. Electric railway journal . gation. This particular subject was very forcibly brought tomy attention several years ago, while connected withthe Connecticut Company at Hartford, Conn., due tothe fact that corrugations were developing in new railmuch faster than usual. As no changes in the wheeltreads had been made, the result indicated that somechange in the rail necessarily caused the rapid develop-ment of corrugation. Several observations showed that the contact betweenthe wheel tread and the head of the rail was very un-usual and undoubtedly the cause of the corrugations,and in order to con
. Electric railway journal . gation. This particular subject was very forcibly brought tomy attention several years ago, while connected withthe Connecticut Company at Hartford, Conn., due tothe fact that corrugations were developing in new railmuch faster than usual. As no changes in the wheeltreads had been made, the result indicated that somechange in the rail necessarily caused the rapid develop-ment of corrugation. Several observations showed that the contact betweenthe wheel tread and the head of the rail was very un-usual and undoubtedly the cause of the corrugations,and in order to confirm this theory a practical test wasinstituted by constructing a stretch of track in whichthe rails were set in a position that would bring thehead surface of the rails in contact with the wheel treadthroughout its entire width. After several months of close observation the trialshowed that no corrugations had developed. That thedemonstration was entirely successful was further January 15, 1916] ELECTRIC RAILWAY JOURNAL 127. proved by the fact that after five years of service nosigns of corrugation, or similar effects, were to be ob-served; while on identically the same general type ofconstruction, where the rails were set in the usual man-ner, it was found that corrugations appeared within afew days after the rail had been put into service. The foregoing example of corrugation elimination isfurther confirmed by my recent experience in the time I was connected with the United Rail-ways & Electric Company of that city a large portionof its track system was reconstructed. For some timeprevious to 1915 a flat-headed 7-in. girder section wasused exclusively, and this always developed corrugationwithin a very short period after being subjected totraffic. In many cases the effects were noticeable evenafter but twenty-four hours of service. A study of the situation again quickly developed thefact that the amount of rail head under action was ex-ceedingly small and wa
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