BOW STREET POLICE STATION.
My credit at the bank was solid as a rock. That means I had gone through the red-tape routine. It only behooved us to use circumspection enough to avoid making mistakes in our papers, and fortune was ours. I knew everything was all right, but George, being a thorough business man himself, could not comprehend that it could be quite right, and he insisted upon one supreme test. Any single bill of exchange is seldom drawn for more than £1,000, rarely for £2,000, and one of £6,000 is almost unheard of. If a party in Bombay wanted exchange on London for £100,000, his broker would probably furnish him with one hundred bills for £1,000 each. But George had made up his mind that as a test, and to make an impression upon the bank manager, I should go to Paris and get a bill on London from Rothschilds drawn to the order of F. A. Warren direct. Could this be done it would, of course, make it appear that I had intimate relations with the Rothschilds, and as a minor consideration we could use the Rothschild acceptance—a pretty nervy thing to do, as Sir Anthony de Rothschild, the head of the London house, whose name we proposed to offer, was a director of the Bank of England, and would have to pass his own paper for discount—that is, paper bearing his name, manufactured by ourselves.
We tried to talk George out of this notion, which Mac and I regarded as a freak, unnecessary in the first place, and impossible anyhow. But he was persistent, and I had to start out and try. I expected an expense of $1,000 and a delay of two weeks, but fortune or the devil favored us. So, purchasing at the exchange broker's in London 200,000 francs in French paper money, once more I left Victoria Station for Paris. Once more, an unwilling victim, I heard the "wild, fantastic, fitful note of Triton's breathing shell." At Calais I took my place in what the French call a coupe; that is, the end compartment on a car, which, by paying ten francs extra, you can occupy alone. It is unlike the other compartments in that there are no arms dividing it into seats; so one can lie full length on the cushion.
Before this night I speak of I had cherished a theory as to what I should do in the event of an accident happening to any train whereon I was a passenger. In such a case I proposed to catch on to some object and hold on, leaving my body and limbs to swing freely. My theory ever since that night has been that I will go just wherever the breaking timbers and flying furniture send me. I had fallen into a sound sleep before the train started, and was aroused from it to find myself hurled about the compartment much as a stout boy would shake a mouse in a cage, and quite as helpless.
Our train was off the track. My carriage was near the engine, and the momentum of the long train forced the car in the rear of mine up on end, and it appeared as if it would fall over and crush me. I thought my hour had come, and I cried out, "At last!" There was no fear or terror in it, but merely the thought that after many months of almost incessant travel, and necessarily of peril, "at last" my fate had come. It had not. How good heaven would have been if it had sent me to my doom then and there!
The accident had occurred at Marquise, a small town sixteen miles from Calais and four from Boulogne, the first stopping place of the express. It was a very long train, but the carriages were all empty except two. A heavy excursion train had left Paris, and the cars were going back empty. What lessened the number of passengers was the fact that it was Sunday night. The English do not travel on Sundays as a rule. So, fortunately, a great loss of life was prevented. However, two were killed and half of the remaining passengers injured. My own injuries were slight and consisted of trifling cuts on the face and hands from flying glass. But, far worse than that, I had received a nervous shock, which took some weeks to wear off, and during the rest of my journey to Paris and return to London I was as nervous as a timid woman. I stayed at Marquise until noon, when the express passing at that hour made a special stop to pick me up.
In our glorious and free country the killing or mangling of a few persons more or less is of no particular concern to any one beyond the friends of the victims, least of all to the railway magnate or to his servant. But in France an accident which results even in the wounding of a passenger is a very serious matter to the road where it occurs and to its officials. They always hasten to take the fullest responsibility, and if attention or the more solid matter—cash—can comfort the sufferer, he will have no occasion to mourn long. If one life be lost—even a servant of the road—a strict judicial inquiry takes place upon the scene of the accident, by a high official of the State, advised by experts, not as in this country, by some drunken country loafer or ward heeler, who, all ignorant of the law, has been "elected" county coroner, and one who is more anxious to procure free passes on the road than he is concerned for the victim murdered by the neglect or parsimony of inefficient railway officials.
The road from Paris to Calais is known as the Chemin de Fer du Nord, and Baron Alphonse de Rothschild, head of the Paris Rothschilds, is the president of the road. This fact occurred to me within a few minutes of the accident, and I thought I might make use of the affair as a means to help me in my business at Paris. I arrived about dark, went to the Grand Hotel, and to bed at once. My nerves were so shaken that I was timid, even when in the elevator, but I slept well and awoke at daylight feeling better.
At 10 o'clock, limping badly and leaning on a cane, I entered a carriage and drove to the Maison Rothschild, Rue Lafitte. The banking house might well be called a palace. The various offices open upon a courtyard, while the whole architecture of the building would suggest the residence of an officer of State or nobleman rather than a building devoted to finance. But the currents which centre there are potent and far-reaching, and come richly laden with tribute from the four quarters of the world. To win that tribute slaves toil, and, toiling, die, in Brazilian diamond mines, and thousands of coolies, entrapped by agents in China and India, enter into perfidious contracts which commit them to hopeless slavery and send them to wear out their lives in despairing toil amid the pungent and murderous ammoniacal fumes of the guano islands of Chili and Peru. The Rothschilds, too, own the Almaden quicksilver mine and others.