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diff --git a/.gitattributes b/.gitattributes new file mode 100644 index 0000000..6833f05 --- /dev/null +++ b/.gitattributes @@ -0,0 +1,3 @@ +* text=auto +*.txt text +*.md text diff --git a/18785-h.zip b/18785-h.zip Binary files differnew file mode 100644 index 0000000..6c1fc01 --- /dev/null +++ b/18785-h.zip diff --git a/18785-h/18785-h.htm b/18785-h/18785-h.htm new file mode 100644 index 0000000..6a96ae5 --- /dev/null +++ b/18785-h/18785-h.htm @@ -0,0 +1,1115 @@ +<!DOCTYPE html PUBLIC "-//W3C//DTD XHTML 1.0 Strict//EN" + "http://www.w3.org/TR/xhtml1/DTD/xhtml1-strict.dtd"> + +<html xmlns="http://www.w3.org/1999/xhtml"> + <head> + <meta http-equiv="Content-Type" content="text/html;charset=iso-8859-1" /> + <title> + The Project Gutenberg eBook of Final Report of Special Committee on Rail Sections. + </title> + <style type="text/css"> +/*<![CDATA[ XML blockout */ +<!-- + p { margin-top: .75em; + text-align: justify; + margin-bottom: .75em; + } + h1,h2,h3,h4,h5,h6 { + text-align: center; /* all headings centered */ + clear: both; + } + hr { width: 33%; + margin-top: 2em; + margin-bottom: 2em; + margin-left: auto; + margin-right: auto; + clear: both; + } + + table {margin-left: auto; margin-right: auto;} + tr.topr td {border-width: 6px 1px 1px 1px; border-color: gray; + border-style: double solid solid solid; font-size: 85%; text-align: center;} + tr.midr td {border-width: 1px; border-color: gray; + border-style: none solid dotted solid; font-size: 85%;} + tr.botr td {border-width: 1px 1px 6px 1px; border-color: gray; font-size: 85%; + border-style: none solid double solid;} + .tdright {text-align: right; padding-right: .6em; margin-left: .5em} /* aligning cell content to the right */ + .tdrightld {text-align: right; padding-right: 1.1em;} /* aligning cell content to the right, less digit */ + .tdleft {text-align: left; padding-left: .4em;} + .tdcenter {text-align: center;} /* aligning cell content to the center */ + + body{margin-left: 10%; + margin-right: 10%; + } + + a {text-decoration: none;} + a[name] { position:absolute; } /* Fix Opera bug */ + + img {border: none;} + + + .pagenum { /* uncomment the next line for invisible page numbers */ + /* visibility: hidden; */ + position: absolute; + left: 92%; + font-size: smaller; + text-align: right; + color: gray; + font-style: normal; font-weight: normal; font-variant: normal; + background-color: inherit; + } /* page numbers */ + + .blockquot {margin-left: 5%; margin-right: 10%;} + .blockquot1{margin-left: 2em; margin-right: 6em;} + .sidenote {width: 5em; padding-bottom: .5em; padding-top: 0.5em; margin-right: -7em; + padding-left: .5em; padding-right: .5em; margin-left: 1em; + float: right; clear: right; margin-top: 0.5em; + font-size: smaller; color: black; background: #eeeeee; border: dashed 1px;} + .sig1 {margin-left: 60%;} + .sig2 {margin-left: 55%;} + + .center {text-align: center;} + .smcap {font-variant: small-caps;} + .lowercase {text-transform:lowercase; } + .u {text-decoration: underline;} + + .footnotes {margin-top: 3em; border: dashed 1px;} + .footnote {margin-left: 10%; margin-right: 10%; font-size: 0.9em;} + .footnote .label {position: absolute; right: 84%; text-align: right;} + .fnanchor {vertical-align: super; font-size: .8em; text-decoration: none;} + // --> + /* XML end ]]>*/ + </style> + </head> +<body> + + +<pre> + +The Project Gutenberg EBook of Transactions of the American Society of +Civil Engineers, Vol. LXX, Dec. 1910, by Various + +This eBook is for the use of anyone anywhere at no cost and with +almost no restrictions whatsoever. You may copy it, give it away or +re-use it under the terms of the Project Gutenberg License included +with this eBook or online at www.gutenberg.org + + +Title: Transactions of the American Society of Civil Engineers, Vol. LXX, Dec. 1910 + Final Report of Special Committee on Rail Sections, Paper No. 1177 + +Author: Various + +Release Date: July 8, 2006 [EBook #18785] + +Language: English + +Character set encoding: ISO-8859-1 + +*** START OF THIS PROJECT GUTENBERG EBOOK SOCIETY OF CIVIL ENGINEERS *** + + + + +Produced by Juliet Sutherland, Sigal Alon and the Online +Distributed Proofreading Team at http://www.pgdp.net + + + + + + +</pre> + + + +<p><span class='pagenum'><a name="Page_456" id="Page_456">[456]</a></span></p> + + + + +<h2>AMERICAN SOCIETY OF CIVIL ENGINEERS</h2> + +<h3>INSTITUTED 1852</h3> + +<hr style="width: 45%;" /> + +<h1>TRANSACTIONS</h1> + +<hr style="width: 45%;" /> + +<h3>Paper No. 1177</h3> + + +<h1>FINAL REPORT +OF SPECIAL COMMITTEE ON RAIL SECTIONS.<a name="FNanchor_A_1" id="FNanchor_A_1"></a><a href="#Footnote_A_1" class="fnanchor">[A]</a></h1> + +<hr style="width: 45%;" /> + + +<p>Your Special Committee on Steel Rails, since their appointment in +1902, have held numerous meetings, not only of their own body, but +also in conference with Committees representing other Societies and +the steel rail makers. The results of their deliberations have been +presented to the Society in their reports presented on—</p> + + +<div class='center'> +<table border="0" cellpadding="4" cellspacing="0" summary="Steel Rails reports presented on"> +<tr> + <td class='tdleft'>January</td> + <td class='tdright'>21st,</td> + <td class='tdleft'>1903<a name="FNanchor_B_2" id="FNanchor_B_2"></a><a href="#Footnote_B_2" class="fnanchor">[B]</a></td> +</tr> +<tr> + <td class='tdcenter'>"</td> + <td class='tdright'>18th,</td> + <td class='tdleft'>1905</td> +</tr> +<tr> + <td class='tdcenter'>"</td> + <td class='tdright'>17th,</td> + <td class='tdleft'>1906</td> +</tr> +<tr> + <td class='tdcenter'>"</td> + <td class='tdright'>16th,</td> + <td class='tdleft'>1907</td> +</tr> +<tr> + <td class='tdleft'>July</td> + <td class='tdright'>9th,</td> + <td class='tdleft'>1907</td> +</tr> +<tr> + <td class='tdleft'>December</td> + <td class='tdright'>6th,</td> + <td class='tdleft'>1907</td> +</tr> +<tr> + <td class='tdcenter'>"</td> + <td class='tdright'>18th,</td> + <td class='tdleft'>1908</td> +</tr> +<tr> + <td class='tdleft'>November</td> + <td class='tdright'>30th,</td> + <td class='tdleft'>1909</td> +</tr> +</table> +</div> + + +<p>As previously reported to you, the Rail Committee of the American +Railway Engineering and Maintenance of Way Association is also +acting for the American Railway Association; and the latter organization +has guaranteed to it the necessary funds to make exhaustive tests +and observations as to the wear, breakage, etc., etc., of steel rails. +This work is being prosecuted, and will of necessity require several +years.</p> + +<p>Your Committee feels that it has nothing to add to the several +reports which it has presented to the Society, particularly as, so far, +the several cardinal principles outlined in them are being practically +<span class='pagenum'><a name="Page_457" id="Page_457">[457]</a></span> +followed in the several used and proposed specifications and rail +sections.</p> + +<p>In view of the foregoing, your Committee would respectfully ask +to be discharged so that the field may be clear if at any future time the +Society should desire to again place the subject in the hands of a +Committee.</p> + +<p class='sig1'> +<span class="smcap">Joseph T. Richards</span>,<br /> +<span class="smcap">C. W. Buchholz</span>,<br /> +<span class="smcap">E. C. Carter</span>,<br /> +<span class="smcap">S. M. Felton</span>,<br /> +<span class="smcap">Robert W. Hunt</span>,<br /> +<span class="smcap">John D. Isaacs</span>,<br /> +<span class="smcap">Richard Montfort</span>,<br /> +<span class="smcap">H. G. Prout</span>,<br /> +<span class="smcap">Percival Roberts, Jr.</span>,<br /> +<span class="smcap">George E. Thackray</span>,<br /> +<span class="smcap">Edmund K. Turner</span>,<br /> +</p> +<p> +Approved in connection with the attached report:<br /> +</p> +<p class='sig1'> +<span class="smcap">William R. Webster</span>.<br /> +</p> + + +<p><span class="smcap">June, 1910.</span></p> + +<p class='sig2'><span class="smcap">Philadelphia, June 1st, 1910.</span></p> + +<p>I have signed the Report of the A. S. C. E. Rail Committee,—"Approved +in connection with the attached report," as I feel that the +report is too condensed, and assumes that all are familiar with the Rail +situation, especially what has been done by the other Societies.</p> + +<p>The work undertaken by this Committee has been delegated by +The American Railway Association to the Rail Committee of The +American Railway Engineering and Maintenance of Way Association, +and it therefore seems appropriate to give the results of their work, +up to date, to our members in convenient form for reference, especially +as our rail specifications have not been worked to, and they have offered +a better specification that will be worked to, and no doubt largely +used by the members of this Society. The specification is attached to +this report.</p> + +<p>In presenting this specification to the Annual Meeting at Chicago +in March last, the Committee said:<a name="FNanchor_C_3" id="FNanchor_C_3"></a><a href="#Footnote_C_3" class="fnanchor">[C]</a></p> + +<div class="blockquot"><p>"A new specification should not be proposed at this time without +careful consideration. So far as we know, no railroad company has +purchased rails under the specifications approved by the American +Railway Association and referred to us; nor do we know of any railway +company that has succeeded in buying rails during the past two +years according to a specification entirely satisfactory to the railroad +company. We believe that all of the specifications under which rails +have been rolled have been compromises on the part of both parties, +with the general result that neither party is entirely satisfied. Our<span class='pagenum'><a name="Page_458" id="Page_458">[458]</a></span> +experience during the year has brought to our attention some defects +in all of the specifications now before us, and acting under the impression +that there is a distinct feeling that we should revise our specifications, +we offer the attached specifications for your consideration. Our +Association has no specification for Open-Hearth Steel Rails, and in +order to comply with the instructions, a specification for Open-Hearth +Steel Rails is included.</p> + +<p>"We believe it necessary to submit a sliding scale for the percentages +of carbon and phosphorus, which provides for increasing the +carbon as the phosphorus decreases. The fixing of this scale properly +is a matter requiring care, and we admit that our knowledge on the +subject is limited. The American Railway Association specification +calls attention to this matter in the following words: 'When lower +phosphorus can be secured, a proper proportionate increase in carbon +should be made.' The amount of increase is not provided for in the +specifications, and this appears to us to be necessary in order to secure +uniformity of practice; otherwise, the fixing of these percentages becomes +a matter of special arrangement. Bessemer rails are being furnished +regularly with phosphorus under the maximum allowed, and +where this is done, the carbon should be raised above the higher limit +now fixed in our specifications, or a soft and poor wearing rail will +result; yet this condition has not been fully guarded against in rails +furnished under existing specifications. The lower and upper limits for +carbon have heretofore been fixed with the intention that the mills +furnish rails with a composition as near between the two limits as +possible. The mills, however, in order to meet the prescribed drop +tests with the least difficulty, keep both the carbon and manganese as +nearly as possible to the lower limits, with the corresponding result +that a generally poor-wearing rail is furnished.</p> + +<p>"Some roads have prescribed the limits of deflection to be allowed +under the drop test. With our present knowledge, we believe that we +should fix a minimum deflection to eliminate brittle rails and to secure +greater uniformity of product; also maximum deflection to eliminate +soft rails. We are not able at the present time to fix these limits, +but our ultimate object will be to determine and fix such limits for +the specifications.</p> + +<p>"With reference to the amount of discard, time of holding in +ladle, size of nozzles, and other such details of manufacture or machinery, +we are of the opinion that the physical and chemical tests +required should be prescribed, and that we should see that the material +submitted for acceptance meets the prescribed tests. We should not +dictate to the manufacturers the amount of crop which shall be removed +from the top of the ingot, as this should vary with the care +and time consumed at the various mills. The railroads should not be +asked to take anything but sound material in their rails. The mills +can furnish such sound material if the proper care and sufficient +time are taken in the making of the ingots. Information derived +from the tests being made at the Watertown Arsenal shows definitely +that sound rails cannot be made from unsound ingots, and that, therefore, +the prime requisite in securing a sound rail is to first secure +the sound ingot.</p> + +<p>"We recommend that the present Specifications for Steel Rails be<span class='pagenum'><a name="Page_459" id="Page_459">[459]</a></span> +withdrawn from the Manual of Recommended Practice of the Association, +as no longer representing the current state of the art.</p> + +<p>"We submit herewith, as Appendix 'A,' a form for specifications. +It will have to be amended from time to time as we receive further +information on the subject."</p></div> + +<p>The specifications referred to above were modified and presented +at the Meeting in <i>Supplement to Bulletin No. 121</i>, of March, 1910, +and in this final form are attached hereto.</p> + +<p>These specifications do not represent the work of any one Society +or the work of any one Committee, but are the result of all the work +of the different Societies, as the members of all are so interwoven that +whatever work is done in any one Society, or by the Committee of a +Society, has very naturally and fortunately been carried into the +others.</p> + +<p>At the Chicago Meeting these specifications were accepted without +a single change, and this is very unusual and shows how generally +acceptable they were, as the members of all Rail Committees were +present at the Meeting. The main points in this specification were +discussed and agreed upon by the members of the Committee and +the Rail Committee of the manufacturers who have co-operated with +them in this work.</p> + +<p>In the matter of Rail Sections, the Rail Committee of The +American Railway Engineering and Maintenance of Way Association +has not arrived at any definite conclusions. The new sections "A" +and "B" of The American Railway Association have not given as good +results as was expected of them, and the whole matter is yet under +consideration. The Committee reported as follows:<a name="FNanchor_D_4" id="FNanchor_D_4"></a><a href="#Footnote_D_4" class="fnanchor">[D]</a></p> + +<div class="blockquot"><p>"The instructions of the American Railway Association require +us to study the A. R. A. sections 'A' and 'B' in use and submit a +single type for standard. Owing to the conditions existing in 1908, +very little rail was laid, and practically none of the A. R. A. sections, +in such manner as to give the needed information. This year, several +roads have laid A. R. A. sections of rail, with a view of determining +the relative merits of the respective sections. These rails have been +in the track so short a time that we are not justified in drawing any +conclusions as to which of the A. R. A. types, 'A' or 'B,' or if either, +is better than the A. S. C. E. sections.</p> + +<p>"<i>Bulletin No. 116</i>, issued October, 1909, gives the statistics for +rail failures for six months from October 31, 1908, to April 30, 1909, +as reported to the Committee. These statistics do show that the difference +in section can be entirely annihilated by difference in chemical +composition and by the treatment in furnace and mill.</p> + +<p>"The results so far obtained from the heavy base A. R. A. sections +are disappointing, as we have received some rail from the mills of the +new section which was as bad as we did with the old A. S. C. E.<span class='pagenum'><a name="Page_460" id="Page_460">[460]</a></span> +section, showing that the quality of the rail does not depend entirely +upon the section.</p> + +<p>"The tests to be inaugurated by the Committee, combined with the +results of the tests at Watertown and the performance of the rail in +the track, will give us valuable data to aid us in coming to a final conclusion."</p></div> + +<p>A careful study of the results already obtained, on both Bessemer +and open-hearth steel rails, indicates that the next necessary step will +be the use of a much heavier rail, and I think the sooner this is +admitted and trial lots of say 1,000 tons each of 110-lb., 120-lb. and +130-lb. rails rolled, of Bessemer and open-hearth steel, and put in +service under the most severe conditions, the sooner we will get rid of +the present difficulties with our rails.</p> + +<p><span class="smcap">Wm. R. Webster.</span></p> + + +<div class="blockquot1"><h4><span class="smcap">"Specifications for Steel Rails.</span><a name="FNanchor_E_5" id="FNanchor_E_5"></a><a href="#Footnote_E_5" class="fnanchor">[E]</a></h4> + +<div class="sidenote">Process of +manufacture.</div> + +<p>"1. The entire process of manufacture shall be in accordance with +the best current state of the art.</p> + +<p>"(<i>a</i>) Ingots shall be kept in a vertical position until ready to be +rolled, or until the metal in the interior has had time to solidify.</p> + +<p>"(<i>b</i>) Bled ingots shall not be used.</p> + +<div class="sidenote">Chemical +composition.</div> + +<p>"2. The chemical composition of the steel from which the rails are +rolled shall be within the following limits:</p> + + + +<div class='center'> +<table border="0" cellpadding="4" cellspacing="0" summary=""> +<tr class="topr"> + <td class='tdleft'> </td> + <td class='tdleft' colspan='2'> <span class="smcap">Bessemer.</span></td> + <td class='tdleft' colspan='2'> <span class="smcap">Open-Hearth.</span></td> +</tr> +<tr class="midr"> + <td class='tdleft'> </td> + <td class='tdcenter'>70 lbs. and over, but under 85 lbs.</td> + <td class='tdcenter'> 85 to 100 lbs. inclusive.</td> + <td class='tdcenter'>70 lbs. and over, but under 85 lbs.</td> + <td class='tdcenter'>85 to 100 lbs. inclusive.</td> +</tr> +<tr class="midr"> + <td class='tdleft'>Carbon</td> + <td class='tdrightld'>0.40 to 0.50</td> + <td class='tdrightld'>0.45 to 0.55</td> + <td class='tdrightld'>0.53 to 0.66</td> + <td class='tdrightld'>0.63 to 0.76</td> +</tr> +<tr class="midr"> + <td class='tdleft'>Manganese</td> + <td class='tdrightld'>0.80 to 1.10</td> + <td class='tdrightld'>0.80 to 1.10</td> + <td class='tdrightld'>0.70 to 1.00</td> + <td class='tdrightld'>0.70 to 1.00</td> +</tr> +<tr class="midr"> + <td class='tdleft'>Silicon</td> + <td class='tdrightld'>0.07 to 0.20</td> + <td class='tdrightld'>0.07 to 0.20</td> + <td class='tdrightld'>0.07 to 0.20</td> + <td class='tdrightld'>0.07 to 0.20</td> +</tr> +<tr class="midr"> + <td class='tdleft' style='width: 12em;'>Phosphorus, not to exceed</td> + <td class='tdrightld'> 0.10</td> + <td class='tdrightld'> 0.10</td> + <td class='tdrightld'> 0.04</td> + <td class='tdrightld'> 0.04</td> +</tr> +<tr class="botr"> + <td class='tdleft'>Sulphur, not to exceed</td> + <td class='tdright'> 0.075</td> + <td class='tdright'> 0.075</td> + <td class='tdrightld'> 0.06</td> + <td class='tdrightld'> 0.06</td> +</tr> +</table></div> + +<p>"3. When the average phosphorus content of the ingot metal used +in the Bessemer Process at any mill is below 0.08 and in the Open-Hearth +Process is below 0.03, the carbon shall be increased at the rate +of 0.035 for each 0.01 that the phosphorus content of the ingot metal +used averages below 0.08 for Bessemer steel, or 0.03 for Open-Hearth +steel.</p> + +<p>"The percentage of carbon in an entire order of rails shall average +as high as the mean percentage between the upper and lower limits.</p> + +<div class="sidenote">Shearing.</div> + +<p>"4. The end of the bloom formed from the top of the ingot shall +be sheared until the entire face shows sound metal.</p> + +<p>"All metal from the top of the ingot, whether made from the bloom +or the rail, is the top discard.</p> + +<p><span class='pagenum'><a name="Page_461" id="Page_461">[461]</a></span></p> +<div class="sidenote">Shrink</div> + +<p>"5. The number of passes and speed of train shall be so regulated +that, on leaving the rolls at the final pass, the temperature of the rails +will not exceed that which requires a shrinkage allowance at the hot +saws, for a 33-ft. rail of 100 lb. section, of 6-1/2 in. for thick base sections +and 6-3/4 in. for A. S. CC. E. sections, and 1/8 in. less for each ten pounds +decrease of section, these allowances to be decreased at the rate of +1-100 in. for each second of time elapsed between the rail leaving the +finishing rolls and being sawed.</p> + +<p>"The bars shall not be held for the purpose of reducing their temperature, +nor shall any artificial means of cooling them be used between +the leading and finishing passes, nor after they leave the finishing +pass.</p> + +<div class="sidenote">Section</div> + +<p>"6. The section of rail shall conform as accurately as possible to +the templet furnished by the Railroad Company. A variation in +height of 1-64 in. less or 1-32 in. greater than the specified height, and +1-16 in. in width of flange, will be permitted; but no variations shall +be allowed in the dimensions affecting the fit of splice bars.</p> + +<div class="sidenote">Weight</div> + +<p>"7. The weight of the rail shall be maintained as nearly as possible, +after complying with the preceding paragraph, to that specified in the +contract.</p> + +<p>"A variation of one-half of one per cent. from the calculated weight +of section, as applied to an entire order, will be allowed.</p> + +<p>"Rails will be accepted and paid for according to actual weight.</p> + +<div class="sidenote">Length</div> + +<p>"8. The standard length of rail shall be 33 ft.</p> + +<p>"Ten per cent. of the entire order will be accepted in shorter lengths +varying by 1 ft. from 32 ft. to 25 ft.</p> + +<p>"A variation of 1/4 in. from the specified lengths will be allowed.</p> + +<p>"All No. 1 rails less than 33 ft. shall be painted green on both ends.</p> + +<div class="sidenote">Finishing</div> + +<p>"9. Care shall be taken in hot-straightening rails, and it shall result +in their being left in such condition that they will not vary throughout +their entire length more than four (4) in. from a straight line in +any direction for thick base sections, and 5 in. for A. S. C. E. sections +when delivered to the cold-straightening presses. Those which vary +beyond that amount, or have short kinks, shall be classed as second +quality rails and be so marked.</p> + +<p>"The distance between supports of rails in the straightening press +shall not be less than forty-two (42) in.; supports to have flat surfaces +and out of wind. Rails shall be straight in line and surface and +smooth on head when finished, final straightening being done while +cold.</p> + +<p>"They shall be sawed square at ends, variations to be not more +than 1-32 in., and prior to shipment shall have the burr caused by the +saw cutting removed and the ends made clean.</p> + +<div class="sidenote">Drilling</div> + +<p>"10. Circular holes for joint bolts shall be drilled in accordance +with specifications of the purchaser. They shall in every respect conform +accurately to drawing and dimensions furnished and shall be free +from burrs.</p> + +<div class="sidenote">Branding</div> + +<p>"11. The name of the manufacturer, the weight of the rail, and the +month and year of manufacture shall be rolled in raised letters and +figures on the side of the web. The number of the heat and a letter +indicating the portion of the ingot from which the rail was made shall<span class='pagenum'><a name="Page_462" id="Page_462">[462]</a></span> +be plainly stamped on the web of each rail, where it will not be covered +by the splice bars. Rails to be lettered consecutively A, B, C, etc., +the rail from the top of the ingot being A. In case of a top discard +of twenty or more per cent. the letter A will be omitted. Open-Hearth +rails to be branded or stamped O. H. All marking of rails shall be +done so effectively that the marks may be read as long as the rails +are in service.</p> + +<div class="sidenote">Drop +testing.</div> + +<p>"12. (<i>a</i>) Drop tests shall be made on pieces of rail rolled from the +top of the ingot, not less than four (4) ft. and not more than six +(6) ft. long, from each heat of steel. These test pieces shall be cut +from the rail bar next to either end of the top rail, as selected by the +Inspector.</p> + +<p>"The temperature of the test pieces shall be between forty (40) +and one hundred (100) degrees Fahrenheit.</p> + +<p>"The test pieces shall be placed head upward on solid supports, five +(5) in. top radius, three (3) ft. between centers, and subjected to impact +tests, the tup falling free from the following heights:</p> + + +<div class='center'> +<table border="0" cellpadding="4" cellspacing="0" style='margin-left: 5%;' summary="tup falling free from heights"> +<tr> + <td class='tdleft' style='width: 12em;'>70 lb. rail</td> + <td class='tdleft'>16 ft.</td> +</tr> +<tr> + <td class='tdleft'>80, 85 and 90 lb. rail</td> + <td class='tdleft'>18 ft.</td> +</tr> +<tr> + <td class='tdleft'>100 lb. rail</td> + <td class='tdleft'>20 ft.</td> +</tr> +</table> +</div> + +<p>"The test pieces which do not break under the first drop shall be +nicked and tested to destruction.</p> + +<p>"(<i>b</i>) (It is proposed to prescribe, under this paragraph, the requirements +in regard to deflection, fixing maximum and minimum limits, +as soon as proper deflection limits have been decided upon.)</p> + +<div class="sidenote">Tests.</div> + +<p>"13. (A) Two pieces shall be tested from each heat of steel. If +either of these test pieces breaks, a third piece shall be tested. If two +of the test pieces break without showing physical defect, all rails of +the heat will be rejected absolutely. If two of the test pieces do not +break, all rails of the heat will be accepted as No. 1 or No. 2 classification +(according as the deflection is less or more, respectively, than +the prescribed limit<a name="FNanchor_F_6" id="FNanchor_F_6"></a><a href="#Footnote_F_6" class="fnanchor">[F]</a>).</p> + +<p>"(B) If, however, any test piece broken under test A shows physical +defect, the top rail from each ingot of that heat shall be rejected.</p> + +<p>"(C) Additional tests shall then be made of test pieces selected by +the Inspector from the top end of any second rails of the same heat. +If two out of three of these second test pieces break, the remainder of +the rails of the heat will also be rejected. If two out of three of these +second test pieces do not break, the remainder of the rails of the heat +will be accepted, provided they conform to the other requirements of +these specifications, as No. 1 or No. 2 classification (according as the +deflection is less or more, respectively, than the prescribed limit<a href="#Footnote_F_6" class="fnanchor">[F]</a>).</p> + +<p>"(D) If any test piece, test A, does not break, but when nicked +and tested to destruction shows interior defect, the top rails from each +ingot of that heat shall be rejected.</p> + +<div class="sidenote">Drop +testing +machine.</div> + +<p>"14. The drop-testing machine shall be the standard of the American +Railway Engineering and Maintenance of Way Association, and +have a tup of 2,000 lbs. weight, the striking face of which shall have a +radius of five (5) in.</p> + +<p><span class='pagenum'><a name="Page_463" id="Page_463">[463]</a></span>"The anvil block shall be adequately supported and shall weigh +20,000 lbs.</p> + +<p>"The supports shall be a part of or firmly secured to the anvil.</p> + +<div class="sidenote">No. 1 Rails.</div> + +<p>"15. No. 1 rails shall be free from injurious defects and flaws of all +kinds.</p> + +<div class="sidenote">No. 2 Rails.</div> + +<p>"16. Rails which, by reason of surface imperfections, are not accepted +as No. 1 rails, will be classed as No. 2 rails, but rails containing +physical defects which impair their strength, shall be rejected.</p> + +<p>"No. 2 rails to the extent of five (5) per cent. of the whole order +will be received. All rails accepted as No. 2 rails shall have the ends +painted white, and shall have two prick punch marks on the side of +the web near the heat number near the end of the rail, so placed as not +to be covered by the splice bars.</p> + +<p>"Rails improperly drilled, straightened, or from which the burrs +have not been properly removed, shall be rejected, but may be accepted +after being properly finished.</p> + +<p>"Different classes of rails shall be kept separate in shipment.</p> + +<p>"All rails shall be loaded in the presence of the inspector.</p> + +<div class="sidenote">Inspection.</div> + +<p>"17. (<i>a</i>) Inspectors representing the purchaser shall have free entry +to the works of the Manufacturer at all times while the contract is +being executed, and shall have all reasonable facilities afforded them by +the Manufacturer to satisfy them that the rails have been made in +accordance with the terms of the specifications.</p> + +<p>"(<i>b</i>) For Bessemer Steel the Manufacturer shall, before the rails +are shipped, furnish the Inspector daily with carbon determinations +for each heat, and two complete chemical analyses every twenty-four +hours representing the average of the other elements specified in section +2 hereof contained in the steel, for each day and night turn respectively. +These analyses shall be made on drillings taken from the ladle test +ingot not less than 1/4 in. beneath the surface.</p> + +<p>"For Open-Hearth Steel, the makers shall furnish the Inspectors +with a complete chemical analysis of the elements specified in section +2 hereof for each melt.</p> + +<p>"(<i>c</i>) On request of the Inspector, the Manufacturer shall furnish +drillings from the test ingot for check analysis.</p> + +<p>"(<i>d</i>) All tests and inspections shall be made at the place of manufacture, +prior to shipment, and shall be so conducted as not to unnecessarily +interfere with the operation of the mill."</p></div> + + +<div class="footnotes"><h3>FOOTNOTES:</h3> + +<div class="footnote"><p><a name="Footnote_A_1" id="Footnote_A_1"></a><a href="#FNanchor_A_1"><span class="label">[A]</span></a> Presented to the Annual Convention, June 21st, 1910.</p></div> + +<div class="footnote"><p><a name="Footnote_B_2" id="Footnote_B_2"></a><a href="#FNanchor_B_2"><span class="label">[B]</span></a> These reports were published in <i>Proceedings</i>, Am. Soc. C. E., as follows: February, +1903, p. 43; February, 1905, p. 60: February, 1906, p. 50; February, 1907, p. 69; August, 1907, +p. 290; February, 1908, p. 85; February, 1909, p. 61; February, 1910, p. 62.</p></div> + +<div class="footnote"><p><a name="Footnote_C_3" id="Footnote_C_3"></a><a href="#FNanchor_C_3"><span class="label">[C]</span></a> Bulletin No. 118, December, 1909.</p></div> + +<div class="footnote"><p><a name="Footnote_D_4" id="Footnote_D_4"></a><a href="#FNanchor_D_4"><span class="label">[D]</span></a> Bulletin No. 118. December, 1909.</p></div> + +<div class="footnote"><p><a name="Footnote_E_5" id="Footnote_E_5"></a><a href="#FNanchor_E_5"><span class="label">[E]</span></a> Reprinted from <i>Supplement to Bulletin No. 121</i> of the American Railway Engineering +and Maintenance of Way Association (March, 1910).</p></div> + +<div class="footnote"><p><a name="Footnote_F_6" id="Footnote_F_6"></a><a href="#FNanchor_F_6"><span class="label">[F]</span></a> Note: The clause in brackets in Sections A and C to be added to the specifications +when the deflection limits are specified.</p></div> + +</div> + + + + + + + +<pre> + + + + + +End of the Project Gutenberg EBook of Transactions of the American Society +of Civil Engineers, Vol. LXX, Dec. 1910, by Various + +*** END OF THIS PROJECT GUTENBERG EBOOK SOCIETY OF CIVIL ENGINEERS *** + +***** This file should be named 18785-h.htm or 18785-h.zip ***** +This and all associated files of various formats will be found in: + http://www.gutenberg.org/1/8/7/8/18785/ + +Produced by Juliet Sutherland, Sigal Alon and the Online +Distributed Proofreading Team at http://www.pgdp.net + + +Updated editions will replace the previous one--the old editions +will be renamed. + +Creating the works from public domain print editions means that no +one owns a United States copyright in these works, so the Foundation +(and you!) can copy and distribute it in the United States without +permission and without paying copyright royalties. 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You may copy it, give it away or +re-use it under the terms of the Project Gutenberg License included +with this eBook or online at www.gutenberg.org + + +Title: Transactions of the American Society of Civil Engineers, Vol. LXX, Dec. 1910 + Final Report of Special Committee on Rail Sections, Paper No. 1177 + +Author: Various + +Release Date: July 8, 2006 [EBook #18785] + +Language: English + +Character set encoding: ASCII + +*** START OF THIS PROJECT GUTENBERG EBOOK SOCIETY OF CIVIL ENGINEERS *** + + + + +Produced by Juliet Sutherland, Sigal Alon and the Online +Distributed Proofreading Team at http://www.pgdp.net + + + + + + + + + +AMERICAN SOCIETY OF CIVIL ENGINEERS + +INSTITUTED 1852 + + +TRANSACTIONS + +Paper No. 1177 + + +FINAL REPORT +OF SPECIAL COMMITTEE ON RAIL SECTIONS.[A] + + + + +Your Special Committee on Steel Rails, since their appointment in 1902, +have held numerous meetings, not only of their own body, but also in +conference with Committees representing other Societies and the steel +rail makers. The results of their deliberations have been presented to +the Society in their reports presented on-- + + January 21st, 1903[B] + " 18th, 1905 + " 17th, 1906 + " 16th, 1907 + July 9th, 1907 + December 6th, 1907 + " 18th, 1908 + November 30th, 1909 + +As previously reported to you, the Rail Committee of the American +Railway Engineering and Maintenance of Way Association is also acting +for the American Railway Association; and the latter organization has +guaranteed to it the necessary funds to make exhaustive tests and +observations as to the wear, breakage, etc., etc., of steel rails. This +work is being prosecuted, and will of necessity require several years. + +Your Committee feels that it has nothing to add to the several reports +which it has presented to the Society, particularly as, so far, the +several cardinal principles outlined in them are being practically +followed in the several used and proposed specifications and rail +sections. + +In view of the foregoing, your Committee would respectfully ask to be +discharged so that the field may be clear if at any future time the +Society should desire to again place the subject in the hands of a +Committee. + + JOSEPH T. RICHARDS, + C. W. BUCHHOLZ, + E. C. CARTER, + S. M. FELTON, + ROBERT W. HUNT, + JOHN D. ISAACS, + RICHARD MONTFORT, + H. G. PROUT, + PERCIVAL ROBERTS, JR., + GEORGE E. THACKRAY, + EDMUND K. TURNER, +Approved in connection with the attached report: + WILLIAM R. WEBSTER. + +JUNE, 1910. + + PHILADELPHIA, JUNE 1ST, 1910. + +I have signed the Report of the A. S. C. E. Rail Committee,--"Approved +in connection with the attached report," as I feel that the report is +too condensed, and assumes that all are familiar with the Rail +situation, especially what has been done by the other Societies. + +The work undertaken by this Committee has been delegated by The American +Railway Association to the Rail Committee of The American Railway +Engineering and Maintenance of Way Association, and it therefore seems +appropriate to give the results of their work, up to date, to our +members in convenient form for reference, especially as our rail +specifications have not been worked to, and they have offered a better +specification that will be worked to, and no doubt largely used by the +members of this Society. The specification is attached to this report. + +In presenting this specification to the Annual Meeting at Chicago in +March last, the Committee said:[C] + + "A new specification should not be proposed at this time without + careful consideration. So far as we know, no railroad company has + purchased rails under the specifications approved by the American + Railway Association and referred to us; nor do we know of any + railway company that has succeeded in buying rails during the past + two years according to a specification entirely satisfactory to the + railroad company. We believe that all of the specifications under + which rails have been rolled have been compromises on the part of + both parties, with the general result that neither party is + entirely satisfied. Our experience during the year has brought to + our attention some defects in all of the specifications now before + us, and acting under the impression that there is a distinct + feeling that we should revise our specifications, we offer the + attached specifications for your consideration. Our Association has + no specification for Open-Hearth Steel Rails, and in order to + comply with the instructions, a specification for Open-Hearth Steel + Rails is included. + + "We believe it necessary to submit a sliding scale for the + percentages of carbon and phosphorus, which provides for increasing + the carbon as the phosphorus decreases. The fixing of this scale + properly is a matter requiring care, and we admit that our + knowledge on the subject is limited. The American Railway + Association specification calls attention to this matter in the + following words: 'When lower phosphorus can be secured, a proper + proportionate increase in carbon should be made.' The amount of + increase is not provided for in the specifications, and this + appears to us to be necessary in order to secure uniformity of + practice; otherwise, the fixing of these percentages becomes a + matter of special arrangement. Bessemer rails are being furnished + regularly with phosphorus under the maximum allowed, and where this + is done, the carbon should be raised above the higher limit now + fixed in our specifications, or a soft and poor wearing rail will + result; yet this condition has not been fully guarded against in + rails furnished under existing specifications. The lower and upper + limits for carbon have heretofore been fixed with the intention + that the mills furnish rails with a composition as near between the + two limits as possible. The mills, however, in order to meet the + prescribed drop tests with the least difficulty, keep both the + carbon and manganese as nearly as possible to the lower limits, + with the corresponding result that a generally poor-wearing rail is + furnished. + + "Some roads have prescribed the limits of deflection to be allowed + under the drop test. With our present knowledge, we believe that we + should fix a minimum deflection to eliminate brittle rails and to + secure greater uniformity of product; also maximum deflection to + eliminate soft rails. We are not able at the present time to fix + these limits, but our ultimate object will be to determine and fix + such limits for the specifications. + + "With reference to the amount of discard, time of holding in ladle, + size of nozzles, and other such details of manufacture or + machinery, we are of the opinion that the physical and chemical + tests required should be prescribed, and that we should see that + the material submitted for acceptance meets the prescribed tests. + We should not dictate to the manufacturers the amount of crop which + shall be removed from the top of the ingot, as this should vary + with the care and time consumed at the various mills. The railroads + should not be asked to take anything but sound material in their + rails. The mills can furnish such sound material if the proper care + and sufficient time are taken in the making of the ingots. + Information derived from the tests being made at the Watertown + Arsenal shows definitely that sound rails cannot be made from + unsound ingots, and that, therefore, the prime requisite in + securing a sound rail is to first secure the sound ingot. + + "We recommend that the present Specifications for Steel Rails be + withdrawn from the Manual of Recommended Practice of the + Association, as no longer representing the current state of the + art. + + "We submit herewith, as Appendix 'A,' a form for specifications. It + will have to be amended from time to time as we receive further + information on the subject." + +The specifications referred to above were modified and presented at the +Meeting in _Supplement to Bulletin No. 121_, of March, 1910, and in this +final form are attached hereto. + +These specifications do not represent the work of any one Society or the +work of any one Committee, but are the result of all the work of the +different Societies, as the members of all are so interwoven that +whatever work is done in any one Society, or by the Committee of a +Society, has very naturally and fortunately been carried into the +others. + +At the Chicago Meeting these specifications were accepted without a +single change, and this is very unusual and shows how generally +acceptable they were, as the members of all Rail Committees were present +at the Meeting. The main points in this specification were discussed and +agreed upon by the members of the Committee and the Rail Committee of +the manufacturers who have co-operated with them in this work. + +In the matter of Rail Sections, the Rail Committee of The American +Railway Engineering and Maintenance of Way Association has not arrived +at any definite conclusions. The new sections "A" and "B" of The +American Railway Association have not given as good results as was +expected of them, and the whole matter is yet under consideration. The +Committee reported as follows:[D] + + "The instructions of the American Railway Association require us to + study the A. R. A. sections 'A' and 'B' in use and submit a single + type for standard. Owing to the conditions existing in 1908, very + little rail was laid, and practically none of the A. R. A. + sections, in such manner as to give the needed information. This + year, several roads have laid A. R. A. sections of rail, with a + view of determining the relative merits of the respective sections. + These rails have been in the track so short a time that we are not + justified in drawing any conclusions as to which of the A. R. A. + types, 'A' or 'B,' or if either, is better than the A. S. C. E. + sections. + + "_Bulletin No. 116_, issued October, 1909, gives the statistics for + rail failures for six months from October 31, 1908, to April 30, + 1909, as reported to the Committee. These statistics do show that + the difference in section can be entirely annihilated by difference + in chemical composition and by the treatment in furnace and mill. + + "The results so far obtained from the heavy base A. R. A. sections + are disappointing, as we have received some rail from the mills of + the new section which was as bad as we did with the old + A. S. C. E. section, showing that the quality of the rail does not + depend entirely upon the section. + + "The tests to be inaugurated by the Committee, combined with the + results of the tests at Watertown and the performance of the rail + in the track, will give us valuable data to aid us in coming to a + final conclusion." + +A careful study of the results already obtained, on both Bessemer and +open-hearth steel rails, indicates that the next necessary step will be +the use of a much heavier rail, and I think the sooner this is admitted +and trial lots of say 1,000 tons each of 110-lb., 120-lb. and 130-lb. +rails rolled, of Bessemer and open-hearth steel, and put in service +under the most severe conditions, the sooner we will get rid of the +present difficulties with our rails. + +WM. R. WEBSTER. + + + "SPECIFICATIONS FOR STEEL RAILS.[E] + +[Sidenote: Process of manufacture.] + + "1. The entire process of manufacture shall be in accordance with + the best current state of the art. + + "(_a_) Ingots shall be kept in a vertical position until ready to be + rolled, or until the metal in the interior has had time to solidify. + + "(_b_) Bled ingots shall not be used. + +[Sidenote: Chemical composition.] + + "2. The chemical composition of the steel from which the rails are + rolled shall be within the following limits: + +=================+============================+============================ + | BESSEMER. | OPEN-HEARTH. + +-------------+--------------+-------------+-------------- + |70 lbs. and | |70 lbs. and | + | over, but |85 to 100 lbs.| over, but |85 to 100 lbs. + |under 85 lbs.| inclusive. |under 85 lbs.| inclusive. +-----------------+-------------+--------------+-------------+-------------- +Carbon |0.40 to 0.50 |0.45 to 0.55 |0.53 to 0.66 |0.63 to 0.76 +Manganese |0.80 to 1.10 |0.80 to 1.10 |0.70 to 1.00 |0.70 to 1.00 +Silicon |0.07 to 0.20 |0.07 to 0.20 |0.07 to 0.20 |0.07 to 0.20 +Phosphorus, | | | | + not to exceed | 0.10 | 0.10 | 0.04 | 0.04 +Sulphur, | | | | + not to exceed | 0.075| 0.075 | 0.06 | 0.06 +=================+=============+==============+=============+============== + + "3. When the average phosphorus content of the ingot metal used in + the Bessemer Process at any mill is below 0.08 and in the + Open-Hearth Process is below 0.03, the carbon shall be increased at + the rate of 0.035 for each 0.01 that the phosphorus content of the + ingot metal used averages below 0.08 for Bessemer steel, or 0.03 for + Open-Hearth steel. + + "The percentage of carbon in an entire order of rails shall average + as high as the mean percentage between the upper and lower limits. + +[Sidenote: Shearing.] + + "4. The end of the bloom formed from the top of the ingot shall be + sheared until the entire face shows sound metal. + + "All metal from the top of the ingot, whether made from the bloom or + the rail, is the top discard. + +[Sidenote: Shrink] + + "5. The number of passes and speed of train shall be so regulated + that, on leaving the rolls at the final pass, the temperature of the + rails will not exceed that which requires a shrinkage allowance at + the hot saws, for a 33-ft. rail of 100 lb. section, of 6-1/2 in. for + thick base sections and 6-3/4 in. for A. S. CC. E. sections, and 1/8 + in. less for each ten pounds decrease of section, these allowances + to be decreased at the rate of 1-100 in. for each second of time + elapsed between the rail leaving the finishing rolls and being + sawed. + + "The bars shall not be held for the purpose of reducing their + temperature, nor shall any artificial means of cooling them be used + between the leading and finishing passes, nor after they leave the + finishing pass. + +[Sidenote: Section] + + "6. The section of rail shall conform as accurately as possible to + the templet furnished by the Railroad Company. A variation in height + of 1-64 in. less or 1-32 in. greater than the specified height, and + 1-16 in. in width of flange, will be permitted; but no variations + shall be allowed in the dimensions affecting the fit of splice bars. + +[Sidenote: Weight] + + "7. The weight of the rail shall be maintained as nearly as + possible, after complying with the preceding paragraph, to that + specified in the contract. + + "A variation of one-half of one per cent. from the calculated weight + of section, as applied to an entire order, will be allowed. + + "Rails will be accepted and paid for according to actual weight. + +[Sidenote: Length] + + "8. The standard length of rail shall be 33 ft. + + "Ten per cent. of the entire order will be accepted in shorter + lengths varying by 1 ft. from 32 ft. to 25 ft. + + "A variation of 1/4 in. from the specified lengths will be allowed. + + "All No. 1 rails less than 33 ft. shall be painted green on both + ends. + +[Sidenote: Finishing] + + "9. Care shall be taken in hot-straightening rails, and it shall + result in their being left in such condition that they will not vary + throughout their entire length more than four (4) in. from a + straight line in any direction for thick base sections, and 5 in. + for A. S. C. E. sections when delivered to the cold-straightening + presses. Those which vary beyond that amount, or have short kinks, + shall be classed as second quality rails and be so marked. + + "The distance between supports of rails in the straightening press + shall not be less than forty-two (42) in.; supports to have flat + surfaces and out of wind. Rails shall be straight in line and + surface and smooth on head when finished, final straightening being + done while cold. + + "They shall be sawed square at ends, variations to be not more than + 1-32 in., and prior to shipment shall have the burr caused by the + saw cutting removed and the ends made clean. + +[Sidenote: Drilling] + + "10. Circular holes for joint bolts shall be drilled in accordance + with specifications of the purchaser. They shall in every respect + conform accurately to drawing and dimensions furnished and shall be + free from burrs. + +[Sidenote: Branding] + + "11. The name of the manufacturer, the weight of the rail, and the + month and year of manufacture shall be rolled in raised letters and + figures on the side of the web. The number of the heat and a letter + indicating the portion of the ingot from which the rail was made + shall be plainly stamped on the web of each rail, where it will not + be covered by the splice bars. Rails to be lettered consecutively A, + B, C, etc., the rail from the top of the ingot being A. In case of a + top discard of twenty or more per cent. the letter A will be + omitted. Open-Hearth rails to be branded or stamped O. H. All + marking of rails shall be done so effectively that the marks may be + read as long as the rails are in service. + +[Sidenote: Drop testing.] + + "12. (_a_) Drop tests shall be made on pieces of rail rolled from + the top of the ingot, not less than four (4) ft. and not more than + six (6) ft. long, from each heat of steel. These test pieces shall + be cut from the rail bar next to either end of the top rail, as + selected by the Inspector. + + "The temperature of the test pieces shall be between forty (40) and + one hundred (100) degrees Fahrenheit. + + "The test pieces shall be placed head upward on solid supports, five + (5) in. top radius, three (3) ft. between centers, and subjected to + impact tests, the tup falling free from the following heights: + + 70 lb. rail 16 ft. + 80, 85 and 90 lb. rail 18 ft. + 100 lb. rail 20 ft. + + "The test pieces which do not break under the first drop shall be + nicked and tested to destruction. + + "(_b_) (It is proposed to prescribe, under this paragraph, the + requirements in regard to deflection, fixing maximum and minimum + limits, as soon as proper deflection limits have been decided upon.) + +[Sidenote: Tests.] + + "13. (A) Two pieces shall be tested from each heat of steel. If + either of these test pieces breaks, a third piece shall be tested. + If two of the test pieces break without showing physical defect, all + rails of the heat will be rejected absolutely. If two of the test + pieces do not break, all rails of the heat will be accepted as No. 1 + or No. 2 classification (according as the deflection is less or + more, respectively, than the prescribed limit[A]). + + "(B) If, however, any test piece broken under test A shows physical + defect, the top rail from each ingot of that heat shall be rejected. + + "(C) Additional tests shall then be made of test pieces selected by + the Inspector from the top end of any second rails of the same heat. + If two out of three of these second test pieces break, the remainder + of the rails of the heat will also be rejected. If two out of three + of these second test pieces do not break, the remainder of the rails + of the heat will be accepted, provided they conform to the other + requirements of these specifications, as No. 1 or No. 2 + classification (according as the deflection is less or more, + respectively, than the prescribed limit[F]). + + "(D) If any test piece, test A, does not break, but when nicked and + tested to destruction shows interior defect, the top rails from each + ingot of that heat shall be rejected. + +[Sidenote: Drop testing machine.] + + "14. The drop-testing machine shall be the standard of the American + Railway Engineering and Maintenance of Way Association, and have a + tup of 2,000 lbs. weight, the striking face of which shall have a + radius of five (5) in. + + "The anvil block shall be adequately supported and shall weigh + 20,000 lbs. + + "The supports shall be a part of or firmly secured to the anvil. + +[Sidenote: No. 1 Rails.] + + "15. No. 1 rails shall be free from injurious defects and flaws of + all kinds. + +[Sidenote: No. 2 Rails.] + + "16. Rails which, by reason of surface imperfections, are not + accepted as No. 1 rails, will be classed as No. 2 rails, but rails + containing physical defects which impair their strength, shall be + rejected. + + "No. 2 rails to the extent of five (5) per cent. of the whole order + will be received. All rails accepted as No. 2 rails shall have the + ends painted white, and shall have two prick punch marks on the side + of the web near the heat number near the end of the rail, so placed + as not to be covered by the splice bars. + + "Rails improperly drilled, straightened, or from which the burrs + have not been properly removed, shall be rejected, but may be + accepted after being properly finished. + + "Different classes of rails shall be kept separate in shipment. + + "All rails shall be loaded in the presence of the inspector. + +[Sidenote: Inspection.] + + "17. (_a_) Inspectors representing the purchaser shall have free + entry to the works of the Manufacturer at all times while the + contract is being executed, and shall have all reasonable facilities + afforded them by the Manufacturer to satisfy them that the rails + have been made in accordance with the terms of the specifications. + + "(_b_) For Bessemer Steel the Manufacturer shall, before the rails + are shipped, furnish the Inspector daily with carbon determinations + for each heat, and two complete chemical analyses every twenty-four + hours representing the average of the other elements specified in + section 2 hereof contained in the steel, for each day and night turn + respectively. These analyses shall be made on drillings taken from + the ladle test ingot not less than 1/4 in. beneath the surface. + + "For Open-Hearth Steel, the makers shall furnish the Inspectors with + a complete chemical analysis of the elements specified in section 2 + hereof for each melt. + + "(_c_) On request of the Inspector, the Manufacturer shall furnish + drillings from the test ingot for check analysis. + + "(_d_) All tests and inspections shall be made at the place of + manufacture, prior to shipment, and shall be so conducted as not to + unnecessarily interfere with the operation of the mill." + + +FOOTNOTES: + +[Footnote A: Presented to the Annual Convention, June 21st, 1910.] + +[Footnote B: These reports were published in _Proceedings_, Am. Soc. +C. E., as follows: February, 1903, p. 43; February, 1905, p. 60: +February, 1906, p. 50; February, 1907, p. 69; August, 1907, p. 290; +February, 1908, p. 85; February, 1909, p. 61; February, 1910, p. 62.] + +[Footnote C: Bulletin No. 118, December, 1909.] + +[Footnote D: Bulletin No. 118. December, 1909.] + +[Footnote E: Reprinted from _Supplement to Bulletin No. 121_ of the +American Railway Engineering and Maintenance of Way Association (March, +1910).] + +[Footnote F: Note: The clause in brackets in Sections A and C to be +added to the specifications when the deflection limits are specified.] + + + + + + +End of the Project Gutenberg EBook of Transactions of the American Society +of Civil Engineers, Vol. LXX, Dec. 1910, by Various + +*** END OF THIS PROJECT GUTENBERG EBOOK SOCIETY OF CIVIL ENGINEERS *** + +***** This file should be named 18785.txt or 18785.zip ***** +This and all associated files of various formats will be found in: + http://www.gutenberg.org/1/8/7/8/18785/ + +Produced by Juliet Sutherland, Sigal Alon and the Online +Distributed Proofreading Team at http://www.pgdp.net + + +Updated editions will replace the previous one--the old editions +will be renamed. + +Creating the works from public domain print editions means that no +one owns a United States copyright in these works, so the Foundation +(and you!) can copy and distribute it in the United States without +permission and without paying copyright royalties. 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