Failing to tap their bonanza freight-producer on the route up Blue Canyon, the projectors—­small fish in the great money-pool—­had talked vaguely of future extensions to Salt Lake, to San Francisco, to Puget Sound, or to some other of the far-beyonds, and had even gone the length of surveying a line over Plug Pass and down the valley of the Pannikin, on the Pacific slope of the range.  But they had prudently stopped building; and the pause continued until the day of the great silver strike at Saint’s Rest.

The new carbonate beds chanced to lie within easy rifle-shot of the summit of Plug Pass; in other words, they were precisely on the line of the extension survey of the narrow gauge.  The discovery was a piece of sheer luck for the amateur railroad builders.  For a time, as all the world knows, Saint’s Rest headed the mining news column in all the dailies, and the rush for the new camp fairly swamped the meager carrying facilities of the incomplete line and the stages connecting its track-end with the high-mountain Mecca of the treasure-seekers.

Then, indeed, the Denver syndicate saw its long deferred opportunity and grasped it.  Long purses might be lacking, but not shrewd heads.  The unfinished Plug Mountain was immediately bonded for more than it ever promised to be worth, and in the hottest heat of the forwarding strife it was extended at the rate of a mile a day until the welcome screech of its locomotive whistles was added to the perfervid clamor of the new camp in the Plug Pass basin.

The goal reached, the Denver folk took a fresh leaf out of the book of shrewdness.  Holding the completed line only long enough to skim the cream of the rush earnings, they sold their stock at a sound premium to the Pacific Southwestern, pocketed their winnings cannily, and escaped a short half-year before the slump in silver, and the consequent collapse of Saint’s Rest, came to establish the future Waterloo for Napoleonic young superintendents in the Southwestern’s service.

This was all ancient history when Ford left the Granger road to climb, at President Colbrith’s behest, into the Plug Mountain saddle; and a round half-dozen of the young Napoleons had been broken before he put foot in stirrup for the mounting.  While his attacking of the problem had been open-eyed, he had not stopped to specialize in the ancient history of the Plug Mountain branch.  When he did specialize, his point of view was pretty clearly defined in a letter to Mr. Richard Frisbie, of St. Paul, written after he had been for six months the master of the Plug Mountain destinies.

“I’m up against it, good and solid,” was the way he phrased it to Frisbie.  “My hundred and fifty miles of ’two streaks of rust and a right-of-way’ has never paid a net dollar since the boom broke at Saint’s Rest, and under present conditions it never will.  If I had known the history of the road when President Colbrith went fishing for me—­as I didn’t—­I wouldn’t have touched the job with a ten-foot pole.