RaiI corrugation is a co¡ nmon problem with aII rail transit systems. Presented in this paper is infor¡ nation received from various US transit proPerties in response to a questionnaire prepared on this subject and circulatecl in early 1985. This questionnaire requested infor¡ nation concerning track geometry, type of track support, and structure type vrhere corrugaÈion ís being experienced. Infornation v¡ as al-so requested on the characteristics of rail and wheel wear as well as remedial action taken to alleviate the problen. The inforrnation received vras presented at the subsequent Rail Corrugation Workshop at the June 1985 Anerican Publ-ic Transit Association (APTA) Conference in Atlanta, Georgia. Other papers presented at this workshop discussed parameters influencing raiL corrugation and current understanding of the rail corrugation phenonenon. Discussed in these papers were (a) recent stualies conducted by the US Departnent of Transportation through its Transportation Test Center at Canbridge, Massachu-set. tsi (b) studies recently performed on the Fast Track at Pueblo, Colorado¡ and (c) the results of recent tests perfortned by the Buald Company Technical Center on the Port Authority Transit Corporation (PATCO) system at Camden'Ner,¿'Jersêy. rn su [ìnary, rail corrugation is a¡ natter of concern for all rail prop-erties. No rail system is irnrnune to the corrugation proble¡ n. It vras the con-clusion of all participânts in the raíI corrugation rçorkshop that there is a need for a more unified approach to organizing and funding a cooràinated research effort to bring together the various groups currently studying the nany aspects of rail wear and rail corrugation.

All operating US rail transit systens have experi-enced proble¡ ns with raiJ. corrugation. It has been estimated that yearly¡ naintenance dollars expended in North Anerica for rail grinding and corrugation control exceed $1¡ nillion. Actual operation of the new rail systen in Bal-timore began in November 1983. It becane apparent alnost immediately that Baltimore was no exception because by Decenber, rail corruga-tion had developed on the sharp curves in the underground section.