His hand was reaching for the telephone, but jerked back. He grasped the edge of the table, as if to stop himself from lifting the receiver, and he stood, head down, for how long a time neither he nor Rearden could tell. Rearden was held numb by the fact of watching an agonized struggle with the motionless figure of a man as its only evidence. He could not guess the nature of the struggle, he knew only that there was something which Francisco had the power to prevent in that moment and that it was a power which he would not use.
When Francisco raised his head, Rearden saw a face drawn by so great a suffering that its lines were almost an audible cry of pain, the more terrible because the face had a look of firmness, as if the decision had been made and this was the price of it.
“Francisco . . . what’s the matter?”
“Hank, I . . . ” He shook his head, stopped, then stood up straight.
“Mr. Rearden,” he said, in a voice that had the strength, the despair and the peculiar dignity of a plea he knew to be hopeless, “for the time when you’re going to damn me, when you’re going to doubt every word I said . . . I swear to you—by the woman I love—that I am your friend.”
The memory of Francisco’s face as it looked in that moment, came back to Rearden three days later, through a blinding shock of loss and hatred—it came back, even though, standing by the radio in his office, he thought that he must now keep away from the Wayne-Falkland or he would kill Francisco d’Anconia on sight—it kept coming back to him, through the words he was hearing—he was hearing that three ships of d’Anconia copper, bound from San Juan to New York, had been attacked by Ragnar Danneskjold and sent to the bottom of the ocean—it kept coming back, even though he knew that much more than the copper had gone down for him with those ships.
CHAPTER V
ACCOUNT OVERDRAWN
It was the first failure in the history of Rearden Steel. For the first time, an order was not delivered as promised. But by February 15, when the Taggart rail was due, it made no difference to anyone any longer.
Winter had come early, in the last days of November. People said that it was the hardest winter on record and that no one could be blamed for the unusual severity of the snowstorms. They did not care to remember that there had been a time when snowstorms did not sweep, unresisted, down unlighted roads and upon the roofs of unheated houses, did not stop the movement of trains, did not leave a wake of corpses counted by the hundreds.
The first time that Danagger Coal was late in delivering fuel to Taggart Transcontinental, in the last week of December, Danagger’s cousin explained that he could not help it; he had had to cut the workday down to six hours, he said, in order to raise the morale of the men who did not seem to function as they had in the days of his cousin Kenneth; the men had become listless and sloppy, he said, because they were exhausted by the harsh discipline of the former management; he could not help it if some of the superintendents and foremen had quit him without reason, men who had been with the company for ten to twenty years; he could not help it if there seemed to be some friction between his workers and his new supervisory staff, even though the new men were much more liberal than the old slave drivers; it was only a matter of readjustment, he said. He could not help it, he said, if the tonnage intended for Taggart Transcontinental had been turned over, on the eve of its scheduled delivery, to the Bureau of Global Relief for shipment to the People’s State of England; it was an emergency, the people of England were starving, with all of their State factories closing down—and Miss Taggart was being unreasonable, since it was only a matter of one day’s delay.
It was only one day’s delay. It caused a three days’ delay in the run of Freight Train Number 386, bound from California to New York with fifty-nine carloads of lettuce and oranges. Freight Train Number 386 waited on sidings, at coaling stations, for the fuel that had not arrived. When the train reached New York, the lettuce and oranges had to be dumped into the East River: they had waited their turn too long in the freight houses of California, with the train schedules cut and the engines forbidden, by directive, to pull a train of more than sixty cars.
Nobody but their friends and trade associates noticed that three orange growers in California went out of business, as well as two lettuce farmers in Imperial Valley; nobody noticed the closing of a commission house in New York, of a plumbing company to which the commission house owed money, of a lead-pipe wholesaler who had supplied the plumbing company. When people were starving, said the newspapers, one did not have to feel concern over the failures of business enterprises which were only private ventures for private profit.
The coal shipped across the Atlantic by the Bureau of Global Relief did not reach the People’s State of England: it was seized by Ragnar Danneskjold.
The second time that Danagger Coal was late in delivering fuel to Taggart Transcontinental, in mid-January, Danagger’s cousin snarled over the telephone that he could not help it: his mines had been shut down for three days, due to a shortage of lubricating oil for the machinery. The supply of coal to Taggart Transcontinental was four days late.
Mr. Quinn, of the Quinn Ball Bearing Company which had once moved from Connecticut to Colorado, waited a week for the freight train that carried his order of Rearden steel. When the train arrived, the doors of the Quinn Ball Bearing Company’s plant were closed.
Nobody traced the closing of a motor company in Michigan, that had waited for a shipment of ball bearings, its machinery idle, its workers on full pay; or the closing of a sawmill in Oregon, that had waited for a new motor; or the closing of a lumber yard in Iowa, left without supply; or the bankruptcy of a building contractor in Illinois who, failing to get his lumber on time, found his contracts cancelled and the purchasers of his homes sent wandering off down snowswept roads in search of that which did not exist anywhere any longer.
The snowstorm that came at the end of January blocked the passes through the Rocky Mountains, raising white walls thirty feet high across the main-line track of Taggart Transcontinental. The men who attempted to clear the track, gave up within the first few hours: the rotary plows broke down, one after another. The plows had been kept in precarious repair for two years past the span of their usefulness. The new plows had not been delivered; the manufacturer had quit, unable to obtain the steel he needed from Orren Boyle.
Three westbound trains were trapped on the sidings of Winston Station, high in the Rockies, where the main line of Taggart Transcontinental cut across the northwest corner of Colorado. For five days, they remained beyond the reach of help. Trains could not approach them through the storm. The last of the trucks made by Lawrence Hammond broke down on the frozen grades of the mountain highways.
The best of the airplanes once made by Dwight Sanders were sent out, but never reached Winston Station; they were worn past the stage of fighting a storm.
Through the driving mesh of snow, the passengers trapped aboard the trains looked out at the lights of Winston’s shanties. The lights died in the night of the second day. By the evening of the third, the lights, the heat and the food had given out aboard the trains. In the brief lulls of the storm, when the white mesh vanished and left behind it the stillness of a black void merging a lightless earth with a starless sky—the passengers could see, many miles away to the south, a small tongue of flame twisting in the wind. It was Wyatt’s Torch.
By the morning of the sixth day, when the trains were able to move and proceeded down the slopes of Utah, of Nevada, of California, the trainmen observed the smokeless stacks and the closed doors of small trackside factories, which had not been closed on their last run.
“Storms are an act of God,” wrote Bertram Scudder, “and nobody can be held socially responsible for the weather.”
The rations of coal, established by Wesley Mouch, permitted the heating of homes for three hours a day. There was no wood to burn, no metal to make new stoves, no tools to pierce the walls of the houses for new installations. In makeshift contraptions of bricks and oil cans, professors were burning the books of their libraries, and fruit growers were burning the trees of their orchards. “Privations strengthen a people’s spirit,” wrote Bertram Scudder, “and forge the fine steel of social discipline. Sacrifice is the cement which unites human bricks into the great edifice of society.”