Steel rail

“ The railroad in its modern form would be impossible if Bessemer and others had not taught the world to make steel cheaply. Iron rails, even under comparatively light loads, wore out and had to be replaced constantly. Steel rails, introduced gradually after 1860, could bear double the load on each wheel, and still outlive many iron rails. The modern rail, simple as it appears, is both in material and in proportions a great feat of engineering, “a beam whose every dimension and curve and angle are exactly suited to the tremendous work it has to do.” ”

“ Steel rails, double the weight of the original iron ones, are used. Wooden sleepers have replaced the stone blocks, and they, in their turn, will probably give way to sleepers of steel. The joints are now made by means of fish-plates, and the most vulnerable part of the rail, the end, is no longer laid on an anvil for a purpose of being smashed to pieces, but the ends of the rails are now almost always over a void, and thereby are not more affected by wear than is any other part of the rail. ”

“ Rails must be made more uniform in quality, and must be free from the imputation of fracture under regular wear. Notwithstanding the great improvements made in the preparation of the steel, and in the rolling, there are still far too many steel rails which break under traffic to allow rail-makers to rest satisfied with their work. Something is still wanting in the manufacture to effectually remove this disposition to fracture. The safe rail, the rail of the future, must be one that may bend and may wear, but will never break under ordinary use in the road. ”

“ The continuous rail is often more than a hundred feet in length, which is cut into three or four rails of thirty feet each, and it goes through every operation that makes it a "T" rail weighing ninety pounds to the yard with the single first heat. There are trains of rolls that will take in a piece of white-hot metal weighing six tons, and send it out in a long sheet three thirty-seconds of an inch thick and nearly ten feet wide. The first steel rails made in this country were made by the Chicago Rolling Mill Company, in May, 1865. ”

“ Some railway men declared that the railway system had reached its full development. But in this world the supply generally equals the demand. When a thing is very much wanted, it is sure to come, sooner or later. The process of making steel invented by, and named after, Henry Bessemer, of England, and perfected by A. L. Holley, of this country, gave us a steel rail which at the present time costs less than one of iron, and has a life five or six times as long, even under the heavy loads of to-day. ”

“ The substitution of steel for iron as the material for rails which made possible the axle loads and the speeds of to-day, and, by reducing the cost of maintenance contributed enormously to the economic efficiency of railways, was one of the most important events in the history of railways, and a scarcely less important element of progressive economy has been the continued improvement of the steel rail in stiffness of section and in toughness and hardness of material. ”

“ Again it snapped.
“That’s a steel rail,” said Gib, “to run locomotives and cars over. It breaks as you see,—like glass. When they unload steel rails for track laying they let them over the side of the car in ropes for fear they will break if they fall on the ground.”
The same four men, evidently trained in this demonstration, went directly to another pile of rails, carelessly picked up the one nearest to hand, laid it on the ground against a stout iron post and attached to each end of it a chain working to a windlass some distance off. Then they started the windlass. ”

“ In an ordinary railroad the functions of the iron or steel rails are twofold, first to carry the weight of the load, and second to guide the engine, carriage or truck in the right direction. Now the latter purpose—in the case of a rail-track never used for high speeds, especially in going round curves—might be served by the adoption of a very much lighter weight of rail, if only the carrying of the load could be otherwise provided for. ”

“ Society in 1870 ran much more safely on iron rails. But the unborn society of the steel age was making rail specifications beforehand. It was a society for which a quarter of a million miles of railway would have to be laid in one generation. That simply could not be done with iron rails. There would not be enough fuel, labor and time by the old wrought iron process to make or replace iron rails on any such scale. Shoeing that society with iron rails would be like shoeing an army with eiderdown slippers. ”

“ Some engineers are advocates for a hard steel rail, and claim for it greater durability and longer wear; but even supposing such hard rail should possess a slight superiority over the soft rail, it is well to consider whether such assumed advantage is not obtained at the risk of incurring greater liability to fracture. It must be borne in mind that a rail, once placed in the road, is exposed to all the changes of temperature from heat to frost, and has frequently to sustain increased strains arising from loose sleepers, where the gravel or ballast has been disturbed during heavy rains. ”

“ Directly after we got running I received a letter from William R. Jones, superintendent of the Edgar Thompson Steel Company, running a rail mill recently started at Braddocks by Carnegie Brothers, saying that they were in need of an engine to drive a circular saw at a very high rate of speed to cut off steel rails cold. ”

“ So the American Steel Company had competition almost from the start. However, as its rails were all bespoken by the railroads whose officials were stockholders, and as in any case the demand for rails was [247] increasing very fast, there would have been prosperity for everyone if Enoch Gib had not been mad.
No sooner had the American Steel Company begun to produce rails than Enoch did with iron rails as he had done before with iron nails. He began to sell the famous Damascus iron rail at a ruinous price. The steel rail makers had to meet him. ”

“ Steel rails are not riveted to railroad ties but the spikes are driven close to each rail so that the heads hook over the edge and hold the rail down without absolutely preventing its movement forward and backward. ”

“ When writing a specification for steel rails, it is usual to state the number of tons per square inch in tensile strain which the steel must be able to sustain without fracture, and also to stipulate that some of the rails will be tested by the falling-weight test. In the latter test a rail is placed, say at 3 feet bearings, and in a similar position to what it would occupy in the road, and a weight of eighteen hundredweight, or one ton or more, according to section of rail, is allowed to fall from a height of 9 or 10 feet, on to the rail, at the centre between the bearings. ”

“ Finally James Milholland, engineer of machinery for the Philadelphia & Reading Railroad, built in 1863 a pusher engine for coal trains that weighed something over 50 tons. When folk saw that engine they almost gasped, and wondered what the railroads were coming to. But the wiser men kept silent. They knew that as long as bridges and roadbeds and fine steel rails were increased in strength, the limit of size of the locomotive had not been reached. The greater grip the locomotive has upon the rail, the greater its pulling power, the greater its efficiency. ”

“ The Wiper's Story HOW McGRATH GOT AN ENGINE
This came about through there being whiskers on the rails. It may not be generally understood that whiskers grow on steel rails; curious as it seems, they do. Moreover, on steel rails they are dangerous, and, at times, exceedingly dangerous.
Do not infer that all steel rails grow whiskers; nor is it, as one might suppose, only the old rails that sport them. The youngest rail on the curve may boast as stout a beard as the oldest rail on the tangent, and one just as gray. They flourish, too, in spite of orders ”

“ The rolls in the illustration turn in one direction only, and therefore the bars after emerging from the larger grooves have to be drawn back over the machine and set into a smaller pair from the same side. This inconvenience is avoided in the “three-high train,” on which three rolls revolve, and the bars can be passed through them from one side to the other alternately. The celerity with which a glowing steel ingot is without re-heating converted into a straight steel rail 60 or 100 feet long, by passing a few times backwards and forwards between the rolls, is very striking. ”

“ To lift a red hot billet of steel into its place before heavy steel rollers, then to lift it and toss it, to turn it and bump it, to roll it here and roll it there, to press it and cut it, then slide it to one side, a long, perfect steel rail over which rich and poor, presidents and princes may ride in safety. ”

“ The action of long rigid wheel-base vehicles passing [Pg 54] round sharp curves is detrimental to all the parts brought into contact. Not only is there the constant tendency to mount the rails, and spread the gauge, but the tiny shreds of steel scattered all along close to the rail—particles ground off the rails, or off the wheel-tyres, or both—testify to useless wear, unnecessary friction, and great waste of motive-power. ”

“ A steel man is authority for the statement that one cold winter day in 1913, a single locomotive, making excessive speed, broke about a hundred rails in the distance of a mile on one of the leading railroad systems.
Both steel and railroad men were, therefore, much interested in the announcement made by the New York Central Railroad, in August, 1916, to the effect that the road’s staff of specialists had discovered the cause and remedy for the hidden flaws in steel rails. ”

“ Steel rails, by their superior hardness, strength, and stiffness, approach much nearer than iron to the mathematical planes to which all rails should conform, in order to diminish the resistance to traction to a minimum. Taking the working expenses of railways at their present average rate, it would be a low estimate indeed to say that, even apart from all consideration of the renewals of rails, the superiority of steel over iron rails does not amount to at least 2d. per train mile, taking into account the saving of locomotive power, wear of carriage and waggon stock, maintenance of way, &c. ”

“ Steel is not only found to be more homogeneous, generally wearing uniformly from end to end, but its strength is half as great again as that of iron, and the rail may thus be reduced in weight by abrasion and corrosion to an extent that would be unsafe in an iron rail. ”

“ But human society as it would be in the twentieth century was calling for a rail that would meet the needs of a steel age. This was a society that was going to require a ton of freight to be moved 2,500 miles annually for each man, woman and child in the country! Transportation on that scale of waste and grandeur had never been imagined in the world. Iron rails simply could not stand the strain. ”

“ A more modern mechanical improvement is to make the axle the shaft of the motor armature. When the motor has used the current it passes by most systems into the rail and the ground. By others there is a "metallic circuit"--two wires. Many men whose interest and occupation leads them to a study of such matters know that the use of electricity, instead of steam locomotion, is merely a question of time on all railroads. ”

“ Steel rails and steel bridges have made possible the economy of the colossal locomotives of modern times. Steel has enabled men, instead of building 10-ton cars to carry 10 tons of cargo, to build298 12-ton cars to carry 20, or 14-ton to carry 30; each improvement of this kind represents a saving in the dead weight of the train, and a consequent reduction in cost. Steel has furnished a material for the bridges over which the cars are carried, enabling a span of 500 feet to be constructed as readily as a span of 250 feet, with the iron formerly employed. ”

“ Then was introduced the epoch-making Bessemer process and steel was rolled into rails four and one-half inches high, of fifty-six to sixty-five pounds to the yard, of ten to fifteen-fold the durability of iron. In design the early steel rails were limber so that they rapidly cut the cross-ties under their seats, pushing away the ballast beneath them. Because they lacked height they had but little stiffness, one result being that the spikes under the rails were constantly loosened, exaggerating the deflection due to passing trains. ”

“ In all cases substantial parapets, with a height of not less than 4 feet 6 inches above rail-level must be provided by an addition to the girders, unless the girders themselves are sufficiently high. On important viaducts where the superstructure is of iron, steel, or timber, substantial outside wheel-guards to be fixed above the level of, and as close to the outer rails as possible, but not so as to be liable to be struck by any part of an engine or train running on the rails. ”

“ As an example of the benefits railroads had conferred upon the public, he stated that in the fall of 1880 the rate from Chicago to the East was but six tenths of one cent per ton per mile, or equal to carrying seventeen barrels of flour one mile for one cent! The intense competition between roads has been one of the main causes of the remarkable economy of their management, and their eagerness to adopt every improvement as soon as produced, chief among which improvements must rank the steel rail. ”