Atlas Shrugged (181 page)

And confronting her daily there was the final product of it all, the heir and collector—Cuffy Meigs, the man impervious to thought. Cuffy Meigs strode through the offices of Taggart Transcontinental, wearing a semi-military tunic and slapping a shiny leather briefcase against his shiny leather leggings. He carried an automatic pistol in one pocket and a rabbit’s foot in the other.

Cuffy Meigs tried to avoid her; his manner was part scorn, as if he considered her an impractical idealist, part superstitious awe, as if she possessed some incomprehensible power with which he preferred not to tangle. He acted as if her presence did not belong to his view of a railroad, yet as if hers were the one presence he dared not challenge. There was a touch of impatient resentment in his manner toward Jim, as if it were Jim’s duty to deal with her and to protect him; just as he expected Jim to keep the railroad in running order and leave him free for activities of more practical a nature, so he expected Jim to keep her in line, as part of the equipment.

Beyond the window of her office, like a patch of adhesive plaster stuck over a wound on the sky, the page of the calendar hung blank in the distance. The calendar had never been repaired since the night of Francisco’s farewell. The officials who had rushed to the tower, that night, had knocked the calendar’s motor to a stop, while tearing the film out of the projector. They had found the small square of Francisco’s message, pasted into the strip of numbered days, but who had pasted it there, who had entered the locked room and when and how, was never discovered by the three commissions still investigating the case. Pending the outcome of their efforts, the page hung blank and still above the city.

It was blank on the afternoon of September 14, when the telephone rang in her office. “A man from Minnesota,” said the voice of her secretary.

She had told her secretary that she would accept all calls of this kind. They were the appeals for help and her only source of information. At a time when the voices of railroad officials uttered nothing but sounds designed to avoid communication, the voices of nameless men were her last link to the system, the last sparks of reason and tortured honesty flashing briefly through the miles of Taggart track.

“Miss Taggart, it is not my place to call you, but nobody else will.” said the voice that came on the wire, this time; the voice sounded young and too calm. “In another day or two, a disaster’s going to happen here the like of which they’ve never seen, and they won’t be able to hide it any longer, only it will be too late by then, and maybe it’s too late already.”

“What is it? Who are you?”

“One of your employees of the Minnesota Division, Miss Taggart. In another day or two, the trains will stop running out of here—and you know what that means, at the height of the harvest. At the height of the biggest harvest we’ve ever had. They’ll stop, because we have no cars. The harvest freight cars have not been sent to us this year.”

“What did you say?” She felt as if minutes went by between the words of the unnatural voice that did not sound like her own.

“The cars have not been sent. Fifteen thousand should have been here by now. As far as I could learn, about eight thousand cars is all we got. I’ve been calling Division Headquarters for a week. They’ve been telling me not to worry. Last time, they told me to mind my own damn business. Every shed, silo, elevator, warehouse, garage and dance hall along the track is filled with wheat. At the Sherman elevators, there’s a line of farmers’ trucks and wagons two miles long, waiting on the road. At Lakewood Station, the square is packed solid and has been for three nights. They keep telling us it’s only temporary, the cars are coming and we’ll catch up. We won’t. There aren’t any cars coming. I’ve called everyone I could. I know, by the way they answer. They know, and not one of them wants to admit it. They’re scared, scared to move or speak or ask or answer. All they’re thinking of is who will be blamed when that harvest rots here around the stations-and not of who’s going to move it. Maybe nobody can, now. Maybe there’s nothing you can do about it, either. But I thought you’re the only person left who’d want to know and that somebody had to tell you.”

“I ...” She made an effort to breathe. “I see ... Who are you?”

“The name wouldn’t matter. When I hang up, I will have become a deserter. I don’t want to stay here to see it when it happens. I don’t want any part of it any more. Good luck to you, Miss Taggart.”

She heard the click. “Thank you,” she said over a dead wire.

The next time she noticed the office around her and permitted herself to feel, it was noon of the following day. She stood in the middle of the office, running stiff, spread fingers through a strand of hair, brushing it back off her face—and for an instant, she wondered where she was and what was the unbelievable thing that had happened in the last twenty hours. What she felt was horror, and she knew that she had felt it from the first words of the man on the wire, only there had been no time to know it.

There was not much that remained in her mind of the last twenty hours, only disconnected bits, held together by the single constant that had made them possible—by the soft, loose faces of men who fought to hide from themselves that they knew the answers to the questions she asked.

From the moment when she was told that the manager of the Car Service Department had been out of town for a week and had left no address where one could reach him—she knew that the report of the man from Minnesota was true. Then came the faces of the assistants in the Car Service Department, who would neither confirm the report nor deny it, but kept showing her papers, orders, forms, file cards that bore words in the English language, but no connection to intelligible facts. “Were the freight cars sent to Minnesota?” “Form 357W is filled out in every particular, as required by the office of the Co-ordinator in conformance with the instructions of the comptroller and by Directive 11-493.” “Were the freight cars sent to Minnesota?” “The entries for the months of August and September have been processed by—” “Were the freight cars sent to Minnesota?” “My files indicate the locations of freight cars by state, date, classification and—” “Do you know whether the cars were sent to Minnesota?” “As to the interstate motion of freight cars, I would have to refer you to the files of Mr. Benson and of—”

There was nothing to learn from the files. There were careful entries, each conveying four possible meanings, with references which led to references which led to a final reference which was missing from the files. It did not take her long to discover that the cars had not been sent to Minnesota and that the order had come from Cuffy Meigs—but who had carried it out, who had tangled the trail, what steps had been taken by what compliant men to preserve the appearance of a safely normal operation, without a single cry of protest to arouse some braver man’s attention, who had falsified the reports, and where the cars had gone—seemed, at first, impossible to learn.

Through the hours of that night—while a small, desperate crew under the command of Eddie Willers kept calling every division point, every yard, depot, station, spur and siding of Taggart Transcontinental for every freight car in sight or reach, ordering them to unload, drop, dump, scuttle anything and proceed to Minnesota at once, while they kept calling the yards, stations and presidents of every railroad still half in existence anywhere across the map, begging for cars for Minnesota—she went through the task of tracing from face to coward’s face the destination of the freight cars that had vanished.

She went from railroad executives to wealthy shippers to Washington officials and back to the railroad—by cab, by phone, by wire—pursuing a trail of half-uttered hints. The trail approached its end when she heard the pinch-lipped voice of a public relations woman in a Washington office, saying resentfully over the telephone wire, “Well, after all, it is a matter of opinion whether wheat is essential to a nation’s welfare—there are those of more progressive views who feel that the soybean is, perhaps, of far greater value”—and then, by noon, she stood in the middle of her office, knowing that the freight cars intended for the wheat of Minnesota had been sent, instead, to carry the soybeans from the Louisiana swamps of Kip’s Ma’s project.

The first story of the Minnesota disaster appeared in the newspapers three days later. It reported that the farmers who had waited in the streets of Lakewood for six days, with no place to store their wheat and no trains to carry it, had demolished the local courthouse, the mayor’s home and the railroad station. Then the stories vanished abruptly and the newspapers kept silent, then began to print admonitions urging people not to believe unpatriotic rumors.

While the flour mills and grain markets of the country were screaming over the phones and the telegraph wires, sending pleas to New York and delegations to Washington, while strings of freight cars from random corners of the continent were crawling like rusty caterpillars across the map in the direction of Minnesota—the wheat and hope of the country were waiting to perish along an empty track, under the unchanging green lights of signals that called for motion to trains that were not there.

At the communication desks of Taggart Transcontinental, a small crew kept calling for freight cars, repeating, like the crew of a sinking ship, an S.O.S. that remained unheard. There were freight cars held loaded for months in the yards of the companies owned by the friends of pull-peddlers, who ignored the frantic demands to unload the cars and release them. “You can tell that railroad to—” followed by un-transmissible words, was the message of the Smather Brothers of Arizona in answer to the S.O.S. of New York.

In Minnesota, they were seizing cars from every siding, from the Mesabi Range, from the ore mines of Paul Larkin where the cars had stood waiting for a dribble of iron. They were pouring wheat into ore cars, into coal cars, into boarded stock cars that went spilling thin gold trickles along the track as they clattered off. They were pouring wheat into passenger coaches, over seats, racks and fixtures, to send it off, to get it moving, even if it went moving into track-side ditches in the sudden crash of breaking springs, in the explosions set off by burning journal boxes.

They fought for movement, for movement with no thought of destination, for movement as such, like a paralytic under a stroke, struggling in wild, stiff, incredulous jerks against the realization that movement was suddenly impossible. There were no other railroads: James Taggart had killed them; there were no boats on the Lakes: Paul Larkin had destroyed them. There was only the single line of rail and a net of neglected highways.

The trucks and wagons of waiting farmers started trickling blindly down the roads, with no maps, no gas, no feed for horses—moving south, south toward the vision of flour mills awaiting them somewhere, with no knowledge of the distances ahead, but with the knowledge of death behind them—moving, to collapse on the roads, in the gullies, in the breaks of rotted bridges. One farmer was found, half a mile south of the wreck of his truck, lying dead in a ditch, face down, still clutching a sack of wheat on his shoulders. Then rain clouds burst over the prairies of Minnesota; the rain went eating the wheat into rot at the waiting railroad stations; it went hammering the piles spilled along the roads, washing gold kernels into the soil.

The men in Washington were last to be reached by the panic. They watched, not the news from Minnesota, but the precarious balance of their friendships and commitments; they weighed, not the fate of the harvest, but the unknowable result of unpredictable emotions in unthinking men of unlimited power. They waited, they evaded all pleas, they declared, “Oh, ridiculous, there’s nothing to worry about! Those Taggart people have always moved that wheat on schedule, they’ll find some way to move it!”

Then, when the State Chief Executive of Minnesota sent a request to Washington for the assistance of the Army against the riots he was unable to control—three directives burst forth within two hours, stopping all trains in the country, commandeering all cars to speed to Minnesota. An order signed by Wesley Mouch demanded the immediate release of the freight cars held in the service of Kip’s Ma. But by that time, it was too late. Ma’s freight cars were in California, where the soybeans had been sent to a progressive concern made up of sociologists preaching the cult of Oriental austerity, and of businessmen formerly in the numbers racket.

In Minnesota, farmers were setting fire to their own farms, they were demolishing grain elevators and the homes of county officials, they were fighting along the track of the railroad, some to tear it up, some to defend it with their lives—and, with no goal to reach save violence, they were dying in the streets of gutted towns and in the silent gullies of a roadless night.

Then there was only the acrid stench of grain rotting in half-smouldering piles—a few columns of smoke rising from the plains, standing still in the air over blackened ruins—and, in an office in Pennsylvania, Hank Rearden sitting at his desk, looking at a list of men who had gone bankrupt: they were the manufacturers of farm equipment, who could not be paid and would not be able to pay him.

The harvest of soybeans did not reach the markets of the country: it had been reaped prematurely, it was moldy and unfit for consumption.