Normal Position

ANY switch on a main track must ALWAYS be placed back in "normal" position.

This is not a unique situation.

Now, if you want to clarify/change/apply a rule at a specific switch that changes the "normal" position to be the diverging instead of straight route, that can be done with a note in the timetable footnotes. (And/Or on fascia label.)

I've seen several examples of this called out in TT notes. ("Normal position of junction switch at X is when lined for Subdivision A.")

For spurs and sidings...

...that is the case.  I suppose another way of asking my question is, would the prototype make one branch the "normal" route and the other branch the "reverse" route?  Both lines are part of a coal branch and serve the various coal mines in the area.

Ken L. 

For spurs and sidings...

No, for ANY main track switch. There is a specified normal and reverse position.

And the timetable wording I gave above is pretty much verbatim for a main track junction switch with a branch line on the prototype Algoma Central.

Two branches

Any point on any railroad is only on one subdivision/branch.  If you have a subdivision/branch (Base Branch) that ends, and beyond it there are two other subdivisions/branches(Left Branch and Right Branch), the switch can ONLY be on one subdivision.   The most likely scenario is that the switch belongs to the Base Branch.  Since 99.9% of real switches have a normal and diverging route, the normal route will be the one its lined for.  The diverging branches don't actually start until the clearance point BEYOND the switch.

In reality, that is an unusual situation.  In most cases one of the "forks" (normal route through the switch) will not be a separate branch, it just be a continuation of the base branch.

The rule is usually found in the 104 or a paragraph of 104 and typically says that a main track switch must be lined and locked for the main track when not in use, other paragraphs say main track switches should be restored to the "normal" position.

Operating potential

Trains using the switch (reversed) must line the switch back to normal position after passing through it if traffic warrants so the train must stop after proceeding through the switch.  More delay for operation.

Another TT note could be "to approach switch X expecting it to be lined in reverse" then every train would have to proceed slowly ready to stop.

Many timetable notes were often used as Chris mentioned and it depended on traffic levels and whether there were both freight and passenger trains.

Robert