Round the Fire Stories (20 page)

(
a
)
  
To the Carnstock Iron Works;

(
b
)
  
To the Big Ben Colliery;

(
c
)
  
To the Perseverance Colliery.

Of these the Big Ben line is not more than a quarter of a mile long, and ends at a dead wall of coal waiting removal from the mouth of the mine. Nothing had been seen or heard there of any special. The Carnstock Iron Works line was blocked all day upon the 3rd of June by sixteen truckloads of hematite. It is a single line, and nothing could have passed. As to the Perseverance line, it is a large double line, which does a considerable traffic, for the output of the mine is very large. On the 3rd of June this traffic proceeded as usual; hundreds of men, including a gang of railway platelayers, were working along the two miles and a quarter which constitute the total length of the line, and it is inconceivable that an unexpected train could have come down there without attracting universal attention. It may be remarked in conclusion that this branch line is nearer to St. Helens than the point at which the engine driver was discovered, so that we have every reason to believe that the train was past that point before misfortune overtook her.

“As to John Slater, there is no clue to be gathered from his appearance or injuries. We can only say that, so far as we can see, he met his end by falling off his engine, though why he fell, or what became of the engine after his fall, is a question upon which I do not feel qualified to offer an opinion.” In conclusion, the inspector offered his resignation to the Board, being much nettled by an accusation of incompetence in the London papers.

A month elapsed, during which both the police and the company prosecuted their inquiries without the slightest success. A reward was offered and a pardon promised in case of crime, but they were both unclaimed. Every day the public opened their papers with the conviction that so grotesque a mystery would at last be solved, but week after week passed by, and a solution remained as far off as ever. In broad daylight, upon a June afternoon in the most thickly inhabited portion of England, a train with its occupants had disappeared as completely as if some master of subtle chemistry had volatilized it into gas. Indeed, among the various conjectures which were put forward in the public Press there were some which seriously asserted that supernatural, or, at least, preternatural, agencies had been at work, and that the deformed Monsieur Caratal was probably a person who was better known under a less polite name. Others fixed upon his swarthy companion as being the author of the mischief, but what it was exactly which he had done could never be clearly formulated in words.

Amongst the many suggestions put forward by various newspapers or private individuals, there were one or two which were feasible enough to attract the attention of the public. One which appeared in the
Times,
over the signature of an amateur reasoner of some celebrity at that date, attempted to deal with the matter in a critical and semi-scientific manner. An extract must suffice, although the curious can see the whole letter in the issue of the 3rd of July.

“It is one of the elementary principles of practical reasoning,” he remarked, “that when the impossible has been eliminated the residuum,
however improbable,
must contain the truth. It is certain that the train left Kenyon Junction. It is certain that it did not reach Barton Moss. It is in the highest degree unlikely, but still possible, that it may have taken one of the seven available side lines. It is obviously impossible for a train to run where there are no rails, and therefore we may reduce our improbables to the three open lines, namely, the Carnstock Iron Works, the Big Ben, and the Perseverance. Is there a secret society of colliers, an English
camorra,
which is capable of destroying both train and passengers? It is improbable, but it is not impossible. I confess that I am unable to suggest any other solution. I should certainly advise the company to direct all their energies towards the observation of those three lines, and of the workmen at the end of them. A careful supervision of the pawnbrokers' shops of the district might possibly bring some suggestive facts to light.”

The suggestion, coming from a recognized authority upon such matters, created considerable interest, and a fierce opposition from those who considered such a statement to be a preposterous libel upon an honest and deserving set of men. The only answer to this criticism was a challenge to the objectors to lay any more feasible explanation before the public. In reply to this two others were forthcoming
(Times,
July 7th and 9th). The first suggested that the train might have run off the metals and be lying submerged in the Lancashire and Staffordshire Canal, which runs parallel to the railway for some hundreds of yards. This suggestion was thrown out of court by the published depth of the canal, which was entirely insufficient to conceal so large an object. The second correspondent wrote calling attention to the bag which appeared to be the sole luggage which the travelers had brought with them, and suggesting that some novel explosive of immense and pulverizing power might have been concealed in it. The obvious absurdity, however, of supposing that the whole train might be blown to dust while the metals remained uninjured reduced any such explanation to a farce. The investigation had drifted into this hopeless position when a new and most unexpected incident occurred.

This was nothing less than the receipt by Mrs. McPherson of a letter from her husband, James McPherson, who had been the guard of the missing train. The letter, which was dated July 5th, 1890, was posted from New York, and came to hand upon July 14th. Some doubts were expressed as to its genuine character, but Mrs. McPherson was positive as to the writing, and the fact that it contained a remittance of a hundred dollars in five-dollar notes was enough in itself to discount the idea of a hoax. No address was given in the letter, which ran in this way:

For a time it was confidently anticipated that this letter would lead to the clearing up of the whole matter, the more so as it was ascertained that a passenger who bore a close resemblance to the missing guard had traveled from Southampton under the name of Summers in the Hamburg and New York liner
Vistula,
which started upon the 7th of June. Mrs. McPherson and her sister Lizzie Dolton went across to New York as directed, and stayed for three weeks at the Johnston House, without hearing anything from the missing man. It is probable that some injudicious comments in the Press may have warned him that the police were using them as a bait. However this may be, it is certain that he neither wrote nor came, and the women were eventually compelled to return to Liverpool.

And so the matter stood, and has continued to stand up to the present year of 1898. Incredible as it may seem, nothing has transpired during these eight years which has shed the least light upon the extraordinary disappearance of the special train which contained Monsieur Caratal and his companion. Careful inquiries into the antecedents of the two travelers have only established the fact that Monsieur Caratal was well known as a financier and political agent in Central America, and that during his voyage to Europe he had betrayed extraordinary anxiety to reach Paris. His companion, whose name was entered upon the passenger lists as Eduardo Gomez, was a man whose record was a violent one, and whose reputation was that of a bravo and a bully. There was evidence to show, however, that he was honestly devoted to the interests of Monsieur Caratal, and that the latter, being a man of puny physique, employed the other as a guard and protector. It may be added that no information came from Paris as to what the objects of Monsieur Caratal's hurried journey may have been. This comprises all the facts of the case up to the publication in the Marseilles papers of the recent confession of Herbert de Lernac, now under sentence of death for the murder of a merchant named Bonvalot. This statement may be literally translated as follows:

“It is not out of mere pride or boasting that I give this information, for, if that were my object, I could tell a dozen actions of mine which are quite as splendid; but I do it in order that certain gentlemen in Paris may understand that I, who am able here to tell about the fate of Monsieur Caratal, can also tell in whose interest and at whose request the deed was done, unless the reprieve which I am awaiting comes to me very quickly. Take warning, Messieurs, before it is too late! You know Herbert de Lernac, and you are aware that his deeds are as ready as his words. Hasten then, or you are lost!

“At present I shall mention no names—if you only heard the names, what would you not think!—but I shall merely tell you how cleverly I did it. I was true to my employers then, and no doubt they will be true to me now. I hope so, and until I am convinced that they have betrayed me, these names, which would convulse Europe, shall not be divulged. But on that day … well, I say no more!

“In a word, then, there was a famous trial in Paris, in the year 1890, in connection with a monstrous scandal in politics and finance. How monstrous that scandal was can never be known save by such confidential agents as myself. The honor and careers of many of the chief men in France were at stake. You have seen a group of ninepins standing, all so rigid, and prim, and unbending. Then there comes the ball from far away and pop, pop, pop—there are your ninepins on the floor. Well, imagine some of the greatest men in France as these ninepins, and then this Monsieur Caratal was the ball which could be seen coming from far away. If he arrived, then it was pop, pop, pop for all of them. It was determined that he should not arrive.

“I do not accuse them all of being conscious of what was to happen. There were, as I have said, great financial as well as political interests at stake, and a syndicate was formed to manage the business. Some subscribed to the syndicate who hardly understood what were its objects. But others understood very well, and they can rely upon it that I have not forgotten their names. They had ample warning that Monsieur Caratal was coming long before he left South America, and they knew that the evidence which he held would certainly mean ruin to all of them. The syndicate had the command of an unlimited amount of money—absolutely unlimited, you understand. They looked round for an agent who was capable of wielding this gigantic power. The man chosen must be inventive, resolute, adaptive—a man in a million. They chose Herbert de Lernac, and I admit that they were right.

“My duties were to choose my subordinates, to use freely the power which money gives, and to make certain that Monsieur Caratal should never arrive in Paris. With characteristic energy I set about my commission within an hour of receiving my instructions, and the steps which I took were the very best for the purpose which could possibly be devised.

“A man whom I could trust was dispatched instantly to South America to travel home with Monsieur Caratal. Had he arrived in time the ship would never have reached Liverpool; but, alas, it had already started before my agent could reach it. I fitted out a small armed brig to intercept it, but again I was unfortunate. Like all great organizers I was, however, prepared for failure, and had a series of alternatives prepared, one or the other of which must succeed. You must not underrate the difficulties of my undertaking, or imagine that a mere commonplace assassination would meet the case. We must destroy not only Monsieur Caratal, but Monsieur Caratal's documents, and Monsieur Caratal's companions also, if we had reason to believe that he had communicated his secrets to them. And you must remember that they were on the alert, and keenly suspicious of any such attempt. It was a task which was in every way worthy of me, for I am always most masterful where another would be appalled.

“I was all ready for Monsieur Caratal's reception in Liverpool, and I was the more eager because I had reason to believe that he had made arrangements by which he would have a considerable guard from the moment that he arrived in London. Anything which was to be done must be done between the moment of his setting foot upon the Liverpool quay and that of his arrival at the London and West Coast terminus in London. We prepared six plans, each more elaborate than the last; which plan would be used would depend upon his own movements. Do what he would, we were ready for him. If he had stayed in Liverpool, we were ready. If he took an ordinary train, an express, or a special, all was ready. Everything had been foreseen and provided for.

“You may imagine that I could not do all this myself. What could I know of the English railway lines? But money can procure willing agents all the world over, and I soon had one of the acutest brains in England to assist me. I will mention no names, but it would be unjust to claim all the credit for myself. My English ally was worthy of such an alliance. He knew the London and West Coast line thoroughly, and he had the command of a band of workers who were trustworthy and intelligent. The idea was his, and my own judgment was only required in the details. We bought over several officials, amongst whom the most important was James McPherson, whom we had ascertained to be the guard most likely to be employed upon a special train. Smith, the stoker, was also in our employ. John Slater, the engine driver, had been approached, but had been found to be obstinate and dangerous, so we desisted. We had no certainty that Monsieur Caratal would take a special, but we thought it very probable, for it was of the utmost importance to him that he should reach Paris without delay. It was for this contingency, therefore, that we made special preparations—preparations which were complete down to the last detail long before his steamer had sighted the shores of England. You will be amused to learn that there was one of my agents in the pilot boat which brought that steamer to its moorings.