THE STOIC. Theodore Dreiser

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      Chapter 17

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      In London at this time Jarkins was busily engaged in impressing his partner, Kloorfain, with the news that the great Cowperwood, he believed, was really interested in the London underground situation as a whole! He described Cowperwood’s attitude and words, and at the same time he explained that they had made a mistake in not sensing that a man with such immense holdings would certainly not want to bother with one little underground system. How ridiculous for Greaves and Henshaw to think they could interest him in 50 per cent of their line! Why, here was no chance of him accepting any such terms. Nothing short of a full 51 per cent control for him! Did Kloorfain think that Greaves and Henshaw were ever likely to find the money for their line in England?

      To which Kloorfain, a stout, oleaginous Dutchman, as shrewd in small practical ways as he was deficient in large financial vision or courage, replied:

      “Not at all! Too many ‘acts,’ as it is. Too many companies fighting each other for single routes. No willingness on the part of any one company to join up with any other to give the public a through route at a reasonable fare. I’ve seen it myself, for I’ve been riding around London for years. Why, just think, there are these two central lines, the Metropolitan and the District, which together control a circle around the very business heart of London” . . . and he proceeded to point out some of the practical as well as financial errors made by these two lines, and their resulting difficulties. They had never been willing to merge and build feeder lines, not even to electrify and modernize those they had. They were still running steam engines through tunnels and open cuts. The only company which had shown any sense at all was the City and South London, which ran from the Monument to Clapham Common. It had an electric system which operated with a third rail, and it ran smoothly, was well lighted, and the only well-patronized road in the city. But even so, it was too short; its passengers had to transfer and pay an extra fare on the London loop. London certainly needed a man like Cowperwood or a group of English financiers who would get together and finance and enlarge the system.

      As to proposed lines which Cowperwood might secure, well, there was the Baker Street and Waterloo, being promoted by a Londoner by the name of Abington Scarr. Scarr had had his act for the last sixteen months and done nothing. Then there was some talk of extensions being made by the District, but in both cases capital was wanting.

      “In fact,” concluded Kloorfain, “if Cowperwood really wants that Charing Cross, I don’t think he’d have much trouble getting it. Traffic Electrical gave up trying to finance it over two years ago. Since then these two engineers have had it, but until this suggestion in regard to Cowperwood came up, I’m sure they never had a bid of any kind. Besides, they’re not railroad men, and unless they find a man with as much money as Cowperwood has, I doubt if they’ll ever be able to put it through.”

      “Well, then, there’s no use worrying about them, is there?” commented Jarkins.

      “I think not,” reiterated Kloorfain. “But I think we ought to look up some of the people connected with the two old central loop lines, the District and the Metropolitan, or some of the bankers down in Threadneedle Street, and see what we can find out. You know Crawshaw, of Crawshaw and Vokes. They’ve been trying to find money for Greaves and Henshaw ever since they took over the option. Of course, they’ve failed, just as the Traffic Electrical crowd failed before them. They want too much.”

      “Traffic Electrical?” queried Jarkins. “That’s the company that had this line originally. What sort of people are they?”

      At once, and quite briskly, Kloorfain recalled a number of things in connection with them, not all that Sippens had discovered, but enough to interest both men. For now, emerging out of the pool of Kloorfain’s memories came Stane, Rider, Bullock, and Johnson, but more particularly Johnson and Stane. They had been among the principal promoters of Charing Cross and Kampstead, Stane was of the nobility and a large stockholder in District as well as City and South London. Johnson was counsel for Stane, as well as for District and Metropolitan, and also a stockholder in both lines.

      Well, why not try and see this man Johnson?” queried Jarkins, all ears and attention because of his rift with Cowperwood. “He must be pretty well informed on all that’s going on.”

      Kloorfain was standing at a window, looking down into the street. “Capital!” he exclaimed, turning around to face Jarkins. “The very idea! Why not? Only . . .” And now he paused and looked dubiously at Jarkins. “Is this all quite ethical? As I understand it, we haven’t the right to say we represent Cowperwood. From what you say he only agreed to hear Greaves and Henshaw in New York because we asked him to. He didn’t appoint us to do any work in connection with them.”

      “Well, anyhow, I think it might be a good thing to sound out this fellow Johnson,” returned Jarkins, “indicate to him that Cowperwood, or some American millionaire that he know, is interested in a plan to unite some of these lines, and then suggest that the Charing Cross line, if they could get it back, might be sold to him. In that case, as the agents bringing them together, we ought to come in for a pretty neat bonus, and we’d be entitled to it. Besides, if any shares can be picked up now or СКАЧАТЬ