royalties were very large, and I was naturally expected to do something handsome by the people who had contributed to this success; consequently I gave a dinner to the "freaks," and that banquet table presented a scene probably unrivaled in history. I only wish I were able to give anything approaching an adequate description of that festal board. At the head of the table was the towering figure of an eight-foot giant, while at the other extremity of the board sat a thirty-six-inch dwarf. The jests which were bandied between the banqueters are worthy a place in a history of wit. A single instance, however, will give an idea of the peculiar terms with which these people enlivened the occasion. As the "Armless Man" helped himself to potatoes, the "Bearded Lady" opposite him called out, "Hands off!" and the whole company shouted with laughter.

The famous "Australian Children," who made several fortunes for their exhibitors, came from Circleville, Ohio, and were the children of a mulatto. Occasionally the showman met with distressing but amusing experiences resulting from the identification of his freaks on the part of the public.

THE EXPOSURE OF THE "AZTEC CHILDREN"

While I was absent from my show my manager once engaged two boys with heads little larger than teacups; one of them had a club foot and had some little claim to intelligence. Our people had painted them to look like savages, and they were exhibited as the "Aztec Children." One day when the lecturer was expatiating upon these remarkable children a burlo countryman shouted:

"Hello, John Evans, I know you; I worked in the harvest field with you many a day; oh, you can't fool me."

The "Aztec child" had been taught to make no reply to anything said to him, and the lecturer paid no attention to anything said to the countryman's interruption, but the countryman was not to be put down, and once more he shouted:

"Say, Bill Evans, maybe you think I don't know that club foot; just come off, now."

The audience was greatly amused at this, and the lecturer saw that he had plenty of trouble on hand; consequently he called the countryman aside and told him that he was certainly mistaken as to the identity of the freak. "Oh, no, I ain't," replied the obdurate fellow; "and what is more, you and your whole shebang are frauds and humbugs." Then the lecturer took another tack, gave the countryman five dollars, and thought the incident closed; but it was not, for the fellow proceeded to spend his money on whisky and tell his friends of his discovery, with the result that the business at that point was ruined.

From the viewpoint of the showmen there are "fakers" and "fakirs." Under the former head we class the men who conceive and manufacture fakes of the kind already described. The fakirs are altogether of a different kind, being the camp-followers who hang on the heels of a circus for the purpose of swindling the public by every variety of device known to the "blackleg fraternity."

Frequently a number of illegitimate shows start out, and, before doing so, announce that faking privileges are to be leased. The leaders of the various gangs make the arrangements with the circus proprietors, depositing a sum of money in the ticket wagon with which to "square squeals," then the tribe of showmen and fakirs start out on their nefarious pilgrimages, the shows furnishing the transportation for the fakirs. One of the fakirs in connection with each show is selected as the "squarer." He is generally a member of various secret societies and orders, and his particular duty is to bribe the petty officers of the towns visited, to secure immunity from arrest. Lottery schemes, gambling games of every sort, pocket-picking and robbing are among the methods by which these fakirs reap their harvest.

AN ADVENTURE WITH A CIRCUS SHARP

My life has been frequently threatened and twice attempted because of my persistent determination to drive this thieving fraternity from my shows. One day in a small western town a man introduced himself to me as the brother of a very respectable Chicagoan and explained that he was on his way to Texas to join in certain speculations. I at once suspected him of being a fakir and gave orders to the manager of the side-show to get rid of him and all his kind. A little later the landlord came to me and said: "Mr. Coup, there is a fellow out here who says he will shoot you on sight; he is one of the men traveling with you." On investigation I found that he was not the man who had introduced himself to me, but was one of the gang attempting to work the show: he bore a desperate reputation, and was popularly credited with having killed several men; all of my employes stood in fear of him, and I concluded to appeal to the mayor of the town for necessary protection and assistance. Before doing so, however, I put on a heavy ulster, in each side-pocket of which I placed a loaded six-shooter. With a finger on the trigger of each revolver I started out to find the mayor. While crossing the public square I met the man who had threatened to shoot me. Stopping squarely in front of him I said: "I believe you have threatened and intend to kill me, and I want to say to you that you will never find a better opportunity to do so than right now." He proposed to argue the question with me, but I simply insisted that he should leave town at once. The outlaw began a tirade of abuse, and remarked that he was a southern man. "Well," I answered, "if you wish to bring that question into the argument, I am a northern man, and you may tell this to all of your tribe." That ended the matter, and he left town that afternoon; but if he had not known that I had two six-shooters pointed directly at him, I would probably not have been left to tell the tale.

In my battles against the fakirs I have universally relied upon the strong arms of my husky "canvasmen," and more than once I have armed them with clubs concealed under their coats, with the result that the fakirs were driven from the field with broken arms and noses. It is a lamentable fact that not a few of the wealthiest showmen in this country have swelled their fortunes by the "rake-off" from the despicable gains of these blacklegs and tricksters.

IV

MOVING THE BIG SHOW

It requires several months of hard labor to prepare any show for the road, even those already organized, for, as a rule, all shows "lay off" during the winter. With few exceptions the horses are allowed to "run out," and all the wagons and paraphernalia are stored in convenient winter quarters provided for the purpose. The wild animals are taken from their traveling cages and placed in more commodious ones. The manager then decides on his route for the coming season. This, in itself, is an arduous labor, for the cost of transportation becomes, necessarily, a most important consideration in his calculations.

The manager of a large show, however, can do this with comparative ease, since he does not fear opposition so much as does the manager of the small show and, consequently, may choose his own territory, while his small opponent must skirmish around to get out of the way of the larger show.

Therefore, the route of the big show is completed on paper not later than the first of February, and the first agent, usually the railroad contractor, begins his duties. Such a show as I am describing is perfectly safe in laying out its route thus early and advertising its days and dates for months in advance. And, having done this, woe betide any smaller concern which elects to show in the same neighborhood, for the larger show will immediately send an advance brigade and literally flood the country with their bills. Brigades of this kind are called "skirmishers," and are kept in readiness to jump to any point where their services are needed to fight any kind of opposition. They thus uphold a sort of monarchical right in the territory and prevent, if possible, the success of the lesser attraction. This makes it really far more difficult to manage a small show than a large one, as the latter has "the right of might," while the lesser shows are continually forced in each other's way, to their own detriment and often to their complete financial disaster. A large concern in a prosperous season clears an immense amount of money, but, on the other hand, a disastrous season is bound to result in an enormous loss.

THE FIRST ATTEMPT TO MOVE A CIRCUS BY RAIL

A few weeks before the time for opening the circus season the horses are taken in, stabled, groomed and fed with grain to get them "hard" and in good condition for work. The wagons are overhauled, painted and gilded, and, if necessary, new ones are built. The various agents are by this time hard at work, each having his particular duties to perform.

Previous to 1872 the "railroad circus" was an unknown quantity. Like all other circuses of that day, the big show of which I was the manager traveled by wagon. During our first season our receipts amounted in round numbers to $400,000, exclusive of side shows, concerts and candy stands. Of course we showed in towns of all sizes and our daily receipts ranged from $1,000 to $7,000. Finding that the receipts in the larger towns were frequently twice and three times as much as in the smaller ones, I became convinced that we could at least double our receipts if we could ignore the small places and travel only from one big town to another, thereby drawing the cream of the trade from the adjacent small towns instead of trying to give a separate exhibition in each. This was my reason for determining to move the show by rail the following season.

To this end, therefore, I at once telegraphed to the superintendents of the different railroads asking if they could accommodate us and guarantee to get us to the various towns in time to give the exhibitions as advertised; and in order for us to do that it was necessary, I informed them, that we be landed in a town as early as six A.M. From some of the railroad superintendents came the reply, "Cannot furnish switch room," and from others, "Give further particulars." After a great deal of correspondence I went to Philadelphia and interviewed the officials of the Pennsylvania Company. I urged and argued and argued and urged, until they said I was the most persistent man they had ever seen, and even told me they would pay me if I would leave them in peace. This, however, did not suit my purpose, and I hung on until I finally made arrangements with them.

After much preparation we eventually fixed upon New Brunswick, N.J., as our first loading place. We were new at the work and so commenced loading at eight P.M. and finished the job at eight A.M., with no extraordinary incidents except the breaking of one camel's back--the creature having the misfortune to slip off the "runs." From New Brunswick we went to Trenton, where I had hired Pullman cars for our performers and band, and cheaper cars for our laborers and other attaches.

THE SPARTAN HABITS OF THE OLD-TIMERS

Our experience with the vast crowds of the season before had given us the idea of building two rings and giving a double performance. This, of course, doubled our company, but it kept the audience in their seats, since they were precisely as well off in one part of the canvas as in another, whereas in the old one-ring show we found it impossible to prevent the people who were farthest from the ring from standing up. They would rush to the front and thus interfere with many other people. This two-ring arrangement seemed to obviate this difficulty, and, as it at once hit the popular fancy, it proved a great drawing card for us and others, for within a few months smaller showmen all over the country began to give two-ring performances. Indeed, from that time it seemed to me that the old one-ring show was entirely forgotten.

It was quite laughable, during the earlier portion of the season, to watch the expression on the faces of our performers when they came on to join us and were shown the Pullman cars which were to be their homes for the next six months. "It is too good to last," remarked one. "The expense will break the show," said another. To their surprise, however, it lasted that season and has lasted ever since. Previous to that they had been in the habit of taking breakfast at any hour from midnight to four P.M., according to the number of miles they had to travel; but now all is changed, and an era of luxuriant comfort has become established for them. For many months, however, at the dawn of this epoch, the performers viewed their regular meals and sumptuous surroundings with a comical seriousness most ludicrous to behold.

Small shows had, prior to this time, traveled to a limited extent by rail; but not with accommodations like ours. Such shows consisted of seven or eight cars, whereas ours numbered sixty-one. All of these, with the exception of the sleeping cars, we had hired from the railroad company.

SEVEN HEARTBREAKING DAYS ON THE LONG ROAD

It has always been a mystery to me why the railroads build themselves cars scarcely any two of which are of uniform height. Our heavy wagons would be pushed up on "runs," and, on being pushed from one car to another, would frequently crash through the rotten boards composing the bed of the car. This would cause vexatious delays.

The reader cannot possibly form any idea of the amount of labor involved in teaching our men to become proficient in loading and unloading. It is a positive fact that I never took the clothes from my back from the time of first loading until we reached Philadelphia, our seventh stop! During all that time I was constantly teaching the men the art of loading and unloading, giving attention to the moving of all the wagons, chariots, horses, camels, elephants, etc. We reached Philadelphia tired and exhausted with the seven days' hard work.

I was also mentally fatigued by my partner's opposition and his requests to abandon the scheme; but at this point I realized more than ever the benefits that would accrue from this great departure, and I determined to stick it out to the end. I went to the superintendent of one of the railroads on which we were to travel to Baltimore and Washington and told him I must have a lot of cars of uniform construction at any price. These he succeeded in getting after considerable trouble. I then made up my mind to try it as far as Washington, and if I could not by that time get everything to run smoothly I would abandon it. We reached Wilmington without mishap and gave our exhibitions--three each day. It must be remembered that we had advertised three shows daily, and so far had given them; indeed, we did throughout the season, but that was the first and only year that such a feat was attempted.

I told the railroad superintendent that if we could manage to load in Wilmington by two A.M. and reach Baltimore at five A.M. it would be a success. He ordered the road cleared, and we arrived in Baltimore with the first section only a little late, and, with a little extra energy, we had the parade out on time and opened the doors to the morning performance at ten A.M. The trip from Baltimore was easily made, but from there we had to run over heavy grades up and down to Frederick, Md. In order to load we had to remove all the brakes, and this the yardmaster refused to do. I showed him my contract, wherein the company had agreed to remove all brakes, but he still refused, so I finally resorted to strategy.

I invited him to a restaurant, and while we were absent, by a prearranged movement, Baker, the boss canvas-man, wrenched the brakes off, and by the time the yardmaster and I returned the train was almost loaded. Of course I pretended to be very angry at such conduct, but our point was gained. As the brakes were easily replaced we made the next stop all right.

PERFORMING BY DAY AND TRAVELING BY NIGHT

I determined to have a train of cars built for our special purpose, and accordingly visited all the shops in the east; but I could find no one willing to undertake the job on such short notice. Finally, at Columbus, Ohio, I made the acquaintance of a thorough man of business. He was conducting the car shops there and was prepared to execute any order I might give him. In a short time I had made a contract with him, and in thirty days a train of cars was built. They were of uniform height, with iron extensions reaching from one car to another. These improvements made the loading and unloading mere play. I then heard of some palace horse cars at Cleveland. These I bought. I had them freshly painted and lettered, "P. T. Barnum's World's Fair."

When our men, as they came into Columbus to exhibit, saw that train awaiting them, they sent up such a shout as has seldom been heard. Now we had Pullman cars for the artists, sleeping cars for the laborers, box cars for the extra stuff, palace cars for the horses and other large animals, such as were required for teaming, parades, etc., and platform cars for wagons, chariots, cages and carriages. Thus the Herculean task of putting the first railroad show of any magnitude on its own cars was successfully accomplished.

Little, indeed, do the managers of the present day know of the untiring energy and indomitable perseverance necessary to accomplish that feat. The railroad people themselves were utterly ignorant of our wants, as we ourselves were in the beginning. Frequently, as at Washington, the yardmaster would order us to load one car at a time, then switch it away and commence on another. To load a train in this way would have taken us twenty-four hours! Finally, however, system and good order came out of chaos. Once properly launched on our season, we were able to give three performances daily, and quite often made jumps of one hundred miles in one night. The scheme, as I had predicted, completely revolutionized the show business, and has been adopted since, not only in this country, but by the French and English circus proprietors in their travels in Germany. It also greatly advertised us, vast crowds assembling at the depots to see us load and unload.

ON A RUNAWAY CIRCUS TRAIN

I once had a very thrilling experience while riding in the cab of the locomotive pulling our train from Indiana, Pa. This station is on one of the branches of the Pennsylvania Railroad, high up on the mountain, the grade there being exceedingly heavy. It is, I believe, conceded to be one of the steepest grades on that system. There is also a horse-shoe bend, or curve, similar to the well-known one on the main line. While standing on the platform, about the time the last car was being loaded, I was accosted by the engineer, who inquired if I had ever traveled on a locomotive and if I would like to take such a trip. I replied that I would like to do so, and boarded the engine with him. A few moments later the signal bell was rung and we pulled out into the darkness. I placed myself so as not to be in the way of the engineer and fireman and was soon lost in meditation.

The sensation was indescribably weird and thrilling. The scene was shrouded in darkness, and, as we flew along the road, the only discernible objects were the trees, which seemed to me like giant sentinels saluting as we flew past. Now and then we caught glimpses of lights in the mountain valleys, but they passed by like a streak of lightning, so rapidly were we going.

"How far can your practiced eye discern objects on a night like this?" I asked the engineer.

"Only a rod or two," he answered.

"In that case," said I, "you could never stop the train to prevent a collision should an obstruction present itself?"

"No--not with these brakes," he replied.

As he said this his face blanched and he whistled hard for down brakes. Finally I heard him exclaim: "God help us! We're running away!"

On, on we sped down the decline at a speed that was something frightful. The engine rattled and shook, and several times appeared to be almost toppling over. It was impossible to stand, and I held on by the window ledge for dear life. Down the mountain we sped altogether helpless! We had no control over the train, loaded down, as it was, with toppling chariots, with horses, animals, elephants, camels and human freight.

PANIC AMONG THE ANIMALS

Evidently the animals instinctively knew the danger, for above the rattle and roar of the train could occasionally be heard some of those strange trumpetings which proceed from an animal only in moments of danger--often just before a storm or cyclone. Momentarily I expected the whole train to be thrown from the tracks and down the mountain side. By the occasional streaks of light that flew past us I could see the blanched faces of both the engineer and fireman, and knew that they fully realized our awful danger. Both of them, however, kept perfectly cool, and I tried to imitate their example. How far I succeeded I do not know, but I do know that my nerves were strung to a higher pitch than they ever were before.

A blinding rainstorm added to the horror of the situation, and, with the speed at which we were traveling, each drop seemed to have the penetrating power of a shot. Quick as a flash the thought passed through my head: What if we meet a train? Just at that moment we sped past Blairsville at the junction of the branch road and the main line. The station lights seemed mere specks. As we struck the switch the engine jumped and almost left the track. Looking back we could see the rear lights of our train swaying in the path like a ship tempest-tossed at sea. Our speed seemed to increase as we flew along the main line.

We had gone twenty miles when a whistle was heard ahead.

"What is it?" I asked.

"Another train," replied the engineer; "it will pass us now," and as he was speaking the reflecting lights of its engine appeared, apparently not six rods from us. With lightning rapidity the trains passed each other and the "windage," to use a nautical term, nearly took my breath.

During all this time, which positively seemed hours, my thoughts were not of the pleasantest. On, on we dashed, the engine frequently jumping as it struck something on the track. It seemed to me a miracle that the train did not lurch sheer over some one of the terrible embankments. The fireman was not engaged in tending the fire. It was unnecessary. We were all mute spectators of the scene being enacted by this silent machine--the marvelous and lifelike invention of man. Gradually, at last, our speed began to slacken. We had reached a grade. The danger was past and our lives were saved!

A SINGLE TRACK AND A BROKEN RAIL

We were still moving ahead at the rate of thirty miles an hour when--crash! through the window came some object. Once more the whistle sounded "down brakes," and in less than a mile the train came to a stop. Shortly afterward we heard shouts in our rear, and the man who had flung the missile through the cab window came running breathlessly, and said that less than a mile ahead of us was a broken rail that would undoubtedly have wrecked our train. Knowing that the express train was due in about an hour he had been running back to the station to detain it, when he had met our "wild" train and, realizing the danger, had done all he could to prevent a catastrophe.

Back sped the man to the station to warn the express, leaving us between what were undoubtedly two horrors. The station was fully a mile away. Suppose he could not reach there in time! There we were on a single track, a broken rail ahead of us, an express train due at any moment behind us. Slowly we pulled up to the broken rail and at once replaced it with a new one, for we always carried extra rails on our train for cases of emergency. The track walker succeeded in getting to the station in time to stop the express, though luckily it was not quite due. We ran back to Blairsville and switched on to a side track.

There we found that the second section of our circus train was due at nearly the same, time as the express train, and it was an anxious quarter of an hour that we spent in righting things. When, however, the second section did come in, I found they had been more fortunate than the first section. They had taken the precaution to add to their train several cars belonging to the railroad company, which were fitted up with better brakes than ours, some of them being supplied with both new air and common brakes. Then as a consequence of these precautions the train had descended the mountain under perfect control. I learned a lesson from that experience, and lost no time in fitting all our cars with air-brakes. I wish I could remember the name of the engineer. A braver man never handled an engine or went into a battle.

It may not be generally known that all well-regulated roads employ a certain number of men as track walkers, whose constant duty it is to patrol every inch of the road and report the slightest irregularity of rails, road-bed, etc. On this particular night the track-walker's lantern had gone out, and the only expedient he could think of was to throw a stone through the cab window. I have often shuddered to think of what the consequences might have been had not his aim been a true one.

THE BRONCHOS' CHARMED LIFE

On another occasion, while going into Clinton, Iowa, with the biggest show I ever owned, we were running about twenty miles an hour, when the locomotive jumped the track and struck a tree. The shock threw all the cars of that section on their ends. The Mississippi River was on one side of us and a springy hill on the other. Here in this narrow place stood the cars, laden with animals of all kinds. It was truly an awful situation. We began to break up the cars in order to extricate the poor dumb brutes. We were compelled to hitch ropes about the horses' necks and pull them out, only to find perhaps that their legs were broken or that they were otherwise hopelessly injured. No fewer than thirty-five of my best horses were thus lost. The reader must remember that, as the cars had been thrown on their ends, in each horse car twenty horses were thrown into a struggling heap. Strange to say, the bronchos seemed to have charmed lives, for not one of them was hurt, and I was enabled to give a performance that day in spite of the accident.

The elephants were piled up in much the same way as the horses, and in order to extricate them it was necessary to strip the cars completely--a labor in which those huge animals assisted us. The camels were unhurt. The loss, in crippled animals and destruction of cars, amounted to several thousand dollars.

I cannot leave the subject of moving the big show without going back to some of my earliest pioneer experiences.

No other human being can realize like the showman the volume of dread hardship and disaster held by those two small words, "bad roads." At the time of my breaking-in we were passing through a section of the country in the southwest, over such wretchedly constructed highways that the slightest fall of rain was sufficient to convert them into rivers of mud. The heavy wagons would sink to their hubs in the mire and the whole train would be stopped.

Then followed a scene too picturesque to escape the attention of even the poor fellows who were half dead from lack of sleep. By the light of flaring torches a dozen big draft horses would be hitched to the refractory wagon. Inspired by the shouts, curses and sometimes the blows of the teamsters, the animals would join in a concerted pull that made their muscles stand out like knotted ropes. But often a battalion of six teams would fail to start a wagon.

OLD ROMEO TO THE RESCUE

Then the shout would go down the line for Romeo. In a few minutes the wise old elephant would come splashing through the mud with an air that seemed to say, "I thought you'd have to call on me!" He knew his place and would instantly take his stand behind the mired wagon. After he had carefully adjusted his huge frontal against the rear end of the vehicle the driver would give the command, "Mile up!" Gently, but with a tremendous power, Romeo would push forward, the wagon would start, and lo! the pasty mud would close in behind the wheels like the Red Sea.

So vividly did this oft-repeated picture impress me that it is as clearly before me now as it was forty years ago. Sometimes, when an elephant was not available, the wagons would be literally pulled apart, and when the break came the horses would fall sprawling into the mire, only their heads visible above the surface of the mud.

But the poor horses were not the only sufferers from bad roads. The men came in for their share. Very distinctly do I remember the night when we were about to cross a slough. Some of us were dozing in our saddles, others sleeping soundly on the tops of the wagons which carried the tents. Suddenly the shout was heard from the man in the lead, "Help, there, boys! I'm going down in the quicksands! Throw out a line, lively!"

We knew the voice. It belonged to Hickey, the wagon boss, who was a favorite with the men. Instantly the fellows tumbled from the wagons and rushed forward. The torches showed Hickey sunk to his armpits. A man of ready wit and action threw a rope and the sinking man caught it and passed the noose over his head and under his arms, knotting it so that it could not slip and cut him in two. By that time a team of horses had been hitched to the other end of the rope.

"All right! Easy, now!" came the order from Hickey, and the team was carefully started. Watching those horses strain on the rope made me hold my breath in expectation that the poor fellow would be actually drawn in two. But, finally, the grip of the mire loosened and he was hauled out to safety.

AN UNEXPECTED MIDNIGHT BATH

Perhaps the most disheartening of all bad-road experiences is that of losing the way--a thing which happened with perverse frequency. Just imagine yourself a member of such a caravan. You have slept four hours out of sixteen and are crawling along in the face of a drenching, blinding rainstorm--soaked, hungry and dazed. The caravan has halted a dozen times in the forepart of the night to pull out wagons and repair breakdowns. But it halts again, and the word "lost" is passed back along the line of wagons. This means retracing the route back to the forks of the road miles in the rear. Many an old circus man has wished himself dead on hearing the word "lost" under these conditions.

After one of these disheartening experiences, when we were obliged to "right about face" and drive the poor, jaded horses back over the same road along which they had made their useless but painful pilgrimage, I clambered up to the top of the tent wagon, stretched out on the jolting, shaking heap of canvas, and was soon oblivious to fatigue and discouragement. My next conscious impression was that of a sudden crashing of timbers, the squealing of frightened horses and the sensation of falling. Then I felt myself plunging into the icy waters of a little stream into which the heavy show wagon and all its contents had been precipitated by the breaking of a bridge. It seems almost miraculous that I should have escaped falling under the mass of tents on which I had been sleeping, but in some way I was thrown to one side and contrived to reach the shore in safety.

It is usual, in arranging the season's route, for a circus to make all the "big jumps" on Sundays; and it not infrequently happens that from three hundred to five hundred miles are covered between Saturday and Monday. This arrangement is very convenient in many ways. It may take you out of a country that is overrun with opposition shows into one where you may have the whole field to yourself, or it may take you to a part of the country where the climate has forced the harvests and therefore placed more money in circulation than usual.

As a general thing circus employes are not in love with Sunday runs for, commodious as their cars are, they are not exactly fitted up to enable all occupants to loll lazily around and enjoy a luxurious ride. If the day happens to be rainy, most of them lie in their beds and content themselves with reading, with an occasional chat, argument or light lunch, and in this way endeavor to pass the time as best they can. If, however, the day happens to be a fine one, then at daybreak comes a mighty exodus from the sleeping cars. Cozy nooks are singled out and made comfortable by pressing into service all available shawls, rugs, etc. Those physically strong enough to brave the exposure make for the tops of stock and box cars where, lolling at ease, they discuss sundry topics of interest and revel in the ride through the country. Others select places underneath the chariots and cages which are loaded on the flat cars, and thus, sheltered from the sun, spend a delightful time. Once, at least, during the day, a stop of a couple of hours is made to enable the horses and animals to be fed and watered, and advantage is taken of this interval by the performers and other attaches to stretch themselves and also to cater to their own personal wants. Both comic and serious accidents are frequently the result of carelessness during these runs, as the following examples prove:

In one long run between Springfield, Mo., and Mattoon, Ill., one of our men was standing erect on the top of a car, when a telegraph wire caught him under his chin and cut his head completely off, as though done by the surgeon's knife. On that same trip my watchman, Nelse, had the misfortune to have his straw hat blow off his head. The hat rolled gently along the top of the flat car and finally rolled off and fell on the side track. Immediately the watchman jumped to the ground, snatched up the hat, and leaped unhurt on the last car, although the train was making nearly twenty miles an hour. Probably the hat cost him originally fifty cents.