On the train away back in the valley on this my first trip to Crescent, the conductor had pointed to a distant cluster of white flecks barely discernible through the shimmering, sun-drenched haze that lies always, like a pall, over the desert, and said to me, “There she is—the biggest thing in all Nevada!” I had become chummy with the conductor, and that chumminess increased mightily when we learned that we were both on the way to become millionaires—as we visualized it then—through the mining route. He told me that he knew my mining partner, that he had engaged Frank Williams to look after the assessment work on some claims he himself owned over in the Goodsprings district. And when I asked the conductor his name and made a move as if to write it down, he shook his head negatively and threw out his hands in a gesture of utter uselessness, and said, “Oh-hell, man, you couldn’t forget it as long as you are in this country. It’s Dry—just plain William Dry.” My friend’s parting words to me were a mixture of jocularity and serious hope. “Well, so long, old top,” he said. “See you again when we fetch up at the end of the rainbow.” And do you know, the next time I saw that conductor, two years later—and I might say before either of us had made any appreciable advances on the rainbow’s elusive end — he recognized me at once, and in offering his hand, said: “It’s Dry.” And I said, “Oh-hell, man, don’t I know it!” And so it was. That meeting was in Superintendent J. Ross Clark’s private car, hitched to the flyer. We had exchanged some correspondence before, and Ross wanted to tell me in as hopeful words as possible that the officials of his railroad were still watching the situation closely and would build a branch line into our district—to our claims and to his claims — just as soon as the required tonnage was assured. You see, J. Ross Clark, too, was possessed of the desire to harvest a quick fortune and owned mining claims across the flat from our claims in the Goodsprings district. That meeting with J. Ross Clark bore fruit for me, though—and it was the means of holding up the Los Angeles Limited for an hour, as well. Several years later I had an important engagement at Goodsprings and was delayed seven hours in Pueblo on the way out there, owing to a change in time of the Denver & Rio Grande trains. The best I could do then was to arrive in Salt Lake five minutes after the Limited’s leaving time, at one o’clock at night, with depots a mile apart. Failure to keep my appointment at Goodsprings would mean disappointment to others and a money loss to me, as well as a wasted trip. In desperation, I went to the up-town office of the Denver & Rio Grande, and asked the agent there to try to have the Los Angeles train held for me at Salt Lake. Nothing doing. That important personage swelled up to full capacity and said, “Evidently, if the San Pedro people wanted to neighbor with my Company they would change their leaving time.”