The times., 1897-05-02

foggy. with Just enough rain TO make it
uncomfortable. L kept awake for about
an hour, and then concluded Co take q little
spooZe.
About the time got comfortably fixed
and was doing with my eyes half shut,
was startled by loud, long, piercing call
for brakes from the engineer l knew
Bill Duncan would never have let out
such blast as that unless in the presence
of great danger. Quickly throwing off
the blankets that covered me, I jumped
up and peered out through ,aa darkness.
We were going down the grade on the west
side OF Horseshoe Curve, and cutting the
foggy mist at the rate OF about forty miles
an houT.
About fifty yards ahead of BiH's Ell
gine We're the red lights Of a cdboose, and
then 1 knew the f1agman had not come
back far enough TO stop Us on the wet rails
A run-in was sure. There was not much
chance for me TO jump, as it was Internally y
dark, and I knew there was a high cliff
close TO the track on one side that would
hurf me back under the wheels, and d
precipice on the other steep enough to
break every bone in my body IL onee
started TO roll down its steep sides.
About that time thought Of praying,
and was on the point OF dropping to my
knees, and pray to be forgiven for my past
sins, when l luckily Thought of the firebox
of the new engine had in charge, and as
quick as thought I threw open the door
and crawled in. l had Just landed on my
knees on the CRATE bars when there came
an awful crash, such as I never heard
in my life before, and felt my engine go
ing first up and then down, and the sicken-
ing sensations OF those few seconds were
paraIyzing. ] was tumbled about pretty
roughly, and had the skin knocked off
my legs and my head cut, but nothing
could crush me, for l was in an iron safe
that was Ell built, although it was never
intended for a life prescrver. l thought
once, however, that IL was all up with
me, for / felt the boiler coIIapsing under
the weight OF the loaded cars that were
piling up on top Of 1t.
AFTER a while everything was still, and,
knowing that the worst was over unless
the wIeckage took fire and roasted me
alive, [ made an effort to crawl out, but
could not do so, as car-trucks and frames
were piled above the wreck. I thought
It was month until the wrecking crew
came, and then / began to cry out like a
crazy man, and implore help. The wreck
ers must have thought was pinned down
by the engine, with my legs crushed, for
they gave all their attention to me, and !,
xfter hard work, got the trucks cleared
away 1t was sometime before they got
me out, and beyond the bruises already
mentioned I was as sound as before the
wreck
Poor old BflIy the engineer, kent nm
his reputation to the last by refusing to
Jump, and was smashed into Jelly under
his engine, as was also his fireman and
two tramps riding in box-car next to my
engine. That was my first call, and it
was Close one, but the fire-box saved my
life, and have never heard of another man
pulln 9Th rough wreck in the Same N amer.
My second cali has not conre yet, and
I'm not anxious for it, can tell you. -
All the old engineers on the Baltimore
and Potomac branch of the Pennsylvania
system still Ike TO tell of the experience
OF Harry Freeburn with close calls, and
how he finally paid the penalty with hts
life in not needing two warnings and
dropping out OF the business.
Freeburn was one of those fellows who
are said to fear neither man nor evil.
He was Hght-hearted, sturdy and gener-
ous to a great degree Large quantities of
bulldog courage were grated on to his
hardy frame, and the word fear was
thing he laughed at He was an exceed
ingty fast running engineer, and when
ever the occasion arose for fast run to
be made Harry Freeburn was generally re-
lectcd to pilot the engine through