Drood: A Novel - By Dan Simmons Page 0,3

man could ever return.

But, I pray you, Dear Reader, remember that we are speaking of the man who, sometime earlier, shortly before his acquaintance with Ellen Ternan, as he and I cruised the theatres for what we called “the special little periwinkles”—those very young and very pretty actresses we found to our mutual aesthetic satisfaction—had said to me, “Wilkie, if you can think of any tremendous way of passing the night, in the meantime, do. I don’t care what it is. I give, for this night only, restraint to the Winds! If the mind can devise anything sufficiently in the style of Sybarite Rome in the days of its culminating voluptuousness, I am your man.”

And for such sport, I was his.

* * *

I HAVE NOT forgotten 9 June, 1865 , the true beginning of this cascade of incredible events.

Dickens, explaining to friends that he was suffering from overwork and what he had been calling his “frost-bitten foot” since mid-winter, had taken a week off from his work of finishing Our Mutual Friend to enjoy a holiday in Paris . I do not know if Ellen Ternan and her mother went with him. I do know they returned with him.

A lady whom I have never met nor much wish to, a certain Mrs William Clara Pitt Byrne (a friend, I am told, of Charles Waterton—the naturalist and explorer who reported his bold adventures all over the world but who had died from a silly fall at his estate of Walton Hall just eleven days before the Staplehurst accident, his ghost later reported to be haunting the place in the form of a great grey heron), loved to send little bits of malicious gossip to the Times . This malevolent morsel, reporting the sighting of our friend on the ferry from Boulogne to Folkestone that day of the ninth of June, appeared some months after Dickens’s accident:

Travelling with him was a lady not his wife, nor his sister-in-law, yet he strutted about the deck with the air of a man bristling with self-importance, every line of his face and every gesture of his limbs seemed haughtily to say—“Look at me; make the most of your chance. I am the great, I am theonly Charles Dickens; whatever I may choose to do is justified by that fact.”

I am told that Mrs Byrne is known primarily for a book she published some years ago titled Flemish Interiors. In my modest opinion, she should have reserved her vitriolic pen for scribbling about divans and wallpaper. Human beings are clearly beyond her narrow scope.

After disembarking at Folkestone, Dickens, Ellen, and Mrs Ternan took the 2.38 tidal train to London . As they approached Staplehurst, they were the only passengers in their coach, one of seven first-class carriages in the tidal train that day.

The engineer was going full speed—about fifty miles per hour—as they passed Headcorn at eleven minutes after three in the afternoon. They were now approaching the railroad viaduct near Staplehurst, although “viaduct”—the name given the structure in the official railways guide—may be too fancy a word for the web of girders supporting the heavy wood beams spanning the shallow river Beult.

Labourers were carrying out a routine replacement of old timbers on that span. Later investigation—and I have read the reports—showed that the foreman had consulted the wrong timetable and did not expect the tidal train for another two hours. (It seems that we travellers are not the only ones to be confounded by British railway timetables with their infinite holiday and weekend and high-tide-time asterisks and confounding parentheses.)

A flagman was required by railway policy and English law to be stationed 1,000 yards up the rails from such work—two of the rails had already been lifted off at the bridge and set alongside the track—but for some reason this man with his red flag was only 550 yards from the gap. This did not give a train travelling at the speed of the Folkestone–London tidal express any chance of stopping in time.

The engineer, upon seeing the red flag so tardily waved and—a much more soul-riveting sight, I am sure—upon seeing the gap in rails and beams in the bridge ahead, did his best. Perhaps in your day, Dear Reader, all trains have brakes that can be applied by the engineer. Not so in our day of 1865. Each carriage must be braked individually and then only upon instructions from the engineer. He madly whistled for the guards along the length of the train to apply