The daily chieftain. [volume] (Vinita, Ind. Ter. [Okla.]) 1898-1902, 1898-11-23

rhe CreepinE of Rails Il . Puzzzing
Fhenomenon 90 Rail-
road MEN.

far there is little knowledge obtain
able about it. The matter is one which
concerns practical road builders quite
as much as those interested only In
the theory of the thing. II was mp for
discussion at the recent convention of
the New England Roadmasters' asso-
citation and it is-to be brought up before
the Roadmasters' Association of Amer
/ ica at its meeting in Denver this month.
Engineer Irwin had some comments
to make upon the subject. Il noticed
writer in recent issue of the Rail-
way Age who discussed the matter at
some length. Itappears that it has not
yet been determined whether the move
ment Of the rails is with our against
the direction of heaviest travel, but
there is no doubt that there is move
ment, sometimes of considerable
amount. Well authenticated instances
are given of creeping in both directions
and some of them are quite remark
able.
reference is made to rail on pile
trestle at Galveston which travelled nine
feet per month. One on the ST. Louis
bridge is mentioned. The bridge has
rise of five feet in its length of 1900
feet, and the railroad tracks require
constant attention. In the latter half
Of 1898 the creeping on the east and
west approaches averaged 60 feet per
month on each side and on the bridge
structure it varied from II inches to 10
feet 3 inches per month for the six
months. The creeping of the extreme
south rail was only two inches more in
July than in December. while on the
north rail the difference between the
two months was 10 feet two inches in
favor of July. The direction of the
movement was with the track, but this
does not account for the fact that in
the case of one track the outer rail and
in the other the inner rail does the most
creeping"
As to the general direction of rail
movement, aside from specific in
stances, Assistant Chatham, of the
chief engineers Office, said: Heavy
loads pulling constantly in one direc-
tion have tendency to drive the rails
in the opposite direction. The railway
commissioners of New South Wales, |
after making an investigation, reported |
three cases. In one case it was stated |
that the rails on double-track road |
Travelled both together in the direction
OF the traffic; in another on double |
road the other rail on the down line |
moved in the direction of the traffic,
while the rail near the way between
the double tracks remained stationary; |
and in still another case, also double
road, the rail nearest the middle way
moved more than the outer rail, but in
the direction of the traffic.
''The committee of the New England |
Roadmasters' association reported that
1t was well-known fact that rails
move or creep in the direction trains
run on the track on double track, and
on single track rails move in the direc-
tion of the heaviest traffic. In fact,
about the only safe deduction to be
drawn in the present state of knowl-
edge is that rails DO move"
The reasons for the creeping of rails
have not been determined any more
definitely than the direction of the ar
dent movements. Inquiries among the
engineers and section men resulted in
the gathering of many suppositions.
In brieI they come 10 these:
That rails have in many places de-
cided tendency TO creep or travel along
the track, owing to the wave motion,
the unbalanced traffic in one direction,
the action OF braked wheels, the con-
traction and expansion due to the
changes in the temperature. This
is more especially trouble
some, as rule, on steep grades, on
bridges. aud on swamp roadbeds. but
may develop at any place.
Of the reasons given the undulatory
Of the rails given them by
passing trains seems to be the prin-
cipal one. In perfectly rigid track
there would be no creeping. During
the undulatory movement referred to
the tracks are free TO assume new
position in the direction of the greatest
force, or in that of the least resistance.
The momentum of the train may
carry the track along with it, resulting
n movement of the track in the direc-
lion OF heaviest traffic. or it may be
hat the freedom of the rail during the
lnduiatory movement permits the OPP
sration Of stronger force than that set
n operation by the train, and this
stronger force, which might be gravity