    [Operation of Railroads]
    [From the U.S. Government Publishing Office, www.gpo.gov]

    ﻿WAR DEPARTMENT TECHNICAL MANUAL
    NON-CIRCULATING
    OPERATION OF RAILROADS
    GENERAL INSTRUCTIONS
    FOR THE INSPECTION AND
    MAINTENANCE OF
    LOCOMOTIVES
    AND LOCOMOTIVE CRANES
    WAR DEPARTMENT ■ APRIL 1945
    NTSU II RRARY
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    imuifi JI Ai T «*—
    TM 55-270
    c 1
    TECHNICAL MANUAL
    OPERATION OF RAILROADS—GENERAL INSTRUCTIONS FOR THE INSPECTION
    AND MAINTENANCE OF LOCOMOTIVES AND LOCOMOTIVE CRANES
    ChangesI
    No. 1 J
    WAR DEPARTMENT
    Washington 25, D. C., 28 July 1945
    TM 55-270, 30 April 1945, is changed as
    follows:
    15. Inspection of Interior of Boilers
    *******
    d. Repairs (Rule No. 5). Any boiler
    which develops cracks in the barrel will be
    taken out of service immediately, repaired
    properly, and reported to be in satisfactory
    condition on WD AGO Form 55-151 before
    it is returned to service.
    *******
    18. Staybolt Testing
    *******
    c. Method of Testing Flexible Staybolts
    With Caps (Rule No. 16).
    *******
    (4) The removal of flexible staybolt caps
    and other tests will be reported on WD AGO
    Form 55-228 (ch. 12), and a proper record
    kept of the inspections and tests.
    d. Method of Testing Flexible Staybolts
    Without Caps (Rule No. 17). Flexible
    staybolts which * * * as rigid bolts.
    Each time a hydrostatic test is applied such
    staybolt test will be made while the boiler
    is under hydrostatic pressure of not less than
    the allowed workin pressure and proper
    notation of such test will be made on WD
    AGO Form 55-228. (See ch. 12.)
    *******
    19. Steam Gauges
    *******
    f. Boiler Number (Rule No. 26). The
    builder’s number of the boiler, if known, will
    be stamped on the dome. If the builder’s
    number of the boiler cannot be obtained, an
    assigned number to be used in making out
    specification cards will be stamped on the
    dome. The number will * * * % inch
    high.
    28. Testing Main Reservoirs (Rule No. 47)
    *******
    b. The entire surface of the reservoir will
    be hammer-tested each time the locomotive
    is shopped for general repairs, but not less
    frequently than once each 18 months. Hammer
    test of main reservoirs will be due
    after 18 calendar months’ service, provided
    such service is performed within
    24 consecutive months. Portions of calendar
    months out of service will not be
    counted.
    42. Driving Gear,
    *******
    c. Pistons and Piston Rods (Rule No.
    65). Pistons and piston * * * condition
    for service. Piston rods will be examined
    carefully for cracks each time they
    are removed and will be renewed if found
    defective. All piston rods * * * en(j
    of rod.
    *******
    d. Rods, Main and Side (Rule No. 66).
    *******
    (3) Bearings and bushings will so fit the
    rods as to be in a safe and suitable condition
    for service; means will be provided to prevent
    fixed bushings from turning in the rods.
    Straps will fit * * * securely to rods.
    *******
    45. Cast-iron or Cast-steel Wheels (Rule
    No. 79)
    *******
    g. Worn Flanges. Wheels on axles
    ♦ * * % inch above tread. Wheels on
    axles with journals less than 5 inches by 9
    inches with flanges having flat vertical surfaces
    extending 1 inch or more from the
    AGO 1297A—July 637607*—IB
    NTSU LIBRARY
    tread, or flanges %6 inch thick or less, gauged
    at a point % inch above the tread.
    *******
    46. Forged Steel or Steel Tired Wheels
    (Rule No. 80)
    *******
    e. Flange worn to inch or less in thickness,
    gauged at a point % inch above the
    tread, or having flat vertical surface, 1 inch
    or more from tread; tread worn inch;
    flange more than 1^2 inches from tread to
    top of flange, or thickness of tires or rims
    less than shown in figures 4, 5, 6, and 7.
    *******
    58. Oil Tanks (Rule No. 95)
    The oil tanks * * * free from leaks.
    Tops of oil tanks will be kept clean and
    free of oil. An automatic safety * * *
    oil-supply pipe.
    64. General Procedures
    *******
    d. Personnel responsible for * ♦ ♦
    burning locomotive will:
    *******
    (7) See that the following valves are
    closed at the main turret-blower, air pump,
    feedwater pump, dynamo and lubricator.
    * * * * * * *
    66. Feedwater Control
    *******
    j. Adequate boiler blow-down * * ♦
    following general instructions:
    (1) Boilers will be blown down through the
    blow-off cock about % of a glass (column)
    at least once each 8 hours and more frequently
    if conditions require. This reduces
    the * * * at the mudring.
    *******
    72. Inspection of Locomotive
    a. In connection with * * * engine
    houses to:
    *******
    (4) Inspect, and when necessary, pack engine
    truck boxes.
    (5) Inspect, and when necessary, pack
    driving box cellars.
    (6) Inspect, and when necessary, pack
    trailing“ truck boxes. *******
    (16) Test the oil burner by opening1 the
    oil atomizer valve to see if the steam cavity
    is open and that the burner is not cracked;
    also check the' alignment of the burner. *******
    73. Preparation of Locomotive for Storage
    a. When a steam * ♦ * responsible
    personnel will:
    (1) Remove all supplies such as marker
    lamps, light globes, tool equipment, oil cans,
    seat cushions, and air brakes and signal hose. *******
    74. Movement of Locomotive "Dead-on
    Wheels" *******
    c. Place the main * * * in that position.
    Where mechanical lubricators are
    used, the link block will be placed off-center.
    d. Take two blocks of wood 12 inches in
    width by 6 inches in thickness and the length
    equal to that of the main rod bearing; fasten
    together with two % inch bolts; bore a hole
    the diameter of main pin and apply to main
    pin to fill space between eccentric crank, or
    main crank pin collar, and main connection.
    Or take pieces * * * connection rod
    bearing.
    e. Where mechanical lubrication * * *
    blocks off center. Never blank off any lubricator
    feeds with their cylinder and piston
    units in place as this will break lubricator
    pumps. Remove the respective lubricator
    cylinders and pistons, and replace with a
    blanking flange.
    *******
    85. Drawgear and Connections (Rule No.
    109)♦ *♦**♦♦
    e. When drawbars * * * not exceed
    inch. Buffer springs will be applied with
    not less than %-inch compression and will
    a AGO 1297A
    TEXAS
    Xaîl3<^«>X'À
    For trailing truck wheels.................. 1
    For driving wheels (more than one
    pair) ............................................. %
    (2) Ihese limits may be increased on locomotives
    operating on track where the curvature exceeds 20°
    and when it can be shown that conditions require
    additional lateral motion.
    (3) The lateral motion in all cases will be kept
    within such limits that the driving wheels, rods, or
    crank pins will not interfere with other parts of the
    locomotive.
    13
    h. Pilots (Rule No. 75). (1) Pilots will be attached
    securely, braced properly, and maintained in
    a safe and suitable condition for service.
    (2) The minimum clearance of pilot above the
    rail will be 3 inches, and the maximum clearance 6
    inches.
    i. Spring Rigging (Rule No. 76). (1) Springs
    and equalizers will be arranged to insure the proper
    distribution of weight to the various wheels of the
    locomotive and will be maintained approximately
    level and in a safe and suitable condition for service.
    (2) Springs or spring rigging with any of the
    following defects will be renewed or repaired: top
    leaf broken, two leaves in top half broken, or any
    three leaves in spring broken (the long side of spring
    will be considered the top); springs with leaves
    working in band; broken coil springs; and broken
    driving-box saddle, equalizers, hanger, bolt, or pin.
    j. Trucks, Leading and Trailing (Rule No.
    77). (1) Trucks will be maintained in safe and
    suitable condition for service. Center plates will fit
    properly and the male center plate extend into the
    female center plate not less than % inch. All centering
    devices will be maintained properly.
    (2) A suitable safety chain will be provided at
    each front corner of all four wheel engine trucks.
    (3) All parts of trucks will have sufficient clearance
    to prevent them from interfering seriously with
    any other part of the locomotive.
    Section V. WHEELS
    44. Wheels Tight on Axle (Rule No. 78)
    a. Wheels will be pressed securely on axles. Prickpunching
    or shimming the wheel fit will not be done.
    The diameter of wheels on the same axle will not
    vary more than %2 inch.
    b. Wheels used on standard gauge track will be
    out of gauge if the inside gauge of flanges, measured
    on base line, is less than 53 inches or more than 53^
    inches.
    c. The distance back-to-back of flanges of wheels
    mounted on the same axle will not vary more than
    % inch.
    45. Cast-Iron or Cast-steel Wheels (Rule No. 79)
    Such wheels with any of the following defects will
    not be continued in service:
    a. Slid Flat. When the flat spot is 2% inches
    or over in length, or if there are two or more adjoining
    spots each 2 inches or over in length.
    b. Broken or Chipped Flange. If the chip exceeds
    iy2 inches in length and y2 inch in width.
    c. Broken Rim. If the tread, measured from the
    flange at a point y8 inch above the tread, is less than
    3% inches in width.
    d. Shelled Out. Wheels with defective treads
    on account of cracks or shelled out spots 2% inches
    or over, or so numerous as to endanger the safety of
    the wheel.
    e. Brake Burn. Wheels having defective tread
    on account of cracks or shelling out due to heating.
    f. Seams % inch long or over, at a distance of %
    inch or less from the throat of the flange, or seams 3
    inches or more in length, if such seams are within
    the limits of 3% inches from the flange, measured at
    a point y8 inch from the tread.
    g. Worn Flanges. Wheels on axles with journals
    5 inches by 9 inches or over with flanges having
    flat vertical surfaces extending % inch or more from
    the tread, or flanges 1 inch thick or less gauged at a
    point y8 inch above tread. Wheels on axles with
    journals less than 5 inches by 9 inches with flanges
    having flat vertical surfaces extending 1 inch or more
    from the tread, or flanges inch thick or less,
    gauged at a point y inch above the tread.
    h. Tread Worn Hollow. If the tread is worn
    sufficiently hollow to render the flange or rim liable
    to breakage.
    i. Burst. If the wheel is cracked from the wheel
    fit outward.
    /. Cracked tread, cracked plate, or one or more
    cracked brackets.
    k. Wheels out of gauge.
    I. Wheels loose on axle.
    Note. The determination of flat spots, worn flanges, and
    broken rims will be made by a gauge as shown in figure 8,
    and its application to defective wheels as shown in figures
    9,10,11, 12 and 13.
    46. Forged Steel or Steel Tired Wheels (Rule No. 80)
    Such wheels with any of the following defects will
    not be continued in service:
    a. Loose wheels; loose, broken, or defective retaining
    rings or tires; broken or cracked hubs, plates,
    spokes, or bolts.
    b. Slid flat spot 2% inches or longer, or, if there
    are two or more adjoining spots, each 2 inches or
    longer.
    14
    c. Defective tread on account of cracks or shelled
    out spots 2% inches or longer, or so numerous as to
    endanger the safety of the wheel.
    d. Broken flange.
    e. Flange worn to 1%q inch or less in thickness,
    gauged at a point inch above the tread, or having
    flat vertical surface, 1 inch or more from tread; tread
    worn 1%6 inch; flange more than 1% inches from
    tread to top of flange, or thickness of tires or rims
    less than shown in figures 4, 5, 6 and 7.
    f. Wheels out of gauge.
    47. Driving and Trailing Wheels (Rule No. 81)
    a. General. Driving and trailing wheel centers
    with divided rims will be fitted properly with iron
    or steel filling blocks before the tires are applied, and
    such filling blocks will be maintained properly. When
    shims are inserted between the tire and the wheel
    center, not more than two thicknesses of shims will
    be used, one of which will extend entirely around the
    wheel.
    b. Driving Wheel Counterbalance (Rule No.
    82). This will be maintained in a safe and suitable
    condition for service.
    c. Driving and Trailing Wheel Defects
    (Rule No. 83). Such whels with any of the following
    defects will not be continued in service:
    (1) Driving or trailing wheel centers with three
    adjacent spokes or 25 percent of the spokes in wheel
    broken.
    (2) Loose wheels; loose, broken, or defective tires
    or tire fastenings; broken or cracked hubs, or wheels
    out of gauge.
    d. Driving and Trailing Wheel Tires (Rule
    No. 84). (1) The minimum height of flange for
    driving or trailing wheel tires, measured from tread,
    will be 1 inch for locomotives used in road service,
    except that on locomotives where construction will
    not permit the full height of flange on all drivers, the
    minimum height of flange on one pair of driving
    wheels may be inch.
    (2) The minimum height of flange for driving
    wheel tires, measured from tread, will be % inch for
    locomotives used in switching service.
    (3) The maximum taper for tread of tires from
    throat of flange to outside of tire, for driving and
    trailing wheels for locomotives used in road service,
    will be % inch, and for locomotives used in switching
    service, inch.
    (4) The minimum width of tires for driving and
    trailing wheels of standard-gauge locomotives will be
    5% inches for flanged tires, and 6 inches for plain
    tires.
    (5) The minimum width of tires for driving and
    trailing wheels of narrow gauge locomotives will be
    5 inches for flanged tires, and 5% inches for plain
    tires.
    (6) When all tires are turned or new tires applied
    to driving and trailing wheels, the diameter of
    the wheels on the same axle, or in the same driving
    wheel base, will not vary more than %2 inch. When
    a single tire is applied the diameter will not vary
    more than %2 inch from that of the opposite wheel
    on the same axle. When a single pair of tires is
    applied the diameter will be within %2 inch of the
    average diameter of the wheels in the driving wheel
    base to which they are applied.
    (7) Driving and trailing wheel tires with any of
    the following defects will not be continued in service :
    Slid flat spot 2% inches or more in length; flange
    15/i.6 inch or less in thickness, gauged at a point ¡%
    inch above the tread; or having flat vertical surface
    1 inch or more from tread; tread worn hollow %6
    inch on locomotives used in road service, or inch
    on locomotives used in switching service; flange more
    than \y2 inches from tread to top of flange. (See
    figs. 1, 2 and 3.)
    Note. The determination of flat spots and worn flanges
    will be made by a gauge as shown in figure 8, and its application
    to defective tires as shown in figures 9, 10, 11 and
    12.
    48. Minimum Tire Thickness (Rule No. 85)
    a. Minimum thickness for driving wheel tires on
    standard and narrow gauge locomotives are :
    Weight per axle (weight
    on drivers divided by
    number of pairs of
    driving wheels)
    (lb.)
    Diameter of
    wheel center
    (in.)
    Minimum thickness
    service limits
    Road
    service
    Switching
    service
    30,000 and under 44 and under 1% 1%
    Over 44 to 50 1%6 1%6
    Over 50 to 56 13% 1%
    Over 56 to 62 1716 1%6
    Over 62 to 68 1%
    Over 68 to 74 1%6 ...........
    Over 74 15% ...........
    Over 30,000 to 35,000 44 and under 1%6 1%6
    Over 44 to 50 13% 1%
    Over 50 to 56 1716 1%6
    Over 56 to 62 1% • 13%
    Over 62 to 68 1%6 ...........
    Over 68 to 74 15% ...........
    Over 74 1W16 ...........
    Over 35,000 to 40,000 44 and under 13% 1%
    Over 44 to 50 1716 1%6
    Over 50 to 56 1% - 13%
    Over 56 to 62 1%6 1716
    Over 62 to 68 15% ...........
    Over 68 to 74 1BÎ6 ...........
    Over 74 13% ...........
    15
    Weight per axle! (weight
    on drivers divided by
    number of pairs of
    driving wheels)
    (lb.)
    Diameter of
    wheel center
    (in.)
    Minimum thickness
    service limits
    Road
    service
    Switching
    service
    Over 40,000 to 45,000 44 and under 1716 1%6
    Over 44 to 50 1/4 E%
    Over 50 to 56 1%6 1%6
    Over 56 to 62 154 1%
    Over 62 to 68 1W16
    Over 68 to 74 1%
    Over 74
    Over 45,000 to 50,000 44 and under 1% 15%
    Over 44 to 50 1»/16 1716
    Over 50 to 56 15% 1%
    Over 56 to 62 1*716 1%6
    Over 62 to 68 1%
    Over 68 to 74 113/16
    Over 74 1%
    Over 50,000 to 55,000 44 and under 1%6 1716
    Over 44 to 50 15% 1%
    Over 50 to 56 1*716 19/16
    Over 56 to 62 13% 15%
    Over 62 to 68 113/16
    Over 68 to 74 1%
    Over 74 1*716
    Weight per axle (weight
    on drivers divided by
    number of pairs of
    driving wheels)
    (lb.)
    Diameter of
    wheel center
    (im)
    Minimum thickness
    service limits
    Road
    service
    Switching
    service
    Over 55,000 44 and under 15% 1%
    Over 44. to 50 1*716 1%6
    Over 50 to 56 15% 15%
    Over 56 to 62 1*716 1*716
    Over 62 to 68 1%
    Over 68 to 74 l15/ie
    Over 74 2 ...........
    b. When retaining rings are used, measurements
    of tires will be taken from the outside circumference
    of the ring, and the minimum thickness of tires may
    be as much below the limits specified above as the
    tires extend between the retaining rings, provided it
    does not reduce the thickness of the tire to less than
    1% inches from the throat of flange to the counterbore
    for the retaining ring.
    c. The minimum thickness for driving wheel tires
    will be 1 inch for locomotives operated on track of
    2-foot gauge.
    Section VI. LIGHTS
    49. Maintenance (Rule No. 86)
    Electrical equipment for lighting on locomotives so
    equipped will be maintained in safe and serviceable
    condition.
    50. Locomotives Used in Road Service (Rule No. 87)
    a. Each locomotive used in road service between
    sunset and sunrise will have a headlight affording
    sufficient illumination for locomotive enginemen in
    a clear atmosphere to see a dark object as large as
    a man standing erect at a distance of at least 800 feet
    in front of the locomotive.
    b. Each locomotive which regularly is required to
    run backward for any portion of its trip, except to
    pick up a detached portion of its train, or in making
    terminal movements, will have a rear headlight which
    will meet the requirements of a above.
    c. Such headlights will be provided with a device
    whereby the light from them may be diminished at
    stations and in yards or when meeting trains.
    d. When two or more locomotives are used in the
    same train only the leading locomotive will be required
    to display a headlight.
    51. Locomotives Used in Yard Service (Rule No. 88)
    Each locomotive used in yard service between sunset
    and sunrise, will have two lights, one located on the
    front of the locomotive and one on the rear. Each
    of these lights will be sufficient to enable a person in
    the cab of a locomotive under the conditions set forth
    in rule No. 87, to see a dark object such as that
    described, for a distance of at least 300 feet in front
    of the headlight.
    52. Cab Lights (Rule No. 89)
    Each locomotive used between sunset and sunrise will
    have cab lights which will provide sufficient illumination
    upon the steam, air, and water gauges to enable
    the enginemen to make necessary and accurate readings
    from their usual and proper positions in the
    cab. These lights will be located and constructed so
    that the light will shine only on those parts requiring
    illumination.
    16
    Section VII. THROTTLE AND
    53. Throttles (Rule No. 90)
    Throttles will be maintained in safe and suitable condition
    for service, and efficient means provided to
    hold the throttle lever in any desired position.
    54. Reverse Gear (Rule No. 91)
    Reverse gear, reverse levers, and quadrants will be
    maintained in safe and suitable condition for service.
    Reverse lever latch will be arranged so that it
    can be disengaged easily and provided with a spring
    which will keep it firmly seated in quadrant. Proper
    Section VIII
    56. Tender Frames (Rule No. 93)
    a. Tender frames will be maintained in a safe and
    suitable condition for service.
    b. The difference in height between the deck on
    the tender and the cab floor or deck on the locomotive
    will not exceed 1% inches.
    c. The minimum width of the gangway between
    locomotive and tender, while standing on straight
    track, will be 16 inches.
    57. Feed Water Tanks (Rule No. 94)
    a. Tanks will be maintained free from leaks, and
    in safe and suitable condition for service. Suitable
    screens will be provided for tank wells or tank hose.
    b. Not less frequently than once each month the
    interior of the tank will be inspected, and cleaned if
    necessary.
    c. Top of tender behind fuel space will be kept
    clean, and means provided to carry off waste water.
    Suitable covers will be provided for filling holes.
    58. Oil Tanks (Rule No. 95)
    The oil tanks on oil-burning locomotives will be
    maintained free from leaks. An automatic safety
    Section IX.
    60. Filing Reports (Rule No. 97)
    Responsible personnel will complete and file reports
    as required in chapter 12.
    61. Accident Reports (Rule No. 98)
    If an accident results from the failure, from any
    cause, of a locomotive or tender, or any of its parts,
    and causes serious injury or death to one or more
    REVERSING GEAR; ASH PANS
    counterbalance will be provided for the valve gear.
    55. Ash Pans (Rule No. 92)
    a. The operating mechanism of all ash pans will
    be maintained in a safe and suitable condition for
    service.
    b. In the zone of interior no part of the ash pan
    will be less than 2% inches above the rail, and in
    theaters of operation not less than the minimum
    clearance prevailing in the area concerned. In no
    case, however, will the minimum clearance be less
    than 2J4 inches.
    . TENDERS
    cut out valve, which may be operated by hand from
    inside and outside of cab, will be provided for the
    oil-supply pipe.
    59. Tender Trucks (Rule No. 96)
    a. Tender truck center plates will be fastened securely,
    maintained in a safe and suitable condition
    for service, and provided with a center pin properly
    secured. When shims are used between truck center
    plates, the male center plate will extend into the female
    center plate not less than % inch.
    b. Truck bolsters will be maintained approximately
    level.
    c. When tender trucks are equipped with safety
    chains, they will be maintained in a safe and suitable
    condition for service.
    d. Side bearings will be maintained in safe and
    suitable condition for service.
    e. Friction side bearings will not be run in contact.
    f. The maximum clearance of side bearings on
    rear truck will be inch, and if used on front truck
    % inch, when the spread of side bearings is 50
    inches. When the spread of the side bearings is increased,
    the maximum clearance may be increased in
    proportion.
    REPORTS
    persons, the unit which operates such locomotive will
    transmit immediately a report of such accident to the
    railway grand division headquarters in theaters of
    operations or to the chief of transportation in the
    zone of interior. This report will give specific information
    as to the nature of the accident, the place
    where the accident occurred, and the location where
    the locomotive may be inspected.
    CHAPTER 5
    INSPECTION AND MAINTENANCE OF STEAM LOCOMOTIVES
    Section I. BASIC PRINCIPLES
    62. General
    a. Careful daily inspection followed immediately
    by corrective measures will keep railroad equipment
    in operation for long periods of time and will reduce
    the cost of running repairs as well as the cost of
    major overhauls. Preventive maintenance on each
    piece of equipment will be made an indispensable
    part of the operation and its necessity impressed on
    the operating personnel.
    b. A suitable inspection pit will be provided to
    enable operating or maintenance personnel to inspect,
    to pack journals, and to make necessary repairs and
    adjustments to parts underneath locomotives and locomotive
    cranes.
    c. The condition of exterior surfaces of smokeboxes,
    boilers, fireboxes, frames, running gear, cabs,
    tenders, and locomotive cranes often indicate neglect
    of surface maintenance. Those responsible for War
    Department rail equipment will insure the protection
    of all metal surfaces. (See ch. 11.)
    63. Responsibilities
    a. The engineer is responsible for the equipment
    he is operating. His primary duty is to operate the
    equipment assigned to him efficiently and economically.
    His secondary duty is to maintain his locomotive
    in a clean, mechanically sound, and properly
    lubricated condition. He will inspect and make repairs
    daily to his locomotive, paying particular attention
    to proper lubrication. Daily work reports will
    be made on standard forms for the officer in charge
    of the equipment and these reports will be kept on
    file where the locomotive is assigned.
    b. The fireman’s primary responsibility is maintenance
    of the water level and proper steam pressure.
    He is subordinate to the engineer and will carry out
    his duties in conformance with the instructions of
    the engineer. The fireman will conserve fuel and report
    poor fuel to the officer in charge. He will observe
    proper procedures for firing and practice
    economy in the use of fuels and supplies. He will
    keep the deck and gangway clean for safety and
    convenience.
    c. Both fireman and engineer will avoid the following
    abuses:
    (1) Carelessly or improperly supplying water to
    the boiler.
    (2) Improper firing or allowing the boiler to expand
    and contract unnecessarily by varying the
    steam pressure.
    (3) Using the injector incorrectly by filling the
    boiler at a rapid rate when drifting or standing, unless
    there is a bright fire to heat the injector water
    to the boiler temperatures as fast as it comes into the
    boiler.
    (4) Using the blower excessively, especially with
    a light fire or when cleaning a fire.
    (5) Carrying too much or too little water in the
    boiler.
    (6) Failing to open cylinder cocks to relieve the
    cylinders of condensation when starting or when
    water rises in the boiler.
    (7) Using injectors or feedwater pumps while
    boiler is being blown down, or less than 4 minutes
    prior to blowing down.
    (8) Neglecting the machinery by not keeping
    parts properly lubricated, adjusted and repaired.
    (9) Working water through cylinders.
    (10) Allowing engine to slip unnecessarily or
    pound excessively.
    d. Burning a steam locomotive boiler through neglect
    of the crew is a serious offense and calls for
    disciplinary action. Boilers are burned as a result
    of—
    (1) Allowing boiler water level to become lower
    than the top of the crown sheet.
    (2) Allowing the boiler interior to become so
    badly scaled or mud-packed that heat transfer is not
    accomplished through the sheets to the water.
    17
    18
    e. If cylinders, air pumps, feed water system,
    lubricators, and steam pipes are improperly drained,
    they may freeze. Damage by freezing caused by
    carelessness will result in disciplinary action.
    f. All steam leaks from packing nuts and glands
    will be corrected as soon as they develop. If leaks
    develop which cannot be stopped by the locomotive
    crew, the defects causing them will be reported immediately
    to the officer in charge so that corrective
    measures may be taken. Uncorrected and unreported
    leaks indicate a careless and incompetent
    engineman.
    Section II. FIRING LOCOMOTIVES
    64. General Procedures
    a. Before a locomotive is fired, the enginehouse
    foreman and engine watchman or fire lighter personally
    will :
    (1) Spot the locomotive correctly in the roundhouse
    so that the stack is directly under the roundhouse
    smoke-jack to prevent the roof from being
    ignited.
    (2) Determine that there is ample water in the
    boiler; at least two gauges of water or one-half
    glass. Keep both top and bottom water glass cocks
    wide open; check the water level by opening the
    drain valve under water glass and make sure that
    the water returns to the proper level when the drain
    valve is closed ; and check the water level in the glass
    by opening the gauge cocks.
    (3) See that the blow-off cocks are not leaking
    at the blow-down muffler.
    (4) See that the cylinder cocks are open.
    (5) See that the steam-chest relief valves are
    open.
    (6) See that the engine is blocked with a chain
    ahead and behind each main wheel.
    (7) See that the throttle is closed tightly and that
    the reverse lever is in center position.
    (8) Examine the firebox for any foreign matter;
    determine the condition of brick work ; note if the
    flues are free from leaks, and if the dampers are in
    operating condition.
    (a) On oil-burning locomotives note the condition
    of the burner and remove carbon, firebrick, or
    other obstructions which would interfere with the
    flame from the burner to the opposite end of the
    firebox.
    (&) On coal-burning locomotives, inspect the
    grates, grate bars and center grates.
    (9) Make certain that the record is signed by
    both enginehouse foreman and engine watchman or
    firelighter, showing the time and date when the
    engine was ready to be fired up and the time it was
    actually fired up by engine watchman or firelighter.
    b. Personnel responsibile for proper firing of War
    Department steam locomotives will secure greater
    safety and efficiency in the use of this equipment by
    observing the following instructions:
    (1) The engine crew, when going on duty, will
    first ascertain the water level in the boiler by testing
    gauge cocks and water glass; tests will be made
    also at frequent intervals between terminals. Carelessness
    may cause severe damage to the boiler and
    possible explosion; never let the water get below the
    bottom of the water gauge glass or the bottom gauge
    cock.
    (a) To test water-gauge glass, alternately open
    and close the top and bottom water-gauge glass cocks
    with the water-gauge glass drain cock open, allowing
    each to blow about 30 seconds. Then open both
    water-gauge glass cocks and close the drain valve
    after which water should return to the glass immediately.
    (&) To test water column, open drain cock and
    let water and steam blow about 30 seconds.. Close
    drain valve and water should return immediately.
    (c) Under no circumstances will water be added
    to the boiler when the water level cannot be determined
    definitely by test. In such instance, dump or
    kill the fire at once, cover the smokestack, and close
    the fire doors. Isolating the firebox from an influx
    of air in this manner will retard cooling of the firebox
    sheets and will materially reduce damage.
    (2) In firing a locomotive, fire as light as possible
    for the work required; maintain an even steam pressure
    at all times; and carry a level fire on the grates,
    a little heavier at the sides and rear to prevent air
    from coming through too rapidly near the side and
    back sheets.
    (3) The furnace door will not be opened unnecessarily.
    When the furnace door is opened, the
    flow of air through the flues increases in proportion
    to the amount of air that passes through the
    door and the rapid contraction of the flues and sheets
    of the firebox due to cold air makes leaks possible.
    The fire door will be securely latched as soon as the
    fire is started in the firebox and at all times when
    the locomotive is under fire.
    19
    (4) The feedwater heater will not be used by
    the engine watchman or the firelighters for placing
    water in the boiler. The injector only will be used
    for this purpose. Water must not be placed in the
    boiler when the fire has died down, as this will cause
    the flues to leak.
    (5) In case the water in the boiler reaches the
    level of the bottom gauge cock, the fire must be
    extinguished immediately and the enginehouse foreman
    notified promptly. No water will be placed
    in the boiler unless so authorized by the foreman.
    (6) Use blow-off cocks in accordance with instructions.
    (7) Cab curtains will be rolled up or pulled aside
    when the engine is being fired up or is left unattended.
    This avoids any danger of a back flash
    which may ignite the curtains and the cab.
    (8) When the fire is being cleaned or killed,
    excessive use of the blower damages the boiler by
    drawing cold air through the firebox and flues.
    (9) Firelighters and engine watchmen will maintain
    careful watch over each engine in their charge
    by checking frequently the engines being fired up.
    (10) Operating crews will make proper inspection
    of firebox sheets before leaving and after
    arriving at terminals, noting any defects on their
    report for attention of the proper authorities.
    c. Personnel responsible for firing up oil burning
    locomotives will:
    (1) Connect roundhouse blower to locomotive
    after blowing out condensation in the line, when not
    under steam.
    (2) Drain water from the oil tank and open
    the drain on the engine oil heater.
    (3) Use wood in starting the fire when steam
    pressure is not available to work the atomizer and
    blower; take care when putting the wood in the
    firebox to avoid damaging the brick work or burner.
    (4) Insure flow of oil to burner by mild circulation
    of steam through engine oil heater and by heating
    oil in tank to provide an oil temperature of 150°
    to 165° F. at the burner. In cold or freezing
    weather, use blowback valve to clean out oil feed
    pipe into oil tank.
    (5) Open atomizer valve to blow out any condensation
    that may be in the steam pipe or steam
    passage of burner.
    (6) Open the damper.
    (7) Open the blower valve slightly to create a
    light draft through the firebox in order to carry
    out any accumulation of gas that may originate in
    firebox.
    (8) Open oil tank valve.
    (9) Apply the wire basket carrying ignited waste
    in the firebox and stand to left side of fire door.
    (10) Open the atomizer valve enough so that
    when the oil begins to flow, the steam current will
    be sufficient to carry the oil to the fire. Open firing
    valve carefully to avoid a heavy explosion when
    the oil ignites. Adjust firing valve and atomizer
    to generate steam without creating a black smoke.
    (11) Never light a fire from heated bricks as an
    explosion may occur, resulting in personal injury
    and damage to the brick work. Adjust the atomizer
    and the firing valve so that the oil will be atomized
    and consumed as it passes from the burner. Avoid
    any careless adjustment that might cause wastage of
    oil and possible damage by fire or explosion if drippings
    from the burner drop into the pit and ignite.
    Make all observation through fire-door peep-hole,
    taking care to guard against the out-flash of flame
    which may follow the ignition of oil.
    (12) When starting a fire in a locomotive having
    steam in its boiler from a previous fire that has been
    extinguished from any cause, take precautions
    against possible explosion by opening the blower
    sufficiently to draw the gases from the firebox and
    the flues.
    (13) When the boilers are filled with cold water
    adjust the firing valve to require approximately \y2
    hours to raise the steam pressure the first 50 pounds,
    and an additional hour to raise the pressure to 200
    pounds. (A proportionately longer time will be
    taken when the maximum pressure is higher than
    200 pounds.) When the boilers are filled with hot
    water, reduce the time consumed in firing up engines
    to an extent that will not injure the firebox or boiler.
    (14) After the engine has 40 to 80 pounds of
    steam, depending upon the size of the engine, disconnect
    the roundhouse blower line and fire up the
    engine under its own steam.
    (15) If wood has been used in starting the fire,
    burn or remove completely all wood from the firebox
    before moving the locomotive to avoid the
    danger of setting fire to adjacent buildings or inflammable
    material. Watch fire carefully as sparks
    from burning wood will be drawn through the flues
    and stack when the locomotive is working.
    d. Personnel responsible for putting out fire in
    oil burning locomotive will:
    (1) Shut off oil valve under tender.
    (2) When oil in pipes between oil valve on tender
    and the burner has been allowed to flow out and
    burn, close the firing valve.
    (3) Close the atomizer.
    (4) Close the damper.
    (5) Shut off blower.
    20
    (6) Close valves to tender open heater and to
    coil heater.
    (7) See that the following valves are closed at
    the main fountain-blower, air pump, feedwater
    pump, dynamo and lubricator.
    e. Personnel responsible for firing up coal burning
    locomotives, either hand fired or equipped with
    any type of stoker, will—
    (1) Connect roundhouse blower to locomotive
    after blowing out condensation in the line.
    (2) Inspect grates to see that they are level and
    that ash-pan doors are closed.
    (3) Build thin coal bed on grates by use of scoop
    shovel.
    (4) Throw lighted waste on top of coal bed and
    spray with wiping oil until coal bed is ignited.
    (5) After engine has 60 pounds of steam, disconnect
    roundhouse blower line and operate blower
    with steam from boiler.
    (6) On locomotives equipped with mechanical
    stokers, do not operate the stoker mechanism but
    use scoop shovel.
    (7) Putting too many scoops of coal on a bright
    fire is a waste of fuel and reduces the effective
    grate area and the temperature of the firebox. The
    fire will be kept burning brightly and at as high
    and even a temperature as possible in order to consume
    the gases; this is accomplished by firing lightly
    and often. Improper or uneven firing has a tendency
    to cause the flues to leak. If the pressure is
    not maintained regularly the sudden change of temperature
    makes the flues and sheets of the firebox
    contract and expand. If an uneven fire is carried,
    holes will develop and cold air come through, lowering
    the temperature, chilling the flues and causing
    leaks. Carrying too heavy a fire causes clinkers to
    form.
    (8) Starting a heavy train with a too light fire
    on the grates will lift the fire from the grates forming
    holes that admit cold air into the firebox which
    in turn reduce the boiler pressure and may start the
    flues to leaking. The rake will be used to level
    the fire whenever necessary.
    (9) Allowing the ash pan to become filled with
    clinkers and ashes prevents the right amount of air
    from reaching the firebox and may warp the ash pan *
    and burn out the grates.
    f. Personnel responsible for putting out fires and
    cleaning ash pans in coal-burning locomotives will:
    (1) Shut off stoker engine and jet.
    (2) Open ash pan hopper doors.
    (3) Open blower slightly.
    (4) Shake ash and any live fire into ash pan.
    (5) Clean all ash and live fire from ash pan into
    cinder pit by means of blower nozzles, hooks, rakes,
    and the like.
    (6) Quench the hot ash and live fire.
    (7) Close hopper doors, lock grate shakers and
    shut off blower.
    65. Safety Precautions
    a. The netting in the smoke box or on top of
    smoke stack will be maintained in proper condition.
    The cinder slide and hand-hold plates will be in their
    proper places and securely fastened. It is important
    that the ash pan and ash-pan slide be properly
    secured and free from holes; otherwise, live coals
    will roll out of the pan and start fires along the track.
    To prevent throwing cinders in the vicinity of warehouses
    or places where fires may be started, unnecessary
    hard usage of the locomotive will be avoided.
    b. Gauge cocks will be tested to see that they open
    and close; the water glass cock will be blown out
    to see that water circulates properly in the glass.
    Gauge cocks, water glass cocks, and water column
    connections will be cleaned out at time of monthly
    inspection and boiler wash-out.
    c. Keep the cylinders free from water to avoid
    damaging the valves and cylinders, to insure perfect
    lubrication, and to obtain the most efficient service
    from the locomotive.
    d. The driving wheels will not be slipped to get
    water out of the cylinders and steam passages; the
    water will be worked out by opening the cylinder
    cocks and starting the engine slowly.
    e. Shaking of grates or cleaning the ash pan will
    not be done while the engine is in yards or passing
    over crossings and bridges. Fires started on the
    track by cleaning the ash pan will be extinguished
    promptly. Fires will not be cleaned or ash pans
    dumped over turn-outs or cross-overs.
    Section III. FEEDWATER CONTROL AND BOILER MAINTENANCE
    66. Feedwater Control
    a. To insure that the water glass and its connections
    are in working order at all times, the water
    level will be proved by the use of the gauge cocks.
    b. The boiler will be filled before the fire is drawn.
    Cold water will not be put into a boiler after the
    fire has been drawn since the flues have a tendency
    to contract and leak.
    c. Water will not be supplied to the boiler any
    21
    faster than necessary to care for the existing conditions.
    d. Foaming is caused by foreign matter such as
    oil, soap, alkali, soda, or grease getting into the
    boiler; all untreated feed water contains foaming
    matter. Priming is caused by filling the boiler too
    full of water. In either of these conditions considerable
    damage is likely to result; there is danger
    of knocking out the cylinder heads or causing excessive
    strain on others parts of the equipment. This
    can be avoided by carrying the proper amount of
    water in the boiler, by obeying carefully the instructions
    pertaining to blowing down the boiler, and by
    operating the locomotive in the proper manner. In
    case of foaming or priming, the main throttle will
    be partly or entirely closed allowing boiler water to
    settle to its true level; cylinder cocks will be opened
    and the main throttle operated lightly to work the
    water out through the cylinder cocks.
    e. When reaching the top of grades, have sufficient
    water in boiler to protect crown sheet before
    starting down grade, since the water level will drop
    when throttle opening is reduced or closed.
    f. If the water disappears from the water-gauge
    glass immediately after closing the throttle, the
    throttle will be opened, the air brake used to keep
    the engine under control, and both injectors used
    to bring the water to the proper height again.
    g. Injectors will be tested every day and worked
    regularly to keep them in good working order. Lack
    of attention to the second injector and failure to use
    it each day will allow the joints to work loose and
    the boiler check to fill up with mud and scale.
    h. At least once each 30 calendar days boilers
    will be washed with water at sufficient pressure to
    dislodge all foreign matter. All wash-out plugs
    will be removed each time the boiler is washed out.
    Never use cold water to wash a hot boiler as the sudden
    contraction of the firebox may cause firebox
    sheets to crack or staybolts to break.
    i. There is no locality in the continental United
    States or in the theaters of operations where feedwater
    does not require some treatment or processing
    to make it suitable for boilei- use. For this reason,
    it is essential that boiler feedwater be properly
    treated by the use of boiler compounds. All personnel
    responsible for the care of locomotive boilers
    will follow the procedure outlined in Chapter 3. It
    is imperative that any treatment be administered in
    exact conformity to the instructions set down. All
    personnel are warned that improper or inadequate
    water treatment can lead to serious boiler conditions
    which are both detrimental and dangerous.
    j. Adequate boiler blow-down is an essential adjunct
    to proper water treatment as well as to proper
    operation. Personnel responsible for this phase of
    operation will observe the following general instructions
    :
    (1 ) Boilers will be blown down through the blowdown
    cock about % of a glass (column) at least
    once each 8 hours and more frequently if conditions
    require. This reduces the concentration of foaming
    ingredients (called total dissolved solids) in the
    boiler water. A further advantage is gained by the
    prompt and frequent removal of sludge which collects
    at the mudring.
    (2 ) All road locomotives which are equipped with
    blow-off cocks operated from the cab will be blown
    approximately every 20 miles for a period of 30
    seconds. If the engine is equipped with cab-operated
    cocks on both right and left sides, the enginemen
    and firemen will alternate in performing blow-downs.
    (3 ) It is preferable to have the pump or the injector
    shut off while blowing.
    (4 ) Proper precautions will be observed when
    using blow-off cocks to prevent damage to property
    or injury to persons.
    (5 ) The schedule given above is the minimum
    required. If foaming occurs, the engine will be
    blown down immediately and as frequently thereafter
    as necessary to obtain the proper water condition.
    (6 ) Engines in switching service will be blown
    down approximately once each hour at any convenient
    location. It will be permissible to use blow-off
    cocks operated from the running board, provided the
    locomotive is not in motion when such blowing is
    performed.
    67. Boiler Maintenance
    a. Obstructed flues reduce the heating surface
    and the steaming capacity of the boiler. As a rule,
    they cause leaky flues and poor steaming conditions.
    The stoppage of a large number of flues decreases
    the heating surface and draft. Flues will be cleaned
    at time of each monthly washout and whenever conditions
    may require it.
    b. Blowing of flues is accomplished by directing
    through each flue a jet of steam or compressed air
    from a suitable nozzle to insure complete removal of
    soot and cinders. In the event steam or air is not
    available, a suitable flue brush or rod may be used.
    c. A boiler, to be in good condition and to operate
    efficiently, must have good circulation and be free
    from mud and scale. Proper water treatment and
    blowing of the boiler on schedule will produce these
    results.
    22
    d. If the leg of the firebox becomes filled with sheets and they will become blistered or mudmud,
    no water will be in contact with the firebox burned.
    Section IV. MACHINERY MAINTENANCE, LUBRICATION, AND INSPECTION
    68. Machinery Maintenance
    a. General. Immediate correction of any unusual
    condition when first observed is necessary to
    avoid damage to the equipment and unnecessary
    major repairs.
    b. Wedges. When setting up the wedges, place
    driving wheel on the top quarter on the side with the
    loose wedge. The brake will not be set as the brake
    shoe will push the driving box against the wedge
    to be adjusted. The driving wheels will be blocked
    so the locomotive cannot move. The boxes will be
    pushed, with a little steam, against the shoe or dead
    wedge, and the wedge set up until it is a snug fit;
    it should be pulled down sufficiently to allow for
    expansion and then fastened. If wedges are set up
    too tight, the boxes will stick and the locomotive
    will ride hard. Inspection of the locomotive when
    moving will locate the defective wedge; usually the
    driving box gets hot. The wedges then should be
    pulled down immediately. The jam nuts on the
    wedge bolts should be loosened and backed down.
    If the wedge is stuck too tightly, it may be necessary
    to run one or more of the wheels over a block, or
    loosen the pedestal brace bolt and allow the jaws to
    spread.
    c. Rod Brasses. If properly fitted, rod brasses
    will be keyed brass to brass; if not so fitted, they
    will be keyed on the large part of the pin so that they
    will be sufficiently free to run without heating and
    snug enough to run without pounding. They will not
    be keyed tightly enough to prevent lateral movement
    of the brass on the pin.
    d. Side Rods. The side rods on a Mogul or Consolidation
    type locomotive will be keyed by placing
    the engine on center on the side to be keyed. The
    brass on the main pin will be keyed up first, working
    each way toward the ends of the rods, with care
    taken to keep them the proper length so that they do
    not bind when passing either center. The wedges
    will be set up properly before the side rods are keyed.
    69. Locomotive Lubrication
    a. The object of lubrication is to keep a film of
    oil, grease, or some lubricant between two bearing
    surfaces to prevent excessive friction created when
    they are in close contact.
    b. To give perfect lubrication the feeders of all
    oil cups will be adjusted to feed regularly as small
    a quantity of oil as possible, consistent with adequate
    lubrication.
    c. When the engine is being oiled it is bad practice
    to disturb the packing on top of driving and
    engine truck boxes with the spout of an oil can.
    This packing is put on top of the boxes to assist
    in keeping dirt and dust out of oilholes and to aid
    in gradual lubrication from the top of the box. Disturbing
    the packing will permit grit and dirt to work
    into oil holes and bearings.
    d. To insure perfect lubrication, enginemen will
    make sure that—
    (1) Waste on top of all driving boxes and engine
    trucks is well oiled and in proper shape.
    (2) All oil holes are open, except as stated in c
    above.
    (3) The packing in cellars is in good condition
    and in contact with the journals.
    (4) All grease cups are filled.
    ( 5 ) The lubricator is working properly.
    e. It is bad practice to keep engine oil close to the
    boiler in warm weather. The oil is thinned to such
    a degree by the heat of the boiler that it runs off as
    soon as it is applied and proper lubrication is not
    accomplished.
    f- Engine oil (U. S. Army Specification No. 2-
    60D) will not be used in the lubricator because
    engine oil begins to separate and give off gas at
    345° F.; thus it loses its lubricating qualities before
    it reaches the temperature of the valves and cylinders
    when they are working under steam. The temperature
    of steam at 120 pounds is 350° F. Valve oil
    (Federal Specification No. VV-O-601) will be used
    in lubricators.
    g. Hot bearings will be cooled gradually to prevent
    undue strain on the metal. Defective lubrication
    and improperly adjusted bearings cause overheating
    and damage to the equipment.
    70. Air Compressor and Brakes
    a. The air pump will be started slowly with the
    drain cocks open to allow the condensed water to
    escape. Since no provision is made in the steam end
    to cushion the piston at the end of its stroke, the air
    pump will be allowed to work slowly until a pressure
    23
    of 30 or 40 pounds has accumulated in the main reservoir.
    The drain cocks will then be closed and the
    throttle valve opened sufficiently to operate the compressor
    at the correct speed. The lubricator will be
    started when the pump is first put in operation. Air
    reservoirs will be drained at least once a day to remove
    condensation.
    b. The steam end of the air pump will be oiled by
    the sight-feed lubricator at the rate of about 3 drops
    per minute. The air end will be oiled by means of
    the oil cups placed on the pumps for that purpose
    and by the swab on the piston. Valve oil will be
    used (Federal Specification No. VV-O-601).
    c. Air compressor and air brake troubles.
    (1) The following are common reasons for the
    pump stopping:
    (a) The governor may be out of order.
    (&) The reversing valve may be dry and in need
    of lubrication.
    (c) Nuts on the piston rod may be loose or
    broken.
    (d) One of the pistons may be pulled off.
    () Rinse off all dirt and cleaner with clean water,
    hot water preferred.
    (c) If after rinsing, oily or dirty spots remain
    on the surface, at riveted joints or at corners, scrub
    these spots again with the cleaner and rinse until a
    clean surface is obtained.
    (d) Apply cleaner only to a small surface at a
    time (that is, to one side of a cab or to a strip 2
    or 3 feet wide for the height of the tender) ; then
    rinse off before it dries. If the cleaner is allowed to
    dry on a surface, the oil, dirt and grime which had
    been loosened will set, requiring application of more
    cleaner for removal.
    (3) After the engine and tender are thoroughly
    clean, paint all dull or dingy surfaces on driving
    wheels, fronts of cylinders, cylinder jackets, and
    other parts of running gear which are usually
    painted. Use locomotive black paint and apply either
    by brushing or spraying. Paint blisters, rough spots,
    and all inert matter, will be removed from surfaces
    before painting.
    (4) If the jacket is dingy, brush or spray a coat
    of locomotive black paint on freight locomotives.
    (5) Brush the smoke box and the sides of the
    firebox under the cab which are painted with an
    approved make of front-end paint. Apply a new
    coat of front-end paint if necessary.
    (6) Polish the bell and clean rods; hand wipe
    or paint the air pump and feedwater heater jackets.
    d. During the quarterly inspection of a steam locomotive,
    which also includes work performed on daily
    and monthly inspection, maintenance personnel will:
    (1) Test steam gauge.
    (2) Clean steam gauge cocks and syphon cocks.
    (3) Anneal steam gauge syphon pipes.
    (4) Examine valve and cylinder packing.
    (5) Renew packing on all cab and fountain valve
    stems.
    (6) Clean and brush smoke-box front end and
    firebox where parts are exposed ; then paint and
    brush thoroughly.
    (7) Clean, test, repair, and adjust the air pump
    governor.
    (8) Remove, clean, and inspect water glasses
    (tubes or reflex glasses) ; renew any that are worn.
    Renew all water glass gaskets.
    (9) Inspect and repair steam injectors.
    (10) Examine grates and rigging; renew them
    if necessary.
    e. During the semi-annual inspection of a steam
    locomotive, which also includes work performed on
    daily, monthly and quarterly inspections, maintenance
    personnel will :
    ( 1 ) Examine and lubricate engine and tender
    truck center castings.
    (2) Remove, clean and repair injectors.
    (3) Remove and wash out all type of force feed
    lubricators ; also remove and clean screens.
    (4) Operate the force feed lubricator by hand
    to make sure that the pipes are open and free from
    leakage.
    (5) Test mechanical lubricator terminal checks.
    f. During the annual inspection of a steam locomotive,
    which also includes work performed on daily,
    monthly, quarterly, and semi-annual inspections,
    maintenance personnel will :
    (1) Remove branch pipes, anneal copper pipes,
    and clean all scale. Examine boiler checks and clean.
    (2) Whitewash all main and side rods and hammer
    with copper hammer.
    (3) Inspect for cracks and other defects.
    Section V. LOCOMOTIVES OUT OF SERVICE
    73. Preparation of Locomotive for Storage
    a. When a steam locomotive is prepared for storage,
    responsible personnel will:
    (1) Remove all supplies such as market lamps,
    light globes, tool equipment, oil cans, seat cushions,
    and air brakes and signal hose.
    (2) Drain all water from boilei- and tender while
    the surfaces are still warm and remove all washout
    plugs to permit boiler to dry thoroughly. When a
    dry boiler cannot be assured because of atmospheric
    or other conditions, blow powdered soda ash into the
    boiler until all surfaces have been dusted. Take
    precautions against leaving boilers filled with water
    during storage where freezing temperatures are encountered.
    (3) Drain feedwater pump, lubricators, air
    pumps, injector pipes, turbogenerators, and all other
    pipes where water may accumulate to cause rust or
    freezing with consequent blow out of heat units.
    Disconnect tank hose between engine and tender.
    (4) Cover with reclaimed journal box oil or other
    suitable rust preventive, all side and main rods,
    valve gear parts, guides, piston rods, throttle and
    reverse levers and quadrants, piston rods on air
    compressors and feedwater pumps, and all other
    outside finished parts.
    (5) Paint boiler jacket with a suitable rust preventive
    during the rainy season.
    (6) When locomotive is stored some distance from
    roundhouse or where parts may be stolen, board up
    the cab and headlight to protect them from damage.
    (7) Examine locomotive after heavy rains and
    cover again with rust preventive if necessary.
    (8) Move locomotives in storage periodically to
    keep the cylinders, valve chests and other parts lubricated.
    Connect air compressors and feedwater
    pumps to air line and operate for a short time to
    distribute lubrication.
    b. To protect equipment from freezing when a
    steam locomotive is not in service, is awaiting assignment,
    or is in temporary storage, responsible personnel
    will—
    (1) Blow out all water from the cylinder units,
    steam pipes, passages, and channels. Secure stack
    covers on top of smoke stack. Drain air pumps,
    remove reversing rod valve cap nut, and pour a
    small quantity of light oil in reversing valve chamber.
    (2) Take the following precautions at the beginning
    of freezing weather: Clean and test all steam
    heat reducing valves; test the steam heat pressure
    gauge at time of cleaning valve; inspect all steam
    heat metallic connections on locomotives under steam
    pressure.
    (3) Drain at frequent intervals water and foreign
    matter from main reservoir and from all other parts
    of equipment. Keep air compressors moving slowly
    in freezing weather and keep partly open all drain
    cocks, cut-out cocks and angle cocks so that circulation
    of air will prevent freezing.
    74. Movement of Locomotive "Dead on Wheels"
    To prevent damage and unnecessary deterioration
    when a steam locomotive is processed for movement
    "dead on own wheels,” responsible personnel will—
    a. Remove the main and eccentric rods, except
    where they are required to operate the mechanical
    lubricating system of the running gear. Give rods a
    heavy coating of grease.
    b. Move crossheads to the extreme front end of
    the guides and secure them in this position with a
    block 2 inches thick and in width equal to that of the
    guide. Fasten the blocks to the guide by wrapping
    metal strips not less than 20-gauge in thickness and
    1 inch in width around the block and guide, securely
    nailing the strips to the block. Place at least four
    of these strips around each block, spacing them
    equal distances apart.
    c. Place the main valve in the center so that reciprocating
    parts of the valve gear will be about
    equally balanced and clamp in that position. Where
    mechanical lubricators are used, the link will be
    placed off-center.
    d. Take two blocks of wood 12 inches in width
    by 6 inches in thickness and the length equal to that
    of the main rod bearing; fasten together with two
    inch bolts; bore a hole the diameter of main pin
    and apply to main pin to fill space between eccentric
    crank and main connection. Or take pieces of lumber
    from % inches to 1% inches thick, approximately
    1% inches wide and the length of the back
    end main rod bearing and nail a sufficient number
    of these strips with the ends parallel about 1 inch
    apart, to two metal strips not less than 20-gauge
    material, approximately 1 inch wide. Then wrap
    this around the main bearing and secure by nailing
    the ends of the metal strips to the wood, this band
    thereby acting as a spacer between the eccentric
    crank arm, or main crank pin collar, and the middle
    connection rod bearing.
    e. Where mechanical lubricators are used enroute,
    remove pistons and piston rods, coat cylinder
    walls with rust preventive, and replace cylinder
    heads. Seal piston rod opening in back heads with
    oiled paper and wood blocks. Coat pistons, piston
    rings and piston rods with rust preventive, wrap
    with water proof paper, and box. Place the valve on
    center and lock. Remove the eccentric rod and place
    link blocks off center. Never blank off lubricator
    feeds to cylinders and valve chambers as this will
    break lubricator pumps.
    f. Oil shoes and wedges, fill rod cups and see that
    packing in all boxes is in good shape.
    g. Load on the engine all parts removed and
    block them securely.
    h. During winter months, drain completely all
    pipes, air pumps, feed water pumps, lubricators,
    boilers and tenders.
    i. Block handles of both brake valves in running
    position. Close and fasten double-heading or cutout
    cock under brake valve. Clean dead engine
    fixture and open cut-out to it.
    j. Reduce the adjustment of the safety valve on
    the distributing valve whenever absence of water in
    the boiler, or other reason, justifies keeping the
    maximum braking power lower than the standard.
    k. Equip "dead” locomotives with side rods in
    position; inspect to determine if locomotive is safe
    for movement in tow, then haul in freight trains
    limited to a speed of 15 miles per hour.
    Z. If "dead” locomotives are not fully equipped
    with air brakes, the following definite set-up for
    27
    handling the equipment will be followed in the zone
    of the interior. Operating personnel will—
    (1) Equip each locomotive with a standard
    pivoted-type coupler, front and rear ends.
    (2) Equip each locomotive with an F-2 plain-acting,
    triple valve joined to one of the main reservoirs
    which will serve as an auxiliary reservoir, and connect
    with the locomotive and tender brake cylinders.
    Disconnect the drain and plug the hole of the steam
    brake cylinder on the tender. Set the brake-pipe
    pressure at 90 pounds.
    m. In the make-up of the train for movement,
    personnel will—
    (1) Space four idler cars between the hauling
    locomotive and the first “dead” engine in the train.
    (2) After the first “dead” engine, space two idler
    cars between each of the “dead” engines in the train.
    (3) Space two idler cars between the last “dead”
    engine and the cabin car.
    (4) Determine the number of “dead” engines to
    be handled by the physical characteristics and operating
    conditions on the railroads over which the
    “dead” locomotives are moved.
    «.If circumstances require backward hauling of
    “dead” locomotives equipped for road service, turn
    locomotive at the first point where there are facilities
    for doing so. Limit speed of train to 10 miles per
    hour until properly headed.
    o. Designate messenger or pilot to accompany the
    locomotive and tender to its shipping destination.
    Such pilot must know the working parts of the running
    gear, make frequent inspections enroute, watch
    for hot pins and bearings; apply a good grade of
    engine oil to all wearing parts, including shoes and
    wedges; lubricate properly other parts of the locomotive
    ; make a written report of the running condition
    to the officer at receiving station, and obtain a
    receipt for delivery of the locomotive.
    75. Preparation of Locomotive for Ocean Transit
    In case it is necessary to prepare erected steam locomotives
    for oversea shipment, detailed instructions
    will be issued by proper authority.
    76. Care During Layover Periods
    a. It will be the duty and responsibility of the engineer
    or operator, who places a locomotive or crane
    at the completion of work, to block the driving
    wheels with suitable block or chain.
    b. With steam equipment it will be his duty also
    to:
    (1) Place reverse lever on center or neutral position.
    (2) Properly close main throttle.
    (3) Open cylinder cocks.
    (4) Shut off steam supply to air pumps.
    (5) Drain main reservoirs of all condensation.
    (6) If so equipped, to open manually operated relief
    cocks in valve chambers as additional precaution.
    c. It will be the duty and responsibility of the
    hostler while equipment is in his charge, to determine
    :
    (1) That driving wheels are properly blocked to
    prevent moving.
    (2) That main throttles are maintained in close
    positions.
    (3) That cylinder cocks and relief cocks, if so
    equipped, are maintained in open positions.
    (4) That reverse levers are maintained in center
    or neutral position.
    d. A locomotive or locomotive crane under steam
    will not be left unattended. Do not bank fires with
    an excessive amount of coal for the night. A competent
    person will be assigned to watch the engine
    or crane when it is idle. Lack of proper attention
    may result in burned boilers due to low water. In
    cold weather the watchman will be held responsible
    for maintaining a sufficient fire to prevent freezing
    of the boiler appurtenances or damage to the equipment.
    CHAPTER 6
    REGULATIONS GOVERNING INSPECTION AND TESTING OF
    LOCOMOTIVES, OTHER THAN STEAM
    Section I. BRAKE EQUIPMENT
    77. Air and Vacuum Brakes (Rule No. 101)
    Before each trip it will be ascertained that the brakes
    are in safe and suitable condition for service; that
    the air compressor or compressors are in condition
    to provide an ample supply of air for the service into
    which the locomotive is placed; that the devices for
    regulating all pressures are properly performing
    their functions; that the brake valves work properly
    in all positions; and that the water has been drained
    from the air-brake system.
    78. Safety Valves [Rule No. 102)
    a. The main reservoir system of each unit will be
    equipped with at least one safety valve of a capacity
    sufficient to prevent an accumulation of pressure of
    more than 10 pounds per square inch above the maximum
    working air pressure fixed for the unit operating
    the locomotive by the Zone Master Mechanic,
    zone of the interior, or by the Railway Grand Division
    headquarters, theater of operations.
    b. A suitable governor will be provided that will
    stop and start the air compressor within 5 pounds
    above or below the pressure fixed.
    c. The compressor governor, when used in connection
    with the automatic air-brake system will be
    so adjusted that the compressor will start when the
    main reservoir pressure is not less than 15 pounds
    above the maximum brake-pipe pressure fixed by
    the chief of transportation, and will not stop the
    compressor until the reservoir pressure has increased
    not less than 10 pounds.
    d. The compressor or compressors will be tested
    for capacity by orifice test as often as conditions
    may require, but not less frequently than once every
    three months. This time limit may be increased if
    upon application to the zone master mechanic, zone
    of interior, or to the railway grand division headquarters,
    theater of operations, investigation shows
    that conditions warrant it.
    e. The minimum capacity of any compressor permitted
    in service will be approximately 80 percent
    of the capacity of the compressor when new. The
    diameter of orifice, speed of compressor, and air
    pressure to be maintained for compressors in common
    use is shown in tables in appendix II (For
    diagram of orifice see fig. 14.)
    79. Hydrostatic Test of Main Reservoirs (Rule No. 103)
    a. Every main reservoir before being put into
    service, unless new, and at least once every 12
    months thereafter, will be subjected to hydrostatic
    pressure of not less than 25 percent above the maximum
    working pressure fixed by the chief mechanical
    officer, and a report made on WD AGO Form 55-
    230. (See chapter 12.)
    b. The entire surface of each main reservoir will
    be hammer tested each time the locomotive is
    shopped for general repairs, but not less frequently
    than once every 24 months, and a report made on
    WD AGO Form 55-230. This test will be made
    while the reservoir is empty.
    80. Air Gauges (Rule No. 104)
    a. Air gauges will be so located that they may
    read conveniently by the engineer or motorman from
    his customary position in the cab.
    b. Air gauges will be tested at least once every 3
    months, and whenever any irregularity is reported.
    They will be compared with an accurate deadweight
    tester, or test gauge constructed for the purpose of
    testing gauges, and gauges found incorrect will be
    repaired before they are returned to service.
    81. Cleaning (Rule No. 105)
    a. Distributing or control valves, reducing valves,
    triple valves, transfer valves, straight-air doublecheck
    valves, brake-pipe vent valves, and dirt collectors,
    will be cleaned as often as conditions require
    to maintain them in a safe and suitable condition for
    service, but not less frequently than once every 6
    months.
    28
    b. The date of testing or cleaning, and the initials
    of the shop or station at which the work is done, will
    be stenciled legibly in a conspicuous place on the
    parts, or placed on a card displayed under glass in
    the cab of each locomotive.
    82. Piston Travel (Rule No. 106)
    a. Minimum brake cylinder piston travel will be
    sufficient to provide proper brake shoe clearance
    when the brakes are released.
    b. The maximum piston travel, when locomotive
    is standing, will not exceed 6 inches for brakes on
    driving wheels when journal boxes are provided with
    shoes and wedges. When shoes and wedges are not
    provided the maximum piston travel may be 7 inches.
    c. On swivel trucks where the brakes on more
    than one truck are operated by the same cylinder,
    the maximum piston travel will not exceed 7 inches.
    Where the cylinder operates the brakes on one truck
    only, the maximum piston travel may be 8 inches.
    83. Foundation Brake Gear (Rule No. 107)
    The foundation brake gear will be maintained to the
    standard for the locomotive. Levers, rods, brake
    beams, hangers, and pins will be of ample strength,
    and will not be fouled in any way which will affect
    the proper operation of the brake. All pins will be
    properly secured in place with cotters, split keys, or
    nuts. Brake shoes will be properly fastened in
    place, and kept approximately in line with the tread
    of the wheel.
    84. Main Reservoir Leakage (Rule No. 108)
    a. Leakage from main air reservoir and related
    piping will not exceed an average of 3 pounds per
    minute in a test of 3 minutes’ duration, made after
    the pressure is reduced 40 percent below the maximum
    pressure.
    b. Brake-pipe leakage shall not exceed 5 pounds
    per minute at any time.
    c. With a full service application from maximum
    brake pipe pressure, and with communication to the
    brake cylinders closed, the brakes will remain applied
    not less than 5 minutes, otherwise brake cylinder
    leakage is indicated.
    Section II. DRAWGEAR AND RUNNING GEAR
    85. Drawgear and Connections (Rule No. 109)
    a. Drawgear between units of any locomotive and
    connections between trucks will be of ample strength
    and will be maintained in a safe and suitable condition
    for service.
    b. Provisions will be made for securing draw-bar
    pins and pins of articulated connection in place, and
    a plate or stirrup will be provided under the lower
    end of all draw-bar pins and articulated connection
    pins which will prevent the pin from falling out of
    place in case of breakage.
    c. Drawbars and pins when used between units
    of any locomotive will be removed as often as conditions
    may require, but not less frequently than
    once every 6 months. When used between trucks
    they will be removed each time the locomotive is
    shipped for general or echelon repairs, but not less
    frequently than once every 18 months. When drawbars
    and pins are removed, they and their connections
    will be inspected carefully for defects. Date
    of last removal and inspection will be stamped
    legibly on the heads of the pins and draw bars and
    all prior dates obliterated.
    d. Lost motion in articulated connections when
    used between units of any locomotive or between
    trucks will be kept to a minimum and will not exceed
    % inch at each pin. Pins of articulated connections
    between units of any locomotive will be removed not
    less frequently than once every 6 months, and pins
    of articulated connections between trucks will be
    removed not less frequently than once every 18
    months. When articulated connection pins are removed,
    they and their connections will be inspected
    carefully for defects. Date of last removal and
    inspection will be stamped legibly on the heads of
    the pins and all prior dates obliterated.
    e. When draw bars are used between units of
    any locomotive, chafing irons or spring buffers that
    permit proper curving will be provided, be properly
    attached to each unit, and be maintained in condition
    to permit free movement laterally and vertically.
    Lost motion between chafing irons will be
    kept to a minimum but must not exceed % inch.
    Buffer springs will be applied with not less than %-
    inch compression and will at all times be under
    sufficient compression to keep the chafing faces in
    paper alignment and contact; for drawbars designed
    and constructed for the purpose of taking buffing
    stresses, chafing irons or spring buffers will not be
    required. When such drawbars are used the lost
    30
    motion will be kept to a minimum, but will not exceed
    % inch at either end.
    f. Drawgear between units of any locomotive consisting
    of automatic couplers with friction or spring
    draft gear will be maintained in such condition that
    the lost motion in each draft gear assemblage, not
    absorbed by the springs of fretion devices, will not
    exceed % inch.
    g. Drawgear between units of any locomotive consisting
    of automatic couplers without friction or
    spring draft gear will have lost motion kept to a
    minimum and lost motion between coupler and
    coupler pocket will not exceed % inch in each assemblage.
    If the couplers are attached by means
    of pivot pins, the pins will be removed and inspected
    not less frequently than once every 6 months and
    date of last removal and inspection of pins will be
    stamped legibly on the heads of pins and all prior
    dates obliterated.
    h. Draft gear and attachments of locomotives will
    be securely attached, be of ample strength, and be
    maintained in a safe and suitable condition for service,
    including couplers and all operating mechanism.
    Standard couplers measuring 5% inches or
    more between point of knuckle and guard arm will
    not be continued in service.
    86. Running Gear
    a. Axles (Rule No. 110). Driving and truck
    axles with any of the following defects will not be
    continued in service: Cracked or bent axles, cut
    journals that cannot be made to run cool without
    turning; seamy journals in steel axles; transverse
    seams in iron axles or any seams in iron axles causing
    journals to run hot; driving and truck axles unsafe
    on account of usage, accident, or derailment;
    driving or truck axles more than % inch under
    original diameter, except for locomotives having all
    driving axles of the same diameter, when other than
    main driving axles may be worn % inch below the
    original diameter.
    b. Crank Pins (Rule No. 111). (1) Crank
    pins will be applied securely. Shimming or prick
    punching crank pins will not be done. Cracked or
    loose crank pins will not be continued in use.
    (2) Crank-pin collars and collar bolts will be kept
    tight. Diameter of crank-pin collars will be greater
    than the bore of the rod on the pin to which it is
    applied, except where a collar is made integral with
    the outer end of the bushings.
    c. Motor, Main and Side Rods (Rule No. 112).
    (1) Cracked or defective motors, main, or side
    rods will not be continued in service.
    (2) Bearings and bushings will fit the rods properly
    and means provided to prevent bushings, other
    than floating bushings designed to turn, from turning
    in rods. Straps will fit and be securely bolted
    to rods.
    (3) The total mount of side motion of rods on
    crank pins will not exceed % inch.
    (4) Oil and grease cups will be attached securely
    to rods, and grease-cup plugs be equipped with suitable
    fastenings.
    (5) The bore of motor rod or main rod bearings
    on locomotives used in road service will not exceed
    pin diameters more than %2 inch at front or back
    end. The total lost motion at both ends will not
    exceed %2 inch.
    (6) The bore of side rod bearings on locomotives
    used in road service will not exceed pin diameters
    more than %2 inch on main pin nor more than
    inch on other pins.
    (7) The bore of motor rod or main rod bearings
    on locomotives used in switching service will not
    exceed pin diameters more than % inch at front and
    not more than %2 inch at back end.
    (8) The bore of side rod bearings on locomotives
    used in switching service will not exceed pin diameters
    more than %6 inch.
    d. Jack Shafts (Rule No. 113). (1) Jack
    shafts will be counterbalanced properly, crank arms
    and discs will fit properly and be fastened securely
    on shaft.
    (2) When motor rods are connected direct to jack
    shaft crank arms or discs, the bore of shaft bearings
    will not exceed journal diameter more than y16 inch.
    When the motor drive is geared, the bore of shaft
    bearings will not exceed journal diameter more than
    % inch.
    e. Quill Drive (Rule No. 114). (1) Quills
    will have sufficient clearance for relative motion of
    axle and wheel. Drive pins will be securely applied.
    (2) Quills with any of the following defects will
    not be continued in service: Cracked or loose drive
    pin; broken or defective quill coil springs; broken
    or defective quill gear spring seat, saddle or fastenings.
    f. Gear Guards (Rule No. 115). (1) Exposed
    gears will be provided with safe and suitable guards.
    (2) Gears or pinions with any of the following
    defects will not be continued in service: Gear or
    pinion loose on shaft; gears or pinions broken,
    cracked, or with badly worn teeth; gears or pinions
    broken or with defective rim fastenings; gears or
    pinions out of alignment or improperly meshed; split
    gears with loose or missing bolts.
    g. Driving Boxes, Shoes and Wedges (Rule
    No. 116). Driving boxes, shoes and wedges will be
    31
    maintained in safe and suitable condition for service;
    broken and loose bearings will be renewed. Not more
    than one shim will be used between box and bearing
    if bearing is pressed in box.
    h. Lateral Motion (Rule No. 117). The total
    lateral motion between the hubs of the wheels and
    boxes on any pair of wheels will not exceed the following
    limits: truck wheels, 1 inch; driving wheels,
    more than one pair of wheels, % inch. These limits
    may be increased if, upon application to the zone
    master mechanic, zone of interior, or to the railway
    grand division headquarters, theater of operations,
    investigation shows that conditions require additional
    lateral motion. The lateral motion will in all instances
    be kept within such limits that the driving
    wheels, rods, crank pins, or armatures will not interfere
    with other parts of the locomotive.
    i. Frames and Parts (Rule No. 118). Frames,
    deck plates, tail-pieces, pedestals, and braces will be
    maintained in safe and suitable condition for service,
    and will be cleaned and inspected thoroughly each
    time the locomotive is in shop for general or echelon
    repairs.
    /. Spring Rigging (Rule No. 119). (1) Springs
    and equalizers will be arranged to insure the proper
    distribution of weight, cushion of shocks to the various
    wheels, and be maintained approximately level.
    (2 ) Springs or spring rigging with any of the
    following defects will be renewed or repaired properly:
    Top leaf broken or two leaves in top half or
    any three leaves in spring broken (the long side of
    spring to be considered the top) ; springs with leaves
    working in band; broken coil springs; broken,
    cracked, or badly worn driving-box saddle, equalizer,
    hanger, bolt, gib, or pin.
    k. Trucks (Rule No. 120). (1) Truck center
    plates will fit properly, and the male center plate extend
    into the female center plate not less than %
    inch, except on motor trucks constructed to transmit
    tractive effort through center plate or center pin,
    when the male center plate will extend into the female
    center plate not less than 1% inches and the
    center plate will be fastened and maintained securely.
    (2 ) Center pins with substantial head, key, or nut
    at each end, or other suitable means that will hold the
    carrying bolster on the truck will be provided. All
    centering devices will be maintained properly.
    (3 ) A suitable safety chain of minimum consistent
    length will be provided at each corner of all
    four-wheel trucks except where construction prevents
    truck sluing in case of derailment.
    (4 ) All parts of trucks will have sufficient clearance
    to prevent them from seriously interfering with
    any other part of the locomotive.
    (5 ) Truck bolsters will be maintained approximately
    level.
    (6 ) Suitable means for securing radius bar pins
    in place will be provided. Inverted radius bar pins
    will be held in place by plate or stirrup.
    (7 ) Trucks with any of the following defects will
    not be continued in service: cracked arch bar; loose
    column, pedestal or journal-box bolt; cracked or
    broken frame, unless properly repaired; loose tie
    bar; broken or defective motor suspension lug,
    spring, bar, or bolt; broken or cracked center casting;
    cracked or broken equalizer, hanger, gib, or pin.
    (8 ) Motor suspension lugs or bars will be of
    ample strength and provision made that will prevent
    nose-supported motors from falling in case of failure
    of motor supports.
    I. Side Bearings (Rule No. 121). (1) Side
    bearings will be fastened securely in place. Friction
    side bearings with springs designed to carry weight
    will not be continued in service with more than 25
    percent of the springs broken in any one nest.
    (2 ) Friction side bearings, unless designed to
    carry weight, will not be run in contact. Maximum
    clearance of side bearings will not exceed % inch on
    each side, or a total of *4 inch on both sides, except
    where more than two side bearings are used under
    the same rigid super-structure, when the clearance on
    one pair of side bearings under the same rigid superstructure
    will not exceed % inch on each side or a
    total of % inch on both sides. The other side bearings
    under the same rigid super-structure may have
    % inch clearance oh each side or a total of 1 inch on
    both sides. These clearances apply where the spread
    of the side bearings is 50 inches or less. Where the
    spread is greater, the side bearing clearance may be
    increased in proportion. Side bearing clearances may
    be modified if investigation shows that operating
    conditions and construction warrant such modification.
    ■m. Clearance Above Top of Rail (Rule No.
    122). No part or appliance of locomotive, except
    the wheels, will be less than 2% inches above the top
    of rail.
    32
    Section 11!. WHEELS
    87. Wheels Tight on Axle (Rule No. 123)
    a. Wheels will be pressed securely on axles, except
    wheels and axles of special design and construction
    where other proper and safe means are provided
    for holding the wheels on the axles. Prick punching,
    shimming wheel fit, or driving pins in ends or
    axles will not be done.
    b. When wheels or tires are applied, or wheels or
    tires are turned, the diameter of the wheels on the
    same axle will not vary more than %2 inch. When
    all tires are turned or new tires applied to driving
    wheels in rod-connected driving-wheel bases the diameter
    of such tires will not vary more than %2 inch.
    When a single pair of tires is applied in a rod-connected
    driving-wheel base the diameter of such tires
    will be within %2 inch of the average diameter the
    other tires in the same driving-wheel base.
    c. Wheels used on standard-gauge track will be
    out of gauge if the inside gauge of flanges, measured
    on base line, is less than 53 inches or more than 53J4
    inches.
    d. The distance back to back of flanges of wheels
    mounted on the same axle will not vary more than
    X inch.
    e. Wheel centers with divided rims will be fitted
    properly with iron or steel filling blocks or autogenously
    welded before the tires are applied, and
    will be maintained properly.
    f. When shims are inserted between the tire and
    the wheel center, not more than two thicknesses of
    shim may be used, one of which will extend entirely
    around the wheel. Shims which extend entirely
    around the wheel may be in one or more pieces, provided
    they do not overlap. Under no circumstances
    will there be more than two thicknesses of shim at
    any point.
    g. Counterbalance will be maintained in safe and
    suitable condition for service.
    h. On locomotives used in road service the minimum
    height of flange measured from tread will be
    1 inch and on switching locomotives will be % inch,
    except where construction does not permit the full
    height of flange on all driving wheels in any rigid
    wheel base, the height of flange on at least two pairs
    of drivers will be not less than 1 inch for road locomotives;
    the other may have flanges with minimum
    height of y, inch. Where plain tires or y inch
    flanges are used on front or rear drivers, trucks will
    be provided for safely guiding the locomotive.
    i. The maximum taper for tread of driving wheels
    from throat of flange to outside of wheel for locomotives
    used in road services will be % inch and
    for locomotives used in switching service %6 inch.
    The maximum taper for tread of truck wheels from
    throat of flange to outside of wheel will be inch.
    j. The minimum width of tires for driving and
    truck wheels of standard gauge locomotives will be
    5^2 inches for flanged tires, and 6 inches for plain
    tires. The minimum width of tires for driving and
    truck wheels for narrow-gauge locomotives will be
    5 inches for flanged tires, and 5j4 inches for plain
    tires.
    k. The limits prescribed in c, h, and j above may
    be modified if, upon application to the commanding
    officer, investigation shows that conditions warrant
    such modification.
    88. Wheel Defects (Rule No. 124)
    Wheels with any of the following defects will not be
    continued in service:
    a. Slid flat, when the flat spot is 2J4 inches or over
    in length, or if there are two or more adjoining spots
    each 2 inches or over in length.
    b. Broken or chipped flange, if the chip exceeds
    1% inches in length and y inch in width.
    c. Broken rim, if the tread, measured from the
    flange at a point y inch above the tread, is less than
    3y inches in width.
    d. Wheels with defective treads on account of
    cracks or shelled-out spots 2^ inches or over, or so
    numerous as to endanger the safety of the wheel.
    e. Any seam running lengthwise and within the
    limit of inches from the flange, as shown in
    figure 13.
    f. Wheels with flanges having flat vertical surface
    extending 1 inch or more from the tread, or flanges
    15/16 inch thick or less, gauged at a point y inch
    above the tread, except cast-iron or cast-steel wheels
    on axles with journals 5 by 9 inches or over, which
    will not be continued in service with flanges having
    flat vertical surface extending y inch or more from
    the tread, or flange 1 inch thick or less gauged at a
    point y inch above tread.
    g. Wheels with tread worn hollow %6 inch on
    locomotives used in road service or y inch on loco33
    motives used in switching service. For method of
    gauging see figures 15 and 16.
    h. Wheel cracked outward from the wheel-fit;
    cracked tread ; cracked plate ; one or more cracked
    brackets ; wheel loose on axle.
    i. Loose, broken, or defective retaining rings, tires,
    or bolts.
    /. Three adjacent spokes or 25 percent of the
    spokes in wheel broken.
    k. Flanges more than 1% inches from tread to
    top of flange or thickness of tires or rims less than
    shown in figures 1, 2, 3, 4, 5, 6, and 7.
    I. Wheels or tires out of gauge.
    m. Rolled steel wheel 1^ inches or less in thickness
    through throat of flange, or 1 inch or less in
    thickness at rim, when used in road service ; or
    1% inches or less in thickness through throat of
    flange or % Inch or less in thickness at rim, when
    used in switching service.
    n. The limits shown in k and I above and figures
    1, 2, 3, 4, 5, 6, and 7 may be modified if, upon application
    to the commanding officer, investigation
    shows that conditions warrant such modifications.
    (Note. See figures 8, 9, 10, 11, 12, 13, 15, and 16
    for gauging and methods of gauging.)
    89. Minimum Tire Thickness (Rule No. 125)
    a. For minimum thicknesses for driving wheel
    tires on standard and narrow gauge locomotives, see
    chapter 4.
    b. When retaining rings are used, measurements
    of tires will be taken from the outside circumference
    of the ring, and the minimum thickness of tires may
    be as much below the limits specified above as the
    tires extend between the retaining rings, provided it
    does not reduce the thickness of the tires to less than
    1% inches from the throat of flange to the counter
    bore for the retaining ring.
    c. The minimum thickness for driving-wheel tires
    will be 1 inch for locomotives operated on track of
    2 foot gauge.
    d. The thickness of tires, when weight per axle is
    less than 30,000 pounds, may be modified if upon
    application to the commanding officer, if investigation
    shows that conditions warrant such modifications.
    Section IV. CABS, LIGHTS, WHISTLES, BELLS, SANDERS, AND SIGNALS
    90. Cabs (Rule No. 126)
    a. The word “cab” as used in these rules and instructions
    means that portion of the super-structure
    utilized for housing the enginemen and parts of the
    locomotive and through which a passageway is provided
    for the use of the enginemen.
    b. Cabs and super-structures will be attached securely
    and braced. Cab windows will be located and
    maintained so that the enginemen will have a clear
    view of track and signals from their usual and proper
    positions in the cab.
    c. Front cab doors or windows which are in line
    of enginemen’s vision when they look ahead from
    their usual and proper positions in the cab, will be
    equipped with an appliance that will clean the outside
    of the windows over sufficient space to provide
    a clear view of tracks and signals ahead. They may
    be equipped with a window which is hinged at the
    top and is so placed in the glass of each of the doors
    or windows, that it can be closed or opened and fastened
    in desired position into the cab. Hinged windows
    will be 5 inches high, and the lower edge will
    be without obstruction and as nearly as possible in
    line with the engineman’s vision when he is seated
    in the cab.
    d. Deck plates and floors of cab passageways and
    compartments will be kept free from accumulations
    of oil, waste, or any obstructions that create unnecessary
    hazards. Deck plates and metal floors will be
    roughened properly, or other provisions made to afford
    secure footing.
    e. Floors of enginemen’s compartments will be
    constructed of or covered with heat-insulating material.
    f. Enginemen’s compartments will be provided
    with heating arrangements that will maintain therein
    a temperature of not less than 50° F. Temperature
    will be taken at substantially the center of the compartment
    under normal winter weather conditions,
    under the running conditions of the locomotive, and
    with doors and windows closed.
    g. Aprons or cover plates when used between units
    or compartments will be of proper length and width
    to insure safety. They will be hinged or fastened
    securely, and roughened or other provision made to
    afford secure footing.
    91. Lights
    Note. If locomotive is equipped and operated in blackout
    areas both headlight and cab light will be disconnected.
    a. Headlights (Rule No. 127). (1) Each loco34
    motive in road service between sunset and sunrise
    will be equipped with a headlight of sufficient illumination
    to permit sight, in a clear atmosphere, of
    a dark man-size object at least 800 feet in front of
    the headlight by a person in the cab of the locomotive.
    Such headlight will be maintained in good
    condition.
    (2) Each locomotive in road service, which regularly
    is required to run backward for any portion of
    its trip, except to pick up a detached portion of its
    train or in making terminal movements, will be
    equipped with a headlight which meets the requirements
    of ( 1 ) above.
    (3) Such headlight described in (1) and (2)
    above will be provided with a device whereby the
    light may be diminished at stations and in yards, or
    when meeting trains.
    (4) When two or more locomotives are used in
    the same train, the leading locomotive only will be
    required to display a headlight.
    ( 5 ) Each locomotive used in yard service between
    sunset and sunrise will have two lights, one located
    on front of the locomotive and one on the rear. Each
    headlight will be of sufficient power to enable a person
    in the cab of the locomotive under the conditions,
    including visual capacity, set forth in (1) above, to
    see a dark object such as there described for a distance
    of at least 300 feet ahead and in front of such
    headlight. Such headlights will be maintained in
    good condition.
    b. Classification or Marker Lights (Rule
    No. 128). Each locomotive will be provided with
    such classification and marker lamps as may be required
    by the transportation officer. When such
    lamps are used they will be maintained in good working
    order ; classification lights will be lighted electrically.
    c. Cab Lights (Rule No. 129). (1) Each locomotive
    unit will have cab lights which will provide
    sufficient illumination for the control instruments,
    meters, and gauges to enable the enginemen to make
    accurate readings from their usual and proper positions
    in the cab. These lights will be located, constructed,
    and maintained so that light will shine only
    on those parts requiring illumination. There will be
    a light conveniently located to enable personnel operating
    the locomotive to read easily and accurately
    train orders and time tables, and constructed so that
    it may be darkened or extinguished readily.
    (2) Cab passageways and compartments will have
    adequate illumination. When persons are required to
    pass from one cab to another, the platform or passageway
    between them will be illuminated.
    (3) Lights will be located, constructed, or
    shielded so that the light will not interfere with enginemen’s
    vision of track and signals.
    (4) All lights may be supplied entirely from storage
    batteries if desired. Where lights are not supplied
    from storage batteries, there will be two or
    more lighting circuits for providing illumination required
    by (1), (2), and (3) above. Battery containers
    will be properly vented.
    92. Whistles, Bells, Sanders, Train Signal
    a. Whistle (Rule No. 130). Each locomotive
    will be provided with a suitable whistle, or its
    equivalent, and located so that it may be operated
    conveniently by the engineer or motorman from his
    customary position in the cab.
    b. Headlights, Sand Boxes, Bells and
    Whistles (Rule No. 131). These will be located
    in safe and accessible places. Where locomotives are
    equipped with overhead current collectors, headlights
    and sand boxes will be located, constructed, and arranged
    so that they may be given the necessary repairs
    and attention without requiring a person to
    mount the roof or become exposed to contact with
    parts carrying high-tension electric current.
    c. Sanders (Rule No. 132). Each locomotive
    unit will be equipped with proper sanding apparatus.
    Sandpipes shall be fastened securely and arranged to
    deliver the sand on the rails in front of the wheel
    contact. Sanders will be tested before each trip.
    d. Train Signal System (Rule No. 133). The
    train signal system, when used, will be tested before
    each trip and maintained in safe and suitable condition
    for service.
    Section V. ELECTRICAL EQUIPMENT
    93. Current Collector Insulation (Rule No. 134)
    a. Current collectors will be insulated adequately
    from the locomotive structure for the maximum voltage
    carried by the conductor.
    b. Pantagraphs will be arranged so that they can
    be operated from the engineer’s or motorman’s usual
    and proper place in the cab.
    c. Pantagraphs which automatically rise when released
    will be provided with an automatic locking
    35
    device that will hold them while in down position.
    d. Each pantagraph operating on an overhead
    trolley wire will be provided with a device for locking
    and grounding the pantagraph when in lowest
    position, which can be applied and released only from
    a position where the operator will have a clear view
    of pantagraph and roof without mounting the roof.
    e. Pantagraph shoes with cracked or badly worn
    contact surface or with defective horn will not be
    continued in service.
    f. Leaky or defective pantagraph operating cylinder,
    connection, or air hose will not be continued in
    service; air hose will be of sufficient length to afford
    proper insulation.
    94. Trolley Hooks and Insulation (Rule No. 135)
    a. A trolley-pole hook substantially bolted in place
    and adequately insulated from the locomotive structure
    will be provided that will hold the pole while in
    down position.
    b. When a locomotive is equipped with more than
    one trolley pole, each pole will be equipped with a
    device for grounding the pole when it is secured by
    the hook referred to in a above, which can be applied
    and released only from a position where the operator
    will have a clear view of the trolley pole and roof
    without mounting the roof.
    c. Each trolley pole will be provided with a suitable
    rope. A retriever or trolley catcher will be provided
    for the pole used while the locomotive is in
    motion unless rope is under constant observation.
    d. Where trolley wire carries more than 750 volts,
    each trolley rope will be insulated from the pole for
    the maximum voltage carried by the trolley wire.
    Trolleys with badly burned or warped harps and
    broken, badly burned or worn wheels, will not be
    continued in service.
    95. Deenergized Shoes (Rule No. 136)
    a. When locomotives are equipped with both third
    rail and overhead collectors, third rail shoes will be
    deenergized while in yards and at stations when current
    collection is from overhead conductor and not
    intermittent from third rail and overhead.
    b. Third-rail shoe beams loose on brackets, split or
    cracked, or with accumulations of extraneous matter
    conducive of short circuits will not be continued in
    service.
    96. Emergency Pole (Rule No. 137)
    a. Each locomotive equipped with a pantagraph
    operating on an overhead trolley wire will have a
    suitable emergency pole for operating the pantagraph
    and the part which can be safely handled will be
    marked. This pole will be protected from moisture
    while not in use.
    b. Each locomotive equipped with third rail shoes
    will have a suitable device for insulating current collecting
    apparatus from third rail when desired.
    97. Lightning Arrester (Rule No. 138)
    a. Where current supply is continuously taken
    from an overhead conductor and lightning protection
    is not provided along the line of road that will afford
    adequate protection for the locomotive, each
    locomotive unit will be provided with a suitable
    lightning arrester. In sections where freezing
    weather is encountered, a lightning arrester will not
    be required on locomotive units between 1 November
    and 1 March. The current-collector cable will be
    tapped for the lightning arrester at a point as near
    the overhead current collector as possible.
    b. The lightning arrester will have an adequate
    grounding conductor of not less than No. 6 American
    wire gauge, run in as straight a line to ground
    as possible, and protected against mechanical injury,
    but not run in metal conduit.
    98. Grounding of Metal Parts (Rule No. 139)
    All unguarded noncurrent-carrying metal parts which
    are subject to becoming charged electrically and
    which are not thoroughly insulated will be grounded.
    99. Guard Current-carrying Parts (Rule No. 140)
    All current-carrying parts connected to circuits with
    potential of more than 150 volts will be isolated, insulated,
    or guarded against accidental contact.
    100. Doors and Cover Plates Marked "Dangerous"
    (Rule No. 141)
    All doors and cover plates guarding high tension
    equipment will be securely fastened in place, and
    kept marked with the word "DANGER” and stating
    the normal voltage carried by the parts so protected.
    101. Hand-operated Switches (Rule No. 142)
    a. All hand-operated switches carrying currents
    with a potential of more than 150 volts, which may
    be operated while under load, will be inclosed in a
    cabinet or properly covered and be operative from
    the outside; means will be provided also to show
    whether switches are open or closed. Switches
    which may not be operated while under load will be
    guarded against accidental contact and kept plainly
    marked with the words “must not be operated under
    load” and stating the voltage carried.
    b. Circuit breakers, contactors, and fuses will be
    maintained in safe and suitable condition for service
    36
    and will be so located or guarded that persons may
    not be injured by their operation.
    c. Oil-type circuit breakers will be maintained in
    safe and suitable condition.
    102. Jumpers (Rule No. 143)
    a. Jumpers or cable connections between locomotive
    or units will not be allowed to hang with one end
    free.
    b. Cable connections between units and all jumpers
    will be cleaned, inspected, and tested as often as
    conditions require to maintain them in a safe and
    suitable condition for service, but not less frequently
    than once each three months. Each jumper carrying
    current having a potential of 600 volts or more will
    be tested by immersing the cable portion in water
    and subjecting each conductor with another and with
    the water, to a difference in potential of not less than
    1% times the normal working voltage and for not
    less than one minute. Date and place of inspection
    and test will be stenciled legibly on the jumper or
    stamped on a metal tag attached securely to jumper.
    c. Cable connections between units and jumpers
    with any of the following defects will not be continued
    in service: broken or badly chafed insulation;
    broken or defective plugs, receptacles or terminals;
    broken or protruding strands of wire; jumpers of
    improper length.
    103. Motors and Generators (Rule No. 144)
    Motors and generators will be fastened securely in
    place. Axle collars will be maintained tight on the
    axle. Axle bearing and armature bearing caps will
    be bolted securely in place. Motors or generators
    with any of the following defects will not be continued
    in service: broken and loose or excessively
    worn bearings; excessive sparking or flashing over
    at commutator; defective collector ring, brush holder,
    yoke or insulator; loose or broken armature coil
    bands or wedges.
    104. Transformers (Rule No. 145)
    Transformers will be fastened securely in place.
    Liquid filled transformers and related piping will
    be maintained free from leaks and the liquid maintained
    at proper level in transformer cases.
    105. Rheostats and Grid Resisters (Rule No. 146)
    All rheostats and grid resisters will be maintained
    free from accumulations of dirt or extraneous
    matter.
    106. Voltmeters and Ammeters (Rule No. 147)
    All voltmeters and ammeters on units receiving
    power from an outside source will be tested whenever
    any irregularity is reported, but not less frequently
    than once every 6 months. Voltmeters and
    ammeters on units driven from power generated
    within the unit will be tested whenever any irregularity
    is reported but not less frequently than once
    every 12 months. Meters reading more than 5 percent
    in error will be corrected.
    107. Insulation Dielectric Test (Rule No. 148)
    An insulation dielectric test of not less than 1-minute
    duration will be applied not less than once every year
    to all circuits and parts carrying current with potential
    of more than 150 volts. The voltage applied to
    circuits other than motor or generator windings will
    be not less than 75 percent above the normal working
    voltage; the voltage applied to windings will be not
    less than 50 percent above the normal working voltage.
    A careful examination will be made of any
    weakness indicated and all defects remedied before
    the locomotive is put into use.
    108. Insulation Inspection (Rule No. 149)
    A careful inspection of all visible insulation and electrical
    connections will be made not less than once
    every month and all defects repaired.
    Section VI. INTERNAL COMBUSTION EQUIPMENT
    109. Fuel Tanks and Piping (Rule No. 150)
    a. Fuel tanks and related piping will be maintained
    free from leaks.
    b. When fuel is fed from tank by gravity or pressure,
    a safe cut-out valve will be provided in the fuel
    line adjacent to the supply tank which will close automatically
    when tripped and which can be operated
    by hand from inside and outside of the cab.
    110. Filling and Venting (Rule No. 151)
    a. Fuel reservoirs will be arranged so they can be
    filled and vented only from outside of the cab or
    other compartments. Vent pipes will not discharge
    on the roof nor on or between the rails.
    b. A gauge which will indicate properly the level
    of fuel in fuel reservoirs will be provided for each
    reservoir, or series of reservoirs connected and filled
    37
    from a common source; gauges will be located so
    that they are visible to the person filling the reservoir
    or reservoirs.
    III. Grounding Fuel Tanks (Rule No. 152)
    Fuel tanks and related piping will be grounded electrically.
    112. Exhaust Gases (Rule No. 153)
    a. Exhaust gases will be released entirely outside
    of cab or other compartments.
    b. Pipes carrying hot gases and exposed moving
    parts of mechanism liable to cause personal injury
    will be isolated or guarded against personal contact.
    c. Set screws or keys will not protrude from unguarded
    moving parts of mechanism.
    113. Starting Device (Rule No. 154)
    Internal combustion engines of more than 5 horsepower
    will be provided with a starting device that
    will eliminate the necessity for cranking the engine
    by hand.
    114. Safety Hangers (Rule No. 155)
    Suitable safety hangers will be provided for drive
    shafts.
    Section VII. BOILERS
    Note. Boilers used in connection with locomotive other
    than those propelled by steam power.
    I 15. Safe Working Pressure (Rule No. 156)
    The safe working pressure of each boiler will be
    fixed by the chief of transportation, zone of interior,
    or the railway grand division headquarters, theater
    of operations, or by a competent mechanical engineer
    under their supervision, after full consideration has
    been given to the general design, workmanship, age
    and condition of the boiler. The minimum factor of
    safety will be 4.
    I 16. Stresses on Staybolts and Braces (Rule No. 157)
    The maximum allowable stress per square inch of
    net cross-sectional area will be 7,500 pounds for
    staybolts and 9,000 pounds for round, rectangular,
    and gusset braces.
    117. Strength of Materials (Rule No. 158)
    a. When the tensile strength of steel or wrought
    iron is not known, it will be taken as 50,000 pounds
    for steel and 45,000 pounds for wrought iron.
    b. The maximum strength of rivets per square
    inch of cross-sectional area will be taken as follows:
    Pounds
    Iron rivets in single shear................ 38,000
    Iron rivets in double shear.............. 76,000
    Steel rivets in single shear................ 44,000
    Steel rivets in double shear.............. 88,000
    c. When the strength of material has been determined
    by tests duly authenticated and shown on the
    specification card or alteration report, such value may
    be used when calculating the safe working pressure.
    d. The maximum allowable working pressure on
    cast-iron boilers will not exceed 15 pounds per
    square inch.
    118. Boiler Number and Badge Plate (Rule No. 159)
    a. The builder’s name and number, if known, will
    be stamped on the boiler and will be shown also on
    the specification card. If the builder’s name and
    number are not known and cannot be obtained, the
    initials of the Government (U.S.A.) and an assigned
    number will be used. The name and number once
    given on the specification card will not be changed
    thereafter.
    b. A metal badge plate showing the name and
    boiler number and safe working pressure will be attached
    to each boiler. The badge plate on each steam
    boiler will be provided with a line indicating the lowest
    permissible water level and will be attached to the
    boiler adjacent to the water glass. The badge plate
    on each hot-water boiler will be attached to the boiler
    adjacent to the firing opening. If boiler is lagged,
    the lagging and jacket will be cut away so that plate
    can be seen.
    119. Interior Inspection (Rule No. 160)
    Whenever a sufficient number of tubes are cut, the
    interior of the boiler will be inspected as thoroughly
    as construction will permit.
    120. Removal of Tubes (Rule No. 161)
    All fire tubes of boilers in service will be removed at
    least once every 4 years. After the tubes are taken
    out, the inside of the boiler will be cleaned and inspected
    as thoroughly as construction will permit.
    The boiler will be examined for cracks, pitting,
    grooving, or indications of overheating, and for damage
    where mud has collected or heavy scale formed.
    38
    It will b© ascertained that braces and stays are taut,
    that pins are secured properly in place, and that each
    is in condition to support its proportion of the load.
    121. Cracks (Rule No. 162)
    Any boiler developing a crack in shell sheets will be
    removed from service until proper repairs are made.
    A report on WD AGO Form 55-227 (see ch. 12)
    showing the defects and the repairs made, will be
    forwarded to the zone transportation officer, Attention
    : the zone master mechanic, zone of interior, or
    the railway grand division headquarters, theater of
    operations, within 30 days after completion of the
    repair.
    122. Fusible Plugs (Rule No. 163)
    a. If boiler is equipped with fusible plugs, they
    will be filled with tin not less than 99 percent pure
    and containing not more than of 1 percent of
    lead nor more than %0 of 1 percent of zinc. Fusible
    plugs will be removed and refilled at least once every
    year, and such action will be shown on the report of
    inspection, WD AGO Form 55-227.
    b. If boiler is equipped with a low-water alarm
    using fusible metal which comes in contact with
    water, steam, or products of combustion, fusible plug
    will be removed and cleaned at least once every 3
    months, and the removal shown on the report of
    inspection, WD AGO Form 55-227. If other type
    of low-water alarm is used, it will be inspected and
    tested at least once every 3 months, and its condition
    shown on the report of inspection, WD AGO Form
    55-227.
    123. Exterior Boiler Inspection (Rule No. 164)
    The exterior of every boiler will be inspected thoroughly
    before it is put into service, and whenever the
    jacket and lagging, or casing, are removed. The
    jacket and lagging will be removed at least once
    every 5 years from internally fired boilers, and from
    pressure parts of other boilers, and a thorough inspection
    made of the entire exterior of the boiler
    while under hydrostatic pressure. The jacket and
    lagging also will be removed whenever a competent
    officer considers it desirable or necessary.
    124. Hydrostatic Test (Rule No. 165)
    a. Every boiler before being put into service, and
    at least once every 12 months thereafter, will be
    subjected to a hydrostatic pressure of 25 percent
    above the working pressure. Before the hydrostatic
    test is applied, the safety valves or water relief
    valves will be removed and the holes capped or
    plugged, or means provided for holding valves closed
    without compressing the spring.
    b. After the hydrostatic test is made, all handhole
    plates and washout plugs will be removed and as
    thorough an interior examination made as construction
    will permit. Water-tube boilers will be examined
    with special care for blistered tubes, tubes out
    of proper alignment, and for leakage or corrosion.
    Threaded and flanged joints, steam pipes, and blowoff
    lines will be examined carefully for corrosion or
    wasting away. When all necessary repairs are completed,
    the boiler will be fired up, the steam pressure
    raised to not less than the allowed working pressure,
    and the boiler and appurtenances examined carefully.
    All cocks, valves, seams, studs, bolts, and rivets must
    be tight under this pressure.
    125. Test of Rigid and Hollow Staybolts (Rule No.
    166)
    a. All rigid staybolts will be hammer tested at
    least once every 6 months and whenever the hydrostatic
    test is applied, except that staybolts which have
    telltale holes inch in diameter extending their
    entire length need not be hammer tested.
    b. The inspector will tap each bolt and determine
    the broken bolts from the sound or vibration of the
    sheet. If stay bolt tests are made when the boiler is
    filled with water, there will be not less than 50
    pounds pressure on the boiler.
    126. Staybolts with Caps (Rule No. 167)
    a. Except as provided elsewhere all staybolts having
    caps over the outer ends will have the caps removed
    at least once every 2 years and the bolts and
    sleeves examined for breakage.
    b. Certain types of flexible staybolts with which
    any boiler is equipped are provided with a telltale hole
    of not less than %6 inch nor more than %2 inch in
    diameter. This hole extends the entire length of the
    bolt and into the head not less than % of its diameter
    and is protected by copper plating from becoming
    closed by corrosion. It is opened and tested by means
    of an approved electrical or other instrument each
    time the hydrostatic test is applied. It will not be
    necessary to remove the caps when such tests positively
    indicate that the telltale holes are open their
    entire length. When this test is completed, the hydrostatic
    test will be applied and all staybolts which
    show leakage through the telltale hole will be removed.
    c. The removal of flexible staybolt caps and other
    tests will be reported on the report of inspection WD
    AGO Form 55-227 (see ch. 12), and a proper record
    kept of the inspections and tests.
    d. Fire box sheets not covered by brick work will
    be examined carefully at least once each month for
    39
    mud burn, bulging, and indication of broken staybolts.
    e. Staybolt caps will be removed or any of the
    above tests made whenever the chief of transportation,
    zone of interior, or the railway grand division
    headquarters, theater of operations, considers it desirable
    in order to determine the condition of staybolts
    or staybolt sleeves.
    127. Flexible Staybolts without Caps (Rule No. 168)
    Flexible staybolts which do not have caps will be
    tested the same as rigid staybolts. Each time a
    hydrostatic test is applied, such staybolt test will be
    made while the boiler is under hydrostatic pressure
    of not less than the allowed working pressure, and
    proper notation of such test will be made on the report
    of inspection, WD AGO Form 55-227.
    128. Broken Staybolts (Rule No. 169)
    No boiler will be allowed to remain in service when
    there are two adjacent staybolts broken or telltale
    holes plugged, nor when three or more are broken
    or plugged in the entire boiler.
    129. Telltale Holes (Rule No. 170)
    All staybolts shorter than 8 inches, except flexible
    bolts, will have telltale holes %6 inch in diameter and
    not less than 1% inches deep in the outer end. These
    holes will be kept open at all times.
    130. Pressure Gauge (Rule No. 171)
    a. Each boiler will have a gauge which will indicate
    correctly the working pressure. Pressure gauge
    will be graduated to not less than 1% times the
    allowed working pressure of the boiler. Gauges will
    be located so that they will be kept Reasonably cool
    and can be read conveniently.
    b. Pressure gauges will be tested at time of quarterly
    boiler inspection and whenever any irregularity
    is reported.
    c. Pressure gauges will be compared with an accurate
    deadweight tester or test gauge constructed
    for the purpose of testing gauges. Other than at
    times of application of hydrostatic tests pressure
    gauges used in hot water boilers may be tested in conjunction
    with the test of water relief valves by comparison
    under air pressure, with an accurate test
    gauge. Gauges found inaccurate will be corrected
    before being put into use.
    d. Each pressure gauge used on steam boilers will
    have a siphon of ample capacity to prevent steam
    from entering the gauge. The pipe connection will
    enter the boiler direct and will be maintained steam
    tight betwen boiler and gauge. Each time the gauge
    is tested, the siphon pipe will be removed and the
    pipe and its connections examined to see that they
    are open. Pressure gauges used on hot water boilers
    may be mounted on the expansion tank, provided no
    valves are interposed between the expansion tank and
    boiler.
    131. Safety Valves (Rule No. 172)
    a. Every steam boiler will be equipped with at
    least two safety valves and every hot water boiler
    will be equipped with at least one water relief valve,
    the capacity of which is sufficient to prevent, under
    any conditions of service, an accumulation of pressure
    of more than 5 pounds above the allowed working
    pressure. The safety valves will be connected
    with the boiler independent of any other connection
    and located as closely to the boiler as may be consistent
    without discharging inside of cab. Water relief
    valves may be mounted on the expansion tank of
    hot water boilers provided no valves are interposed
    between the expansion tank and the boiler. Sufficient
    clearance to prevent damage will be provided where
    safety or relief valves or connections pass through
    cab structure.
    b. Safety valves on steam boilers will be set and
    tested under steam at time of quarterly boiler inspection
    and also when any irregularity is reported.
    When safety valves are being set, the water in the
    boiler will not be above the highest gauge cock. When
    safety valves or water relief valves are set or tested
    two gauges will be used, one of which will be located
    so that it will be in full view of the person setting
    such valves. Other than at times of application of
    hydrostatic test, water relief valves on hot water boilers
    may be tested with air pressure; at times of hydrostatic
    test they will be tested with hydraulic pressure.
    Gauges will be tested in all cases immediately
    before the safety valves or water relief valves are set
    or tested or any change made in the setting, except
    that gauges on hot water boilers may be tested with
    air pressure simultaneously with the test of relief
    valves at times other than when the hydrostatic test
    is made. If the indicated pressure of the test gauge
    and the gauge on boiler vary more than 3 pounds,
    they will be removed from the boiler, tested, and
    corrected before the safety valves or water relief
    valves are set.
    132. Water Glass and Gauge Cocks (Rule No. 173)
    a. Every steam boiler will be equipped with at
    least one water glass, and three gauge cocks which
    can be opened and closed easily by hand. The lowest
    gauge cock and the lowest reading of the water glass
    and the line on the badge plate will correspond and
    be not less than 2 inches above the danger line. The
    danger line will be that at which there will be no danger
    of overheating any part of the boiler. The danger
    line for vertical fire tube boilers will be not less than
    Yi the length of the tube above the lower tube sheet;
    and for vertical submerged tube boilers, it will be the
    upper surface of the top tube sheet.
    b. All water glasses will be supplied with two
    valves, one in the upper and one in the lower connection
    to the boiler, and a drain valve, so constructed
    and located that the valves can be opened and closed
    easily by hand.
    c. The spindles of all gauge cocks and water glass
    valves will be removed and cocks and valves cleaned
    thoroughly each time the boiler is washed.
    d. Water glasses will be blown out and gauge
    cocks tested before each trip.
    e. Tubular water glasses and lubricator glasses
    will be provided with a safe and suitable shield which
    will permit the glass to be seen easily and prevent the
    glass from flying in case of breakage.
    f. Water glasses and pressure gauges will be illuminated
    sufficiently to enable accurate readings to
    be made.
    133. Feedwater Appliances (Rule No. 174)
    Feedwater appliances and their connections will be
    kept in good condition, free from leaks and accumulations
    of scale or other foreign matter, and will be
    tested before each trip.
    134. Water Tubes (Rule No. 175)
    The ends of all water tubes will extend through the
    tube sheet or headers and be properly flared or
    beaded. If flared, they will extend through sheet or
    header not less than % inch nor more than % inch
    and be flared to an angle of not less than 30°. If
    beaded, the bead will extend over the sheet not less
    than % inch for the entire circumference of the tube.
    Water tubes improperly applied, bulged, blistered,
    leaking, cracked, or tubes with sufficient scale to
    cause overheating, will not be continued in service.
    135. Boiler Washing (Rule No. 176)
    a. Boilers will be washed as often as water conditions
    require. Steam boilers in service will be
    washed not less frequently than once each month and
    at the time of quarterly inspection. Hot water boilers
    in service will be washed not less frequently than
    once each year. When boilers are washed, all handhole
    plates and wash-out plugs will be removed. If
    boilers can be washed without removing handhole
    plates and wash-out plugs, such plates and plugs will
    be removed immediately after boiler is washed and
    as thorough an interior inspection be made as con'
    dition will permit. Sediment and scale will be removed
    from water tubes at wash-out periods.
    b. An accurate record of all boiler washouts will
    be kept in the office of the officer in charge and copy
    of the last record kept in the boiler compartment.
    The following information will be given oh the day
    that the boiler is washed: number of boiler; number
    of locomotive unit on which it is mounted; date of
    washout; signature of boiler washer or inspector
    who knows that boiler was washed; statement indicating
    if spindles of gauge cocks and water-glass
    valves were removed and cocks and valves cleaned;
    signature of the inspector or person who removed
    the spindles and cleaned the cocks and valves.
    136. Leaks (Rule No. 177)
    a. All valves, joints, studs, and seams will be kept
    reasonably free from leaks.
    b. If a leak develops under the lagging, an examination
    and proper repairs will be made.
    c. When wash-out plugs or boiler studs develop
    leakage, the pressure will be removed, the threads examined,
    and proper repairs made.
    137. Feedwater Tanks and Strainers (Rule No. 178)
    Feedwater tanks will be maintained free from accumulations
    of scale, or other foreign matter, and suitable
    screens will be provided for feed pipes.
    138. Fuel Tanks and Piping (Rule No. 179)
    a. Fuel tanks and related piping will be maintained
    free from leaks.
    b. When fuel is fed from tank by gravity or pressure,
    a safety cut-out valve will be provided in the
    fuel line adjacent to the supply tank; this safety
    valve will be of the type which will close automatically
    when tripped and which can be operated
    by hand from inside and outside of cab.
    c. Fuel reservoirs will be arranged so that they can
    be filled and vented only from outside of the cab or
    other compartments. Vent pipes will not discharge
    on the roof nor on or between the rails.
    139. Feedwater and Fuel Oil Reservoir Testing (Rule
    No. 180)
    All feed water and fuel oil reservoirs carrying pressure
    will be inspected and tested in accordance with
    rule No. 103.
    140. Boiler and Reservoir Fastenings (Rule No. 181)
    All boilers and reservoirs will be securely fastened
    in place.
    141. Steam Headers (Rule No. 182)
    Where two or more boilers are connected to the same
    steam header, each will have a suitable valve between
    boiler and header.
    142. Oil Burning Fire Boxes (Rule No. 183)
    Means will be provided for expelling accumulated
    gases from the fire box of oil burning boilers before
    the fire is lighted.
    Section VIII. REPORTS
    143. Filing Reports (Rule No. 184)
    Responsible personnel will complete and file reports
    as outlined in chapter 12.
    144. Accident Reports (Rule No. 185)
    If an accident results from failure from any cause
    of a locomotive or unit or any of its parts, or from
    contact with an electrically energized part of an appurtenance
    of such unit, resulting in serious injury
    or death to one or more persons, the unit which operates
    such locomotive will transmit report of such
    accident immediately to the railway grand division
    headquarters in the theater of operations or to the
    chief of transportation in the zone of interior. This
    report will give specific information as to the nature
    of the accident, the place where the accident occurred,
    and the location where the locomotive or unit may be
    inspected.
    FOR LOCOMOTIVES USED IN ROAD SERV!CE-A=~
    FOR LOCOMOTIVES USED IN SWITCHING SE R VI CE-A = ~-
    O
    CONDEMNING LIMIT
    CRITICAL LINE
    Figure 1. Steel tire retaining ring fastening. Driving and trailing wheels.
    FOR MINIMUM THICKNESS OF
    TIRES SEE RULE 85.
    42
    Figure 3. Steel tire shrinkage fastening. Driving and trailing wheels.
    43
    Figure 4. Steel tire retaining ring fastening. Minimum thickness for steel tires. Engine and tender truck wheels.
    (See Rule No. 80.)
    NOT LESS THAN
    Figure 5. Steel tire shrinkage fastening only. Minimum thickness for steel tires. Engine and tender
    truck wheels. (See Rule No. 80.)
    44
    Figure 6. Steel tire retaining ring fastening. Minimum thickness for steel tires. Engine and tender truck wheels.
    (See Rule No. 80.)
    Figure 7. Steel wheel minimum thickness of rim. Engine and tender truck wheels. (See Rule No. 80.)
    45
    46
    Figure 9. Method of gauging worn flanges.
    Figure 10. Method of gauging worn flanges.
    47
    Figure 11. Method of gauging shelled and fiat spots.
    -------- 2"-----------—
    Figure 12. Method of measuring flat spots of 1 and 2 inches.
    Figure 13. Method of gauging broken rims.
    48
    Figure 15. Method of measuring tread worn hollow: Tread worn hollow —A minus B.
    Limit: ffc-inch road service, f^-inch switching service.
    Figure 16. Method of measuring tread worn hollow: Tread worn hollow — A minus B.
    Limit: s/1Q-inch in road service, 3/%-inch in switching service.
    CHAPTER 7
    DIESEL-ELECTRIC LOCOMOTIVES
    • Section I.
    145. Diesel Engine
    a. The Diesel engine compares with an ordinary
    automobile engine in that it has a constant torque,
    constant speed, and is a constant horsepower engine.
    Since it has no starting torque its use as a prime
    mover in a railroad motive-power unit must be combined
    with an electric drive transmission system intermediate
    between the engine shaft and the locomotive
    wheels. Thus the Diesel-electric combination
    achieves the main objective of motive-power which is
    the acceleration of trains from rest to speed and
    maintenance of the speed of the train at values depending
    upon the power limitations of the motivepower
    unit and the right-of-way on which the train
    is to be operated.
    b. To use the full power output of the engine, this
    transmission system must be capable of exchanging
    torque for speed, and vice versa, as the demands of
    train operation on the motive-power unit require.
    During starting periods the motive-power must exert
    high tractive effort at low speeds to speed up the
    train. When running at speed the tractive effort requirements
    are quite low until heavy adverse gradients
    are met. The surmounting of such gradients
    requires high tractive efforts, and speed is sacrificed
    to obtain the required pulling power. Unlike the
    straight electric locomotive which has considerable
    power supply available from the contact system, the
    power on the Diesel locomotive is limited to that deliverable
    by its own engine equipment.
    c. Various systems use gear changes and clutches
    (as in the conventional automobile transmission) or
    hydraulic torque converters; however, their success
    has been limited. Because of its tremendous cost and
    upkeep a non-electrical transmission system is not
    practical for the large powers necessary in heavy
    switching and road-locomotive work.
    d. Various attempts, none successful, have been
    made to eliminate the transmission system. For ex-
    GENERAL
    ample, the Diesel engine was connected direct to the
    driving wheels (as is the case with the conventional
    steam locomotive) and was operated as a variable
    speed engine between a low limit, corresponding to
    minimum firing speed, and a top limit, as set by mechanical
    considerations. In this instance, some auxiliary
    means such as steam or compressed air in the
    cylinders of the Diesel engine was used to furnish
    the required starting torque and running torque up
    to the speed at which the engine would fire as a
    Diesel engine.
    e. The Diesel-electric locomotive is less affected by
    climatic conditions than is the steam locomotive.
    Severe snow conditions and sub-zero temperatures
    are less likely to interfere with Diesel-electric operation.
    Low temperatures retard steaming performance
    in the steam locomotive but benefit the Dieselelectric
    locomotive by reducing the adverse heating
    effects of electric equipment.
    f. With the exception of a few low-powered
    switching locomotives and light rail-cars, the electric
    drive system is employed almost universally for
    Diesel locomotives.
    146. Preliminary Instructions
    a. Battery. Before attempting to operate or do
    any work on Diesel-electric locomotives, the operator
    will observe the following preliminary instructions:
    (1) To maintain a satisfactory state of charge in
    the battery, and to realize good battery life follow
    carefully the battery builder’s instructions and instructions
    on battery heater when a battery heater is
    used.
    (2) An electric meter on a gauge panel records
    that the charging generators are functioning and that
    the battery is being charged.
    (3) When the needle of a voltmeter is in the first
    long RED band it indicates that the battery is in bad
    condition or being discharged. When the needle is in
    the WHITE band it indicates that the battery is
    49
    50
    neither being charged or discharged. When the
    needle is in the GREEN band it indicates that the
    battery is receiving a normal charge. When the
    needle is in the small RED band beyond the GREEN
    it indicates that the battery is being overcharged. The
    engine crew will report to responsible maintenance
    personnel when the voltmeter indicates in the RED
    band of the dial. Note. The pointer may be in the
    WHITE band just below the GREEN band for a
    short time after the engines are first started.
    (4) An ammeter, when used, also indicates the
    condition of the battery. Generally the amount of
    current shown on the charging portion of the dial is
    proportional to the state of charge of the battery.
    As the pointer approaches zero the battery gets
    nearer to fully charged condition. When the pointer
    is in the discharge portion of the dial the battery is
    delivering instead of receiving current. When this
    condition exists under normal operation it will be reported
    promptly to maintenance personnel. Neither
    the voltmeter nor the ammeter will show the condition
    of the battery unless the charging voltage for
    normal operation is at such value as to maintain the
    battery at proper charge.
    (5) To protect the battery against discharge and
    short circuits, the locomotive is shipped with the
    ground connection removed from the battery. This
    must be restored before putting the locomotive in
    service.
    b. Battery Switch. (1) This switch disconnects
    the battery from the circuits and will always be
    opened when leaving the locomotive for an idle
    period. It will also be opened whenever work is being
    done on any of the control circuits.
    (2) If necessary to work on any of the circuits
    or devices not protected by a cut-out switch, the
    ground will be removed from the battery.
    c. Control Switches. To prevent the battery
    from discharging, open all switches in the circuits
    for which the battery supplies current when the
    locomotive is standing idle.
    d. Throttle or Controller Handle. (1) To
    prevent accidental starting of the locomotive, always
    leave the throttle or controller handle in a position
    which will insure that the traction motors disconnect
    from the generators whenever the engines are started.
    (2) Never leave the operating position without
    first placing the reverser handle in the neutral position.
    If the reverser handle is the portable type, remove
    it for further protection.
    e. Indicating Lights. (1) On most Diesel locomotives,
    indicating lights are located in the center of
    the gauge panel and between air gauges to show the
    operator the motor connections.
    (2) The green light indicates when the traction
    motors are in the series connection and the amber
    light when they are connected in parallel.
    (3) Although the transfer from series to parallel
    and from parallel to series is automatic, care will be
    taken not to operate the locomotive, except for a few
    minutes, with the ammeters reading 400 and above
    with the motors in parallel (amber light). When the
    locomotive load condition is such that the automatic
    transfer does not take place within a few minutes
    after the ammeters have reached 400 amperes, the
    operator will move the throttle lever toward the off
    position until the green light is lit after which the
    throttle lever may again be moved to the full throttle
    position.
    (4) When both lights are on at the same time, it
    indicates that the transfer has not taken place at the
    same moment in both circuits. This need not cause
    any concern unless this condition continues over a
    period of several minutes in which case a check will
    be made to determine the cause.
    Section II. OPERATION OF LOCOMOTIVE
    147. Speed
    Do not operate the locomotive at any higher speed
    than that given on the locomotive data plate. It is
    important that this speed is never exceeded when the
    locomotive is operating either on its own power,
    coasting down grade, or being towed, unless the
    traction motor pinions are removed.
    148. Precautions before Starting Locomotive
    Before starting the engines, the operator will :
    a. Be thoroughly familiar with instructions contained
    in the appropriate WD Technical Manual accompanying
    the equipment.
    b. Be sure the engines are properly lubricated and
    in operating condition.
    c. Check position of all manually operated valves
    for correctness.
    d. Check engine fuel oil supply.
    e. Check engine cooling water supply.
    /. Check lubricating oil supply.
    g. Check for anything loose or under repair in the
    engine compartment.
    51
    h. Check for accumulation of water or oil with
    cylinder test valves or compression release lever.
    i. Make sure all fuses are in place.
    /. Check air supply in main reservoirs.
    k. Make sure that the brakes operate properly
    and that the air pressure in the reservoir is normal.
    149. How Power Is Obtained
    a. The engine supplies mechanical power to the
    generator which is converted to electrical power for
    the traction motors and auxiliaries. Each engine and
    its respective generator is at all times electrically, as
    well as mechanically, an independent power plant
    unit.
    b. The control is. so arranged that opening the
    throttle at the operator’s position increases the speed
    of the engine or engines. This increases the power
    furnished the generator which in turn furnishes the
    power for the traction motors. The throttle adjustment
    will be maintained so that each engine takes its
    proper share of the load.
    150. Starting the Engine
    Before operating the power plant, the operator will:
    a. Observe all of the foregoing preliminary instructions
    and the instructions contained in appropriate
    War Department Technical Manuals issued
    with the equipment.
    b. Close the battery and control switches.
    c. Make sure that the reverse handle is in neutral
    position and the throttle handle in idling position.
    (In cold weather it may be necessary to advance the
    throttle beyond the idling position to get the engines
    started.)
    d. Start each engine by pushing the starter button
    for the respective engines, observing that each engine
    operates properly and that the lubricating oil pressure
    builds up.
    e. Allow the compressors to pump air until the
    main reservoir air gauge shows no further increase
    in pressure. Determine that the compressors function
    properly. Reduce the engine speed to idling
    when finished pumping up air.
    f. Observe the operation of all belt-drive machines
    and other equipment to make sure that they function
    properly.
    g. Apply air brakes to make sure that they operate
    properly.
    h. See that the battery is being charged as indicated
    by the battery meter.
    i. If operating in cold weather, use a kerosene
    heater, when provided, to warm up the engine before
    starting. To start this heater the operator will—
    (1) See that there is sufficient kerosene in the
    supply tank.
    (2) Open the valve in the line between the top of
    the water heater and the engine water jacket; close
    this valve when the engine is operating. A thermostat
    shuts off the water circulation to the radiator.
    (3) Light the wick and adjust for a clear blue
    flame. Readjust the wick, if necessary, after the
    heater has warmed up.
    (4) Wait until the engine temperature shows at
    least 60° to 70° F. on the engine temperature indicator
    before attempting to start the engine.
    (5) After the engine starts, shut off the heater
    and close the valve to the engine cooling system.
    151. Operation of Locomotive
    When the Diesel-electric locomotive is ready to operate
    in accordance with the foregoing instructions, the
    engines are operating, and the main reservoir is fully
    charged, the operator will:
    a. Release the hand brake before attempting to
    start the locomotive.
    b. Move the reverser handle to forward or reverse
    position as desired.
    c. Advance the throttle handle:
    (1) When the throttle handle is advanced, certain
    control circuits are energized which close the line
    contactors and establish connection between the traction
    motors and generators. Increased current
    through the traction motors, or acceleration of the
    locomotive, is obtained by advancing the throttle
    handle. Change from series to parallel connections of
    the traction motors is established automatically at the
    proper point.
    (2) In order to change the direction of motion of
    the locomotive, place the throttle handle in position
    for idling the engines, bring the locomotive to a stop,
    shift reverser handle and advance the throttle again.
    Never reverse the locomotive while it is in motion
    except in cases of extreme emergency.
    d. Sand the rails when there is a tendency for the
    wheels to slip and close the throttle slightly until the
    wheels stop slipping. In case the wheels lose their
    grip entirely and spin, move the throttle into idling
    position until the wheels take hold.
    e. When coming to rest on a grade, apply the
    brakes on the locomotive before closing the throttle
    handle. Likewise, when starting on an ascending
    grade, do not release the brake of the locomotive until
    the throttle handle has been opened sufficiently to
    prevent the train, or locomotive, from drifting backward.
    f. When, for any reason, the current fails on the
    52
    locomotive, close the throttle handle, and, if on a
    grade, apply the brakes.
    / ■
    152. Precautions while Operating Locomotive
    After starting the engine, the operator will:
    a. Make regular checks of lubricating oil pressures
    and cooling water temperatures.
    b. If, for any reason, the engines become overheated,
    allow engines to cool off before adding water
    to the cooling system.
    c. After pulling heavy loads, allow the engines to
    idle for 10 minutes before stopping them to prevent
    boiling the cooling water.
    d. Open the adjustable engine-hood hatches during
    warm weather operation.
    153. Brakes
    In operating brakes the operator will—
    a. Not depend upon the air brakes to hold the
    locomotive on a grade when the compressors are shut
    down.
    b. In emergencies apply the brakes immediately
    and shut off the power afterwards.
    c. Apply the brakes sooner than on a steam locomotive
    since an electric locomotive has much less
    friction and the flywheel effect of the motor armature
    tends to keep the locomotive moving.
    154. Ventilation of Engine Compartment
    During the warm weather operation, the adjustable
    hatch-covers on the engine compartment roof should
    be raised.
    155. Safety
    Personnel will not—
    a. Reach inside the frames of generators or motors
    while they are in operation.
    b. Leave tools or any other loose objects near the
    electrical equipment when the locomotive is in operation.
    156. Operation with One Power Plant Only (Locomotives
    Equipped with Two Power Units)
    a. A locomotive may be operated at any time with
    one power plant simply by leaving the other power
    plant shut down. With only one power plant operating,
    special care will be taken to avoid pulling
    heavy loads.
    b. Take proper precautions if there is any danger
    of the water freezing in the shut-down engine.
    157. Operation with Motors Cut-out
    In event trouble develops which makes it necessary
    to cut out a traction motor, shut down the engine
    which furnishes power to that motor. Special care
    will be taken to avoid pulling heavy loads, while traction
    motor is inoperative.
    158. Overheating of Engines
    In case the engines become overheated, the operator
    will—
    a. Let the engines idle for 10 minutes before shutting
    them down. Never stop the engines immediately
    after a hard run. Circulation of the cooling water
    depends upon the circulating pump and when the
    engines are shut down, the pumps stop also. The
    iron masses in an engine pulling full load absorb sufficient
    heat to boil the cooling water if the circulation
    stops.
    b. If the water supply has failed, wait until cylinders
    have become normally cool before turning in
    water.
    c. Watch for overheated heads; heads are liable to
    crack and be damaged if they become too hot and
    water is turned into them.
    159. Stopping the Engine
    To stop the Diesel engine, the operator will—
    a. Move the throttle into the extreme forward
    position.
    b. Close the throttle valve by hand if it should
    stick in the “open” position.
    c. If an engine fails to stop under normal conditions
    or if it over-speeds, close the emergency shutoff
    cock on the side of the fuel pump.
    160. Leaving the Locomotive
    Before leaving the locomotive, the operator will—
    a. Shut down the engines.
    b. Place reverser handle in neutral position.
    c. Open all switches.
    d. Close all doors, windows and hatches.
    e. Close radiator shutters.
    f. Release air brakes and set hand brakes; if
    necessary, block wheels to prevent undesired movement.
    g. If weather is freezing and locomotive cannot
    be run in the roundhouse, or attached to an outside
    steam connection, drain water unless anti-freeze is
    used.
    161. Temperature Control of Cooling Water
    a. Diesel engines are provided with a thermostat
    in the cooling water outlet and have air fans belted
    directly to the engines. Water is thus shut off from
    the radiator but permitted to circulate through the
    engine cylinder block when the temperature of the
    water in the engine is below that for which the thermostat
    is set.
    53
    b. During cold weather it may be necessary to close
    the shutters in front of the radiators in order to
    maintain the proper temperature. If, during extremely
    cold weather, it becomes difficult to maintain
    engine temperature at the proper level, the shutters
    in the side doors also may be partly or entirely
    closed, especially on the windward side of the locomotive.
    (For normal operation these shutters will be
    kept open.)
    c. When the engines are shut down during the cold
    weather, it is advisable to close all shutters. The
    control levers in the operating cab are marked to
    show the position of the radiator shutters.
    d. If it becomes difficult to operate the shutters,
    it may be caused by lack of lubrication at the hinge
    pins of the vanes and at the operating lever pin
    joints. Lubricate with a light oil.
    162. Compressors and Other Auxiliary Machines
    The compressors and other auxiliary machines are
    driven by “V” belts from the generator. Adjustment
    of the belt-tension is provided by moving these
    machines on their bases to change the distance between
    the pulley centers. A fairly accurate guide for
    determining the correct tension on the belts is to
    make the adjustment by pressing on each belt with
    one finger to a depth of 1 inch at a point midway
    between the pulleys.
    163. Battery Charging Equipment
    a. In general the function of the auxiliary generators,
    or charging generators, is to supply the control
    and the lighting load and to charge the batteries. On
    locomotives with more than one power plant, the
    generators are connected in parallel for battery
    charging.
    b. The battery charging equipment for each power
    plant consists of an auxiliary generator, belt driven
    from the main generator; a voltage regulator, and a
    reverse current relay.
    164. Engine Starting Equipment
    In this type of starting the traction generator is used
    as a motor. To facilitate starting'without excessive
    drain on the battery, the generator is provided with
    a series of field winding.
    165. Main Circuits
    a.«The main circuits for each power plant include
    the following equipment! Traction generator, traction
    motors, contactors for connecting the traction
    generator and traction motors, and a reverser for
    changing the direction of current in the traction
    motor fields.
    b. The maximum engine utilization is obtained by
    automatic series-parallel connection of the motors
    when accelerating the locomotive.
    166. Generator Field
    The shunt field is supplied with current furnished by
    the generator itself, but may receive also part of its
    exciting current from the battery, depending on the
    scheme of connections.
    167. Simple Troubles of Locomotives
    a. If the engine fails to turn over when the starting
    button is pressed, the operator will :
    (1) Close the battery and control switches.
    (2) Close the starting contactor. (If it does not
    close, check for blown battery and control fuses ; replace
    fuses if necessary. If the battery voltmeter
    registers a reading, it is an indication that the battery
    fuse is not blown. If the starting contactor still
    does not close, check for an open circuit at the starting
    button, at the operating coil of the starting contactor,
    or at the control switch.)
    (3) If the starting contactor closes, but the engine
    will not turn over, see if the starting contactor
    main connections are defective or if the battery is
    discharged and needs to be recharged from an outside
    source.
    (4) If the battery is not discharged and the engine
    cannot be started, check for a faulty generator,
    the most likely defects being poor ground connection
    and open or loose connections in the main generator
    circuit.
    b. If the engine is operating but the locomotive
    will not move with the throttle in the first position,
    the operator will :
    (1) Make sure that the line contactors close. (If
    they do not close, look for poor connections at the
    following points : interlocks on line contactors ; contact
    fingers on throttle control switch ; contact fingers
    on the controller at the operator’s position ; interlock
    fingers on the reverser; interlocks on starting contactors
    ; the engine starting switches ; or at line contactor
    operating coils.)
    (2) If the line contactors close, but the locomotive
    does not move, the operator will :
    (a) Release the brakes.
    (&) Set the reverser in its proper position.
    (c) See that the contacts are in good condition.
    (3) If the foregoing steps do not remedy the
    trouble, the operator will :
    (tz) Apply a voltmeter and see if the traction generator
    voltage builds up. (If it does not, there is
    probably an open circuit in the traction generator
    shunt field circuit.)
    54
    (Z?) If the battery does not charge, check and replace
    any blown fuses in the charging generator
    circuits.
    c. Lack of Power. (1) Lack of power in the
    engine may be caused by poor combustion, insufficient
    air, improper fuel, leak in fuel suction line,
    governor trouble, injector trouble, restriction in exhaust,
    incorrect timing, leaky exhaust valves, or a
    tight bearing or piston.
    (2) Lack of power in the electrical system may be
    caused by low generator field excitation, which in
    turn may be caused by a faulty connection in the
    generator battery field circuit or a faulty auxiliary
    generator field contactor. Lack of power may also
    be the result of faulty traction motors or generators,
    transition relay, current limit relay, or fuses blown
    in battery or exciter circuits.
    d. Smoke at Exhaust. Smoke at the exhaust
    normally is an indication of poor combustion chamber.
    Fuel in a partially burned condition will cause
    a black exhaust. If fuel is not igniting, the exhaust
    will show blue. Smoke may appear at light loads or
    upon starting because of low temperature of the combustion
    chamber. Misfiring, improper fuel, incorrect
    timing, a faulty injector or insufficient air also
    may be the cause of exhaust smoke.
    168. Work Reports
    After completion of each trip or day’s work, a work
    report on the approved form will be filled out by
    enginemen.
    Section III. MAINTENANCE OF LOCOMOTIVE
    169. General
    a. Maximum service is obtained from electric machinery
    only when it is kept dry and clean. All apparatus
    should be blown out with dry compressed
    air; parts accessible should be wiped off with clean
    wiping rags. Washed wiping rags are preferable to
    cotton waste as they are less liable to leave lint. . Do
    not use air under high pressure for cleaning in the
    vicinity of exposed mica insulation as small flakes of
    mica will be blown loose, finally resulting in complete
    destruction of the insulation.
    b. Oil is also destructive to insulating materials
    since it collects dust and dirt causing such materials
    to break down electrically. When lubricating electrical
    apparatus use extreme care to prevent the
    lubricant from coating the insulated parts; if any
    lubricant does spill on the equipment, it will be wiped
    off thoroughly with clean wiping rags.
    c. All screws, bolts, and nuts which secure electrical
    connections will be kept tight to insure good
    contact. When a ground connection is made, the
    surface to which the connection is made will be
    cleaned thoroughly of all dirt, paint, or rust to assure
    good electrical contact.
    d. Cement is used to advantage in repairing
    burned insulation such as arc chutes, sides of contactors,
    and switches.
    e. Varnish is recommended for all cables exposed
    to dirt or moisture, especially where creepage is important;
    it has high insulating qualities and gives a
    smooth surface which cleans easily.
    f. When varnishing control apparatus, use good
    quality insulating varnish.
    g. During inspection of control equipment responsible
    personnel will watch for:
    (1) Loose nuts and screws.
    (2) Cotter pins missing or not split.
    (3) Broken or weak springs.
    (4) Weak contact pressure on interlocks and relay
    contacts, and improper wipe and break.
    (5) Grease and dirt on insulating materials.
    (6) Worn or burned contactors.
    (7) Loose terminals and connections.
    (8) Broken insulators.
    170. Running Gear and Mechanical Equipment
    a. Responsible personnel will inspect the trucks
    and other parts of the running gear equipment as
    frequently as service conditions require.
    b. The inspector will watch especially for loose or
    missing bolts and nuts, worn wearing plates, worn
    or broken bearings, defective gears and gear cases,
    and broken springs, and this inspection will include:
    (1) Gears and gear cases.
    (2) Motor axle caps and supporting bolts, nuts
    and linings.
    (3) Motor armature bearings.
    (4) Motor nose suspension bolts, springs, safety
    lugs and hangers.
    (5) Journal boxes, their wearing plates and bearings.
    (6) Pedestal wearing plates.
    (7) Equalizers and springs.
    (8) Dust guards.
    (9) Thrust plates at end of axles.
    (10) Hub liners.
    (11) Wheels and tires.
    4
    55
    (12) Center plates and side bearings.
    (13) Brake rigging, including cylinders, levers,
    hangers, pins, brake shoes, brake shoe heads and
    turnbuckles.
    (14) Traction motor air connections, when used.
    (15) Sander hose and pipes.
    (16) Couplers.
    (17) Motor leads and supporting clamps.
    (18) Air brake hoses.
    171. Engine and Generator Mounting
    a. Alignment of the generator and engine through
    the flexible coupling is obtained by shims under the
    generator supports. In this method of mounting two
    conditions will be fulfilled, and changing one is apt
    to affect the other:
    (1) Correct alignment of the coupling.
    (2) Equalization of the generator air gap.
    b. After the correct alignment has been obtained,
    the generator will be doweled to the sub-base; this
    facilitates realignment of the coupling and generator
    frame if the original alignment has been disturbed
    for any reason. However, the dowel pins will not
    be depended upon entirely for locating the generator
    frame as the engine may have been shifted on its
    base. The coupling therefore will be checked with
    a dial gauge and the air gap measured to make sure
    that realignment is correctly made.
    c. If it becomes necessary to disconnect the generator
    from the engine or do any work that would
    disturb the alignment when reassembling the set,
    care will be taken to see that all of the shims under
    the generator supports are replaced in their original
    position. The dowel pins or body-bound bolts also
    will be replaced properly.
    d. Inserting the dowel pins or body-bound bolts in
    the generator frame support and replacing the same
    thickness of shims does not always insure correct
    setting, as the engine may have been moved on the
    sub-base. To insure that the engine is located in
    exactly the same position as it was before disturbing
    the alignment, insert the dowel pins or the bodybdund
    bolts in the engine base before trying to align
    the generator.
    172. Filling and Draining Water System
    a. In filling the water systems, the operator will—
    (1) Close the drain valves.
    (2) Tighten the drain plugs.
    (3) Use only clean water.
    (4) Fill through pipes located on the top of the
    radiators.
    (5) Replenish water as required to offset loss
    from leakage and evaporation.
    b. Water will be drained completely at least once
    each month to keep the concentration of water impurities
    from becoming too great. In draining the
    water cooling system, the operator will :
    ( 1 ) Open all drain valves.
    (2 ) Remove drain plugs wherever they occur in
    the water piping.
    (3 ) Make certain that all parts of the system, including
    engine block and any water cooled auxiliaries,
    are drained completely.
    173. Wheel Diameters
    Keep the wheel diameter variation within limits
    given in Chapter 6, Section III, to avoid too great
    unbalance in the load between the motors. However,
    it is recommended that the wheel diameters be maintained
    as nearly equal as shop practice permits.
    174. Lubrication
    a. The proper lubrication of Diesel-electric locomotives
    is imperative and instructions will be followed
    carefully. The proper level and proper grade
    of oil will be carried in.the crankcase at all times.
    Care will be taken to maintain a regular lubricating
    schedule on the remainder of the locomotive.
    b. The frequent cleaning of metal edge type and
    changing elements on bag and waste type lubricating
    oil filters will increase the life of the oil by the absorption
    of carbon deposits and other impurities carried
    in the oil. Elements of bag and waste type filters
    will be changed each time the lubricating oil is
    changed.
    c. If the height of the lubricating oil rises in the
    crankcase, it will be found that the oil is being diluted
    with water or fuel oil. The locomotive should
    be taken out of service and the reason for dilution
    determined and corrected.
    (1) Dilution of the lubricating oil by fuel oil is
    serious, often causing bearing failures. Injectors
    will be cleaned, fuel connections checked for leaks,
    and injector rocker arms and push tubes checked for
    failure when dilution occurs.
    (2) Dilution of the lubricating oil by water, although
    not as common, is equally serious. Cylinder
    heads and block, and cylinder liner seals will be
    checked for leaks.
    d. When the locomotive first is put into service,
    each week add approximately 1 pound of proper lubricant
    to each gear case. Make frequent inspections
    through the filling openings to determine if
    there is a good film of grease on the teeth. The required
    amount and frequency of adding lubricant
    can then be determined. If considerable leakage of
    grease is noted and at the same time the gear teeth
    56
    show a good film of lubricant, more grease is being
    used than is necessary.
    e. On swivel type truck locomotives lubricate the
    center plates at least once each month and more often
    if necessary. The oil used for the journal bearings
    will be suitable for this purpose. When working out
    a lubrication schedule it will be observed that:
    (1) Ball and roller bearings require the right kind
    and quantity of clean lubricant and when grease lubricated,
    damage results more often from too much
    lubrication rather than too little.
    (2) All type of bearings will be inspected frequently
    during their initial period of use to determine
    signs of wrong lubrication before serious damage
    can result.
    175. Fuel Oil System
    a. Care will be used in keeping fuel oil in a clean
    condition. Storage tanks or drums will be kept free
    from dirt, water, or rust scale. Care will be taken
    to exclude any foreign matter when transferring fuel
    from storage tanks to locomotive fuel tanks. Occasional
    flushing of the locomotive fuel tank will remove
    any sediment which has settled in the tank.
    This may be done by removing drain plug in the
    bottom of the fuel tank and allowing a small amount
    of fuel to drain out, then replacing plug.
    b. Clean fuel is necessary because of the close
    clearances in the injection pump and injection nozzle
    mechanisms. The fuel oil injection system is protected
    by the extensive use of filters. Periodic cleaning
    or changing of elements of fuel-oil filters will
    prevent unnecessary fuel injections troubles.
    176. Cooling System
    a. The engine cooling system is filled through a
    filler pipe in the roof, or at the side of the truck
    under the platform of the locomotive. Fill until tank
    or standpipe overflows.
    b. The use of water treating compound in Diesel
    engine cooling systems is strongly recommended. It
    reduces scale formation and caustic embrittlement
    within the engine.
    c. The engine water outlet manifold thermometer
    in the cab provides an excellent means of determining
    faulty water circulation or lack of water. Abnormally
    high temperature, as indicated by this thermometer,
    is usually due to faulty water circulation
    or lack of water in the cooling system. Poor circulation
    is also indicated by excessive localized heating
    at various points in the cooling system. This may be
    determined by holding the hand at various points in
    question and making a comparison in the degree of
    heat.
    d. Proper adjustment will be maintained on radiator
    fan belts to insure proper functioning of the
    cooling fan.
    £. If the engine should overheat because of insufficient
    water in the cooling system, add hot water
    while idling the engine. If the engine is extremely
    hot, let it cool for an hour or so before adding any
    water.
    f. Maintain as even a temperature as possible in
    cooling system (between 140° and 180° F., preferably
    160° F. and never above 195° F.)
    177. Electrical Equipment
    a. Batteries are used in starting the engine and
    supplying the current for lights and other auxiliary
    units. These will be given an occasional test with a
    hydrometer to ascertain the amount of the charge
    carried. Water will be added daily to keep the correct
    level in the batteries. Gravity readings will not
    be taken immediately after adding water. All connections
    will be kept clean and tight.
    b. On locomotives where a cut-out switch is provided
    for disconnecting the battery from the circuits,
    the switch will be opened when leaving the locomotive
    for an idle period or whenever working on any
    control circuits.
    c. The master controller is used to select the direction
    of the locomotive. It is interlocked with the
    main throttle handle so that the controller cannot be
    thrown from forward to reverse or vise versa unless
    the throttle is in idling position.
    d. The reverser is a drum switch for reversing the
    traction motor fields. It is operated by a doublecylinder
    air engine controlled by two magnet valves
    which in turn are controlled electrically by the master
    controller.
    e. In event the engine does not rotate when starter
    swatch is contacted, check the battery cut-out switch,
    fuses in the circuit, and starting contactors.
    /.If the engine will operate but locomotive will
    not move, check control and auxiliary fuses and contactors
    in power circuits. ' •
    g. If the locomotive will move in one direction
    only, the trouble usually will be located in the wiring
    from the controller to the air operated magnet valve
    coil, in the interlocks on the reverse, or in low-control
    air pressure which is normally 70 pounds.
    h. The reverser master controller handle will always
    be kept in the direction of movement of the
    locomotive, except when deadheading, when it will
    be placed in the neutral position.
    i. The main generator supplies the electrical energy
    used to power the locomotive. The purpose of
    57
    the auxiliary generator is to charge the batteries. On
    some locomotives an exciter generator is used to excite
    the main generator fields. The traction motors
    convert the electrical power from the main generator
    to mechanical power and are geared to the locomotive
    axles.
    /. Transition is the term applied to changing the
    traction motor electrical connections from series to
    series parallel. This is done to obtain the desired
    tractive effort and speed within the voltage operating
    limit of the generator.
    Section IV. INSPECTION OF LOCOMOTIVE
    178. General
    Consult the proper War Department Technical
    Manual furnished with each type of locomotive for
    detailed instructions on how to make the inspections
    outlined in this manual.
    179. Daily Inspection
    a. Mechanical. (1) Check engines for lubricating
    oil, fuel oil, waste, fuel leaks.
    (2) Check wheels for flat spots.
    (3) Check sanders, bell, horn and throttle.
    (4) Check cooling fan and super-charge belts.
    (5) Check water pump packing.
    (6) Check journal boxes, and oil if necessary.
    (7) Drain sediment and water from fuel and lubricating
    oil filters.
    (8) Check engine for cleanliness.
    (9) Check any unlisted mechanical item for defects.
    b. Air Compressor and Air-brake Equipment.
    (1) Check brakes and piston travel.
    (2) Check air compressor.
    (3) Blow out main air reservoir.
    (4) Check any unlisted item in this classification
    for defects.
    c. Electrical. (1) Check batteries by noting
    speed of engine when starting.
    (2) Check battery charging equipment.
    (3) Check all lights.
    (4) Check any unlisted electrical item for defects.
    180. 100-hour Operation Inspection
    a. Mechanical. (1) Inspect all underneath
    equipment for loose bolts, defective or broken parts,
    and missing parts. Examine engine mounting for
    looseness. Check couplers and draft gear.
    (2) Drain accumulated water and sediment from
    fuel tanks and filters.
    (3) Lubricate journal box bearings and journal
    box pedestals.
    (4) Lubricate clutch throwout collar.
    (5) Maintain oil level in fuel injection-pump
    housing.
    (6) Maintain oil level in engine crankcase; check
    oil pressure.
    (7) Check for dilution of lubrication oil in engine
    crankcase.
    (8) Inspect all drivp belts for proper adjustment
    and condition.
    (9) Lubricate radiator fan shaft bearings.
    (10) Remove rocker box covers and inspect.
    (11) Clean air-cleaning element and inlet tube.
    (12) Clean crankcase breathers.
    (13) Inspect all engine piping for leaks.
    (14) Check all safety appliances, grab irons,
    steps, and handrails.
    (15) Check engine speed, idle and full throttle,
    noting any unusual noise or pounding; determine
    cause and report condition to proper authority.
    b. Air Compressor and Air Brake Equipment.
    (1) Drain water from main air reservoirs.
    (2) Test air equipment and air brake operation.
    (3) Maintain oil level in air compressor crankcase.
    (4) Renew worn brake shoes, adjust brake travel.
    c. Electrical. (1) Inspect generators and traction
    motors; clean with dry air.
    (2) Check batteries for correct water level, specific
    gravity, and for loose or corroded connections;
    check charging rate.
    (3) Maintain motor axle bearing oil level.
    (4) Check operation of contactors, interlocks, and
    controls.
    (5) Check load meters for engine power balance.
    181. 400-hour Operation Inspection (in addition to
    100-hour inspection)
    a. Mechanical. (1) Clean or renew fuel filter
    elements and strainers.
    (2) Clean or renew lubricating oil filter elements.
    (3) Check transmission, adding lubricant if required.
    (4) Change oil in fuel injection housing.
    (5) Inspect traction motor gears; maintain lubrication.
    (6) Lubricate traction motor blower fan bearings.
    (7) Check valve clearances, examine valve springs
    and valve rocker arms.
    (8) Clean and test fuel injection nozzles.
    (9) Make visual inspection of crankcase for worn
    bearings or loose connecting rod bolts.
    (10) Clean crankcase breather screens.
    (11) Check oil in crankcase for sludge, dilution,
    and viscosity; change oil if necessary.
    (12) Remove, clean, lubricate, and replace drivesprocket
    chain.
    (13) Drain cooling system, refilling with clean
    water, add specified water-treatment compound (do
    not drain when antifreeze is used in cooling system).
    b. Air Compressor and Air-brake Equipment.
    (1) Change air compressor crankcase oil.
    (2) Clean air compressor air intake filter.
    (3) Check operation of compressor governor and
    unloader valve.
    c. Electrical. (1) Lubricate traction motor and
    all generator armature bearings; avoid overlubrication.
    (2) Clean battery compartment and wash off
    batteries.
    (3) Check starting motor and generator; clean
    with dry air.
    (4) Clean and lubricate reverser; check operation
    of magnet valves.
    (5) Clean contactor and interlock tips, renew defective
    tips, correct gap and spring tension.
    (6) Check all electrical connections.
    (7) Test control circuits.
    (8.) Check, adjust, and lubricate throttle control;
    correct engine idling speed.
    182. 4,800-hour Operation Inspection (in addition to
    previous inspection requirements)
    a. Mechanical. (1) Repack journal boxes and
    examine journal brasses.
    (2) Change oil in roller bearing journal boxes.
    (3) Repack motor axle bearings.
    (4) Drain and clean out traction motor gear cases
    and refill with specified lubricant.
    (5) Lubricate truck center bearings.
    (6) Clean carbon and reface and grind valves.
    (7) Check liner wear.
    (8) Check pistons, piston rings, and wrist pins.
    (9) Remove and examine main bearings and connecting-
    rod bearings.
    (10) Make general inspection and clean interior
    of engine.
    b. Air Compressor and Air-brake Equipment.
    (1) Clean and lubricate air-brake equipment.
    (2) Clean carbon from compressor valves.
    c. Electrical. (1) Clean, inspect, and repair
    all electrical equipment.
    (2) Inspect and lubricate operating cylinder piston
    leathers.
    183. General Repairs
    After 800,000 miles of service, the locomotive should
    receive an over-hauling, including:
    a. Replacement or heavy repairs to Diesel engines.
    b. Replacement or heavy repairs to generators ;
    traction motors, steam generators, gear train, air
    compressors, cooling systems, pneumatic and electrical
    equipment.
    c. Heavy repairs to body and trucks.
    Section V. LOCOMOTIVES OUT OF SERVICE
    184. Handling Locomotives "Dead on Wheels"
    a. When the locomotive is hauled "dead on
    wheels,” all switches will be opened including the
    battery cut-out switch. The air-brake "dead” engine
    features will be set.
    b. If no antifreeze is used and there is danger of
    the engine cooling water freezing, drain the entire
    cooling system.
    c. If the haul is long or the train speed exceeds the
    maximum safe speed of the locomotive, remove the
    pinions from the traction motors. For short hauls,
    remove traction motor brushes.
    d. The messenger or pilot who accompanies the
    locomotive will be familiar with its working parts.
    He will be instructed to watch for hot journals and
    check the condition of traction motors, making frequent
    inspections enroute. He will apply a good
    grade of oil to all moving parts. At the completion
    of the trip, he will make a written report of the outof-
    ordinary conditions to proper authorities.
    185. Preparation of Locomotives for Ocean Transit
    In case it is necessary to prepare locomotives for
    oversea shipment, detailed instructions will be issued
    by proper authority.
    186. Preparation of Locomotive for Storage
    To prepare the Diesel electric locomotive for storage,
    responsible personnel will :
    a. Run engine until thoroughly warm, then stop
    and drain lubricating system.
    59
    b. Place 1 gallon of rust-preventive oil in the oil
    pan.
    c. Turn engine several revolutions with starter to
    force oil through the engine, then bring the engine
    up to full speed on its own power for a few moments,
    after which drain the excess oil from the lubricating
    sytem.
    d. Take special precautions to protect the fuel injection
    system against corrosion and gum which
    causes sticking of delivery valves, plungers, control
    sleeves and nozzles. Just prior to shutting down the
    engine for the last time, 2 quarts of light rust-preventive
    oil with equal parts of kerosene to obtain a
    mixture of approximately the same viscosity as that
    of the fuel oil. Make sure that both the oil and kerosene
    are free from water and dirt, then proceed as
    follows:
    (1) Run the engine until thoroughly warm; then
    drain the fuel from the entire system except the
    nozzles and high pressure lines from the injection
    pump. Drain the injection pump by loosening the
    large hex connection on the end opposite the inlet.
    (2) Disconnect the feed line from the main fuel
    tank and insert the end of the line into a small container
    filled with the kerosene and oil mixture.
    (3) Draw this mixture into the fuel system and
    vent.
    (4) Start the engine and allow it to run until practically
    all of the mixture in the small container is
    drawn into the system.
    (5) Drain the lubricating oil from the injection
    pump by means of the small drain plug in the base of
    the housing.
    (6) Tape a piece of gasket material over the vent
    in the pump inspection cover and plug the overflow
    if so equipped. Fill the lubricating-oil compartment
    with rust preventive oil mixture through the oilgauge
    opening.
    (7) Remove and clean the injection nozzles, removing
    the valve and body, and coating them with
    vaseline; reassemble parts to the engine.
    e. Spray or paint inlet and exhaust valves, stems,
    spring and rocker arm shaft with rust preventive oil.
    f. Spray or paint any and all surfaces having a
    tendency to rust, such as water pump shaft, fuel
    injection pump drive shaft, and the like.
    g. Drain cooling system completely.
    h. Remove all batteries and store them at a convenient
    location where they can be cared for properly
    during the shut-down period. (A battery deteriorates
    when it is not kept active.)
    187. Preparing Locomotive for Operation after
    Storage
    To place the Diesel engine in service after storage
    proceed as follows:
    a. Drain the rust preventive mixture from the
    entire fuel system.
    b. Drain the injection lines to the nozzles by disconnecting
    at the fuel pump.
    c. Wash out the filters in clean fuel oil and refill
    with clean fuel oil.
    d. Drain the lubricating oil compartment of the
    injection pump and refill with lubricating oil to the
    marking on the level gauge. Remove gasket and
    plug in vents.
    e. Remove the injection nozzles and holders and
    wash in clean fuel.
    f. Proceed as outlined under starting in paragraph
    150.
    CHAPTER 8
    LOCOMOTIVE CRANES, DERRICKS, AND PILE DRIVERS
    188. General
    a. The operator of a locomotive crane, derrick, or
    pile driver is responsible for proper operation, inspection
    and maintenance of the equipment in his
    charge. Lubrication and maintenance of such equipment
    will be in conformance with recommendations
    and instructions contained in the appropriate War
    Department Technical Manual accompanying the
    equipment.
    b. Careful daily inspection by the operator and
    report of defects, followed immediately by necessary
    repairs, will reduce the cost of maintenance and
    keep equipment in operation for longer periods of
    time.
    c. The stated capacities of a locomotive crane will
    not be exceeded. The lifting capacities at the various
    radii are given on a plate attached to the side of
    the crane; under no circumstances will the operator
    attempt to lift a load without knowing its approximate
    weight so that. he can arrange to handle it
    within a safe working radius.
    d. Before attempting to do any work under or
    about the machinery of a steam locomotive crane,
    or when leaving it for any length of time, the operator
    will close the stop valve in the main steam pipe
    near the boiler and open all cylinder cocks to the
    engines. Wheels will also be blocked to prevent
    undesired movement.
    189. Locomotive Cranes and Derricks
    a. Placing in Service. Before placing a new
    crane in service, it is necessary that the required
    amount of ballast (plate punchings or similar scrap)
    be placed in the compartment in the rear extension.
    b. Load Capacity. The capacity of the crane is
    listed on the plates located on each side of the machine.
    These capacities apply only when the load
    is directly under the hoisting block and are the maximum
    allowable; they will not be exceeded for any
    indicated radius.
    c. Use of Outriggers. When heavy loads are to
    be lifted, rail clamps are not sufficient. In addition,
    outriggers will be placed and carefully wedged with
    the machine in level position to increase the diameter
    of the base and to prevent upsetting the machine.
    d. Overloading. It must be understood that the
    radius of a locomotive or wrecking crane is the horizontal
    distance from the crane’s center pin to the
    center of gravity of a suspended load. The machine’s
    capacity at different radii is plainly indicated
    and will not be exceeded.
    e. Lubrication. The service a machine renders
    depends primarily upon the attention given to its
    proper lubrication. The object of lubrication is to
    prevent friction. This is accomplished by using the
    proper oil, grease, or other lubricant to form a film
    between the bearing surfaces. (See appropriate
    War Department Lubrication Orders.)
    f. Repairs. The efficiency of a machine depends
    not only on the manner in which it is operated, which
    includes its proper lubrication, but it also is based
    on whether or not defects are noted as they develop.
    If the operator is not able to correct these troubles,
    they should be reported immediately to proper authority
    for correction. The operator should note any
    abnormal condition and take corrective measures immediately
    to prevent damage to the equipment and
    avoid unnecessary heavy repairs. At the end of the
    day’s work, a careful inspection of the machine will
    be made and report of defects entered on WD AGO
    Form No. 55-226 (ch. 12).
    g. Every locomotive crane boiler will receive careful
    and necessary attention to insure proper service.
    Operating personnel will—
    (1) Give proper attention to the boiler while it
    is in his care.
    (2) See that water is carried neither too high nor
    too low (two gauges or half a glass is proper
    amount).
    (3) Correct all leaks immediately.
    (4) Keep ash pan clean.
    (5) Employ proper method of firing.
    (6) Blow boiler and gauge cock as frequently as
    water conditions require.
    (7) Never depend on water gauge glass alone
    for correct indication of water level but use all gauge
    cocks, beginning at the bottom to prevent sticking;
    also, frequently blow out the gauge glass.
    60
    61
    (8) Wash boilers at least once each month and
    more often when water conditions require it. At
    each boiler wash period, the operator will:
    (a) Clean the water tank and wash and clean
    the spindles of gauge cocks and water glass cock.
    (&) Make a report of all boiler washout on WD,
    AGO Form No. 55-231. (See Chapter 12.)
    h. (1) Preparation for firing up actually begins
    when the crane is put away at the end of a workday
    or shift. The operator will—
    (a) Leave sufficient water in the boiler for firing
    up on succeeding shifts but never less than two
    gauges nor more than three.
    (&) Clean thoroughly the fire box and ash pan.
    (c) Cover the stack.
    ((/) Drain cylinders and reservoirs.
    (e) Close the throttle.
    (f) Turn reverse lever to central position.
    ( 8 19 3280 5680 4640 3280 2240 1700 1120 570
    %6 8 19 4120 7140 5830 4120 2820 2130 1400 720
    5/8 8 19 5000 8660 7070 5000 3420 2590 1710 870
    8 19 7120 12330 10070 7120 4870 3690 2430 1240
    % 8 19 9600 16630 13580 * 9600 6570 4970 3280 1670
    1 8 19 12480 21620 17650 12480 8540 6460 4260 2180
    1% 8 19 15760 27300 22290 15760 10780 8160 5380 2750
    1% 8 19 19360 33530 27380 19360 13240 10020 6610 3380
    8 19 23320 40390 32980 23320 15950 12070 7960 4070
    1/ 8 19 27600 47800 39030 27600 18880 14290 9420 4810
    134 . 6 37 41600 72050 58830 41600 28450 21530 14190 7260
    1% 6 37 47600 82440 67320 47600 32560 24640 16240 8300
    2 6 37 54000 93530 76370 54000 36940 27950 18420 9420
    CHAPTER 9
    GASOLINE-MECHANICAL LOCOMOTIVES
    194. General
    a. Before the locomotive is started, the radiator
    will be filled with clean, soft water; avoid the use of
    alkaline water which will deposit sediment and
    eventually clog the radiator core. Sufficient oil will
    be placed in the crankcase so that oil level indicator
    registers FULL or HIGH. A supply of fuel will
    be in the fuel tank and the fuel shut-off cock in
    open position.
    b. Both compartments of the transmission will be
    filled to the proper level with proper lubricant.
    c. Lubricating instructions furnished with each
    locomotive will be followed and the proper grades
    of oil and grease will be used. The life of the locomotive
    depends upon the quality of lubricant used
    and the lubrication attention given to it.
    d. Only lintless rags, not waste, will be used for
    wiping the locomotive or engine.
    e. Sandboxes will be filled out of doors, with the
    engine hood closed. Only dry, sharp sand, washed
    free from salt and clay, will be used.
    /. Lubrication and maintenance of engine, magneto,
    and starting and lighting equipment will be in
    conformance with the appropriate War Department
    Technical Manual accompanying the equipment.
    Copies of these instructions will be in the possession
    of the officer in charge. If not otherwise available,
    request will be made to the chief of transportation,
    to supply a set of instructions.
    195. Operation of Locomotive
    a. To start the engine, the operator will :
    (1) Turn on ignition switch.
    (2) Turn on both distributor and magneto
    switches.
    (3) Pull the choke out.
    (4) Use the starter button.
    (5) In cold weather pull the primer out two or
    three times before using starter button.
    (6) Operate engine on either magneto or distributor
    or on both.
    (7) Allow engine to run a few minutes before
    operating locomotive.
    b. To start the locomotive, the operator will :
    (1) Shift the gears and operate the clutch and
    throttle as for an automobile or truck. (Practice is
    necessary to prevent clashing of gears or stalling the
    engine.)
    (2) Control the forward and reverse motion of
    the locomotive by the forward and reverse lever.
    (3) After shifting this lever make certain that
    it is latched securely in place.
    (4) When reversing direction, place the gear
    shift lever in low speed and then release clutch.
    Bring locomotive to a full stop before reversing.
    (5) Start in low gear regardless of the weight of
    the train.
    (6) As the train and locomotive gain momentum,
    release clutch and shift the gears to second speed
    and on up through third and fourth speeds as
    rapidly as momentum will permit.
    (7) Operate locomotive in high gear whenever
    possible and control the speed of the train by the
    throttle; never operate at a higher speed than designated
    limit.
    c. In using locomotive brakes, operator will:
    (1) Never attempt to brake locomotive by engine
    compression while descending a grade; such action
    will burn out bearings and possibly break connecting
    rods.
    (2) Disengage the transmission when not under
    power and control the speed by brakes; do not use
    engine clutch or transmission as a brake.
    196. Precautions
    To prevent unnecessary deterioration of locomotives,
    responsible personnel will:
    a. In extremely cold weather use full choke in
    cranking the engine, and if necessary, prime each
    cylinder through the priming cups or spark plug
    holes.
    b. Never operate a warm engine with choke control
    pulled out. (This will cause engine to labor or
    stop and will dilute the crankcase oil).
    c. Never tamper with the engine governor unless
    thoroughly familiar with its construction and operation.
    d. Turn down grease cups on water pump once
    65
    each day; never remove grease cups to install pressure
    type grease gun fittings.
    e. Keep engine and all exposed parts clean.
    f- Check cause of back-firing or misfiring in the
    engine and correct.
    g. Protect the end of the exhaust pipe from rain
    if the engine is idle.
    197. Possible Causes of Engine Trouble
    a. When the engine is hard to start, the operator
    will—
    (1) Check battery for charge, for loose terminals,
    or for low solution.
    (2) Check the magneto for worn or sticking
    brushes; for damaged or water-soaked coil; for worn
    or sticking points, or for faulty condenser.
    (3) Check the distributor points to see if they
    are worn, or pitted, water-soaked, or sticking.
    (4) Check to see if fuel flow is obstructed, the
    carburetor flooded, or water in the fuel.
    (5) Check for loose or defective wiring; bad
    spark plugs; loose throttle or governor valve; leaking
    gaskets; non-seating valves; and improper timing.
    b. Excessive smoke from exhaust may be caused
    by:
    (1) Too much .oil in the crank case.
    (2) Carburetor needle valve open too far.
    (3) Sticking or leaking float.
    (4) Worn bearings, rings or cylinders.
    c. Explosion in muffler is usually caused by:
    (1) Retarded or weak spark.
    (2) Valves not seating or out of time.
    (3) One or more cylinders not firing.
    d. Engine knocks arise from:
    (1) Excessive carbon.
    (2) Loose bearings.
    (3) Valves not free on guides, or tappet clearances
    too great.
    (4) Worn pistons, pins, or cylinders.
    (5) Engine overheated or fuel not suited to engine.
    (6) Loose flywheel.
    (7) Lack of water or oil.
    e. When the engine misfires, it may be caused
    by—
    (1) Spark plugs fouled, cracked, shorted, or with
    improper gap.
    (2) Defective wiring.
    (3) Ignition breaker points sticking or with improper
    gap.
    (4) Dirt or water in fuel system.
    (5) Valves warped or broken; tappets sticking,
    or improperly adjusted.
    (6) Gaskets leaking.
    /. When engine lacks power, check for—
    (1) Valves warped, sticking, or seats worn.
    (2) Cylinders or pistons worn or scored.
    (3) Piston rings worn, weak, broken or sticking.
    (4) Improper fuel mixture, or fuel not suited to
    engine.
    (5) Muffler clogged.
    g. When the engine overheats, it is often caused
    by—
    (1) Lack of water; obstructed water hose;
    clogged radiator.
    (2) Fan belt slipping.
    (3) Lack of oil or diluted oil.
    (4) Improper ignition timing or valves leaking.
    (5) Improper fuel mixture.
    h. Poor compression results from—
    (1) Valves not seating properly; tappets sticking,
    set too close, or incorrectly timed; weak valve
    springs.
    (2) Piston rings sticking, weak, worn, or broken.
    (3) Loose or cracked spark plugs.
    (4) Oil too thin to seal piston rings.
    (5) Gaskets leaking.
    198. Inspection
    a. The same general procedure will be followed as
    outlined for Diesel-electric locomotives (see ch. 7)
    with the additional inspections of the gasoline engine.
    b. Report forms required for Diesel electric locomotives
    will be used for gasoline mechanical locomotives.
    199. Maintenance
    a. Daily maintenance. It will be the daily responsibility
    of maintenance personnel to:
    (1) Check the level of the oil in the engine and
    air compressor and add oil to bring the level up to
    the “full” mark on the gauges.
    (2) Fill the air compressor by removing the top
    plug and pouring in oil until it overflows.
    (3) Give one turn to the grease cup on the distributor.
    (4) Oil the surfaces between the axle and gibs
    in the journal boxes.
    (5) Drain the air reservoir while the system
    contains air under pressure.
    (6) Drain the air strainer.
    (7) Fill the gasoline tank, radiator, and sand
    boxes.
    (8) Clean the oil filter on the side of the engine
    by giving the handle several complete turns.
    (9) Examine the gasoline filter at the carburetor.
    If water and sediment are present, close shutoff,
    remove bowl, and clean.
    67
    b. Weekly Maintenance. In addition to daily
    maintenance (a above), maintenance personnel
    will—
    (1) Drain the engine oil while hot by removing
    the plug in the oil pan.
    (2) Remove the oil screen and wash in kerosene.
    (3) Put proper quantity and grade of new oil in
    the engine.
    (4) Remove oil filter, drain sump by removing
    drain plug, flush the filter with gasoline, and reinstall.
    (5) Check the height of oil in both compartments
    of the transmission and add oil in each compartment
    to restore to the proper oil level.
    (6) Clean the air filters on carburetor and air
    compressor by washing in light oil.
    (7) Add mixture of oil and kerosene to the clutch
    until mixture runs out of overflow. s
    (8) Lubricate the clutch sleeve with proper lubricant.
    (9) Lubricate the fan, clutch throwout bearing,
    brake shaft, cross equalizer, and jackshaft and bearings.
    Fill the distributor grease cup with cup grease.
    Oil the magneto, generator and Bendix drive with
    light oil.
    (10) Oil the brake pins, speed change lever and
    reverse lever.
    (11) Check the fan and air compressor belts;
    adjust if necessary, to eliminate slippage. Use no
    belt dressing and avoid getting oil or grease on the
    belts or pulleys.
    (12) Check the brake shoe travel and adjust so
    that the shoe travel does not exceed % inch.
    (13) Check the air brake system for leaks by applying
    air brakes and noting reduction in air reservoir
    pressure. Do not allow the pressure to drop
    over 5 pounds per minute. If the leak is greater than
    this amount, trace and eliminate it.
    (14) Check battery with hydrometer. See that all
    cells show proper operating gravity. If gravity is
    low, increase the charging rate on generator. If
    gravity is high, reduce the charging rate. Add distilled
    water to the battery to bring level to % inch
    above the plates.
    (15) Check all nuts, fastenings, and connections.
    c. Monthly Maintenance. In addition to daily
    and weekly maintenance (a and b above), maintenance
    personnel will—
    (1) Drain the air compressor and refill with oil.
    (2) Drain and refill the clutch with proper mixture
    of oil and kerosene.
    (3) Remove and clean spark plugs, check the gap
    with a gauge and reset points if necessary.
    (4) Clean breaker points in the distributor, check
    the gap with the gauge and reset points if necessary.
    (5) Clean points in the magneto, check the gap
    and reset points if necessary.
    (6) Clean and adjust chains, making sure that
    chains do not have initial tension nor are not slack
    enough to flap at high speeds.
    d. Bimonthly Maintenance. In addition to
    daily, weekly and monthly maintenance (iz, b, and c
    above), maintenance personnel will:
    (1) Drain the transmission and refill with proper
    grade and quantity of oil.
    (2) Remove chains, wash in kerosene, soak in engine
    oil, and replace.
    e. Semiannual Maintenance. In addition to
    daily, weekly, monthly and bimonthly maintenance
    (a, b, c, and d above), maintenance personnel will—
    (1) Remove axle bearing caps and flush with
    kerosene; replace caps and put proper lubricant in
    each bearing.
    (2) Remove the brake cylinder head and piston;
    clean and lubricate with brake cylinder lubricant.
    (3) Test the air gauge with a master gauge, check
    the air safety valve and reset if necessary; set the
    safety valve to open at 80 pounds.
    (4) Remove the engine cylinder heads, clean off
    carbon and grind valves.
    (5) Remove the air compressor and clean of
    carbon.
    (6) Reset the air compressor unloader to cut out
    at 79 pounds.
    200. Preparation for Ocean Transit
    In event it is necessary to prepare gasoline mechanical
    locomotives for oversea shipment, detailed instructions
    will be issued by proper authority.
    CHAPTER 10
    OPERATION AND MAINTENANCE OF AUTO-RAILERS
    201. General
    a. Auto-railers are dual-purpose vehicles for operation
    on both railroad tracks and highways. They
    are provided with steel-flanged wheels for holding
    their pneumatic tires on the rails. These flanged
    wheels are retractable so that auto-railers can be
    moved from the track and operated on roads with
    equal facility. Auto-railers utilize heavy-duty automotive
    units and construction in general and supplement
    standardized railroad equipment.
    b. The coefficient of friction of auto-railer tires on
    dry rails is 0.85. This results in great tractive and
    braking ability for such relatively light vehicles.
    Auto-railer tires are of the “squeegee” type and provide
    a coefficient of friction of approximately 0.60
    on wet rails and a coefficient of friction of approximately
    0.40 under conditions of frost, ice, and snow.
    Sanding auto-railer tires improves traction under
    slippery conditions and is most effective because of
    the large area of contact of the tire on the rail and
    through the use of the “squeegee” tire grooves. Under
    extreme winter conditions steel tire chains, developed
    especially for auto-railer tires, are used for
    running on the rail.
    d. Auto-railers are normally placed on railroad
    tracks at road crossings or other areas where the
    roadway is approximately level with the top of the
    rail. The rear pilot wheels are placed on the rails
    first with pressure on them before steering the front
    tires onto the rail and dropping the front pilot wheels.
    When the pilot wheels are on the rails, the steering
    gear is locked with the front tires in the straight forward
    position.
    (1) Auto-railers can be placed on the track where
    there is no road crossing by using railing devices
    which are placed on the rails with ramps resting on
    . the ties. Where auto-railers are regularly used as a
    part of the production equipment, special railing
    chutes are provided along and between the rails so
    that the auto-railers can be steered into them and
    both front and rear pilot wheels lowered without stopping.
    Similarly auto-railers can be driven off the
    track without stopping. Trains of auto-railers, of
    course, require railing chutes to get on the track
    quickly.
    (2) Pilot wheels are raised and lowered by the
    operator in the cab using either compressed air or
    power hydraulic controls. Another method is through
    manual controls at each end of the unit; these are
    conveniently located and easy to operate.
    (3) In some models with compressed air and
    hydraulic controls, inverted periscopes are used so
    that the operator can see the rails during the railing
    operation; floodlights are provided under the floor
    for use at night.
    d. Hardened steel flanged wheels with full width
    flanges and treads operate on two large tapered roller
    bearings. These wheels do no driving or braking.
    They are insulated to reduce vibration and eliminate
    ringing noises, and can be provided with electrical
    bonding for operating semaphores, crossing bells,
    flashers, lights, and similar signals. Pilot wheels are
    designed to hold the tires on the rail and to carry all
    of the weight not carried by the tires; they support
    the entire weight in case of tire blow-outs.
    e. The pilot wheels are attached to the main frame,
    using the principle of three-point suspension, and
    through other positive flexible means. Pilot wheels
    are permitted to follow irregularities on the track
    with full pressure applied on them independently
    from the pneumatic tires and, inversely, the tires can
    follow uneven track independently of the pilot
    wheels.
    202. Operation and Maintenance
    The operation and maintenance of auto-railers follows
    closely the regulations for gasoline locomotives.
    Instructions contained in War Department Technical
    Manuals furnished with the equipment, will be followed
    to obtain proper performance.
    203. Types of Auto-Railers
    There are four common types of auto-railer locomotives
    :
    a. Model E-l locomotive, powered with 125 h.p.
    gasoline engine, has two-axle drive affording a maximum
    tractive effort of 10,200 pounds. Equipped with
    68
    69
    railroad couplers, air brakes and high speed reverse
    gear, it has compressed air auto-railer equipment and
    16-inch pilot wheels. It can be used for hauling
    freight cars and auto-railer cars, as well as a 5-ton
    load in the body. It is most practical for hauling
    portable light plants and wrecking equipment as it
    can operate on rails or in adjacent fields in servicing
    wrecks. It is used frequently also for inspection
    work, stringing ties, laying rails, and similar work.
    This model locomotive has electropneumatic controls
    for raising and lowering pilot wheels on auto-railer
    express cars, thus adding to its switching and carrying
    utility.
    b. Model E-4 locomotive, equipped with 90 h.p.
    engine and powered hydraulic auto-railer equipment,
    has 16-inch diameter pilot wheels. It operates at the
    same speed rn both directions and is equipped with
    railroad couplers at each end. It will carry a 14-foot
    stake body with 5,000 pounds load or a 4-yard dump
    body. This locomotive is frequently equipped with
    snow plows, winches, and other accessories. It has
    a rated drawbar pull of 5,800 pounds. It is not
    equipped with locomotive air brakes except as optional
    equipment. Model E-4 is an ideal size for supplementing
    large locomotives as it can get on the
    rails and switch from 5 to 10 cars before a large
    locomotive can be made available. It is sufficiently
    sturdy for daily switching service and for all-around
    use in moving freight, snow plowing or other services.
    c. Model E-14 locomotive has a 235-h.p. engine
    and three-axle drive. It utilizes power hydraulic
    auto-railer equipment with 16-inch pilot wheels and
    features a wide cab with two driving positions. Hydraulic
    transmission and high-speed reverse gear are
    standard equipment. It has a rated drawbar pull of
    15,300 pounds. It does not have a freight body, but
    can travel on the road from one yard to another,
    around cars, and into shops. It can do a heavy job
    of pulling or snow plowing on the highway as well
    as on rails.
    d. Model E-21 locomotive, weighing 24 tons, is a
    double-end unit with two power trucks, each equipped
    with 235-h.p. engine with hydraulic transmission and
    three-axle drive. It is available in both straight rail
    and road-and-rail designs and has a drawbar capacity
    of 36,000 pounds. It can be extended into a multiple
    unit since the air controls in the cab are adaptable
    for operating the engines and railroad air brakes.
    CHAPTER II
    SURFACE MAINTENANCE
    204. Repainting and Lettering
    a. All equipment will be kept reasonably clean and
    well painted to prevent rust. All lettering and numbering
    will be clear and legible; personnel concerned
    will repaint and restencil when necessary to accomplish
    desired results.
    b. Under no circumstances will the original standard
    Army color and method of stenciling on any locomotive
    be changed or altered unless authorized by
    the chief of transportation, zone of interior, or by
    the railway grand division headquarters, theater of
    operations. Information as to color or paint, size and
    locations of letters and numbers, will be obtained
    from the authorized sources.
    c. All paint and paint materials will conform to
    applicable government specifications.
    d. All paint will be applied according to the painting
    schedule which conforms to the drying times.
    Where more than one coat is necessary, a subsequent
    coating will not be applied until preceding coating has
    dried sufficiently.
    e. All surfaces will be cleaned; free from oil,
    grease, scale, rust and weld splatter, before any
    primer is applied.
    f- Maintenance personnel of steam locomotives,
    immediately following the monthly boiler washout,
    will cover the front and sides of the smokebox and
    the exterior surfaces of the firebox and ash pan with
    a good heat resistant graphite paint, and touch up
    deteriorated paint spots on jacket, cab, tender, running
    gear, and auxiliary units with a locomotive black
    paint.
    g. Maintenance personnel of locomotive cranes,
    derricks, and pile drivers will cover the firebox with
    heat resistant paint following the monthly boiler
    washout, and if it is needed, touch up other surface
    spots with locomotive black paint.
    h. Maintenance personnel will cover deteriorated
    paint spots on gasoline tanks with paint of appropriate
    color and grade, or with locomotive black paint.
    i. The tender, running gear, frame, and similar
    parts will be protected with locomotive black paint
    when required.
    j. Locomotives or cranes, when not in use and
    when local conditions permit, will be sheltered in
    order to decrease the rate at which paint and metal
    surfaces deteriorate.
    70
    CHAPTER 12
    OPERATING AND INSPECTION REPORT FORMS
    205. General
    a. Included in this chapter are operating and inspection
    report forms for steam and other than steam
    locomotives and locomotive cranes. These will be
    maintained or prepared by all installations in the zone
    of the interior and in theaters of operations.
    b. Also included in this chapter are general and
    specific instructions governing the preparation of
    these operating and inspection reports; personnel responsible
    for their preparation will be guided by
    these instructions.
    206. WD AGO Form 55-115. (Daily Assignment
    Worksheet for Locomotives and Locomotive
    Cranes and Record of Repairs) (fig. 17)
    This form will be completed by the individual in
    charge of maintaining the equipment and will be retained
    on file at the installation where the equipment
    is operated. In order that the mechanical record of
    the equipment be accessible at all times, completed
    forms will be clipped at the left edge in a file folder.
    This record will accompany the equipment if it is
    transferred to another installation or sent to an Army
    railroad repair shop for repairs. Attention is especially
    directed to the reverse side of Form 55-115.
    Only such data as the date repairs are made, job
    order number, parts requisition number, and a brief
    description of repairs will be recorded here. The job
    order and parts requisitions will be kept as a permanent
    record and may be referred to if a more complete
    description of the parts and nature of repairs
    is necessary. Standard War Department job order
    forms, parts requisition forms, and request for job
    order forms will be used in connection with the repair
    of the equipment. These are available at each
    War Department installation.
    207. WD AGO Form 55-116. (Locomotive and Locomotive
    Crane Maintenance and Inspection
    Chart) (fig. 18)
    This form will be completed by the individual in
    charge of maintaining the equipment and will be retained
    on file at the installation where the equipment
    is operated. If the operator of the equipment is also
    responsible for its maintenance, he will make the
    several checks required during the course of the day
    and will maintain the chart.
    203. WD AGO Form 55-150 (Ash Pan and Spark
    Arrester Inspection and Repair Record) (fig. 19)
    This form will be completed by the individual in
    charge of maintenance of this equipment at each engine
    terminal shop or other location where inspection
    and repairs are made to ash pans and spark arresters.
    He will designate personnel to make the several
    checks required at each washout period or whenever
    it is necessary to make an examination of this equipment.
    209. WD AGO Form 55-151 (Alteration Report for
    Steam Locomotive and Locomotive Crane Boilers)
    (fig. 20)
    a. When any repairs or changes are made which
    affect the data shown on the Boiler Specification
    Card, WD AGO Form 55-152 (see par. 210) an
    alteration report giving details of such change will
    be filed within 30 days from the date they are completed.
    It will be prepared in triplicate by the individual
    in charge of making the alteration on the
    equipment on authority of the mechanical engineer,
    railway grand division headquarters, theaters of operations,
    or chief of transportation, zone of the interior.
    One copy will be retained on file at the
    installation where the equipment is operated and two
    copies will be forwarded to the railway grand division
    headquarters or the chief of transportation.
    b. This report will cover—
    (1) . Application of new barrel sheets or domes.
    (2) Application of patches to barrels or domes of
    boilers or to the portion of wrapper sheet of crown
    bar boilers which is not supported by staybolts.
    (a) Report of patches will be accompanied by a
    drawing or blue print of the patch, showing its location
    in regard to the center line of the boiler, giving
    all necessary dimensions, and showing the nature and
    location of the defect. Drawings of patches will also
    show whether the plate underneath such patches was
    removed. If the defective plate was not removed,
    71
    — _ _ _ _ _
    * DAILY ASSIGNMENT WORKSHEET Station_______________________ _________
    Locomotive U. S. A. No. FOR LOCOMOTIVES AND LOCOMOTIVE CRANES Month and Year__ __ ______—__ —_ ___ _--_-_--_--_
    DAY^OF MONTH_______________________________________ 1 [ 2 | 4 | 5 j V j 8 | 9 | 10 | 11 = "12~J 1 3 .^1 4 [ 15 j 16 | 17 | 18 | 19 j 20 21 | 22 | 23 24 [ 26 | 27 [ 29 [ 30 31 T otal
    SHIFT HOURS OR RUN No.____________________ _________________________ HOURS EQUIPMENT IS OPERATED EACH SHIFT (Taken from Operator’s Daily Time and Report Record, W. D.,T. C. Form No. 263. Enter X in spaces when equipment is idle).
    2. $
    3.
    TOTAL HOURS — ——
    F I t e al C b t' ~ ----------"" ~ = = - - — — ■ ■ — . ===== — = = ■ ■ = = = ■ --------------===== ========== . ■ = — I ________________________________________ ===cs.__
    SERVICE 1 and Crane8 oniy_________ HOURS SINCE LAST SERVICE. Circle hours equipment has operated at time of service. Also circle hours operated last shift previous to service.
    WEEKLY OR 125-HOUR SERVICE__________ (1 PERIOD) |
    MONTHLY OR 500-HOUR SERVICE (4 PERIODS)
    QUARTERLY OR 1,500-HQUR SERVICE (12 PERIODS) •
    SEMIANNUAL OR 3,000-HQUR SERVICE (24 PERIODS)
    ANNUAL OR 6,OOP-HOUR SERVICE (48 PERIODS)
    OIL CHANGE—ENGINES ¡(________ HR.)
    OIL CHANGE—AIR COMPRESSORS ( ________ HR.)
    HOURS REQUIRED FOR SERVICE
    SUPPLIES______________________________ TYPE AND APPLICATION * * ,
    ANTIFREEZE (GALLONS)__________ .. -_________________________ TYPE * h
    ------------------;--------------------------•------- — _________________________________________________________________________________________, _______________________________________________________________________________________________________________ J •_______
    BOILER COMPOUND (QUARTS)_______________________________________
    CAR (OR BLACK) OIL (GALLONS)
    FUEL—DIESEL FUEL OIL (GALLONS ’ ------------------------------------------------------
    GASOLINE { GALLONS
    COAJL [POUNDS
    FUEL OIL FILTER ELEMENTS ( } ----------------------------------------------TYPE
    ______________________ .___________'I t . - ____ TYPE
    GREASE (POUNDS)
    LUBRICATING OIL (GALLONS) ( £• Engine-------------------------------------- ““
    ______ I No. 2 Engine
    LUBBICATING OIL (GALLONS) / No- 1 Alr Comprewor--------------------------
    __________________________________I No. 2 Air Compreasor __________________
    LUBRICATING OIL FILTER ELEMENTS ( 1--------------------------------TYPE
    ______ _____ _______________________________ 12. _ TYPE___________________________________ __________
    SAND (POUNDS)
    VALVE OIL (GALLONS) | |
    FOR INTERNAL COMBUSTION [ ENGINE CRANK CASE CAPACITY------------------------------------------------------------- REMARKS:------------------------------- ------ -------------------------------------------------------------------- i______________________________________________________
    ENGINES ONLY: AIR COMPRESSOR CRANK CASE CAPACITY____________________________ _ ___________________ __ ________________________________ _________________ _____________ __________ _ _______________________
    • I COOLING SYSTEM CAPACITY_____________________________ ________________ ____________________________________ . _________________
    W D- * i 8EE REVERSE SIDE FOR REPAIRS
    (Oki W. D„ T. O. Form J54, H AlMfl 1M4)
    euperwxieB W. D , A. O. O. Form 5A--257. U Autuat 1M4
    (OM W. D..T.0., M. R.8.887. 1 March 19M).which
    may be used uotO exiatm< >uxki are exhausted.
    Front.
    RECORD OF REPAIRS
    Back (Record of Repairs).
    Figure 17. WD AGO Form 55-115 (Daily Assignment Worksheet for Locomotives and Locomotive Cranes).
    Figure 18. WD AGO Form 55-116 (Locomotive and Locomotive Crâne Maintenance and Inspection Chart).
    75
    ASH PAN AND SPARK ARRESTER
    INSPECTION AND REPAIR RECORD
    LOCATION MONTH OF
    LOCOMOTIVE
    NO.
    DATE
    INSPECTED
    CONDITION OF
    ASH PAN
    CONDITION OF
    SPARK ARRESTER
    SIGNATURE OF
    INSPECTOR
    REPAIRS MADE TO ASH PAN
    AND SPARK ARRESTER *
    DATE SIGNATURE OF
    WORKMAN OR INSPECTOR
    •
    •
    WD AGO 55-150—1 FEBRUARY 1945
    Figure 19. WD AGO Form 55-150 (Ash Pan and Spark Arrester Inspection and Repair Record).
    ALTERATION REPORT FOR STEAM LOCOMOTIVE
    AND LOCOMOTIVE CRANE BOILERS
    The following alterations were made on the boiler of locomotive or locomotive crane No. U. S. A.
    ................................................ , operated by .............................................................................................................
    (Unit or Installation)
    .................... -............................ ........., 19......... , at....... ............. .................................................................................
    The builder’s or assigned number stamped on the dome of this boiler is................................
    NOTE. Describe below what alterations were made. When blue prints or drawings accompany report, paste same below or on back of report.
    State of.......................................... ।
    County of......................................| ss:
    ..............................-............................................ being duly sworn says that he inspected the abovementioned
    alterations and certifies that the above report is correct.
    (Name of affiant)
    Subscribed and sworn to before me this................. day of............................................ , 19.......
    ’ Adjutant or Notary Public.
    The above alterations have caused the following changes in calculated maximum stresses for this
    boiler.
    NOTE.—if stresses are not affected by the alterations, insert the words, "Stresses not changed."
    • AUO Form 53—lui • ——-
    1 February 1945 Mechanical Engineer.
    S.3E INSTRUCTIONS ON REVERSE SIDE 16-00000-1
    Front.
    Figure 20. WD AGO Form 55-151 (Alteration Report
    When any repairs or changes are made which affect the data shown on the specification card, a corrected card or an
    alteration report on an approved form, size 8 x 10y2 inches, properly certified to, giving details of such changes shall be filed
    within 30 days from date of their completion. This report should cover—
    A. Application of new barrel sheets or domes.
    B. Application of patches to barrels or domes of boilers or to portion of wrapper sheet of crown-bar boilers which
    is not supported by stay bolts.
    C. Longitudinal seam reinforcements.
    D. Changes in size or number of braces, giving maximum stress.
    E. Initial application of superheaters, arch or water-bar tubes, giving number and dimensions of tubes.
    F. Changes in number or capacity of safety valves.
    Report of patches should be accompanied by a drawing or blue print of the patch, showing its location in regard to the
    center line of boiler, giving all necessary dimensions and showing the nature and location of the defect. Patches previously
    applied should be reported thé first time the boiler is stripped to permit an examination.
    INSTRUCTIONS FOR PREPARING FORM
    Describe accurately what alterations were made.
    The location and extent of cracks, pitting, corrosion and grooving must be shown and dimensioned
    unless the defective plate is removed.
    Drawing must show whether the plate underneath the patch was removed.
    Report must state whether iron or steel rivets were used.
    The size of rivet holes must be given as well as the size of the rivets.
    If authentic records of the tests of material used in making repairs can be obtained, the lowest tensile
    strength as shown by test must be given; otherwise 50,000 pounds for steel and 45,000 pounds for
    wrought iron will be allowed as provided by Rule 4.
    It is not necessary to report patches on surfaces supported by staybolts.
    All changes in the design of boilers, such as changing from crown bar staying to radial staying, etc.,
    as well as the transfers of boilers, must be shown.
    Theater of operation.—The original and one copy of this form must be forwarded to the Railway
    Grand Division for approval within 30 days after such changes have been made to locomotives or locomotive
    crane boilers.
    Zone of interior.—Completed forms in triplicate are to be furnished the Zone Master Mechanic who
    will forward original approved copy to the Chief of Transportation, Washington 25, D. C.
    V. S. GOVERNMENT PRINTING OFFICE 16—OOOOO-l
    Bach.
    for Steam Locomotive and Locomotive Crane Boil ere).
    78
    the location and extent of cracks, pitting, corrosion,
    and grooving will be shown and dimensioned.
    (¿>) The size of rivets and rivet holes will be given
    and the report state whether iron or steel rivets were
    used. If authentic records of tests of material used
    in making repairs are available, the lowest tensile
    strength as shown by test will be given; otherwise
    50,000 pounds for steel and 45,000 pounds for
    wrought iron will be allowed.
    (c) Patches previously applied will be reported
    the first time the boiler is stripped to permit an examination.
    It is not necessary to report patches on
    surfaces supported by staybolts.
    (3) Longitudinal seam reinforcements.
    (4) Changes in size or number of braces, giving
    maximum stress.
    (5) Initial application of superheaters, arch or
    water-bar tubes, giving number and dimensions of
    tubes.
    (6) Changes in number or capacity of safety
    valves.
    (7) Initial installations and removals of thermic
    syphons. Reports filed to cover initial installations
    will show the number of syphons installed, the construction
    of the device, the manner of application,
    and the manner in which the fire box sheets are
    stayed in the immediate vicinity of the syphons.
    (8) Initial installations and removals of low-water
    alarms. Reports filed to cover initial installations
    will show the trade name of the device and the manner
    of application.
    210. WD AGO Form 55-152 (Boiler Specification
    Card for Steam Locomotives and Locomotive
    Cranes) (fig. 21)
    a. A specification card is required for the boiler
    of each War Department locomotive or locomotive
    crane and will be prepared and maintained by the
    chief of transportation in the zone of interior, or by
    the mechanical engineer, railway grand division headquarters,
    in theaters of operations. It will contain
    the results of the calculations made in determining
    the working pressure and other necessary data, and
    will be prepared in triplicate from information on
    builder’s specification card accompanying the equipment.
    One copy will be filed in the office of the chief
    mechanical officer having charge of the locomotive
    and two copies will be filed in the office of the mechanical
    engineer, railway grand division headquarters,
    theaters of operations, or in the office of the
    chief of transportation, zone of interior.
    b. If the builder’s specification card is not available—
    (1) The specification card will be filed as promptly
    as thorough examination and accurate calculation will
    permit.
    (2) Every specification card will be verified by the
    oath of the engineer making the calculations and will
    be approved by the chief mechanical officer.
    (3) Where accurate drawings of boilers are available,
    the date for the specification card may be taken
    from the drawings. Where accurate drawings are
    not available, the required data will be obtained at
    the first opportunity when general repairs are made
    or when flues are removed.
    (4) If the builder’s number of boiler is unknown,
    a number will be assigned to the boiler and the item
    “Builder’s No. of Boiler” on the specification card
    will be changed to read “Assigned No. of Boiler.”
    This assigned number will also appear in the affidavit.
    The builder’s number of the boiler will be used
    wherever it is known.
    c. Where a boiler is changed from one locomotive
    to another, such change will be reported promptly,
    giving the locomotive numbers and boiler numbers
    involved. When boilers are removed from locomotives,
    their disposition will be shown. Boiler numbers
    once recorded on specification cards will not be
    changed thereafter.
    211. WD AGO Form 55-202 (Locomotive Equipment,
    Supply, and Tool List) (fig. 22)
    This form lists locomotive supplies and tools which
    will be checked, as directed by this form, by maintenance
    personnel upon arrival at the home terminal
    after each trip. All the equipment listed will be available
    on the locomotive and in good working condition.
    212. WD AGO Form 55-225 (Weekly Shop Report of
    Railroad Equipment) (fig. 23)
    This form is for indicating progress of repairs to
    railroad equipment for each week ending at 11:59
    pm, Saturday. The report will include data called
    for on the form and will be based on shop production
    records. This report will be prepared by railroad
    equipment repair shops making repairs in excess of
    second echelon and will be completed in triplicate and
    one copy retained on file at the shop or installation
    preparing the report : in the zone of interior, the
    original and one copy will be sent to the zone master
    mechanic, who will retain one copy and forward the
    original to the chief of transportation, Washington
    25, D. C. In theaters of operations, the original and
    one copy will be sent to railway grand division headquarters
    having jurisdiction over the reporting installation.
    (WD AGO Form 55-225 supersedes WD
    AGO Form 55-225, 21 June 1944, and OCT Form
    79
    629, 24 July 1944 (Control Approval Symbol No.
    SPTOR-5).)
    213. WD AGO Form 55-226 (Daily Inspection Report
    for Steam and Other Than Steam Locomotives
    and Locomotive Cranes) (fig. 24)
    This form will be completed by the engineman or
    crane operator and will be retained on file at the installation
    where the equipment is operated.
    a. Each steam locomotive and tender and other
    than steam locomotive will be inspected after each
    trip or day’s work and the defects found will be reported
    on this form.
    b. This form will show the number of the locomotive,
    the place and time of inspection, the defects
    found, and the signature and occupation of the employee
    making the inspection.
    c. This report requires the approval of the officer
    in charge. Defects reported, which were not repaired
    before the locomotive was returned to service, will
    be explained on the back of the form. When a defect
    is not repaired, the words “Not Rep. (Over),” will be
    written on the front of the form; the explanation on
    the back of the form will be numbered to correspond
    with the item on the front. The report is then retained
    on file for future reference at the place where
    inspection is made.
    d. Engineers will inspect their locomotive in accordance
    with instructions printed on the front of
    WD AGO Form 55-226.
    e. No consideration will be given to verbal reports
    nor to reports not properly signed by the engineman.
    f. Air brake inspectors will report the reservoir
    and train-line pressures taken when the air pump
    governor shuts off for full capacity. They will make
    any necessary adjustments to bring pressure to required
    minimum and state corrected pressures.
    g. In road service the word “trip” means one way
    over a division or district. On branch or turn-around
    runs, where one round trip is made in a day, “trip”
    will be held to mean “round trip”. In short branch
    line service where more than one round trip is made
    each day, also in yard service, “day’s work” instead
    of “trip” will apply. For locomotives which make
    one or more round trips per day, with one end of a
    run terminating at a shop point, daily inspections
    made at such point will be accepted as meeting the
    requirements of the rules, even though the day’s
    work is not completed there.
    214. Instructions Applicable to Both Monthly and
    Annual Reports (WD AGO Form 55-227 and
    WD AGO Form 55-228)
    a. Certification of Reports. (1) Monthly and
    annual reports will be signed and certified by one or
    more inspectors. If one inspector has personal
    knowledge that all the work shown on the report is
    performed, he may so certify; otherwise each inspector
    will sign and indicate before his signature
    the numbers of the items to which he is certifying.
    (2) The officei- in charge must have personal
    knowledge that the work is done properly. If the
    master mechanic or general foreman has such knowledge,
    reports signed by him will be accepted; otherwise
    they must be signed by the officer in charge who
    has personal knowledge that it is performed properly.
    When certificates are required as to work performed
    at outlying points where the officer is unable to be
    present, the person who performs the work and is
    responsible for its proper performance, may sign as
    officer in charge.
    (3) Monthly and annual reports will be sworn to
    before a notary public or adjutant by the inspector
    or inspectors making the inspection. The officer in
    charge certifies to the correctness of the reports. An
    affidavit need not be executed on the reports filed
    with the mechanical officer in charge in either the
    zone of the interior or theater of operations.
    (4) Before the inspected locomotive is put into
    service a copy of monthly WD AGO Form 55-227
    or annual WD AGO Form 55-228 will be placed in
    a suitable location in the cab of the locomotive. These
    reports need not be sworn to, but must in all other
    ways be a duplicate of the annual report filed with
    the railway grand division headquarters, or the
    Chief of Transportation. In the case of the monthly
    report, it will duplicate the report filed with the zone
    master mechanic.
    b. Preparation of Reports. In filling out reports,
    responsible personnel will:
    (1) Use typewriter, ink or rubber stamp.
    (2) Make sure that reports are sworn to immediately
    after proper repairs are completed.
    (3) Make notation “Corrected Report,” on top of
    any report which is substituted for an incorrect one
    previously filed; corrected report will be forwarded
    to the chief mechanical officer.
    (4) Do not use such words as “Safe” and “O.K.”
    in answering the items listed in these reports; instead
    explain the exact condition found.
    (5) Answer “Good,” “Fair” or “Bad,” where the
    questions require the condition to be shown. Apply
    the following definitions to these terms:
    (a) Good. That the part or parts have no defects
    of consequence which could be discovered by a reasonable
    inspection.
    (&) Fair. That the part or parts have defects,
    but are in safe and suitable condition and are hot in
    violation of the regulations.
    80
    BOILER SPECIFICATION CARD FOR STEAM LOCOMOTIVES
    AND LOCOMOTIVE CRANES
    Date 19... Locomotive or Locomotive Crane No. U. S. A.
    Operated by_____________________________________
    (Unit or installation)
    Builder____________________________________
    Builder’s No. of boiler_______________________
    When built__________ .________ .____________
    Where built__________ 1_____________________
    Type of boiler__________ ____ ______________
    Material of boiler shell sheets_____ -__________
    Material of rivets___________________________
    Dome, where located________________________
    Grate area in sq. ft______ __________ ______ ___
    Height of lowest reading of gauge glass above
    crown sheet___________________________
    Height of lowest gauge cock above crown sheet__
    Water bar tubes, 0. diam............... .............. _
    thickness_________________
    Arch tubes, O. diam_________________________
    thickness_________________
    Fire tubes, number____
    Fire tubes, 0. diam___ _______________________
    length---------------------------- -—
    Safety valves—
    No. Size Make Style
    Firebox stay bolts, O. diam...... ......., spaced_____
    Combustion chamber stay bolts, 0. diam------------
    Combustion chamber stay bolts, spaced--------------
    Crown stays, O. diam., top______ , bottom...........
    Crown stays, spaced--------------------------------------
    Crown bar rivets, O. diam., top .'___ , bottom____
    Crown bar rivets, spaced--------------------------------
    Water space at firebox ring, sides---------------------
    back_______ ________ , front —---------------------
    Width of water space at sides of firebox measured
    at center line of boiler, front............................
    back------------------------------------
    Shell sheets—
    Front tube_________ thick.
    1st course---------------- “ _________ I. diam.
    2d “ ____________ “ “
    3d “ ____________ “ “
    4th “ ____________ “ “
    Mem.—When courses are not cylindrical give inside diameter
    at each end.
    Firebox—
    Thickness of sheets—
    Tube_______ Crown_______ Side______
    Door_______ Combustion chamber_______
    Inside throat (if tube sheet is in two pieces)__
    External firebox—
    Thickness of sheets—
    Throat.........—........... Back head----------------
    Roof________ ___ _ Sides ._____________
    Dome, inside diam---- ------------------------------------
    Thickness of sheet........ Base----- Liner-----
    Were you furnished with authentic records of the
    tests of materials used in boiler?--------------
    Records on file in the office of the--------------------
    ___ ______ ___________ ___________ of the
    _____________________________ Company
    show that the lowest tensile strength of the
    sheets in the shell of this boiler is—
    1st course...____ __________ pounds per sq. in.
    2d “ _____ “ “ “
    3d
    4th “ ZZZZZZZZZZ “ “ “
    Dome___________________ “ “ “
    Dome liner........,.................... “ “ “
    Mem.—When courses are not cylindrical give inside diameter
    at each end.
    Is boiler shell circular at all points?...................—
    If shelf is flattened, state location and amount-----
    Are all parts thoroughly stayed? ...------ ---- .'.........
    Are dome and other openings sufficiently reenforced?
    .................. -..................—
    Is boiler equipped with fusible plugs? .................. .
    Make working sketch here or attach drawing of longitudinal and circumferential seams used in shell
    of boiler, indicating on which courses used, and give calculated efficiency of weakest longitudinal seam.
    WD AGO Form 88-189
    1 February 1945 1«—43328-1
    (OVER)
    Front
    Figure 21. WD AGO Form 55-152 (Boiler Specification
    81
    (Crown____________________________ _______________
    ■
    Water space______________________________________
    The maximum stresses at the allowed working pressure were found by calculation to be as follows :
    Stay bolts at root of thread..............lb. per sq. in.
    Stay bolts at reduced section_____ lb. per sq. in.
    Crown stays or crown-bar rivets at root of thread
    or smallest section, top______ lb. per sq. in.
    Crown stays or crown-bar rivets at root of thread
    or smallest section, bottom___ lb. per sq. in.
    Round and rectangular braces____ lb. per sq. in.
    Gusset braces... .............. lb. per sq. in.
    Shearing stress on rivets_________ lb. per sq. in.
    Tension on net section of plate in longitudinal
    seam of lowest efficiency, pounds per sq. in.—
    Dimensions and data taken from locomotive were furnished by _____ x._________________ .____________
    Data upon which above calculations were made were obtained from drawing No....................................—
    dated ------------------------------------------ 1 furnished by_____________________ __________Company.
    Mechanical Engineer.
    State of .............. ............................ ..
    oo •
    County of ....
    ---------------------------------------------------------------- being duly sworn, says that he is the officer who
    signed the foregoing specification, that he has satisfied himself of the correctness of the drawings and
    data used, has verified all of the calculations, and has examined the record of present condition of boiler
    dated--------------------------------------- and sworn to by inspector___________________________________
    and believes that the design, construction, and condition of boiler No________________ renders it safe
    for a working pressure of--------------------------------- pounds per square inch.
    Mechanical Engineer (Affiant).
    Subscribed and sworn to before me
    this___ day of__________ _ 194....
    Adjutant or Notary Public.
    Approved:
    U. s. GOVERNMENT PRINTING OFFICE 10—43329*1
    Back.
    Card for Steam Locomotives and Locomotive Cranes).
    82
    used until
    LOCOMOTIVE EQUIPMENT.
    SUPPLY AND TOOL LIST
    INSTRUCTIONS
    1, Equipatnt, ouppllee end to« fa will bt chtthd by
    ■ilntenince ptrt4>nel on loceoot iveo upon arrival
    at hone terninal each trip. Mieainj or de fact ire eeptip~
    eent, eupptiea or toot a will be Hated end reported to
    rowndhouae foremen, who will Initiât» requleltion for
    replaceaent.
    3. Bn fineaen witl be eccountable for proper care of
    equipment, euppliea and tool» while in their charte and
    wilt mete report upon arrival at home terminal to the
    roundhouae fo&nen, lietint any ehortetea. er defective
    tool» or equipment requirinf replnceaent.
    3. A copy of thia fora wilt bo poeted In a aultable
    fraaa In the cab of each tecoaotIve.
    1. SIGNAL EQUIPMENT
    2 WHITE FLAGS
    2 REO FLAGS
    2 GREEN FLAGS
    12 FUSES
    24 TORPEDOES
    2 CLASSIFICATION LAMPS
    1 WHITE OIL-BURNING LANTERN COMPLETE
    1 REO OIL-BURNING LANTERN COMPLETE
    2. EMERGENCY EQUIPMENT
    1 EMERGENCY KNUCKLE
    1 CHAIN, CAR, WRECKING
    1 PUSH POLE
    1 SET OAKWOOD BLOCKS FOR DRIVING BOXES
    1 SET WOOD BLOCKING FOR CROSS HEAD AND VALVE GEAR
    1 TENDER TRUCK JOURNAL BEARING
    1 ENGINE TRUCK JOURNAL BEARING
    1 FROG, WRECKING, RAILROAD, CAR AND LOCOMOTIVE,
    DOUBLE END, INSIDE, FOR RAIL UP TO 8" HIGH
    1 FROG, WRECKING, RAILROAD, CAR AND LOCOMOTIVE,
    DOUBLE END, OUTSIDE, FOR RAIL UP TO 8" HIGH
    1 AIR HOSE
    6 AIR HOSE GASKETS
    1 EXTRA WATER GAGE GLASS
    2 EXTRA WATER GAGE GASKETS
    1 15-TON JOURNAL JACK WITH LEVER
    ?. HOT BOX EQUIPMENT 4 SUPPLIES
    1 KNIFE, PACKING, RAILROAD CAR JOURNAL BOX
    1 HOOK, RAILROAD CAR, PACKING
    3 LB. ROD CUP GREASE
    ». OIL EQUIPMENT 4 SUPPLIES
    2 GAL. VALVE OIL
    2 "GAL. CAR OIL
    4 GAL. KEROSENE
    1 TALLOW POT, 5 PT.
    2 1-QT. HAND OILERS, LONG SPOUT
    1 TORCH, HANO, ENGINEER, 1-PT,
    5. EXTRA EQUIPMENT
    1 BROOM
    1 WATER BUCKET, 14-OT.
    1 EXTRA LANTERN' FOUNT, COMPLETE WITH BURNER ANO
    WICK
    1 REO LANTERN GLOBE
    1 WHITE LANTERN GLOBE
    1 SPARE HEADLIGHT GLOBE
    2 SPARE CAB GLOBES
    1 WATER COOLER WITH JUG
    6. TOOLS
    1 7/8"Xl" OPEN ENO WRENCN, "S TYPE"
    1 1 1/8"X1 1/N-" OPEN WRENCH, "S TYPE"
    1 12-INCH MONKEY WRENCH
    1 18-1NCH ADJUSTABLE PIPE WRENCH
    1 GREASE CUP WRENCH OR GUN
    1 COLD CHISEL - 3/*"X8"
    1 HAMMER, MACHINIST, BALL PEIN, 2-LB.
    1 BAR, LOCOMOTIVE, PINCH,
    1 HOOK, WATER SPOUT, 5 FT.
    1 1O-LB. SLEDGE WITH HANDLE
    7. FIRE TOOLS
    1 SCOOP SHOVEL, COAL NO. 2
    1 COAL PICK
    1 RAKE, LOCOMOTIVE FIRE BOX
    1 POKER, LOCOMOTIVE FIRE BOX 9 FT.
    1 GRATE SHAKER BAR
    1 CHISEL BAR 1 l/8"Xf FT.
    FORM This form supersedes WO TC MRS Form Notice No. J
    exhausted. aa-aaaae-av
    Figure 22. WD AGO Form 55-202 (Locomotive Equipment, Supply and Tool List).
    83
    WEEKLY SHOP REPORT OF RAILROAD EQUIPMENT
    LOCATION DATE (IÎSS9 r.tt. Set.)
    U.S.A.
    NUMBER
    (1)
    MFG'R.
    SERIAL NO.
    (2)
    BUILDER
    <3>
    TYPE
    OR
    WHEEL ARR.
    (N)
    WEIGHT
    OR CAPACITY
    (Ton,)
    (JI
    DATE
    RECEIVED
    IN SHOP
    <6>
    INSTL.
    RECEIVED
    FROM
    (7)
    ECHELON
    REPAIRS
    (8)
    SHOP STATUS SCHEDULED'
    COMPLETION
    DATE
    (13>
    DATE
    OUT
    SHOPPED
    (INI
    IN
    REPAIRS
    <9>
    HELD FOR
    PARTS
    (10)
    AWAITING
    SHOP
    (11)
    PERCENT
    COMPLETE
    (12)
    REMARKS
    WD AGO FORM 55-225 THIS FORM SUPERSEDES »0 AGO FORM 55-225, 21 JUNE 1999, (010 WD TC
    30 November 1999 ANO WO OTC FORM 629, 29 JULY 1999, WHICH MAY BE USED UNTIL EXISTI
    CORRECT (Officer in Cherie)
    MRS FORM 500, 1 MARCH 19HN)
    <<* STOCKS ARE EXHAUSTED. 85-8038G-IN
    Figure 23. WD AGO Form 55-225 (Weekly Shop Report of Railroad Equipment).
    84
    DAILY INSPECTION REPORT
    LOCOMOTIVES AND LOCOMOTIVE CRANES
    LOCOMOTIVE OR LOCOMOTIVE CRANE
    N0- USATRAIN
    NUMBER
    LOCATION TIME AND DATE
    ____
    Kach locomotive and tender mu.st be inspected after each trip or day's work and report made on this form, whether it
    needs repairs or not. Proper explanation must be made hereon for failure to repair any defects reported, and the
    iorm looroved or Foreman, oeiore locomotive is returned to service.
    WORK
    ITEM REPAIRS NEEDED (Reported by Engineman)
    SIGNATURE OF PERSONS COMPLETING
    WORK OR FOREMAN'S REASON FOR
    _______________ NOT DOING WORK
    1
    2
    3
    4
    5 -
    6
    7
    8
    9
    10
    11
    12
    CONDITION OF
    INJECTORS SAFETY VALVES L 1 FT AT MILEAGE BELTS
    WATER COLUMN SAFETY VALVES SEAT AT FUEL SYSTEM signature of engineman
    WATER GLASS BRAKE EQUIPMENT LUBRICATING SYSTEM
    GAUGE COCKS MAIN RESERVOIR PRESSURE COOLING SYSTEM
    HOURS ON DUTY BRAKE PIPE PRESSURE BATTERY
    WORK
    ITEM REPAIRS NEEDED (Reported by Inspector)
    SIGNATUR
    WORK 01
    E of PERSONS COMPLETING
    FOREMAN'S REASON FOR
    NOT DOING WORK
    1
    . 2
    3
    4
    5
    6
    7
    8
    9
    10 -
    11
    12
    INSPECTOR 1 NSPECTOR
    SIGNATURE OF OF F1CER-1N-CHARGE (Th* above work has been' performer! except as noted and report is approver!)
    NOTE: Proper explanation should be made on back of this form for failure to repair any items reported.
    WD AGO FORM 55-226 This formsupersedes WD AGO 55-226, 22 July 1944, WD MRS 502, 1 March 1944, WD AGO 55-114, un-
    1 March 1945 dated, and WD TC 26}, 17 April 1944, which may be used until existing stocks are exhausted.
    Figure 24. WD AGO Form 55-226 (Daily Inspection Report, Locomotives and Locomotive Cranes).
    85
    (c ) Bad. That the part or parts are not in a safe
    or suitable condition or, are in violation of regulations.
    c. Time of Filing. (1) No monthly report, WD
    AGO Form 55-227, will be required for the month
    in which an annual report, WD AGO Form 55-228
    is made.
    (2) The monthly inspection will be made every
    calendar month and the period between inspections
    will not materially exceed 30 days. Where an inspection
    is made on the first of a month having 31 days,
    another inspection is not required until the first day
    of the immediately following month.
    (3) All reports in theaters of operations will be
    filed with the railway grand division headquarters
    within 15 days after date of inspection.
    (4) In the zone of interior, reports will be filed
    within 15 days after date of inspection. The annual
    report will be forwarded to the chief of transportation.
    The monthly report will be sent to the zone of
    transportation officer, Attention: the zone master
    mechanic.
    d. Out of Service Reports. (1) The number
    of days that a locomotive is out of service will be
    noted on WD AGO Form 55-228. For example, the
    notation “locomotive out of service undergoing repairs
    from 10 September to 25 September” would
    inform all concerned as to the reason for the extension
    of the dates between inspections. No postponement,
    however, is permitted of the next inspection
    date. An inspection will be made and a report filed
    for each calendar month that a locomotive is in
    service.
    (2) Out of service reports may be filed for locomotives
    which are out of service for an entire calendar
    month, or, are out of service when due for
    inspection and remain out of service for the balance
    of the month. A copy of the out of service report
    will be placed in the cab card holder on the locomotive.
    (3) When an out of service report is filed, an inspection
    will be made and a report filed before the
    locomotive is again returned to service.
    (4) Out of service reports will not be filed until
    the end of the month wherein the duration of nonservice
    occured.
    (5) Out of service reports need not be sworn to,
    but will be signed by the mechanical officer in charge.
    (6) The time out of service will be properly covered
    by out of service reports, and a notation as to
    the months out of service will be made on the back
    of inspection reports and cab cards.
    (7) When a locomotive is permanently retired
    from service because it is condemned, scrapped, or
    sold, a final report will be made on WD AGO Form
    55-228. This report will show the locomotive number
    and the boiler number and will be filed as follows:
    (a) In theaters of operations, the form will be
    filed with the railway grand division headquarters
    under whose jurisdiction the locomotive last operated.
    (¿) In the zone of interior, the form will be forwarded
    to the chief of transportation. A copy will
    be filed at the station where the locomotive last operated.
    (c) The mechanical officer in charge at station
    where locomotive is dismantled must certify to and
    arrange for forwarding of the final report.
    (d) Disposition of locomotive will be shown on
    the form.
    (f) When an entire locomotive is condemned,
    scrapped, or sold, filing of this final report will close
    the record for that locomotive and further reports
    need not be filed.
    (8) When the boiler only is scrapped or otherwise
    disposed of and the locomotive is continued in service
    with a new or other boiler, the report will be filed as
    follows:
    (a) If the locomotive is returned to service with
    the new or other boiler, the WD AGO Form 55-228
    filed at that time will have a notation on the back explaining
    the replacement of the original boiler by another.
    The numbers of both boilers involved will be
    given; if the boiler is not new, the number of the
    locomotive from which the replacement boiler was
    obtained, will be indicated.
    (&) If the boiler is removed from a locomotive
    and held as a spare for future use, it will be reported
    and certified on WD AGO Form 55-228. It will be
    marked “Spare Boiler Report,” and will be filed in
    the same manner as outlined above for the final
    report.
    (c) Spare Boiler Reports will be stamped or
    typed diagonally on WD AGO Form 55-228 as
    follows:
    SPARE BOILER REPORT
    LOCOMOTIVE BOILER NO.
    REMOVED FROM LOCOMOTIVE AT
    (Number) (Station)
    HELD AS SPARE
    AND WILL NOT BE USED IN LOCOMOTIVE SERVICE
    UNTIL INSPECTION REPORT IS FILED.
    DATE 19
    215. WD AGO Form 55-227 (Monthly Inspection and
    Repair Report for Steam Locomotives and Locomotive
    Cranes) (fig. 25)
    a. General. (1) This report will be completed
    monthly in triplicate by the inspector and counter86
    MONTHLY INSPECTION AND REPAIR REPORT Locomotive iNo\-------------
    _ 19____ Steam Locomotives and Locomotive Cranes l Initia^ U. S. A.
    In accordance with the act of Congress approved. February 17, 1911, as amended March 4, 1915, and the rules and instructions
    issued in pursuance thereof and approved by the Interstate Commerce Commission, all parts of Locomotive No.
    , including the boiler and appurtenances, were inspected on, 19____, at
    and all defects disclosed by said inspection have been repaired, except as noted on the back of this report.
    1. Stean gauges, tested and left in good condition on............ 19-----
    2. Safety valves set to pop at____ pounds,______ pounds,______
    pounds on ______________ , 19-----
    3. Were both injectors tested and left in good condition?------------
    4. Were steam leaks repaired? ___________________________
    5. Condition of brake and signal equipment__________________
    6. Condition of draft gear and draw gear........................................
    7. Condition of driving gear ___________________ «----------------
    8. Condition of running gear----------------------------------------------
    9. Condition of tender__________________________________
    9a. Was interior of tender tank cleaned and washed ? ........................
    I certify that the above report is correct.
    10. Was boiler washed and were gage cocks and water glass cock spindles
    removed and cocks cleaned?__ ________
    11. Were steam leaks repaired ? ....._________________________
    12. Condition of staybolts and crown stays
    13. Number of staybolts and crown stays renewed______________
    14. Condition of flues and fire-box sheets___________ __________
    15. Condition of arch and water bar tubes, if used_______________
    16. Were fusible plugs removed and cleaned ? __________________
    17. Date of previous hydrostatic test__________________ , 19___
    18. Date of removal of caps from flexible staybolts________ , 19__ _
    I certify that the above report is correct.
    Inspector.
    Inspector.
    Inspector.
    Inspector.
    State of
    County of______ .-------------«--------------- -
    g>ubii£ribeli anb stoorn to before me this
    ss.-
    day of.. 19___ , by
    inspectors of the-----------------------------------------------------
    The above work has been performed and the report is approved.
    WD AGO Form 55-2*27 _______________
    1 December 1944
    This form supersedes WD AGO Form 55-227. 13 June 1944 (Old TC MRS Form 603. 12 May 1944). WD AGO Form 65-117. 8 August
    1944 (Old TC Form 266, 17 April 1944), and WD TC Form 268. 17 April 1944, which may be used until existing stocks are exhausted.
    Adjutant or Notary Public.
    Officer in Charge.
    16—<3030-1
    Front.
    W. •. COVUNHEHT FEINTING OFFICE 1*—43GSO-1
    LOCOMOTIVE OUT OF SERVICE RECORD
    YEAR
    FULL CALENDAR MONTH OUT OF SERVICE
    Jan. Feb. Ma«. Ara. May Juns July Aug. Sept. Oct. Nov. Dec.
    19
    19
    19
    19
    19
    19
    Back (Locomotive out of Service Record).
    Figure 25. WD AGO Form 55-227 (Monthly Inspection and Repair Report, Steam Locomotives and Locomotive Cranes),
    87
    signed by the person in charge of maintaining the
    equipment. One copy will be placed in a suitable
    location in the cab of the locomotive; one copy will
    be retained on file at the installation, and one copy,
    if in the zone of the interior, forwarded to the zone
    transportation officer, Attention: the zone master mechanic,
    or, if in a theater of operations, to the railway
    grand division headquarters under whose jurisdiction
    the locomotive last operated.
    (2) The month and year for which the report is
    filed will be inserted in the upper left hand corner
    of the report, and the number of the locomotive will
    appear in the upper right hand corner. The locomotive
    number will be placed on line 2 of the body of
    report and will correspond with that given in the
    upper right hand corner. The date will appear on
    line 2 and the place of the inspection and subsequent
    repair work will appear on line 3 of the body of the
    report, ihe date refers to the day on which repairs
    were completed.
    b. Specific Instructions. In the preparation of
    the monthly inspection and repair report form, responsible
    personnel will:
    (1) Under Item 1, show the date on which steam
    gauges were tested and left in good condition. Steam
    gauges will be tested immediately before safety
    valves are set or any changes are made in the setting.
    (2) Under Item 2, show the pressure at which
    each safety valve is set to open. If the locomotive is
    equipped with only two safety valves, insert the word
    “None” in the space on the report for the third safety
    valve. The date of the setting will be noted.
    (3) Under Item 3, answer “Yes” or “No”. When
    locomotive is equipped with one injector and one
    feed water pump instead of two injectors, place an
    asterisk (*) opposite Item 3 with a notation below
    the affidavit or on the margin of the report, as follows:
    “(*) One Injector and One Feed Water
    Pump.” The answer to these questions will then
    include the condition of both injector and feed water
    pump, the same as if two injectors were used.
    (4) Under Item 4, answer “Yes” or “No.” (Note.
    This question refers to all steam leaks other than
    those existing in the boiler proper).
    (5) Under Item 5, give two answers: First, show
    condition of brake equipment; second, show condition
    of signal equipment. If signal equipment is not
    used, answer “Not used.”
    (6) Under Item 6, give two answers: First indicate
    condition of draft gear; second, show condition
    of drawgear. In addition to the two answers
    required, show the month in which the drawbar and
    pins are removed and inspected by the following
    notation: “R. & I—(Date).”
    (7) Under Item 7, show condition of driving gear.
    (8) Under Item 8, show condition of running
    gear.
    (9) Under Item 9, show condition of tender.
    Answer “Not used,” when locomotives have saddle
    tanks or side tanks and no tender. (Note. This
    answer will cover all parts of the tender not included
    in Items 5, 6 and 8.)
    (10) Under Item 10, give two answers, each of
    which will be “Yes” or “No”.
    (11) Under Item 11, answer “Yes” or “No”.
    (Note. This item refers to all steam leaks existing
    in the boiler proper).
    (12) Under Item 12, give two answers: First,
    show condition of staybolts; second, show condition
    of crown stays.
    (13) Under Item 13, give two answers: First,
    show number of staybolts renewed; second, show
    number of crown stays renewed.
    (14) Under Item 14, give two answers: First,
    show condition of flues; second, show condition of
    firebox sheets.
    (15) Under Item 15, give two answers: First,
    show condition of arch tubes; second, show condition
    of water bar tubes. If either are not used, the answer
    will be “Not used.”
    (a) Where a firebox is equipped with syphons
    or circulators instead of arch tubes, or where these
    are used with arch tubes, place an asterisk (*) opposite
    Item 15, with the notation “(*) (Give number)
    syphons, or circulators.”
    (Z?) Show also the condition of the syphons or
    circulators, when any of the above combinations are
    used in the same firebox.
    (16) Under Item 16, give two answers, “Yes” or
    “No” or “Renewed”. If not used, answer “Not
    used”. When the boiler is equipped with a low water
    alarm, place an asterisk (*) opposite Item 16 with a
    notation below the affidavit or on the margin of the
    report; “(*) (Give name) low water alarm.”
    (17) Under Item 17, give date of the previous
    hydrostatic test.
    (18) Under Item 18, give the date of removal of
    caps from flexible staybolts. If locomotive is not
    equipped with flexible staybolts having caps, answer
    “Not used.”
    (a) When all flexible staybolts of a boiler are provided
    with telltale holes and are tested with an approved
    electrical or other instrument in accordance
    with rule No. 16 (2), show the last date on which the
    telltale holes were opened and tested. For example:
    Item 18. (Date of Removal of Caps from Flexible
    Staybolts” 16 (2) 1 February 1945.
    (Z>) When the boiler is equipped with flexible stay88
    bolts having caps over the outer ends and with some
    of the staybolts having no telltale holes, show the
    date of the previous removal of caps from staybolts
    without telltale holes. Also give the date on which
    the staybolts with telltale holes were opened and
    tested with an approved electrical or other instrument.
    For example: Item 18. “Date of Removal of
    Caps from Flexible Staybolts”—Caps Removed 1
    February 1944; 16 (2), 1 February 1945.
    (c) In the above cases where rule No. 16 (b) is
    complied with, an asterisk (*) will be placed opposite
    Item 18 with a notation below the affidavit or on
    the margin of report: “(*) 18-Rule 16 (2) complied
    with (Give color of porous plug) applied.”
    216. WD AGO Form 55-228 (Annual Inspection and
    Repair Report for Steam Locomotives and Locomotive
    Cranes) (fig. 26)
    a. General. (1) This report will be prepared
    annually in quadruplicate by the inspector and countersigned
    by the person in charge of maintaining the
    equipment. One copy will be posted in the cab of the
    locomotive or locomotive crane in a suitable place
    under glass to prevent deterioration; one copy will
    be retained on file at the installation; and, in the zone
    of interior, two copies forwarded to the zone master
    mechanic who will forward one copy to the chief of
    transportation, or in the theaters of operations, two
    copies to the railway grand division headquarters
    under whose jurisdiction the locomotive last operated.
    (2) The month and year for which the report is
    filed will be inserted in the upper left hand corner
    of the report, and the number of the locomotive will
    be placed in the upper right hand corner. The locomotive
    number will appear on line 2 of the body of
    the report and will correspond with that given in the
    upper right hand corner. The date and place of the
    inspection and repairs will be given on line 3. By
    date is meant the day on which repairs were completed.
    b. Specific Instructions. In the preparation
    of the annual inspection and repair report, responsible
    personnel will:
    (1) Under Item 1, give date of the previous hydrostatic
    test.
    (2) Under Item 2, give the date of the previous
    removal of caps from flexible staybolts. If the locomotive
    is not equipped with flexible staybolts having
    caps, the answer will be “Not used”.
    (a) When all flexible staybolts of a boiler are
    provided with telltale holes and are tested with an
    approved electrical or other instrument in accordance
    with rule No. 16 (2), show the last date on which the
    telltale holes were opened and tested. For example:
    Item 2, “Date of Previous Removal of Caps from
    Flexible Staybolts”—16 (2), 1 February 1945.
    (&) If the boiler is equipped with flexible staybolts
    having caps over the outer ends and with some
    of the staybolts having no telltale holes, show the
    date of previous removal of caps from staybolts without
    telltale holes. Also give the date on which the
    staybolts with telltale holes were opened and tested
    with approved electrical or other instrument. For
    example: Item 2. “Date of Previous Removal of
    Caps from Flexible Staybolts”—Caps Removed 1
    February 1944. 16 (2) 1 February 1945.
    (3) Under Item 3, give the date of the previous
    removal of all flues.
    (4) Under Item 4, give the date of the previous
    removal of all lagging from the boiler.
    (5) Under Item 5, show the pressure applied
    when hydrostatic test was given.
    (6) Under Item 6, answer “Yes” or “No”. If
    flexible staybolts are not used, the question will be
    answered “Not used”.
    (a) When all flexible staybolts of a boiler are provided
    with telltale holes and are tested with an approved
    electrical or other instrument in accordance
    with rule No. 16 (2) answer this item as follows:
    Item 6. “Were Caps Removed from all Flexible
    Staybolts”—16 (2).
    (&) When the caps are removed from flexible
    staybolts without telltale holes, and the bolts which
    are provided with telltale holes are tested per rule
    No. 16 (2), answer this item as follows: Item 6:
    “Were Caps Removed from all Flexible Staybolts”
    “Yes”—16 (2).
    (c) When the caps are not removed from the
    flexible staybolts without telltale holes, and the staybolts
    which are provided with telltale holes, are
    tested, per rule No. 16 (2) answer the form as follows:
    Item 6. “Were Caps Removed from all
    Flexible Staybolts”—“No”—16 (2).
    (d) In the above cases where rule No. 16 (2) is
    complied with, place an asterisk (*) opposite Item 6
    with notation below the affidavit or on the margin of
    the report, “(*) 6—rule No. 16 (2) complied with
    (give color of porous plug) applied.”
    (7) Under Item 6-A, answer “Yes” or “No”.
    (8) Under Item 7, give two answers : First, “Yes”
    or “No”; second, give the number of flues removed.
    If the small flues of the locomotive are removed and
    it is equipped with superheater flues, answer the first
    question as follows: “Yes, except superheater flues.”
    This notation may be made on the margin of the
    report.
    89 )
    Locomotive
    ANNUAL INSPECTION AND REPAIR REPORT Locomotive
    STEAM LOCOMOTIVES AND LOCOMOTIVE CRAVES Crane
    _________________________________ _ 19—,__ Number USA____________
    In accordance with the act of Congress approved February 17,1911, as amended March 4,1915, and the rules and instructions issued in
    pursuance thereof and approved by the Interstate Commerce Commission, all parts of locomotive No. m............................. , including the
    boiler and its appurtenances, were inspected on___________________________ , 19___ , at.................. .....................................................
    and all defects disclosed by said inspection have been repaired, except as noted on the back of this report.
    1. Date of previous hydrostatic test............................... , 19.......
    2. Date of previous removal of caps from flexible staybolts
    ................................................ 19......
    3. Date of previous removal of flues............................... . 19......
    4. Date of previous removal of all lagging....................., 19.......
    5. Hydrostatic test pressure of..... ........... pounds was applied.
    6. Were caps removed from all flexible stay bolts?.....................
    7. Were all flues removed?.............. Number removed.............
    8. Condition of interior of barrel...... ........................................
    9. Was all lagging removed?......................................... ........... .
    10. Condition of exterior of barrel................................................
    11. Was boiler entered and inspected?......................... ................
    I certify that the above
    22. Were steam gages tested and left in good condition?........... .
    23. Safety valves set to pop at_____ pounds, .............. pounds,
    ______ pounds.
    24. Were both injectors tested and left in good condition? ..........
    25. Were steam leaks repaired?........................................ ...........
    26. Hydrostatic test of.......... pounds applied to main reservoirs.
    32a. Was interior of 1t ender tank clea certify that the above
    I certif y that the above work has been performed and the report i
    ......................... -......................................... , Adjutant.
    WD AGO FORM This form supersedes WO AGO F
    1 MAR 199 5 ¿¿O (old wo Tc MRS Form un(Ja
    pertaining to locomotive cran
    12. Was boiler washed? Water glass cocks and gage cocks cleaned?
    13. Condition of crown stays and stay bolts..................................
    14. Condition of sling stays and crown bars................................
    15. Condition of firebox sheets and flues...... ........... ....................
    16. Condition of arch tubes.............. Water bar tubes ..........—
    17. Condition of throat braces . .....................................................
    18. Condition of back head braces.................................................
    19. Condition of front flue sheet braces...... .......... .......................
    20. Were fusible plugsTemoved and cleaned?................. ..............
    21. Were steam leaks repaired?.....................................................
    report is correct. _________________ ____________, Inspector.
    27. Condition of brake and signal equipment................................
    28. Were drawbar and drawbar pins removed and inspected?.......
    29. Condition of draft gear and draw gear....................................
    30. Condition of driving gear.........................................................
    31. Condition of Tunning gear . ................................... ..................
    . 32. Condition of tender....................................................... ......
    ned and washed?.....____________
    report is correct______________________________ Inspector.
    3 approved.
    —-------------------------------------------------- ,----- , Officer in Charge.
    arm 55-228, 1 January 1995, WO AGO Form 228, undated,
    ted) and that part of AGO Form 917, 21 June 1999,
    Front.
    Back.
    Figure 26. WD AGO Form 55-228 (Annual Inspection and Repair Report, Steam Locomotives and Locomotive Cranes).
    90
    (9) Under Item 8, give the condition of the interior
    of the boiler if all flues are removed or if a
    sufficient number of flues are removed to allow a
    thorough examination. If such a number of flues are
    not removed, but the interior of the barrel above the
    flues is examined, show its condition. For example,
    “Good above flues.”
    (10) Under Item 9, answer “Yes” or “No”.
    (11) Under Item 10, give the condition of the exterior
    of the boiler if sufficient lagging is removed to
    permit a thorough inspection. If not, answer this
    item, “Not inspected”. {Note. This inspection will
    be made while boiler is under pressure.)
    (.12) Under Item 11, answer “Yes” or “No”.
    (13) Under Item 12, give two answers, each of
    which will be answered “Yes” or “No”.
    (14) Undei- Item 13, give two answers: First,
    show condition of crownstays; second, show condition
    of staybolts.
    (15) Under Item 14, give two answers: First,
    show condition of sling stays; second, show condition
    of crown bars as far as can be inspected.
    Note. If the boiler is not equipped with either sling stays
    or crown bars, the answer to each question will be “Not
    used.”
    (16) Under Item 15, give two answers: First,
    show condition of firebox sheets; second, show condition
    of flues.
    (17) Under Item 16, give two answers: First,
    show condition of arch tubes; second, show condition
    of water bar tubes.
    Note. When arch tubes or water bar tubes are not used,
    the answer in either case will be “Not used.”
    (a) Where a firebox is equipped with syphons or
    circulators without arch tubes, or syphons or circulators
    with arch tubes, place an asterisk (*) opposite
    Item 16 with notation on the margin of the report:
    “(*) (Give number) Syphons or Circulators.”
    (Z?) In case (17) (a) above is true, answer the
    question by showing the condition of the syphons,
    circulators, arch tubes or arch tubes and syphons, or
    arch tubes and circulators, when any of the above
    combinations are used in same firebox.
    (18) Under Item 17, give the condition of throat
    braces if inspected. If they cannot be inspected, the
    answer will be “Not inspected.”
    (19) Under Item 18, give the condition of back
    head braces whenever it is possible for these braces
    to be inspected. If not inspected, the answer will be
    “Not inspected.”
    (20) Under Item 19, give the condition of the
    front flue sheet braces whenever it is possible for
    these braces to be inspected; if not inspected, answer
    “Not inspected.”
    (21) Under Item 20, if boiler is equipped with
    fusible plugs answer “Yes” or “No” (Renewed).
    {Note. If boiler is not equipped with fusible plugs,
    the answer will be “Not used.”) When a low water
    alarm is applied place an asterisk (*) opposite
    Item 20 with notation: “(*) (Give name) Low
    Water Alarm, (Condition)”. If the report does not
    bear the notation “Low Water Alarm,” it will indicate
    that a “Low Water Alarm” is not applied.
    (22) Under Item 21, answer “Yes” or “No”.
    {Note. This question refers to all steam leaks existing
    in the boiler proper.)
    (23) Under Item 22, answer “Yes” or “No”.
    (24) Under Item 23, show the pressure at which
    each safety valve is set to open. If the locomotive is
    equipped with only two safety valves, insert in the
    space for the third safety valve the word “None.”
    (25) Under Item 24, answer “Yes” or “No.”
    When the locomotive is equipped with one injector
    and one feed water pump instead of two injectors,
    place an asterisk (*) opposite item 24 with a notation
    below the affidavit or on the margin of the report
    as follows: (*) One Injector and One Feed
    Water Pump”. In answer to the question, include
    the condition of both the injector and the feed water
    pump the same as if two injectors were used.
    (26) Under Item 25, answer “Yes” or “No”.
    {Note. This item refers to all steam leaks other
    than those existing in boiler proper.)
    (27) Under Item 26, show the pressure given to
    main reservoirs when hydrostatic tests were applied.
    (28) Under Item 27, give two answers: First,
    show condition of the brake equipment; second, show
    condition of the signal equipment. If signal equipment
    is not used, the answer will be “Not used.”
    (29) Under Item 28, answer “Yes” or “No”.
    (30) Under Item 29, give two answers: First,
    show the condition of draftgear; second, show the
    condition of drawgear.
    (31) Under Item 30, show the condition of driving
    gear.
    (32) Under Item 31, show the condition of running
    gear.
    (33) Under Item 32, show the condition of tender.
    {Note. This item includes all parts of tender not
    covered in Items 27, 28, 29 and 31.)
    217. WD AGO Form 55-230 (Monthly Inspection and
    Repair Report for Locomotives and Locomotive
    Cranes Other Than Steam) (fig. 27)
    This record will be prepared and distributed in the
    same manner as WD AGO Form 55-227 (Monthly
    Inspection and Repair Report for Steam Locomotives
    and Locomotive Cranes).
    91
    MONTHLY INSPECTION AND REPAIR REPORT OF LOCOMOTIVES AND
    LOCOMOTIVE CRANES OTHER THAN STEAM
    10 L. ocomotive .i No...... .., ...„... .._. ...,...................._. .................................................. . 19----- (Initials U. S. A......................
    Operated by ..........................................................................................................’.........
    In accordance with the act of Congress approved February 17,1911, amended March 4, 1915, and June 7, 1924, and the rules and instructions
    issued i.i pursuance thereof, the parts and appurtenances of locomotive unit No. ..............................were inspected on............................... 19......
    at________________________________ All defects disclosed by said inspection were properly repaired, except as noted on the reverse side
    of this report and the parts and appurtenances were left in the condition reported below.
    1. This locomotive unit is propelled by
    2. Hydrostatic test of pounds was applied to main air reservoirs.
    Date of previous test as shown by reports on file was________________________
    3. Were main air reservoirs hammer tested?-------------------------------------------------------
    Date of previous test as shown by reports on file was_______________________
    4. Were drawbars and pins removed and inspected?______________________ -_____
    Date of previous removal as shown by stamping on the parts________________
    5. Were articulated connection pins removed and inspected?_____________________
    Date of previous removal as shown by stamping on the pins--------------------------
    6. Condition of draft gear and draw gear is----------------------------------------------- --------
    7. Condition of brake and signal equipment is---------------------------------------------------
    8. Condition of running gear is-------------------------------------- -------- --------------------------
    9. Condition of fuel storage and supply system is--------------------------------------------------
    I certify that I made the inspections and tests above reported in Items No.
    _________________________________ and that statements therein are true and correct.
    I certify that I made the inspections and tests above reported in Items No.
    _____________ ___________________ and that statements therein are true and correct.
    10. Date of previous insulation tests as shown by reports on file was______ .______ _
    19—
    Were insulation tests applied at this inspection?___________________________
    Name of circuit Normal voltage Test voltage
    11. Condition of current collectors is____________________________________________
    12. Condition of control equipment is___________________________________ •______
    13. Condition of control circuits and terminals is________________________________
    14. Condition of power equipment is____________________________________________
    15. Condition of power circuits and terminals is_________________________________
    16. Condition of lightning arresters is----------------------------------------------------------------
    17. Were meters tested?____________ Date meters were previously tested as shown
    by reports on file was_________________________ _ 19-----
    I certify that I made the inspections and tests above reported in Items No.
    ___ ______________________ ______ and that statements therein are true and correct.
    I certify that I made the inspections and tests above reported in Items No.
    _________________________________ and that statements therein are true and correct.
    The above work has been performed under my general supervision and I believe the report is true and correct.
    WD AGO Form 55-2J0—1 December 1944
    This form supersedes WD AGO Form 55-230, 21 June 1944 (Old TC Form 506, undated),
    WD TC Form 267, 17 April 1944, and WD AGO Form 55-120, 8 August 1944 (Old TC Form „ _____________________________________
    269, 17 April 1944), which may be used until existing stocks are exhausted.
    16—43180-1 <
    Note defects not properly repaired:
    Officer in Charge.
    Front.
    Unit No.................................was out of service the entire calendar months of:
    State of __________________________
    County of ........................................... ........
    On this....... ..... day of--------------------- , 19___ , personally appeared before me__ ___ ____________ ________ __ ___ ___ ____ , and
    signed the reverse side of this report, each of whom deposes and says that he personally made the inspections and tests reported in items the number»
    of wjiich precede his signature, and that the statements therein are true and correct
    Subscribed and sworn to before me according to ’law this_____— day of __ 19.._„
    State of...
    County of ....................... Notary Public.
    Adjutant or
    On this ............. day of--------------------- , 19__ >■, personally appeared before me_______ ...___________ __ ..........._____________and
    signed the reverse side of this report as officer in charge, who deposes and says that the inspections and tests reported were made under his general
    supervision, and that he believes the report is true and correct.
    Subscribed and sworn to before me according to law this —-___ ; day of ...............___ ..., 19......
    U » GOVERNMENT PRINTINS OFFICE 16—43130-1
    ---- -------------- Notary Public,
    Adjutant or
    Back.
    Figure 27. WD AGO Form 55-230 (Monthly Inspection and Repair Report of
    Locomotives and Locomotive Cranes Other than Steam.
    92
    218. WD AGO Form 55-231 (Locomotive Boiler and
    Tender Tank Washout Record) (fig. 28)