[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
»CM
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)