Doubtless there were official persons to be found at the time of this narrative—which is a matter of some thirty years back—who would have insisted that the letters “S. & W.” meant “Sherman and Western.” But every one who lived within two days’ ride of the track knew that the real name of the road was the “Shaky and Windy.”

Shaky the “S. & W.” certainly was—physically, and, if newspaper gossip and apparent facts were to be trusted, financially. The rails weighed thirty-five pounds to the yard, and had been laid in scallops, with high centres and low joints,—“sight along the rails and it looks like a washboard,” said John Flint, describing it. For ballast the clay and sand of the region were used. And, as for the financial part, everybody knew that old De Reamer had been forced to abandon the construction work on the Red Hills extension, after building fully five-sixths of the distance. The hard times had, of course, something to do with that,—roads were going under all through the West; receiverships were quite the common thing,—but De Reamer and the S. & W. did not seem to revive so quickly as certain other lines. This was the more singular in that the S. & W., extending as it did from the Sabine country to the Staked Plains, really justified the popular remark that “the Shaky and Windy began in a swamp and ended in a desert.” On the face of things, without the Red Hills connection with the bigger C. & S. C., and without an eastern connection with one of the New Orleans or St. Louis lines, the road was an absurdity.

Then, only a few months before the time of our narrative, the railroad world began to wake up. Commodore Durfee, one of “the big fellows,” surprised the Southwest by buying in the H. D. & W. (which meant, and will always mean, the High, Dry, and Wobbly). The surprise was greater when the Commodore began building southwestward, in the general direction of Red Hills. As usual when the big men are playing for position, the public and the wise-acres, even Wall Street, were mystified. For the S. & W. was so obviously the best and shortest eastern connection for the C. & S. C.,—the H. D. & W. would so plainly be a differential line,—that it was hard to see what the Commodore was about. He had nothing to say to the reporters. Old General Carrington, of the C. & S. C., the biggest and shrewdest of them all, was also silent. And Daniel De Reamer couldn’t be seen at all.

And finally, by way of a wind-up to the first skirmish of the picturesque war in which our engineers were soon to find themselves taking part, there was a western breeze and a flurry of dust in Wall Street. Somebody was fighting. S. & W. shares ran up in a day from twenty-two to forty-six, and, which was more astonishing, sold at that figure for another day before dropping. Other mysterious things were going on. Suddenly De Reamer reappeared in the Southwest, and that most welcome sign of vitality, money,—red gold corpuscles,—began to flow through the arteries of the S. & W. “system.” The construction work started up, on rush orders. Paul Carhart was specially engaged to take out a force and complete the track—any sort of a track—to Red Hills. And as he preferred not to take this rush work through very difficult country on any other terms, De Reamer gave him something near a free hand,—ordered Chief Engineer Tiffany to let him alone, beyond giving every assistance in getting material to the front, and accepting the track for the company as fast as it was laid.

And as Tiffany was not at all a bad fellow, and had admired Carhart’s part in the Rio Grande fight (though he would have managed some things differently, not to say better, himself), the two engineers seemed likely to get on very well.

Carhart’s three trains would hardly get over the five hundred miles which lay between Sherman and the end of the track in less than twenty-seven or twenty-eight hours. “The private car,” as the boys called it, was of an old type even for those days, and was very uncomfortable. Everybody, from the chief down, had shed coat and waistcoat before the ragged skyline of Sherman slipped out of view behind the yellow pine trees. The car swayed and lurched so violently that it was impossible to stand in the aisle without support. As the hours dragged by, several of the party curled up on the hard seats and tried to sleep. The instrument and rod and stake men and the pile inspectors, mostly young fellows recently out of college or technical institute, got together at one end of the car and sang college songs.

Carhart was sitting back, his feet up on the opposite seat, watching for the pines to thin out, and thinking of the endless gray chaparral and sage-brush which they would find about them in the morning,—if the train didn’t break down,—when he saw Tiffany’s big person balancing down the aisle toward him. Tiffany had been quiet a long time; now he had a story in his eye.

“Well,” he said, as he slid down beside Carhart, “I knew the old gentleman would pull it off in time, but I never supposed he could make the Commodore pay the bills.”

Carhart glanced up inquiringly.

“Didn’t you hear about it? Well, say! I happen to know that a month ago Mr. De Reamer actually didn’t have the money to carry this work through. Even when Commodore Durfee started building for Red Hills, he didn’t know which way to turn. The Commodore, you know, hadn’t any notion of stopping with the H.D.& W.”

“No,” said Carhart, “I didn’t suppose he had.”

“He was after us, too—wanted to do the same as he did with the High and Dry, corner the stock.” Tiffany chuckled. “But he knew he’d have to corner Daniel De Reamer first. If he didn’t, the old gentleman would manufacture shares by the hundred thousand and pump ’em right into him. There’s the Paradise Southern,—that’s been a regular fountain of stock. You knew about that.”

Carhart shook his head.

“We passed through Paradise this noon.”

“Yes, I know the line. It runs down from Paradise to Total Wreck. But I didn’t know it had anything to do with S. & W. capital stock.”

“Didn’t, eh?” chuckled Tiffany. “Mr. De Reamer and Mr. Chambers own it, you know, and they’re directors in both lines. The old game was for them, as P. S. directors, to lease the short line to themselves as S. & W. directors. Then the S.& W. directors pay the P. S. directors—only they’re it both ways—in S. & W. stock. Don’t you see? And it’s only one of a dozen schemes. The old gentleman’s always ready for S. & W. buyers.”

Carhart smiled. The car lurched and shivered. Such air as came in through the open door and windows was tainted with the gases of the locomotive, and with the mingled odors of the densely packed laborers in the cars ahead.

“That’s really the only reason they’ve kept up the Paradise Southern—for there isn’t any business on the line. Well, as I was saying, the Commodore knew that the first thing he had to do was corner Mr. De Reamer, and keep him from creating stock. So he came down on him all at once, with a heap of injunctions and court orders. He did it thorough: restrained the S. & W. board from issuing any more stock, or from completing any of the transactions on hand, and temporarily suspended the old gentleman and Mr. Chambers, pending an investigation of their accounts, and ordered ’em to return to the treasury of the company the seventy thousand shares they created last year. There was a lot more, but that’s the gist of it. He did it through Waring and his other minority directors on the board. And right at the start, you see, when he began to buy, he made S. & W. stock so scarce that the price shot up.”

“Seems as if he had sewed up the S. & W. pretty tight,” observed Carhart.

“Didn’t it, though? But the Commodore didn’t know the old gentleman as well as he thought. Mr. De Reamer and Mr. Chambers got another judge to issue orders for them to do everything the Commodore’s judge forbid—tangled it all up so that everything they did or didn’t do, they’d be disobeying somebody, and leaving it for the judges to settle among themselves. Then they issued ten million dollars in convertible bonds to a dummy, representing themselves, turned ’em right into stock,—and tangled that transaction up so nobody in earth or heaven will ever know just exactly what was done,—and sold ‘most seventy thousand shares of it to Commodore Durfee before he had a glimmer of where it was coming from. And then it was too late for him to stop buying, so he had to take in the whole hundred thousand shares. I heard Mr. Chambers say that when the Commodore found ’em out, he was so mad he couldn’t talk,—stormed stormed around his office trying to curse Daniel De Reamer, but he couldn’t even swear intelligent.”

“So Mr. De Reamer beat him,” said Carhart.

“Beat him?—I wonder—”

“But that’s not all, surely. Commodore Durfee isn’t the man to swallow that.”

“He had to swallow it.—Oh, he did kick up some fuss, but it didn’t do him any good. His judge tried to jerk up our people for contempt, but they were warned and got out of Mr. De Reamer’s Broad Street office, and over into New Jersey with all the documents and money.” Tiffany’s good-humored eyes lighted up as his mind dwelt on the fight. Never was there a more loyal railroad man than this one. Daniel De Reamer was his king, and his king could do no wrong. “Not that they didn’t have some excitement getting away,” he continued. “They say,—mind, I don’t know this, but they say that Mr. De Reamer’s secretary, young Crittenden, crossed the ferry in a cab with four million five hundred thousand dollars in bills—just tied up rough in bundles so they could be thrown around. And there you are,—Commodore Durfee is paying for this extension that’s going to cut him out of the C. & S. C. through business. The money and papers are out of his reach. The judges are fighting among themselves, and will be doing well if they ever come to a settlement. And now if that ain’t pretty slick business, I’d like to know what the word ‘slick’ means.”

Carhart almost laughed aloud. He turned and looked out the window for a few moments. Finally he said, “If you have that straight, Tiffany, it’s undoubtedly the worst defeat Commodore Durfee ever had. But don’t make the mistake of thinking that the S. & W. is through with him.”

“Maybe not,” Tiffany replied, “but I’ll bet proper on the old gentleman.”

Carhart’s position as the engineer in charge of a thousand and more men would be not unlike that of a military commander who finds himself dependent for subsistence on five hundred miles of what Scribner called “very sketchy” single track. It would be more serious; for not only must food, and in the desert, water, be brought out over the line, but also the vast quantity of material needed in the work. It would be the business of Peet, as the working head of the operating department, to deliver the material from day to day, and week to week, at the end of the last completed section, where the working train would be made up each night for the construction work of the following day.

If the existing track was sketchy, the new track would be worse. Everything was to be sacrificed to speed. The few bridges were to be thrown up hastily in the form of primitive wooden trestles. There would be no masonry, excepting the abutments of the La Paz bridge,—which masonry, or rather the stone for it, was about the only material they would find at hand. All the timber, even to the cross ties, would have to be shipped forward from the long-leaf-pine forests of eastern Texas and western Louisiana.

Ordinarily, Carhart would not have relished undertaking such a hasty job; but in this case there were compensations. When he had first looked over the location maps, in Daniel De Reamer’s New York office, his quiet eyes had danced behind their spectacles; for it promised to be pretty work, in which a man could use his imagination. There was the bridge over the La Paz River, for instance. He should have to send a man out there with a long wagon train of materials, and with orders to have the bridge ready when the track should reach the river. He knew just the man—John B. Flint, who built the Desplaines bridge for the three I’s. He had not heard from John since the doctors had condemned his lungs, and ordered him to a sanatorium in the Adirondacks, and John had compromised by going West, and hanging that very difficult bridge between the walls of Brilliant Gorge in the Sierras. Carhart was not sure that he was still among the living; but a few searching telegrams brought out a characteristic message from John himself, to the effect that he was very much alive, and was ready to bridge the Grand CaÑon of the Colorado at a word from Paul Carhart.

Then there was always to be considered the broad outline of the situation as it was generally understood in the railway world. Details apart, it was known that Commodore Durfee and Daniel De Reamer were fighting for that through connection, and that old General Carrington,—czar of the C. & S. C., holder of one and owner of several other seats in the Senate of these United States, chairman of the National Committee of his party,—that General Carrington was sitting on the piazza of his country house in California, smoking good cigars and talking horse and waiting to see whether he should gobble Durfee or De Reamer, or both of them. For the general, too, was represented on the directorate of the Sherman and Western; and it was an open question whether his minority directors would continue to support the De Reamer interests or would be ordered to ally themselves with the Durfee men. Either way, there would be no sentiment wasted. But it seemed to Carhart that so long as De Reamer should be able to hold up his head in the fight General Carrington would probably stand behind him. Commodore Durfee was too big in the East to be encouraged in the West. And yet—there was no telling.

It was very pretty indeed. Carhart was a quiet man, given more to study than to speech; but he liked pretty things.