Chapter 3: The Top and the Bottom
The board met on the fourth Tuesday of the quarter, as it always did, in a room at the top of the Taggart Building where the windows had been engineered to be unopenable, which Dagny had always assumed was a safety measure and had only recently come to suspect was a metaphor. There were eleven of them around the table, and not one of them had ever laid a length of rail. This was not, in itself, a crime. Dagny had read enough about the history of her own industry to know that the men who designed bridges were rarely the men who riveted them, and that there was no shame in the division of labor—that a railroad was, in fact, precisely the kind of thing that required a great many people doing a great many different jobs, none of whom could do all of it, all of whom were necessary. She believed in this the way other people believed in God.
What troubled her was that the eleven men around the table did not appear to do any of the jobs. They did not design and they did not build and they did not maintain and they did not, as far as she could determine, decide. They approved. They received documents prepared by people three floors down, and they nodded, and they expressed concern about the timeline, and they asked whether the projections had accounted for headwinds, and then they voted to return four hundred million dollars to themselves.
"The buyback," said the chairman, whose name was Orren Boyle III and who had been placed on the board by a fund that had been placed on the board by a larger fund, "is simply the most efficient allocation of capital available to us at this time."
"We need that capital," Dagny said. "The Rio Norte Line is failing. I have track in Colorado laid in 1946 that I am running freight over in 2026. I have a foreman in Pennsylvania—" she stopped, because she had been about to say his name, and realized she did not know if anyone else at the table would recognize that a foreman could have one.
"The market," said Boyle, "disagrees with you about where the value is."
And here it is worth pausing, because in the original account of these events, there was a category of person called the looter—a parasite who produced nothing, who fed upon the productive, who demanded the unearned and called it justice. The looter was the great villain of that telling. He came dressed as a bureaucrat or a beggar or a brother-in-law, and he was always, always, asking for something he had not made.
The looters were real. The telling had simply gotten the address wrong.
They were not, it turned out, in the breadlines or the regulatory agencies. They were here, in the room with the unopenable windows, and they were not asking. They already had it. They had voted it to themselves on the fourth Tuesday of the quarter, and they would do it again next quarter, and the railroad would get four years older while the stock got one afternoon richer, and the word for what they were doing was not theft, because they had written the laws that defined theft and had thoughtfully left themselves out of it. The word for what they were doing was returning value to shareholders, and the shareholders were, in the main, themselves.
Dagny lost the vote eleven to one.
Six hundred miles away, the John Galt Line was being built by people, and it is the unusual privilege of this edition to be able to tell you who they were.
The grading crew was led by Maria Restrepo, who had come up through the Colorado Department of Transportation and could read a slope the way a doctor reads an X-ray, and who had turned down a desk job twice because she could not stand the meetings. The rail itself was set by a gang of nine, and the man who walked the line behind them checking gauge was named Tom Okafor, and he was sixty-one years old and had a tremor in his left hand that vanished completely the moment he picked up a track gauge, which his doctor found fascinating and which Tom found unremarkable, because the work was the one place his body still agreed with him.
There was a welder named Sofia Lindqvist who was the best in the division and knew it. There were two brothers, the Delgados, who did not speak to each other off the clock for reasons that predated the railroad and would outlast it, and who could nonetheless hang a length of rail in perfect silent coordination because the work did not require them to forgive each other, only to be competent at the same time, which they were. There was a kid named Devon Pratt on his first season who was going to quit in August and come back in the spring, the way they all did, the way the work pulled them back.
In the original account, the John Galt Line was an achievement of two people—the woman who financed it and the man who invented the metal—and the line was named, fittingly, after a third person who had done nothing at all. The hundreds of human beings who actually placed the rail were present in that telling only as a kind of weather: a condition the geniuses worked through, occasionally inclement, never named.
They had names. They laid forty miles of track in a season that the board had written off, and they did it under a deadline set by people who had never met them, to prove a point in an argument they had not been invited to, on a line named after a man whose only verifiable accomplishment was being born to the right grandfather.
When the first train ran the John Galt Line at eighty miles an hour, the newspapers ran a photograph of Dagny Taggart and Hank Rearden standing in the cab, and the caption named them both.
Tom Okafor watched it go by from the embankment at milepost 31, where he had set the gauge with his own steady hands, and then he picked up his tools, because there were eleven more miles, and the rail did not care whose name was on it, and that—though no one in the room with the unopenable windows would ever understand this—was the only honest thing in the whole arrangement.