"Aren't you confusing pod hoc with propter hoc?" said the Bee Master. "Wax-moth only succeed when weak bees let them in." A third frame crackled and rose into the light. "All this is full of laying workers' brood. That never happens till the stock's weakened. Phew!"
He beat it on his knee like a tambourine, and it also crumbled to pieces.
The little swarm shivered as they watched the dwarf drone-grubs squirm feebly on the grass. Many sound bees had nursed on that frame, well knowing their work was useless; but the actual sight of even useless work destroyed disheartens a good worker.
"No, they have some recuperative power left," said the second voice. "Here's a Queen cell!"
"But it's tucked away among--What on earth has come to the little wretches? They seem to have lost the instinct of cell-building." The father held up the frame where the bees had experimented in circular cell-work. It looked like the pitted head, of a decaying toadstool.
"Not altogether," the son corrected. "There's one line, at least, of perfectly good cells."
"My work," said Sacharissa to herself. "I'm glad Man does me justice before--"
That frame, too, was smashed out and thrown atop of the others and the foul earwiggy quilts.
As frame after frame followed it, the swarm beheld the upheaval, exposure, and destruction of all that had been well or ill done in every cranny of their Hive for generations past. There was black comb so old that they had forgotten where it hung; orange, buff, and ochre-varnished store-comb, built as bees were used to build before the days of artificial foundations; and there was a little, white, frail new work. There were sheets on sheets of level, even brood-comb that had held in its time unnumbered thousands of unnamed workers; patches of obsolete drone-comb, broad and high-shouldered, showing to what marks the male grub was expected to grow; and two-inch deep honey-magazines, empty, but still magnificent, the whole gummed and glued into twisted scrap-work, awry on the wires; half-cells, beginnings abandoned, or grandiose, weak-walled, composite cells pieced out with rubbish and capped with dirt.
Good or bad, every inch of it was so riddled by the tunnels of the Wax-moth that it broke in clouds of dust as it was flung on the heap.
"Oh, see!" cried Sacharissa. "The Great Burning that Our Queen foretold. Who can bear to look?"
A flame crawled up the pile of rubbish, and they smelt singeing wax.
The Figures stooped, lifted the Hive and shook it upside down over the pyre. A cascade of Oddities, chips of broken comb, scale, fluff, and grubs slid out, crackled, sizzled, popped a little, and then the flames roared up and consumed all that fuel.
"We must disinfect," said a Voice. "Get me a sulphur-candle, please."
The shell of the Hive was returned to its place, a light was set in its sticky emptiness, tier by tier the Figures built it up, closed the entrance, and went away. The swarm watched the light leaking through the cracks all the long night. At dawn one Wax-moth came by, fluttering impudently.
"There has been a miscalculation about the New Day, my dears," she began; "one can't expect people to be perfect all at once. That was our mistake."
"No, the mistake was entirely ours," said the Princess.
"Pardon me," said the Wax-moth. "When you think of the enormous upheaval--call it good or bad--which our influence brought about, you will admit that we, and we alone--"
"You?" said the Princess. "Our stock was not strong. So you came--as any other disease might have come. Hang close, all my people."
When the sun rose, Veiled Figures came down, and saw their swarm at the bough's end waiting patiently within sight of the old Hive--a handful, but prepared to go on.
THE BEES AND THE FLIES A FARMER of the Augustan age Perused in Virgil's golden page, The story of the secret won From Proteus by Cyrene's son How the dank sea-god sowed the swain Means to restore his hives again More briefly, how a slaughtered bull Breeds honey by the bellyful. The egregious rustic put to death A bull by stopping of its breath: Disposed the carcass in a shed With fragrant herbs and branches spread. And, having thus performed the charm, Sat down to wait the promised swarm. Nor waited long . . . The God of Day Impartial, quickening with his ray Evil and good alike, beheld The carcass--and the carcass swelled! Big with new birth the belly heaves Beneath its screen of scented leaves; Past any doubt, the bull conceives! The farmer bids men bring more hives To house the profit that arrives; Prepares on pan, and key and kettle, Sweet music that shall make 'em settle; But when to crown the work he goes, Gods! What a stink salutes his nose! Where are the honest toilers? Where The gravid mistress of their care? A busy scene, indeed, he sees, But not a sign or sound of bees. Worms of the riper grave unhid By any kindly coffin lid, Obscene and shameless to the light, Seethe in insatiate appetite, Through putrid offal; while above The hissing blow-fly seeks his love, Whose offspring, supping where they supt, Consume corruption twice corrupt.
WITH THE NIGHT MAIL
A STORY OF 2000 A. D.
(Together with extracts from the magazine in which it appeared)
A nine o'clock of a gusty winter night I stood on the lower stages of one of the G.P.O. outward mail towers. My purpose was a run to Quebec in "Postal Packet 162 or such other as may be appointed"; and the Postmaster-General himself countersigned the order. This talisman opened all doors, even those in the despatching-caisson at the foot of the tower, where they were delivering the sorted Continental mail. The bags lay packed close as herrings in the long grey underbodies which our G.P.O. still calls "coaches." Five such coaches were filled as I watched, and were shot up the guides to be locked on to their waiting packets three hundred feet nearer the stars.
From the despatching-caisson I was conducted by a courteous and wonderfully learned official Mr. L.L. Geary, Second Despatcher of the Western Route--to the Captains' Room (this wakes an echo of old romance), where the mail captains come on for their turn of duty. He introduces me to the captain of "162"--Captain Purnall, and his relief, Captain Hodgson. The one is small and dark; the other large and red; but each has the brooding sheathed glance characteristic of eagles and aeronauts. You can see it in the pictures of our racing professionals, from L.V. Rautsch to little Ada Warrleigh--that fathomless abstraction of eyes habitually turned through naked space.
On the notice-board in the Captains' Room, the pulsing arrows of some twenty indicators register, degree by geographical degree, the progress of as many homeward-bound packets. The word "Cape" rises across the face of a dial; a gong strikes: the South African mid-weekly mail is in at the Highgate Receiving Towers. That is all. It reminds one comically of the traitorous little bell which in pigeon-fanciers', lofts notifies the return of a homer.
"Time for us to be on the move," says Captain Purnall, and we are shot up by the passenger-lift to the top of the despatch-towers. "Our coach will lock on when it is filled and the clerks are aboard."
"No. 162" waits for us in Slip E of the topmost stage. The great curve of her back shines frostily under the lights, and some minute alteration of trim makes her rock a little in her holding-down slips.
Captain Purnall frowns and dives inside. Hissing softly, "162" comes to rest as level as a rule. From her North Atlantic Winter nose-cap (worn bright as diamond with boring through uncounted leagues of hail, snow, and ice) to the inset of her three built out propeller-shafts is some two hundred and forty feet. Her extreme diameter, carried well forward, is thirty-seven. Contrast this with the nine hundred by ninety-five of any crack liner, and you will realize the power that must drive a hull through all weathers at more than the emergency speed of the Cyclonic!
The eye detects no joint in her skin plating save the sweeping hair-crack of the bow-rudder--Magniac's rudder that assured us the dominion of the unstable air and left its inventor penniless and half-blind. It is calculated to Castelli's "gullwing" curve. Raise a few feet of that all but invisible plate three-eighths of an inch and she will yaw five miles to port or starboard ere she is under control again. Give her full helm and she returns on her track
like a whip-lash. Cant the whole forward--a touch on the wheel will suffice--and she sweeps at your good direction up or down. Open the complete circle and she presents to the air a mushroom-head that will bring her up all standing within a half mile.
"Yes," says Captain Hodgson, answering my thought, "Castelli thought he'd discovered the secret of controlling aeroplanes when he'd only found out how to steer dirigible balloons. Magniac invented his rudder to help war-boats ram each other; and war went out of fashion and Magniac he went out of his mind because he said he couldn't serve his country any more. I wonder if any of us ever know what we're really doing."
"If you want to see the coach locked you'd better go aboard. It's due now," says Mr. Geary. I enter through the door amidships. There is nothing here for display. The inner skin of the gas-tanks comes down to within a foot or two of my head and turns over just short of the turn of the bilges. Liners and yachts disguise their tanks with decoration, but the G.P.O. serves them raw under a lick of grey official paint. The inner skin shuts off fifty feet of the bow and as much of the stern, but the bow-bulkhead is recessed for the lift-shunting apparatus as the stern is pierced for the shaft-tunnels. The engine-room lies almost amidships. Forward of it, extending to the turn of the bow tanks, is an aperture--a bottomless hatch at present--into which our coach will be locked. One looks down over the coamings three hundred feet to the despatching-caisson whence voices boom upward. The light below is obscured to a sound of thunder, as our coach rises on its guides. It enlarges rapidly from a postage-stamp to a playing-card; to a punt and last a pontoon. The two clerks, its crew, do not even look up as it comes into place. The Quebec letters fly under their fingers and leap into the docketed racks, while both captains and Mr. Geary satisfy them selves that the coach is locked home. A clerk passes the way-bill over the hatch coaming. Captain Purnall thumb-marks and passes it to Mr. Geary. Receipt has been given and taken. "Pleasant run," says Mr. Geary, and disappears through the door which a foot high pneumatic compressor locks after him.
"A-ah!" sighs the compressor released. Our holding-down clips part with a tang. We are clear.
Captain Hodgson opens the great colloid underbody porthole through which I watch over-lighted London slide eastward as the gale gets hold of us. The first of the low winter clouds cuts off the well-known view and darkens Middlesex. On the south edge of it I can see a postal packet's light ploughing through the white fleece. For an instant she gleams like a star ere she drops toward the Highgate Receiving Towers. "The Bombay Mail," says Captain Hodgson, and looks at his watch. "She's forty minutes late."
"What's our level?" I ask.
"Four thousand. Aren't you coming up on the bridge?"
The bridge (let us ever praise the G.P.O. as a repository of ancientest tradition!) is represented by a view of Captain Hodgson's legs where he stands on the Control Platform that runs thwart-ships overhead. The bow colloid is unshuttered and Captain Purnall, one hand on the wheel, is feeling for a fair slant. The dial shows 4300 feet. "It's steep to-night," he mutters, as tier on tier of cloud drops under. "We generally pick up an easterly draught below three thousand at this time o' the year. I hate slathering through fluff."
"So does Van Cutsem. Look at him huntin' for a slant!" says Captain Hodgson. A foglight breaks cloud a hundred fathoms below. The Antwerp Night Mail makes her signal and rises between two racing clouds far to port, her flanks blood-red in the glare of Sheerness Double Light. The gale will have us over the North Sea in half-an-hour, but Captain Purnall lets her go composedly--nosing to every point of the compass as she rises.
"Five thousand-six, six thousand eight hundred"--the dip-dial reads ere we find the easterly drift, heralded by a flurry of snow at the thousand fathom level. Captain Purnall rings up the engines and keys down the governor on the switch before him. There is no sense in urging machinery when Eolus himself gives you good knots for nothing. We are away in earnest now--our nose notched home on our chosen star. At this level the lower clouds are laid out, all neatly combed by the dry fingers of the East. Below that again is the strong westerly blow through which we rose. Overhead, a film of southerly drifting mist draws a theatrical gauze across the firmament. The moonlight turns the lower strata to silver without a stain except where our shadow underruns us. Bristol and Cardiff Double Lights (those statelily inclined beams over Severnmouth) are dead ahead of us; for we keep the Southern Winter Route. Coventry Central, the pivot of the English system, stabs upward once in ten seconds its spear of diamond light to the north; and a point or two off our starboard bow The Leek, the great cloud-breaker of Saint David's Head, swings its unmistakable green beam twenty-five degrees each way. There must be half a mile of fluff over it in this weather, but it does not affect The Leek.
"Our planet's over-lighted if anything," says Captain Purnall at the wheel, as Cardiff-Bristol slides under. "I remember the old days of common white verticals that 'ud show two or three hundred feet up in a mist, if you knew where to look for 'em. In really fluffy weather they might as well have been under your hat. One could get lost coming home then, an' have some fun. Now, it's like driving down Piccadilly."
He points to the pillars of light where the cloud-breakers bore through the cloud-floor. We see nothing of England's outlines: only a white pavement pierced in all directions by these manholes of variously coloured fire--Holy Island's white and red--St. Bee's interrupted white, and so on as far as the eye can reach. Blessed be Sargent, Ahrens, and the Dubois brothers, who invented the cloud-breakers of the world whereby we travel in security!
"Are you going to lift for The Shamrock?" asks Captain Hodgson. Cork Light (green, fixed) enlarges as we rush to it. Captain Purnall nods. There is heavy traffic hereabouts--the cloud-bank beneath us is streaked. with running fissures of flame where the Atlantic boats are hurrying Londonward just clear of the fluff. Mail-packets are supposed, under the Conference rules, to have the five-thousand-foot lanes to themselves, but the foreigner in a hurry is apt to take liberties with English air. "No. 162" lifts to a long-drawn wail of the breeze in the fore-flange of the rudder and we make Valencia (white, green, white) at a safe 7000 feet, dipping our beam to an incoming Washington packet.
There is no cloud on the Atlantic, and faint streaks of cream round Dingle Bay show where the driven seas hammer the coast. A big S.A.T.A. liner (Societe Anonyme des Transports Aeriens) is diving and lifting half a mile below us in search of some break in the solid west wind. Lower still lies a disabled Dane she is telling the liner all about it in International. Our General Communication dial has caught her talk and begins to eavesdrop. Captain Hodgson makes a motion to shut it off but checks himself. "Perhaps you'd like to listen," he says.
"Argol of St. Thomas," the Dane whimpers. "Report owners three starboard shaft collar-bearings fused. Can make Flores as we are, but impossible further. Shall we buy spares at Fayal?"
The liner acknowledges and recommends inverting the bearings. The Argol answers that she has already done so without effect, and begins to relieve her mind about cheap German enamels for collar-bearings. The Frenchman assents cordially, cries "Courage, mon ami," and switches off.
Then lights sink under the curve of the ocean.
"That's one of Lundt & Bleamers' boats," says Captain Hodgson. "Serves 'em right for putting German compos in their thrust-blocks. She won't be in Fayal to-night! By the way, wouldn't you like to look round the engine-room?"
I have been waiting eagerly for this invitation and I follow Captain Hodgson from the control-platform, stooping low to avoid the bulge of the tanks. We know that Fleury's gas can lift anything, as the world-famous trials of '89 showed, but its almost indefinite powers of expansion necessitate vast tank room. Even in this thin air the lift-shunts are busy taking out one-third of its normal lift, and still "162" must be checked by an occasional downdraw of the rudder or our flight would become a climb to the stars. Captain Purnall prefers an overlifted to an underlifted ship; but no two captains trim ship alike. "When I take the bridge," say
s Captain Hodgson, "you'll see me shunt forty per cent of the lift out of the gas and run her on the upper rudder. With a swoop upward instead of a swoop downward, as you say. Either way will do. It's only habit. Watch our dip-dial! Tim fetches her down once every thirty knots as regularly as breathing."
So is it shown on the dip-dial. For five or six minutes the arrow creeps from 6700 to 7300. There is the faint "szgee" of the rudder, and back slides the arrow to 6000 on a falling slant of ten or fifteen knots.
"In heavy weather you jockey her with the screws as well," says Captain Hodgson, and, unclipping the jointed bar which divides the engine-room from the bare deck, he leads me on to the floor. Here we find Fleury's Paradox of the Bulk-headed Vacuum--which we accept now without thought--literally in full blast. The three engines are H.T.&T. assisted-vacuo Fleury turbines running from 3000 to the Limit--that is to say, up to the point when the blades make the air "bell"--cut out a vacuum for themselves precisely as over-driven marine propellers used to do. "162's" Limit is low on account of the small size of her nine screws, which, though handier than the old colloid Thelussons, "bell" sooner. The midships engine, generally used as a reinforce, is not running; so the port and starboard turbine vacuum-chambers draw direct into the return-mains.
The turbines whistle reflectively. From the low-arched expansion-tanks on either side the valves descend pillarwise to the turbine-chests, and thence the obedient gas whirls through the spirals of blades with a force that would whip the teeth out of a power saw. Behind, is its own pressure held in leash of spurred on by the lift-shunts; before it, the vacuum where Fleury's Ray dances in violet-green bands and whirled turbillons of flame. The jointed U-tubes of the vacuum-chamber are pressure-tempered colloid (no glass would endure the strain for an instant) and a junior engineer with tinted spectacles watches the Ray intently. It is the very heart of the machine--a mystery to this day. Even Fleury who begat it and, unlike Magniac, died a multi-millionaire, could not explain how the restless little imp shuddering in the U-tube can, in the fractional fraction of a second, strike the furious blast of gas into a chill greyish-green liquid that drains (you can hear it trickle) from the far end of the vacuum through the eduction-pipes and the mains back to the bilges. Here it returns to its gaseous, one had almost written sagacious, state and climbs to work afresh. Bilge-tank, upper tank, dorsal-tank, expansion-chamber, vacuum, main-return (as a liquid), and bilge-tank once more is the ordained cycle. Fleury's Ray sees to that; and the engineer with the tinted spectacles sees to Fleury's Ray. If a speck of oil, if even the natural grease of the human finger touch the hooded terminals, Fleury's Ray will wink and disappear and must be laboriously built up again. This means half a day's work for all hands and an expense of, one hundred and seventy-odd pounds to the G.P.O. for radium-salts and such trifles.
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