The carman's helper

CHAPTER I Introduction i

Plea for Better Maintenance— The Difficulty of The Problem — Present Tendencies — Why Cars Come to The Rip-Track — The Value of Classified Repairs— Car Maintenance Standards Correspond with Mental Standards of The Rank and File — Present Equipment — Necessity the Mother of Invention — The Carman and His . Work — Qualification of The Carman — Temporary Repairs — Resourcefulness — The Blue Flag Rule — Definitions of Repairs.

CHAPTER n Organization and Supervision 27

The Human Element in Shop Efficiency — Local Conditions Govern — Qualities Demanded by The Man in Charge — The Importance of Personality — Promoting Wrongly — The Value of Optimism and Humor — The Foreman's Attitude Reflected in The Men — How to Handle Men — A Difference Between Men and Machines — Difficulties which the Car Department Labors Under — The Effect of Craft Organization on Shop Organization — Working Schedules — Typical Suggestions for Facilitating Work.

CHAPTER III Light Repairs and Inspection 33

The Outside Repair Point — Interchange Records — Repairs Made — Methods Used in Repairing — Renewing Knuckle Pins and Brake Shoes — Journal Brasses — Renewing Knuckles — Renewing Springs or Followers — Renewing Lug or Draft Castings— Renewing Lug Straps or Gland Straps — Repairing Arch Bars — Renewing Riveted Coupler — Renewing Keyed Coupler— Light Repairs to Side Doors, Tracks, Door Stops, Door Hasps, Locks and. Guides — Taking Up Slack in Brake Rigging — Repacking Journal Boxes in Train Yard — Replacing Missing Cotter Keys — Replacing and Repairing Defective Air Hose, Angle Cocks and Broken Brake Pipes — Methods ■of Work — Material Required — Tools.

CHAPTER IV Points Where a Small Force Is Employed 4T

Number of Men Employed — Conditions— Hours of Work — Meeting Point for Trains— Inspection— Repairs Made — Replacing Broken or Missing Brake Beams and Rigging — Using Second Hand Material — Taking Measurements for Brake Rods — Testing Brakes — Trussing Car Body — Renewing Truck Springs — Applying Spring Shims — Removing Truck Springs — Cars off Center — How Repaired — Straightening Center Pins — Closing Hopper Car Doors — Changing Wheels — Arch Bar Truck — Wheel Records, Proper Information — Care of Journals, Boxes, Brasses, Etc. — Lining Bolt Holes in Arch Bars — Changing Wheels in The Fox Truck, Bettendorf Truck and Vulcan Truck — Methods Used — Jacking Up Cars for Repairs — Kinds of Wheels — Wheel Failures — Brake Burn or Burnt Chill — Chipped Rims — Shelled Out — Cracked Plates — Brake Slide — Wheel Transferring — Applying Draft Bolts — Center Plate Bolts — Transferring Loads — Instructing Shippers on Proper Method of Loading Cars — Transferring Long Poles — Transferring Oil — Repairing Broken Side and End Ladders — Carding for Wrong Repairs — Repairing Running Board — Taking Records of Repairs — Proper Information.

Chapter V

Definition — Preparing for Promotion — The Train Yard — Inspection of Incoming Trains — Light Bad Order Tracks — Care of Hand Brakes — Division of Yard Force —"Light" Bad Order Card— "Heavy" Bad Order Card — Th€ Car Oiler — Stirring Up Packing — Mis-use of Oil Can — Inspection of Safety Appliances — Number of Men — Requirements of Safety Appliances — Tools — Two Handy Wrenches — Material — Repairs Made — Sill Steps and Hand Holds — Brake Staff and Connections — Running Boards — Making Up Trains — Stretching Trains — Testing Leaks — Proper Piston Travel — Air Brake Defect Card — Percentage of Air Brakes in Service.

Chapter VI

Location of Repair Tracks — Plan of Car Department Property — Service Tracks — Repair Tracks — Buildings — Number of Men Employed — Repairs Made — Light Work — Heavy Repairs — Draft Timbers — End Sills — End Plates — Adjusting Height of Couplers — Patching Coal Car Siding — Truck Bolsters — Swing Beam Bolsters — Body Bolsters— Needle Beams— Splicing Car Sills- Grain Leaks — Renewing Corner Posts — Renewing Ridge Pole— Steel Cars— Light Repairs — Straightening and Light Bending — Tools — Steel Draft Timbers— False Bracing for Shop Movement.

TABLE OF CONTENTS

Chapter VII

Outline — Methods Used — The Car Repair Problem — The Repair Tracks — The Shop and Equipment — Stock and Method of Handling — Cranes and Air Hoists — Reclaiming Material — Scaffolds — The Repairs— General Rebuilding — Bulged Gondolas — Reinforcing Car Ends — Special Draft Rigging Repair — Underframes — Center Channels — Making Money by Saving Money.

CHAPTER VIII Steel Car Repairs Ill

Separate Craft — Classification of Steel Car Repairs — Light Repairs Defined — Heavy Repairs Defined — Autogenous Welding — Punch and Shears — Presses — Cars Repaired by Steel Workers — The "Old Man" — Rivet Guns — Tank Cars — Method of Gauging — Importance of Steel . Car Repairs.

Chapter IX

Division of Work — Air Brake Parts — Brake Rigging Parts — Outside Work — Inside Work — The Triple Valve — How Tested and Cleaned — Gaskets and Seats — The Triple Valve Packing Ring — How to Handle Repairs to Ring — Feed Grooves — Slide Valve Repairs — Triple Valve Piston and Emergency Valve Repairs — Slide Valve Springs — Lubrication of The Slide Valve — Check Valve — Lubrication of The Piston — Retaining Valve — Testing of Same — Location of Retaining Valve — Brake Cylinders — Cleaning and Lubricating — Stenciling — M. C. B. Recommendations — Testing Brake Cylinders — Piston Travel — Rip-Track Inspection.

CHAPTER X Air Brakes (Recommendations) 131

Brake Cylinders and Reservoirs — Release Valve and Rod — Automatic Slack Adjusters — Pipes — Brake Pipe — Retaining Valve Pipes — ^^Triple Valve Exhaust Pipe — Braking Powar — Recommendations — Leverage — Figuring Braking Power — M. C B. Brake Beam Requirements — Hose — Hand Brake Power.

CHAPTER XI Air Brakes (Testing Freight Trains) 141

Obligations of The Mechanical Department and Transportation Department — Compressed Air at Yards — Incoming Test — Piston Travel — Defective Brakes from Over Dating — Forms for Handling Over Dated Brakes — Records — Brake Pipe Tests — Out Bound Tests — Brake Rigging Inspection — Testing Hand Brakes — Triple Valve Leaks — Stretching the Train — ^^The Necessity of Sufficient Number of Men for the Work.

CHAPTER Xn

Derailments and Derrick Cars 149

Location — Crew — Causes of Derailments — Low Rail Joints — Combination Defects — Spread Track and Chill Worn or Flange Worn Wheels — Tractive Effort of Locomotive — Handling Derailments — Dispatcher's Knowledge of Location — Methods Used — Conditions — "The Big Hook" — The Wrecking Train — Tool Car- Tools — Other Uses for The Wrecker.

CHAPER XHI

Ideas Prevailing — Economical Methods — Danger of Hot Boxes — Causes — Excessive Bearing Pressure — Lack of Wick Contact — Excessive Friction — Properties of Packing — Capillary Attraction — Inferior Bearing Metal — Brass and Lining Requirements — Crown Bearing — Brass Pinching The Journal — Uneven Contact — Wick Contact Defined — Dry Waste — Dirty Waste — Water in Packing —Saturation Test— Short Stock— The Value of Maintaining Box Covers — Preparing Waste for Packing — Temperature and Grade of Oil — The Soaking Vat — Worn Brass-Cut Journal — Changing Brass Wheel Holder — Proper Methods of Packing — Inspection of Wedges, Bearings, etc. — Oiling — Time of Packing Tools — The Best Practice.

CHAPTER XIV

Practical United States Safety Appliances ~ 171

Freight Cars — Survey — Details of Equipment — Hand Brakes— Brake Shaft— Brake Chains— Brake Shaft Rest —Brake Step Foot Board— Ratchet Wheel— Brake Shaft Support— Brake Pawl— Brake Wheel— Location of Brake Shaft— Uncoupling or Operating Levers— Sill Steps — Caboose Platform Steps— Ladders, Side and End— Conference Ruling on Automobile Cars with Swinging End Doors— Ladders, Spacing of Treads— End Hand Holds, Horizontal and Vertical — Conference Ruling on End Hand Holds— Side Hand Holds, Horizontal and Verti-

TABLE OF CONTENTS cal — Side Door Hand Holds — Platform Hand Holds — Roof Hand Holds — Cupola Hand Holds — Running Boards — Safety Railings — End Ladder Clearances.

CHAPTER XV Safety First 189

Its Importance — The Important Thing to Do — Duties of Carmen — Action and Not Talk Necessary — Co-operation The Thing — Preventable Accidents — Improper Piling and Handling of Material — Watching the Unsafe Man — Taking Time — Importance of Signals — The Use of Trestles — The Deadly Nail — Safety First Appliances.

CHAPTER XVI

First Aid to The Injured 193

Origin — Meaning — Its Recognition — Organization — Classes.

CHAPTER XVIII

Inspection — Details — Air and Steam Heat Hose — Draft Gear — Wheels — Truck Frames — Truss Rods — Wrenches — Lighting Equipment — Dynamo Belts — Body Suspension Bolts — ^^Truck for Emergency Repairs — Handling and Care of Steam Heat — Pressure System — Vapor System — Frozen Hose — Proper Temperature of Cars — Leakage Valves — Working Steam through Cold Cars — Defective Drips — Condensation — Frozen Pipes — Care of Steam Hose — Automatic Drip Valves — General Rules of Car Heating.

Foreword

The growing recognition of the importance of the Carman's work but brings added responsibility ; and as 1 know the Carmen through long years of intimate and close contact, I know that that responsibility is being accepted in the right spirit and that today, as never before, the Carmen of our American railroads are giving to the service the very best that is in them.

The acceptance of this responsibility and the desire for improvement has reached me more positively in the last year than ever before, through many letters received from Carmen everywhere asking if there are not some books which would help to make them more efficient in their work.

It is hard to say "NO" to any railroad man, but to say "YES" in answer to this insistent and persistent demand for a book which would be of real value to the Carman in his work, has required much time and thought in order that something of real value might be produced.

The Carman's Helper is not intended to give utterance to any theories or ideas of my own. Rather it is a compilation of the best thought as I have obtained it from the hundreds of Carmen whom I count as my good friends. My thought has been rather to take from this one or that one, here or there, something that would be beneficial, and weld it all together in logical order and natural sequence ; and put it forth as compactly and as concisely as possible so that it might be something for ready and convenient use of the individual Carman.

Much has been written in regard to cars and car equipment but it has been spasmodic and unconnected utterances that have lacked the continuity and completeness which I trust has been attained in this book.

Far be it from me to claim any credit whatsoever for what appears in the pages which follow. I am under obligations to literally hundreds of Carmen for what appears between the covers of this book. Some of my good friends in the Car Department are too modest to allow me to refer to them by name; and to attempt to give credit to the few would be an injustice to the many. I have been writing to the Carmen direct through a great many different channels for many years. I have had letters from them literally by the thousands which I have always read with the greatest of pleasure and tried in the acknowledgment of them to show my appreciation of the many kindly things which they have said to me and of my work.

The opportunity presented here I welcome, and I say once more to the Railway Car Fraternity at large that I appreciate most deeply their friendship and good will and that in writing, I should rather say compiling, this book I have attempted to reciprocate. I submit this book not as a finished study but rather as a survey. Future revisions of the book will, I trust, be of still greater use and value to the Carmen of America.

As all Carmen know, the methods of making a given kind of repairs to a car vary greatly and depend on the type of car and appliances, the number of men, and facilities at the point where the car is repaired.

For this reason and in order to treat of the Carman's

FOREWORD work intelligently, we have found it necessary to discuss repairs at definite points. We have selected a number of terminals, starting with a very small terminal or a place where one man does repairs on a side track and discussed car work at this point. We have then selected a larger terminal, discussed the work there, and gradually worked up to the larger terminals.

The same kind of repairs may be mentioned in four or five different places in this book. But where different methods for doing the same kind of work are given, they usually show how the work is done under different conditions.

With this in mind. The Carman should be able to use this book to the greatest advantage regardless of whether he is located at a large repair point, a small repair point, or an intermediate repair point.

BRUCE V. CRANDALL.

The Third Edition.

I can only thank the Carmen of this country for the quick and enthusiastic endorsement of my efforts in this book, imperfect as the first edition was. The response was so quick that the first edition was sold out in six months, and the second edition in eight months.

The second and third editions were an improvement. Criticisms and suggestions from many Carmen have been acted upon in-so-far as is possible without unduly increasing the size of the book. Further suggestions are requested from every reader. H. K. C.

Introduction

At the present time there is a general plea for better maintenance of freight cars. Various influences have made the problem more difficult each year. The demands made on the cars have grown so fast that the closest attention to proper methods of maintenance are required.

The general pooling of cars took away the control over maintenance standards of a railroad's own equipment to a great degree. This is particularly noticed in the box car. A few years ago the majority of roads had from 35 to 45 per cent of their box cars on their own road. The percentage has now dropped as low as 7 to 1 2 per cent.

The tendency has been to slight repairs to cars, not alone for selfish reasons but for the reason that repairing cars of another standard presents difficulties not found on system cars. Material is usually on hand for the home road car, and the men understand these particular repairs.

Some method for better maintenance standards should be devised which would force all roads to maintain higher standards. Unless this is done the general average throughout the country will be lowered still further. It would not be economical to maintain all cars to 100 per cent efficiency, as some ladino- can hr carried in cars in just a fair condition. Figures disclose the fact that 72 per cent of freight requires cars in first-class condition, but 28 per cent can be handled by cars in only fair condition.

Very few cars come to the rip-track for repairs caused by natural wear;- or- the elements. The car body is the first to feel the influence of age, but even in the car body deterioration is effected mainly by switching shocks, starting and stopping, and shifting loads. The repairs to draft gear, trucks and air brakes are necessary because of excessive shocks, improper equipment, improper installation, poor maintenance and faulty repair and inspection.

Figures have brought out the fact that the greater the percentage of "bad orders" on a road, the greater the number of men used for repair work and the greater the percentage of cars repaired annually ; whereas a minimum number of "bad orders" produces an opposite effect which goes to show how expensive poor maintenance can be.

A road with a high standard will cut down damage claims due to defective equipment and also reduce delays. This means greater dividends. Classified repairs would go a long way toward making every road do its share for bettering maintenance.

This brings us to the problems of the individual road. It may have an ideal system of rules for bringing out that which is best but when an official in charge of car repairs has a high percentage of obsolete light capacity cars which must be maintained from year to year, he turns instinctively to the working force to end his troubles. Car standards will never improve without a correspondingly higher mental standard in the rank und file which must maintain the improvement.

The progress that has been made in the Car Department in the last few years is a matter of great satisfaction to the Carman of today. Those of you who have followed the game from the early stages of development to the present time, know that the wooden underframe car is a relic of the ancient Car Department.

Relics as a rule are typical of things not in general use. But we have many thousand wooden underframe cars running today.

These cars must be kept in service for some time to come^ and their repairs must be maintained with the repairs to our more modern equipment. To do this our shops and repair points to a certain extent, must be equipped with facilities for correcting defects and rebuilding both wooden and steel cars.

Necessity is the mother of invention. Because it was found necessary to have greater strength for heavier loads and greater buffing shocks, and because of safety requirements, we see the development of the car from the ancient to the modern type.

Modern repair tracks and shops have the facilities for doing repair work well in the shortest possible time. In these days of competition it cannot be otherwise. The man who can keep the cars in service is the man who is recognized and promoted. There are many differences of opinion, however, as to what types of tools, appliances and equipment are the best. This is due mainly to the fact that railroading has developed so fast that it has seemed impossible tO' keep records and compile the evidence which will show by comparison what methods, what types of tools, appliances and equiprnent are the best.

THE CARMAN AND HIS WORK.

The Carman, be he a repair man or an inspector, lives a life of his own. In no other branch of railroading is there the same degree of quiet reserve and resourcefulness as is found among those who inspect cars and repair the defects commonly found. His work is such that his habits of life are regular. If treated with consideration and encouraged in his efforts to work for promotion or better money at a larger point, he will be found to be a stead3% industrious and conscientious workman. He possesses not only the qualifications of a

A Real Carman.

mechanic, but also receives the training which fits him to handle a larger station and become familiar with office work. The car repairer repairs parts of the cars found defective by the car inspector. These repairs may be made in the yards or the car may be carded and sent to the repair track, according to the nature of the repairs to be made. This matter will be handled in detail later on.

The Carman's work as a repair man should fit him for a place as an inspector by developing his faculties while making repairs on the repair track, as he becomes able to determine the seriousness of the defects found by inspection. He will thus learn what defects can be allowed to run and what must be held.

For instance, a carload of meat, running manifest service Chicago to Suspension Bridge, is found at an intermediate point with one lug strap missing. If the car has cast steel Draft Arms, tie strap is in place, followers are tight and coupler all right for height, the car should not be cut out of the train and held for repairs, because it will run to its destination as it is. The springs, and followers cannot get out of the draft sills and there is very little danger of the other side coming down, at least during the remainder of this one trip. This car can wait for repairs until empty.

But let us suppose that this car had three broken draft bolts in one timber and only two good bolts holding, with two broken bolts in the opposite one ; in that case the car must be held for repairs. The draft gear has been weakened 50 per cent and one cannot afford to take chances on a transfer of fresh meat in case the end of that car pulls out.

A second instance : slid flat, brake burnt and shelled out wheels are common defects caused by defective air or hand brakes. Wheels slid flat over 2 inches are very dangerous to both car and truck, besides being likely to damage lading, and should be repaired at the earliest possible moment after discovery. In cold weather the wheels are more brittle, and the frost is responsible for many broken flanges, and such defects must be remedied promptly. A car with a flange chipped or broken where the piece broken out exceeds 1% inches in length and % inch in depth must be taken out of service im-

Keyed Yoke (Yoke Shown Dotted).

mediately. M. C. B. Rules declare that under fair usage these are owner's defects.

Another illustration showing how temporary repairs may be made to a car saving a trip to the repair track, is that of a temporary brake hanger bracket. In this case the brake, hanger bracket, which is a part of the column casting, has broken and the car ordinarily would have to be sent to the repair track for the application of a new column casting. To avoid this, the temporary bracket is applied to the arch bar by means of the U-bolt, and the car can proceed to its destination.

This, of course, can only be used on an inside hung brake.

wx%n

<- BRAKE LEVBR

IMPROVISED BRAKE HANGER BRACKET.

A Temporary Repair Which Can Be Made in the Train Yard.

Still another instance where resourcefulness can be shown is on a car with a missing or broken draft key. Ordinarily this is a repair track job as not many inspection points carry these keys in stock. A truck lever may be used as a key, and a connection pin with cotter in each end used to hold it in place. Had this same car been equipped with riveted attachments and the rivets broke, the car would have had to be set out ?nd at least sent to a light repair track, where either bolts or rivets could be applied.

Often the shoes for the Wagner Side Door fixtures become lost, and at many points repair parts are not in stock. When such occasions arise a one inch deck washer may be used as a substitute. A slot is cut in

Improvised Side Door Fixture.

the washer as shown and the hole is used for the door rod.

Steel hopper cars, with draw-head yoke rivets broken or missing, when loaded to go forward, can be repaired in any train yard by putting in a 1^ x 14-inch bolt and drawing same up tightly. A locking nut should then be applied.

For more permanent repairs on a car of tliis kind, where two yoke rivets are broken and the yoke is found to be all right although spread, it is not necessary to remove draw-head for repairing. A 1-inch bolt can be used to draw the yoke tightly to the coupler; then a heated rivet may l)e inserted in one hole where it can be upset by holding a dolly against the rivet head. The dolly can be braced by means of a w^edge. The boll can then be removed and a rivet inserted in the second hole. A job of this kind can be done in less than 30

^0 " Jifl/yaER OUT OF Z -/O '

jzo" /ym&E/? our Of v f //ooks£a WD TO COL um bol t

Temporary Repairs to Brake Hangers.

minutes whereas the usual procedure would require at least two hours' time.

When low draw heads, due to bent center sills or bent carrier straps, are found, they can be brought up to the required height by the use of shims. Some of these shims should always be kept in stock. They should measure V2 ^ M ^ 1 inch.

Suppose a box car, equipped with outside hung brake beams had a 20-inch box brake hanger missing and there were no blacksmiths, nor even iron to make one. Under such circumstances two 10-inch U hangers can be placed together to make one hanger as illustrated on preceding page. If the hanger requires a hook at the upper end, a hook-hanger joined to a U-hanger whose top ends have been bent the right distance apart, will solve the difficulty.

If a brake hanger casting is missing and the truck is of the arch bar type, a piece of round iron can be bent at right angles and an eye made at each end. The column bolt can be raised enough to slip one eye, partly opened, under the head, when the eye can be closed and the column bolt drawn down tightly again. The eye at the other end of the iron can support the brake hanger. (See illustration on preceding page.)

The Carman should feel it a part of his duties to use his very best judgment, and, in case of doubt, take the safe course. He should also make an honest effort to reduce bad order conditions, and by thought and study of methods of repair, he is bound to become more efficient and resourceful. These qualities are in demand today, especially at the smaller points where but little repair v^ork is done.

Carman liave emphasized the Blue Flag Rule \so strongly that it is thought advisable to discuss it in this, the first chapter. It is assuredly the rule that should be put foremost in all car work. The rule is as follows :

A BLUE flag by day and BLUE light by night, placed on a track or at the end of a car, engine or train, denotes that workmen are at work under or about the car, engine or train; and employes must not work at such places unless such BLUE signal is so placed. A car, engine or train thus protected must not be coupled to or moved until the BLUE signal is removed by the person who placed it.

When a car, engine or train is protected by a BLUE signal, other cars must not be so placed in front of it as to obscure the BLUE signal without first notifying the workmen, that they may protect themselves.

In order that there be no possibility of misunderstanding this rule, each man employed to work on or around cars, should be furnished a printed copy, and should sign a receipt, such as :

I acknowledge receipt of a copy of above rule. I have read the rule and understand it.

Name

Occupation

Witnesses ,

A copy of this receipt should be filed with the employe's application.

"Where the person who operates under the BLUE signal rule is unable to understand the English language, this rule must be correctly interpreted to him by two persons and these two persons must sign and date the following receipt:

"This is to certify that we understand and can read and speak in the English language and can interpret

from that language, correctly, into the language. That we correctly interpreted the within rule to and he

acknowledged that he understood it and that he signed the within receipt for a copy of the said rule."

Name

Address

Name

Address

Dated 19

The above system of handling the BLUE flag rule not only insures its being thoroughly understood by those concerned but impresses its importance upon them.

DEFINITIONS OF REPAIRS.

Inspection and Light Inspection Repairs — Those repairs which are ordinarily made in a train yard during the time of inspection and requiring less than one hour's labor are termed inspection repairs. The following are a few that will come under this class. — Applying missing nuts to all parts of body and trucks, renewing journal bearings, tightening loose nuts, applying brake-shoes, keys, hangers, hanger bolts, knuckles, knuckle locks, knuckle pins, operating levers, clevises, pins, links and castings; grab irons, (single) door hasps, locks, guides, shoes, seal hooks and chains and replacing and tightening loose running board brackets.

Light Repairs — Those repairs which are not usually made in train yards, except upon a "light bad order" track and which require from one to twenty-one hours actual labor are called light repairs. This class of repairs will include renewing journal boxes, column castings, truck springs, arch bars, side bearings, truck bolsters, body bolsters, wheels, brake beams and connections, couplers complete with or without attachments, deadwoods, side doors, draft timbers, end sills and renewing 2 short intermediate sills on hopper cars.

Heavy Repairs — Those repairs which require more than twenty-one hours actual labor are heavy repairs. They include renewing complete ends, extensive underframe repairs, and general rebuilding of the car body.

2.5

Chapter II. Organization And Supervision

The human element plays a greater part in shop efficiency than any other factor. This may readily be noted on railways having many car points with set rules for handling each department. Regardless of the strict adherence to the rules, various shop will range from 50 to 95 per cent efficiency, depending on the one in charge. It is admitted that many terminals are alike in many ways; nevertheless each is enough different to require the maximum of ability from a supervisory standpoint, to maintain the standard under which the work must be performed.