UC-NRLF 
 
 RSTATE COMMERCE COMMISSION 
 
 BUREAU OF LOCOMOTIVE iHSPgCTfON 
 
 INTERPRETATIONS, RULINGS 
 AND EXPLANATIONS 
 
 QUESTIONS RAISED REGARDING THE 
 
 LAWS, RULES, AND INSTRUCTIONS 
 FOR INSPECTION AND TESTING 
 OF LOCOMOTIVES AND TENDERS 
 AND THEIR APPURTENANCES 
 
 ( 
 
 . 
 
 
 

INTERSTATE COMMERCE COMMISSION 
 
 BUREAU OF LOCOMOTIVE INSPECTION 
 
 INTERPRETATIONS, RULINGS, AND EX- 
 PLANATIONS ON QUESTIONS RAISED 
 
 RFGARDJN9 THE 
 
 LAWS, RULES, AND INSTRUCTIONS 
 
 FOR INSPECTION AND TESTING OF 
 
 LOCOMOTIVES AND TENDERS AND 
 
 THEIR APPURTENANCES 
 
 ISSUED 
 
 TO CLARIFY AND RENDER UNIFORM UNDER- 
 STANDING OF THE REQUIREMENTS 
 
 WASHINGTON : <;oVEK.VMEXT PRINTING OFFICE : 1921 
 

 OF THIS PUBLICATION MAY BE PROCURED FROM 
 
 THE SUPERINTENDENT OF DOCUMENTS 
 
 GOVERNMENT PRINTING OFFICE 
 
 WASHINGTON, D. C. 
 
 AT 
 
 15 CENTS PER COPY 
 V 
 

 INTERPRETATIONS, RULINGS, AND 
 EXPLANATIONS. 
 
 RULE 7. Rules for inspection. () "Officer in charge" 
 means the officer in direct charge where inspections and 
 repairs are made. 
 
 RULE 10. Flues to be removed. (a) Regarding "Exten- 
 sion of time." 
 
 If an extension of time is desired, each locomotive 
 should be taken up individually with the chief inspector 
 approximately 60 days before the work becomes due, in 
 order that a proper investigation may be made before the 
 flues become delinquent. The decision reached will be 
 based on conditions disclosed by the United States in- 
 spector covering each locomotive. 
 
 In each case the application should show 
 1. Number of each locomotive for which the extension 
 
 is desired. 
 . 2. Date boiler was built. 
 
 3. Date of previous removal of flues. 
 
 4. Mileage made since flues were removed and interior 
 
 of boiler cleaned and inspected. 
 
 5. Class of service in which the locomotive is engaged. 
 
 6. Number of full calendar months claimed out of 
 
 sen-ice. 
 
 7. Period of time for which the extension is desired. 
 
 8. Approximate date when it will be convenient to 
 
 have the locomotive held and dome cap and 
 throttle standpipe removed to permit an interior 
 inspection by a United States inspector. 
 
 9. Point at which locomotive will be held for inspec- 
 
 tion. 
 
 (3) 
 
 M97540 
 
for one or more full calendar 
 months, removal of flues will be due after 48 calendar 
 months' service, providing such service is performed with- 
 in 5 consecutive years and the requirements of rule 10 are 
 fully complied with. 
 
 (c) Locomotives removed from service when flues 
 become due for removal, need not have the flues 
 removed until just prior to being returned to service. 
 
 (d) The removal of superheater tubes every 4 years will 
 not be required provided the tubes are in good condition 
 and the boiler can be thoroughly cleaned and inspected 
 without their removal. 
 
 RULE 16. Lagging to be removed. (a) Locomotives in 
 service prior to May 1, 1919, may have two years' extension 
 of time for next removal of jacket and lagging. This ex- 
 tension will not apply to locomotives placed in service or 
 having had jacket and lagging removed after May 1, 1919. 
 
 RULE 17. Time of testing boikrs. (a) The words "be- 
 fore being put into service " refer to new locomotives before 
 entering service the first time; after that, hydrostatic test 
 should be made every 12 months. 
 
 (6) When locomotive is taken into shop for new fire box 
 or new flues, a hydrostatic test should be applied before the 
 locomotive is put in service, in accordance with Rule 17, 
 even though the hydrostatic test may not be due until 
 some later date, and an annual locomotive inspection and 
 repair report filed covering the locomotive. 
 
 (c) It has been agreed to accept as the date of the hydro- 
 static test the date on which the inspection has been com- 
 pleted and the locomotive is ready for service. 
 
 (d) For locomotives stored for 1 or more full calendar 
 months, hydrostatic tests will be due after 12 calendar 
 months' service, provided such service is performed 
 within 24 consecutive months. Portions of calendar 
 
months out of service will not be counted. Time out of 
 sendee must be properly accounted for by out of service 
 reports filed with the United States inspector and nota- 
 tions of months claimed out of service made on the back 
 of each subsequent inspection report and cab card. 
 
 () A locomotive stored when hydrostatic test becomes 
 due need not be given such test until immediately prior to 
 its being returned to service. 
 
 (/) When the working pressure of any boiler is increased 
 above that shown on the specification card or previous 
 annual locomotive inspection and repair report, the boiler 
 must be subjected to hydrostatic pressure 25 per cent above 
 the increased pressure, and an annual locomotive inspec- 
 tion and repair report filed, covering the hydrostatic test, 
 and an alteration report filed, as required by rule 54, cover- 
 ing the increased pressure. 
 
 RULE 18. Removal of dome cap. (a) The fact that a 
 locomotive is new does not relieve from removing dome 
 cap and throttle standpipe in accordance with rule 18 
 when the hydrostatic test is applied. It will therefore be 
 necessary to remove the dome cap and throttle standpipe 
 in accordance with rule 18 and file report showing that the 
 work has been done. (See Exhibit 2, item 11.) 
 
 (6) It is considered the better practice and is recom- 
 mended that the dome cap be removed after hydrostatic 
 test, in order to permit a thorough interior inspection after 
 euch test; but no instructions have been issued which con- 
 flict in any way with this rule. (See Exhibit 2, item 11.) 
 
 (c) Where the boiler is equipped with an auxiliary dome 
 or inspection manhole, the dome cap and throttle stand- 
 pipe need not be removed. Where the boiler is entered 
 through auxiliary dome or inspection manhole, notation 
 should be made on the margin of theeport "Boiler entered 
 through auxiliary dome." 
 
RULE 21. Time of testing rigid bolts. (a} Stay bolts 
 must be tested at least once each calendar month or every 
 30 days as nearly as operating conditions will permit on all 
 locomotives in service. No objection, however, will be 
 taken by the Bureau of Locomotive Inspection if the 
 30-day period is not exceeded by more than 5 days when 
 conditions fully justify. 
 
 (6) The practice of making a stay-bolt inspection during 
 the first part of one month and a second test during the 
 latter part of the following month, allowing the period 
 between inspections to materially exceed 30 days, is not 
 considered a proper compliance with this rule, nor with 
 the intent and purpose thereof. 
 
 (c) All required inspections and tests falling due at the 
 monthly period should be made while the locomotive is 
 out of service for monthly inspection. The date of the 
 monthly locomotive inspection and repair report should be 
 the date on which the work is completed and the locomo- 
 tive made ready for service. 
 
 (d) If stay bolts which are behind brickwork or behind 
 grate bearers have a telltale hole three-sixteenths inch 
 in diameter their entire length which is kept open at all 
 times, the removal of the brickwork or grate bearers each 
 month for the purpose of hammer testing such bolts will 
 not be required. This will not, however, relieve from 
 making a thorough inspection when the brickwork is re- 
 moved, nor will it relieve from removing the brickwork 
 for an inspection whenever a United States inspector or 
 the railroad company's inspector considers it desirable or 
 necessary. 
 
 RULE 23. Method of testing flexible stay bolts with caps. 
 (a) When locomotives are stored for 1 or more full calendar 
 months, the removal erf flexible stay-bolt caps for the pur- 
 pose of inspection will be due after 24 calendar months' 
 service, provided such service is performed within 3 con- 
 
secutive years. Portions of calendar months out of service 
 will not be counted. Time out of service must be properly 
 accounted for by out of service reports filed with the 
 United States inspector and notations of months claimed 
 out of service made on the back of each subsequent in- 
 spection report and cab card. 
 
 (6) A locomotive stored when flexible stay-bolt cap re- 
 movals are due need not be given such test until imme- 
 diately prior to being returned to service. 
 
 (c) When locomotives are being given their annual in- 
 spection and test, flexible stay-bolt caps should be removed 
 at the time of making this inspection, if they become due 
 for removal before another annual inspection is due, and 
 their removal shown on Form 3. One of the principal 
 reasons urged for extending the time for removal of flexible 
 stay-bolt caps from 18 months to 2 years was for the purpose 
 of bringing the test due at every second annual inspection. 
 
 RULE 24. Method of testing flexible stay bolts without 
 caps. (a) A locomotive stored when test of flexible stay 
 bolts without caps is due need not be given such test until 
 immediately prior to its being returned to service. 
 
 RULE 25. Broken stay bolts. (a) "Plugged" stay bolt 
 means telltale hole has been plugged or riveted over or tell- 
 tale hole missing. 
 
 (b) Telltale holes leaking, plugged, riveted over, or miss- 
 ing will be counted as broken stay bolts. 
 
 RULE 26. Telltale holes. (a) When telltale holes one- 
 eighth inch in diameter were drilled in stay bolts applied 
 before July 1, 1911, they have been accepted, provided 
 they were of proper depth and were kept open. 
 
 RULE 27. (a) All stay bolts behind frames and braces 
 should be drilled when the boiler is taken from its frame, 
 or at the first opportunity that the bolts are available for 
 drilling. 
 
8 
 
 KULE 31. Method of testing steam gauges. (a) At points 
 where monthly or annual inspections and tests are required 
 to be made a dead-weight tester should be supplied. 
 Where test gauges are used, it must be known that the 
 test gauge is accurate when comparisons are made; when 
 testing steam gauges, they should be removed from the 
 boiler. Comparison with a second gauge attached to the 
 boiler under pressure is not considered safe and proper 
 practice. 
 
 RULE 33. Boiler number. (a) The builder's number, if 
 known, should be stamped on the dome with figures at 
 least three-eighths of an inch high, preceded by the 
 builder's name or initials, as "Baldwin No. 000." If 
 builder's number is unknown, the assigned number 
 should be stamped on the dome, preceded by the name or 
 initials of the railroad, as "B. & O. No. 000." Boiler 
 numbers once recorded on specification cards can not 
 thereafter be changed. (See rule 54, item 6.) 
 
 (6) In either case the number and initials should be 
 stamped horizontally on the front side of dome ring near 
 the top. 
 
 (c) If a pressed-steel dome is used, the number and 
 initials should be stamped horizontally on the front side of 
 the dome at the upper edge of the vertical surface. 
 
 (d) No objection has been made to the location of the 
 number stamped on the dome where such work was done 
 previous to the time a standard location was decided upon. 
 
 (e) Numbers which are stamped after January 10, 1912, 
 however, should be in the proper location. Only the 
 minimum size of the figures has been fixed. 
 
 RULE 38. Water-glass valves. (a) No particular type of 
 valve is required for water glasses or drain cocks, but such 
 valves must be kept tight, and must be so constructed that 
 they can be kept clean and open and so located and main- 
 tained that they can be easily opened and closed by hand, 
 extension handles being provided if necessary. 
 
9 
 
 RULE 41. Water and lubricator glass shield. (a) Since 
 July 1, 1911. the effective date of the locomotive boiler 
 inspection law, a great number of accidents have been 
 reported growing out of burst water and lubricator glasses. 
 In an effort to effect a diminution of water and lubricator 
 glass accidents, instructions have been issued to all 
 Government inspectors to remove from service all loco 
 motives which are not equipped with water and lubricator 
 glass shields in accordance with the rules. 
 
 (6) As practically all water-glass shields are patented, 
 this bureau can not undertake to approve any particular 
 style of shield. 
 
 \ spiral used as a shield is not considered a satis- 
 factory compliance with rule 41. 
 
 (rf) Shields of wire mesh have been accepted, provided 
 the wire used in their construction is allowed to run no 
 coarser than eight meshes per inch. 
 
 (e) Water glasses and water-glass shields should be so 
 located, constructed, and maintained that the enginemen 
 can at all times have a clear and easy view of the water 
 in the glass from their usual and proper positions in the 
 cab. 
 
 RULE 43. Regarding injectors. (a) Injectors and long 
 injector steam pipes should be securely braced so as to 
 avoid vibration. Records show that many serious and 
 fatal accidents have been caused by the failure of in- 
 jector steam pipes and connections. 
 
 RULE 44. Flue plugs. (a) If a plug is driven in, regard- 
 less of size of hole in it. it will have to be removed in ac- 
 cordance with rule 44. If plug is rolled and prossered, it is 
 construed as a thimble and no objection will be interposed 
 to its use at present, providing the number applied are not 
 excessive. The use of flue thimbles, however, is not con- 
 sidered good practice. 
 
10 
 
 RULE 45. Time of washing boilers. (a) All water changes 
 have not been considered as washouts, and no objection 
 has been made to the removal of the plugs in the water 
 legs to facilitate the emptying of the boiler; however, 
 where all plugs in water legs and back head plugs or plugs 
 in the barrel of the boiler are removed and hose used, it is 
 considered a washout, and it is insisted that all plugs )>e 
 removed and the boiler properly washed. 
 
 (6) The removal of all plugs and a thorough washing of 
 the boiler is also insisted on as often as water conditions 
 require. It is not a compliance with this rule to remove 
 all plugs once each month where water conditions require 
 a more frequent washing. All plugs must be removed each 
 time the boiler is washed. Experience has demonstrated 
 that it is just as important to get all the soluble matter 
 which causes foaming out of the boiler as it is to get out the 
 incrusting solids. 
 
 RULE 46. Plugs to be removed. (a) The rules require 
 that all washout plugs must be removed. We find that 
 some roads claim that washout plugs are inspection plugs: 
 but all inspection plugs should be considered as washout 
 plugs, as they were put in the boiler for the purpose of 
 washing the boiler and inspecting the boiler during the 
 washing of the same. 
 
 RULE 47. Water tubes. (a) Arch and water bar tubes 
 should be thoroughly cleaned with a mechanical cleaner 
 each time the boiler is washed; it is insisted that they be 
 thoroughly cleaned in this manner at each monthly and 
 annual inspection. Arch or water bar tubes found defec- 
 tive, blistered, or bulged should be removed. 
 
 RULE 51. Monthly locomotive inspection and repair re- 
 port. (See Interpretations of rule 159.) 
 
 RULE. 53. Annual locomotive inspection and repair re- 
 port. (See Interpretation of rule 161.) 
 
11 
 
 RULE 54. Specification card. (a) As some misunder- 
 standing has arisen regarding boiler Form No. 4, specifi- 
 cation card, due to misprint in the original edition, you 
 are advised that the first line of this form should read: 
 
 ' 'Specification Card for Locomotive No ," the word 
 
 "Boiler" in this line being in error. The road number of 
 locomotive only is desired in this line. The builder's 
 number of boiler should, however, appear in second item 
 at left of first page, and also in affidavit at bottom of second 
 page. 
 
 (6) If builder's number of boiler is unknown, a number 
 should be assigned to the boiler, and the item "Builder's 
 No. of Boiler'' on specification card should be changed to 
 'Assigned Xo. of Boiler." This assigned number should 
 also appear in affidavit. The builder's number of the 
 boiler must be used wherever it is known. 
 
 (c) Where a boiler is changed from one locomotive to 
 another, such change must be promptly reported, giving 
 the locomotive numbers and boiler numbers involved- 
 When boilers are removed from locomotives, their dispo- 
 sition must be shown. Boiler numbers once recorded on 
 specification cards can not thereafter be changed. 
 
 (d) See rule 33, paragraphs a, b, and c, and item (e), Ex- 
 hibit 2, of the interpretations. 
 
 RULE 55. Accident reports. (See Interpretations of rule 
 162.) 
 
 RULE 104. (a) Any competent employee can be desig- 
 nated as an inspector. 
 
 (6) At terminals where roundhouse foreman or general 
 foreman is unable to approve reports on account of lack of 
 personal knowledge, the reports may be approved by a, 
 gang foreman who has direct knowledge that the work has 
 been done. The person, however, approving the report 
 must be one with responsibility. 
 
12 
 
 (c) The initials of the road need not appear, providing 
 there are no duplicate engine numbers so long as there is 
 sufficient information to properly identify the locomotive. 
 
 (d) The instructions shown on the approved form, or 
 "Locomotive Inspection Report," should not be varied 
 from, nor should the form shown as Exhibit 9 be materially 
 varied from. Additional items may be added to this 
 form covering anything the railroad company may desire 
 to have inspected. 
 
 (e) In road service the word "trip " as used in this rule 
 is held to mean one way over a division or district. On 
 branch or turn-round runs where one trip is made in a 
 day, "trip " will be held to mean "round trip." 
 
 (/) In suburban, transfer, or short branch -line service 
 where more than one round trip is made each day, also 
 in yard service, "day's work " (instead of trip) will apply. 
 
 (g) For locomotives which make one or more round trips 
 per day with one end of the run a shop point, inspections 
 made daily at such point will be accepted as meeting the 
 requirements of the rule, even though the day's work is 
 not completed there. 
 
 (h) In work-train or other service where locomotives 
 are temporarily tied up at outlying points where repairs 
 can not be made, inspection reports may be sent to the 
 terminal at which the locomotive is cared for. 
 
 (i) For double-crewed locomotives in yard service 
 where crews change in the yard, one inspection and report 
 each 24-hour period are required. This may be made 
 when the locomotive is taken in for fuel, water, or fire 
 cleaning. Where such locomotives do not go to the shop 
 for this, an inspection period must be provided and the 
 inspection, as provided by rule, made at least once each 
 24 hours. 
 
 (j) The number of inspections and reports required by 
 the rule are minimum requirements and the above ex- 
 planations are not intended in any way as modifications. 
 
13 
 
 RULE 107. Regarding air compressors. (a) The 8^-inch 
 120-foot Westinghouse low-pressure cross-compound air 
 compressor having come into use since the promulgation 
 of this rule, the chief inspector has consented that in order 
 to maintain an approximate 80 per cent efficiency for 
 such pumps they should under test make 
 100 single strokes per minute; 
 Air pressure maintained, 60 pounds; 
 Orifice diameter, || inch ; 
 Orifice otherwise of the same dimensions as shown 
 
 in figure 14 on page 88 of Rules. 
 
 The requirements of rules 106 and 107 to be otherwise 
 complied with. 
 
 RULE 108. Testing main reservoirs. (a) Test should be 
 applied to the main reservoir at the same time the hydro- 
 static test is applied to the boiler. For locomotives 
 stored for 1 or more full calendar months, this test will be 
 due after 12 calendar months' service, provided such 
 service is performed within 24 consecutive months. (See 
 Interpretation (d) of rule 17.) 
 
 RULE 116. Cabs. (a) It is permissible to protect cab 
 windows on second engine in double heading with a 
 screen. 
 
 (6) Obstructions located in front of cab windows so as 
 to destroy a clear view of track and signals when looking 
 ahead through these windows will not be considered a 
 proper compliance with this rule. 
 
 (c) Clear vision windows, or the double front windows 
 as required by the Board of Railway Commissioners for 
 Canada in their General Order No. 131, should be applied 
 to all locomotives operating north of a line drawn due east 
 and west through Atlanta, Ga., Albuquerque, N. Mex., 
 and LOB Angeles, Calif. Clear-vision or double-glass 
 windows will not be required south of this imaginary line. 
 
 (d) Steam heating radiators must not be fastened to the 
 cab. 
 
14 
 
 RULE 117. Cab aprons. Records show many serious and 
 fatal accidents due to improperly designed, applied, and 
 maintained cab aprons. It is therefore construed that 
 
 (a) The width of a cab apron should be such that there 
 will be no danger of a man having his foot crushed when 
 locomotive takes a curve. 
 
 (6) Cab apron should be of sufficient width that it will 
 not drop between locomotive and tender, as to permit a 
 person standing on it to fall between, when draw bar is 
 disconnected and safety chains or safety bars taut. 
 
 (c) Cab aprons should be of sufficient length to approxi- 
 mately cover the space between locomotive and end sill 
 of tender, or tender deck where tender deck is shorter than 
 end sill. 
 
 RULE 120. Sanders. (a) The words "in line with the 
 rails" mean sand pipes fastened so that the sand will be 
 deposited on the rails. 
 
 RULE 122. Draw gear between locomotive and tender. (a) 
 "Ample strength" for safety chains or safety bars means 
 sufficient strength to prevent separation of locomotive and 
 tender if draw bar fails. 
 
 (6) The combined strength of safety chains and their 
 fastenings should be not less than 50 per cent of the strength 
 of the draw bar and its connections. 
 
 RULE 127. Pistons and piston rods. (a) See item (c), 
 rule 133, and Interpretation (6) of rule 133. 
 
 RULE 128. Rods, main and side. (a) Main rod strap- 
 bolt holes, when elongated or enlarged, may be reduced by 
 autogenous welding for reaming and refitting strap bolts. 
 
 (6) Special cases, such as floating bushing in back end 
 of main rod or side rod where it is intended that bushing 
 should turn, need not be provided with means to prevent 
 such bushing from turning. 
 
15 
 
 (c) Any means may be adopted for securing grease-cup 
 plugs in place that will prevent them from being thrown out. 
 
 RULE 133. Driving, trailing, and engine truck axles 
 (a) Worn-down axles may be turned down and used under 
 lighter equipment. It is suggested, however, that such 
 axles be thoroughly annealed before being further used 
 under such circumstances. 
 
 (6) The following abbreviations may be used in stamp- 
 ing "kind of material'' on driving, trailing, and engine 
 truck axles, piston rods, and crank pins: 
 
 I Iron. 
 
 S Steel. 
 
 H. T. S.... Heat Treated 
 Steel. 
 
 Thr Chrome. 
 
 Van Vanadium. 
 
 Nkl Nickel. 
 
 Nik Nikrome. 
 
 Cof. Proc. . Coffin Procc* 
 Cam .Spec.. Cambria Special. 
 Taj-. I Taylor Iron 
 
 RULE 136. Crank pins. (a) See item (c), rule 133, 
 and Interpretation (6) of rule 133. 
 
 RULE 139. Frames. (a) Broken frames properly 
 patched or secured by clamps or other usually recognized 
 means which prevent the frames from working will not be 
 objected to. 
 
 RULE 141. Pilots. (a) The minimum and maximum 
 clearance above the rails should be measured on straight 
 level track. 
 
 RULE 142. Spring rigging. (a) Adjusting weights by 
 shifting weights from one pair of wheels to another is 
 permissible. 
 
 (6) Broken springs not exceeding the requirements of 
 the rule may be repaired by applying clips, providing the 
 clips can be made to remain in place. 
 
 RULE 147. Driving and trailing irhcds. (a) The shim 
 which extends entirely around the wheel may be in three 
 or four pieces, providing they do not lap. Under no cir- 
 cumstances should there be more than two thicknesses of 
 shim at any one point. 
 
16 
 
 RULE 149. (a) A cracked hub properly repaired or 
 banded so as to hold hub from working is permissible. 
 
 RULE 151. (a) The weights in this table will be inter- 
 preted to be the total weight on all axles divided by the 
 number of axles. 
 
 RULE 155. Tender trucks. (a) Friction side bearings 
 will not be considered as in contact if you can see between 
 them on either side. 
 
 (6) The maximum clearance on rear truck is three- 
 eighths inch on each side and on front truck three-fourths 
 inch on each side, when the spread of side bearings is 50 
 inches. 
 
 RULE 157. Reversing gear. (a) Counterbalance springs 
 will not be required if the reversing gear can be handled 
 properly without it. 
 
 RULE 159. Monthly locomotive inspection and repair 
 report. (a) A monthly locomotive inspection and repair 
 report must be filed at least once each calendar month for 
 every locomotive in service and as nearly every 30 days as 
 operating conditions will permit; except, no monthly 
 report will be required for the month in which an annual 
 report has been filed. No objection, however, will be 
 taken by the Bureau of Locomotive Inspection if the 
 30-day period is not exceeded by more than 5 days 
 when conditions fully justify. The practice of making an 
 inspection during the first part of one month and a second 
 inspection during the latter part of the following month, 
 allowing a period between inspections to materially exceed 
 the 30 days, is not considered a proper compliance with 
 this rule nor with the intent and purpose thereof. 
 
 (6) All inspections and tests falling due at monthly 
 periods should be made while the locomotive is out of 
 service for this inspection. 
 
17 
 
 (c) The date of the report should be the date on which 
 the inspection and repairs are completed and locomotive 
 made ready for service. 
 
 (rf) When inspections are made at outlying points and 
 the foreman in charge makes the inspections and repairs, 
 in addition to certifying to the report, he may also sign as 
 officer in charge, inasmuch as he is the one being held 
 responsible. 
 
 (e) In subscribing to the reports any person authorized 
 to administer an oath may do so. 
 
 (/) The report should be sworn to by the inspector or 
 inspectors who make the inspections immediately after 
 the inspections and repairs have been completed and the 
 locomotive made ready for service. The officer in charge 
 certifies to the correctness of the report. 
 
 (g) If the railroads desire for their own protection to 
 have the master mechanic sign the report in addition to 
 the officer in charge, there is no objection to their doing so. 
 
 (h) It is not required that the affidavit be executed on 
 the reports filed in the railroad company's office. 
 
 (i) The reports must be filed with the United States in- 
 spector within 10 days after date of inspection. 
 
 (j) The matter of relieving the railroads from the pay- 
 ment of postage on reports is something over which the 
 Bureau of Locomotive Inspection has no jurisdiction. 
 
 (fc) So long as a locomotive remains on its wheels the 
 boiler and its appurtenances should be tested and made 
 to meet the requirements of the rules and regulations and 
 a report filed, as required by rule 51. 
 
 (I) When locomotives are used in stationary service, 
 items on the monthly locomotive inspection and repair 
 reports pertaining to the boiler and its appurtenances 
 should be correctly answered. 
 
 66441 21 2 
 
18 
 
 (m) Items pertaining to running gear, driving gear, 
 tender, etc., may be answered by stating "Used in sta- 
 tionary service." 
 
 (n) When the road number of a locomotive is changed, 
 the first inspection and repair report rendered thereafter 
 should show in the upper right-hand corner the old and 
 new number: 
 
 "Old No. 000 
 New No. XXX" 
 
 NOTE. See Exhibit 2, Instructions governing the preparation and 
 handling of locomotive inspection and repair reports. 
 
 RULE 161. Annual locomotive inspection and repair re- 
 port. (a) An annual locomotive inspection and repair 
 report should be filed at least once every 12 months. No 
 objection, however, will be taken by the Bureau of Lo- 
 comotive Inspection if the 12-month period is not ex- 
 ceeded by more than 10 days when conditions fully 
 justify. 
 
 (&) All inspections and tests falling due at annual pe- 
 riods should be made while the locomotive is out of service 
 for this inspection. 
 
 (c) The date of the report should be the date on which 
 the inspection and repairs are completed and locomotive 
 made ready for service. 
 
 (d) In subscribing to the reports, any person authorized 
 to administer an oath may do so. 
 
 (e) The report should be sworn to by the inspector or 
 inspectors who made the inspections immediately after 
 the inspection and repairs have been completed and the 
 locomotive made ready for service. The officer in charge 
 certifies to the correctness of the report. 
 
 (/) If the railroads desire for their own protection to 
 have the master mechanic sign the report in addition to 
 
19 
 
 the officer in charge, there is no objection to their < oing 
 so. 
 
 (g) It is not required that the affidavit be executed on 
 the reports filed in the railroad company's office. 
 
 (h) The reports must be filed with United States in- 
 spector within 10 days after date of inspection. 
 
 (i) The matter of relieving the railroads from the pay- 
 ment of postage on reports is something over which the 
 Bureau of Locomotive Inspection has no jurisdiction. 
 
 (j) So long as a locomotive remains on its wheels the 
 boiler and its appurtenances should be tested and made 
 to meet the requirements of the rules and regulations and 
 a report filed, as required by rule 53. 
 
 (k) When locomotives are used in stationary service, 
 items on the annual locomotive inspection and repair 
 reports pertaining to the boiler and its appurtenances 
 should be correctly answered. 
 
 (I) Items pertaining to running gear, driving gear, 
 tender, etc., may be answered by stating "Used in sta- 
 tionary service." 
 
 (m) When the road number of a locomotive is changed, 
 the first inspection and repair report rendered thereafter 
 should show in the upper right-hand corner the old and 
 new number: 
 
 "Old No. 000 
 New No. XXX" 
 
 NOTE. See Exhibit 2, Instructions governing the preparation and 
 handling of locomotive inspection and repair reports. 
 
 RULE 162. Accident reports. (a) Any accident result- 
 ing from failure from any cause of a locomotive or tender, 
 including the boiler, or any of their appurtenances, re- 
 sulting in serious injury or death to one or more persons, 
 should be immediately reported by wire to the Chief In- 
 spector at his office in Washington. D. C. Attention is 
 
20 
 
 directed to section 8 of the locomotive boiler inspection 
 act, as amended, which provides in part as follows: 
 
 * * * and where the locomotive is disabled to the extent that it 
 can not be run by its own steam, the part or parts affected by said acci- 
 dent shall be preserved by said carrier intact so far as possible without 
 hindrance or interference to traffic until after said inspection. * * * 
 
 (6) Regarding ''seriousness of accidents before being 
 necessary to report to Bureau of Locomotive Inspection 8 ' : 
 
 (c) A serious injury is defined as an injury which pre- 
 vents an employee from performing his accustomed duties 
 for more than 3 days in the aggregate during the 10 days 
 immediately following the accident. 
 
 (d) A "serious injury to a person other than an em- 
 ployee 7 ' is defined: "An injury sufficient to incapacitate 
 the injured person from following his customary vocation 
 or mode of life for a period of more than one day." This 
 trule applies also to employees classed as passengers or 
 
 respassers. 
 
 (e) Where injuries are of a lesser degree, they are not 
 the subject of report. 
 
 NOTE. See Exhibit 1. 
 
 MISCELLANEOUS. 
 
 (a) Regarding "Presence of representatives": In the 
 interest of harmony representatives of the carriers are re- 
 quested to be present wherever possible at all inspections 
 and investigations. 
 
 (6) It is also suggested that the employee or his rep- 
 resentative participate in the investigation of serious ac- 
 cidents where the employee is involved. 
 
 (c) The United States inspector can not make report to 
 the carrier's representative when inspections or investiga- 
 tions are made in the absence of the carrier's representa- 
 tive. 
 
INSPECTION OF BRAKE AND SIGNAL EQUIPMENT. 
 
 In general, the method of inspection and tests necessary 
 to determine if the brake equipment on the locomotive 
 is in proper condition as required by the various rules 
 should include the following details: 
 
 DAILY INSPECTION AT ROUNDHOUSE. 
 
 Compressor. It should first be known that the com- 
 pressor has received an orifice test within the period pre- 
 scribed by rule 107. If this has been done, the inspector 
 should note when the compressor is started that the main 
 reservoir pressure increases at about the normal rate; that 
 the strokes are uniform; that it is not pounding; that the 
 air strainer is clean and in good condition; that the piston 
 rod packing is free from leakage; that the steam end, 
 including steam cylinder valve chamber, etc., is not blow- 
 ing; that the compressor and its pipe connections are free 
 from leakage; that the drain cocks are operative; and that 
 necessary lubricating attachments are provided and in 
 good condition. 
 
 Compressor governor. It should be noted that the gov- 
 ernor stops the compressor when the maximum air pressure 
 has been obtained and permits it to start with a reduction 
 in the air pressure of not to exceed 3 pounds; that the 
 steam vent port is open; that the leakage at the vent is 
 not excessive; that the governor and its pipe connections 
 are free from leakage. 
 
 Brake valve. See that brake valves function properly 
 in each position, particularly noting the following: . 
 
 (21) 
 
22 
 
 Release position. In this position the warning port 
 should blow and if brake-pipe angle cock is opened there 
 should be a heavy continuous blow from the hose, and 
 main reservoir pressure should fall at a rapid rate. 
 
 Running position. It should be noted that the pres- 
 sure regulators maintain the main reservoir and brake 
 pipe at the pressures required in the service to which the 
 locomotive is assigned. 
 
 Holding position. It should be noted by the brake- 
 cylinder gauge that the brakes do not release or cylinder 
 pressure increase following an application. 
 
 Lap position. It should be noted that the equalizing 
 reservoir or brake-pipe pressure does not increase and that 
 the required maximum main reservoir pressure is obtained. 
 
 Service position. It should be noted that the equal- 
 izing piston lifts promptly after the movement of the 
 brake- valve handle to service position and seats promptly 
 upon return to lap position; also that there is no leak 
 from the brake-pipe exhaust port and that it is provided 
 with a proper fitting. 
 
 Emergency position. It should be noted that the dis- 
 charge from the brake valve is regular and that the emer- 
 gency action is secured.. With E. T. equipment see that 
 the usual increase in brake-cylinder pressure over that 
 obtained with a service application is obtained and that 
 the safety valve on the distributing or control valve is 
 blowing. 
 
 Independent or straight air brake valve. It should be 
 noted that the handle moves freely; that the brakes can 
 be applied and released at the usual rate; that the handle 
 spring will return the handle to proper position; that the 
 reducing valve controls the cylinder pressure at the 
 desired amount and that no leakage exists. 
 
23 
 
 Draining. Water or foreign matter should be drained 
 from the main reservoir; also from other parts of the 
 equipment which are provided with a drain, and in 
 freezing weather drain the triple valves when necessary. 
 
 Gauges. It should be noted that the air gauges have 
 l>een tested within three months and are located where 
 they may be conveniently read; that gauge glasses are 
 tight and dials are readable: that the pipes are connected 
 with the correct air volume, and that there is no leakage. 
 With brakes charged to standard pressure and the auto- 
 matic brake- valve handle in full release position, the 
 gauge hands of the duplex air gauge should register within 
 3 pounds of the same pressure. If the gauge is found to 
 register incorrectly, it should be properly tested and 
 repaired before being placed in service. 
 
 Date of tests and cleaning. It should be noted that 
 distributing or control valves, reducing valves, triple 
 valves, straight air double check valves, dirt collectors, 
 and brake cylinders are in a safe and suitable condition 
 for service; that they have been cleaned and lubricated 
 as required, and that proper record thereof has been made 
 in accordance with rule 111. 
 
 Piston travel. A full service application of the brakes 
 should be made, and the piston travel measured to see 
 that it does not exceed the limit fixed in rule 112. 
 
 Foundation brake gear. It should be noted that the foun- 
 dation brake gear is in a safe and suitable condition for 
 service and that all parts of it are at least 2\ inches above 
 the rails; that all pins are properly secured in place with 
 cotters, split keys, or nuts; that brake shoes are securely 
 attached, are approximately in line with the treads of the 
 wheels, and are of sufficient thickness to safely complete 
 a trip. 
 
24 
 
 Main reservoir leakage test. Charge main reservoir to 
 maximum pressure and reduce it 40 per cent. Place 
 automatic brake- valve handle in lap position, cut out dis- 
 tributing valve, and see that leakage from main reservoir 
 and related piping does not exceed 9 pounds in three 
 minutes. 
 
 Brake-pipe leakage test. Make a 10-pound brake-pipe 
 reduction from standard pressure with automatic brake 
 valve; then note the fall of pressure on the brake pipe or 
 equalizing reservoir gauge. This leakage should not 
 exceed 5 pounds per minute. 
 
 Brake-cylinder leakage test. With maximum brake-pipe 
 pressure and standard piston travel make a full service 
 application and close communications to brake cylinders. 
 Brake shoes should be held against the wheels with force 
 for at least five minutes. 
 
 Signal system. Determine by inspection that the signal 
 system is free from leakage and see that the air pressure is 
 standard, and that when a reduction is made in the signal 
 line the signal whistle responds promptly. 
 
 Quarterly orifice test of compressor. First see that leakage 
 from main reservoir and related piping is not excessive. 
 Place automatic brake valve in lap position, cut out dis- 
 tributing or control valve, apply test fitting with proper 
 orifice disk for the compressor to be tested, charge main 
 reservoir to 60 pounds, regulate the speed of the com- 
 pressor with the steam throttle until pressure remains con- 
 stant at 60 pounds, then count the single strokes of the com- 
 pressor per minute. (If test fitting is applied at rear 
 tender, distributing or control valve need not be cut out 
 and brake valve should be in full release position.) 
 
EXHIBIT 1. 
 
 TELEGRAPIC REPORTS TO THE BUREAU OF LOCOMOTIVE 
 INSPECTION. 
 
 All accidents resulting from failure, from any cause or improper condi- 
 tion, of a locomotive or tender, including the boiler or any of their appur- 
 senances, resulting in serious injury or death to one or more persons 
 thould be reported by telegraph to the Chief Inspector of Locomotives 
 at his office in Washington, D. C., in accordance with rules 55 and 162 
 of the Rules and Instructions for Inspection and Testing of Locomotives 
 and Tenders and their Appurtenances, approved by orders of the Inter- 
 state Commerce Commission of June 2, 1911, September 12, 1912, June 
 9, 1914, October 11, 1915, June 30, 1916, November 13, 1916, December 26, 
 1916, December 17, 1917 and April 7, 1919 
 
 "Death" is defined: "Casualty causing the death of a person within 
 24 hours after the accident." 
 
 A "serious in jury "is defined: " An injury which prevents an employee 
 from performing his accustomed duties for more than 3 days in the ag- 
 gregate during the 10 days immediately following the accident." 
 
 A "serious injury to a person other than an employee" is denned: 
 "An injury sufficient to incapacitate the injured person from following 
 his customary vocation or mode of life for a period of more than one 
 day." This rule applies also to employees classed as passengers or 
 trespassers. 
 
 Telegrams should be addressed: 
 
 A. G. PACK, 
 
 Interstate Commerce, 
 
 Washington, 
 
 The telegram should state: 
 
 1. Date of accident. 
 
 2. Place at which accident occurred. 
 
 3. Name of railroad. 
 
 4. Number of locomotive. 
 
 5. Nature of accident. 
 
 6. Number of persons killed or seriously injured. 
 
 7. Place where locomotive may be inspected or investigation 
 
 made. 
 
 It will not be necessary to report by wire or by letter accidents 
 caused by the failure of any part or appurtenance of the locomotive or 
 (25) 
 
26 
 
 tender, including the boiler, to the Bureau of Safety of the Interstate 
 Commerce Commission, except derailments and collisions as provided in 
 the "Accident reports act " approved May 6, 1910. 
 
 The making of telegraphic or mail reports above described, either to 
 the Bureau of Safety or to the Bureau of Locomotive Inspection, will 
 not relieve the carriers from reporting such accidents as required by law 
 in their monthly reports to the Bureau of Statistics of the Interstate 
 Commerce Commission. 
 
EXHIBIT 2. 
 
 INSTRUCTIONS GOVERNING THE PREPARATION AND 
 HANDLING OF LOCOMOTIVE INSPECTION AND REPAIR 
 REPORTS. 
 
 MONTHLY REPORT, FORM No. 1. 
 (See Exhibit 3.) 
 
 The month and year for which the report is filed should be inserted 
 in the upper left-hand corner of report, and the number of the locomotive 
 and the initials should be given in t he upper righ t -ban d comer . By the 
 initials of the locomotive is meant the initial of the road owning (not oper- 
 ating) the locomotive, and not the class designation. The name of the 
 company operating the locomotive should appear on the line at the top 
 of the report ; the initials of the company are not satisfactory. The loco- 
 motive number should be filled in on line 2 of the body of report and 
 should correspond with that given in upper right-hand corner of report. 
 The date and place that the inspection and repairs are made should be 
 filled in on line 3 of body of report. The date should be the date on 
 which repairs were completed. 
 
 Item 1 should show the date on which steam gauges were tested and 
 left in good condition. Steam gauges should be tested immediately 
 before the safety valves are set or any changes made in the setting. 
 
 Item S should show the pressure at which each safety valve is set to 
 pop. If the locomotive is equipped with only two safety valves the 
 space on report for the third safety valve should be filled in with the word 
 "None." The date of the setting should be given. 
 
 Item 3 should be answered "Yes" or "No." 
 
 Item 4 should be answered "Yes" or "No." 
 
 Note: This question refers to all steam leaks other than those existing 
 in the boiler proper. 
 
 Item o requires two answers; first, showing condition of brake equip- 
 ment; second, showing condition of signal equipment. If signal equip- 
 ment is not used the answer should be "Not used." 
 
 Item 6 requires two answers; first, showing condition of draft gear; 
 second, showing condition of draw gear. The month in which the draw- 
 bar and pins are removed and inspected should show, in addition to the 
 two answers called for, " Removed and inspected," which may be placed 
 on the margin of the report if necessary. 
 (27) 
 
28 
 
 Item 7 should show condition of driving gear. 
 
 Item 8 should show condition of running gear. 
 
 Item 9 should show condition of tender. When locomotives have 
 saddle tanks and no tender this item should be answered "Not used." 
 
 Note: This answer should cover all parts of tender not covered in items 
 5, 6, and 8. 
 
 Item 10 requires two answers, and should be answered "Yes" or "No." 
 
 Item 11 should be answered "Yes" or "No." 
 
 Note: This item refers to all steam leaks existing in the boiler proper. 
 
 Item 12 requires two answers; first, showing condition of staybolls; 
 second, showing condition of crown stays. 
 
 Item 13 requires two answers; first, showing number of stay bolts 
 renewed; second, showing number of crown stays renewed. 
 
 Item 14 requires two answers; first, showing condition of flues; second, 
 showing condition of firebox sheets. 
 
 Item 15 requires two answers; first, showing condition of arch tubes; 
 second, showing condition of water bar tubes . If either are not used the 
 answer should be "Not used." 
 
 Item 16 should be answered "Yes" or "No." If not used answer 
 should be "Not used." 
 
 Item 17: Date of previous hydrostatic test must be given. 
 
 Item 18: Date of removal of caps from flexible stay bolts must be given. 
 If locomotive is not equipped with flexible stay bolts having caps the 
 answer should be "Not used." 
 
 ANNUAL REPORT, FORM 3. 
 (See Exhibit 5.) 
 
 The month and year for which report is filed should be inserted in the 
 upper left-hand corner of report and the number of the locomotive and 
 initials should be given in the upper right-hand corner. By the initials 
 of the locomotive is meant the initials of the road owning (not operating) 
 the locomotive, and not the class designation . The name of the company 
 operating the locomotive should appear on the line at the top of the 
 report; the initials of the company are not satisfactory. The locomotive 
 number should be filled in on line 2 of the body of the report and should 
 correspond with that given in the upper right-hand corner of report. 
 The date and place that the inspection and repairs are made should be 
 filled in on line 3 of body of report . The date should be the date on which 
 repairs were completed. 
 
 Item 1: Date of previous hydrostatic test must be given. 
 
 Item : Date of previous removal of caps from flexible stay bolts must 
 be given. If locomotive is not equipped with flexible stay bolts having 
 caps, the answer should be "Not used." 
 
29 
 
 Item 3: Date of previous removal of all flues must be given. 
 
 lUm 4: Date of previous removal of all lagging from boiler must be 
 given. 
 
 Item 6 should ?how the pressure applied when hydrostatic test was 
 given. 
 
 Item 6 should be answered " Yes " or " No." If flexible stay bolts are 
 not used, the question should be answered "Not used." 
 
 Item 7 requires two answers; first, should be answered "Yes" or "No"; 
 second, number of flues removed should be given. 
 
 Note: If locomotive is equipped with superheater flues and same are 
 not removed, but all of the small flues are removed, answer to the first 
 question should then be "Yes, except superheater flues," which notation 
 may be made on margin of report. When boiler is equipped with pre- 
 heat er flues, the date of removal of flues from boiler and preheater should 
 be given separately. 
 
 Item 8 should give the condition of the interior of the barrel of boiler, 
 if all flues are removed, or if a sufficient number of flues are removed to 
 allow a thorough examination of the interior of the boiler. If such a 
 number of flues are not removed, but the interior of the barrel above the 
 flues is examined, this item should give the condition of the interior of 
 the barrel above the flues. For example, " Good above flues." 
 
 Item 9 should be answered "Yes" or "No." 
 
 Item 10 should give the condition of the exterior of the boiler, if suffi- 
 cient lagging is removed to permit a thorough inspection. If not, the 
 answer should be " Not inspected." 
 
 Note: This inspection should be made while boiler is under pressure. 
 
 Item 11 should be answered "Yes" or "No." 
 
 Item 12 requires two answers, each of which should be answered "Yes" 
 or "No." 
 
 Item IS requires two answers; first, showing condition of crown stays; 
 second, showing condition of stay bolts. 
 
 Item 14 requires two answers; first, showing condition of sling stays; 
 second, showing condition of crown bars, as far as can be inspected. 
 
 Note: If boiler is not equipped with either sling stays or crown bars, 
 the answer to either question should be "None used." 
 
 Item Jo requires two answers; first, showing condition of fire-box sheets; 
 second, showing condition of flues. 
 
 Item 16 requires two answers; first, showing condition of arch tubes; 
 second, showing condition of water-bar tubes. 
 
 Note: When arch tubes or water-bar tubes are not used, the answer in 
 either case should be " Not used." 
 
 Item 17 should give the condition of throat braces, if inspected. If they 
 can not be inspected, the answer should be "Not inspected." 
 
30 
 
 Item 18 should give the condition of back-head braces, whenever it 
 is possible for these braces to be inspected. If not inspected, the answer 
 should be "Not inspected." 
 
 Item 19 should give the condition of front-flue sheet braces whenever 
 tis possible for these braces to be inspected. If not inspected, the answer 
 should be "Not inspected." 
 
 Item 20: If boiler is equipped with fusible plugs, should be answered 
 "Yes" or "No." 
 
 Note: If boiler is not equipped with fusible plugs, the answer should 
 be "Not used." 
 
 Item 21 should be answered "Yes" or "No." 
 
 Note: This question refers to all steam leaks existing in the boiler 
 proper. 
 
 Item 22 should be answered "Yes" or "No." 
 
 Item 23 should show the pressure at which each safety valve is set to 
 pop. If locomotive is only equipped with two safety valves, space on 
 report for third safety valve should be filled in with the word "None." 
 
 Item 24 should be answered "Yes" or "No." 
 
 Item 25 should be answered "Yes" or "No." 
 
 Note: This item refers to all steam leaks other than those existing in 
 boiler proper. 
 
 Item 26 should show pressure applied to main reservoirs when hydro- 
 static tests were applied. When new reservoirs are applied for which 
 a sworn report of hydrostatic test has been furnished by the builders, 
 the test pressure should be followed by the words "Builder's test." 
 
 Item 27 requires two answers first, showing condition of brake equip, 
 ment; second, showing condition of signal equipment. If signal equip- 
 ment is not used, the answer should be "Not used." 
 
 Item 28 should be answered "Yes" or "No." 
 
 Item 29 requires two answers first, showing condition of draft gear; 
 second, showing condition of draw gear. 
 
 Item SO should show the condition of driving gear. 
 
 Item 31 should show the condition of running gear. 
 
 Item 32 should show the condition of tender. 
 
 Note: This item to cover all parts of tender not covered in items 27, 
 28, 29, and 31. 
 
 GENERAL INSTRUCTIONS APPLICABLE TO BOTH 
 MONTHLY AND ANNUAL REPORTS. 
 
 FORMS 1 AND 3. 
 
 (a) The report may be signed and certified to by one or more inspectors. 
 If one inspector has personal knowledge that all the work shown on the 
 report has been performed, he may so certify; otherwise, each inspector 
 
31 
 
 should sign, in which case each should indicate before his signature the 
 number of the items to which he is certifying. For example: 
 Form Xo. 3. Items 1 to 11, John Smith. 
 
 Items 12 to 21, William Johnson. 
 Form Xo. 1. Items 1 to 5, John Smith. 
 Items 6 to 9, Frank Jones. 
 
 (6) Exhibits 3 and 5 show how reports should be made out when 
 signed by one or more inspectors. 
 
 (c) The officer in charge must know that work has been properly 
 done. If the master mechanic or general foreman has such knowledge, 
 reports signed by him will be accepted, otherwise they should be signed 
 by the foreman who is in direct charge of the work and has personal 
 knowledge that it has been properly performed. 
 
 (d) Monthly and annual reports should be sworn to before a notary 
 public by the inspector making the inspection. The officer in charge 
 certifies to the correctness of the reports. 
 
 (e) It is desired that the reports be filled in with typewriter, ink, or 
 rubber stamp. While the use of indelible pencil is allowed, typewriter 
 or ink is preferred. 
 
 (/) Reports which are sent in to take the place of ones previously filed 
 but which were incorrect should bear the notation "Corrected report'' 
 at the top of the report, and should be forwarded to the Federal 
 inspector, unless otherwise advised. 
 
 (g) Such words as "Safe"' and "O. K." should not appear in any 
 answer to the items on either report. The answers should show the 
 exact conditions found. 
 
 (ft) Where the questions require the condition to be shown, the 
 answers may be either ''Good," "Fair," or "Bad," and the following 
 definitions \villapplytothese terms'. 
 
 Good: That part or parts have no defects which could be discov- 
 ered by a reasonable inspection. 
 
 Fair: That the part or parts have defects, but are in a safe and suit- 
 able condition, and not in violation of the rules. 
 Bad: That the part or parts are not i n a safe or suitable condition, 
 
 or are in violation of the rules. 
 
 (i; It is not required to have the affidavit executed on the report filed 
 in the railroad company's office. 
 
 (j) No monthly report, Form 1, will be required for the month in 
 which an annual report, Form 3, has been made. 
 
32 
 
 OUT OP SERVICE REPORT. 
 (See Exhibit 4.) 
 
 (a) Out of service reports may be filed for locomotives which are out 
 of service for an entire calendar month, or are out of service when due 
 forinspection and remain out for the balance of the month. 
 
 (&) When out of service report has been filed, an inspection must be 
 made and report filed before the locomotive is again returned to service. 
 
 (c) Out of service report should not be filed until the end of the month 
 for which it is to cover. They need not be sworn to, but should be 
 signed by the officer in charge. 
 
 FINAL REPORT. 
 (See Exhibit 6.-) 
 
 (a) When a locomotive is permanently retired from service on account 
 of having been condemned, scrapped, or sold, a final report, on Form 3, 
 giving the locomotive number and the boiler number, should be filed 
 with the Federal inspector. This report is to be certified to by the 
 mechanical engineer or chief mechanical officer and when filed will close 
 the record for the locomotive so reported and further reports need not 
 be filed. 
 
 (6) If the boiler only is scrapped or otherwise disposed of and the loco- 
 motive continued in service with a new boiler, the report should show 
 the number of the new boiler with the disposition and number of the 
 old boiler. 
 
 (c) Where a boiler is changed from one locomotive to another, such 
 change must be noted on the report, giving the locomotive numbers 
 and boiler numbers involved. 
 
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 EXHIBIT 7. 
 
 Specification Card for Locomotive No. 
 
 Owned by 
 Operated by. 
 
 Railroad Company. 
 Railroad Company. 
 
 Builder's No of Boiler 
 
 ITront tube __ .. Mlifk, 
 
 Whwilmilt 
 
 1st course " T diam. 
 
 Where built 
 
 td " " " 
 
 Type of boiler . . 
 
 3d " " . " 
 
 Material of boiler shell sheet* 
 Material f rt .. 
 
 Ma*..- WbtnoMMM an aol erliadrital (in iMid. duottar at 
 
 IV-me where locitod 
 
 Firebox: 
 
 Grate area in sq. ft, . _ 
 
 Thickness of sheet*- 
 
 Height of lowest reading of gauge glass above crown 
 beet 
 
 TnK, Crown -? 
 Door Combustion r>imh7- 
 
 Height of lowest gauge cock above crown sheet 
 Water-bar rubes, O.diam thicknesi.,. 
 
 Inside throat (if tube sheet is in two plecos}_ 
 External firebox: 
 Thicknessof sheets throat back head 
 
 
 Roof sides 
 
 
 DofTin intide diftm 
 
 Safety valve.: 
 
 Mb M. *.. lOK 
 
 Firebox stay bolU, 0. diam spaced x 
 Combustion chamber stav bolts, 0. diam ._ 
 " " spaced _x 
 Crown st&yd, 0. dlaai., top bottom 
 
 Thickneas of sheet ban liner 
 Were yon furnished with authentic records of the 
 testa of materials used in boilerr 
 Records on file in the office of the 
 of the Company 
 show-that the lowest tensile strength of th sheets 
 in tire shell of this boiler i? : 
 1st course _ _,.. pounds per sq. in. 
 
 Is boiler shell circular at all points? 
 
 Crown-bar rivets, 0. diam., top bottom 
 " spaced x 
 
 If shell is flattened, state location and amount 
 
 Water space at firebox ring, sides _ _ 
 back .front , 
 
 Are all parts thoroughly stayed? 
 
 Width of water space at sides of firebox measured at 
 
 
 ntr line of boilet, front back ._. 
 
 Is boiler equipped with f usiblo pings f 
 
 Hake working sketch here or attach drawing of longitudinal and circumferential seams used in shell of 
 bUr, indicating on which coams used, tad give calculated cfacieacy o| weakest longitudinal team. 
 
Tha jnaiinnim stresses at the allowed working pressure were foUnd by calculation to ba as follows: 
 
 Stay bolts at root of thread Ibs. persq. in. 
 
 Stay bolts at reduced section _ " 
 
 Ciown stays or crown-bar rivets at root of thread or 
 
 smallest section, top ....'. -' Ibs. persq. in. 
 
 rown stays or crowa-bar rivets at root of thread or 
 
 Round and rectangular braces Ibs. per sq. in. 
 
 Ousset braces _ " ' " " 
 
 Shearing stress on rivets . _ " " " " 
 
 Tension on not section or" plate in longitudinal seam of 
 lowest efficiency, pounds per sq. in 
 
 Crown stays or crow-a 
 smallest section! bottom lb. peT Bq. in. 
 
 Dimensions and data taken from locomotive were furnished by - 
 
 Data upon which above calculations wera made wire obtained from drawing No. .- _ _ 
 
 JatsJ._ ,' _.- 'turniehod by ..Company. 
 
 _ being duly sworn says that ho is the officer who 
 
 signed tho foregoing specifieatiu-i, tiat he has satisuod himself of the correctness of ths drawings aul data 
 usod, has verified all of the calculations, and has examined tho record of present* condition of bcilor dated 
 
 ^_ ,anu sworn to by inspector .- 
 
 and believes that the design, construction, and condition of Woibr So. renders it sii'a for a worWnc 
 
 pressure of '. pounds per square inch. 
 
 Subscribed and sworn to before m 
 this ........... dvof_ ........... ,131 
 
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INSTRUCTIONS FOR PREPARING FORM 19. 
 
 Follow paragraph b, rule 54. 
 
 Describe accurately what alterations were made. 
 
 The location and extent of cracks, pitting, corrosion, 
 and grooving must be shown and dimensioned unless the 
 defective plate is removed. 
 
 Drawing must show whether the plate underneath patch 
 was removed. 
 
 Report must state whether iron or steel rivets were used. 
 
 The size of rivet holes must be given as well as the size 
 of the rivets. 
 
 If authentic records of the tests of material used in 
 making repairs can be obtained, the lowest tensile strength 
 as shown by test must be given; otherwise 50,000 pounds 
 for steel and 45,000 pounds for wrought iron will be 
 allowed as provided by rule 4. 
 
 In case of patches applied prior to July 9, 1914, if there 
 is no authentic record of the date when or the shop where 
 the alteration was made, insert the word " Unknown" in 
 the proper blank spaces. 
 
 It is not necessary to report patches on surfaces sup- 
 ported by stay bolts. 
 
K 3 
 
 e 
 
 3 
 
YA 06595 
 
 JVJ97 
 
 THE UNIVERSITY OF CALIFORNIA LIBRARY