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cables and other parts of the structure to a greater extent than was thought to be the case. Some of the most noted bridge engineers and constructors in the world have been called to make an examination of the structure, but are at a loss to know what to do to prevent it from further shifting. Owing to the great strain upon the cables caused by the movement, it is impossible to use the bridge except for ordinary traffic, and no railroad cars of any kind are allowed to cross it, as it is feared the vibration and weight might cause a portion of the bridge to collapse utterly.-HENRY HALE.

Hospital on Wheels ON

Na siding in the Southern Pacific Railway's great freight yards at San Francisco, stands an old worn-out and weather-beaten Pullman tourist coach, "Number 2,500." How many times this old car has crossed the continent, or how many hundreds of thousands of miles it has traveled, no one knows. Some time ago the old car was condemned, placed on "the retired list," and left standing on an unused siding. But this car has an interesting history, replete with human suffering.

At the time of the fell disaster to San Francisco, and for many weeks following the calamity, this car did most valiant service for the cause of afflicted humanity. Immediately after the shock, this car was hastily converted into an emergency hospital by the Railroad Company. Operating tables, with a complete surgical and medical equipment, were quickly installed. A force of surgeons and several trained nurses were at once assigned for duty there. From all directions were brought the crippled and the maimed who were victims of the earthquake and fire. Even the dying were brought there, quietly to breathe their last. For weeks following the catastrophe the car was a most busy scene both day and night. In the aggre

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A GOOD SAMARITAN ON WHEELS.

Rolling emergency hospital equipped by Southern Pacific Railway in San Francisco after the earthquake.

seconds, however, that might otherwise be lost in going from the telephone in the station to the coach, are often of the most vital importance. A package may have been mislaid, an urgent message may have to be delivered.

ELECTRIC ANNEALING FURNACE.

The service is in the observation car and is in charge of the official stenographer of the train. The wiring is the same as for the ordinary telephone. As the train comes to a stand in the station, a plug connection is made beneath the car, and all is ready for use.

The illustration shows the manner in which the connecting wire runs from the train.

Electric Annealing WHILE ordinary annealing furnaces,

designed for heating by gas or coal, do not permit of an accurate adjustment or maintenance of the temperature appropriate to each given case, electricity has recently been found a most suitable means of operating such furnaces. A special advantage secured by inward heating is the uniformity of temperature, avoiding any deformation, internal strain, etc., in the samples treated. The type of furnace represented herewith has recently been

constructed in Berlin, Germany, and contains a bath of metal salts or mixtures of such, which are raised by the electric current to a liquid, incandescent condition. The furnace may be adjusted at will for any temperature intermediary between 750° and 1,325° C.

The furnace comprises a rectangular tank of fireproof material, for receiving the salt baths, which is fitted into an iron casing lined with fire-resisting mortar. Single-phase current is supplied through wrought-iron electrodes fitted opposite one another. The electrical energy is converted to the low tension at which it is to be used, by a transformer connected to two iron rails communicating with the electrodes. The temperature is regulated by controlling the number of windings in the transformer.

As the metal salt is non-conductive when cold, the process is started by heating with the aid of a removable auxiliary electrode.

Whereas in ordinary hardening furnaces the rapid destruction of the crucibles involves a rather high expense, the consumption of wrought-iron electrodes, as occurring in the present furnace, is far less expensive. The samples are raised to the proper temperature in about one-fifth the time required in the case of the gas furnace, thus securing a greatly increased output.

The temperature required for the hardening of ordinary tool steel does not exceed 850° C., while figures intermediary between 1,000° and 1,150° C., or in certain cases even 1,300° C., will prove necessary for the annealing of rapidtool steel. Three standard types of furnace, designed for maximum temperatures of 850°, 1,150°, and 1,300° C., respectively, are accordingly constructed. The results obtained by the electric process are said to be equally satisfactory with those given by furnaces of the old type.

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Largest Car-Ferry THE Solano, the big ferry that transports freight and passenger trains of the Southern Pacific Railroad Company across upper San Francisco Bay, is the largest ferry in the world. The ferry was built several years ago for the express purpose of transporting trains across the bay, as the channel at this point is too wide and deep to be bridged without great expense, or without interfering with water navigation. The ferry also makes a short cut across, saving much time over the old route of circling the bay.

The ferry runs into a slip prepared for it on either shore, and fits so snug, when the landing is made, that the tracks on land, and those on the boat, fit exactly end to end. The train on the boat runs ashore, and the one waiting rolls aboard. As the ferry is over 400 feet long, a passenger train of five cars need not uncouple; but the long "overland" trains, consisting of twelve and thirteen cars, are cut in the middle and drawn aboard in two sections. To accommodate the rising and falling of the tide, and to make the track ends meet, there is a long apron, or approach, at each landing, which is raised or lowered by hydraulic power. The ferry is propelled by an immense twin engine, developing 600 horse-power, steam being supplied by a battery of four boil

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WHERE THE BATTLE OF BULL RUN BEGAN.

"Run" is the Southern term for "creek." This bridge marks where the Warrenton turnpike the war-worn road across northern Virginia between the Potomac and the Rappahannock - crosses the stream. Here began the sanguinary battle of July 21, 1861, Tyler's division of McDowell's Union army being on the right (east side) of the picture, and on the west or left-hand side Evans's brigade of the Confederate army under Beauregard. There was fighting in the neighborhood of the bridge in 1862 also, and a man standing on this old bridge could have heard the guns of a score of fights in the Civil War.

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The old McDowell house at Centerville, Fairfax County, Virginia. It faces westward toward the battlefield of Bull Run three miles away. Here Gen. Irving McDowell had his headquarters, and from this house marched to the fight. Four miles to the rear is the field of Chantilly, where Gen. Phil Kearney was killed; and a few miles north lies Aldie, of Civil War memory. The house several times sheltered the wounded of both armies during the long struggle,

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