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BRYAN CUMMINGS AND THE
GEORGIA RAILROAD.
The red sun was sinking behind the
hills, and in the fading lights the
lean poles of the telegraph stood black
against the orange sky, the train was
rapidly speeding toward Atlanta, late
as usual; when it slowed down and
we stopped on a side-track. Upon*
inquiry I was informed that we were
waiting for the down train to pass
us on its way to Augusta.
Being somewhat restless, I walked
through the cars on to the rear plat
form. There I found another gen
tleman. My eyes glanced out over
the burnished brass-like rails. I no-
BROKEN RAIL
lbw 1 *• »«»
STANDARD RAIL, SIX
BOLTS IN FISH JO/NT
This drawing shows one of the
broken rails, also the standard rail and
Joint used on first-class roads.
ticed the defective condition of the
track and remarked:
“The Georgia Railroad has not
been over generous in furnishing bolts
to hold the rails together.”
The gentleman replied:
“Oh, this is a side-track; trains
running on here never run over five
miles an hour, and it is plenty strong
enough. ’ ’
I examined the track more closely
and found that some rails were brok
en; some had one bolt to join them
to the others where they met, and
others, not any. I then commented
on the light rails used on the regular
passenger track. He replied in this
fashion:
“They are plenty heavy enough.
I failed to see it in that light”;
and remarked that they were only
80 pounds to ‘the yard rails, when
they ought to be at least 90 pounds
to the yard; that I did not believe the
rails used were heavy enough to be
safe.
He replied, sarcastically:
“No, 500 pounds to the yard would
not be too heavy. ’ ’
By this time things were becoming
interesting, and my newly-found ac
quaintance asked me the question:
“Are you a railroad engineer?”
I answered, “No.” “But that I
knew all standard roads like the
Pennsylvania and the New York Cen-
TWO BOLTS ON LT
WMF
THREE BOLTS
How the rails are bolted on the
Georgia Railroad.
tral used 110-pound rails to the yard,
and six bolts in every fish-plate, in
stead of four, as on the Georgia Rail
road, and that there was no reason
why the Georgia should not use the
same kind of rail and joint; the
trains being almost identical in
weight. A mile down the track the
Augusta express came round the
bend, vomiting inky smoke, which
spread into billows of black vapor,
and threw dark shadows upon the
fields. “He is late, and got her wide
open,” remarked one of the train-
men. A long-drawn, piercing whis
tle, a hammering on the rails, the big,
black engine shaking, belching smoke
and cinders, growing rapidly larger;
then a roar, and a flash of heat, a
glimpse of-windows crowded with
human life, and the express passed
us at fifty miles an hour.
Tq my horror I discovered that one
of the rails over which the large
ninety-ton locomotive had just thun
dered, was connected, end to end witn
the next rail, by only one bolt.
My friend assured me that no ac
cident had ever occurred on the road
through a broken rail or a weak con
nection, and he claimed to know.
Feeling satisfied that he had nobly
done his duty, he re-entered the Pull
man. I was anxious to know’ wiio this
distinguished and well-informed gen
tleman was, when sortie one remarked,
“Bryan Cumming, Chief Counsel of
the Georgia Railroad. ’ ’
I then realized that my five and
one-half years * experience in repair
ing locomotives, and as a machinist
had been of no value to me. That
this book-learned gentleman was
right. That the road-bed was in first
class condition; that no matter how
rotten the ties, no matter how light
the rails, no matter how poorly-join
ted or how sunken the road bed, the
Georgia Railroad was safe and sound
because Bryan Cumming, who reads
law to the “common people” through
corporation spectacles, and accord
ing to corporation rule, said so. I
repeat it: The Georgia Railroad is
in first-class condition I But some
times, in the black night, I wake up,
trembling, feeling sad for the hearts
that will be broken, for the lives
,that shall be snuffed out of many a
cottage to return no more forever.
Some day that one bolt will break.
Sometime the strain from the 400-
ton train, flying over the rails, with
its load of humanity, at the rate of
fifty miles an hour, will snap off that
one bolt, and then ! G. N. —
NO PAY IN ADVERTISING.
Don’t advertise if you believe you
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him squandering his money for print
er’s ink. Once there was a boy nam
ed John —we think his last name was
Wannamaker —anyhow his name was
John with some sort of a maker at
tached to his last name. He owned
500 yards of calico,- three pairs of
jeans and a half dozen pairs of boots.
He called this a dry goods store
through a Philadelphia paper, and
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thirty-seven cents. The dont-believe
in-advertising merchants laughed.
Young John spent sixty-five dollars
with the Philadelphia Ledger to ad
vertise just one time and had less
than SIOO worth of goods. He wag
cautioned by those who “knew it
didn’t pay I” It was through sym
pathy that they offered him advice.
But John didn’t listen to them, and
went and blew his money in foolish
ly and today poor John sees his mis
doings—he has so many large dry
goods stores he can hardly find time
to study his Stiqday school lesson.—
Baldwin Bulletin.
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PAGE THIRTEEN