Sunday morning globe., 1901-10-20

engaged in hauling them. The attempt 70
convey them TO Str8sburg was never re-
ncwed and they stood by the pike between
Martiusburg aud Winchester until recover
ed by the Baltimore and Ohio people 40 the
close of the war somewhat the worse for
their exposure TO the elements, but still
capable, after repairs of doing good service.
Some of the engines were the long, lean
freight-hau,crs of The day, some were pas
seuger locomotives; but the majority were
of the now vanished 'camclback" type de-
sigucd by Ross Winans of Baltimore. These
'camelbacks" were sturdy pull srs, and did
excellent service in their time but they
were marvels of ugliness. The cab was
pcrchcd ON top of and well To- the front OF
the high boiler. and the engineer stood al-
most over the front wheels lu Blind
Toms pianisic description OF the Battle OF
Manassas" be used to initiate, with that
robust voice of his the whistle Of "a camel
back and weird and blood curdliug as was
the sound emitted from his lips 1t was but
d. faithful reproduction of the original
Now and then The squad 100 turupkiug'
the engines found IL advisable, in view OF
information received from scouts, TO retire
at night to Bunker Hill, point well within
the Confederate lines TO avoid the risk of
capture. returning early next morning TO
resume operations. The loss OF one of the
skilled men would have been a far more
serious affair than that of a private soldier,
who was merely a fighter, or, perhaps, even
than that of a some of the commissioned
officers. Notwithstanding the length OF
time over which the operations extended
and the frequent proximity of the Union
forces. there was never as much as a Skin
mish To carry off bodily such a great
mass of heavy material from points at in
tervals within tbs clutch of the opposing
forces, without the loss af a single man,
was indeed remarkable feat.
The last time the railroad corps" hand
led one of the captured locomotives was in
the spring of 1902 when the Confcderates
evacuated Manassas. just after second Bull
Run. At that time the 100" a camel
back" and the last of the engines TO be
taken from Martiusburg was at Suasburg
ready to be conveyed by the way of railroads
TO Richmond The sudden move of the army
rendered this impossible, as the direct route
TO the capital had been cut of so the night
of the evacuation the railroad force was
ordered to get that "camelback to Rich
mond by the only route left open, namely
the very circuitous one by way OF Mount
Jackson aud Stauntou. Accordingly the
100, " which had already cost so much time
and trouble was put on the tracks OF the
Manassas Gap railroad and taken to Mount
Jackson, a distance Of twenty-five miles,
and thence by team over the pike, matter
of seventy miles more, to Staunton, where
it was again placed on the rails, this time
those Of the Virginia Central, and hauled
to Richmond. The trip occupied about
four days, and the movement was the most
hurried and exciting of the series. Many
bridges had to be strengthened en- route,
and in crossing some Of them 1t was found
necessary to substitute a block and fall Tor
the horses Staunton was reached early IN
the morning, and though 1t wns scarcely
daylight, the major portion u the popula-
ton were up and out to see the novel
cavalcade
All the engines were kept at Richmond
until the last one had been seized, the
original intention having been to do the re-
pairing and reftting there, but in May, 1902,
when Mcclellan began his movement up
the Peninsula and preparations TO evacuate
the capital were made, the dismantled loco
motives and their dislocated members
were among the very first freight started
out of Richmond To have allowed those
precious "camelbacks" to fall into the hands
of the Northern troops after such risks and
the expenditure of so much time ingenuity
and labor, would have been calling indeed.
Colonel Sharp, who had them iu charge,
directed Mr. Duke to hurry up the prizes
by rail to a safe point IN the South. They
were accordingly taken to place on the
North Carolina Central Road. in Almanac
County North Carolina about fifty miles
west of Raleigh The movement was sue
cessfully accomplished and the engines
found another temporary resting.place.
Meantime the large shop building of the
Raleigh aud Castor railroad at Raleigh
were leased by the Southern Government,
fitted up with improved machinery and the
Confederate States Locomotive Shops"
were established. The shops were ready
for work by July, 1862, and the captured
locomotives and the carloads of accessories
were hauled back TO Raleigh, and large
force of workmen began the rehtting and
repairing. As fast as ready the rehabihtated
engines were turned over TO the various
Southern railroads who purchased them
from the Confederate States, readily paying
for them by credits upon the government
transportau lu accounts. The existence of
the shops which were extensive and
fully equipped, was not generally known,
and was one of the many evidences that
the Confederate leaders, or at least some of
them, realized that the war was 90 be no
three months affair" but long and hard
struggle and that the most systematic aud
thorough marshalling of resources and
facilities was necessary. About ten months
were occupied in turning out locomotives,
and il was over eighteen months from the
date of the first raid ON the Baltimore and
Ohio railroad before they were all in active
use again They proved highly valuable IN
subsequent operations, coming iuto use as
they did when much of the Southern roll
iug-stock was completely worn out
The long time covered, first in securing
and transporting the rolling stock and after
wards in placing il IN running order after
the dismantling, showed no lack of skill or
on the part of those engaged in .
the task (the fact that they accomplished il .
at all proved that they possessed those
qualities in abundancel but is only evil .
dencc of the great aud varied difficulties T.
under which they labored. The delay was
owing i'm some degree to the pcculiar f.