f shows the relationship of the improved frog to the second rail at the heel end connector far end 129 a 129 b just prior to the connection to the second rail the heel end connector 122 123 is secured 330 340 see fig4 to the second rail by means of bolting riveting fastening welding and the like the improved frog of the present invention is cast of steel preferably manganese steel as depicted in fig3 a u2013 f the wall thickness of the improved frog is thicker than conventional frogs as shown in fig3 e and 3f the structure of present invention from about the heel end connector near end 128 a 128 b to about the point 185 of the frog is not hollowed as found in conventional frogs but is solid steel in an embodiment the walls are about u215d inch to about u00be inch thick the thicker walls of the improved frog add durability and strength manganese steel is used to increase tolerance for impact and work load imposed by the wheels of the cars of the train traversing the frog in an embodiment the present invention is formed from manganese poured into a casting shaped to provide the flared flangeways reinforced sections and other features of the improved frog the frog of the present invention is formed such that wheel load is borne at least in part by the rail ties the thickness of the walls of the at the heel end connector 122 123 adds stability at the point of re contact of the wheel of the train car to the second rail as a consequence of these improvements the frog supports heavier loads and lasts longer than conventional.