frogs."
And Shockley died.
They lifted the mattress into the baggage room; Callahan drew over it a crumpled sheet. A lantern left, burned on the checking desk, but the men, except Chris, went their ways. Chris hung irresolute around the open door.
The special pulled in, and with the shoes wringing fire from her heels as she slowed, Bucks and a man following close sprang from the step of the coach. Callahan met them; shook his head.
Twenty minutes later Fifty-nine whistled for the yard; but in the yard all was dark and still. One man got off Fifty-nine that night. Carrying his little valise in his hand, he walked in and out of the depot, hanging on the edges of the grouping men, who still talked of the accident. After hearing, he walked alone into the baggage room, and with his valise in his hand drew back the edge of the sheet and, standing, looked. Afterward he paused at the door, and spoke to a man that was fixing a lantern.
"What was his name?"
"Shockley."
"Shockley?"
"Yes."
"Yard master here?"
"Yes. Know him?"
"Me? No. I guess not." He walked away with his valise, and drew his coat collar up in the wind that swept the platform. "I guess I don't want him," he muttered to himself. "I guess they don't want him; not now." And he went back to the man and asked when a train left again for Chicago. He had a warrant for Shockley; but Shockley's warrant had been served.
After the others had gone, Bucks and Callahan and the surgeon talked together in the waiting room, and Chris hanging by, blear-eyed and helpless, looked from one to the other: showed his foot when Callahan pointed, and sat patient while the surgeon stitched the slit where Shockley's blade had touched the bone. Then he stood again and listened. While any one talked Chris would listen; silent and helpless, just listening. And when Bucks had gone up stairs, and the surgeon had gone up stairs, and Callahan, tired and sick, had gone up stairs, and only the operator sat under his lamp at the table, Chris stood back in the gloom in front of the stove and poked stealthily at the fire. When it blazed he dropped big chunks of smutty coal in on it, and wiped his frost-bitten nose with the back of his dirty hand, and looked toward the baggage room door and listened – listened for a cry, or a sound, or for that fearful, fearful breathing, such breathing as he had not been hearing before. But no cry, no sound, no stertorous breath came out of the darkness, and from under the lamp in front of the operator only the sounder clicked, always talking, talking, talking – talking queer things to Russian ears.
So Chris drew his cap a little lower, for so he always began, pulled mechanically from his pocket a time-table, tore off a strip, and holding it carefully open, sprinkled a few clippings of tobacco upon it, and rolled his cigarette. He tucked it between his lips; it was company for the silence, and he could more easily stop the listening. But he did not light; only pulled his cap again a little lower, buttoned close his reefer, looked at his bandaged foot, picked up his lamp, and started home.
It was dark, and the wind from the north was bitter, but he made a great detour into the teeth of it – around by the coal chutes, a long way round, a long way from the frog of the east house-track switch; and the cold stung his face as he limped heavily on. At last by the ice house he turned south, and reaching the face of the bench paused a moment, hesitating, on the side of the earthen stairs; it was very dark. After a bit he walked slowly down and pushed open the door of his dugout. It was dark inside, and cold; the fire was out. The children were asleep; the woman was asleep.
He sat down in a chair and put out his lamp. There was no Christmas that night in Little Russia.
The Wiper's Story
HOW McGRATH GOT AN ENGINE
This came about through there being whiskers on the rails. It may not be generally understood that whiskers grow on steel rails; curious as it seems, they do. Moreover, on steel rails they are dangerous, and, at times, exceedingly dangerous.
Do not infer that all steel rails grow whiskers; nor is it, as one might suppose, only the old rails that sport them. The youngest rail on the curve may boast as stout a beard as the oldest rail on the tangent, and one just as gray. They flourish, too, in spite of orders; for while whiskers are permitted on engineers and tolerated on conductors, they are never encouraged on rails. Nature, however, provides the whiskers, regardless of discipline, and, what is more, shaves them herself.
Their culture depends on conditions. Some months grow better whiskers than others: September is famous for whiskers, while July grows very few. Whiskers will grow on steel rails in the air of a single night; but not every night air will produce whiskers. It takes a high, frosty air, one that stays out late, to make whiskers. Take, for example, the night air of the Black Hills; it is known everywhere among steel rails as a beard tonic. The day's moisture, falling as the sun drops beyond the hills is drawn into feathery, jewelled crystals of frost on the chilly steel, as a glass of ice-water beads in summer shade; and these dewy stalagmites rise in a dainty profusion, until when day peeps into the cañons the track looks like a pair of long white streamers winding up and down the levels. But beware that track. It is a very dangerous track, and its possibilities lie where Samson's lay – in the whiskers.
So it lies in early morning, as pretty a death-trap as any flower that ever lured a fly; only, this pitfall waits for engines and trains and men – and sometimes gets them.
It waits there on the mountain grades, in an ambush really deadly for an unwary train, until the sun, which is particularly lazy in the fall, peeping over into the cuts, smiles, at length, on the bearded steel as if it were too funny, and the whiskers vanish into thin air.
A smooth-faced rail presents no especial dangers; and if trainmen in the Hills had their way, they would never turn a wheel until the sun had done barbering. But despatchers not having to do with them take no account of whiskers. They make only the schedules, and the whiskers make the trouble. To lessen their dangers, engineers always start, up hill or down, with a tankful of sand, and they sand the whiskers. It is rough barbering, but it helps the driver-tires grit a bit into the face of the rail, and in that way hang on. In this emergency a tankful of sand is better than all the air Westinghouse ever stored.
Aloysius McGrath was a little sweeper; but he was an aspiring one, for even a sweeper may aspire, and in point of fact most of them do aspire. Aloysius worked in the roundhouse at the head of the Wind River pass on the West End Mountains. It is an amazingly rough country; and as for grades, it takes your breath merely to look down the levels. Three per cent, four per cent, five per cent – it is really frightful! But Aloysius was used to heavy falls; he had begun working for the company as a sweeper under Johnnie Horigan, and no engineer would have thought of running a grade to compare with Johnnie's headers.
Horigan was the first boss Aloysius ever had. Now Aloysius, if caught just right, is a very pretty name, but Johnnie Horigan could make nothing whatever of it, so he called Aloysius, Cooney, as he said, for short – Cooney McGrath – and, by the way, if you will call that McGraw, we shall be started right. As for Horigan, he may be called anything; at least it is certain that on the West End he has been called everything.
Johnnie was ordinarily boss sweeper. He had suffered numerous promotions – several times to wiper, and once to hostler; but his tendency to celebrate these occasions usually cost him his job, and he reverted to sweeping. If he had not been such an inoffensive, sawed-off little old nubbin he wouldn't have been tolerated on the pay rolls; but he had been with the company so long and discharged so often that foremen grew tired of trying to get rid of him, and in spite of his very regular habits, he was hanging on somewhere all the time.
When
