. Electric railway journal . wo standard groove girder and twogirder guard rails to match. Similarly two plain girder(high-T) rails were adopted and a series of low T-rails(standard section rails) were settled upon. The lat-ter are all American Railway Engineering Associationstandards. It will be noted that the tram girder was droppedentirely, but there recently has been an attempt in somequarters to revive it. (See article in Electric RailwayJournal for Dec. 1, 1917, page 997.) While two depthsof groove girders were adopted, a 7-in. and a 9-in., thewriter believes that the 9-in. section has b
. Electric railway journal . wo standard groove girder and twogirder guard rails to match. Similarly two plain girder(high-T) rails were adopted and a series of low T-rails(standard section rails) were settled upon. The lat-ter are all American Railway Engineering Associationstandards. It will be noted that the tram girder was droppedentirely, but there recently has been an attempt in somequarters to revive it. (See article in Electric RailwayJournal for Dec. 1, 1917, page 997.) While two depthsof groove girders were adopted, a 7-in. and a 9-in., thewriter believes that the 9-in. section has been used butlittle, as the tendency has been toward a very generaladoption of the 7-in. depth, which seems to meet allrequirements. Martin Schreiber discussed these standard rails inan interesting article which appeared in the issue ofthis paper for April 11, 1914, page 812, giving a histori-cal resume of the work of the way committee on thesubject of standard girder rails. At first considerable objection was made to the new. early track construction in boston withelectrically welded chairs standard groove girder sections on account of their in-creased weights. The writer has held, however, that theincrease was warranted by the requirements of good de-sign and observations covering over four years of com-parative performance of 105-lb. and 122-lb. groove gir-ders has confirmed this view. Weight well distributedgives that very desirable factor of stability which is anessential, particularly in connection with electric rail-ways in view of deferred maintenance which in manycases has meant no maintenance whatever until the cars 110 Electric Railway Journal Vol 54, No. 3 would no longer stay on the rails. The presence of pave-ment often causes needed maintenance work to be defer-red. Under such conditions an 80-lb. rail, for instance,will give a track of fair riding qualities when it would bealmost impossible to run a car safely over a 60-lb is quite obvious that for a give
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