The breaking of rails has been the cause of much attention on the part of railroad and steel engineering experts ever since the tendency toward the construction of heavy locomotives and greater train loads became evident.

The report of the Interstate Commerce Commission for 1915 gave broken rails as the cause of 3,345 accidents, in which 205 people were killed and 7,341 were injured, with a property loss of $3,967,188. 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. It was said that no rails produced under the specifications provided by them had yet developed any fissures.

The process by which those rails were prevented from developing fissures consisted mainly of rolling them from reheated blooms, and although that method is said to have been used in a number of rail mills for many years, no mention had previously been recorded of the prevention of breakage in that way. The experiments are, therefore, sure to be watched with a great deal of interest, and it is probable that fewer accidents will occur from broken rails in the near future.

The technical man will be interested in an outline printed in the Iron Age, which said: "Induced interior transverse fissures in basic open-hearth rails are due in part to an occasional hot rail being cooled so rapidly by the rolls or so chilled by the gusts of air before recalescence on the hot beds as to cause a log of some of the transformations of the metal in the interior of the rail head. Induced interior transverse fissures can only develop in the track from the effects of preceding causes, either of which is no longer a mystery."

The report of the railroad experts also laid stress on the theory that "gagging" rails - subjecting them to blows for the purpose of straightening them - was also likely to cause faults by injuring the metal.