. Railway track and track work . top is planed down on a slope for 6 to 15 ins.,giving a drop of f- or f-in. below the top of the stock rail, the corner of the switchrail being rounded off vertically. This is to prevent wheel flanges from strikingthe point. These rails are now very generally reinforced by flat bars on bothsides of the web, or by a T-bar on the gage side. Manganese steel switch rails(which are cast to shape) have been tried; but there is liability of these thinhard rails cutting the wheels, especially where the trucks do not swing metal is better adapted to the heavy
. Railway track and track work . top is planed down on a slope for 6 to 15 ins.,giving a drop of f- or f-in. below the top of the stock rail, the corner of the switchrail being rounded off vertically. This is to prevent wheel flanges from strikingthe point. These rails are now very generally reinforced by flat bars on bothsides of the web, or by a T-bar on the gage side. Manganese steel switch rails(which are cast to shape) have been tried; but there is liability of these thinhard rails cutting the wheels, especially where the trucks do not swing metal is better adapted to the heavy switch rails of special section used inthe Wharton and MacPherson switches. The German railways use (insteadof the long thin rail) a switch rail of rectangular section, but with a bottomflange. It is 17J ft. long, planed for about 11 ft., and having on top a taperedrib to fit against the head of the stock rail. Three forms of these heavy switchrails are shown in Fig. 52; these are used by the State railways of Prussia, !l. Fig. 52.—Switch Rails of German and Bavaria, respectively. On the Netherlands State Railways each switchrail has a vertical pivot fitting in a casting bolted to the tie at the heel (no splicebeing used), and the switch and stock rails rest on a steel plate 19 ft. long and13 ins. wide. Switches with pivoted rails moving vertically have been tried, butthe diversity of distance back to back of wheels is likely to cause derailments. The switch rail is usually slightly higher than the stock rail, so as to carry thefalse flanges of worn wheels over the latter and prevent them from wedgingbetween the rails. In the Norfolk & Western Ry. switch, the head of the rail 114 TRACK. rises o-in. in 5 ft. 4 ins. from the heel, and is then level for 4 ft., beyond whichit is planed down to the point, 5 ft. 1\ ins. In other designs, the heads of theswitch and stock rails are level at 12 or 15 ins. from the point, but then theformer rises to J-in. or ^-in.
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