. Electric railway journal . hasevolved the following theory, which it is believed fulfilsthese conditions: That corrugations are directly due to non-uniformity ofpressure between the tread of the carwheel and the surfaceof the rail, and between the flange of the wheel and theside of the rail head, and they occur only when the pres-sure at the point of maximum intensity of pressure exceedsthe elastic limit of steel at that point; that any conditionor set of conditions which produce this non-uniformity ofpressure will cause corrugations if the maximum intensityof pressure exceeds the elastic li
. Electric railway journal . hasevolved the following theory, which it is believed fulfilsthese conditions: That corrugations are directly due to non-uniformity ofpressure between the tread of the carwheel and the surfaceof the rail, and between the flange of the wheel and theside of the rail head, and they occur only when the pres-sure at the point of maximum intensity of pressure exceedsthe elastic limit of steel at that point; that any conditionor set of conditions which produce this non-uniformity ofpressure will cause corrugations if the maximum intensityof pressure exceeds the elastic limit of the rail material;that comparatively few combinations of circumstances causethe maximum intensity of pressure to exceed the cubicalelastic limit of steel; that any conditions which cause theposition of a point of maximum intensity of pressure tomove away from the approximate center of the rail head tothe edge where any particles are not restrained, but free tomove in one or more directions, reduce the elastic limit to. Electric Figs. 1 and 2—Contact Areas on Girder and T-Rail its linear value, which is not more than one-third of itscubical value, according to good authorities; that the shapeof the rail head, wheel tread and wheel flange, and the posi-tion of the one relative to the other under traffic, has greatinfluence on the position of the point of maximum intensityof pressure, and thus is responsible for most of the corru-gations ; that by so designing the rail head, wheel tread andwheel flange and so laying the rails that the maximum in-tensity of pressure will occur near the center of the treadsurface of the rail and as far as possible from the corneror edge of the side of rail, most of the corrugations can beeliminated; that corrugations produced by pressures exceed-ing the cubical elastic limit of steel (such as might occurwith quick braking of heavy, fast trains) can be eliminatedonly by raising the elastic limit of the steel, increasing thearea of con
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