Abstract: The rigid frog for switch points and crossings with two wing rails (1, 2) and a frog point (3, 6, 4, 5) arranged therebetween, which forms with the wing rails switch openings (11) that run at an acute angle relative to each other, is characterized in that the frog point and the wing rails are elastically joined by anchor clamps on each foot side to ribbed plates (247-253). The previous unit of a rigid frog with wing rails and HB bolted point is thus resolved to individual rails. The individual rails each have their own intrinsic elasticity so that the frog behaves like a normal rail in the track in terms of oscillation and damping behavior. The previously used filling plates are no longer required. Beneath the rails are plates with which a height adjustment, especially of the wing rails (1, 2), can be effected, so that wear of the traversed surface of the wing rails can be compensated for in terms of height by changing the thickness of the spacers. The spacers (42, 43) can be elastic.

Abstract: A railroad trackwork intersection assembly such as a crossing intersection or a turnout intersection is provided with at least one flange-bearing frog subassembly which has railcar wheel flangeways of uniform depth throughout the frog planform that co-operate with trackwork traffic rails, with easer subassemblies that are positioned exterior to but abut the frog subassembly, that have sloping flange support surfaces, and that may be removed from or adjusted in the assembly without moving or adjusting either the frog subassembly or the co-operating trackwork traffic rails.

Abstract: A bolted rail railroad frog designed to support a railroad wheel to roll through the frog on its flange rather than requiring its tread to jump across a flangeway gap. The frog is comprised of paired rail sections with a flangeway filler bar disposed therebetween to define a flangeway for the railroad wheel. Each flangeway filler bar has a ramped upper surface disposed to engage the wheel flange. Transition from the wheel riding on its tread to riding on its flange is accomplished by ramping both ends of the flangeway filler bars. When the wheel flange encounters the ramp it gradually lifts the wheel till the tread is clear of the top of rail and continues to carry the wheel over the flangeway gap and then rolls down the other ramp on the flange until the tread again is rolling on the top of the rail.

Abstract: A device for determining the condition of railway switches or railway crossings by monitoring the end position of tongue rails (2), said device having a sensor (18) within the area of the theoretical frog point (17) of a frog (8), said sensor giving on occasion of a mechanical collision with the wheel flange or with the running surface of the wheel a signal indicating premature wear within the area of the frog.

Abstract: An improved railroad FROG of nearly shrink free casting and method of forming is disclosed. The FROG is comprised of a triangular shaped top area with an actual FROG point at the center of the casting, widening at one end to a heel and heel extension with flangeways adjacent each side to allow the passage of wheels. A throat is located ahead of the actual FROG point and extends forwardly to a toe end of the casting. The throat is bound by wings of the casting. The casting has a solid arched, ribbed supporting structure below the running surface of the casting.

Abstract: A conveying and storage system for wheeled pallets has tracks each formed by a pair of generally parallel rails. The pallet has grooved wheels at one side for riding on the upper edge of one rail and a roller on the other side for riding on the upper edge of the other rail. At the intersection of the tracks, the two wheel engaging rails are interconnected by a frog on which the peripheries of the grooved wheels roll. Where a wheel engaging rail crosses a roller engaging rail, the roller engaging rail is interrupted and elevated pads are provided that are coplanar with the upper edges of the rails. The pads are arranged to support the rollers as they negotiate the gap in the roller engaging rail.

Abstract: According to the invention a railway turnout comprises two wing rails and a point, carried on a frog, which includes a nose, the running surface of which is substantially co-planar with the running surfaces of the rail of the turnout, the wing rails being provided with tread surface inserts inclined upwardly above the plane of the running surfaces, the incline of the wing rails extending longitudinally along the wing rails towards the heels thereof and commencing at a point corresponding to the point of deviation from the gauge line, of the wing rail, the tread surface of the wing rails being shaped, in cross section, from the edge adjacent the gauge line, at an angle corresponding to the shape of the average worn car wheel and the angles of the incline and the slope being dependent on the taper on the wheels and on the angle of deflection of the turnout.

Abstract: A static switching apparatus for a track vehicle includes a main line track and a switch track which at a switching junction both include a conventional track rail and a specially constructed rail. A switching cam including cam faces is positioned at the junction and includes straight and curved cam surfaces which are selectively engaged by cam followers supported on the vehicle to provide for steering of the vehicle. The cam followers are lowered and raised vertically by fluid extensible devices which also move them in an orbital path into cam surface engagement.

Abstract: Wheel loads on the running surfaces of a frog point and its (cast) integral wings are distributed to the ties by a bottom wall boxing in the side walls which support those running surfaces and by strategically located center ribs.

Abstract: Railway switch for transferring railway vehicles from a main track to a siding and, respectively, crossing of a siding with a main track, the switch or crossing comprising a frog in which the rail of the main track is uninterrupted, noting that the portion of the rail of the siding located between the rails of a main track is ending adjacent the rail of the main track to leave a gap for the wheel flanges of the wheels travelling on the main track, that the rolling surface of the rail portion of the siding located between the rails of the main track is, in the area adjacent the rail of the main track, super-elevated relative to the rolling surface of the rail of the main track and that the portion of the rail of the siding located outside of the rails of the main track is provided with a ramp for ligting the wheel flanges, said ramp ascending until the height of the rolling surface of the main track, characterized in that the rolling surface of the portion of the rail of the siding located between the rails of