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

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WAR DEPARTMENT TECHNICAL MANUAL
NON-CIRCULATING
OPERATION OF RAILROADS
GENERAL INSTRUCTIONS FOR THE INSPECTION AND MAINTENANCE OF ROLLING STOCK
J A N U A R
WAR DEPARTMENT
/ 94 6
TM 55-285 C 1
TECHNICAL MANUAL
OPERATION OF RAILROADS
GENERAL INSTRUCTIONS FOR THE INSPECTION AND MAINTENANCE OF ROLLING STOCK
Changes 1
No. 1	|
TM 55-285, 3 January 1946, is changed as follows:
WAR DEPARTMENT
Washington 25, D. C., 5 June 1946
113. WD AGO Form 55-155 (A. R. R. Defect Card) (fig. 114).
*****
a. The form will be completed in triplicate to provide two paper copies and one cardboard copy. The cardboard copy is printed on both sides and after being completed will be attached securely to the side of the car. One paper copy will be retained on file at the originating point
[AG 300.5 (26 Apr 46)]
By order of the Secretary of War :
and the original paper copy will be forwarded to the Chief of Transportation, Attention: Military Railway Service. Defect card will be supported by 1VD AGO Form 55-241 (Report of Cars Damaged).
*****
124. WD AGO Form 55-166 (Report of Rolling Stock Repaired) (fig. 125). Rescinded.
Official :
EDWARD F. WITSELL
Major General
The Adjutant General
DWIGHT D. EISENHOWER
Chief of Staff
Distribution :
A AF (5) ; AGF (10) ; T (5) ; Dept (2) ; Base Comd (2); Arm & Sv Bd (1); Tech Sv (2) ; SvC (2); FC (1); PE (2); Dist 55 (1) ; TZ (2) Gen & Sp Sv Sch (2) ; Consolidating Sta (1) ; TCRRS (5) ; A (2) ; T/O & E, 55-202 (10) ; 55-228 (25) ; 55-229 (25) ; 55-235 (10); 55-236 (2); 55-238 (10); 55-239 (25) 55-302 (10); 55-500, 11-Railway Maint Units, Vll-Train Operating Units (10).
For explanation of distribution formula, see FM 21-6.
AGO 3810A—June 696322*—46
O. t. GOVtKKMENT PRINTING OFFICE: l»4«
1
WAR DEPARTMENT TECHNICAL MANUAL
T M 55-285
This manual supersedes TB 55—285—1, 24 July 1944 and TB 55—285—2, 24 August 1944.
OPERATION OF RAILROADS
GENERAL INSTRUCTIONS FOR THE INSPECTION AND MAINTENANCE OF ROLLING STOCK
WAR DEPARTMENT • JANUARY 19 4 6
United States Government Printing Office IP ashington : 1946
WAR DEPARTMENT
Washington 25, D. C., 3 January 1946
TM 55—285, Operation of Railroads, General Instructions for the Inspection and Maintenance of Rolling Stock, is published for the information and guidance of all concerned.
[AG 300.7 (16 May 45)]
By order of the Secretary of War :
Official :
EDWARD F. WITSELL
Major General
Acting The Adjutant General
DWIGHT D. EISENHOWER Chief of Staff
Distribution :
AAF (5) ; AGF (10) ; ASF (2); T of Opns (5); Dept (2); Base Comd (2) ; Arm & Sv Bd (1); S Div ASF (Dir only) (1); Tech Sv (2); SvC (2); PE (ZI) (2); H&R (2); Dist 55 (1); TZ (2); Gen & Sp Sv Sch (2) ; Consolidating Sta (1) ; TCRRS (5) ; A (2) ; T/O & E 55-202 (10) ; 55-228 (25) ; 55-229 (25) ; 55-235 (10) ; 55-236 (2) ; 55-238 (10); 55-239 (25) ; 55-302 (10) ; 55-500, II—Railway Maint Units, VII—Train Operating Units (10).
Refer to FM 21-6 for explanation of distribution formula.
ii
CONTENTS
Paragraph
CHAPTER 1.	GENERAL INSTRUCTIONS .................................. 1-9
CHAPTER 2.	ECHELONS OF MAINTENANCE ............................... 10-15
CHAPTER 3.	REGULATIONS GOVERNING INSPECTION AND MAINTENANCE OF ROLLING STOCK ................................................... 16—46
Section I.	General................................................ 16-18
II.	Relightweighing and restenciling of Freight Cars........ 19-23
III.	Air Brakes and Equipment ............................... 24-25
IV.	Damaged Sills .......................................... 26-33
V.	Couplers ............................................... 34-36
VI.	Journal Boxes and Bearings ............................. 37-39
VII.	Stake Pockets ......................................... 40-41
VIII.	Wheels and Axles ...................................... 42-44
IX.	Fusion and Bronze Welding .............................. 45-46
CHAPTER 4.	INSPECTION AND MAINTENANCE ............................ 47-81
Section I.	General................................................ 47-48
II.	Car Inspectors ......................................... 49-50
III.	Inspection—All Cars .................................... 51-58
IV.	Tank Cars .............................................. 59-61
V.	Refrigerator Cars....................................... 62-63
VI.	Passenger Cars ......................................... 64-65
VII.	Car Lighting Equipment ................................ 66-68
VIII.	Hand Brakes ........................................... 69
IX.	Lubrication and Care of Waste	Packed Journals........... 70-78
X.	Wheels and Axles ........................................ 79-80
XI.	Surface Maintenance .................................... 81
CHAPTER 5.	HOSPITAL CARS ......................................... 82-91
CHAPTER 6.	AIR BRAKES ............................................ 92-110
Section I. General................................................ 92
II.	Freight Equipment Cars ..............................   93-100
III.	Passenger and Hospital Equipment Cars ................. 101-108
IV.	Cars in Floods ........................................ 109-110
CHAPTER 7.	OPERATING AND INSPECTION	REPORT FORMS ................ 111-130
APPENDIX NUMERICAL INDEX OF REGULATIONS GOVERNING INSPECTION AND MAINTENANCE OF ROLLING STOCK.......................................
INDEX ...................................................................
Page
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4
6
6
7
8
12
28
34
35
35
84
92
92
92
93
95
96
96
97
99
99
103
103
105
111
111
111
119
123
125
143
145
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This manual supersedes TB 55-285-1, 24 July 1944, and TB 55-285-2, 24 August 1944.
CHAPTER 1
GENERAL INSTRUCTIONS
1.	Purpose
The purpose of this manual is to give personnel concerned with the operation and maintenance of railroad rolling stock pertinent regulations and proper procedures governing the inspection and maintenance of freight, passenger, and hospital cars. It is intended as a guide for car men, providing information for carrying out their duties and discharging their responsibilities.
2.	Scope
Regulations set up in this manual will be more generally applicable in the zone of interior, but when and where conditions permit, the information contained herein will serve as a guide in the theaters of operation. The manual outlines procedures for necessary inspection and proper maintenance by trained personnel familiar with the fundamentals of car construction and repair. It outlines what to do, where to do it, and when it will be done; but it is beyond the scope of this manual to include how repairs will be made. Necessary report forms with instructions in their use are included in chapter 7.
3.	Personnel
Efficiency rating of personnel concerned with the operation and maintenance of War Department rolling stock is based upon the appearance and mechanical efficiency of the equipment; the manner in which operational duties are performed; the efficient use of lubricants and materials; and the period for which the equipment is maintained in good operating condition without requiring extensive repairs or general overhauling.
4.	Responsibilities
a.	Officers in charge of War Department rolling stock will familiarize themselves with the appropriate Army Regulations (AR 35-6640) governing liability
of responsible officers in case of damage to or destruction of Government property.
b.	In the zone of interior, the Chief of Transportation, through the zone master mechanics, is responsible for the technical control of the operation, maintenance, and repair of War Department railroad equipment except contractor-operated railroad equipment in class IV establishments, where maintenance, inspection, and repair are carried out in accordance with provisions of pertinent War Department directives and Army Regulations. Technical control of maintenance is defined as the authority to issue instructions covering the utilization of equipment, tools, shop methods, shop lay-outs and procedures, and detailed directives to insure uniformity of quality as applicable to the items maintained.
c.	In territorial departments and commands (such as the Eastern Defense Command, Panama Canal Department, and the Hawaiian Department) the commanding general of the department or command is responsible for the operating control of inspection, maintenance, and repair of War Department railroad equipment which is not operated by a unit of the Military Railway Service. Operating control of a maintenance facility embraces the organization, administration, management, and operation of a shop in accordance with prescribed procedures, including the formulation of working procedures other than those specified by higher authority or developed in connection with technical control. The commanding generals of such territorial departments and commands may call upon the Chief of Transportation for assistance in the discharge of their responsibilities.
d.	In theaters of operations, the superintendent of equipment, Railway Grand Division headquarters, is responsible for the technical and operating control of inspection, maintenance, and repair of War Department railroad equipment in his division.
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e.	Although War Department railroad rolling stock operating on Government property is not subject to the Association of American Railroads’ Interchange Rules or Interstate Commerce Commission regulations, cars offered in interchange and handled by common carriers will meet all interchange, loading, and safety appliance regulations. The zone master mechanic will have a thorough knowledge of these regulations and will be responsible for compliance by all personnel concerned. Copies of all interchange rules may be obtained from the Chief of Transportation.
/. War Department railroad equipment, operating over commercial railroads, will be inspected prior to movement from the home station to insure that no defects have developed which may result in damage to Government or private property. Upon return to its home station, equipment will be given a general inspection to determine if any defects or damage were incurred during the trip.
g.	Supervisory officers and car foremen are responsible for the safety of train operation and car interchange. The execution of this responsibility requires considerable technical knowledge as well as good judgment. Efficient performance of all car repair operations, whether in car shops or on repair tracks, is essential.
h.	The average car man can increase his value by constant study and practice of his craft. A well-trained car man can help reduce road failures. He should do more than make proper repairs according to authorization; he should be alert to and report conditions or defects not included on the write-up card.
i.	Each car placed in service will receive proper care to insure that loss of service does not exceed that actually required by fair usage. Cars will not be returned to service with journal boxes beyond the date for repacking, worn brake hangers and pins, low couplers, defective wheels, worn brake heads and loose brake beams, truss rods, or supports. Maintenance expenditures on equipment and time out of service, are not excessive when rolling stock is properly operated, and when periodic cleaning, inspection, servicing, and running repairs are done carefully. Personnel responsible for rolling stock will realize that a potential road failure exists when a car leaves the rip track, car yard, or shop without complete and proper servicing.
5.	Lubrication
Personnel concerned with the maintenance of rolling
stock will follow War Department Lubrication Orders and will requisition all lubricants in accordance with the nomenclature, stock numbers, and specifications contained in SB 10-139. In case there are no Government standard specifications for a particular requirement, lubrication will be based on instructions issued by an authorized officer.
6.	Safety
All personnel will read, understand, and follow regulations and instructions set forth in TM 55-281, (when published).
7.	Ownership
a.	The War Department, as a car owner, is responsible for and will assume the expense of all repairs resulting from ordinary wear and tear to its equipment in the United States.
b.	Common carriers are responsible to car owners for all damages and are chargeable for all repairs resulting from derailment; cornering or sideswiping; collision or impact other than regular switching; undue rough handling; known theft of parts; condemnable slid flat wheels; bent axles and axles with cut journals.
c.	Upon return to home stations after each trip, cars will be inspected for any defects which may have developed while in transit. Upon discovery of any defects which are the car owner’s responsibility, necessary repairs will be made before car again is returned to service. Upon discovery of any defects which are the common carrier’s responsibility, it will be ascertained that such defects are covered fully by defect cards attached to the car. Necessary arrangements will be made with the delivering carrier to make the repairs on authority of the defect card. Defects covered by carrier defect cards may be repaired by the War Department home station, in which event the defect card with a letter itemizing the labor and material used will be forwarded to the Chief of Transportation. A car with defects which are the carrier’s responsibility or with improper or wrong repairs made while in transit, and not fully covered by defect cards, will be inspected jointly by an officer of the Transportation Corps and a representative of the delivering carrier. The carrier representative will be requested at this time to furnish defect card authority to make repairs. If the representative disclaims responsibility for such defects or wrong repairs, a joint inspection certificate will be prepared in duplicate as provided by the A.A.R. Code of Interchange Rules, and both copies for
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warded to the Chief of Transportation for further action.
Note. In the description and location of main parts of cars the following system will be used: The end of the car upon which the hand brake shaft is located is known as the “B” end and the opposite end is known as the “A” end. Looking from the “B” end of the car toward the “A” end, truck parts such as wheels, axles, and journal boxes are designated as Rl, R2, R3, and R4, on the right side, and as LI, L2, L3, and L4 on the left side.
8.	Failures or "Bad Order" Cars
a.	Cars marked with a “Bad Order’’ card, indicate that they are unfit for service in their present condition. Cars seldom wear out but are made unserviceable by wrecks, derailments, switching impacts, draft gear strains caused by “run ins” and “run outs,” hot boxes, and similar difficulties.
b.	Repairs to “Bad Order” cars normally are administered at three types of maintenance units or yards, sized and equipped to take care of repairs of varying extent and urgency. (See ch. 2.) The three types of repair yards are emergency repair points for minor repairs; intermediate or medium repair points for repairs of more extensive nature;
and general repair and remodeling points for scheduled progressive repairs and remodeling at one time of a number of cars of similar class and series.
9.	Switching Practices
The following instructions on switching will be observed by train crews: personnel handling switches will see that switch points fit up to the rails after the switch is operated. Any variation from a close fitting point will be reported and repairs made before the switch is used again. Cars will not be detached from the locomotive when switching over street crossings nor will they be “dropped” or “kicked” over such crossings. Train crews will be held responsible for violations of law and town ordinances governing the blocking of highway and street crossings. Air brakes will be released and hand brakes applied when, under proper orders, it is necessary to spot cars near street crossings. Wheels will be blocked if the car is spotted on an incline or grade. Do not “drop” or “kick” cars loaded with chemicals, explosives, or inflammable liquids. Other cars will not be “kicked” against cars so loaded. Take time in switching operations: do not take chances.
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CHAPTER 2
ECHELONS OF MAINTENANCE
10.	General
Car maintenance operations in the Transportation Corps follow the five echelon system. (See TM 37-250.)
a.	Zone of Interior. Operation of utility railroads serving various posts, camps, and stations, and the maintenance of rolling stock assigned thereto may be performed by either enlisted or civilian personnel. First and second echelon maintenance of railroad equipment is the responsibility of the commanding officer of the installations to which the equipment is assigned. Higher than second echelon maintenance is the responsibility of the Chief of Transportation, except on War Department hospital cars, as set forth in (2) below.
(1)	Zone master mechanics as representatives of the Chief of Transportation exercise technical control over all echelons of maintenance for War Department railroad equipment operated or domiciled at installation within the area of their respective zones.
(2)	Operating control of first to fourth echelon maintenance of War Department hospital cars is the responsibility of the commanding general of the service command to which the cars are assigned. The Chief of Transportation is responsible for the technical control of maintenance of hospital cars exclusive of medical and kitchen equipment. Running gear and air brake equipment will be inspected by the railroads over whose lines the cars are operated and in accordance with the Code of Rules for the Interchange of Traffic of the Mechanical Division, Association of American Railroads.
(3)	War Department owned tank cars which operate over lines of common carriers are maintained by the carrier in accordance with the foregoing code of rules.
b.	Theaters of Operations. In addition to its own maintenance operations, the Military Railway
Service may utilize to the maximum civilian personnel and existing equipment and facilities. Maintenance procedures will conform to standard railroad practices. Variations may be necessary in the five echelon system because of local conditions. Normally, Railway Operating Battalions will be responsible for the first three echelons of maintenance and Railway Shop Battalions for the fourth and fifth.
c.	Territorial Departments. The echelons of maintenance for territorial departments and commands are similar to those in the zone of the interior. (See par. 4c for exceptions.)
11.	First Echelon Maintenance
a.	First echelon maintenance will be performed by car inspectors at the originating point of the train, and at inspection points enroute to insure safe movement of the car and its lading. On all types of equipment, it will include inspection of air brakes, brake gear, running gear, draft gear, and other equipment, and examination and lubrication of journal boxes.
b.	On hospital and kitchen cars, both prior to train departure and en route, personnel assigned to or under the jurisdiction of the hospital train commander, in addition to a above, will be responsible for the following (see ch. 5) :
(1)	Stocking of other than medical supplies such as fuel, water, ice for air conditioning and other uses, electrical supplies, etc.
(2)	Placing cars on and removing from standby precooling facilities when such facilities are available at loading or unloading points.
(3)	Operating and controlling heating, air conditioning, and car lighting equipment.
(4)	Renewing light bulbs and fuses.
(5)	Checking batteries. (See sec. VII, ch. 4.)
(6)	Reporting all defects and failures to train commander.
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12.	Second Echelon Maintenance
a.	Second echelon maintenance will be performed at the originating point of train and at inspection points en route by car inspectors of military personnel or common carrier railroad personnel.
b.	It will consist of such running repairs as are necessary for the safe operation of freight equipment and the safe and comfortable operation of the passenger and hospital cars. Such repairs will not require cars to be taken out of service and will include such maintenance as replacing brake shoes, applying new air hose, adjusting brakes, applying journal brasses, repacking journal boxes, applying oil in journal box, repairs to draft gear, trucks, air conditioning, heating, or car lighting equipment, any of which may be requested by the conductor or train commander.
13.	Third Echelon Maintenance
a.	Third echelon maintenance will be performed by maintenance personnel, either military or civilian, at the home bases of the cars or at a prescribed location. It will consist of such running and emergency repairs that require the car to be taken out of service for a short time only, such as changing defective wheels, journals, side frames, couplers, draft gear, air brake parts, repairs to trucks, piping, and minor repairs to car body.
b.	In addition, on passenger equipment and hospital cars, it will consist of daily, weekly, monthly, semiannual, and annual inspections; cleaning of equipment; deodorizing and changing filters and evaporators. It will also include inspection, lubrication, and repairs to air conditioning, heating equipment and car lighting equipment, charging of batteries, maintenance of water systems and coolers, repair and replacement of hardware and linens.
14.	Fourth Echelon Maintenance
a.	Fourth echelon maintenance will be performed by car department personnel at a prescribed location. It will consist of medium repairs that are more ex
tensive than running repairs but which do not require the fabrication of materials such as applying flooring, sheathing, welding, riveting, making doors, etc.
b.	In the zone of interior, fourth echelon repairs may be performed, if authorized, by a common carrier railroad which has a track connection to the home base or domicile of the cars. It will consist of such inspection and repairs necessary for the cars to be accepted in interchange movement under safety requirements and standards of the Association of American Railroads. It will include only work which cannot be done by local military personnel such as—
(1)	Trucks, wheel and axle inspection and repairs.
(2)	Draft gear inspection and repair.
(3)	Air brake equipment inspection, cleaning, and repair.
(4)	Inspection and repair of hangers and supports for underneath equipment.
(5)	Inspection and repair of safety appliances and appurtenances.
c.	In theaters of operation, fourth echelon maintenance will be performed by the Railway Shop Battalion.
15.	Fifth Echelon Maintenance
a.	In the zone of the interior, fifth echelon maintenance will be performed at Transportation Corps railroad repair shops, or at common carrier railroad repair shops or car builders, when so authorized by the Chief of Transportation. It will consist of general repairs or remodeling and classified mileage shopping in accordance with the standards adopted by the Chief of Transportation.
b.	In theaters of operation, fifth echelon maintenance will be performed by the Railway Shop Battalion on authority of the Railway Grand Division headquarters. It will consist of reconditioning of equipment, incorporating reclamation and limited manufacture.
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CHAPTER 3
REGULATIONS GOVERNING INSPECTION AND MAINTENANCE OF ROLLING STOCK
Section I
GENERAL
16.	Purpose
To assure proper inspection and maintenance of cars, personnel engaged in the operation of War Department equipment on Government property will observe the following rules governing the condition of and repairs to rolling stock. These rules are not intended to cover or include the Association of American Railroads’ “Code of Rules Governing the Condition, of, and Repairs to, Freight and Passenger Cars for the Interchange of Traffic.” Personnel concerned with the movement of cars in interchange may obtain copies of the A.A.R. regulations upon request to the Chief of Transportation. In theaters of operation, these rules will serve as an excellent guide and will be followed by all personnel when conditions permit.
17.	Responsibilities (Rule No. 1)
a.	In the zone of interior the zone master mechanic has technical supervision over the inspection and maintenance of all cars in his zone and those passing through his territory. Commanding officers of installations have operating control over inspections and maintenance. Repairs will be made according to A.A.R. interchange rules whenever cars from common carriers have defects for which the car owner is responsible; and whenever War Department cars are to be offered in interchange.
b.	In theaters of operations, the officer in charge of the car company of a railway operating battalion is responsible for inspections and maintenance of all cars passing through his territory, and those arriving on tracks for repairs.
18.	Repairs (Rule No. 2)
In making repairs to cars, the following materials will not be used:
a.	Brake beam hangers designed with eyes other than formed solid.
b.	Brake beams less than type No. 2 capacity.
c.	Cast-iron brake wheels.
d.	Cast-iron or malleable iron journal wedges of other than solid back design.
c.	Malleable iron couplers.
f.	Coupler body having burned-out key slots.
g.	Malleable or steel-backed journal bearings, or journal bearings with thickness of back through crown less than the following dimensions:
For journals 7 inches long and over, but not
9 inches.............................n/16	inch
For journals 9 inches long and over, but not
11 inches............................1%6 inch
For journals 11 inches long and over, but not
12 inches............................. i%6	inch
For journals 12 inches long and over. . iy16 inch h. Open knuckles.
i.	Plain handle for angle cock.
j.	Plain cast-iron brake shoes.
k.	Welded cast-steel truck side frames having “T” and “L” section compression or tension members.
I.	Cast-iron wheels which have been condemned by out-of-round.
m.	Cast-iron wheels below nominal weight.
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Section II
RELIGHTWEIGHING AND RESTENCILING OF FREIGHT CARS
19.	Periodic Relightweighing (Rule No. 3)
a. Freight cars, except as otherwise provided in paragraph 20, will be relightweighed and restenciled periodically as follows:
Type of car	First reweighing at expiration of—	Subsequent reweighing at expiration of—
Composite wood and steel underframe 	 Steel under frame, with wood, steel, or composite superstructure frame	 All-steel open-top cars, including all-steel flat cars.. All-steel house and all-steel stock cars 	 Refrigerator cars 		15 mo	 15 mo	 30 mo	 30 mo	 30 mo		30 mo. 30 mo. 30 mo. 30 mo. 30 mo.
b. Tank cars and live poultry cars will be re-		
weighed and restenciled only when car bears no lightweight markings, or when weight is changed 300 pounds or more by alterations or repairs.
20.	Other Than Periodic Reweighing and Restenciling (Rule No. 4)
a.	Freight cars (other than tank and live poultry cars) without lightweight marks or when materially changed by repairs or alterations, will be weighed and stenciled.
b.	When any freight car (except refrigerator, tank, and live poultry cars) is reweighed and found to vary 300 pounds or more from the stenciled lightweight, such stenciling will be corrected.
c.	When any refrigerator car is reweighed and found to vary 500 pounds or more from the stenciled lightweight, such stenciling will be corrected.
d.	Tank cars and live poultry cars will be reweighed and restenciled only as provided in paragraph 19L
21.	Preparation for and Method of Reweighing (Rule No. 5)
a.	Before reweighing:
(1)	The accuracy of the scale will be certified by an authorized scale inspector.
(2)	Cars will be dry and free from snow and ice.
(3)	Floor and hoppers will be clean.
(4)	Brine tanks and ice bunkers of refrigerator cars will be empty.
(5)	Temporary fixtures, which affect the weight of car, will be removed.
b.	In lightweighing, cars will be uncoupled, free at both ends, and at rest on the track scale.
22.	Stenciling (Rule No. 6)
a.	Stenciling will be in accordance with TM-55-289 (when published).
b.	Station symbol and date (month and year) will be stenciled on cars when new, and each time they are reweighed and restenciled. On new cars the word “new” may be substituted for station symbol.
c.	When necessary to restencil after reweighing, obliterate and renew only lightweight numerals, station symbol, date (month and year), and load limit numerals except as provided in f below. The capacity numerals and the letters “CAPY,” “LD LMT,” and “LT WT,” when indistinct, will be renewed. Lightweight stenciling will not be placed on ends of cars and when shown there will be obliterated.
d.	The lightweight stenciling will be the multiple of 100 pounds nearest the scale weight; when the scale weight indicates an even 50 pounds the lower multiple will be used.
c.	The LOAD LIMIT, which is the difference between the light weight and the maximum weight on rail, will be stenciled initially on all cars (except tank and live poultry cars) by car owner. The “load limit” is the permissible weight of lading, including weight of temporary fixtures, which includes brine and ice in refrigerator cars. Stenciled load limit will not be less than nominal capacity.
f.	When structural limitations or other reasons, cause the load limit of a car to be reduced, a star symbol (*), conforming in size to standard lettering for “LD LMT,” will be placed at immediate left of words “LD LMT.”
g.	The NOMINAL CAPACITY, in multiples of 1,000 pounds, will be stenciled initially on the car and will not exceed the stenciled load limit.
h.	The CUBIC CAPACITY will be stenciled initially on cars, except that such markings are not required on flat, tank, and live poultry cars.
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23.	Adveriisemerris (Rule No. 7)
Banners or cards bearing advertisements or trademarks will not be attached to cars, nor to permanent stakes which are a part of the car, nor to temporary
stakes supplied by shipper solely for the purpose of carrying such advertisements. However, they may be applied to the ladings or to temporary stakes used to secure lading.
Section III
AIR BRAKES AND EQUIPMENT
24.	Air Brakes
a. Cleaning (Rule No. 8). (1) Cylinder and triple valve (other than the AB brake equipment) will be cleaned every 14 months; such valves on loaded cars will not be cleaned unless cars are on repair tracks for other work. In cleaning triple valve, it will be removed from the car and tested on an approved test rack.
(2) Retaining valve and centrifugal dirt collector will be cleaned when such attention is required regardless of date of last air brake cleaning. Retaining valve will be tested when cars are on repair tracks.
(3) The complete AB type freight equipment using the AB type brake cylinder will be cleaned every 3 years as indicated by markings on empty cars, and on loaded cars when on repair tracks for other work.
b. Restenciling (Rule No. 9). When restenciling cars after cleaning, the previous cleaning marks will be scraped off or obliterated with black paint. The month, day, year of cleaning, initials of shop or station, and USA will be stenciled with white paint on auxiliary reservoir; if this location does not present a clear view from the outside of the car, the stencil will be located near the handle of the release rod on reservoir side of car. On tank cars having only two long sills, stencil will be located on reservoir side of center sill at center of car.
r. Braking ratio (Rule Nd. 10). With the exception of refrigerator cars weighing 53,000 pounds or more, all freight cars having single capacity brakes will have a nominal braking ratio of not less than 60 percent nor more than 75 percent of the empty car weight, based on a brake cylinder pressure of 50 pounds per square inch. Refrigerator cars weighing 53,000 pounds or more will have a nominal braking ratio of not less than 50 percent nor more than 60 percent of the empty car weight, based on 50 pounds per square inch brake cylinder pressure.
d. Air brake hose (Rule No. 11). Brake hose will be renewed for the following causes:
(1)	Pressure burst.
(2)	Leakage discernible without soapsuds test.
(3)	Abrasion which has worn through outer covering and shows indication of damage to or deterioration of first layer of duck. (See figs. 1 and 2.)
(4)	Cracks, longitudinal or spiral, which show indication of damage to or deterioration of first layer of duck. (See figs. 3 and 4.)
(5)	Soft spots which clearly indicate that the . fabric is broken down. (See fig. 5.)
(6)	Loose or defective fittings at either or both ends of hose, or joiner on spliced hose.
(7)	End of tube % inch or more from shoulder on either nipple or coupling, or joiner on spliced hose.
(8)	Porous, as determined by soapsuds test.
25.	Brake Equipment
a.	General (Rule No. 12). During periodical repairs to air brakes or where car is on repair track for other work, the brake levers will be checked to assure that they conform with standard dimensions shown on metal badge plate attached to car. Wrong brake levers or wrong brake rods will be replaced with type standard to car, except where brake levers on car are of same ratio as dimensions on badge plate. Brake beams, brake hangers, hanger pins, and brackets will be checked in accordance with the condemning limits prescribed in rules 13, 14, and 15, and will be renewed or repaired if necessary. Bottom rod and brake beam safety supports will be inspected and, if necessary, repaired or renewed. When car is on shop or repair track for periodic cleaning of air brakes, the hand-brake mechanism and connections will be inspected and tested and, if necessary, lubricated to insure that they are in suitable condition for safe and effective operation.
b.	Brake beam hangers (Rule No. 13). (1) Brake-beam hangers of round or other section, irrespective of original diameter or thickness, will be
8
Figure 1. Hose zvith hole in outer cover and fabric at hole in good condition. Hose of this sort zvill not be removed until there is some indication of damage to the fabric.
Figure 2. Hose zvith hole in outer cover and fabric at hole torn. When fabric at hole is torn or rotten, hose will be removed from service.
9
Figure 3. Hose with bad longitudinal crack in outer casing. This hose will be removed from service. Hose with a spiral crack of the same sort will be removed from service.
Figure 4. Hose zvith slight longitudinal crack. The crack in this hose is not serious enough to justify removal of the hose.
.10
Figure 5. Hose with "soft bend.” This hose bends very easily, showing that the fabric has deteriorated at the place where the hose bends and a burst at this point can be anticipated.
renewed if the vertical thickness of the top portion of the hanger is worn or reduced to % inch or less.
(2)	Brake-beam hangers of round or other section, irrespective of original diameter or thickness, will be renewed if the vertical thickness of the bottom portion of the hanger is worn or reduced to % inch or less when measured vertically or through the corners measured on the radius.
(3)	Brake-beam hanger pins or bolts, originally 1 inch or less in diameter, will be renewed if worn to % inch or less at any point.
(4)	Brake-beam hanger pins or bolts, originally in excess of 1 inch in diameter, will be renewed if worn to % inch or less at any point.
c.	Brake beams (Rule No. 14). Brake beams will be considered as requiring renewal when tension rods are cut or worn %6 inch or more below the original diameter, or when brake heads are worn so that:
(1)	The vertical thickness of the upper portion of the top eye is worn to %6 inch or less.
(2)	Center of upper hanger openings are worn so that the opening measured vertically at hanger bearing is inches or more.
(3)	The distance between upper and lower brake shoe lugs measures 2% inches or more at face of head.
Note. When this distance is less than 2)4 inches through the use of an approved wear plate applied to the bottom lug, such brake head will not be considered as having reached the limit of wear. An approved wear plate is a type that allows the brake shoe key to pass through it and can be locked on the head to prevent loss of wear plate in case the brake shoe is removed. Worn brake heads without such wear plates will have these applied when distance between lugs has reached 2% inches.
(4)	One or more toes are broken or worn off to such extent that no portion will contact the back of brake shoes when the brakes are applied.
d.	Brake beam hanger brackets (Rule No. 15). Brake beam hanger brackets cast integral with truck side or bolster, having pin hole worn oblong to a depth of one-half its original diameter, or worn oblong so that the remaining material is not less than 60 percent of the original section, will be restored to original diameter by bushing or by autogenous welding process. If the hanger bracket is not cast integral with truck side or bolster, it will be repaired or renewed when pin hole is worn to the extent specified above.
Note. The wear limits as prescribed in rules 13, 14, and 15 primarily are intended to apply to inspections made of cars in shops or on repair tracks, for the reason that such parts cannot be measured or gauged with any degree of accuracy without disassembly. The determination of condemning limits of these parts in train yards will be left to the judgment of the train yard inspector.
11
Section IV
DAMAGED SILLS
26.	Wooden Sills (Rule No. 16)
a.	Longitudinal sills will not be spliced between or over cross-bearers.
b.	Longitudinal sills may be spliced at both ends; intermediate or side sills may be spliced on either side of the body bolster. The nearest part of the splice will not be less than 12 inches from edge of body bolster. Intermediate sills, spliced between body bolster and cross-bearer, will be reinforced as indicated in figures 7 and 8. Intermediate sills, spliced between bolster and end of car, and side sills, spliced on either side of bolster, will be reinforced as indicated in figure 6.
c.	When splicing or renewing any longitudinal
bolster and cross-tie timber. The nearest part of the splice will be not less than 24 inches from edge of body bolster. Center sill splices will be in accordance with figure 7.
e.	The diameter of horizontal or vertical splice bolts will be % inch.
27.	Steel Center Sill Splices Located at Least 7 Inches from Face of Bolster (Rule No. 17)
a.	Adjacent sills may be spliced.
b.	All splices will be of the butt-joint type, reinforced on both sides by plates of not over 24 inches in length, and not less than twice the length of the protruding end when the projection is less than 12 inches. The reinforcing plates will equal the thick-
Figure 6. Intermediate and side sill. Reinforcement spliced as indicated in paragraph 26b.
sill, reinforcement will be applied to all existing nonreinforced splices in all sills except side sills and intermediate sills between body bolster and end of car. If the old splice is a four-bolt splice, it will be reinforced in accordance with figure 7. If the old splice is a three-bolt splice, the reinforcement will be applied as indicated in figure 9.
d. Center sills will be spliced only between body
ness of the web of the sill. The splice plate on the flange side of the sill will be U-shaped, to include flanges, while the plate on the opposite side will cover the web only. Rivets will be spaced as indicated in figures 10 and 11.
c.	Where autogenous welding is available, the sills will be welded after riveting the U-shaped plate on the flange side; omit the flat-plate on the web side.
12
W
IF OAK. 21" IF PINE OR FIR.

Figure 7. Intermediate sills. Reinforcement spliced as indicated in paragraph 26b.
13
IF OAK, 21" IF PINE OR FIR.
Figure 8. Intermediate sill. Reinforcement spliced as indicated in paragraph 26b.
14
Figure 9. Center and intermediate sill, three-bolt reinforcement.
28.	Steel Center Sill Splices Located Between Body Bolster and End Sill, and Less Than 8 Inches from Face of Bolster (Rule No. 18)
a.	All splices will be of butt-joint type with the addition of a cover plate.
b.	The splice plates will be as thick as the web of the sill and may be located on either side of the sill, extending 30 inches forward and behind the center line of the bolster. (See figs. 12 and 13.) Space rivets as illustrated.
29.	Center Sill Splices with Riveted Type of Splice (Rule No. 19)
a.	Splice will be located between body bolsters at any point where the construction of the car will
permit and where the dimensions of the splice as indicated in figure 14 can be followed.
b.	If the center sill cover plate is fractured, splice plate will be the same thickness and width as the cover plate now on the car and of a length to allow application of four rivets in each sill on each side of the fracture. Two rivets will be applied between sills at each end of this plate. All rivets in cover plates will conform to existing type on the car.
30.	Center Sill Splices of Welded Type
(Fig. 15). (Rule No. 20)
a.	Splice will be located at any point on the center sill.
b.	If the center sill cover plate is fractured, splice
15
SECTION B-B
9"X16j"
plate will be of the same thickness and width as the cover plate now on the car and of a length to permit application of four rivets in each sill on each side of the fracture. Two rivets will be applied between sills at each end of the plate. All rivets will conform to existing type on the car.
31.	Center Sill Splice and Steel Sills Made of Plates and Angles (Rule No. 21)
a.	When design is as shown in figure 16:
(1)	Splice will be located behind the body bolster and as near to the bolster as the rivet spacing in the sill permits application of the number of rivets specified.
(2)	The splice will be of butt-joint type.
(3)	Adjacent center sill may be spliced.
(4)	The splice plates will be as thick as the web plate of the sill but will not be less than %6 inches thick; they will not exceed 24 inches in length unless the rivet spacing in the top and bottom chords is sufficiently great to require a longer plate for application of the necessary number of rivets.
(5)	If the center sill cover plate is broken, splice plate will be the same thickness and width as the cover plate on car and of a length to allow application of four rivets in each sill on each side of the joint. Two rivets will be applied between sills at each end of this plate. All rivets through the cover plate will be of existing type.
b.	When designed as shown in figure 17:
(1)	Splices will be of butt-joint type.
(2)	Splices of this type will be used at the sloping portion of the center sill when the depth of the sill at the fracture does not exceed 16 inches.
(3)	Adjacent center sill may be spliced.
(4)	Types 1, 2, and 3 splices illustrate the application of splice plates to sills having the following members broken:
(a) Type 1 splice will be used when the top angle, web plate, and one or both bottom angles are broken. The flanged plates and flanges will be of the same thickness and width as the angles now on the car but will not be less than %-inch thickness for each plate.
(Z?) Type 2 splice will be used when the web plate or one or both bottom angles are broken. The size of flanged plates will be the same as specified for type 1 splice.
(c) Type 3 splice will be used when only the web plate is broken. The thickness of each splice plate will equal that of the web plate now on the car but it will not be less than %-inch thick. If the center sill cover plate is broken also, this plate will be spliced in the same manner as specified for figure 16.
c.	When design is as shown in figure 18:
(1)	This type of splice will be used when the depth of the sill at the fracture or joint exceeds 16 inches.
(2)	Adjacent sill may be spliced.
(3)	The flanged angles and legs will conform in thickness and width with similar dimensions of the angle on the car.
16
“ I
STEEL CENTER SILL SPLICE (OUTSIDE).
LESS THAN 8" FROM FACE OF BODY BOLSTER.
Figure 12. Steel center sill splice (outside) less than 8 inches from face of body bolster.
vl
STEEL CENTER SILL SPLICE (INSIDE)
LESS THAN 8 FROM FACE OF BODY BOLSTER.
Figure 13. Steel center sill splice (inside) less than 8 inches from face of body bolster.
18
JOINT TO BE WELDED. WELD MUST BE SMOOTH	SPLICE TO BE SO LOCATED THAT
AND FLUSH WITH SURFACE OF SILL.	/ THERE WILL BE A MINIMUM EDGE
\	DISTANCE OF
2 1*2 r-4'-2	2	L_ 2-_J ©+ i =
T -o O 4—©- -©----------------------------------------------4 f
TgT'-o s — I r w 1 r'~y~l Cp> i w 1 Q----------------------------------------+ L 0UW“nAy^>
\	' Q)	Q>	I” | » x.sj n*n
MX ' MX M\ I1 MX MX ' MX	XX	2^"	\	©Wx
~c ss—<	c —yy——c —vV q©-1--------------------------------------©	-j-	---<>
—► lj’4*-3"-••- 3"---3"—•-- 3"---3 '—*-•-3 ■ —-3"-* 1 j" —	T	7
8	8	p’u 32p '14 q
------------------------23 I"------------------
AU RIVETS j " UNLESS __„
OUTSIDE SPLICE PLATE MAY	MARKED OTHERWISE “	~
BE LENGTHENED TO SUIT
SPACING OF HOLES IN COVER
PLATE.
; I& .•.>./<.©■: $TT ' y -A-yy yy	©-<' y k --yy a-_________
_________। | _ _ i  "T_ i i_ । i_ i [J l_ j i i । i _ i —F_ I I |___
Figure 14. Method of splicing A.A.R. center sill.
19
THE SPLICE PLATE MUST BE PLACED IN POSITION AND HELD WITH SUITABLE CLAMPS TO THE SILL IN LINE BEFORE WELDING IS STARTED. JOINT "C" MUST BE WELDED FIRST, USING THE BACK STEP METHOD OF WELDING ON VERTICAL SEAM, THEN WELD THE 1" HOLES IN FACE OF PLATE AFTER WHICH THE SEAMS ON THE SAME END OF PLATE SHOULD BE WELDED USING THE BACK STEP METHOD AND FOLLOW THE SAME PRACTICE ON OPPOSITE END OF SPLICE PLATE Figure 15. A.A.R. center sill, welded splice.
20
Figure 16. Center sill splice, back of bolster.
(4)	Web splice plates will be as thick as the web in the car but the thickness of each plate will be not less than % inch.
(5)	Rivet spacing in web splice plates will not exceed 4 inches nor be less than 2% inches.
(6)	If the center sill cover plate is broken also, this plate will be spliced in the same manner as specified for figure 16.
32.	"Z" Bar Center Sill Splice (Rule No. 22)
a.	Welded type. (1) Splice will be located between body bolsters at any point where the construction of the car will permit and dimensions of the splice as indicated in figure 19 can be followed.
(2)	Top splice plate of %-inch thickness will have dimensions as indicated in figure 19.
(3)	All welding will be performed in accordance with figure 19.
b.	Rivet type. (1) Splice will be located between body bolsters at any point where the construction of the car will permit and the dimensions of the splice as indicated in figure 20 can be followed.
(2)	Top splice plate of %-inch thickness will be of sufficient length to permit application of five rivets in each sill on each side of the fracture.
(3)	Outside and inside splices will be at least %16-inch thick and the rivets will be spaced as shown.
(4)	Bottom splice plate of %-inch thickness will be of length to permit application of four rivets in each sill on each side of the fracture.
(5)	All rivets will have %-inch diameter.
CENTER SILL SPLICE, WHEN DEPTH OF SILL AT FRACTURE IS MORE THAN 16"
Figure 17. Center sill splice zvhen depth of sill at fracture is not more than 16 inches.
21
"I" JOINT
CENTER SILL SPLICE, WHEN DEPTH OF SILL AT FRACTURE IS MORE THAN 16"
Figure 18. Center sill splice when depth of sill at fracture is more than 16 inches.
33.	Side Sill Splices (Rule No. 23)
a.	Riveted type as shown in figure 21.
(1)	All splices will be of the butt-joint type, reinforced on both sides by plates 14 inches in length and a thickness equal to that of the web of the sill.
(2)	The splice plate on the flange side of the sill will cover only the web, while the plate on the opposite side will be flanged over the bottom leg of the side sill and riveted to it, as indicated in figure 21.
(3)	The splice may be located on either side of the body bolster.
(4)	The rivets will be spaced as shown.
b.	Welded type as shown in figure 22; splices may be located on either side of the body bolster.
c.	Riveted type as shown in figure 23; splices may be located at any point between end sills.
d.	Welded type as shown in figure 24.
(1)	Splices may be located at any point between end sills.
(2)	The splice plate may be located on the side of the web opposite from that shown.
22
23
THE SPLICE PLATE MUST BE PLACED IN POSITION AND HELD WITH SUITABLE CLAMPS TO THE SIU IN UNE BEFORE WELDING IS STARTED. JOINT "C" MUST BE WELDED FIRST, USING THE BACK STEP METHOD ON VERTICAL SEAM AND ACROSS TOP OF SIU, THEN WELD THE 1" HOLES IN FACE OF PLATE AFTER WHICH THE SEAMS AT EXTREME ENDS SHOULD BE WELDED USING THE BACK STEP METHOD AND FOUOW THIS SAME PRACTICE ALONG ALL SEAMS STARTING AT END OF SPLICE PLATE AND WELDING
TO JOINT "C."
Figure 19. “Z” bar center sill splice, welded type.
24
Figure 21. Side sill, riveted splice as described in paragraph 33a.
SECTION D-D
THE SPLICE PLATE MUST BE PLACED IN POSITION AND HELD WITH SUITABLE CLAMPS TO THE SILL IN LINE BEFORE WELDING IS STARTED. JOINT "C" MUST BE WELDED FIRST, USING THE BACK STEP METHOD OF WELDING ON VERTICAL SEAM, THEN WELD THE 1" HOLES IN FACE OF PLATE AFTER WHICH THE SEAMS ON SAME END OF PLATE SHOULD BE WELDED
Figure 22. Side sill, welded splice, as described in paragraph 33b.
25
Figure 23. Side sill, riveted splice, as described in paragraph 33c.
26
l
THE SPLICE PLATE MUST BE PLACED IN POSITION AND HELD WITH SUITABLE CLAMPS TO THE SILL IN LINE BEFORE WELDING IS STARTED. JOINT "C" MUST BE WELDED FIRST, USING THE BACK STEP METHOD OF WELDING ON VERTICAL SEAM, THEN WELD THE 1" HOLES IN FACE OF PLATE AFTER WHICH THE SEAMS ON THE SAME END OF PLATE SHOULD BE WELDED USING THE BACK STEP METHOD AND FOLLOW THE SAME PRACTICE ON OPPOSITE END OF SPLICE PLATE Figure 24. Side sill, welded splice, as described in paragraph 33d.
27
Section V
COUPLERS
34.	Coupler Heights (Rule No. 24)
a.	Cars will be maintained within the limits of standard height for couplers, measured from top of the rails to center of face of coupler knuckle. As far as possible, adjustment will be made when cars are empty. The following are regulations for standard gauge track:
(1)	On empty cars, coupler heights measuring 32% inches or less will be adjusted to 34% inches or as near as practicable thereto but not exceeding 34% inches. ,
(2)	On loaded cars, coupler heights measuring 31% inches or less will be adjusted to 33% inches or as near as practicable thereto but not exceeding 33% inches.
b.	When adjusting coupler heights, the coupler first is placed in proper alignment with draft gear. As indicated in figures 25, 26, 27, or 28, a shim of %-inch thickness or more as required, will be applied for this purpose. If shim of less than %-inch thickness is required, realignment is unnecessary.
c.	After the coupler is placed in proper alignment by shimming coupler carrier and its height is not at least % inch in excess of minimum dimensions specified in a above, further adjustment will be made at the truck springs, center plates, or journal boxes.
d.	Do not use liners between male and female portions of center plates where the* vertical bearing
surfaces are reduced. However, where the side bearing clearance cannot be adjusted otherwise, the use of a one or two piece metal shim not to exceed % inch in thickness between the bearing surfaces of the upper and lower center plates is permissible, providing the vertical bearing surface of the center plate is not reduced below 1% inches. Do not use cut washers between male and female portions of center plates.
e.	When the coupler within prescribed height limits is found to be drooping (1 inch or more with key attachment, or % inch or more with riveted attachment), it will be corrected as provided in a above. When couplers or draft gear are removed, replaced, renewed, or repaired and coupler height is within prescribed limits, the couplers and draft gears will be aligned properly as provided in a above.
35.	Gauge Limits and Methods of Gauging Couplers (Rule No. 25)
a. Worn limit-repairs (without removing coupler from car). (1) Couplers, types D and E with distance between point of knuckle and guard arm exceeding 5%6 inches as measured by gauge (fig. 29), will have the defective part or parts renewed to bring coupler within the required gauge of 5% inches as measured by gauge (see fig. 31). If the coupler is out of gauge, the body will not be renewed unless the application of second-hand, reconditioned or new parts (knuckle, lock and pin, any
MAY BE USED
WITHOUT ANY SHAPING WHEN WELDING
OR RIVETING FACILITIES ARE AVAILABLE.
Figure 25. This style coupler shim of proper thickness, width, and length may be used without any shaping when welding or riveting facilities arc available.
28
SHIM OF PROPER THICKNESS, WIDTH AND LENGTH MAY BE APPLIED WHERE WELDING OR RIVETING FACILITIES ARE NOT AVAILABLE.
Figure 26. This style coupler shim of proper thickness, width, and length may be applied where welding or riveting facilities are not available.
ARE NOT AVAILABLE.
Figure 27. This style coupler shim of required thickness, width, and length may be applied where zvelding or riz’eting facilities are not available.
29

_____________4 	U	 —-------------------------------------------------------------- ?------------------------------------------------------------------------------------------------------------CAST IRON, ONE-WEAR WROUGHT AND ONE-WEAR
CAST STEEL WHEELS ARE OUT OUT GAGE IF MORE
 THAN 4 FEET 6-15/32 INCHES HERE. MULTIPLE AND ------•
TWO-WEAR WROUGHT AND MULTIPLE - WEAR CAST STEEL WHEELS IF MORE THAN 4 FEET 6-17/32 INCHES.
Figure 73. Spacing limits for cast-iron, one-wear wrought steel, one-wear cast steel and multiple-wear, two-wear wrought and multiple-wear cast steel wheels.
(3) Plate cracks also originate in holes burned in the plate (figs. 77 and 78). Any wheels showing evidence of the application of the torch or electric arc, are to be withdrawn from service and will not be reapplied. The application of the torch or electric arc, to any part of the wheel for burning or welding is extremely dangerous and will not be done.
d. Hub defects (Rule No. 46). Hub failures take the form of radial cracks (figs. 79 and 80). These show the back and front of the hub of the same wheel. Cracks usually occur during mounting.
43. Cast Iron Wheels
a.	Slid flat (Rule No. 47). A slid flat wheel is condemnable when the spot is 2% inches or over in length or if there are two or more adjoining spots 2 inches or over in length (figs. 81 and 82). It will be removed promptly when discovered. A slid flat spot exceeding 1 inch in length is condemnable under passenger train cars. This defect is gauged with the wheel defect gauge shown in figure 63 and used as illustrated in figure 64.
b.	Shell-out (Rule No. 48). A freight car wheel is condemnable when shell-out spots are 2% inches or over (fig. 83). A shell-out spot derives its name from the fact that it resembles an inverted oyster shell with high center. Furthermore, one wheel of a pair may develop shell-out and the other wheel be
unimpaired. A shell-out 1 inch long or over is condemnable under passenger train care. The measurement of the length of the spot is made circumferentially and not across' the tread. The high spot in the center is the distinctive feature of a shell-out (fig. 83).
c.	Seams (Rule No. 49). (1) One of the most serious defects in cast iron wheels is the seam in the tread. When this defect is located close to the flange, it generally causes breaking off of the flanges; sometimes the surface metal may cover the entire seam and a flange may break off before there is any evidence of a seam on the surface.
(2)	A wheel will be removed when any seam is found running lengthwise and within the limit of 3% inches of flange, gauged as shown in figure 97. Inspectors will take special precaution to discover any indication of seams. Figure 84 illustrates a seam in the tread. Seams such as this may develop in different parts of the tread.
d.	Worn through chill (Rule No. 50). Wheels occasionally are found with a flat or low spot where the wheels have never been slid; this is caused by the chill being too low in these wheels. When the chilled metal or white iron is worn through, the soft grey iron is exposed and flattened out (fig. 85). The wheels will not be removed from service for this defect if the tread is not out of round in excess of
_______-------------------------------, q it _____'•—3-----------------------------7'-'	~ h—
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Figure 74. Mounting gauge for multiple and two-wear wrought steel wheels and multiple
wear cast steel wheels. (T.C. Stock No. 41-4012-16-022.)
62
Figure 75. Circumferential crack (“Cupid’s Bow” Type).
63
Figure 76. Circumferential crack extending through rim.
64
Figure 77, Crack, originating from hole burned in plate,
65
Figure 78. Crack, originating from hole burned in plate.
66
Figure 79. Cracked hub.
67
Figure 80. Cracked hub.
68
%4 inch within an arc of 12 inches or less, as measured by the gauge shown in figure 86. Care will be taken to distinguish this defect from flat spots caused by sliding wheels.
e.	Out of round (Rule No. 51). Wheels often are encountered with a low spot on the tread for which worn through chill is not responsible. Wheels that are out of round to the limits prescribed by the gauge (fig. 86) will be withdrawn from service. When applying the gauge for out of round wheels the gauge will be located centrally on the tread (fig. 87).
f.	Flanges worn thin or vertical (Rule No. 52). Gauging of worn flanges will be given careful
Figure 81. Slid flat, cast-iron wheel.
attention as a worn flange below the condemning limit may lead to breakage of the flange. The wheel defect gauge is used as shown in figure 70 for measurement of worn flange and as shown in figure 71 for vertical flange. (See fig. 88 for example of vertical flange.) The flange to be condemnable will contact the limit point of the gauge and not merely have a flat surface to the limit height.
g.	Brake burn cracks (Rule No. 53). Wheels having defective treads because of transverse cracks due to heating, will be condemned under the following conditions:
(1) Brake burn checks or cracks consisting of transverse cracks in the tread are results of excessive heating developed by the brake shoe. The chilled iron in the tread of a cast iron wheel cannot withstand this excessive localized heating, and checking or cracking results. Wheels will be removed when extent of brake burn is—
(a) Over 2% inches in length.
(&) Over 1 inch in length extending beyond point “B” toward point “C” (fig. 89).
(c) Of any length extending above, or when entirely above point “C” located midway between points “B” and “A” (fig. 89).
(2) Conditions (&) and (c) above are to be determined with gauge shown in figure 63 and applied as illustrated in figure 89.
Figure 82. Double slid flat, cast-iron wheel.
69
Figure 83. Shell-out, cast-iron wheel. Condemnable.
Figure 84. Scam in tread, cast-iron wheel.
70
(3) Condemning wheels as soon as these lines or checks develop is wasteful unless they are located as defined above. The accompanying figures 90 and 91 show cases of brake burn wheels which will be left in service. Figures 92 and 93 show cases which will be condemned under the rule.
Figure 85. Worn through chill, cast-iron wheel.
h. Combination tread defects (Rule No. 54). Cast iron wheels are condemnable when they have three or more defects not more than 3 inches apart which extend circumferentially on tread for a distance of 12 inches or more as measured by the gauge
(fig. 86). These defects may consist of any or all of the following:
(1)	Shelled out spots, 1 inch long or over but less than dimensions stipulated in rule 43.
(2)	Flat spots (except slid-flat spots). 1 inch long or over but less than dimensions stipulated in rule 48.
(3)	Brake burn, where metal has fallen out for a continuous circumferential length of % inch or over but less than dimensions stipulated in rule 53. Figure 94 illustrates this combination of defects.
i. Tread worn hollow (Rule No. 55). Use gauge (fig. 95) for the condemning of cast iron and one-wear cast steel wheels for tread worn hollow. Wheels often are condemned which have not reached this limit because of the mistaken impression that a less worn tread is dangerous to run or is hard on the track. The true limit to wearing hollow of the tread is the height of the flange, and the above mentioned gauge is based on this fact. It is wasteful to remove wheels for tread worn hollow before the gauge limit actually is reached. A typical example of a wheel properly condemnable for tread worn hollow is shown in figure 96.
/. Burst hub (Rule No. 56). This defect is a radial crack in hub which usually develops at the wheel press. This double-plate wheel usually is cracked in back hub through core leg opening, but in single plate wheels the crack occurs in front hub. (See fig. 97.) It is caused either by improper methods of mounting, such as excessive pressure from improper fit allowances, taper in wheel bore or axle wheel seat or gauging; or by excessively hard hubs which sometimes occur in wheels improperly annealed at the foundry. The improper fit allowances often are the result of using lubricants of the wrong consistency. Such wheels will be scrapped.
k. Cracked or broken flange, plate, or bracket (Rule No. 57). Inspectors will check carefully for any indications of cracks in the plate, brackets, or flange, as such wheels are likely to fail.. Generally wheels break from the inside outward. A typical example of cracked plate is illustrated in figure 98.
I. Chipped flange (Rule No. 58). Wheels are condemnable if the flange is chipped more than 1% inches in length and % inch in width. A typical example of a wheel condemnable for chipped flange is illustrated in figure 99. In many cases where chip is shallow it will not interfere with the serviceability of the wheel and therefore will not be condemned. This
711
Figure 86. Gauge for worn through chill and out-of-round 33-inch wheels. (T.C. Stock No. 41—1012-22-020..)
is particularly true if chip is on the back of the flange. (See fig. 100.)
in. Broken rim (Rule No. 59). Cast iron wheels frequently are condemned for chipping out of the metal at the outside edge of the rim. The limit of distance from the flange for breaks which slope inwardly is 3% inches and 3*4 inches for breaks which are vertical or slope outwardly. Figures 101, 102, and 103 illustrate methods of gauging broken rims.
n. Wheels loose or out of gauge (Rule No. 60). Wheels will be removed from service when loose on axle or out of gauge. Oil working out at the inside of the wheel fit is an indication of a loose wheel. Wheels will show out of gauge (fig. 73) on one side if the axle is bent. The same effect is produced if wheels are bored diagonally.
o. Wheels subjected to fire (Rule No. 61). Cast-iron wheels which have been subjected to fire are ordinarily unfit for service as the heat may have drawn out the chill and caused other injury to the structure. Cases arise, however, wherein wheels which were in a fire have not become unduly heated and arc not damaged. A certain amount of judgment is necessary to pass on their fitness for service. The coloring of the wheel usually will indicate the degree of heating, but in order to determine definitely if the wheels have been damaged, several wheels should be broken and the chill conditions examined. A competent officer will make such examination. If it is not possible to make these tests, none of the wheels will be returned to service.
Figure 87. Out-of-round 33-inch diameter wheel.
72
...—
Figure 88. Vertical flange, cast-iron wheel. Condeninable.
73,
Figure 89. Method of gauging brake burn and transverse cracks, cast-iron wheels.
Figure 90. Brake burn cracks, cast-iron wheels. Noncondemnable.
74
♦
Figure 91. Brake burn cracks, cast-iron wheels, N oncondemnable.
75
7b
Figure 92, Brake burn cracks in flange, cast-iron wheel, Condcmnable.
v
Figure 93. Brake burn cracks, cast-iron wheels. Condemnable cracks over 2^/4 inches in length.
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Figure 94. Combination tread defects. Condemnable.
Figure 95. I read worn hollow condemning limit gauge for cast-iron and one-wear cast steel wheels.
(T.C. Stock No. 41-4012-18-020.)
Figure 96. Tread worn hollow, cast-iron wheel. Condemnable.
78
Figure 97, Burst hub, cast-iron wheel,
79
Figure 98. Cracked plate, cast-iron wheel. Condemnable.
80
Figure 99. Chipped flange, cast-iron wheel. Condemnable,
81
Figure 100. Chipped flange, cast-iron wheels. Noncondemnable.
Figure 101. Methods of gauging broken rims. Condemnablc.
44.	Axles (Rule No. 62)
a. Axles will be removed from service for the following causes:
(1)	If less than the limits of wear as prescribed in columns C, D, and E of table shown in figure 104, or when the condemning limits in columns F and H are reached.*
(2)	When axles are cracked.
(3)	When axles have seamy journals.
(4)	When fillets at the back of journals are less than' %-inch radius on axles of 40,000 pounds capacity, are less than %6-inch radius on axles of
''Nominal capacity of axle, as shown in column “B,” means any capacity in multiples of 1,000 pounds as stenciled on car, based on its light weight and total allowable weight for car and its lading as shown in column “A.” Consideration will also be given to structural limitations. In no event may the nominal capacity, as stenciled on car, exceed the stenciled load limit. New dimensions and limits of wear specified above are applicable to the type of axle (fig. 104) in either freight or passenger service, except that limit of wear dimension “F” applies only to freight service.
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Figure 102. Broken rim, cast-iron wheels. Condemnable.
83
lujuie- 103. Bi oken rim, casl-iron wheels. Condemnable.
60,000 pounds capacity, and are less than %-inch radius on axles of greater capacity.
(5) When length of journal is increased n/16 inch over standard length. (Journal length gauge (fig. 105) will be used for checking correct length journals.)
(6) When collar is broken or worn to %6 inch or less in thickness.
b. Cars may be loaded to the limit shown in column A of the table except where stencil load limit is reduced as indicated by a star (*) on each side of the car.
Section IX
FUSION AND BRONZE WELDING
45.	General Regulations
a.	Qualifications of operators (Rule No. 63). Welding by any process requires the utmost care and good judgment on the part of the welding operator. The operator’s ability to perform satisfactorily the work in question and by the process selected will be certified by the mechanical officer in charge on the basis of tests for qualifying welders.
b.	Preparation (Rule No. 64). The edges of pieces to be welded will be prepared as illustrated in
figures 106 and 107. If both sides of the fractured member are accessible, the fracture will be prepared as in figure 106; when only one side of the fractured member is accessible, figure 107 will be followed. The entire crack or fracture will be cut, chipped, or ground out so that no portion of the crack remains. The surfaces upon which new material is to be deposited, will be clean and reasonably smooth. If the surfaces are prepared by flame cutting the oxide scale will be removed before welding is
84
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______o______________________________________________________W a______________________________________________________1
>—J__________i_______]_L__________-——*-i—'
-------F------
-»---------------------------- G « OVERALL --------------------*
STANDARD AXLES, LIMITS OF WEAR AND DIMENSIONS, NEW ML,,;,,	- •--- - ,	.. —,,	...... ...... ,,	,	_
A	B	LIMITS OF WEAR
AXLE TOTAL WEIGHT ^NOMINAL	~Z	DIMENSIONS. NEW
DESIGNATION ON RAIL CAPACITY JPEAR LESS THAN WHEN REACHED _	,	,	* .	,
__________C D E F H • C D E F G H A, A. R.__LB.____LB._IN. IN. IN. IN._IN IN. IN. IN. IN. FT.-1N. IN.
3-£ x 7"	66,000	40,000 3	44 if 7 16 if 3 'F 5	4 F 7“ 6 11 4” f
4-F x 8“	103,000	60,000 3-f	54-^8-^	41~ 51'4Y	8“	7 0^	-f
5" x 9" 136,000	80,000	4-£	6 ■£	9	if	iF	5“	6 f	H'	9*	7	2 -f
5? > 10“ 169,000 100,000	5'	6-y	5-y	10	jf'	5 -£	7*	5 -%■"	10“	7	4-f	£
6" x 11“	210,000	,40,000 5 ^	7>"	6 ,f U	6“ 7 f 6	If	7 6-|“
6y x I2"| 251,000 | 200,000	6"	7	6-^	12	7^	£	6^	8	f	12'	7
Figure 104. Table of new dimensions and limits of wear for standard axles.
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TT	- ' ) Cracks in guard arm and front face of coupler, including cracks extending full length of face, into lock opening, and into top and bottom wall, may be welded. If crack is open more than %6 inch, parts will be pressed back to original contour before welding is attempted.
(c) Cracks in knuckle side wall may be welded provided they do not extend beyond the shaded area (fig. 32). A broken out section within this area not exceeding 3 inches in any direction, may be repaired by welding in a piece of proper shape and thickness.
(2) Cast-steel yokes, (a) Cracks in straps, not
closer than 3 inches to junction with rear of yoke, may be welded regardless of extent or direction of crack. If crack stands open, means will be used to hold the severed ends in proper relation while welding so that the length of the strap is not changed.
(Z?) Cracks anywhere in front section of yoke, including keyslot, may be welded.
(c) Cracks in rear end of yokes, including 3 inches of adjacent strap, will not be welded.
f. General instructions regarding welding of couplers and cast steel yokes.
(1)	Welding of cracks in couplers and cast steel yokes will be made by the electric process, using a shielded arc electrode.
(2)	Cracks in couplers will be prepared for welding by single veeing (fig. 107) so that all welding will be done from the outside.
(3)	Cracks in yokes, if both sides of the fractured member are accessible, will be prepared (fig. 106) and the weld will be. made from the outside.
(4)	In all cases, the entire crack will be cut out far enough to the rear so that no portion of the crack will remain in the metal, and the surfaces where new metal is to be deposited will be clean and reasonably smooth.
(5)	If a gas pocket is encountered when cutting out a crack or making a weld, and it cannot be entirely removed, the part will be scrapped.
(6)	On couplers, welds will be dressed so that there is no projection on the front face, inside of guard arm, or bottom of shank; also no projections or beads will be allowed inside the knuckle or lock cavities which might interfere with operation of the coupler.
(7)	On yokes, welds will be dressed flush with parent metal on the inside and outside of straps and in the keyslots. Front end of key slots will be gauged from the rear bearing surface of yoke to insure equal length on each side of the yoke so that it will line up properly in assembly.
(8)	After welding, couplers and cast-steel yokes will be normalized in a furnace, using pyrometers or other satisfactory temperature measuring devices. Casting will be heated slowly and uniformly to a temperature of 1500° to 1600°F., allowing at least 2 hours to reach this temperature, and holding the casting at that temperature for a period of 1% to 2 hours. This casting then will be removed from the furnace and cooled in still air, care being taken to protect it from strong drafts, rain, or snow. In no case will any casting be quenched in water or other liquid medium.
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CHAPTER 4
INSPECTION AND MAINTENANCE
Section I
GENERAL
47.	Classification Points
Normally cars are inspected and maintained at interchange points; at classification yards (both on arrival and departure) ; and at loading points, such as freight houses, industrial plants, and military posts. Cars requiring maintenance that cannot be completed in time for movement of train, will be cut out and billed to shop or repair tracks for servicing.
a.	At interchange points, cars are inspected and necessary maintenance performed so that equipment conforms with Interstate Commerce Safety Appliance Regulations and Association of American Railroad Rules governing interchange and loading.
b.	At classification yards, cars are inspected on arrival for defects requiring immediate attention. Cars are inspected prior to departure for defects that may prevent them from reaching their destination under load. Inspection also will be made of running gear and draft gear and for bad or shifted lading.
c.	At loading points, cars are inspected to make sure the cars are in safe and suitable condition before the train is permitted to move. This inspection also will determine the suitability of the cars for proposed lading and to insure that all rules are observed.
48.	Classification of Repairs
a.	At shop or repair points where car repairs are made, the class of repairs will be determined by the number of man hours required to make the repairs. This classification will include only the applied labor of personnel working directly on the car and will not include cost of material nor labor preparing material in blacksmith shop, machine shop, air brake test room, wood mill, etc.
b.	Repairs will be designated light, medium, or heavy as follows:
(1)	Light repairs. Labor under 20 man hours.
(2)	Medium repairs. Labor 20 hours to 50 hours.
(3)	Heavy repairs. Labor 50 hours and over.
Section II
CAR INSPECTORS
49.	Qualifications
The Association of American Railroads has set up minimum requirements and tests for car inspectors. Car inspectors in the zone of interior who inspect cars in interchange will pass these tests, and will make a grade of 75 percent in an examination covering A.A.R. Interchange and Loading Rules. War Department personnel who inspect Government-owned cars will pass an oral or written examination,
consisting of questions compiled by a competent officer in the car department.
50.	Responsibilities
a.	It will be the duty and responsibility of car inspectors in freight train yards to—
(1)	Inspect all cars.
(2)	Pass judgment on mechanical condition of cars and their ability to proceed to destination.
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(3)	Classify cars for loading of suitable commodity.
(4)	Make all necessary repairs possible.
(5)	Shop and properly card all cars that cannot be repaired in train yard.
(6)	Handle inbound and outbound trains for inspection and testing of air and hand brakes, and journal lubrication.
(7)	Inform proper person when train is in satisfactory condition for departure.
b.	It is the duty and responsibility of car inspectors in interchange yards to—
(1)	Make inspection of all cars handled through interchange.
(2)	Protect the War Department from loss by obtaining defect cards from the delivering carrier
for any and all defects for which the carrier is responsible.
(3)	Expedite movement of freight by having all cars offered in interchange in an acceptable condition.
(4)	Carry out all general and local instructions pertaining to the handling of cars through interchange.
c.	It is the duty and responsibility of car inspectors on passenger and hospital cars to—
(1)	Make a thorough inspection of the cars.
(2)	Make all necessary repairs that can be accomplished without shopping the cars.
(3)	Make sure that air and hand brakes are in proper working condition.
(4)	Make sure that air-conditioning equipment is operating properly.
(5)	Make sure that cars are iced and watered.
Section III
INSPECTION—ALL CARS
51.	General
a.	Inspection will be made of each car in the train after a trip or movement and will include checks and examinations that can be made without removing parts of the car. Any defects found will be corrected before the car is permitted to be moved, loaded, originated in a train, or dispatched from a connecting or interchange point. Flame torches will not be used in inspecting cars; use only inspector’s lamp with glass reflector.
b.	In making inspection of cars, it will be the duty and responsibility of the inspector to—
(1)	Refuse acceptance of foreign cars received from connecting lines which are not in a safe and suitable condition.
(2)	Delay release of loaded cars received in unsafe and unsuitable condition until they are conditioned properly.
(3)	Inspect all Federal safety appliances to see that they are in proper condition and meet the requirements of the Federal regulations before permitting cars to go forward.
(4)	Check all cars for loose or protruding parts extending from the roof and sides of the car.
(5)	Make sure that the running gear, including wheels, journals, and side bearing clearances, are in good condition. Inspect all wheels for defects such as
seams in the throat of flange or treads, or cracked plates or brackets. (See sec. VIII, ch. 3.)
(6)	Make sure that draft gear is in good condition ; also that carrier iron bolts, nuts, and rivets, as well as straps and plates under draft gear, are tight and drawn up in place.
(7)	Inspect and gauge couplers.
(a) Determine if they are worn beyond condemning limit gauge ; watch for cracks and wear to coupler parts, yokes, rivets, draft key and key way slots, and renew defective parts.
(Z?) Inspect top operated type “D” coupler to sec that the anticreep feature of the top lock lifter prevents the upward movement of the lock.
(c) Gauge couplers to see that they are within the proper height from rail in accordance with rule 24.
(if) Inspect coupler-operating levers to see that they operate the coupler properly.
(e) Tap with inspector’s hammer each coupler cross key retainer, or its substitute used in place of the retainer, to determine that each is secured properly.
(8)	Inspect journal boxes by raising the lids and making sure that the journal bearing and wedges arc in good condition, that the packing is placed properly in the box, and there is sufficient oil to prevent heating of the journal.
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(9)	Test each box nut with inspector’s hammer to make sure it is secured tightly.
52. Brakes
In checking car brakes inspectors will:
a.	Check all foundation brake gear, truck, and body brake levers to make sure they conform to requirements; if brake lever badge plate is missing it will be applied to car as required by the instructions.
b.	Inspect carefully brake beams, brake beam connections, and brake hangers to make sure that they are in good condition, with brake-connecting pins in place and cotter or split key spread sufficiently in the pin.
c.	Tap with inspector’s hammer each brake beam truss rod nut and brake hanger nut to make sure it is tight and in place.
d.	Make sure brake levers, bottom rods, and bottom rod and brake beam safety support* are in good condition; that brake pins are in place; and cotter pin or split keys spread sufficiently in brake pins.
c. Inspect brake shoes and brake heads.
(1)	Make sure they are in good condition and that brake shoe keys are fastened securely.
(2)	Make sure brake shoes are of proper thickness ; remove and scrap any shoes worn to %-inch thickness at any point.
(3)	Reverse irregular brake shoes to obtain maximum service from the metal.
f.	Test hand brake to determine operative condition.
(1)	Check the length of the hand brake chain to make sure it does not prevent the proper application of the brake.
(2)	Make sure brake chain links are at least % inches in diameter at points where worn.
(3)	Make sure that brake chain does not have more slack than the length of one standard link.in chain when piston rod is back in full release and brake shaft is set with eye bolt pointing with straight line of chain.
g.	Check lubrication of the bearing points around square brake shaft. (Due to dust and corrosion these points will be oiled freely when cars pass over repair tracks.)
h.	Check the ratchet wheel, ratchet pawl, and brake wheel, to see that they are in place and secured properly, and that shaft is held in place at
the bottom of the support by a cotter pin or split key through the shaft.
i.	Make sure that hand brakes, with vertical wheel, are lubricated, and note if axles are corroded in the bearings making brake inoperative.
j.	Examine hand brake pins and bolts to see that they are in place and secured properly.
k.	See that triple valves, other than “AB” type freight brake equipment, are cleaned within the required 14-month period and are in operative condition.
I.	Make sure that the “AB” type freight brake equipment is maintained and cleaned at 36-month intervals.
in. Test thoroughly retaining valve and its piping at last inspection point prior to descending heavy grades; at other points make visual inspection of retaining valves and piping. Never permit cars to leave the shop track without a thorough test and necessary repairs to the air brake equipment, including the retaining valve and its piping.
n. At inspection points, adjust piston travel to 7 inches.
o.	Make sure that the brakes do not leak off and that the couplings, gaskets, and rubber hose are in good condition.
p.	Test angle cocks and pipe brackets to see that they are fastened securely and in operative condition.
q.	Make sure that reservoir, triple valve, and brake cylinder are attached securely to bracket, that air brakes are in good condition, and that brakes set and release.
53.	Center Plates
Inspectors will make certain that body and truck center plates are not broken and are secured properly with all rivets tight; also that the king or center pin is in place to prevent the car slipping from position on the truck. See that center pin is secured in place to keep it from falling out when car is being turned over on a dumping machine.
54.	Safety Appliances
Inspectors will check safety appliances to see that they meet requirements of the Federal Safety Appliance Laws and the A.A.R. Rules. This includes the brake shaft, brake chain, ratchet dog, ratchet wheel, brake wheel, and units on top of brake shaft bolting the brake wheel in place. Any of these parts found defective or at variance with the requirements will be repaired or renewed.	r -
94
55.	Doors on Closed and Open Cars
a.	In the inspection of doors on box cars, inspectors will—
(1)	Examine and operate side and end doors.
(2)	See that doors work freely and that entire door mechanism is in good condition.
(3)	Examine door post grain door nailing strips and replace any missing bolts that secure the grain door nailing strips.
(4)	See that the bottom door guides are in place and tight to prevent pilfering of cars.
(5)	See that door locks and hasps are in proper condition and secured in place so that doors can be sealed properly.
(6)	Make sure that the door hanger at top of door is tight and secured in place so that the doors will be operative and held securely.
b.	In the inspection of doors on hopper cars, inspectors will—
(1)	Examine doors and door mechanisms.
(2)	Renew defective parts.
(3)	Adjust the door mechanism properly to insure tightly closed doors.
c.	Tn the inspection of doors on open cars, inspectors will—
(1)	Make sure that they will close tightly and are in operative condition.
(2)	See that the door mechanism is intact so that door can be closed and locked properly.
56.	Roofs
a.	Roofs of cars will be maintained in proper condition to insure protection of contents in car.
b.	All steel roofs will be inspected to see that rivets are tight and that none is sheared off.
57.	Sills
In cars equipped with metal underframe or steel center sills inspectors will see if the sills are cracked or buckled. If wooden sills are used, inspectors will make sure that they are not rotten, broken, or split. Broken, cracked, or buckled sills usually are found directly in front of or behind the body bolster; close inspection will be made at these points to detect any of the above defects.
58.	Additional Inspections
For inspections pertinent to tank cars, passenger cars, and refrigerator cars (see secs. IV, V, and VI below). For inspection of hospital cars (see ch. 5).
Section IV
TANK
59.	General
The classification, “Tank Cars,” includes any car, other than a box car, designed for the transportation of liquids or compressed gasses, to which is attached one or more metal or wooden tanks not detachable for filling or emptying.
60.	Inspection
a.	Personnel handling the inspection of tank cars will familiarize themselves with the I.C.C. and A.A.R. classifications and use of each type of tank car to determine whether or not the contents of any car are classified properly and are safe to handle.
b.	Tank cars will be inspected under load; all parts of the cistern will be examined carefully for leaks and the discharge valve checked to see that it is watertight. The inspector will not permit a tank car to be moved when leaks are discovered at the discharge valve or at any part of the cistern. Tank cars loaded with liquids other than gasoline, naphtha, and
CARS
petroleum oil will be placed on the shop track and repaired immediately. Personnel will—
(1)	Never approach a leaky tank car with an open light.
(2)	Transfer load from leaky tank as quickly as possible.
(3)	Make temporary repairs if tank leaks badly. If the outlet casting is broken off and the valve is leaking, pack leak tightly with waste or rags held together with a heavy lubricant soap; use clay if necessary.
c.	Inspection will be made of dome covers and heater coils.
d.	Inspection of trucks, brake rigging, couplers, draft gears, and underframes will be performed in the same manner as on other types of freight cars.
61.	Maintenance
a.	When cars are in the shop, the safety valves will be inspected. If the lading of the car is asphalt
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or any similar product, it may congeal and the valve will not unseat at the prescribed pressure. Certain classes of lading do not require safety valves and are equipped with safety vents; these vents will be inspected to make sure that the disk is not ruptured.
b.	Before any maintenance personnel enters a tank to make repairs, it will be cleaned thoroughly for safety. The easiest method is to remove the outlet cap and valve and blow a jet of steam into the dome while the cover is over the dome opening. The steam vapor will condense on the tank walls, run to the bottom, and pass through the outlet taking oil with it. After 4 or 5 hours of steaming the residue can be swept and flushed out with cold water.
c.	If tanks have contained acid, tar, or heavy grease, it is necessary to “boil” them out. The tank will be filled with water, 400 to 500 pounds of caustic soda added, and steam turned inside the tank; the “boiling out” process may take as much as 48 hours.
After treatment, the tank will be washed thoroughly with water as the caustic solution causes painful burns on contact.
d.	While making repairs to an uncleaned car, personnel will not use a blowtorch or welding torch in such a manner that the flame will touch the tank.
e.	Leaks in seams may be caulked temporarily by packing them with twine pushed in place with a sharpened piece of wood. A metal tool will not be used for this purpose. After the twine caulking is tamped in place, soap is rubbed over it to form a ridge. When the leak is plugged temporarily, the contents of the tank will be transferred to another car. Whenever possible, the empty tank selected should have contained lading similar to that in the leaky car; otherwise the transferred lading may be contaminated.
/. Other repairs are handled in the same manner as on other types of freight cars.
Section V
REFRIGERATOR CARS
62.	Inspection
a.	In addition to the usual inspections given to general types of freight cars, doors, hatches, and any other openings of refrigerator cars will be inspected to insure tightness of fit; roof, floor, and side walls will be inspected for leaks.
b.	Bunkers will be checked to see that there is sufficient ice; condition of lading will be inspected.
63.	Maintenance
Since insulation material loses its effectiveness when it becomes watersoaked, the floor, sides, and roof of the car will be kept in waterproof condition by stopping all leaks with a waterproof compound. In repairing the roof or any section lined with insulation, care will be taken to see that insulation is replaced exactly as it was originally.
Section VI
PASSENGER CARS
64.	General Inspection
a.	The same general inspection required for freight equipment will be followed for passenger car trucks, wheels, axles, couplers, draft gear, brakes, brake-rigging, superstructure, and the like. In addition, cars will be inspected for cleanliness of windows and interior upholstery, and need for repainting. Equipment items such as water coolers, lavatories, fans, and air-conditioning equipment will be inspected and, if necessary, repaired.
b.	Since passenger cars carry human cargo and any negligence in inspection may result in injury or
loss of life, inspectors will make sure that the following are in good condition: steam hose and connectors, regulators, traps, magnetic valves, generators, drives, batteries, compressors, motors, refrigerator pipes, and controls.
65.	General Maintenance
a.	The maintenance of passenger equipment differs from that of freight cars in that a large portion of the equipment is designed and arranged especially for some particular train or type of service. As extra cars are seldom available, the individual car usually
96
is maintained while actually in service and maintenance is done during time of ordinary layover.
b.	When thorough maintenance work is performed
at terminals, the cars will be available for longer periods of service without shopping for general overhaul.
Section VII
CAR LIGHTING EQUIPMENT
66.	Generators
a.	Adjustments. Underframe belt-driven generators will be hung from the car so that the hanger yoke of the generator will be inclined slightly toward the trucks when the belt is applied. This gives the belt proper tension to avoid slipping on the pulleys. Another method of regulating belt tension is to measure the distance with a flexible tape around both pulleys with the generator hanging in its proper position, after which the belt will be cut 6 inches shorter than the measurement taken by tape. This measurement will be taken when the belt is removed. Care will be taken that axle and generator pulleys are kept in proper alignment to avoid loss of belts. This is important as the charging rate to batteries is entirely dependent on the proper operation of the generator.
b.	Commutators. Hanger pin of the generator will be kept well lubricated at all times to insure proper belt tension as trucks change their position while the car is in motion. Dust covers will be removed at regular periods and brushes and reversing devices will be examined thoroughly. Brushes will be free but not loose in the holders and will not be allowed to wear beyond the point where the pressure springs do not hold them firmly in contact with the commutator. Commutator will be clean and have a bright smooth surface at all times. If the commutator is blackened, pitted, or burned so that it cannot be cleaned easily in its place in the generator, it will be removed and turned in a lathe, care being taken that only the necessary amount of copper is removed to true up the face of the commutator. Commutator will be finished with fine sandpaper and the mica between the bars will be undercut to approximately y1Q inch with either a power or hand tool, care being taken to see that all mica in the slot is removed to this depth after beveling slightly. The edges of the commutator will be inspected carefully to insure that no particles of copper remain in the slots.
c.	Lubrication. Lubrication of the generator bearing will be done carefully through the use of grease, general purpose, No. 2, Product Symbol WB. Care will be taken not to over-fill the bearing hous
ings, as too much grease in the ball or roller bearing is as bad as not enough because of the heat developed by friction of the bearing rotating through the mass of grease. The average quantity of grease for any type of ball bearing is about two-thirds the capacity of the bearing housing. Grease retainers or gaskets will be inspected carefully so that no grease may work into the interior of the generator. Grease on the commutator causes poor commutation and may result in burning out of the armature. Grease on the field coils is injurious to the insulation.
d.	Cleaning. All connections to the brush holders and reversing devices will be kept tight and clean; in case of excessive dust accumulation, the interior of the generator may be blown out with dry compressed air at low pressure. Leads from the generator will be watched for chafing and their connections kept tight and clean on the terminal block.
e.	Heavy repairs. The above instructions are intended for use in maintenance of equipment in service. If heavy repairs are necessary, the generator will be removed from the car and overhauled thoroughly, and all bearings and other parts cleaned and replaced with new parts if necessary. Insulation resistance of field coils and armature will be tested and all insulation cleaned and new insulation applied if necessary. Insulation will not be allowed to drop below one megohm.
67.	Batteries
a.	Lead acid type. (1) The solution in the batteries will be maintained to cover the entire area of the plates and the height of this solution will be kept normal by the addition of water. Only water known to be free of mineral and alkalies will be used; if possible, use distilled water.
(2)	Batteries require periodic attention consisting of checks for the height of solution, and a reading of the specific gravity which indicates if the battery is charged sufficiently. Batteries and battery boxes will be kept clean and well painted. Connections will be kept tight and clean. Batteries that are consistently low in gravity, if no adjustment can be made in regu
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lating apparatus, will be charged often enough to keep them approximately at their rated specific gravity. The charging rate will be governed by the condition of the battery, that is, when a battery is practically discharged a higher current may be used than when the battery is only partly discharged. These charging rates will be governed by the ampere-hour capacity of the battery as listed on the battery name plate. During charging, the battery will be watched to see that it does not gas too freely. Open flame will not be allowed near gassing batteries. The temperature of the solution will not be allowed to raise above 110°F. as this overheats the battery and causes heavy gassing with resultant loss of solution.
(3)	Voltage checks will be made frequently of batteries in service and voltage readings of batteries on charge will be taken at intervals. When batteries are being charged, the specific gravity will be checked each hour, and when no further rise in gravity is noted the battery is considered as fully charged.
(4)	Connection between cells or batteries will be kept tightened and in good condition ; any accumulation of dirt or acid on the outside of batteries and cables will be washed off with water. Battery trays and wooden parts will be treated with an alkaline solution. Batteries will be blocked securely in the box so that they will not shift when car is in motion; this helps to eliminate slopping of acid and injury to battery case.
(5)	An idle battery standing in a discharged state for a long period of time may not come up to full initial charge promptly. In this event the battery charging will be continued until the battery is fully charged or until it is ascertained that the battery is faulty in which case it should be replaced.
b.	Alkaline or Edison type. (1) The alkaline battery is similar in operation to the lead acid type battery, however the normal specific gravity of the electrolyte changes little between charge and discharge.
(2)	In the alkaline battery, the condition is best determined by checking the battery voltage under load. The open circuit voltage is 1.2 volts per cell.
(3)	Solution in the alkaline battery will be maintained in the same manner as the acid type of battery using distilled water; keep plates covered 1% inches. The gas from the alkaline battery is explosive
and the same precautions will be exercised as recommended in a (2) above.
c.	Shopping batteries. Batteries will not be allowed to remain in continuous service without a capacity test for a period greater than 30 months. The work done in overhauling the battery at this time will be so thorough that there will be no necessity for returning the battery for painting, solution renewal, or cell repairs before the next normal car shopping period. At the time cars are shopped, batteries will be brought into the battery room for testing, cleaning, and painting.
68.	Relays and Regulators
When the generator voltage exceeds the battery voltage, the switch closes and the generator is connected to the battery. When the generator voltage drops below battery voltage, the battery supply coil becomes the stronger and pulls the switch open, preventing the current from the battery passing into the generator.
a.	brom the main switch, the generator current passes through a resistance regulator. This device regulates the generator output by controlling its field excitation, thus limiting its output to the requirements of the battery and lamp load.
b.	Current passing to the lamps also passes through a regulator that operates on the same principles as the generator regulator, holding the voltage constant. This prevents flickering of the lights and saves bulbs. Both these regulators have air dash pots which dampen the movements of the links and levers keeping them steady and preventing sudden surges and flutterings of the apparatus. These dash pots have adjustable air vents and will be adjusted to keep regulators operating smoothly. They will work freely at all times, and care will be taken to see that they do not stick. All hinge pins on regulators will be checked at regular intervals, kept free from sticking, and maintained in smooth condition. Dust and dirt will not be allowed to collect on regulators, as this is one cause of sticking of dash pots and hinge pins. Dust may be blown off with dry compressed air at low pressure.
c.	All electrical contacts will be kept clean and in good condition; all wiring will be maintained carefully and checked for shorts and grounds at regular intervals. Fuses will be of proper sizes and kept tight in holders.
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Section VIII
HAND BRAKES
69.	Inspection and Maintenance
a.	When the hand brake is applied tightly, all brake shoes should be in solid contact with the car wheels. When hand brakes do not have sufficient power to provide this contact, adjustments will be made to meet this requirement.
b.	If the hand brake wheel or lever is fitted directly to the brake shaft or operating shaft, it will be secured tightly so that both will rotate in unison when moved in the direction of brake application.
c.	Gears used in transmitting power from an operating shaft to the brake shaft, winding drum, or similar arrangement, will be fitted securely and will be maintained to mesh properly.
d.	Hand brake wheel or hand brake lever, connected to brake shaft or operating shaft with a ratchet arrangement, will be maintained so that this ratchet (distinguished from hand brake ratchet) operates freely and its pawl is snapped snugly into the ratchet teeth by a suitable arrangement. The angle of contact between the ratchet pawl and teeth will be maintained at all times so that the pawl will not slip when a pull is exerted in the direction of brake application.
e.	Hand brake pawls and ratchets will be maintained to engage safely and securely when the brake is applied; they will be anchored to brake shaft, drum, or support to hold the brake applied to any degree, will be maintained in proper position, and will operate freely.
f.	The brake shaft together with its brackets, bearing, and housing, will be maintained securely in position to avoid lost motion, misalignment, and undue friction. Where brake shaft bearings are subject to accumulation of dirt or other foreign matter, or where the shaft passes through end sills or other parts of the car structure, the openings will be made large enough for easy cleaning.
g.	Hand brake chain slack will be sufficient and will not exceed the amount required to connect properly the hand brake rigging when all parts are in their full release position. Hand brake chain hangers, or carriers, will provide clearance or bearing surface to prevent chains fouling and developing undue resistance to movement. Where carriers or supports are covered with dirt or other foreign matter they will be cleaned with sufficient frequency to provide for their free and unrestricted movement.
h.	Brake rods, levers, cables, or connections, will be kept from binding or fouling and will be maintained to move freely in their supports, carriers, or hangers.
i.	Cotter or split keys, bolts, pins, or other means of securing hand brake parts in place, will be maintained in proper condition to provide for safe and suitable operation of the hand brake.
j.	Bell cranks and sheave wheels will be anchored securely in position and maintained to move freely in bearings or supports, providing for free movement of hand brake chains, rods, or levers.
Section IX
LUBRICATION AND CARE OF WASTE PACKED JOURNALS
70.	Hot Box
Serious delays in railroad transportation may result from failure of the car journal bearings. The most frequent cause of bearing failure is a condition known as “hot box,” which is defined as any ususual increase in bearing temperature sufficient to cause failure unless given prompt attention. Hot boxes usually are caused by improper functioning of the bearing lubricant. Proper selection of lubricating and packing materials and their proper application are the best insurance against breakdown.
71.	Materials
a.	The lubricant prescribed for use in journal boxes is oil, lubricating, car and locomotive engine, Product Symbol OC. If oil of this specification is not available, the recommendations of an authorized officer will be followed.
b.	The lubricant is applied to the journal by means of waste which is saturated with the oil and packed into the box along with a small excess of oil. The oil is soaked up by the waste and transferred to the journal by wick or capillary action. Selection of
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suitable waste is important. The waste will be new, renovated, of high quality, free from dirt, lint, short fuzzy strands, lumps or knots, sweepings, wire, straw, paper, or similar foreign matter. Waste, long fiber, wool, colored, Federal Specification DD-W-116, will be used. It will also be permissible to use the best quality waste obtainable from commercial railroads. The waste will have good resiliency and good capillarity to secure efficient transfer of oil to the journal. Jute or any other fiber or thread will not be used.
72.	Preparation of New Packing
a.	The waste will be loosened thoroughly, placed in a saturating vat, and kept submerged in new or properly renovated car oil; oil will be maintained at a temperature of not less than 70°F. for a period of at least 48 hours to insure thorough saturation. Waste then will be drained to remove excess oil until the packing is in a resilient or elastic condition. Care will be taken to see that oil does not drip from drained packing when lifted from the drain rack, but oil should flow from it when the packing is squeezed in the hand. The proper ratio is 3% pints of oil for each pound of waste.
b.	Any process of saturation that will accomplish the same result may be used.
c.	Prepared packing when in storage will be turned at least once each 24 hours and the oil which has accumulated in the bottom of the container will be drawn off and poured over the top of the packing.
73.	Preparation of Renovated Packing
a.	When packing is being removed from journal boxes for any purpose, it will be pulled into a container, avoiding contact with the ground or any other place where it may pick up grit or dirt, and will be taken to the waste reclaiming plant if available. Packing will not be reused until renovated.
b.	Renovated waste will be saturated with new or renovated car oil, and must be in a resilient and elastic condition; it will not contain excess oil.
c.	Prepared renovated packing in storage will be turned over at least once each 24 hours and the oil which has accumulated in the bottom of the container will be drawn off and poured over the top of the packing. The proper ratio is 1% pints of oil for each pound of waste.
d.	Renovated car oil is oil which is removed from journal packing waste and put through a cleaning process whereby dirt and foreign matter are eliminated.
74.	Preparation of Journal Boxes
a.	Before packing a journal box, the oil cellar, including the dust guard opening, will be cleaned thoroughly of all dirt, sand, scale, grit, and water. When new journal boxes are applied, or when reapplying boxes, the interior of the box, including the dust guard opening, will be cleaned as above, and close-fitting dust guards, dust guard plugs, and box lids will be applied. Boxes will be inspected for cracks which permit oil leakage.
b.	The journal bearing will be cleaned thoroughly and fitted to the journal; sandpaper, emery paper, or emery cloth will not be used on journal or bearing for fitting.
c.	When the box, bearing, wedge, and journal are ready for assembling, make sure that the bearing has at least a 2-inch crown bearing on the journal throughout the length of the journal and is free at sides of the journal; if not, bearing will be refitted. Before finally applying the bearing to the journal, the surface of the bearing will be given a coating of car oil.
d.	Care will be exercised to see that the surface of the journal is smooth and thoroughly clean before applying bearing. Never wipe the bearing surface of the journal bearing with waste.
75.	Method of Packing Journal Boxes
a.	Back roll. In packing a journal box, first a back roll will be inserted under the journal to the extreme rear of the box, as shown at A, figure 110. The roll will be well up against the journal in order to lubricate properly the fillet at the end of the journal and to keep out dust.
(1)	The roll will be 3 inches in diameter and of sufficient length to suit the diameter of the journal and allow the ends to be 1 inch below the center line of the journal.
(2)	Machine-made rolls will not be used; rolls will be prepared by hand by the box-packer from saturated packing and will not be made in advance and stored.
b.	Body packing. Tn applying the body packing the front of the box will be wiped clean with a rag (not waste), after which sufficient packing, preferably in one piece, will be applied as illustrated in figure 110, filling firmly the space, B, under the journal to prevent settling; care will be taken to have the packing bear evenly along the full length of the lower half of the journal. Packing is then placed across the full width of the mouth of the
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journal box and strands allowed to hang outside. More packing is added before placing the hanging strands inside the box; this has the effect of binding all the packing in one mass. The top of the packing will be 1 inch below the center line of the journal. After the body of the packing is applied firmly from the back roll to the inner or back face of the journal collar, it will be finished off at the front or outer end straight down from the inside face of the journal collar as shown at C, figure 110, or inclined toward the front of the box as shown at D, figure 110. No loose ends or threads will protrude at the sides or ends, such ends being tucked carefully under the sides of the packing; nor will any pieces of packing be laid along the side of journal, as such pieces may become caught under the bearing and cause a hot box. Free oil will be added to any boxes that do not appear to contain sufficient oil after boxes are packed.
76.	Cleaning and Applying Bearings
a.	Journal bearings will be cleaned thoroughly and bored or broached to a proper contour before being applied. This is necessary in order to secure
a uniform bearing on the journal, to remove irregularities, and to detect imperfections in the lining.
b.	Do not use sandpaper, emery paper, or emery cloth, for the purpose of removing irregularities from the bearing surface; if necessary, a half-round file or scraper may be used. Journal bearings with loose lining, section broken out, spread over the side, or worn to the brass, will be renewed.
c.	When applying or replacing a journal bearing, a coating of car oil will be applied to the bearing surface; never wipe the bearing surface of the journal bearing with waste.
77.	Inspection and Care of Journals
a.	Personnel concerned with the inspection of journal boxes will observe the following regulations:
(1)	The back of the box will be probed with a packing tool to determine if packing section A, figure 110, has worked away from the fillet of the journal; if so, it will be set up to the journal with a packing tool. Packing section B, figure 110, will be checked and, if down, will be set up firmly against the journal with the packing tool.
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(2)	If packing in section B is found to be glazed on the surface in contact with the journal, the surface will be broken up with the packing knife by loosening the front end, and working the packing against the bottom and sides of the journal to bring a fresh surface against the journal. Care will be taken to see that loose ends are tucked in.
(3)	Outer wedge or portion of packing will be removed when packing is worked over, and will be kept clean.
(4)	When grease, or any cooling compound, is found mixed with the packing, the packing will be removed from the box and box repacked with fresh packing.
(5)	If packing contains water, the box will be repacked.
(6)	The end of the journal will be inspected carefully; if the center is found dry, it indicates poor lubrication, defective journal bearing, or dry packing. The bearing and wedge will be removed for inspection and renewed if found defective.
(7)	When bearings require renewal on account of heating, a careful examination will be made of the journals before applying new bearings.
(8)	On all freight cars receiving inspection at originating points, and on all passenger cars at originating terminals, the car inspectors or box packers inspecting the journal boxes will draw the point of the waste grab hook back and forth along the bottom edge of both sides of the bearing toward the journal for the purpose of locating and removing lint or waste that may have been drawn to this point by the movement of the journal. At the same time it will be noted if the lining of the bearing is broken; if so, renewals will be made. Make sure, also, that bearing and wedge are in their proper positions.
(9)	After inspection is completed, no strands of packing will be left hanging out of the box, and the box lid will be closed tightly to exclude dust.
(10)	At every stop, maintenance personnel will check all journals. If the temperatures of the boxes are above normal as indicated by a slightly smoking condition, the hot box will be reported, the boxes marked, and the journal, brass, and wedge inspected carefully.
(11)	Cars standing on a side track or stored for any length of time will not be placed in service until the boxes are examined and the journals and bearings adjudged in good condition.
b.	When there are no inspectors or repairmen at yards or sidings where cars are taken into trains, or
at points where cars are received from other lines, the trainmen (so far as it is possible to do so without delaying trains, or seriously interfering with their other necessary duties) will examine the journal boxes, and, if necessary, condition of packing. A little time and attention while the journal box is cool may avoid a hot box and subsequent delay to a train. While the cars are in motion, trainmen will be alert for smoke or the characteristic smell of burning rags and oil as these are the first indications of a “hot box.”
c.	Prolonged idleness of cars equipped with standard journal bearings may result in rusting and pitting of the journals if preventive steps are not taken. Pitted journals will cause overheating and bearing failures during the movement. The oil will drain from that part of the journal above the waste and leave the metal exposed to the atmosphere. The entire bearing is lubricated only when the cars are in motion, that is, when the journals are revolving continuously in the waste and oil. In order to prevent rusting of the bearings from atmospheric exposure they will be protected at all times with oil or rustpreventive compound, as specified below. One of the following alternative procedures will be followed:
(1	) War Department railroad cars will be set in motion at least once each week and the journals examined to make sure the entire surface is coated with a film of oil. In addition to the weekly movement, the cars or trucks will be moved a minimum of 100 feet once each month.
(2	) If it is not possible to move the cars or trucks, the waste from the boxes will be removed and the entire surface of the journal coated thoroughly with rust-preventive compound, using compound, rust-preventive, light, Product Symbol CL, for short or temporary periods of inactivity. The metal surface so protected will be inspected once every 2 weeks and recoated if necessary. For long periods of inactivity, compound, rust-preventive, heavy, Product Symbol CH, will be used. Either compound will be wiped off thoroughly and the journal boxes repacked with waste and oil before cars are placed in service.
78.	Brasses and Wedges
a.	When journal brasses are pulled, the box and parts it contains will be inspected before repacking. Brasses will be wiped clean with rags, visually inspected, hammer-tested for faulty or loose lining, and oil applied before reinserting. Bearing is hammer-tested by suspending the brass in one hand or balancing it on its back on a metal strip not over 2
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inches wide, and tapping the corners with a hammer. A clear ring indicates that the lining is tight; a dull or dead sound indicates loose or cracked lining. All . defective brasses will be scrapped.
b.	Wedges will be cleaned carefully and gauged with a standard gauge. Wedges will be checked for
proper seat on brass and oil tops before being applied. Wedges which do not gauge properly or which are cracked or distorted will be scrapped. The wedge will be seated properly on the crown of the bearing to prevent it from pinching the side of the bearing or resting on the lugs.
Section X
WHEELS AND AXLES
79.	General
Wheel and axle failures may cause loss in property and danger to human life. To control these failures as far as possible, responsible personnel will supervise their shop practices to produce the best results. Rules governing condition of, and repairs to, rolling stock (see sec. VIII, ch. 3), contain information for the car inspectors at terminals, mechanics in the shops, and supervisory officers. However, personnel concerned in any way with wheel and axle work should familiarize themselves with a general knowledge of the subject even though their particular duties may not involve all of the features covered. Since the removal of defective wheels from under empty cars causes less complication and trouble than when it is necessary to remove them from under loaded cars, car inspectors will be particularly alert to discover defective wheels under empty cars at the final destination.
80.	Types of Wheels
Two general types of wheels are used under cars for passenger and freight service:
a.	Cast-iron wheels. Cast-iron wheels, sometimes called chilled tread wheels, are commonly used under freight cars, although wrought steel one-wear and two-wear wheels are being applied in increasing numbers.
b.	Wrought steel wheels. Wrought steel wheels are made in a wide range of designs and in various compositions, heat treated and untreated. Wrought steel wheels are classified as multiple wear, two-wear,
and one-wear; they are marked “AAR MW” for multiple wear, “AAR 1W” for one-wear, and “AAR 2W” for two-wear. Usually, such marks are placed on the back of the wheel rim with the year and the manufacturer’s brand.
(1) Multiple wear wheels are used for driving wheels of electric and Diesel-electric locomotives, for locomotive engine trucks, trailer and tender trucks, and for passenger and freight cars.
(2) One- and two-wear wheels are of lighter design than the multiple wear wheels and are used only under freight cars.
(a) One-wear wheels have a minimum rim thickness of 1% inches which does not permit restoration of flange or treads to the original contour after they are worn to the condemning limit. The wheels can be reclaimed, however, by turning to the thinner flange contour of the multiple wear wheels.
(Z>) Two-wear wheels have a minimum rim thickness of 2 inches which allows for one restoration to original contour after the tread or flange is worn to the limit.
ic. Wheel defects. Wheel defects as illustrated and described in section VIII, chapter 3, provide wheel shop men and terminal inspectors with a guide for deciding whether to retain or remove wheels ; also whether it is better in the interest of safety to machine the wheels and put them back into service, or to withdraw them from service pending further investigation. References to the governing rules, both for freight and passenger cars, are given for each defect described in that section.
Section XI
SURFACE MAINTENANCE
81. Painting and Lettering
Equipment will be well painted at all times to prevent rust and deterioration. All lettering and numbering
will be clear and legible. Personnel concerned will repaint and restencil when necessary to accomplish this result.
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a.	The original standard Army color and method of stenciling on any car will not be changed or altered unless authorized by the Chief of Transportation, zone of the interior, or the Railway Grand Division headquarters, theaters of operations. Information as to color of paint, size and location of letters and numbers, may be obtained from authorized sources.
b.	All paint and materials will conform to applicable War Department specifications and schedule of drying time. Before any primer is applied, all surfaces will be cleaned thoroughly, and free from oil, grease, scale, rust, and weld spatter.
c.	The process of painting cars includes the preparation of the surfaces to be painted as well as the application of the several paint coats.
(1) A considerable portion of the painting will be done on the various parts of the car while it is being repaired or assembled.
(2) The contact surfaces of the wood sheathing and the steel framing of so-called single-sheathed house cars and of composite gondolas and similar open topped cars will be painted to prevent weathering and corrosion.
(a) A heavy coat of priming paint will be applied to the wood surface.
(&) If the steel surface is of new material, it will be cleaned of mill scale and covered either with the same priming paint used on the wood or the special primer for steel surfaces.
(c) If the steel surface is not of new material it will be scraped clean of all rust, brushed with a steel brush or sand blasted, and then treated with the priming coat.
(J) The contact surfaces of metal to metal joints will be prepared also and treated during the assembly of the car.
(c) After cleaning, a coating of red lead or some approved joint cement will be applied to contacting surfaces. The cement will be suitable for the process used in securing the parts in place, that is, riveting or welding.
(/) It is desirable to prime the matched edges of all wood sheathing before applying the paint. This can be done by hand or by spraying, if the material is in a pile without spacers between the separate boards.
(3)	During the painting of the car, it will be protected from the weather. Retaining valves and air hose will be well-covered. Surfaces will not be painted that show evidence of moisture. The minimum protection of a shed located in line with the outgoing tracks of the repair shop or shed will be provided over the tracks assigned to car painting. Cross-overs will be placed in those tracks in the space between the repair shop and paint shed, so that a car can be moved from any of the shop tracks to any one of the paint shed tracks; the sand blast shed, if used, may be located in this same area.
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CHAPTER 5
HOSPITAL CARS
82.	General
The following maintenance and inspection program is concerned chiefly with hospital cars operating in the zone of the interior. In theaters of operations, the same inspection and maintenance procedures (except for instructions pertinent to certain specialties such as air-conditioning and heating systems) will be followed for all types of equipment when used as hospital cars.
83.	First Echelon Maintenance
a. Prior to dispatchment from maintenance area. (1) After a train is made up utility personnel will check each car and see that it is stocked with necessary supplies such as ice, water, spare light bulbs, and fuses.
(2) One person responsible for the operation of the electrical, air-conditioning, and car equipment, will be assigned to each car to test all lights, fans, and electrical appliances, and report any necessary repairs to the train commander.
(a) During the cooling season, air-conditioning equipment will be operated long enough to determine that it is working properly. Ice-activated cars will be inspected to see that the ice bunkers are full; if not, arrangements will be made to fill them prior to loading of patients.
(&) During the heating season, cars will be checked to see that they are warm and comfortable; heating equipment will be checked to determine that it is operating properly.
(c) All batteries will be checked to see that they are fully charged.
(<7) All heat valves will be inspected to see that they are working automatically, and are in the “off” position when the air-conditioning system is operating.
(e) Toilets, water spigots, sinks, doors, window
shades, and all hardware will be checked for proper operation.
b.	Prior to loading of patients. (1) All air-conditioning or heating equipment will be operated a sufficient length of time to insure proper temperature in cars.
(2)	Lights will be turned on as needed.
(3)	Shutters for controlling outside air will be placed in such position that at least one-half of the air in the car is outside air.
(4)	To conserve battery power, cars will be connected to standby facilities when available and will not be disconnected until 10 minutes prior to train’s departure.
(5)	Vestibule diaphragm curtains will be attached after entire train is made up.
c.	En route. (1) Personnel responsible for the air-conditioning and electrical equipment will make periodic inspections while en route to see that all generators, air conditioning equipment, lights, and all other apparatus, are functioning properly.
(2)	Defects will be reported to the train commander and sufficient information furnished so that he can wire the next railroad maintenance point for repairs.
(3)	At any stop and when sufficient time is available, ice bunkers will be inspected on ice-activated cars; the train commander will be advised as to the consumption rate of ice so that arrangements can be made for re-icing.
(4)	Water consumption will be noted and tanks refilled at each available station; particular attention will be given to refilling water tanks in kitchen cars.
(5)	If generator becomes inoperative, check for blown fuses. If fuses continue to blow or the generator fails to operate with good fuses, the car will be connected by train line jumper to another car.
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(a) To trainline a car, the trainline jumper should be removed from regulator locker and plugged into the overhead receptacle in the vestibule. After the jumper is plugged in and locking screws tightened, close trainline switches in both cars and check link fuses in switches.
(&)	On all trainlined cars, electrical load will be reduced to the minimum.
(c) Only one car with faulty generator will be trainlined to a car with generator operating.
(fl?) A full report of generator failures will be made to the train commander. The railroad representative may be consulted as to the next maintenance point en route so that repairs can be requested by wire.
(6) A report of all failures and repairs made will be left in the regulator locker so that at the termination of the run the maintenance force will be advised of troubles encountered.
(7) When air conditioning is required, the following positions of the cooling selector switch will be observed:
Outside temperature
Switch position
Below 80° F........................
80° F. to 90° F....................
Above 90° F........................
Low.
Medium.
High.
(a) If the car does not become sufficiently cool when all switch positions are tried, cooling switch should be placed in the HIGH position and cooling test posts short circuited with a piece of wire or a paper clip. Report faulty condition on arrival at destination.
(&) When heat is desired, all switches must be set at one of the positions for heating. If the heating system does not operate, heat valve toggle switches should be placed in the emergency position and heat control valves operated by hand.
(if) The blower fan must be in operation at all times when the car is occupied.
d. After discharge of patients at destination. (1) All electrical and air-conditioning equipment will be switched off.
(2)	All vestibule diaphragm curtains will be detached.
(3)	All trainline jumpers will be removed and replaced in electrical locker.
(4)	Any defects noted or repairs made en route will be reported to the maintenance personnel.
(5)	All cars will be locked when not in service.
84.	General Inspection and Yard Maintenance
a.	When cars return from each trip they will be inspected immediately and arrangements made for any necessary repairs.
b.	All reports of faulty operation of equipment en route will be noted and equipment repaired.
c.	Inspections and maintenance schedules will consist of the following types:
(1)	Trip inspection.
(2)	Ten-day inspection.
(3)	Monthly inspection.
(4)	Semiannual inspection.
(5)	Annual inspection.
d.	When required repairs are to be made by railroad maintenance personnel, the railroad company concerned will be notified immediately.
85.	Trip Inspection
a.	General. (1) Thoroughly clean exterior and interior of cars to pass ordinary medical inspection.
(2)	Inspect and make or report repairs necessary to all underneath equipment, trucks, running gear, hardware, piping, wiring, etc.
(3)	Drain all water tanks, flush out, and refill.
b.	Car lighting equipment. (1) Take battery gravity readings and if necessary place batteries on charge.
(2)	Turn on all light switches, replace all burned-out bulbs, and clean all fixtures.
(3)	Check operation of lamp regulators with lights turned on.
(4)	Check fuses and contacts of generator regulator; if batteries are discharged, check operation of generator, generator regulators, and field carbons by motorizing the generator.
(5)	Clean regulators and regulator lockers.
(6)	Turn off all lights.
(7)	If trainline jumpers are connected, disconnect jumpers and place in locker.
(8)	Check stock of fuses and light bulbs and replenish if necessary.
(9)	Check commutator and brushes on all fans and blowers.
(10)	Check commutator and brushes on generator.
(11)	Inspect generator belts.
c.	Temperature control equipment. (1) Turn on blower fan and set all controls for low heating, after which—
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(u) Check all heating thermostats by using ice and a cloth dipped in hot water to cool and heat thermostat tubes alternately.
(&) Check operation of all heat control valves.
(c) Repeat above checks for all other positions of the heat selector switch.
(2) Set controls for low cooling, after which—
(a) Repeat operations described in (l)(a) above to check cooling thermostats; make sure that cooling equipment starts and stops by the operation of the thermostat tubes.
(Z?) Repeat test for all other positions of the cooling selector switch.
d. Air conditioning equipment. (1) General.
(a)	Wipe out all grills and air outlets.
(b)	Remove and clean all air filters.
1.	Clean paper filters by blowing out with air under low pressure; discard all dry filters and install new.
2.	Clean metallic filters by blowing out with high pressure air blast. If extremely dirty or dry, wash metal filter in an approved cleaner solution. After drying, dip in oil, engine, Product Symbol OE 10; remove all excess oil before reinstalling on car.
(2) Ice activated system, (a) Set all controls for high cooling and short circuit cooling test posts.
(Z?) Check all spray heads in ice bunkers.
(c) Check water pump and shaft stuffing box.
((f) Check all ice bunkers and clean if necessary.
{e} Remove and clean sump strainer.
(/) Check brushes on pump motor.
{g} Check blower fan and brushes.
(3) Mechanical system, {a} Set all controls for high cooling and short circuit cooling test posts.
(Z?) Plug in alternating current standby cable and operate equipment.
(c) With all equipment operating normally, check head pressure and back pressure in accordance with the following values:
1. Back pressure. Should read between 28 and 45 pounds, depending upon temperature of air from evaporator.
2. Head pressure. Should agree within 10 pounds with following table:
Air temperatures	Idle head pressure (lb. per sq. in.)	Head pressure (lb. per sq. in.)
80° 		84	170
85° 		92	175
90° 		100	185
95° 		108	190
100° 		117	200
105° 		126	210
110° 		136	220
(d) Check all connections at evaporator and expansion valves for signs of freon leaks; if oil is observed, check with leak detector.
(c) Remove doors from compressor box and check all connections and valves for signs of leaking.
Note. A small amount of oil at the flywheel of the compressor is necessary for the operation of the compressor seal, however, keep all connections, valves, and gauges clean so that indications of oil are readily observed.
(/) After equipment has been operating for at least 30 minutes, check oil level and freon level.
{g} See that interior of car has cooled and cooling system is operating properly.
(Zt) Keep all gauges, valves, and connections clean throughout the refrigerating system.
(i) Check belts.
(/) Check blower fan and brushes.
(k} Check voltage across speed control test posts.
(Z) Make visual inspection of axle drive and shafts.
e. Heating equipment. Heat in hospital cars may be required at any time, hence the following inspections will be made during all seasons:
(1)	Check vapor regulators; see that they are operating properly and that only a small amount of steam escapes from bottom of regulator.
(2)	Check all heat valves; see that they do not bind and that they operate freely.
(3)	See that all hand-operated valves, are open so that steam is available to the automatic valve.
(4)	See that end yalves are free and can be operated by either the handle inside the vestibule or by the handle at the end of the car.
(5)	See that all steam connectors operate properly and are fitted with a gasket.
(6)	During freezing weather, see that all cars have a minimum steam pressure of 6 pounds per car; when cars are not connected to a steam line, see that all tanks and piping are drained of water and blown out.
107
86. Ten-day Inspection
a.	General. Cars will be deodorized with a suitable deodorizing agent.
b.	Car lighting equipment. (1) Repeat trip inspection.
(2)	Remove belt or shaft and motorize generator in both directions.
(3)	Examine generator suspension.
(4)	Examine axle and generator pulleys; see that they are secure.
(5)	Check bearings for wear by lifting up on generator pulley.
(6)	Check shaft for play by rocking armature back and forth.
(7)	Check operation of pole changers by rotating armature slowly in each direction.
(8)	Lubricate oil supporting shaft, link pins, and tension rod threads.
c.	Temperature control equipment. (1) Repeat trip inspection.
(2)	Remove control panel covers and clean all parts of control panels.
d.	Air-conditioning equipment. (1) Ice-activated system, (a) Repeat trip inspection.
(&) Check operation of float valve.
(2) Mechanical system. (o) Repeat trip inspection.
(b)	Check speed control and caterpillar unit.
(c)	Check brushes on standby motor.
(d)	Clean compressor box.
(?) Check alternating current standby starting relay.
87.	Monthly Inspection
a.	Car lighting equipment. (1) Repeat trip and 10-day inspections.
(2)	Check electrolyte in batteries and add water if necessary.
(3)	Wash exterior of batteries and interior of battery boxes with an alkaline solution composed of 1 pound of soda for each gallon of water.
(4)	Clean and check all battery connections.
(5)	See that batteries are blocked properly.
b.	Temperature control equipment. (1) Repeat trip and 10-day inspections.
(2)	Check operation of all relays.
(3)	Check all fuses.
(4)	Check all control wiring; clear any grounded wire.
c.	Air-conditioning equipment. (1) General. (a) Blow out in reverse direction with compressed air the air ducts, plenum chambers, and evaporators.
(&	) Wash the evaporators with a suitable cleaning agent.
(2	) Ice-activated system. Repeat trip and 10-day inspections.
(3	) Mechanical system, (a) Repeat trip and 10-day inspections.
(b	) Check cut-out switch against following table of correct pressures:
Low pressure
High pressure
Cut out	Cut in	Cut out	Cut in
8-10 pounds	20-25 pounds	250 pounds	220 pounds
Note. Low pressure may be tested by pumping down the refrigerating system. High pressure can be checked only by operating the system with compressor box doors open and by blocking off the air around the condensers.
(c	) Check operation of expansion valves; see that the entire surface of the evaporator is cool.
(rf) Wash compressor box and condensers with water.
(e	) Check and operate all valves.
(/) Check all bolts, nuts, and supports of axle drive and shafts.
88.	Semiannual Inspection
a.	Car lighting equipment. (1) Repeat trip, 10-day, and monthly inspections.
(2)	Check lamp and generator regulators for proper setting of voltage and amperes.
(3)	Test all lighting circuits for grounds, and clear if necessary.
(4)	Remove generator leads from connection block and clean all terminals.
(5)	Motorize the generator and check for faulty bearings.
(6)	Check generator brush rigging, pole changer, field coils, armature, and commutator.
(7)	Blow out generator with compressed air.
(8)	Inspect all suspension parts for wear.
(9)	Check alignment of generator.
(10)	Inspect axle pulleys for cracks or breaks.
108
(11)	Clean and renew defective parts of standby charging receptacles.
(12)	Clean and paint battery boxes with black acid-resisting paint, specification No. U.S.A. 3-106, latest issue, type 1.
b.	Temperature control equipment. (1) Repeat trip, 10-day, and monthly inspections.
(2)	Remove and clean all thermostats.
(3)	Remove and clean all heat valves.
c.	Air-conditioning equipment (both ice activated AND MECHANICAL SYSTEMS). (1) Repeat trip, 10-day, and monthly inspections.
(2)	Check all supports and hangers.
(3)	Check all piping and pipe clamps.
(4)	Blow out all motors with compressed air and inspect.
89.	Annual Inspection
a.	Car lighting equipment. (1) Repeat trip, 10-day, monthly, and semiannual inspections.
(2)	Remove generator heads, armature, and brush rigs.
(3)	Clean, overhaul, and grease generator.
(4)	Paint field coils with glyptal, Federal stock No. 52-P-8057-710-Red; 52-P-8057-20-Black.
(5)	Check all generator parts for condemning limits and install new parts if necessary.
(6)	Clean, test, and overhaul lamp regulators.
(7)	Clean, overhaul, and grease all fans.
(8)	Clean and overhaul all switches and switchboards.
(9)	Check and repair all fixtures; paint all reflectors with white glyptal.
b.	Temperature control equipment. (1) Repeat trip, 10-day, monthly, and semiannual inspections.
(2)	Remove control panels and check all resistors, relays, circuit breakers, switches, and connections.
c.	Air-conditioning equipment. (Must be completed by 31 March of each year.)
(1)	Ice-activated systems, (a) Repeat trip, 10-day, monthly, and semiannual inspections.
(Z?) Wash out all bunkers and piping.
(c) Check and repair ice bunkers and bunker lining.
(fl?) Renew piping where needed.
(c) Clean, overhaul, and grease pump and pump motor.
(/) Clean, overhaul, and grease blower fan and blower fan motors.
(2)	Mechanical systems, (a) Repeat trip, 10-day, monthly, and semiannual inspections.
(Z>) Clean, overhaul, and lubricate caterpillar unit.
(c) Clean, overhaul, and lubricate speed control; paint field coils with glyptal, Federal stock No. 52-P-8057-710-Red; 52-P-8057-20-Black.
(a?) Check complete drive unit for wear, noise, balance, and eccentricity; also check drive shafting and belts for wear and condemning limits. (This check will be made with drive cog belts loose or removed and standby electric cable connected; controls will be set for medium cooling and speed control test posts will be short circuited.)
(c) Clean, overhaul, and grease standby motor.
(/) Clean, overhaul, and grease blower fan and blower fan motor.
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REMARKS
WD AGO FORM 5K_ | KO	■
1 APR 19^5 U J I JO	_____________________________________M
Figure 117 (1). WD AGO Form 55-158 (Hospital Car Inspection And Repair Record). (Front.) (Second and third pages are the same as the front.)
129
WORK OTHER THAN INSPECTION (Data to be filled in at time work is performed) DAY FIRST MONTH	"	~l“'	I
DAY SECOND MONTH
DAY THIRD MONTH	"	—————	.	_____
Figure 117 (2). WD AGO Form 55-158 (Hospital Car Inspection And Repair Record). (4th page.)
130
								
	EQUIPMENT RECORD FOR HOSPITAL CARS	CAR NO.	LOCATION			DATE		
		TYPE CAR			TYPE AIR CONDITIONING			
		KITCHEN			ICE ACT IVATEO			
	RECONVERSION BUILDER	WARD			Pullman mechanical			
		WARD DRESSING			FR IG IDA IRE' E LECTRO-MECH .			
	ORIGINAL BUILDER OR OWNER	TYPE TRUCK						
	TRUCK MANUFACTURER	JOURNAL SIZE						
	BATTERIES	GEN. REG.						
	MFG.	MFG.						
	TYPE	TYPE						
	NO. OF CELLS	CAT. NO.						
	AMP. HR. CAPACITY	SER. NO.						
	SPECIFIC GRAVITY	VOLT SETTING HOT						
	SERIAL NO.	AMP. SETTING						
	DATE NEW	MAIN FUSE CAPACITY						
	GENERATOR	FIELD FUSE CAPACITY						
	MFG.	AUTO. SWITCH						
	TYPE	MFG.						
	VOLT	TYPE						
	CAPACITY	CAT. NO.						
	SERIAL NO.	SER. NO.						
	CAT. NO.	SET AT (Volta)						
	GEN. BELT	LAMP REG.						
	TYPE	MFG.						
	SIZE	TYPE						
	CAT. NO.	CAT. NO.						
	GEN. PULLEY.	SER. NO.						
	TYPE	VOLT SETTING HOT						
	CAT. NO.	LIGHT SW. BOARD						
	AXLE PULLEY	MFG.						
	TYPE	CAT. NO. ,						
	CAT. NO.	NO. OF CIRCUITS						
	BLOWER FAN	REFRIGERATING UNIT						
	MFG.	MFG.’-	_ . ■						
	TYPE	TYPE						
	CAT. NO.	CAT. NO.						
	BLOWER FAN MOTOR	CAPAC ITY (Tont)						
	MFG.	COMPRESSOR OR SUMP PUMP						
	TYPE	MFG.						
	SER. NO.	TYPE						
	CAT. NO.	CAT. NO.						
	VOLT	SERIAL NO.						
	HORSEPOWER	SPEED CONTROL						
	EVAPORATOR	TYPE						
	MFG.	CAt. NO.						
	TYPE	POWELL DRIVE						
	CAPAC ifY	TYPE NO.						
	EXPANSION VALVES	CAT. NO.						
	AMOUNT	BELT TYPE						
	MFG.	BELT SIZE						
	TYPE	STAND BY MOTOR						
	CAT. NO.	MFG.	J.						
	LAMP WATTAGE	TYPE						
	25 WATTS	VOLTAGE						
	tO WATTS	HORSEPOWER	-r						
	50 WATTS	CAT. NO.						
	WD AGO FORM	i cn 1 APR 1945 DO” 1 59							
Figure 118 (1). WD AGO Form 55-159 (Equipment Record For Hospital Cars). (Front.)
131

CONDENSOR ( K.H. L.H.)		STAND BY PANEL		
MFG.		MFG.		
TYPE		TYPE		
CAT. NO.		CAT. NO.		
CONDENSOR FAN		BATTERY CHARGER ON CAR		
MFG.		MFG.		
TYPE		TYPE		
CAT. NO.		CAT. NO.		
BELT TYPE		VOLTS		
BELT CAT. NO.		AMPS.		
NO. OF BELTS		NO. OF UNITS ON CAR		
COMPRESSOR MOTOR OR PUMP MOTOR (Elect .-Hoch, or Ice ectiv.)		COMP. CONTROL PANEL		
MFG.		MFG.		
TYPE		TYPE		
CAT. NO.		VOLTAGE		
HORSEPOWER		AUXILIARY LIGHTING TRANSFORMER		
VOLTS		MFG.		
NO. OF BELTS		TYPE		VOLTAGE
TYPE OF BELTS		CAPACITY		
CAT. NO. OF BELTS		CYCLES		
MECH. DRIVE		CAT. NO.		
(Puliman Meeh. Only)		RECEPTACLES		
DRIVE SHAFT (Powell Drive to speed control)		NO. OF BATTERY CHARGING		
MFG.		MFG.		
TYPE		TYPE		
COMPRESSED LENGTH		CAT. NO.		
SHORT SHAFT		CAPACITY		
MFG.		NO. OF STAND BY (A.C.)		
TYPE		MFG.		CAT. NO.
COMPRESSED LENGTH		TYPE		CAPACITY
TEMPERATURE CONTROL				
TYPE	MANUFACTURER		CATALOG NUMBER	
AUXILIARY FANS				
REMARKS				
Figure 118 (2). WD AGO Form 55-159 (Equipment Record For Hospital Cars). (Back.)	I f]
I t]
132
will make notation “repairs macle” on card and forward it to the officer in charge at installation. In theaters of operations, the inspector or other personnel, after completing repairs, will make similar notation and forward card to officer in charge of air brake repairs in the Railway Operating Battalion.
RECORD OF CLEANING WATER TANKS |CAR NU’			
Extreme width to eaves	idpofrvh'g bo. extreme height			LOCAT1 OH	NUMBER		WIQ.TH	HEIGHT
		WINDOWS				
LOCATION					SIZE	
SPECIAL EQUIPMENT,			•			
WD AGO FORM re	This for* supersedes WO AGO For*			55-2J7, 15 August 1999		 105
Fourth echelon .............................................. 14	5
General instructions ............................................. 10	4
Second echelon ................................................... 12	5
Third echelon ......................................................... H	4
Electrolyte procedure ................................................ 67	97
Equalizers, truck ........................................................ 46	88
Equipment Record for Hospital Cars....................................... 117	128
Forms, Operating and Inspection Report:
A. A. R. Defect Card ................................................ 113	125
Air Brake Defect Card ............................................... 119	128
Bad Order Card ...................................................... 122	133
Battery Removal and Application Record............................... 114	127
Car Inspector’s Train Report......................................... 121	133
Conductor’s Report of Damaged or Defective Cars...................... 123	134
Equipment Record for Hospital Cars................................... 117	128
Hospital Car Inspection and Repair Record............................ 116	128
Inspector’s Record .................................................  120	133
Record of Cleaning Water Tanks on Hospital and Kitchen Cars .. .	118	128
Record of Special Tests Made on Air	Brake Equipment ................. 112	125
Report of Cars Damaged .............................................. 126	135
Report of Rolling Stock Repaired .................................... 124	134
Request and Receipt, Hospital Cars .................................. 128	135
Requisitioning ...................................................... 130	137
Rolling Stock Specification Card .................................... 125	134
Unsatisfactory Equipment Report ..................................... 127	135
Flange:
Worn thin or vertical ............................................ 42,43	35, 61
High (tread worn hollow) ............................................. 42	35
146
Paragraph
Page
(iauge: Limits .............................................................35,42,43
Methods..........................................................35,42,43
Use .............................................................35,42,43
Generator ...........................................................66, 83-90
Grab iron ............................................................... 46
Hanger, brake beam .................................................25,18,46
Head, brake beam ........................................................ 46
Heat treatment .......................................................... 45
Hose, air brake ......................................................... 24
Hospital cars: ..........................................11-13,82-91,116-118
Equipment Record Report Form ....................................... 117
Inspection and Repair	Record ....................................... 116
Request and Receipt Form ........................................... 128
Inspection and Maintenance: All cars ............................................................. 51-57
Brakes ........................................................69,92-110
Classification points ..............................................  47
Cars in floods ..................................................109-110
Center plates ....................................................... 53
Closed and open cars ................................................ 53
Freight equipment cars .....................................51-57,93-110
Hospital cars ............................................ 82-91,101-108
Journal boxes .................................................... 77-78
Kitchen cars...............................................82-91,	101-108
Passenger cars ...............................................64,	101-108
Refrigerator cars ................................................... 62
Regulations for the inspection and maintenance of rolling stock .... 16-46
Report forms ....................................................111-130
Roofs ............................................................... 56
Safety appliances ................................................... 54
Sills ...........................................................57, 26-33
Tank cars ........................................................... 60
Inspector’s Record ..................................................... 120
Journal boxes: Brasses .................................................................. 78
Inspection ...................................................... 77,78
Lubrication ....................................................   70-78
Renewing bearings ............................................... 38, 76
Repacking .......................................................37, 72-75
Stenciling ........................................................   37
Wedges, when condemnable......................................... 39, 78
Kitchen cars ........................................................82-91, 118
Ladders ................................................................. 46
Lettering ........................................................19,	20, 22, 81
Levers, brake ........................................................... 46
Lighting equipment (passenger and hospital cars) :
Batteries:
Alkaline (or Edison) type....................................... 67
Electrolyte procedure .......................................... 67
Hospital cars ............................................... 83-91
Lead acid type ................................................  67
Shopping ....................................................... 67
Report form ................................................... 114
Test rating (Edison) ........................................... 67
28, 35, 61
28, 35, 61
28, 35, 61
97,105
88
8, 6, 88
88
84
8
4,105,128
128
128
135
93
99, 111
92
123
94
94
93,111
105, 119
101
105,119
96,119
96
6
125
95
94
95,12
95
133
102
101, 102
99
34,101
34, 100
34 34, 102
105, 128
88
7,103
88
97
97
105
97
97
127
97
147
Paragraph
Page
Generators:
Adjustments .....
Cleaning ........
Commutators .... Hospital cars .... Lubrication .....
Repairs, heavy ...
Relays and regulators: Hospital cars .... Operation ...........
Light weighing ...........
Limitations, welding .....
Lubrication ..............
66	97
66	97
66	97
83-90	105
66	97
66	97
83-90	105
68	98
19-21	7
46	88
5,66,90,91 2,97,109,110
Maintenance (see Inspection and Maintenance).
Maintenance, echelons (see Echelons of Maintenance).
Manual:
Purpose ............................................................ 1	1
Scope .............................................................. 2	1
Ownership, car ......................................................... 7	2
Packing, journal box ...............................................37,	72-75
Painting ............................................................. 81,91
Passenger cars ....................................................... 64-68
Personnel................................................................  3
34, 100
103, 110
96
1
Qualifications:
Car inspector’s ........................................................
Welder’s ...............................................................
49	92
46	88
Record of Cars Damaged ..................................................  126	135
Record of Cleaning Water Tanks	on	Hospital	and	Kitchen Cars......	118	128
Record of Special Tests Made	on	Air	Brake	Equipment................... 112	125
Refrigerator cars ..................................................... 62,63	96
Regulations:
Inspection ......................................................... 16-46	6
Maintenance ........................................................ 16-46	6
Numerical index ........................'.. . ....................Appendix	143
Purpose ..............................................................  16	6
Regulators ...........................................................68,83-90	98,105
Relays ...............................................................68,83-90	98,105
Repainting ..............................................................   81	103
Repairs:
Classification .......................................................  48	92
Materials, unsuitable ...............................................   18	6
Request and Receipt (forms) ...........................................    128	135
Requisitions (forms) ...................................................   130	137
Responsibilities:
Car inspector’s ....................................................    50	92
General................................................................. 4	1
Regulations ........................................................... 17	6
Rolling Stock Specification	Card ......................................... 125	134
Roofs ..................................................................... 56	95
Report of Changes in Car	Numbers ........................................ 115	128
Report of Rolling Stock Repaired ......................................... 124	134
Safety ................................................................ 6,54	2,94
Seam .....................................................................  43	61
Shaft, brake ............................................................   46	88
Shattered rim ............................................................. 42	35
Shell-out ...............................................................   43	61
148
Paragraph
Page
Sills: Inspection .............................................................. 57
Splices:
Angles .........................................................  31
Plates .......................................................... 31
Riveted type .................................................... 29
Side sill ....................................................... 33
Steel center sill ........................................... 27, 28
Welded	type ...............................................  30
“Z” bar	center sill ............................................. 32
Wooden .............................................................. 26
Slid-flat ........................................................... 42,43
Spalling ...............................................................  42
Stake Pockets:
Permanent ..........................................................  40
Temporary ........................................................... 41
Stenciling .....................................................  19,	20, 22, 81
Subsurface defect ....................................................... 42
Surface maintenance ..................................................... 81
Switching ...............................................................  9
Tank cars ....................................................... 19,	46, 59-61
Tank, tank car ........................................................   46
Temperature control equipment ........................................ 83-91
Territorial departments .........................................  4,	10, 129
Testing device, single car .............................................  96
Thermal check (or cracks) ............................................... 42
Tie bar, truck .....................................................,	46
Transom truck ........................................................... 46
Tread worn hollow ....................................................... 43
Truck sides ............................................................. 46
/Unsatisfactory Equipment Report ....................................... 127
Wedges .............................................................. 39,78
Welding:
Annealing ..........................................................  45
Building up worn surfaces............................................ 45
Contour ..........................................................    45
Fusion and bronze ............................................... 45,46
Heat treatment after ................................................ 45
Limitations ......................................................... 46
Preparation for...................................................... 45
Procedure ........................................................... 45
Qualifications of operators ......................................... 46
Wheels:
Cast iron wheel defects:
Brake burn cracks ............................................... 43
Combination tread defect ............................................ 43
Flange worn thin or vertical ........................................ 43
Gauges:
Brake burn, use of gauge ......................................   43
Broken rim, methods of gauging................................... 43
Transverse cracks, use of gauge ................................. 43
“Tread worn hollow” condemning	limit......................... 43
Worn through chill and out-of-round	33-inch wheel type.......	43
Loose or out of round wheels..................................... 43
Seams...........................................................  43
Shell-out ....................................................... 43
Slid-flat ....................................................... 43
Subjected to fire ............................................... 43
Tread worn hollow ............................................... 43
95
16
16
15
22
12, 15
15
21
12
35,61
35
35
35
7,103
35
103
3
7, 88, 95
88
105
1,4, 137
112
35
88
88
61
88
135
34, 102
84
84
84
84,88
84
88
84
84
88
61
61
61
61
61
61
61
61
61
61
61
61
61
61
149
Paragraph	Page
Wheels, types of ............................................................... 80	20
Wrought steel wheel defects:
Hub failures ............................................................... 42	35
Plate cracks ......................................................  42	35
Loose or out of round wheels........................................ 42	35
Rim:
Built-up tread .................................................. 42	33
Burnt rim ....................................................... 42	33
Flange, high (tread worn	hollow)................................. 42	35
Flange worn thin or vertical .................................... 42	35
Gauges:
Condemning limit type ....................................... 42	35
Flat spots, method of gauging................................ 42	33
Mounting type ............................................... 42	33
Spacing limits ............................................   42	33
Thin flange, method of gauging .............................. 42	33
Worn coupler limit, worn journal collar and journal fillet type ................................................. 42	35
Shattered rim ................................................... 42	33
Shelled tread ................................................... 42	33
Slid flat ......................................................  42	33
Spalling ........................................................ 42	33
Subsurface defect ............................................... 42	33
Thermal checks (or cracks) ...................................... ao	o-
Thinnm......................................’///I".::"::::	£ S
Yokes, coupler .........................................
ifr U. S. GOVERNMENT PRINTING OFFICE: 1946—675387
150
.UNT L!BRAR|ES DENTON TX 78203
1001900791