ch!i-.(>sonxi; i'i..is'Ts /(i/v* iKiLtiixa ciir.srxcT roi.t:s 2V) 



thi- invcstrnont in a limimotivi" crane, this ts|)r of unit has proven 

 to In- the njost satisfactory in oi>eralion. The cranes which are 

 suitable for this t> pe of work have a oO foot lxM)ni and are rated at 

 17'-_> tons capacity. ActualK' tltey can safely handle a :<-lon load at 

 "lO feet radius from tlie kinjj pin of (he crane, perpendicular to the 



I :. 



:iijin iliL liiMtiiiK Tanks tu tlic Dullu. 

 Locoiiiotivf Crane 



track, without tipping the car hotly of the crane. Of course, with \hv 

 lK)om in a position above the track the ma.ximum safe load is con- 

 -iderably greater. 



The method of handling poles most commonly used is illustrated 

 in Fig. 17 where the poles are lifted in a balanced condition, swung 

 to one side of the track and piled parallel to it. 



.Another method which is applicable, particularly lo handling a 

 lO-foot and longer pole, consists of butting the pole end against the 

 lHK>m of the locomotive crane and swinging it to a pile which lies 

 perpendicular to the track. This method of handling poles is similar 

 to that shown in use with the logging outfit in l-'ig. (i. 



When the poles are piled either parallel or f)erpendicular to the 

 track as shown by Figs. 17 and 18, respectively, there should be 

 •rf(iuent breaks in the piles in order to permit the air to circulate 

 around the pf.les and keep them dry, and to reduce the fire 

 hazard . 



