English
Sign in
| Price | Negotiable |
| MOQ | Negotiable |
| Delivery Time | 1-30 working days |
| Brand | kingrail |
| Place of Origin | China |
| Certification | ISO |
| Model Number | crane rail |
| Packaging Details | standard export package, or as per customer request |
| Payment Terms | L/C, D/A, D/P, T/T, Western Union, MoneyGram |
| Supply Ability | 1000000000ton |
| Place of Origin | China | Standard: | AiSi, ASTM, bs, DIN, GB, JIS |
| Packaging Details | standard export package, or as per customer request | Bolt Hole Diameter: | 22mm 24mm, as customer's requirement |
| Model Number | crane rail | Supply Ability | 1000000000ton |
| Rail Gauge: | Normal Gauge | Certification | ISO |
| Brand Name | kingrail | Payment Terms | L/C, D/A, D/P, T/T, Western Union, MoneyGram |
| Specification: | 4kg/m, 8kg/m 12kg/m, 15kg/m, 18kg/m, 22kg/m, 24kg/M,38-60 | Price | Negotiable |
| Delivery Time | 1-30 working days | Length | 6-12m |
| Minimum Order Quantity | Negotiable | Grade: | Q235/55Q/U71Mn/75V/50Mn/45Mn |
Introduction ov Railway Train Track International Standard Steel Light Rail, Heavy Rail, Crane Rail
Rails are the main components of railway tracks. Its function is to guide the wheels of the rolling stock to move forward, bear the huge pressure of the wheels, and transmit them to the sleepers. The rails must provide a continuous, smooth and least drag rolling surface for the wheels. In electrified railways or automatic blocking sections, the rails can also be used as track circuits.
Railway Train Track International Standard Steel Light Rail, Heavy Rail, Crane Rail specification
Light Rail
| Type | Head Width(mm) | Height(mm) | Bottom Width | Web Thickness(mm) | Theory Weight(kg/m) | Grade | Length |
| 8kg | 25 | 65 | 54 | 7 | 8.42 | Q235B | 6M |
| 12kg | 38.1 | 69.85 | 69.85 | 7.54 | 12.2 | Q235B/55Q | 6M |
| 15kg | 42.86 | 79.37 | 79.37 | 8.33 | 15.2 | Q235B/55Q | 8M |
| 18kg | 40 | 90 | 80 | 10 | 18.6 | Q235B/55Q | 8-9M |
| 22kg | 50.8 | 93.66 | 93.66 | 10.72 | 22.3 | Q235B/55Q | 7-8-10M |
| 24kg | 51 | 107 | 92 | 10.9 | 24.46 | Q235B/55Q | 8-10M |
| 30kg | 60.33 | 107.95 | 107.95 | 12.3 | 30.1 | Q235B/55Q | 10M |
Heavy Rail
| Head Width(mm) | Height(mm) | Bottom Width | Web Thickness(mm) | Theory Weight(kg/m) | Grade | Length | |
| P38 | 68 | 134 | 114 | 13 | 38.73 | 45MN/71MN | |
| P43 | 70 | 140 | 114 | 14.5 | 44.653 | 45MN/71MN | 12.5M |
| P50 | 70 | 152 | 132 | 15.5 | 51.51 | 45MN/71MN | 12.5M |
| P60 | 73 | 176 | 150 | 16.5 | 60.64 | U71MN | 25M |
Crane Rail
| Head Width(mm) | Height(mm) | Bottom Width | Web Thickness(mm) | Theory Weight(kg/m) | Grade | Length | |
| QU70 | 70 | 120 | 120 | 28 | 52.8 | U71MN | 12M |
| QU80 | 80 | 130 | 130 | 32 | 63.69 | U71MN | 12M |
| QU100 | 100 | 150 | 150 | 38 | 88.96 | U71MN | 12M |
| QU120 | 120 | 170 | 170 | 44 | 118.1 | U71MN | 12M |
| Specifications | Chemical Composition | Mechanical Properties | ||||||||
|---|---|---|---|---|---|---|---|---|---|---|
| Number | Classification | C | Si | Mn | P | S | Yield Strength | Tensile Strength | Elongation | |
| range | range | range | max. | max. | min. | range or min. | min. | |||
| ％ | ％ | ％ | ％ | ％ | N/mm2 (kgf/mm<span style="box-sizing: border-box; font-size: 12px; margin: 0px; padding: 0px; position: relative; line-height: 0; vertical-align: baseline; top: -0.5em; border: 0px; outline: 0px; background: transparent; color: inherit; font-family: "ヒラギノ角ゴ ProN W3", "Hiragino Kaku Gothic ProN", 游ゴシック, YuGothic, メイリオ, Meiryo, Verdana, "“Droid Sans" ",="" sans-serif;"="">2) | ％ | ||||
|
AREMA2011 Chapter 4"Rail" |
Standard Strength |
0.74−0.86 | 0.10−0.60 | 0.75−1.25 | 0.02 | 0.02 | 510 | 983min. | 10 | |
|
Intermediate strength |
0.72−0.82 | 0.10−1.00 | 0.70−1.25 | 0.02 | 0.02 | 552 | 1014min | 8 | ||
| High strength | 0.74−0.86 | 0.10−0.60 | 0.75−1.25 | 0.02 | 0.02 | 827 | 1179min | 10 | ||
| EN13674−2011 | R260 | 0.62−0.80 | 0.15−0.58 | 0.70−1.20 | 0.025 | 0.025 | − | 880min | 10 | |
| R350HT | 0.72−0.80 | 0.15−0.58 | 0.70−1.20 | 0.02 | 0.025 | − | 1175min | 9 | ||
| IRS T12−2009 | GR1080 | 0.60−0.80 | 0.10−0.50 | 0.80−1.30 | 0.03 | 0.03 | 460 | 1080min. | 10 | |
| UIC860−R | GR900A | 0.60−0.80 | 0.10−0.50 | 0.80−1.30 | 0.04 | 0.04 | − | 880-1030 | 10 | |
|
JIS E1101−2001 |
Standard Rail |
37A | 0.55−0.70 | 0.15−0.35 | 0.60−0.90 | 0.045 | 0.05 | − | 690min.(70) | 9 |
| 40N | 0.63−0.75 | 0.15−0.30 | 0.70−1.10 | 0.03 | 0.025 | 800min.(82) | 10 | |||
| 50N | ||||||||||
| 60 | ||||||||||
|
JIS E1120−2007 |
HH340 HH370 |
0.72−0.82 | 0.10−0.55 | 0.70−1.10 | 0.03 | 0.02 | − | 1080(110) | 8 | |
| 0.10−0.65 | 0.80−1.20 | 1130(115) | ||||||||
Rail
classification
CHINA
The
steel
rails
in
our
country
can
be
divided
into
three
categories:
crane
rails
(crane
rails),
heavy
rails
and
light
rails
based
on
the
approximate
weight
of
kilograms
per
meter:
①
The
crane
rail
is
divided
into
four
types:
QU120,
QU100,
QU80,
and
QU70.
The
material
is
generally
manganese
steel.
The
largest
single
weight
is
QU120,
which
can
reach
118kg/m.
②
Heavy
rail.
According
to
the
type
of
steel
used,
it
is
divided
into:
ordinary
manganese-containing
rails,
copper-containing
ordinary
carbon
steel
rails,
high-silicon
copper-containing
steel
rails,
copper
rails,
manganese
rails,
silicon
rails,
etc.
There
are
mainly
38,
43
and
50kg.
In
addition,
there
are
45kg
rails
for
a
few
lines,
and
60kg
rails
have
been
planned
for
high-volume
and
high-speed
lines.
GB2585-81
stipulates
the
technical
conditions
of
38-50kg/m
rail
in
my
country,
and
its
dimensions
and
codes
are
shown
in
Table
6-7-10.
In
2007,
my
country
promulgated
a
new
standard
GB
2585-2007,
in
addition
to
38
~
50kg/m,
a
new
60kg/m
heavy
rail
and
75kg/m
heavy
machine
rail.
Rail
Type
The
type
of
rail
is
expressed
in
kilograms
of
rail
mass
per
meter
of
length.
The
rails
used
on
my
country's
railways
are
75kg/m,
60kg/m,
50kg/m,
43kg/m
and
38kg/m.
The
section
shape
of
the
rail
adopts
an
I-shaped
section
with
the
best
bending
resistance,
which
is
composed
of
three
parts:
the
rail
head,
the
rail
waist
and
the
rail
bottom.
In
order
to
make
the
rail
better
withstand
the
forces
from
all
sides
and
ensure
the
necessary
strength
conditions,
the
rail
should
have
sufficient
height,
its
head
and
bottom
should
have
sufficient
area
and
height,
and
the
waist
and
bottom
should
not
be
too
thin.
In
addition,
in
order
to
meet
the
needs
of
structures
such
as
turnouts,
extra-large
bridges
and
seamless
lines,
China
Railway
has
also
adopted
special-section
(I-shaped
asymmetrical
with
the
central
axis)
rails.
The
most
commonly
used
rails
are
short
and
special
section
rails,
referred
to
as
AT
rails.
Rail
length
The
standard
lengths
of
Chinese
rails
are
12.5m
and
25.0m.
Extra-heavy
and
heavy-duty
rails
use
25.0m
standard
length
rails,
and
other
types
of
rails
can
use
12.5m25.0m
standard
length
rails.
The
"Interim
Technical
Conditions
for
60kg/m
Rail
of
250km/h
Passenger
Dedicated
Line"
stipulates
that
the
standard
rail
length
of
250km/h
passenger
dedicated
line
(taking
into
account
freight)
is
100m.
There
are
three
types
of
curvilinear
shortened
rails
that
are
40,
80,
and
120mm
shorter
than
the
12.5m
standard
rail,
and
three
types
that
are
40,
80,
and
160mm
shorter
than
the
25.0m
standard
rail.
shape
specification
Dimensions
The
length
and
other
geometric
dimensions
and
tolerances
of
the
rails
are
stipulated
by
the
relevant
standards
for
light
and
heavy
rails
in
"8".
Appearance
Quality
(1)
The
rail
after
rolling
should
be
straight,
and
there
should
be
no
significant
bending
and
twisting.
The
local
bending
and
torsion
of
light
and
heavy
rails
and
their
correction
deformation,
the
inclination
of
rail
end
faces,
etc.,
shall
not
exceed
the
standard
requirements.
(2)
The
surface
of
the
rail
should
be
clean
and
smooth,
and
there
should
be
no
defects
such
as
cracks,
scabs,
scratches,
etc.;
there
should
be
no
shrinkage
marks
and
interlayers
on
the
end
surface.
The
allowable
defects
on
the
overall
surface
of
the
light
and
heavy
rails
and
the
extent
of
their
geometrical
quantities
shall
not
exceed
the
standards
specified
in
the
standard.
Rail
damage
Rail
damage
refers
to
the
occurrence
of
fractures,
cracks
and
other
damages
that
affect
and
limit
the
performance
of
the
rail
during
use.
In
order
to
facilitate
the
statistics
and
analysis
of
rail
damage,
it
is
necessary
to
classify
the
rail
damage.
According
to
the
position
of
the
damage
on
the
rail
section,
the
appearance
of
the
damage
and
the
cause
of
the
damage,
it
is
divided
into
nine
categories
and
32
types
of
damage,
which
are
classified
by
two-digit
numbers.
cause
of
injury.
The
specific
content
of
rail
damage
classification
can
be
found
in
"Railway
Public
Works
Technical
Manual
(Track)".
Rail
breakage
refers
to
one
of
the
following
situations:
the
full
section
of
the
rail
is
broken
into
at
least
two
parts;
the
crack
has
penetrated
the
entire
rail
head
section
or
the
rail
bottom
section;
there
are
pieces
on
the
top
surface
of
the
rail
with
a
length
greater
than
50mm
and
a
depth
greater
than
10mm.
The
broken
rail
directly
threatens
the
driving
safety
and
should
be
replaced
in
time.
Rail
cracks
refer
to
the
separation
of
part
of
the
rail
material
and
the
formation
of
cracks
in
addition
to
the
fracture
of
the
rail.
There
are
many
types
of
rail
damage,
the
common
ones
are
wear,
peeling
and
rail
head
nuclear
damage,
rail
waist
bolt
hole
cracks,
etc.
Several
common
rail
damage
situations
are
described
below.
Rail
wear
Rail
wear
mainly
refers
to
the
side
wear
and
wave
wear
of
the
rail
on
the
small
radius
curve.
As
for
vertical
wear,
it
is
normal
in
general
and
increases
with
the
increase
of
axle
load
and
total
passing
weight.
Improper
setting
of
track
geometry
will
speed
up
the
vertical
wear
rate,
which
should
be
prevented
and
can
be
solved
by
adjusting
the
track
geometry.
(1)
Side
wear
Flank
wear
occurs
on
outer
strand
rails
with
small
radius
curves
and
is
one
of
the
main
types
of
damage
on
curves
today.
When
the
train
is
running
on
a
curve,
the
friction
and
sliding
of
the
wheel
and
rail
are
the
root
causes
of
the
side
wear
of
the
outer
rail.
When
the
train
passes
through
a
small
radius
curve,
the
wheel-rail
contact
usually
occurs
at
two
points,
and
the
side
wear
that
occurs
at
this
time
is
the
largest.
The
size
of
the
side
wear
can
be
expressed
by
the
product
of
the
guiding
force
and
the
impact
angle,
that
is,
the
wear
factor.
Improving
the
conditions
of
the
train
passing
through
the
curve,
such
as
the
use
of
wear-type
wheel
treads,
the
use
of
radial
bogies,
etc.,
will
reduce
the
rate
of
side
wear.
From
the
point
of
view
of
public
works,
the
rail
material
should
be
improved,
and
wear-resistant
rails
should
be
used.
For
example,
the
wear
resistance
of
high-hard
rare
earth
rails
is
about
2
times
that
of
ordinary
rails,
and
that
of
quenched
rails
is
more
than
1
times.
Strengthen
maintenance
and
repair,
set
appropriate
gauge,
outer
rail
superelevation
and
rail
bottom
slope,
increase
the
elasticity
of
the
line,
apply
oil
on
the
side
of
the
rail,
etc.,
can
reduce
the
effect
of
side
wear.
(2)
Wave
wear
The
wave-shaped
wear
refers
to
the
wave-shaped
uneven
wear
on
the
top
surface
of
the
rail,
which
is
essentially
a
wave-shaped
crush.
Wave
grinding
will
cause
high
wheel-rail
dynamic
effect,
accelerate
the
damage
of
rolling
stock
and
track
components,
and
increase
maintenance
and
repair
costs;
in
addition,
the
violent
vibration
of
the
train
will
make
passengers
uncomfortable,
and
in
severe
cases
will
threaten
driving
safety;
wave
grinding
is
also
noise.
origin
of.
Serious
wave
grinding
has
occurred
on
some
freight
trunk
lines
in
my
country.
Its
development
speed
is
faster
than
that
of
side
grinding,
and
it
has
become
the
main
reason
for
rail
change.
Wave
grinding
can
be
divided
into
short
wave
(or
ripple)
and
long
wave
(or
wave)
according
to
its
wavelength.
Ripple
is
periodic
irregularity
with
a
wavelength
of
about
50~100mm
and
an
amplitude
of
0.1~0.4mm;
long
wave
is
a
periodic
irregularity
with
a
wavelength
above
100mm
and
below
3000mm
and
an
amplitude
of
less
than
2mm.
Wave
grinding
mainly
occurs
on
heavy-duty
transportation
lines,
especially
on
coal
and
mine
transportation
lines.
It
also
occurs
on
high-speed
and
high-passenger
lines
to
varying
degrees,
and
it
is
also
common
on
urban
subways.
On
railways
with
high
train
speeds,
corrugation
wear
occurs
mainly
in
straight
lines
and
braking
sections.
Wave
wear
occurs
mainly
on
heavy-duty
transportation
lines
with
low
vehicle
speeds,
and
generally
occurs
in
curved
sections.
There
are
many
factors
that
affect
the
occurrence
and
development
of
rail
corrugation,
involving
many
aspects
such
as
rail
material,
line
and
locomotive
conditions.
Countries
all
over
the
world
are
devoted
to
the
theoretical
research
on
the
causes
of
rail
wave
wear.
There
are
dozens
of
theories
about
the
genesis
of
wave
mill,
which
can
be
roughly
divided
into
two
categories:
dynamic
genesis
theories
and
non-dynamic
genesis
theories.
In
general,
the
dynamic
action
is
the
external
cause
of
the
rail
corrugation,
and
the
material
properties
of
the
rail
are
the
internal
cause
of
the
corrugation.
In
fact,
it
is
quite
difficult
to
summarize
all
the
causes
of
rail
corrugation
by
analyzing
only
one
aspect.
Instead,
we
must
take
the
vehicle
and
the
rail
as
a
system
to
study
the
formation
of
various
vibrations,
and
conduct
multi-faceted
and
multi-disciplinary
research
as
a
whole.
In
order
to
grasp
the
whole
picture
of
the
cause
of
wave
grinding.
Grinding
rails
is
now
the
most
effective
measure
to
eliminate
wave
grinding.
In
addition,
there
are
the
following
measures
to
slow
down
the
development
of
wave
grinding:
use
continuous
welding
to
eliminate
rail
joints
and
improve
the
smoothness
of
the
rail;
improve
the
rail
material,
use
high-strength
wear-resistant
rails,
improve
the
quality
of
heat
treatment
process,
and
eliminate
rail
residual
stress;
improve
rail
quality
,
improve
the
track
elasticity,
and
make
the
vertical
and
horizontal
elasticity
continuous
and
uniform;
keep
the
curve
direction
smooth,
the
superelevation
setting
is
reasonable,
the
outer
rail
is
oiled
at
the
working
side;
the
wheel-rail
system
should
have
sufficient
resistance,
etc.
(3)
Allowable
limits
for
rail
wear
The
allowable
wear
limit
of
the
rail
head
is
mainly
determined
by
the
strength
and
construction
conditions.
That
is,
when
the
rail
wear
reaches
the
allowable
limit,
firstly,
it
can
ensure
that
the
rail
has
sufficient
strength
and
bending
rigidity;
secondly,
it
should
ensure
that
the
wheel
flange
does
not
collide
with
the
joint
splint
in
the
most
unfavorable
situation.
According
to
the
"Rules
for
Maintenance
of
Railway
Lines",
according
to
the
degree
of
wear
and
tear
of
the
rail
head,
it
is
divided
into
two
categories:
minor
injuries
and
serious
injuries.
The
trough
depth
of
the
corrugated
rail
is
more
than
0.5mm,
and
the
rail
is
lightly
damaged.
Contact
fatigue
damage
The
formation
of
contact
fatigue
damage
can
be
roughly
divided
into
three
stages:
the
first
stage
is
the
change
of
the
shape
of
the
rail
tread,
such
as
unevenness
of
the
rail
tread
and
saddle
wear
at
the
weld,
these
irregularities
will
increase
the
impact
of
the
wheel
on
the
rail.
;The
second
stage
is
the
destruction
of
the
metal
on
the
surface
of
the
rail
head.
Due
to
the
cold
work
hardening
of
the
metal
of
the
rail
head
tread,
the
hardness
of
the
rail
head
working
surface
continues
to
increase.
When
the
total
mass
is
150~200Mt,
the
hardness
can
reach
HB360;
Another
change
occurs.
For
carbon
steel
rails,
when
the
total
mass
is
200~250Mt,
micro-cracks
are
formed
on
the
surface
of
the
rail
head.
For
a
line
with
uneven
elasticity,
when
the
wheels
and
rails
are
obviously
uneven,
the
tensile
pressure
on
the
top
surface
of
the
rail
is
almost
equal.
If
there
are
micro-patterns,
and
the
flexural
stress
and
residual
stress
are
the
same,
the
strength
of
the
rail
will
be
greatly
reduced.
.
The
third
stage
is
the
formation
of
rail
head
contact
fatigue.
Due
to
insufficient
metal
contact
fatigue
strength
and
the
repeated
action
of
heavy-duty
wheels,
when
the
maximum
shear
stress
action
point
exceeds
the
shear
yield
limit,
this
point
will
become
a
plastic
region,
and
the
wheel
will
Through
the
slip
that
will
inevitably
produce
the
metal
microstructure,
over
a
period
of
operation,
this
slip
will
accumulate
and
aggregate,
eventually
leading
to
the
formation
of
fatigue
cracks.
The
initiation
and
development
of
contact
fatigue
cracks
will
be
accelerated
with
the
increase
of
axle
load,
the
transportation
conditions
of
large
volume,
and
the
incompatibility
of
rail
material
and
rail
type.
The
peeling
near
the
fillet
on
the
working
edge
of
the
rail
head
is
mainly
caused
by
the
following
three
reasons:
the
peeling
is
caused
by
the
longitudinal
fatigue
crack
caused
by
the
inclusion
or
the
contact
shear
stress;
the
shear
stress
alternating
cycle
caused
by
the
guide
wheel
on
the
curved
outer
rail
promotes
the
outer
rail
Rail
head
fatigue
leads
to
peeling;
poor
wheel
and
rail
maintenance
accelerates
the
development
of
peeling.
Usually
peeling
will
cause
stress
concentration
in
the
notch
area
and
affect
the
ride
comfort,
increase
the
dynamic
impact,
and
promote
the
generation
and
development
of
cracks
in
the
notch
area.
The
existence
of
the
notch
area
will
also
hinder
the
development
of
metal
plastic
deformation
and
reduce
the
plastic
index
of
the
rail.
Rail
head
nuclear
injury
is
the
most
dangerous
form
of
damage,
which
will
break
suddenly
under
the
action
of
the
train,
seriously
affecting
the
driving
safety.
The
main
reason
for
the
nuclear
damage
of
the
rail
head
is
that
there
are
tiny
cracks
or
defects
(such
as
non-metallic
inclusions
and
white
spots)
inside
the
rail
head.
The
combination
of
stress
causes
fine
cracks
to
nucleate
first,
and
then
develop
around
the
rail
head
until
the
steel
around
the
nucleation
is
not
enough
to
provide
sufficient
resistance,
and
the
rail
breaks
suddenly
under
the
condition
of
a
milli-yuan
omen.
Therefore,
the
defect
of
the
internal
material
of
the
rail
is
the
internal
cause
of
nuclear
damage,
and
the
effect
of
external
load
is
the
external
cause,
which
promotes
the
development
of
nuclear
damage.
The
development
of
nuclear
damage
is
related
to
the
transportation
capacity,
axle
load
and
speed,
and
the
state
of
the
line
plane.
In
order
to
ensure
the
safety
of
driving,
the
rails
should
be
inspected
regularly.
Measures
to
slow
down
the
contact
fatigue
damage
of
rails
include:
purifying
rail
steel
and
controlling
the
shape
of
debris;
adopting
quenched
rails,
developing
high-quality
heavy
rails,
and
improving
the
mechanical
properties
of
rail
steels;
reforming
the
old
rail
reuse
system
and
using
rails
rationally;
rail
grinding;
Rail
steel
material
classification,
track
laying,
etc.
For further information, welcome to contact!
