Discussions of starting to write what we know as the current code started long before the Gettysburg incident. Before the code was implemented there were PUBLIC HEARINGS in which many interested parties PARTICIPATED. Gettysburg did play a role in reinforcing the importance of qualified and competent people in the industry. What the industry lost was the potential yearly extensions of flue removal by what is known as the flue extension. The flue extension primary concern was actually the boiler shell condition and then the flue condition. One issue that was realized is that too many railroads were allowing interior boiler inspections were becoming less frequent due to the Flue extensions and that many boilers were not having thin areas renewed to a safety factor of 4. On the C&TS, locomotive 487 proved this then they bulged the firebox side sheets due to improper boiler maintenance specifically scale removal. In the case of 4449 the reduction in drawbar inspections to an annual event is somewhat ironic given what happened in 1984 hen the engine and tender separated at speed. If 4449 had not had the all weather cab people may have been killed and we may not have steam operating today if people had died. The current regulations in place are a good thing as they are actually giving a set of minimum guidelines for those in the industry. The current FRA code does accept old railroad repair and practices for things the current ASME code does not.

Robby Peartree