fill entire hole and rivet will undoubtedly be loose. A loose rivet is absolutely of no use in a connection and can never be of any use until every other rivet in the connection has failed.

Fig. 101 (d) shows a rivet having too much stock. This may not be a detriment but is unsightly and unnecessary; rivets having the proper amount of stock can be secured. It may result in loose rivets, due to the snap exerting its pressure on the superfluous lip and not sufficiently on the head of the rivet. The stock of the rivet will not be forced into the hole.

Fig. 101 (e) shows a rivet not having sufficient stock, this will invariably produce loose rivets. There is not head enough for the snap to exert its pressure against, and therefore it cannot force the rivet into the hole. This rivet can easily be detected by the depression made in plate by snap. This depression is certainly weakening the plate.

Fig. 101 (f) shows a rivet which is not up on the under side, due to the bucker-up not exerting sufficient pressure against this head of rivet. This rivet should be cut out.

Fig. 101 (g) shows what is known as plugging a rivet. The man driving rivets takes a rivet which is loose and using his snap as shown forces the plate under the head of the rivet. This practice should not be allowed, it is weakening to the plate.

It is well to remember that the more plates, the more difficult it is to get tight rivets.

In cutting out rivets judgment should be used, as in all things. One loose rivet in a connection having perhaps 50 or 60 rivets, can do no harm. In fact, more harm might be done by cutting out this loose rivet.

INSPECTION OF OLD BRIDGES

The following notes are extracted or abridged from Mr. W. C.
Foster's "Treatise on Wooden Bridges," John Wiley & Co., 1913.
Wood

Test with small (1/2) in.) auger suspicious-looking places, filling afterward
with a wooden plug or putty. Do not bore holes enough to weaken the timber.
Or, drive a long, thin wire nail, and judge, by ease of driving, the soundness of
the timber. Or, strike with a hammer and judge condition from sound.
Dig around piles for a foot or so to inspect, as this is the most vulnerable part.
In making inspection notes, first number all bents, stringers, floor beams, etc.,
according to some system, so that reference will be easy and definite. Make
out a schedule (table) to take care of every member of the bridge, and show
condition of each member thereon by some such system of symbols as

To test timber, use a 3/4 in. diameter X 5 ft. steel bar with ball one end and
diamond-point at other; former for testing timbers above ground and appar-

ently sound, and latter for prodding rotten portions.
Make sketch in field book and mark defective parts.

Examine stringer and cap bearings especially.

Masonry

Examine piers and abutments for settlement, bulging and cracks.

Pedestal stones for cracks, crushing, level, and bedding on bridge-seats.

Iron Bridges

Examine particularly.

Pedestals, bed-plates, etc.

Tension members for equal strains.

Comp. members for straightness, and butting of joints.

Counters for tightness, and "full" nuts.

Hangers for cracks in bend, bearing on pin.

Nuts for tightness (a white streak painted across end will indicate any turning).
End-connections of stringers for loose rivets, etc.

Lateral rods for tightness.

Cast iron for cracks. A 1/4-in. hole at end of crack may stop it.

Test important rivets with hammer (see p. 326).

Drain-holes to be made and kept open.

Observe under train action for undue deflection, swaying or twisting.

Track on bridge and on approaches to be in good line and surface.

INSPECTION REPORTS

Inspection reports should be made out on some standardized plan or system, several copies typewritten, and variously filed under "Inspection Reports," "Contract Papers," etc.

Such a report should be headed with the name of the engineering or inspecting firm, and should give information under the following headings: (1) contract number and name, (2) material inspected; (3) specification and drawing numbers; (4) name and address of contractor; (5) name of inspector; (6) date of inspection; (7) scope of inspection; (8) quality of material; (9) quality of workmanship; (10) general remarks; (11) painting; (12) marking and (13) packing.

CHAPTER VIII

DOMESTIC SHIPPING

INTRODUCTION

In the shipping of machinery or other material from a manufacturing establishment to the site of an engineering development, certain forms have to be filled out, packing and directing operations properly observed, rules-of-the-road complied with, and final acceptance taken in due form; also there is, on the part of the railroad company, a great amount of routine to be observed and recorded.

The details of the work are often very complex, and the engineer unaccustomed to the routine, who may have occasion to take account. of shipments, is usually bewildered by the formalities he encounters and annoyed by his lack of knowledge of such every-day matters of

FIG. 102.-Diagram of procedure in domestic shipping.

business. Domestic shipping, in a country of the size and with such a variety of conditions as the United States, is a very complicated business, and all that will be attempted in the following pages will be to outline some of the steps and to give a few practical observations on the subject, for the information of the engineer who may not have become acquainted with its usages by actual experience.

Furthermore, "reminders" and detailed information as to packing, limitations of shipment, etc., will be given for the benefit of the designing engineer, whose work will often be controlled by these considerations. For a list of abbreviations used by shippers, see p. 514.

DIAGRAM OF PROCEDURE, DOMESTIC SHIPPING

See Fig. 102; the numbers indicate the order of procedure.

The goods having been properly marked and weighed are taken. to the freight office of the railroad, accompanied by a detailed ship

ping list if the consignment is large and varied. A receipt for them is given in the shape of a Bill of Lading signed by the freight agent. Large shippers, however, usually make out the B/L themselves and it is simply signed by the agent. The agent makes out a Way-Bill describing and routing the shipment for the use of the freight conductor; on arrival of the goods at their destination, this W/B is turned over to the receiving freight agent, who then sends to the consignee a Freight Bill and Notice of Arrival.

In the meanwhile the manufacturer sends to the purchaser an invoice or bill for the goods, the bill of lading, and a copy of the shipping list (if any). The purchaser then presents the B/L to the agent at the receiving station, pays the freight bill (if not prepaid) and takes away the goods. After checking them against the S/L and being satisfied of their good order, a check in payment may be sent to the manufacturer and the transaction closed.

Such, in brief, is the usual procedure in making domestic shipments; variations of the transaction and descriptions of the forms used are given in the following pages.

FIG. 103. Example of a domestic invoice which is also a shipping list.

SHIPPING LISTS (DOMESTIC)

These are lists issued by the shipper or manufacturer giving details of a shipment. They are intended to aid the freight agent in making out his bill of lading and way bill, and to apprise the consignee of the details of the shipment. They are often demanded by the railroad company; and, in the case of a miscellaneous machinery shipment, etc., should be demanded (and in considerable detail) by the receiving engineer./However, in domestic shipping they are often extremely brief and general, and in many cases are not issued at all. An example of the usual brief domestic S/L is given in Fig. 103; a completely detailed S/L would be similar to the example of an export S/L given on p. 359 except that the dimensions of the packages would be omitted.

INVOICE (DOMESTIC)

An invoice is a bill from the seller for goods shipped to the buyer, with information concerning the size and character of the shipment given in more or less detail. If accompanying a packing or shipping list, the invoice may be merely a bill; on the other hand some shippers duplicate their shipping list and add the price so as to constitute an invoice. All styles of invoice between these extremes may be met with. An example of a simple form of invoice is given in Fig. 103.

SHIPPER'S RECEIPTS

These are receipts sometimes issued by the transportation company for partial lots of a single shipment. They are later exchanged for a single comprehensive bill of lading.,

BILL OF LADING (DOMESTIC)

This is a receipt issued by the transportation company for the acceptance of certain goods, and is also a contract for their delivery at a place specified according to certain terms and conditions.

Bills of lading1 are of two kinds, "straight" or "order." Both contain a statement of the number of packages shipped, description of the articles, their weight, rate, or class and rate, charges due and advances paid, name of shipper, shipping point, destination, route, car number and initials, and signature of the shipper and freight agent. Also they contain the usual conditions of contract, etc. The difference between the two lies in the fact that in the straight B/L the goods are consigned to the consignee, and that it is not negotiable; while in the "order" B/L the goods are consigned to the order of the shipper, and the freight is not delivered to a consignee except on presentation of the original order bill properly endorsed. More particularly, the "order" B/L (original copy only) is negotiable, and may be discounted by the shipper's bank when attached to a draft on the purchaser properly endorsed. The bank then sends the B/Land draft to its correspondent in the city to which the goods. are billed. This bank, after collecting the amount of the draft from the purchaser, gives to him the original order B/L endorsed by the shipper, and this enables him to obtain his goods from the railroad company. There are also special B/L's, releases, etc., covering insurance, perishable goods, etc. It may be stated, however, that the first-described or "straight" B/L is the only one with which the engineer engaged on supply

1 The following matter is, for the most part, extracted from Johnson and Huebner's "Railroad Traffic and Rates;" D. Appleton & Co., N. Y., 1911.