. Proceedings of the annual convention . lts 1-W and 2-W received their major shock loadswhen each wheel struck the receiving corner of the test frog. In bolt 3-W, the peaksoccurred a little later, or about when each wheel was directly over the bolt. In thenorth arm, all three bolts had similar patterns of shock loads, and the major valuesoccurred between the wheels. Generally, there were two values: one when a given wheelstruck the receiving end of the east arm, another when the wheel struck the receivingcomer of the southwest frog. However, one exception to the foregoing was for the 10-ft6-i
. Proceedings of the annual convention . lts 1-W and 2-W received their major shock loadswhen each wheel struck the receiving corner of the test frog. In bolt 3-W, the peaksoccurred a little later, or about when each wheel was directly over the bolt. In thenorth arm, all three bolts had similar patterns of shock loads, and the major valuesoccurred between the wheels. Generally, there were two values: one when a given wheelstruck the receiving end of the east arm, another when the wheel struck the receivingcomer of the southwest frog. However, one exception to the foregoing was for the 10-ft6-in spacing of the trailer and rear driver, where the single maximum occurred when thetrailer struck the receiving end of the east arm a little after the rear driver struck thereceiving corner of the southwest frog. In the north bolts the major shock loads werethe result of flexing the test corner upward between wheels. This is further substan-tiated by the presence of upward peaks when the wheels were over the flangeway inter- 1012 Track. Track 1013 section. At those wheel positions the shock loads were released and 3-N also had releasesin the static bolt tension. Releases in static tension indicate a tightening of the crossingassembly, and this action was probably the result of spreading the parts at 1-N andrelieving the tension in 3-N. Generally, the maximum shock loads in bolt 1-S occurredwhen the wheels struck the receiving corner of the test frog. Other impacts, almost as great, occurred between wheels when the following wheelstruck the receiving end of the east arm or when the wheel was 3 ft east of the receivingcorner, or when it was between the last joint tie and the receiving end of the longitudinaltimber. These peaks can be observed ahead of the first engine truck wheel in all threetraces for the south bolts, but were minor in magnitude until after the first wheel hascrossed the test corner. In bolt 2-S the maximum shock loads were the result of twoevents, except betwe
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