THE STOIC. Theodore Dreiser

of Contents

      The effect on Tollifer of this amazing interview was extremely exhilarating. Leaving Cowperwood’s office, he walked north along Fifth Avenue, in order to gaze at the beautiful Cowperwood mansion. After examining the impressive Italian palace lines and decorations, he turned, and with a sense of adventure, hailed a hansom cab for a ride to Delmonico’s, at Fifth Avenue and Twenty-seventh Street. This region was alive at the luncheon hour with the most pretentious and ambitious of the New York social world and stars of the theatrical, artistic, and legal world, coming to see and be seen. Before he left the restaurant, he had spoken with at least six of the better known patrons, and because of his exuberant and authoritative manner, had registered himself sharply on the minds of many others.

      In the meantime, Cowperwood had instructed the Central Trust Company, of which he was a director and stockholder, to notify a certain Bruce Tollifer, then resident at the Alcove, on Fifty-third Street near Park Avenue, that his services in connection with its special account department were to be considered, and that if he would call at once he would receive instructions. The execution of this arrangement, which took place on the same day, with an advance of one month’s salary at $200 a week, so thrilled Tollifer that he felt as though he were walking on air. At once he made it his business to inquire, as casually as possible, concerning the New York history of the Cowperwoods, not only among newspapermen but the various know-it-alls of the bohemian bars and restaurants of the city: the Gilsey House, the Martinique, the Marlborough, and the Metropolitan at Broadway and Forty-second Street, the mecca for sports and rounders of the day.

      And discovering that Aileen had been seen with this and that actor, and at certain restaurants, or races, or other public events, with various personalities, he decided to get himself somehow included in those gatherings where she was certain to be. A proper formal introduction, of course, would be the best possible entrance for him.

      And now Cowperwood, having moved in this matter of a social chaperonage for Aileen, was free to devote his attention to the business of arranging for the sale of at least a portion of his Chicago holdings. At the same time, he was awaiting developments of negotiations by Cole with the representatives of the Charing Cross line. His main object, at the present time, was to reduce them to such a state that when he did see them they would be willing to make a reasonable offer.

      And so, upon the arrival of Jarkins, with news that Greaves and Henshaw were once more anxious to obtain an interview with him, he affected no great interest. If they really had an advantageous offer to make, and were not merely haggling as before, and if they would appear within the next ten days . . .

      Whereupon Jarkins immediately cabled his London partner, Kloorfain, emphasizing the necessity for prompt action. Within twenty-four hours Messrs. Greaves and Henshaw were on a boat sailing for New York. And for several days after their arrival they were closeted with Jarkins and Randolph, going over the data which they would present to Cowperwood. And after arranging for an interview, and ignorant of the fact that Cowperwood himself was the instigator of this meeting, they were finally brought into his presence by Jarkins and Randolph, equally unenlightened as to their part in the matter.

      True enough, as Cowperwood knew, Greaves and Henshaw were men of great contracting and engineering import in England. They were comparatively wealthy, as he had been informed by Sippens. Also, in addition to their contract with the Traffic Electrical Company to build the tunnels and stations of the new underground, they had recently paid an additional lb30,000 for a further option to take over the entire “act.”

      But plainly the Traffic Electrical Company was on the rocks. Consisting of Rider, Lord Stane, Johnson, and some of their friends, it had the advantage of considerable legal and financial knowledge, but none of these men had any real conception of how to finance or successfully operate such a road, and were in no position to finance it themselves. Stane had already invested heavily in the two central loop roads: the District and the Metropolitan, but had not made any money. Hence his desire to divest himself of the Charing Cross line and the offer of it to Greaves and Henshaw upon payment of lb30,000 additional to the lb10,000 previously paid by them to secure the right to construct it. Actually, since he now had this larger loop scheme in mind, Cowperwood was interested, because, as he saw it, it might either be operated separately, or, better yet, should he secure control of the District and the Metropolitan, be combined with those as an extension, a most excellent entering wedge for him.

      Nonetheless, when Greaves and Henshaw, shouldered and bolstered by Jarkins and Randolph, entered his office, his manner was not overwhelmingly cordial. Greaves was a man of great height and bulk, of florid complexion, and a solid middle-class conviction of his own worth. Henshaw, though also tall, was thin and pale, with the air of a gentleman. Allowing them to spread out their maps and papers, and once more listening to the entire story as though he did not already know it, Cowperwood asked only a few questions.

      “One thing, gentlemen,” he announced, “assuming that I chance to be interested in this idea to the extent of looking into it further, how much time may I have for an investigation? I assume, of course, that what you really want to do is to sell the complete control of this project, together with your contract to construct the line. Am I right?”

      At this both Greaves and Henshaw stiffened visibly, for it was not at all what they wished to do. What they really desired, as they now explained, was to sell for lb30,000 a 50 per cent interest. The other 50 per cent, together with their contract for construction, was to remain in their hands. For this share, however, as they naively stated, they were willing to use their influence to help market the $8,000,000 worth of $100 shares which the Traffic Electrical Company had already printed but had never been able to sell, surrendering a portion of their 50 per cent so to do. But, as they added, a man like Cowperwood could help finance and operate the road in such a way that it would be sure to pay—a suggestion which caused Cowperwood to smile, for it was not the building or operation of this line which was so important, it was the control of the entire underground system that was his dream.

      “But I judge from our talk so far that you expect to make a reasonable profit out of constructing the road for the parent company, not much less than 10 per cent, I take it,” said Cowperwood.

      “Well, yes, we expect to make the usual contractors’ profit, but no more,” returned Greaves.

      “That may be true,” said Cowperwood, suavely, “but if I understand you correctly, you two gentlemen expect to make at least $500,000 for yourselves out of the construction of this road, and entirely apart from your return as partners in the company for which you are doing the work.”

      “But for our 50 per cent we expect to bring in some English capital,” explained Henshaw.

      “How much English capital?” asked Cowperwood, warily, for he was thinking that if he could secure 51 per cent of the road, it might be worth considering.

      But as to that, as he now discovered, they were a little vague. If he came in and took over the load of consols and gave the actual construction an appearance of certainty, perhaps as much as 25 per cent of the entire cost could be sold to the public.

      “But would you guarantee to do that?” asked Cowperwood, rather interested by the idea. “That is, would you make your share of the company contingent upon your raising so much money before you received your share?”

      Well, no, they could not do that, exactly, but if they failed, they might be willing to take something less than 50 per cent, say 30 or 35, provided they were permitted to retain their contract to construct.

      Cowperwood smiled again at this point.

      “What interests me, gentlemen,” he went on, “is that you who appear to understand the engineering business thoroughly should assume the business of financing to be less difficult. For it isn’t, of course. Just as you have had to study for years, and then by practical work get to the place where your reputations would command such contracts as I knew you are accustomed to, so I, as a financier, have had to do exactly the same thing. And, of course, you cannot expect any man, however great his wealth, to step forward and agree to construct and operate a road as large as this out of his own pocket. He couldn’t do it. It would be too great a risk. He