No attempt was made to minimize the truth that the blow to the division was a staggering one. The loss of Smoky Creek Bridge put almost a thousand miles of the mountain division out of business. Perishable freight and time freight were diverted to other lines. Passengers were transferred; lunches were served to them in the deep valley, and they were supplied by an ingenuous advertising department with pictures of the historic bridge as it had long stood, and their addresses were taken with the promise of a picture of the ruins. Smoky Creek Bridge had long been famous in mountain song and story. For one generation of Western railroad men it had stood as a monument to the earliest effort to conquer the Rockies with a railroad. Built long before the days of steel, this high and slender link in the first transcontinental line had for thirty years served faithfully at its danger-post, only to fall in the end at the hands of a bridge assassin; nor has the mystery of its fate ever completely been solved, though 77 it is believed to lie with Murray Sinclair in the Frenchman hills. The engineering department and the operating department united in a tremendous effort to bring about a resumption of traffic. Glover’s men, pulled off construction, were sent forward in trainloads. Dancing’s linemen strung arc-lights along the creek until the canyon twinkled at night like a mountain village, and men in three shifts worked elbow to elbow unceasingly to run the switchbacks down to the creek-bed. There, by cribbing across the bottom, they got in a temporary line.
Train movement was thrown into a spectacle of confusion. Upon the incessant and well-ordered activities of the road the burning of the bridge fell like the heel of a heavy boot on an ant-hill; but the railroad men like ants rose to the emergency, and, where the possible failed, achieved the impossible.
McCloud spent his days at the creek and his nights at Medicine Bend with his assistant and his chief despatcher, advising, counselling, studying out trouble reports, and steadying wherever he could the weakened lines of his operating forces. He was getting his first taste of the trials of the hardest-worked and poorest-paid man in the operating department of a railroad––the division superintendent.
To these were added personal annoyances. A 78 trainload of Duck Bar steers, shipped by Lance Dunning from the Crawling Stone Ranch, had been caught west of the bridge the very night of the fire. They had been loaded at Tipton and shipped to catch a good market, and under extravagant promises from the live-stock agent of a quick run to Chicago. When Lance Dunning learned that his cattle had been caught west of the break and would have to be unloaded, he swore up a horse in hot haste and started for Medicine Bend. McCloud, who had not closed his eyes for sixty hours, had just got into Medicine Bend from Smoky Creek and was sitting at his desk buried in a mass of papers, but he ordered the cattleman admitted. He was, in fact, eager to meet the manager of the big ranch and the cousin of Dicksie. Lance Dunning stood above six feet in height, and was a handsome man, in spite of the hard lines around his eyes, as he walked in; but neither his manner nor his expression was amiable.
“Are you Mr. McCloud? I’ve been here three times this afternoon to see you,” said he, ignoring McCloud’s answer and a proffered chair. “This is your office, isn’t it?”
McCloud, a little surprised, answered again and civilly: “It certainly is; but I have been at Smoky Creek for two or three days.”
“What have you done with my cattle?”
“The Duck Bar train was run back to Point of Rocks and the cattle were unloaded at the yard.”
Lance Dunning spoke with increasing harshness: “By whose order was that done? Why wasn’t I notified? Have they had feed or water?”