. Proceedings of the annual convention . Fig. 1—The first rail laid in the Moffat Tunnel—110 AREA section—was removed after 10 years of service because of a large number of failuresdue to stress corrosion. This view shows a typical specimen of this type offailure. i $I8T j PaO?ILOCaAPH UADS OP110 POUIfD RAIL RatOVHDFTiOH WHBrl KAY 1938,RAIL LAIB JAIiUABT 192B DOTHSD LINE SHO7S IMOOHTOP C0RB0SI0K-1BRA3I0N IKARTHIS AMOUNTS) TO «40 DJCHES, Fig. 2—Profilograph showing the heavy corrosion abrasionof the running surface of the original 110-lb rail. 1420 Rail. Fig. 3—The 112 RE rail laid in the tunne
. Proceedings of the annual convention . Fig. 1—The first rail laid in the Moffat Tunnel—110 AREA section—was removed after 10 years of service because of a large number of failuresdue to stress corrosion. This view shows a typical specimen of this type offailure. i $I8T j PaO?ILOCaAPH UADS OP110 POUIfD RAIL RatOVHDFTiOH WHBrl KAY 1938,RAIL LAIB JAIiUABT 192B DOTHSD LINE SHO7S IMOOHTOP C0RB0SI0K-1BRA3I0N IKARTHIS AMOUNTS) TO «40 DJCHES, Fig. 2—Profilograph showing the heavy corrosion abrasionof the running surface of the original 110-lb rail. 1420 Rail. Fig. 3—The 112 RE rail laid in the tunnel in 1938 was welded by theThermit method, which required one bolt hole in each rail length for weld-ing clamping purposes. Al»tei only two years stress corrosion cracks showedup in the web of the rail at these bolt holes, as shown here. Radium
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Keywords: ., bookauthoramericanrailwayengine, bookcentury1900, bookdecade1900
