THE STOIC. Theodore Dreiser

roads are taken off my hands. At the same time, a long delay of that kind might cripple me, in a way. Supposing I should want to do anything else; I should feel handicapped because of the responsibility here.” And for a moment, his large gray eyes stared into space.

      “What I would prefer to do,” he mused, “now that I have you, would be to loaf and travel with you, for a time, anyhow. I’ve worked hard enough. You mean more than money to me, infinitely more. It’s odd, but I feel all at once as though I’ve worked too hard all my life.” He smiled and fondled her.

      And Berenice, hearing him say these things, was suffused with pride and power, as well as real tenderness.

      “That’s perfectly true, dear. You’ve been like some big engine or machine that’s tearing full speed somewhere, but doesn’t know exactly where.” She toyed with his hair and smoothed his cheek as she talked. “I’ve been thinking of your life, and all you’ve accomplished up to now. I think you should go abroad for a while, and look at things in Europe. I don’t see what else you could do here, unless you want to make more money, and Chicago certainly isn’t a very interesting place. I think it’s terrible.”

      “Well, I wouldn’t say that, exactly,” returned Cowperwood, defensive for Chicago. “It has its points. I came here originally to make money, and certainly I have no complaint to make on that score.”

      “Oh, I know that,” said Berenice, amused at his loyalty despite the bitterness and worry that his career here had involved. “But, Frank . . .” and here she paused, weighing her words most carefully, “you know, I think you’re so much bigger than that. I have always thought so. Don’t you think you ought to take a rest, look about and see the world, apart from business? You might find something you could do, some big public project that would bring you praise and fame, rather than money. There might be something you could undertake in England or France. I’d love to live in France with you. Why not go over there and give them something new? What about the traffic situation in London? Something like that! Anyway, leave America.”

      He smiled at her approvingly.

      “Well, Bevy,” he said, “it does seem a little unnatural to be indulging in a practical conversation like this with a pair of beautiful blue eyes and a sunburst of hair opposite me. But all that you say has the ring of wisdom. By the middle of next month, perhaps sooner, we are going abroad, you and I. And then I think I can find something to please you, for it hasn’t been more than a year since I was approached concerning a proposed tube system for London. At that time I was so busy here I didn’t have time for anything else. But now . . .” and he patted her hand.

      Berenice smiled a satisfied smile.

      It was dusk before she departed, discreet and reserved and smiling as she entered the carriage that Cowperwood had called.

      A few moments later, it was a gay and much more vital Cowperwood who stepped forth, thinking how, the next day, he would arrange first with his lawyer for a conference with the mayor and certain city officials to determine on ways and means of divesting himself of his various and immense holdings. And after that . . . after that . . . well, there was Berenice, the one great dream of his life really come true. What of defeat? There was no defeat! It was love that made life, certainly not wealth alone.

      Chapter 4

       Table of Contents

      The proposition to which Cowperwood referred as having come from an English source some twelve months before had been brought to him by two adventuring Englishmen, Messrs. Philip Henshaw and Montague Greaves, who carried letters from several well-known bankers and brokers of London and New York, establishing them as contractors who had already built railroads, street railways, and manufacturing plants in England and elsewhere.

      Some time before, in connection with the Traffic Electrical Company (an English company organized for the purpose of promoting railway enterprises), they personally had invested ten thousand pounds in a scheme to promote and construct an underground railway, to run from Charing Cross Station, the center of London, to Hampstead, four or five miles away and a growing residential district. It was a sine qua non of the scheme that the line in prospect was to afford direct means of communication between Charing Cross Station (the terminal of the Southeastern Railway which fed the south and southeast coasts of England and was one of the main arteries of travel to and from the Continent) and Euston Station, the terminal of the London and Northwestern Railway, serving the northwest and connecting with Scotland.

      As they explained it to Cowperwood, the Traffic Electrical Company had a paid-up capital of lb30,000. It had succeeded in getting through both houses of Parliament an “act” permitting them to build, operate, and own this particular tube or line; but in bringing this about, contrary to the general idea held by the English public in regard to its Parliament, a considerable sum of money had to be expended—not directly to any one group, but, as Messrs. Greaves and Henshaw hinted, and as Cowperwood, of all people, was fully capable of understanding, one must resort to many ways and means of currying favor with those who were in a better position to influence the minds of a committee than outsiders coming directly with a request for a valuable public privilege, especially when, as in England, it was granted in perpetuity. To that end, recourse had been had to a firm of solicitors: Rider, Bullock, Jonson & Chance, as clever, socially reputable, and technic ally well-informed a combination of legal talent as the great Empire’s capital could boast. This distinguished firm had innumerable connections with individual shareholders and chairmen of various enterprises. In fact, this firm had found persons whose influence had not only persuaded the committee of Parliament to grant the act for the Charing Cross and Hampstead, but also, once the act was in hand and the original thirty thousand pounds nearly gone, suggested Greaves and Henshaw, who, for a two-year option for the construction of the tubes, had, about a year before, paid down lb10,000.

      The provisions of the act were nominally stiff enough. It had required the Traffic Electrical Company to deposit exactly sixty thousand pounds in consols as security that the proposed work would be performed in accordance with provisions requiring partial or final completion of construction on or before certain dates. But, as these two promoters had explained to Cowperwood, a bank or financing group, for the usual brokerage rates, would be willing to maintain the required amount of consols in any designated depository, and the Parliamentary committee, again rightly approached, would doubtless extend the time limit for completion.

      Nevertheless, after a year and a half of work on their part, although lb40,000 had been paid in, and the lb60,000 in consols deposited, still the money to build the tube (estimated at lb1,600,000) had not been found. This sprang from the fact that although there was one quite modern tube already in fairly successful operation—the City and South London—there was nothing to show English capital that a new, and particularly a longer and so more expensive, tube would pay. The only other lines in operation were two semi-undergrounds or steam railways running through open cuts and tunnels—the District Railway, about five and one-half miles, and the Metropolitan Railway, not more than two miles, both by agreement having running power over each other’s rails. But the motive power being steam, the tunnels and cuts were dirty and often smoke-filled, and neither paid very well. And without any precedent to show how a line costing millions of pounds to build could be made to pay, English capital was not interested. Hence a search for money in other parts of the world, which had ended with the journey of Messrs. Henshaw and Greaves—via Berlin, Paris, Vienna, and New York—to Cowperwood.

      Cowperwood, as he had explained to Berenice, had been so completely occupied with his Chicago troubles at the time that he had listened only casually to all that Messrs. Henshaw and Greaves had said. Now, however, since he had lost his franchise fight, and more particularly since Berenice had suggested his leaving America, he recalled their scheme. To be sure, it had appeared to be sinking under a load of expenditures such as no businessman of his experience would consider taking over; yet it might be well to look into this London tube situation with a view to doing something on a grand scale, and perhaps, in this instance, free from such trickery as he had been compelled to practice here in Chicago, and