The trains of the London and West Coast Railway run over the lines of another company as far as this town, which should have been reached by the special rather before six o’clock. At a quarter after six considerable surprise and some consternation were caused amongst the officials at Liverpool by the receipt of a telegram from Manchester to say that it had not yet arrived. An inquiry directed to St. Helens, which is a third of the way between the two cities, elicited the following reply —
“To James Bland, Superintendent, Central L. & W. C., Liverpool. — Special passed here at 4:52, well up to time. — Dowster, St. Helens.”
This telegram was received at six-forty. At six-fifty a second message was received from Manchester —
“No sign of special as advised by you.”
And then ten minutes later a third, more bewildering —
“Presume some mistake as to proposed running of special. Local train from St. Helens timed to follow it has just arrived and has seen nothing of it. Kindly wire advices. — Manchester.”
The matter was assuming a most amazing aspect, although in some respects the last telegram was a relief to the authorities at Liverpool. If an accident had occurred to the special, it seemed hardly possible that the local train could have passed down the same line without observing it. And yet, what was the alternative? Where could the train be? Had it possibly been sidetracked for some reason in order to allow the slower train to go past? Such an explanation was possible if some small repair had to be effected. A telegram was dispatched to each of the stations between St. Helens and Manchester, and the superintendent and traffic manager waited in the utmost suspense at the instrument for the series of replies which would enable them to say for certain what had become of the missing train. The answers came back in the order of questions, which was the order of the stations beginning at the St. Helens end —
“Special passed here five o’clock. — Collins Green.”
“Special passed here six past five. — Earlstown.”
“Special passed here 5:10. — Newton.”
“Special passed here 5:20. — Kenyon Junction.”
“No special train has passed here. — Barton Moss.”
The two officials stared at each other in amazement.
“This is unique in my thirty years of experience,” said Mr. Bland.
“Absolutely unprecedented and inexplicable, sir. The special has gone wrong between Kenyon Junction and Barton Moss.”
“And yet there is no siding, so far as my memory serves me, between the two stations. The special must have run off the metals.”
“But how could the four-fifty parliamentary pass over the same line without observing it?”
“There’s no alternative, Mr. Hood. It must be so. Possibly the local train may have observed something which may throw some light upon the matter. We will wire to Manchester for more information, and to Kenyon Junction with instructions that the line be examined instantly as far as Barton Moss.” The answer from Manchester came within a few minutes.
“No news of missing special. Driver and guard of slow train positive no accident between Kenyon Junction and Barton Moss. Line quite clear, and no sign of anything unusual. — Manchester.”
“That driver and guard will have to go,” said Mr. Bland, grimly. “There has been a wreck and they have missed it. The special has obviously run off the metals without disturbing the line — how it could have done so passes my comprehension — but so it must be, and we shall have a wire from Kenyon or Barton Moss presently to say that they have found her at the bottom of an embankment.”
But Mr. Bland’s prophecy was not destined to be fulfilled. Half an hour passed, and then there arrived the following message from the station-master of Kenyon Junction —
“There are no traces of the missing special. It is quite certain that she passed here, and that she did not arrive at Barton Moss. We have detached engine from goods train, and I have myself ridden down the line, but all is clear, and there is no sign of any accident.”
Mr. Bland tore his hair in his perplexity.
“This is rank lunacy, Hood!” he cried. “Does a train vanish into thin air in England in broad daylight? The thing is preposterous. An engine, a tender, two carriages, a van, five human beings — and all lost on a straight line of railway! Unless we get something positive within the next hour I’ll take Inspector Collins, and go down myself.”
And then at last something positive did occur. It took the shape of another telegram from Kenyon Junction.
“Regret to report that the dead body of John Slater, driver of the special train, has just been found among the gorse bushes at a point two and a quarter miles from the Junction. Had fallen from his engine, pitched down the embankment, and rolled among the bushes. Injuries to his head, from the fall, appear to be cause of death. Ground has now been carefully examined, and there is no trace of the missing train.”
The country was, as has already been stated, in the throes of a political crisis, and the attention of the public was further distracted by the important and sensational developments in Paris, where a huge scandal threatened to destroy the Government and to wreck the reputations of many of the leading men in France. The papers were full of these events, and the singular disappearance of the special train attracted less attention than would have been the case in more peaceful times. The grotesque nature of the event helped to detract from its importance, for the papers were disinclined to believe the facts as reported to them. More than one of the London journals treated the matter as an ingenious hoax, until the coroner’s inquest upon the unfortunate driver (an inquest which elicited nothing of importance) convinced them of the tragedy of the incident.
Mr. Bland, accompanied by Inspector Collins, the senior detective officer in the service of the company, went down to Kenyon Junction the same evening, and their research lasted throughout the following day, but was attended with purely negative results. Not only was no trace found of the missing train, but no conjecture could be put forward which could possibly explain the facts. At the same time, Inspector Collins’s official report (which lies before me as I write) served to show that the possibilities were more numerous than might have been expected.
“In the stretch of railway between these two points,” said he, “the country is dotted with ironworks and collieries. Of these, some are being worked and some have been abandoned. There are no fewer than twelve which have small-gauge lines which run trolly-cars down to the main line. These can, of course, be disregarded. Besides these, however, there are seven which have, or have had, proper lines running down and connecting with points to the main line, so as to convey their produce from the mouth of the mine to the great centres of distribution. In every case these lines are only a few miles in length. Out of the seven, four belong to collieries which are worked out, or at least to shafts which are no longer used. These are the Redgauntlet, Hero, Slough of Despond, and Heartsease mines, the latter having ten years ago been one of the principal mines in Lancashire. These four side lines may be eliminated from our inquiry, for, to prevent possible accidents, the rails nearest to the main line have been taken up, and there is no longer any connection. There remain three other side lines leading —
(a) To the Carnstock Iron Works;
(b) To the Big Ben Colliery;
(c) To the Perseverance Colliery.
“Of these the Big Ben line is not more than a quarter of a mile long, and ends at a dead wall of coal waiting removal from the mouth of the mine. Nothing had been seen or heard there of any special. The Carnstock Iron Works line was blocked all day upon the 3rd of June by sixteen truckloads of hematite. It is a single line, and nothing could have passed. As to the Perseverance line, it is a large double line, which does a considerable traffic, for the output of the mine is very large. On the 3rd of June this traffic proceeded as usual; hundreds of men including a gang of railway platelayers were working along the two miles and a quarter which constitute the total length of the line, and it
is inconceivable that an unexpected train could have come down there without attracting universal attention. It may be remarked in conclusion that this branch line is nearer to St. Helens than the point at which the engine-driver was discovered, so that we have every reason to believe that the train was past that point before misfortune overtook her.
“As to John Slater, there is no clue to be gathered from his appearance or injuries. We can only say that, so far as we can see, he met his end by falling off his engine, though why he fell, or what became of the engine after his fall, is a question upon which I do not feel qualified to offer an opinion.” In conclusion, the inspector offered his resignation to the Board, being much nettled by an accusation of incompetence in the London papers.
A month elapsed, during which both the police and the company prosecuted their inquiries without the slightest success. A reward was offered and a pardon promised in case of crime, but they were both unclaimed. Every day the public opened their papers with the conviction that so grotesque a mystery would at last be solved, but week after week passed by, and a solution remained as far off as ever. In broad daylight, upon a June afternoon in the most thickly inhabited portion of England, a train with its occupants had disappeared as completely as if some master of subtle chemistry had volatilized it into gas. Indeed, among the various conjectures which were put forward in the public Press, there were some which seriously asserted that supernatural, or, at least, preternatural, agencies had been at work, and that the deformed Monsieur Caratal was probably a person who was better known under a less polite name. Others fixed upon his swarthy companion as being the author of the mischief, but what it was exactly which he had done could never be clearly formulated in words.
Amongst the many suggestions put forward by various newspapers or private individuals, there were one or two which were feasible enough to attract the attention of the public. One which appeared in The Times, over the signature of an amateur reasoner of some celebrity at that date, attempted to deal with the matter in a critical and semi-scientific manner. An extract must suffice, although the curious can see the whole letter in the issue of the 3rd of July.
“It is one of the elementary principles of practical reasoning,” he remarked, “that when the impossible has been eliminated the residuum, HOWEVER IMPROBABLE, must contain the truth. It is certain that the train left Kenyon Junction. It is certain that it did not reach Barton Moss. It is in the highest degree unlikely, but still possible, that it may have taken one of the seven available side lines. It is obviously impossible for a train to run where there are no rails, and, therefore, we may reduce our improbables to the three open lines, namely the Carnstock Iron Works, the Big Ben, and the Perseverance. Is there a secret society of colliers, an English Camorra, which is capable of destroying both train and passengers? It is improbable, but it is not impossible. I confess that I am unable to suggest any other solution. I should certainly advise the company to direct all their energies towards the observation of those three lines, and of the workmen at the end of them. A careful supervision of the pawnbrokers’ shops of the district might possibly bring some suggestive facts to light.”
The suggestion coming from a recognised authority upon such matters created considerable interest, and a fierce opposition from those who considered such a statement to be a preposterous libel upon an honest and deserving set of men. The only answer to this criticism was a challenge to the objectors to lay any more feasible explanations before the public. In reply to this two others were forthcoming (Times, July 7th and 9th). The first suggested that the train might have run off the metals and be lying submerged in the Lancashire and Staffordshire Canal, which runs parallel to the railway for some hundred of yards. This suggestion was thrown out of court by the published depth of the canal, which was entirely insufficient to conceal so large an object. The second correspondent wrote calling attention to the bag which appeared to be the sole luggage which the travellers had brought with them, and suggesting that some novel explosive of immense and pulverizing power might have been concealed in it. The obvious absurdity, however, of supposing that the whole train might be blown to dust while the metals remained uninjured reduced any such explanation to a farce. The investigation had drifted into this hopeless position when a new and most unexpected incident occurred.
This was nothing less than the receipt by Mrs. McPherson of a letter from her husband, James McPherson, who had been the guard on the missing train. The letter, which was dated July 5th, 1890, was posted from New York and came to hand upon July 14th. Some doubts were expressed as to its genuine character but Mrs. McPherson was positive as to the writing, and the fact that it contained a remittance of a hundred dollars in five-dollar notes was enough in itself to discount the idea of a hoax. No address was given in the letter, which ran in this way:
MY DEAR WIFE, —
“I have been thinking a great deal, and I find it very hard to give you up. The same with Lizzie. I try to fight against it, but it will always come back to me. I send you some money which will change into twenty English pounds. This should be enough to bring both Lizzie and you across the Atlantic, and you will find the Hamburg boats which stop at Southampton very good boats, and cheaper than Liverpool. If you could come here and stop at the Johnston House I would try and send you word how to meet, but things are very difficult with me at present, and I am not very happy, finding it hard to give you both up. So no more at present, from your loving husband,
“James McPherson.”
For a time it was confidently anticipated that this letter would lead to the clearing up of the whole matter, the more so as it was ascertained that a passenger who bore a close resemblance to the missing guard had travelled from Southampton under the name of Summers in the Hamburg and New York liner Vistula, which started upon the 7th of June. Mrs. McPherson and her sister Lizzie Dolton went across to New York as directed and stayed for three weeks at the Johnston House, without hearing anything from the missing man. It is probable that some injudicious comments in the Press may have warned him that the police were using them as a bait. However, this may be, it is certain that he neither wrote nor came, and the women were eventually compelled to return to Liverpool.
And so the matter stood, and has continued to stand up to the present year of 1898. Incredible as it may seem, nothing has transpired during these eight years which has shed the least light upon the extraordinary disappearance of the special train which contained Monsieur Caratal and his companion. Careful inquiries into the antecedents of the two travellers have only established the fact that Monsieur Caratal was well known as a financier and political agent in Central America, and that during his voyage to Europe he had betrayed extraordinary anxiety to reach Paris. His companion, whose name was entered upon the passenger lists as Eduardo Gomez, was a man whose record was a violent one, and whose reputation was that of a bravo and a bully. There was evidence to show, however, that he was honestly devoted to the interests of Monsieur Caratal, and that the latter, being a man of puny physique, employed the other as a guard and protector. It may be added that no information came from Paris as to what the objects of Monsieur Caratal’s hurried journey may have been. This comprises all the facts of the case up to the publication in the Marseilles papers of the recent confession of Herbert de Lernac, now under sentence of death for the murder of a merchant named Bonvalot. This statement may be literally translated as follows:
“It is not out of mere pride or boasting that I give this information, for, if that were my object, I could tell a dozen actions of mine which are quite as splendid; but I do it in order that certain gentlemen in Paris may understand that I, who am able here to tell about the fate of Monsieur Caratal, can also tell in whose interest and at whose request the deed was done, unless the reprieve which I am awaiting comes to me very quickly. Take warning, messieurs, before it is too late! You know Herbert de Lernac, and you are aware that his deeds are as ready as his words. Hasten then, or you are lost!
“At
present I shall mention no names — if you only heard the names, what would you not think! — but I shall merely tell you how cleverly I did it. I was true to my employers then, and no doubt they will be true to me now. I hope so, and until I am convinced that they have betrayed me, these names, which would convulse Europe, shall not be divulged. But on that day ... well, I say no more!
“In a word, then, there was a famous trial in Paris, in the year 1890, in connection with a monstrous scandal in politics and finance. How monstrous that scandal was can never be known save by such confidential agents as myself. The honour and careers of many of the chief men in France were at stake. You have seen a group of ninepins standing, all so rigid, and prim, and unbending. Then there comes the ball from far away and pop, pop, pop — there are your ninepins on the floor. Well, imagine some of the greatest men in France as these ninepins and then this Monsieur Caratal was the ball which could be seen coming from far away. If he arrived, then it was pop, pop, pop for all of them. It was determined that he should not arrive.
“I do not accuse them all of being conscious of what was to happen. There were, as I have said, great financial as well as political interests at stake, and a syndicate was formed to manage the business. Some subscribed to the syndicate who hardly understood what were its objects. But others understood very well, and they can rely upon it that I have not forgotten their names. They had ample warning that Monsieur Caratal was coming long before he left South America, and they knew that the evidence which he held would certainly mean ruin to all of them. The syndicate had the command of an unlimited amount of money — absolutely unlimited, you understand. They looked round for an agent who was capable of wielding this gigantic power. The man chosen must be inventive, resolute, adaptive — a man in a million. They chose Herbert de Lernac, and I admit that they were right.
Delphi Complete Works of Sir Arthur Conan Doyle (Illustrated) Page 866