L. DISCUSSION, 
realized and more or less obtained in a well organized establish- 
ment ; if it was not, the rails would be of unequal hardness. This 
would be more likely to occur where a high percentage of carbon 
was used, which was very desirable in order to secure durability 
in the road and resistance to deformation. 
It appeared therefore that the practice of the American 
engineers was the best to follow in regard to rails, and this was 
well exemplified in the specifications of Mr. Walter Katte, 
Engineer-in-Chief of the New York Central and Hudson River 
Railway, to whom the author is indebted for the following par- 
ticulars— 
Chemical Composition. 
65 tbs. | 70 tbs. | 75 tbs. | 80 Ibs. | 100 Ths. 
Carbon... oe sae Sa neyednd 67 0°50 to 0°60/0°55 to 0°60/0°65 to 0°75 
Silicon ... ....0°15 to 0°20/0°15 to 0-200 0°20/0°15 to 0°20/0'15 to 0°20 
nes ST paoes tee doce yoob a0 -uclose roo ie 1:00 
Sulphur not to 
exceed ..., 0°069 0-069 0°069 0-069 0:069 
Phosphorus not 
to exceed...) 0°060 0-060 0-060 0°060 0:060 
Rails having 
Carbon below 
ill rejec- 
% | 043 0°45 0°48 0°55 0°60 
Rails having 
Carbon above 
will be rej 
0°57 0°59 0-62 065 | 075 
Test ingots were also cast from each heat from which bars about 
18” long and half an inch square were rolled, these were afterwards 
bent cold through a right angle of 160°. These test bars should 
not fracture, and the elongation on the stretched side should be 
12% perinch. The rails were tested on supports three feet apart, 
under the drop hammer weighing 2,000 Ibs., the heights being as 
follows :— 
Weight of rail in pounds per yard 60 Height of drop 16 feet 
65 16 ” 
16 5 
20 ” 
” ” ” 70 ” ” 
i: ”» ” 75 ” ” 
