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aside to be burned. When locomotives are worth upwards of $20,000, and Pullmans $18,000 or more, or where there is a lot of valuable freight concerned, it is a delicate question to decide what is worth an hour or so to save and what must be sacrificed ruthlessly for the sake of speed in clearing a track.
When the cars of the wrecked train that have not left the track have been • pulled away, a steam crane is pushed up to the wreckage where it hooks on to the nearest damaged 'car, around which chains have been slung, lifts it clear, load and all, swings it into position over the track—or the adjoining track, if there is more than one—so that new trucks from the wrecking train may be slipped under it and it can be drawn clear, ready to be run back to the nearest point at which it can be permanently repaired. The rapidity with which this can be done is remarkable, fifteen or twenty minutes to a freight car being not an unusual speed where there is not much wreckage on top of it.
the shops for rebuilding and repairing, ing each other, until they can reach the as formerly nearly all of the damaged engine. Working together, they drag cars were merely dragged into the ditch the locomotive by main force into a posion one side of the track and burned. tion where they can hook on to either end
When it comes to tackling one of the and then, lifting it bodily between them, modern locomotives the task is only more swing it back over the rail, where new difficult in that it requires greater care wheels are run under it, if necessary, and and a thorough knowledge of how to go it is lowered upon them. about it. These cranes are equipped with It is interesting to compare the time two blocks and lifting hooks, a small one formerly occupied, which was often a at the extreme end of the jib for handling matter of days, with some of the records moderate loads, and a large one some made recently in clearing up after disfour feet inside of the other for lifting asters. On a single track road there octhe maximum weight, the falls working curred, a short time ago, a bad head-on over separate drums. When a wrecked collision between a passenger and a locomotive is in bad shape and some dis- freight train, both running at a high rate tance from the track, as often happens, of speed. It was a particularly ugly a 100 ton crane makes nothing of rolling wreck, both locomotives being demolit up the bank to the track and setting it ished and the wreckage piled high above upright, when, hooking on to it with the them, while three men were killed and a large block and cable, the crane swings fourth pinned under one of the engines first one end back into place on the rails with both legs crushed. It was 7 o'clock and then the other. When the locomo- in the morning when the wrecking train tive is an extremely heavy one weighing arrived, and the crew got to work and, 150 tons or so, and two cranes are avail- in spite of the time spent in ex. able, they are pushed down into the tricating the injured man, the track wreckage, one from either side and fac- was cleared, both engines had been pulled
back to the nearest siding and traffic was “That's the third engine I've seen go resumed at 11:15 o'clock—just four through that same draw in the last hours and fifteen minutes from the time twenty years. The first one it took 'em the wreckers arrived.
four days to get out; the second one, It is not many months since a heavy three days; an' this one took 'em an hour passenger engine ran through an open an'a half. Wonder how long it'll take drawbridge near Cayuga, N. Y., and for the next?” plunged to the bottom of the river, only So important is this question of speed the tank and the top of the cab showing in clearing a wreck and minimizing the above the water. A wrecking outfit with . delay to both passenger and freight traffic a 100-ton crane was rushed to the spot. that railroads have special wrecking It was a nasty job, but in one hour and trains and crews stationed at intervals of forty minutes after the arrival of the from seventy-five to one hundred miles crane the locomotive was back on the throughout their length, to be convenient track ready to be towed in for repairs. in case of accident. And, given a fair An old farmer from the vicinity watched position to work from, the highest type the work with great interest. When it of steam crane makes short work of the was finished he turned to the wrecking worst wrecks it is ever called upon to master and said in a quizzical way: handle.
Vast Profits in the Golden Goat:
By René Bache
merica the holand
UR agricultural explorers backs of mules. Then they were trans
who visit every corner ferred to camels for a while, and finally
forts to obtain from sel bound for America.
like 1,000,000 of the animals, of more or It commonly happens that, in countries less pure stock are now to be found in where such animals are found, the au- the United States. thorities will not allow them to be ex- It may be worth while, before going ported; and difficulty of this sort has in. some instances made necessary the adoption of very curious and ingenious expedients for the purpose of evading observation by local officials. Thus, for example, in the case of the Angora goat such watchfulness was exercised by the Turkish government that several attempts were unsuccessfully made to capture—the term seems not inappropriatespecimens of that much-prized fleecebearing creature for shipment to the United States.
Eventually, however, the problem was solved by Dr. W. C. Bailey, of San Jose, Cal., who in 1891, made a pilgrimage into the interior of Turkey, ostensibly as a traveling merchant. He succeeded without much trouble in buying four of the goats; but this was only the beginning of the obstacles he was obliged to encounter inasmuch as he had to carry them a distance of several hundred miles before he could put them on board of a ship. To begin with, he tied them up tightly in grain sacks, and in this way took them over the mountains on the