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INTERSTATE COMMERCE COMMISSION
REPORT COVERING INVESTIGATION OF ACCIDENT
TO CHIGAGO, ROCK ISLAND AND PACIFIC
RAILWAY LOCOMOTIVE 2132, WHICH
OCCURRED NEAR HARRAH, OKLA.,
JULY 3, 1923
A. G. PACK
CHIEF INSPECTOR, BUREAU OF LOCOMOTIVE INSPECTION
PRINTED BY ORDER OF THE COMMISSION
AUGUST 15, 1923
GOVERNMENT PRINTING OFFICE
INTERSTATE COMMERCE COMMISSION.
REPORT OF THE CHIEF INSPECTOR, BUREAU OF LOCOMOTIVE IN-
SPECTION, COVERING INVESTIGATION OF ACCIDENT TO CHICAGO,
ROCK ISLAND & PACIFIC RAILWAY LOCOMOTIVE 2132, WHICH
OCCURRED NEAR HARRAH, OKLA., JULY 3, 1923.
WASHINGTON, August 14, IJ23.
To the Itderstate Commerce Coin isRiona :
Chicago, Rock Island & Pacific Railway locomotive 2132 was
dispatched from Shawnee, Okla., at 6 a. m. on July 3,1923, in freight
service, and when at a point about 2 miles west of Harrah, Okla.,
or 20 miles from Shawnee, and while running at an e-tiimniied speed
of 20 miles per hour, a flue pocket blew out of the front flue sheet,
when the escaping steam and water from the boiler caii-ed the flames
and fire-box gases to be blown back into the cab, resulting in the
serious injury of Engineer R. W. Lamon and Fireman G. Q. Jones.
This locomotive was turned out of the Shawnee shops of this car-
rier on July 1, or two days prior to the accident, after having re-
ceived class 3 repairs, and was at the time of the accident making its
first regular trip in freight service since receiving repairs. During
the repairs all flues were renewed and 40 flue pockets, which had
been previously applied, were renewed and 8 additional flue pockets
were applied, making a total of 48 flue pockets applied in the front
flue sheet for the purpose of clminig holes from which flues had been
removed when changes in the fire-box flue sheet were nmade.
EXAMINATI'riN OF FLUE POCKET.
Examination disclo.-cd that neither the flue pocket which blew out,
as illustrated in Figure 1, nor any of the others had been pros~-erd,
but were only held in place by friction.
The flue pockets were applied by Boilerminaker Helper R. R. Luper
and were inspected by Boiler Inspector J. Clark, who signed and
swore to annual locomotive inspection and repair report, dated July
1, 1923, showing that all flues were in good condition, and the report
approved by General Foreiman A. Haitlbleton, as officer in charge.
Inspections and repairs at Shawnee are under the general super-
vision gnd direction of Mr. L. D. Richards. master mechanic.
INTERSTATE COM 0MI:ERCE ''il MMTISION REPORTS.
Our examination of locomotives Nos. 2120, 2135, 2139, and 2144
disclosed that in each of the front flue sheets there were 48 flue pock-
ets which had not been prosse~red, or means provided to secure them
in place, other than friction. The carrier's records show that all of
these locomotives received new flues and flue pockets during the
period January to April, 1923.
ACCIDENT NEAR iARRAII, OKLA.
Figure 1 shows the flue pocket as applied and held inly by fric-
tion, while Figure 2 shows the manner in which the flue p)curkt should
have been prossered or enlarged inside of flue sheet, which would
have prevented'it from blowing out.
The necessity for properly prossering or enlarlginwg flue pork.ts
inside the sheet is so well recognized by mechanics that ,rniiiiiioit
hardly seems necessary. The workmen who did this work and the
supervising officials in charge who permitted it can not be too stronL'ly
censured for such careless and indifferent methods, which show an
extreme disregard for safety on their part.
The Bureau of Locomotive Inspection has seriously objected .inr.c
its inauguration to flue pockets being applied in the fire-box flue sliet
because of unsafe conditions created. It has not, however, objected
to flue pockets applied in reasonable number in the front flue sheet
when properly belled and prossered, but we do not approve as being
proper and safe practice of applying the number of flue pockets
which were found in this instance, for the reason that it leaves a
large unsupported area and throws an undue strain on the remaining
A. G. PACK, C ';e Inspector.
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