12.1 Scope of section
In turnouts and track crossings, fastenings shall be intact and maintained so as to keep the components securely in place. Each switch, frog, and guardrail area shall be kept free of obstructions that may interfere with the passage of wheels.
12.1.1 Longitudinal rail movement
Tracks shall be equipped with rail anchoring through and on each side of track crossings and turnouts to restrain rail movement affecting the position of switch points and frogs.
12.1.2 Minimum flange-way
Flange-way at turnouts and track crossings shall be at least 1 1/2”. Refer to Section 1.3 for exceptions.
12.2 Switches
a) Each stock rail must be securely seated in the switch plates, but care must be used to avoid canting the rail by over tightening the rail braces.
b) Each switch point shall fit and face up closely and accurately against its stock rail with the switch stand or switch machine in either of its closed positions, to allow wheels to pass the switch points without striking them. In switches with planed points (A.R.E.M.A design with undercut stock rail) the point must be completely under the stock rail between the actual point of switch and the #2 track rod when the point is in the closed position; the first 6 inches of the point should not be visible when looked at from above, and must not be higher, under any circumstances, than the top of the stock rail. Any signs of unusual wear on the first 6 inches of the point must be carefully investigated to determine and promptly eliminate the cause. Lateral and vertical movement of a stock rail in the switch plates, or of a switch plate on a tie must not adversely affect the fit of the switch point against the stock rail.
Immediate protection and prompt corrective action are necessary when a switch point is found to stand open against its stock rail.
c) Any lip formation on the gauge side of the stock rail along its undercut area must be promptly corrected to ensure that the switch point fits tightly against the stock rail.
d) Each switch must be maintained so that the outer edge of the wheel tread (especially in worn wheels with “false flange” conditions) cannot contact the gauge side of the stock rail.
e) The heel of each switch point must be secure, and the bolts in each heel must be kept tight.
f) Each switch stand and connecting rod must be securely fastened and operable without excessive lost motion.
g) Each hand throw lever must be maintained so that it cannot be operated while the lock is in the keeper.
h) Each switch position indicator must be clearly visible at all times.
i) Switch points must be replaced when the raised portion of the switch point is worn down to the top of the stock rail (in general, the raised portion of the switch point starts after the second track rod and ends past the heel of the switch; the maximum rise of the switch point over the top of the stock rail in this area is ¼ inch). In addition, if the tip of the switch point, with the point set against its stock rail, is higher than the top of the stock rail, then both the point and the stock rail must be replaced.
12.2.1 Special design switches
Special design switches, which by design exceed maximum allowable gage limits, are permitted where operating speeds do not exceed 15 MPH.
12.3 Frogs – general 12.3.1 Flange-way depth
Flange-way depth is measured from a plane across the wheel-bearing area of a frog. Flange-way depths shall be maintained as follows:
a) Where operating speeds do not exceed 15 MPH the Flange-way depth shall not be less than 1 3/8”;
b) Where operating speeds exceed 15 MPH the Flange-way depth shall not be less than 1 1/2”; and,
c) Where frogs are designed as flange-bearing, the flange-way depth may be less than the minimum shown herein; however, the operating speed may not exceed an appropriate restrictive speed not greater than 15 miles per hour.
12.3.2 Damaged frogs
a) If a frog point is chipped, broken, or worn more than five-eighths inch down and 6 inches back, operating speed over the frog shall not exceed 10 MPH.
b) If the tread portion of a frog casting is worn down more than three-eighths inch below the original contour, operating speed over that frog shall not exceed 10 MPH.
12.3.3 Spring rail frogs
Spring rail frogs shall be maintained as follows:
a) The outer edge of a wheel tread shall not contact the gage side of a spring wing rail. b) The toe area of each wing rail shall be solidly tamped and fully and tightly bolted. c) Each frog with a bolt hole defect or head-web separation shall be replaced.
d) Each spring shall have compression sufficient to hold the wing rail against the point rail. e) The clearance between the hold-down housing and the horn shall not exceed 1/4”.
12.3.4 Self-guarded frogs
Self-guarded frogs shall be maintained as follows:
a) The raised guard on a self-guarded frog shall not be worn more than three-eighths of an inch.
b) If repairs are made to a self-guarded frog without removing it from service, the guarding face shall be restored before rebuilding the point.
12.4 Guard rail gauges in frogs
The guard check and guard face gauges in frogs shall be within the limits prescribed in Table 13.
Table 13-Guard check and guard face gauges in frogs
Class of track Operating speed Priority gauge shall not be Guard check tighter than
Guard face gauge shall not be greater
than
1 Less than 15 MPH 1 -1/2” +1/2”
2 16 to 30 MPH 2 - 3/8” +3/8”
3 and 4 31 to 80 MPH 2 - 1/4” +3/8”
12.5 Working on special work
Any trackwork in the vicinity of an electrically controlled switch that may change switch point adjustment must not start unless the signal department is notified. Any switch placed out of service for trackwork must not be returned to service unless proper point pressure and adjustment are provided. When working under traffic, switches shall be blocked, clamped or spiked to prevent switch point gapping.