RAILS

When completely replacing rails on the main directions of railways, new rails of two types are laid on the track, depending on the load load: R75 (GOST 16210-77) and R65 (GOST 8161-75) (Table 7). On the tracks of industrial enterprises, rails of types P50 (GOST 7174-75) and P43 (GOST 7173-54) are used. The railway tracks contain rails of the same types, but from earlier years of laying (Table 8). Rails reused in tracks are called old.

Table 7. Main indicators of rails

Index	P75 according to GOST 16210-77	P65 according to GOST 8161-75	P50 according to GOST 7174-75	P43 according to GOST 7173-54
Drawing number in the album	24	25	26	27
Weight of 1 m of rail, kg	74,41	64,72	51,67	44,65
Weight of one rail 25 m long, kg	1860	1618	1292	1116
Rail height, mm including:	192,0	180,0	152,0	140,0
head height	55,3	45,0	42,0	42,0
" necks	104,4	105,0	83,0	71,0
" soles	32,3	30,0	27,0	27,0
Rail head width, mm:
up	72,0	73,0	70,2	70,0
at the bottom	75,0	75,0	72,0	70,0
Sole width, mm	150	150	132	114
	20	18	16	14,5
	95,04	82,65	65,99	57,0
Area distribution along the profile, %:
heads	37,4	34,1	38,1	42,8
cervix	26,5	28,5	24,5	21,3
soles	36,1	37,4	37,4	35,9
Distance from center of gravity, mm:
to the bottom of the sole	88,2	81,3	70,5	68,5
to the top of the head	103,8	98,7	81,5	71,5
horizontal	4489	3540	2011	1489
vertical	665	564	375	260
Moment of resistance, cm 3:
along the bottom of the sole	509	435	285	217
at the top of the head	432	358	247	208
along the side edge of the sole	89	75	55	45

Crap. 24. Rail type P75 according to GOST 16210-77 (Rails have been supplied since 1978)

Crap. 25. Rail type P65 according to GOST 8161-75 (Rails have been supplied since 1976)

Crap. 26. Rail type P50 according to GOST 7174-75 (Rails have been supplied since 1976)

Crap. 27. Rail type P43 according to GOST 7173-54 (Rails have been supplied since 1955)

Table 8. Some indicators of rails discontinued but used on the road

Index	P75		P65			P50			P43	I-a	P38 (II-a)	P33 (III-a)
	GOST 16210-70	project 751/TsP	GOST 8161-63	GOST 8161-56	project 1950	GOST 7174-65	GOST 7174-54	GOST 3542-47	GOST 3542-47	OST 119	GOST 3542-47	GOST 6726-53
Drawing number in the album	28	29	30	31	32	33	34	35	36	37	38	39
Weight of 1 m of rail, kg	74,4	75,1	64,64	64,93	64,90	51,63	51,51	50,50	43,61	43,57	38,42	33,48
Rail height, mm, including:	192	192	180	180	180	152	152	152	140	140	135	128
head height	55,3	48,5	45	45	45	42	42	42	42	44	40	37
" necks	104,4	110	105	105	105	83	83	83	71	71	71	68
" soles	32,3	33,5	30	30	30	27	27	27	27	25	24	23
Rail head width, mm:
- at the top	71,8	72,8	72,8	72,8	76	70	70	70	70	70	68	60
- at the bottom	75,0	75,0	75,0	75,0	76	71,9	70	70	70	70	68	60
Sole width, mm	150	160	150	150	150	132	132	132	114	125	114	110
Neck thickness in the middle part, mm	20	20	18	18	17	16	15,5	14,5	13,5	14	13	12
Cross-sectional area, cm 2	95,1	95,8	82,6	82,9	82,9	65,9	65,8	64,5	55,7	55,6	49,1	42,8
Metal distribution along the profile,%:
- head	37,4	32,3	34,2	34,5	35,5	38,2	38,3	39,5	43,0	45,9	45,4	43,0
- neck	26,5	28,5	28,4	28,3	27,1	24,4	23,8	22,2	20,5	19,3	19,8	19,9
- sole	36,1	39,2	37,4	37,2	37,4	37,4	37,5	38,3	36,5	34,8	34,8	37,1
Moment of inertia about the axes, cm 4:
- horizontal	4490	4597	3548	3573	3588	2018	2037	2016	1472	1476	1223	968
- vertical	661	771	569	572	576	375	377	-	257	284	209	167
Moment of resistance, cm 3
- along the bottom of the sole	509	547	436	437	432	286	287	285	214	212	180	156
- at the top of the head	432	426	359	363	370	248	251	248	206	210	182	147

Crap. 28. Rail type P75 according to GOST 16210-70

(Rails were supplied between 1966 and 1977)

Crap. 29. Rail type P75 according to project 751/TsP

(Rails were supplied between 1958 and 1966)

Crap. 30. Rail type P65 according to GOST 8161-63

(Rails were supplied between 1964 and 1975)

Crap. 31. Rail type P65 according to GOST 8161-56

(Rails were supplied between 1956 and 1963, the holes could be oval 38´30 mm)

Crap. 32. Rail type P65 according to the 1950 project.

(Rails were supplied between 1953 and 1955)

Crap. 33. Rail type P50 according to GOST 7174-65

(Rails were supplied between 1965 and 1975)

Crap. 34. Rail type P50 according to GOST 7174-54

(Rails were supplied between 1955 and 1966)

Crap. 35. Rail type P50 according to GOST 3542-47

(Rails were supplied between 1948 and 1954)

Crap. 36. Rail type P43 according to GOST 3542-47

(Rails were supplied between 1946 and 1954)

Crap. 37. Rail type 1-a according to OST 119

(Rails supplied until 1946)

Crap. 38. Rail type P38 (II-a) according to GOST 3542-47

Crap. 39. Rail type P33 (III-a) GOST 6726-53

(Rails supplied until 1932)

Basic requirements for rails of types P75, P65 and P50 made of open hearth steel according to GOST 24182-80 (introduced on July 1, 1981 to replace GOST 8160-63 and GOST 6944-63)

1. The standard applies to rails of types P75, P65 and P50, unhardened along the entire length, made of open hearth steel and intended for laying on broad gauge railways.

2. The design and dimensions of the rails comply with GOST 7174-75, GOST 8161-75 and GOST 16210-77.

3. Rails of two groups are made.

4. Rails of group I are made from mild open-hearth steel, deoxidized in a ladle with complex deoxidizers without the use of aluminum or other deoxidizers that form harmful streaked non-metallic inclusions in the steel.

5. Rails of group II are made of mild open-hearth steel, deoxidized with aluminum or manganese-aluminum alloy.

6. The chemical composition of steel must comply with the standards specified in table. 9.

7. The mechanical properties of steel for rails of groups I and II when tested at distance must comply with the standards specified in table. 10.

8. The manufacturing technology of rails must guarantee the absence of flakes in them, as well as local non-metallic inclusions (alumina, titanium carbides and nitrides or alumina cemented by silicates), elongated along the rolling direction in the form of tracks - lines with a length of more than 2 mm for rails of group I and a length of more than 8mm for group II rails.

9. The surface of the rail head at its ends must be hardened by rolling heating or induction heating by high-frequency currents.

Table 9. Chemical composition of rail steel

Rail group	Rail type	steel grade	Mass fraction, %
			Carbon	Manganese	Silicon	Phosphorus	Sulfur
I	P75	М76В	0,71 - 0,82		0,25 - 0,45
	P65	M76T
		M76VT
		M76TS
	P50	M74T
		M74TS	0,69 - 0,80	0,75 - 1,05	0,18 - 0,40	No more than 0.035	No more than 0.045
II	P75	M76	0,71 - 0,82
	P65
	P50	M74	0,69 - 0,80
Notes 1. In the designation of the steel grade, the letter “M” indicates the method of steel smelting (open hearth), the numbers indicate the average carbon content in hundredths of a percent. 2. Rails made of steel grade M76B are classified as rails with vanadium; from steel grades M76T, M74T and M76VT - to rails with titanium; from steel grades M76Ts and M74Ts - to rails with zirconium. 3. The mass fraction of vanadium in rail steel, depending on the grade, ranges from 0.01 to 0.07%, titanium - from 0.005 to 0.025%, zirconium - from 0.001 to 0.050%. 4. It is allowed to produce rails of type P50 of groups I and II from oxygen-converter steel. In this case, in the designation of the steel grade, the letter “M” is replaced by the letter “K”.

Table 10. Mechanical properties of rail steel

Rails intended for welding or other special purposes, at the request of the consumer, may be manufactured with a length of at least 6.0 m without hardening one or both ends.

10. After complete cooling, the rails can be subjected to cold straightening on roller straightening machines and stamp presses.

11. After cold straightening the following are not allowed:

repeated cold straightening of rails on roller straightening machines in the same plane;

cold stamp straightening of the ends of the rails, if the curvature of the ends is within the location of the bolt holes;

falling of rails from a height of more than 1.0 m;

waviness and twisting of rails. A rail is considered twisted if, when measured on a control rack, it has gaps at the ends between the edge of the sole and the rack (diagonally) of more than 1/10,000 of its length.

12. The ends of the rails must be milled perpendicular to the longitudinal axis of the rail. The skew of the ends should not be more than 1.0 mm when measured in any direction. It is not allowed to chop or break defective ends of rails.

The bolt holes at the ends of the rails must be drilled perpendicular to the vertical longitudinal plane of the rail. The surfaces of bolt holes and rail ends must be free of flaws, scuffs and signs of shrinkage in the form of delaminations and cracks. Burrs and metal deposits at bolt holes and at the ends of the rails must be removed by cleaning.

Crap. 40. Basic marking of rails:

A - first grade rails; b- second grade rails; V- places of marking on the rail neck; 1 - inspector's marks; 2 - the quality control department mark of the plant (can be in the form of a square, triangle or the letter “K”); 3 - place of application of the rail number according to its location in the ingot (1 and 2 - head rails, X - bottom middle rails do not have designations); 4 - place of application of the steel heat number (heat number for rails of group 1 begins with the letter P); 5 - place to indicate the serial number of the rail from the head of the ingot; 6 - place of rolled out (convex) marking along the length of the rail, repeated approximately every 2.5 m and indicating: manufacturer, month and year of rental, type of rail

13. A trial section of rail for coping tests must withstand impact testing at temperatures from 0° to plus 40°C without breaking, cracking or puncturing the sole (both in the span and on the supports).

14. A trial section of rail for testing the strength of the sole must withstand the static load without cracks or breaks until a deflection of 4.0 mm is obtained.

15. The following are not allowed for installation on MRT main tracks: second-class rails of types P75 and P65 with rolled-out contaminants, bubbles and cracks in the middle third of the bottom of the sole with a depth of more than 0.3 mm; second grade rails type P50.

16. Rail markings are shown in Fig. 40, 41 and in table. eleven.

17. Rails shipped to the consumer must be accompanied by a document (certificate of technical suitability of rails), signed by a representative of the manufacturer and an inspector of the Ministry of Railways, certifying the compliance of the rails with the requirements of this standard, which must indicate:

Designation of the manufacturer;

Numbers of the standards in accordance with which the rails were manufactured and accepted and order numbers;

Grade and type of rails;

Prints or descriptions of acceptance stamps and paint markings on rails;

Car numbers;

Recipient's name and address.

Crap. 41. An example of complete factory marking of new first grade rails:

A- the rail was manufactured by the Kuznetsk (K) metallurgical plant in May (V) 1990 (90) type P65, melt A293, from ordinary standard carbon steel, with hardening of the ends (white stripe of paint on the head), according to the carbon content “hard” ( yellow color of the sole at the end), the arrow indicates the head end; b- the rail was manufactured by the Azovstal plant (A) in March 1990 (III 90) type P75, melt P356, hardened along the entire length (green stripe on the neck and green edging at the end); V- the rail was manufactured by the Nizhny Tagil (T) metallurgical plant in September 1989 (IX 89) type P50, melt 751Ya, hardened along the entire length, first class in terms of hardening quality (green edging at the end); G- the rail was manufactured by the plant named after. Dzerzhinsky (D) in January 1990 (I 90) type P50, heat 153, hardened along the entire length, the quality of hardening is second class (yellow edging at the end)

Table 11. Additional rail markings

Sketch	Description of marking
	The head at the end, along the contour, is outlined with blue (for rails of group I) or white (for rails of group II) paint; one core was knocked out - first grade unhardened rail
	Blue or white stripe on top of the rail head; pressed letter K at the end - first grade rail with hardened ends (the rest of the rail is not hardened)
	The head at the end, along the contour, is outlined with light green paint; there is also a light green stripe on the neck at a distance of about 1 m from the end; pressed letter Z at the end - first grade rail, hardened along the entire length according to first class hardening parameters
	The head at the end, along the contour, is outlined with yellow paint; at a distance of about 1 m from the end there is a light green stripe; letter Z at the end - first grade rail, hardened along the entire length according to second class hardening parameters
	The head is outlined with yellow paint; on the neck, at a distance of about 1 m from the end, a code consisting of one letter and numbers is written in yellow paint - the rail is experienced, its characteristics are given in the documents
	One edge of the sole is painted blue or white - the rail has a single shortening: 40 mm for 12.5-meter and 80 mm for 25-meter rails
	Both edges of the sole are painted blue or white - the rail has a double shortening: 80 mm for 2.5-meter and 160 mm for 25-meter rails
	The top of the sole at the end is painted yellow - the steel from which the rail is made contains carbon above the average percentage according to the standard
	The sole and half of the neck are painted with red or green paint and two cores are knocked out - a second grade rail; if painted red - unhardened, if painted green - hardened
	The entire end of the rail is painted with blue paint, there are three cores at both ends - the rail is rejected and is not suitable for laying on MRT tracks

Basic requirements for rails of types P50, P65 and P75, heat-treated by volumetric hardening in oil according to GOST 18267-82
(introduced on January 1, 1984 to replace GOST 18267-72)

1. The standard applies to railway rails of types P50, P65 and P75, made of open-hearth high-carbon steel and subjected to heat treatment along the entire length by volumetric hardening in oil followed by furnace tempering.

2. Rails intended for heat treatment must meet the requirements for first grade rails manufactured in accordance with GOST 24182-80.

It is allowed, by agreement between the manufacturer and the consumer, to heat treat second grade rails. Hardened rails, upgraded to grade two for surface defects, are intended for laying on tracks not belonging to the Ministry of Railways.

3. The hardness on the rolling surface of the hardened rail head should be within HB 341...388; hardness of the neck and sole of the rails - no more than HB 388.

4. The macrostructure of the quenched rail head metal should be sorbitol quenching.

The presence of small scattered areas of ferrite is allowed.

5. The mechanical properties of hardened rails must comply with the following:

Tensile strength, kgf/mm 2 .................................... ³120

Yield strength, kgf/mm 2 ............................................... .......... ³81

Relative extension, % .............................................. ..³6

Relative narrowing, % ................................................... ..... ³25

Impact strength at 20 °C, kgf m/cm 2 .................................... ³2.5

6. The trial section of the rail must withstand low-temperature impact tests under a piledriver without breaking or signs of destruction.

7. If the results of repeated impact tests under a pile driver are unsatisfactory, the rails are allowed to be subjected to high tempering for hardness HB 255...302 and passed according to GOST 24182-80 as unhardened.

8. The marking of the rails must correspond to that indicated in the drawing. 40, 41 and in table. eleven.

9. Rails must be accompanied by a document signed by a representative of the manufacturer and an inspector of the Ministry of Railways, certifying their compliance with the requirements of this standard and containing:

Name of the manufacturer;

Name of product and method of heat treatment;

Type, class and group of rails;

The grade of steel from which the rails are made;

Designation of this standard;

Imprints or description of acceptance marks, as well as a description of the paint marking of rails;

Number of rails indicating their length and weight;

Name and address of the consumer.

Rail markings

Each new rail is marked on its neck and on one of the ends.

Marking is divided into permanent, performed during rolling and hot and cold stamping (see Figure 40) and temporary or additional, performed with paint (see Table 11). Marking (see drawing 41) is necessary for the correct placement of rails on the track.

Old rails are also marked (Figure 42).

Crap. 42. An example of marking old rails (with light paint):

A- group I rail, suitable for laying on the track without repair; b- rail of group II, subject to repair (II-P); V- group IV rail, not suitable for laying on the track (XXX)

Narrow gauge railway rails P18, P24, P33, P38, P43.

Rails P18, P24 are mounted on underground mine tracks and narrow-gauge railways. In terms of mechanical properties and assortment, they comply with GOST 5876-82, 6368-82. Rails R24, R18 are produced in accordance with GOST 5876-82 from steel grades H50, T60, PT70. Straightforward: in any section, local curvatures per 1 m should not exceed three millimeters, terminal curvatures of two millimeters. Both ends are cut at right angles to the longitudinal axis. The skew of the end does not exceed two millimeters in any direction.

R-43 rails comply with GOST R 51685-2000 and are intended for jointless and link tracks of broad-gauge railways, as well as for the manufacture of turnouts. They are made from electric furnace steel (continuously cast billets: E76, E76F, E76HSF) and open-hearth steel (casting into ingots: M76, M76F). Straightforward: with uniform curvature, the deflection of the rails should be no more than 1/2200 of the length in both horizontal and vertical planes. Thus, the deviation from straightness of the end of the rail in the horizontal and vertical plane with a base length of one and a half meters should not exceed 0.7 mm.

					Weight 1 m, kg
						GOST 6368-82
						GOST 6368-82
						GOST 6368-82
						DSTU 3799-98
						TU 14-2R-383-2004
						GOST 7173-54
						GOST 7173-54

Railway rails P50, P65, P65K, P75.

Rails P65, P50 are also intended for jointless and link tracks of broad-gauge railways and for the manufacture of turnouts. R 50 and R 65 meet the requirements of GOST R 51685-2000. Rails R 50 are intended for railways with a freight load of 10-25 million tons / km per year. R-65 rails are intended for railways with a freight load of 25-75 million tons / km per year.

					Weight 1 m, kg
						GOST R51685-2000
						GOST R51685-2000
						GOST R51685-2000
						GOST R51685-2000

Crane rails KR70, KR80, KR100, KR120, KR140.

Rails KR-70, 80, 100, 120, 140 are intended for cranes and crane tracks. Manufactured from high carbon steel. They have a rounded head, a wider supporting plane and a thicker wall, which ensures uniform transmission of pressure from the wheelset to the upper belt of the crane beams.
Crane rails are laid like railway tracks and attached to the crane beams. The movable fastening method is considered recommended. This method of fastening allows for leveling (straightening) of the track, and it is also relatively simple and convenient to replace worn rails.

Rails KR 120, 100, 80, 70 are produced in measured lengths: 9-12 m in increments of 0.5 m; unmeasured length – 4-12 m.
Weight of one meter of rail:
KR-70 – 47 kg 470 g;
KR-80 – 64 kg 240 g;
KR-100 – 89 kg 50 g;
KR-120 – 118 kg 290 g;
KR-140 – 146 kg 980 g.
Technical characteristics and quality requirements are regulated by GOST 4121-96. Cracks, rolled films, sunsets, rolled dirt and flaws on the surface are not allowed. It is possible to remove defects by stripping or shallow cutting if the cutting depth does not exceed:
- rails KR 80 and KR70 – 1.5 mm;
- rails KR 100, KR 120 and KR 140 – 2 mm.
Since crane rails are subject to high loads during operation, the wear rate is relatively high, despite the material of production - high-alloy steel. In this case, wear occurs both in the horizontal and vertical planes. Operation is permitted if wear does not exceed 15% of the nominal value.

						Weight 1 m, kg
							GOST 4121-96
							GOST 4121-96 TU 14-2R-393-2005
							GOST 4121-96 TU 14-2R-393-2005
							GOST 4121-96 TU 14-2R-393-2005
							GOST 4121-96

Railway rails RP50, RP65, RP75.

Designed for installation on broad gauge railways and turnouts of industrial enterprises.

Industrial rails are divided into

by type: RP50, RP65, RP75;

by hardening: heat-strengthened (T), non-heat-strengthened (N);

by the presence of bolt holes: with bolt holes at both ends, without bolt holes;

in length: measured - 12.5 and 25 m, with maximum deviations +/- 30 mm, unmeasured - from 6 to 25 m. Rails for welding are made at least 3 m long.

					Weight 1 m, kg
						GOST R51045-97
						GOST R51045-97
						GOST R51045-97

Frame rails P65.

Designed for making connections and crossings of railway tracks.

In terms of assortment, chemical and mechanical properties, the rails meet the requirements of GOST 24182-80. Rails are manufactured with and without bolt holes, 12.5 m long

Weight of 1 m of rail – 64.14 kg.

Counter rails RK50, RK65, RK75.

They are used in the structures of railway track superstructures.

The rails are made of steel M68 in accordance with GOSTs 18232-83, 9797-85, 9798-85, 26110-84.

					Weight 1 m, kg

Pointed rails OR43, OR50, OR65, OR75.

They are used in the structures of railway track superstructures. OR43 is used for the manufacture of railway turnouts for industrial enterprises and circular rails for slewing bearings of excavators.

				Weight 1 m, kg

Tram grooved rails T58, T62.

Designed for installation on tram railways.

The rails are manufactured with and without two bolt holes, 12.5 m long, maximum deviations along the length are +\- 10 mm.

					Weight 1 m, kg
						TU 14-2R-320-96
						TU 14-2R-320-96

Guard rails UR65.

Designed for the manufacture of railway crosspieces with a continuous rolling surface.

In terms of assortment, chemical and mechanical properties, the rails meet the requirements of TU 32TsP-804-94.

Rail length is 12.5 m. Maximum deviations along the length do not exceed +/- 25 mm.

Butt bolt

Terminal bolt with nut

Butt nut

Butt bolt complete with nut and washer (BGSh)

Mortgage bolt assembly

Butt washer

Anti-theft

	TU 32 TsP 811-95
	TU 32 TsP 811-95
	GOST 14959-79

2-turn washer

Travel screw

Screw 24x170

Crutch lining

Material type	GOST or TU	Weight 1 pc. according to theory, kg.	Quantity per 1 t, pieces
	GOST 8194-75
	GOST 12135-75
SD 50 (pages)	GOST 12135-75
	GOST 7056-77
	GOST 8142-89
	GOST 8142-89
	GOST 8142-89
	GOST 8194-75
	TU 1132-027-1124328-96
	GOST 8142-89
	TU 14-2R-393-2005
SD 65 (p. trans.)	GOST 8194-75

Split Bond Lining

	GOST 16277-93
	TU 32 TsP 820-97
SK 65 (page trans.)	GOST 16277-93
	GOST 16277-93
	GOST 16277-93

Overlays

1Р-65 (6 holes)	GOST 8193-73
2Р-65 (4 holes)	GOST 8193-73
	GOST 19128-73
	GOST 8193-73
	TUUDP 14-2-1214-98
	GOST 8141-56
	GOST 8141-56
KR-70, KR-80

Fastening crane rails to steel crane beams

GOST 8161-75*
(ST SEV 1667-79)

Group B42

STATE STANDARD OF THE USSR UNION

RAILWAY RAILS TYPE P65

Design and dimensions

Railway rails type P65.
Design and dimensions

Date of introduction 1977-01-01

ENTERED INTO EFFECT by Resolution of the State Committee of Standards of the Council of Ministers of the USSR dated June 18, 1975 N 1573

The validity period was lifted by decision of the Interstate Council for Standardization, Metrology and Certification (IUS 2-93)

INSTEAD GOST 8161-63

REISSUE (June 1994) with Amendments No. 1, 2, 3, approved in May 1979, January 1981, April 1985 (IUS 7-79, 3-81, 7-85).

1. This standard applies to hardened and unhardened railway rails of type P65 and establishes their design and dimensions.

The standard corresponds to ST SEV 1667-79 in terms of the design of the rail and regulation of welding methods for short-length rails.

2. The design and cross-sectional dimensions of the rails must correspond to those indicated in Fig. 1 or 1a, and the location and dimensions of the holes in the neck at the ends of the rails - in Fig. 2-6.

The holes according to drawings 4-6 are made by the consumer.

Damn.1

Drawing 1a

Drawing 1a

Damn.2

_________________
* Chamfering is performed on volumetrically hardened rails.

Note. (Excluded, Amendment No. 2).

Damn.3

Damn.4

Damn.5

Damn.6

At the customer's request, rails can be manufactured without holes in the journal and without hardening the rolling surface of the head at one or both ends.

At the request of the consumer, it is allowed to change the placement, number and diameter of holes at the ends of the rails.

(Changed edition, Amendment No. 1, 2).

3. The maximum deviations for the convexity of the head when measured along the axis of symmetry of the transverse profile of the rail should be ±0.5 mm, and for the uniform convexity of the sole - 0.5 mm. Concavity of the rail base is not allowed.

An example of a symbol for a railway rail type P65, 25 m long, version 1:

Rail 1 Р65-25 GOST 8161-75

(Changed edition, Amendment No. 2).

4. Deviation from the symmetry of the profile of the cross section of the rail relative to its vertical axis is not allowed: at the base - more than 1 mm and at the head - more than 0.3 mm.

For the design (Fig. 1a), the deviation from the symmetry of the sole relative to the head should not exceed 2.15 mm.

(Changed edition, Amendment No. 2, 3).

5. The edges of the holes in the rail neck should be chamfered with a size of 1 to 2 mm at an angle of about 45°.

On volume-hardened rails, chamfering according to GOST 18267-82.

(Changed edition, Amendment No. 3).

6. The length of the rails must correspond to that indicated in the table.

Length, m	Permissible deviations in length, mm, for rails		Presence of holes in the neck at the ends of the rail
	hardened*	unhardened
______________________ * For surface-hardened rails along the entire length with heating by high-frequency currents, the length tolerances should be set to the same as the tolerances for unhardened rails.
Version 1
			On both ends
			No holes
			On both ends
			At one end
			On both ends
Version 2
			On both ends

(Changed edition, Amendment No. 2).

7. Resistance or gas-press welding of rails up to 25 m long from rails no less than 6 m long made of steel of the same smelting method is allowed. The number of pieces in the welded rail should be determined by agreement between the manufacturer and the consumer.

8. Technical requirements for non-hardened rails - according to GOST 24182-80, for volume-hardened rails - according to GOST 18267-82.

9. Compliance of the design and cross-sectional dimensions of the rail with the requirements of this standard is determined by templates at a distance of no more than 200 mm from the end of the controlled rail. The use of other devices is not permitted. The location of the bolt holes according to Fig. 1 is controlled along the wedge part of the bosom, and according to Fig. 1a - relative to the base of the rail.

(Changed edition, Amendment No. 2).

10. Calculated data are given in the appendix to this standard.

APPENDIX (reference). Rail design design data

APPLICATION
Information

Options	Test standards
Rail cross-sectional area, cm
Distance from center of gravity, mm:
to the bottom of the sole
to the top of the head
Moment of inertia relative to the axes, cm:
horizontal
vertical
Moment of resistance, cm:
along the bottom of the sole
at the top of the head
along the side edge of the sole
Theoretical weight of 1 m of rail (with a steel density of 7830 kg/m)
_______________________ * With a steel density of 7850 kg/m
Distribution of metal over the cross-sectional area of ​​the rail, % of the total area:
in the head
in the sole

(Changed edition, Amendment No. 2).

The text of the document is verified according to:
official publication
M.: Standards Publishing House, 1994

STATE STANDARD OF THE RUSSIAN FEDERATION

RAILWAY RAILS

GENERAL TECHNICAL CONDITIONS

GOSSTANDARD OF RUSSIA

Preface

1 DEVELOPED by the State Unitary Enterprise “All-Russian Research Institute of Railway Transport of the Ministry of Railways of the Russian Federation”, State Scientific Center of the Russian Federation OJSC “Ural Institute of Metals”, OJSC “Nizhny Tagil Metallurgical Plant”, OJSC “Kuznetsk Metallurgical Plant” INTRODUCED by the Technical Committee for Standardization TK 367 “ Cast iron, rolled metal and metal products" 2 ACCEPTED AND ENTERED INTO EFFECT by Resolution of the State Standard of Russia dated December 18, 2000 No. 378-st 3 INTRODUCED FOR THE FIRST TIME 4TH EDITION (March 2002) with Amendment (IUS 9-2001)

STATE STANDARD OF THE RUSSIAN FEDERATION

RAILWAY RAILS

General technical conditions

Railway rails.
General specifications

Date of introduction 2001-07-01

1 Scope This standard applies to railway rails intended for sectional and continuous railway tracks and for the production of turnouts.2 Normative references This standard uses references to the following standards: GOST 1497-84 (ISO 6892-84) Metals. Tensile test methods GOST 7502-98 Metal measuring tapes. Technical specifications GOST 7565-81 (ISO 377-2-89) Cast iron, steel and alloys. Sampling method for determining the chemical composition GOST 7566-94 Metal products. Acceptance, marking, packaging, transportation and storage GOST 8233-56 Steel. Microstructure standards GOST 9012-59 (ISO 410-82, ISO 6506-81) Metals. Brinell hardness measurement method GOST 9454-78 Metals. Test method for impact bending at low, room and elevated temperatures GOST 10243-75 Steel. Method of testing and assessing the macrostructure GOST 17745-90 Steels and alloys. Methods for determining gases GOST 18895-97 Steel. Method of photoelectric spectral analysis GOST 22536.1-88 Carbon steel and unalloyed cast iron. Methods for determining total carbon and graphite GOST 22536.2-87 Carbon steel and unalloyed cast iron. Methods for determining sulfur GOST 22536.3-88 Carbon steel and unalloyed cast iron. Methods for determining phosphorus GOST 22536.4-88 Carbon steel and unalloyed cast iron. Methods for determining silicon GOST 22536.5-87 (ISO 629-82) Carbon steel and unalloyed cast iron. Methods for determining manganese GOST 22536.7-88 Carbon steel and unalloyed cast iron. Methods for determining chromium GOST 22536.8-87 Carbon steel and unalloyed cast iron. Methods for determining copper GOST 22536.9-88 Carbon steel and unalloyed cast iron. Methods for determining nickel GOST 22536.10-88 Carbon steel and unalloyed cast iron. Methods for determining aluminum GOST 22536.11-87 Carbon steel and unalloyed cast iron. Methods for determining titanium GOST 22536.12-88 Carbon steel and unalloyed cast iron. Methods for determining vanadium GOST 26877-91 Metal products. Methods for measuring shape deviations GOST 28033-89 Steel. X-ray fluorescence analysis method GOST 30415-96 Steel. Non-destructive testing of mechanical properties and microstructure of metal products using the magnetic method GOST R 8.563-96 State system for ensuring the uniformity of measurements. Methods for performing measurements GOST R 50542-93 Products made of ferrous metals for the upper structure of rail tracks. Terms and Definitions

3 Definitions

In this standard, the following terms with corresponding definitions are used: 3.1. fuse: The volume of steel smelted at a time in a steelmaking unit (open hearth furnace, oxygen converter or electric furnace). When smelting steel in large-capacity furnaces and casting it into two or more ladles, each ladle is considered an independent melt. Individual ladles of one heat are called adjacent heats. 3.2. swimsuit series: A series of heats of steel of the same grade, poured continuously through one tundish using the “heat upon heat” method. 3.3. the consignment: Rails of the same type, one or more heats, one heat treatment mode (for heat-strengthened rails), simultaneously presented for acceptance in quantities of no more than 100 pieces. 3.4. control rail: Rail selected for acceptance tests. The control rails are rolled from ingots, corresponding to the shrink (head) and bottom parts of the ingots, and rails, rolled from continuously cast billets, corresponding to the beginning and end of casting one or a series of melts. Designation and marking of control rails according to 6.19.2.2. The remaining terms used in this standard and their definitions are established by GOST R 50542.

4 Classification

4.1. Rails are divided: by type: P50, P65, P65K (for external threads of curved sections of the track), P75; by quality categories: B - heat-strengthened rails of the highest quality, T 1, T 2 - heat-strengthened rails, N - non-heat-strengthened rails; by the presence of bolt holes: with holes at both ends, without holes; according to the method of steel smelting: M - from open hearth steel, K - from converter steel, E - from electric steel; by type of initial billets: from ingots, from continuously cast billets (CCB); according to the method of anti-floc treatment: made of evacuated steel, subjected to controlled cooling, subject to isothermal exposure.

5 Design and dimensions

5.1. The shape and main (controlled) dimensions of the cross-section of the rails must correspond to those shown in Figure 1 and Table 1. Permissible deviations of the controlled dimensions and cross-sectional shape of the rails must correspond to the values ​​​​specified in table 2.

Figure 1 - Main dimensions of the rail cross-section

Table 1

In millimeters

Name of cross-sectional size	Size value for rail type
Rail height N
Neck height h
Head width b
Outsole width IN
Neck thickness e
Pen height T

table 2

In millimeters

Indicator name	Permissible deviation of cross-sectional size and shape for rail type and category
Head width b
Outsole width IN						1,0 - 1,5					1,0 - 2,0
Neck thickness e		0,8 - 0,5				0,8 - 0,5					0,8 - 0,5
Rail height N	0,6 - 0,5	0,8 - 0,5									1,3 - 1,0
Pen height T		1,0 - 0,5				1,0 - 0,5
Rail journal height h	0,3 - 0,5				0,3 - 0,7
Deviation of the shape of the rolling surface of the head from the nominal (along the axis of symmetry)							Not standardized
Convexity of the sole (uniform)
Concavity of the sole	Not allowed
Profile deviation from symmetry (asymmetry)

The dimensions of the rails used to construct rolling gauges and not controlled on finished rails are established in Appendix A. (Amendment). 5.2. The location, number and diameter of bolt holes in the neck at the ends of the rails must correspond to those shown in Figure 2 and Table 3. By agreement of the parties, rails can be manufactured with a different arrangement, number and diameter of bolt holes.

Figure 2 - Bolt hole locations

Table 3

Dimensions in millimeters

Rail type	Size value					Permissible deviation for rail category
P50
R65, R65K
P75
Note - Size t given for setting up drilling units; on finished rails it is not controlled.

5.3. The bolt holes must be perpendicular to the vertical longitudinal plane of the rail. The edges of the bolt holes should be chamfered with a width of 1.5 to 3.0 mm at an angle of about 45°. 5.4. The length and permissible deviations in the length of the rails must correspond to those given in table 4.

Table 4

Rail length, m	Permissible deviation of rail length, mm, for category				Presence of bolt holes
					No holes
25,00 24,92 24,84					With holes
12,52 12,50 12,46 12,42 12,38
Note - The length of the rails is established for measurement conditions on the receiving rack of the manufacturer.

By agreement of the parties, the rails are manufactured to a different length. 5.5. The bevel of the ends should not be more than, mm: 0.5 - for rails of category B; 1.0 - for rails of categories T 1, T 2 and H. 5.6 Straightness of rails 5.6.1. The deflection of rails in the horizontal and vertical planes with uniform curvature along the entire length should not exceed: 1/2500 of the length of a category B rail; 1/2200 of the length of a rail of categories T 1, T 2 and H. 5.6.2. Deviations of rails from straightness along the rolling surface of the head in the vertical plane and along the side edge of the head in the horizontal plane at a base length of 1.5 m when measured along the chord should not respectively exceed, mm: 0.3 and 0.5 - for category B rail; 0.6 and 0.8 - for rail of categories T 1, T 2 and H. 5.6.3. Deviations of the ends of the rails from straightness in the vertical and horizontal planes over a base length of 1.5 m should not exceed the values ​​indicated in Table 5.

Table 5

5.7. Rail twisting should not exceed: 1/25000 of the length of a category B rail; 1/10000 of the length of a rail of categories T 1, T 2 and H. 5.8. The calculated parameters of the rail design are given in Appendix B. 5.9. Diagram and examples of rail symbols:

Examples of rail designations: type P65, category T1, made of M76T steel, 25 m long with three bolt holes at both ends of the rail:

Rail R65-T1-M76T-25-3/2 GOST R 51685-2000

6 Technical requirements

6.1. Rails are manufactured in accordance with the requirements of this standard according to technological regulations approved in the prescribed manner. 6.2. The rails are made from mild steel of open-hearth, converter or electric furnace production. The chemical composition of steel, determined from a ladle sample, must correspond to that indicated in Table 6.

Table 6 - Chemical composition of steel

Rail type	steel grade	Mass fraction of elements, %
			Manganese							Aluminum
							No more than 0.30
Notes 1 In steel grades, the letters M, K and E indicate the method of steel smelting, the numbers indicate the average mass fraction of carbon, the letters F, C, X, T indicate the alloying of steel with vanadium, silicon, chromium and titanium, respectively. 2 In steel grades where chromium, nickel, and copper are residual elements, the mass fraction of each of them should not be more than 0.20%, and the total mass fraction of these elements should not be more than 0.50%. The total mass fraction of nickel and copper in steel grades K78KhSF, E78KhSF, K86F and E86F should not be more than 0.35%.

(Amendment).(Changed edition. Amendment No. 1) 6.3. In finished rails, deviations in the mass fraction of elements from the norms specified in Table 6 are allowed, %: carbon........................ ±0.02 manganese........................ ±0.05 silicon................... ....... ±0.02 phosphorus......................... +0.005 sulfur......... ........................ +0.005 aluminum.................. +0.005 vanadium........................ +0.02 titanium............... .............. +0.005 chromium................................. ±0.005 . 6.4. The mass fraction of oxygen should not exceed: 0.002% (20 ppm) - in category B rails; 0.004% (40 ppm) - in rails of categories T 1, T 2 and H made of converter and electric steel. Note - The norm of the mass fraction of oxygen for rails of categories T1, T2 and H is optional. 6.5. In rails of category B, non-metallic inclusions in the form of lines of alumina and titanium nitrides extended along the rolling direction, as well as alumina cemented with silicates, are not allowed. In rails of categories T 1, T 2 and H, the length of the lines of the indicated inclusions should not exceed 0.5 mm. The length of lines of brittlely fractured complex oxides (aluminates, silicates, spinels and others) should not exceed, mm: 0.5 – for rails of category B; 2.0 – for rails of category T1 made of converter and electric steel; 4.0 – for rails of category T1 made of open hearth steel; 8.0 – for rails of category T2 and N. (Changed edition. Change No. 1 ) 6.6. Flocks in rails are not allowed. When the mass fraction of hydrogen in liquid steel before casting is: no more than 0.00015% (1.5 ppm), it is allowed not to carry out anti-floc treatment of workpieces and rails; above 0.00015% (1.5 ppm) to 0.00025% (2.5 ppm), anti-floc treatment of workpieces or rails is mandatory. In the absence of control of the mass fraction of hydrogen in liquid steel or when the mass fraction of hydrogen exceeds 0.00025% (2.5 ppm), anti-floc treatment of rails is mandatory. 6.7. Delamination (remains of shrinkage cavity and shrinkage looseness), internal cracks, spotty segregation, dark and light crusts, foreign metal and slag inclusions are not allowed in the rails. The location, size and nature of other macrostructure defects must comply with the standards established by the rail macrostructure scales, agreed with the consumer. 6.8. In heat-strengthened rails, internal defects detected by ultrasonic testing that exceed dimensions equivalent to those approved by the Ministry of Railways of the Russian Federation are not allowed. 6.9. The total tension when rolling rails must be no less than: 35 - when rolling from ingots; 9.6 - when rolling from continuously cast billets. Note - When rolling P75 type rails from continuously cast billets, the total draw must be at least 7.6. 6.10. The surface of the rail must be free of rolled-out contaminants, cracks, flaws, birdhouses, caps, sunsets, scale shells, ripples, undercuts and dents, transverse marks and scratches. The type and maximum value of the parameters of permissible surface defects, depending on their location and category of the rail, are given in Table 7.

Table 7

Type of defect	Defect parameter name
		Tread		Middle third of the base of the sole		Other profile elements
Rolled out bubbles, hairlines, wrinkles	Depth, mm
	Length, m
Longitudinal marks and scratches	Depth, mm
Note - On the surface of the rail neck outside the interface area with the overlays, prints with a height of no more than 5 mm are allowed.

On rails of categories T 1, T 2 and H, the following is allowed: gentle cleaning of surface defects with an abrasive tool on the surface of the head and on the middle third of the base of the sole with a depth of no more than 0.5 mm, on other profile elements - with a depth of no more than 1 mm; cutting and cleaning with an abrasive tool the prints on the neck in the area where it interfaces with the linings, observing the dimensions of the rails and the deviations allowed for them. Rolled out bubbles and hairs less than 100 mm from the ends are not allowed on the surface of rails intended for welding. 6.11. The surface of the ends of the rails must be free of flaws, signs of shrinkage in the form of delaminations and cracks. Burrs and metal deposits on the edges of the ends must be removed. It is allowed to chamfer the edges of the ends of the rails with a width, mm: up to 3 - along the contour of the head and neck; up to 5 - along the contour of the sole. On heat-strengthened rails with bolt holes, chamfering of 1.5 - 3.0 mm at an angle of about 45º along the upper and lower edges of the head at the ends of the rails is mandatory. (Changed edition. Amendment No. 1) 6.12. The surface of the bolt holes must be free of rips, burrs, screw marks from drilling and signs of shrinkage in the form of delaminations and cracks. 6.13. The mechanical properties of rails during tensile and impact bending tests must comply with the standards specified in Table 8.

Table 8

	Tensile strength, N/mm 2 (kgf/mm 2)	Yield strength, N/mm 2 (kgf/mm 2)	Relative extension, %	Relative narrowing %	Impact strength KCU, J/cm 2 (kgf∙m/cm 2)

Note – The impact strength of rails type R65K category T1 must be at least 20 J/cm 2 (2.0 kgm m/cm 2). (Changed edition. Change No. 1 ) 6.14 The hardness of heat-strengthened rails must comply with the standards specified in table 9.

Table 9

Hardness test location	Rail hardness for category
On the rolling surface of the head
At a depth of 10 mm from the rolling surface of the head	At least 341	At least 341	At least 321
At a depth of 22 mm from the rolling surface of the head		At least 321	Not less than 300
In the neck and sole	No more than 388

Note – Rails of the P65K type with increased hardness on the rolling surface must have a hardness from 375 HB to 415 HB. (Changed edition. Amendment No. 1) The difference in hardness values ​​on the rolling surface of one rail should not exceed 30 HB. 6.15. During pile-drive tests, the rail sample must withstand the impact of a falling load weighing 1000 kg from the height specified in Table 10, without breaking or signs of destruction.

Table 10 - Drop height of the load and sample temperature during coping tests

6.16. In heat-strengthened rails, residual stresses leading to divergence of the groove at the end of the sample are not allowed, mm, more than: 2.0 - for rails of category B; 2.5 - for rails of category T1; 3.0 - for rails of category T2. 6.17. The microstructure of the metal of the head of heat-strengthened rails should be finely dispersed lamellar pearlite (troostite or hardening sorbitol), small scattered areas of ferrite are allowed. The presence of bainite is allowed at a depth of no more than 2 mm from the rolling surface of the head. (Changed edition. Change No. 1 ) 6.18. At the request of the consumer, the surface of the rail head of category H at the ends is subjected to heat strengthening. Requirements for the heat-strengthened zone of the rail head are established by agreement of the parties. 6.19. Marking 6.19.1. On the neck on one side of each rail, a convex marking is rolled out while hot, containing: the designation of the manufacturer (for example, K - Kuznetsk Metallurgical Plant, T - Nizhny Tagil Metallurgical Plant); month (Roman numerals) and year of manufacture (Arabic numerals); rail type; designation of the direction of rolling by an arrow (the point of the arrow points to the front end of the rail along the rolling course). The markings should be 30 to 40 mm high and protrude 1 to 3 mm with a smooth transition to the surface of the neck. It is allowed to additionally roll out no more than four characters in the form of convex dots with a diameter of 2 to 3 mm and a height of about 1 mm. Markings are applied in at least four places (on rails up to 12.52 m long - at least in two places) along the length of the rail. 6.19.2. On the neck of each rail, on the same side where the convex markings are rolled out, the following is stamped while hot: heat code; symbol of control rails; symbol for heat-strengthened rails. Markings should be approximately 12 mm high and 0.8 - 1.5 mm deep. Signs must be clear, without sharp outlines and peaks. The distance between signs should be 20 - 40 mm. 6.19.2.1. The smelting code includes: designation of the smelting method for converter (K) and electric furnace (E) steel production; symbol of steel (X - low-alloyed, V - microalloyed with vanadium, T - microalloyed with titanium); designation of the steelmaking unit and serial number of the heat. The melt code is applied in at least four places along the length of the rail (for rails up to 12.52 m long - in at least one place), at a distance of at least one meter from the ends. 6.19.2.2. The symbol for control rails includes: index “1”, which is applied to the front end of the rails corresponding to the shrinking part of the ingots and the beginning of continuous casting of the melt; index “X”, which is applied to the rear end of the rails corresponding to the bottom of the ingots and the end of the continuous casting of the melt. The symbol for control rails is applied at a distance of 0.7 - 2 m from the end of the rail. 6.19.2.3. The symbol for heat-strengthened rails in the form of a ring with a diameter of 15 - 20 mm and a depth of no more than 1 mm is applied at a distance of at least 1 m from the end. For rails that have undergone high tempering and are handed over as non-heat-strengthened, the rings must be removed by gentle stripping. 6.19.2.4. It is not allowed to apply or correct markings when they are cold. 6.19.3. On one of the ends of the rail in a cold state the following is stamped: melt code in accordance with 6.19.2.1 - on the sole; symbol of the control rail in accordance with 6.19.2.2 - on the upper quarter of the neck; signs of hardening of the ends of the rails (letter K) - on the lower quarter of the rail neck. 6.19.4. For each accepted rail, acceptance stamps are applied to the end of the head: Quality Control Department of the manufacturer; inspection of the Ministry of Railways of the Russian Federation or other consumer at his request. 6.19.5. Accepted rails are marked with indelible paint: blue - on category B rails; pistachio (light green) color - on rails of category T1; yellow - on rails of category T2; white - on rails of category H. Marking is applied: at the end of the rail - by tracing the contour of the head with acceptance marks; on the surface of the rail head and neck - a transverse strip 15 - 30 mm wide at a distance of 0.5 - 1.0 m from the end with acceptance marks. 6.19.6. Rails intended for laying on curved sections of the track are additionally marked with indelible paint of a color corresponding to the rail category according to 6.19.5: one sole feather at the end of the rails with a length of 24.92 and 12.46 mm; both sole feathers at the end of rails with a length of 24.84 and 12.42 m. 6.19.7. Additional marking with indelible paint on rails of different lengths, manufactured for turnouts and other purposes, is allowed. The shape, color of paint and place of marking are established by agreement of the parties.

7 Acceptance rules

7.1. General rules for acceptance of rails - according to GOST 7566. 7.2. Acceptance of rails is carried out by the technical control department (QC) of the manufacturer. Acceptance is carried out based on the results of acceptance control, including acceptance tests and continuous inspection. 7.2.1. Initial acceptance tests are carried out by float in accordance with the requirements established in Table 11.

Table 11 - Procedure for conducting initial acceptance tests

Rail quality indicator	Sample size for rail category		Test frequency for category rails
Chemical composition of steel (6.2)	Bucket sample		Each heat
Mass fraction of oxygen (6.4)	One rail		Each heat	Every 20th heat
Contamination with non-metallic inclusions (6.5)	Six rails (three each with indexes “1” and “X”)			Every 30th heat
Macrostructure (6.7)	Two rails (one each with indexes “1” and “X”)			Every 10th heat or one of a series of heats
Mechanical properties under tension (6.13)	One rail			Every 20th heat
Impact strength (6.13)	One rail			Each heat or one of adjacent heats
Hardness on the rolling surface of the head (6.14)	One rail			Each heat
Cross-sectional hardness (6.14)	One rail
Impact strength (6.15)	One rail				One of adjacent or one of a series of swimming trunks
Residual stresses (6.16)	One rail			At least once a day
Microstructure (6.17)				Every 20th heat

Note – The frequency of testing rails of category B for residual stresses and microstructure is every 5th heat. (Changed edition. Amendment No. 1) Samples for monitoring contamination with non-metallic inclusions and the macrostructure of rails made from ingots are taken from the front ends of control rails with the index “1” and the rear ends of control rails with the index “X”, and for rails made from continuously cast billets, they are taken from the front ends control rails with indices “1” and “X”. Samples for monitoring the impact strength, tensile mechanical properties and impact strength of rails made from ingots are taken from the front ends of control rails with the index “1”, and for rails made from continuously cast billets, they are taken from the front ends of control rails with the index “ X." Samples for other acceptance tests are taken from the front ends of any rails. In the absence of control rails, samples for acceptance tests are taken from any melting rails. The selected samples are branded with the heat number and the inspection stamp of the Ministry of Railways of the Russian Federation or a representative of another customer, and when the right of acceptance is transferred to the customer's representative by the quality control department of the manufacturer - with the quality control department stamp. If the results of the initial acceptance tests are unsatisfactory, repeated tests are carried out on a double number of samples (specimens). Repeated tests are carried out on samples taken from the corresponding control rails of the melt, and in the absence of control rails - from any rails of the melt. If the results of repeated tests are unsatisfactory, a decision is made on the procedure for further acceptance of the rails (piece-by-piece sorting, repeated heat treatment, etc.). Note - Rails made from ingots or continuously cast billets of one heat, rolled or heat-strengthened with a break of more than 10 days, are subjected to acceptance tests as rails from different heats. 7.2.2. Heat-strengthened rails are subjected to ultrasonic testing for the presence of internal defects (6.8). Each rail is inspected. If a conditionally defective rail is identified, this rail is re-inspected. The results of the re-inspection are final. 7.2.3. Rails of melts that have passed acceptance tests are submitted for continuous inspection in batches. Note - It is allowed to form prefabricated batches from rails of different heats, which are more than 10 days behind in the process flow, heat-strengthened according to the same mode. The assembled batch is subjected to acceptance tests for compliance with the standard requirements for mechanical properties, hardness, impact strength, and residual stresses. 7.2.4. Control of cross-sectional dimensions (5.1), dimensions and location of bolt holes (5.2, 5.3), length (5.4), straightness (5.6), twist (5.7), quality of rail surface (6.10), quality of ends (5.5, 6.11) and bolt holes (6.12) are made on each rail of the batch. 7.3. The batch of rails accepted by the quality control department is presented for acceptance to the inspection of the Ministry of Railways of the Russian Federation or to a representative of another customer. The inspection of the Ministry of Railways of the Russian Federation has been granted the right to selectively control the technology of rail manufacturing, take samples from rails of any melt and, together with the quality control department of the manufacturer, carry out the necessary additional tests and check the quality of the rails. Other consumers, without interfering with the technological process of rail production, have the right to conduct inspection control of the technological process, be present at all tests and receive test results. The consumer can transfer to the quality control department of the manufacturer or the inspection of the Ministry of Railways of the Russian Federation the right to conduct inspection and acceptance. All control results are stored at the manufacturing plant for at least 20 years from the date of manufacture of the rails. 7.4. The chemical composition of the steel of each heat (6.2) is determined by analyzing a ladle sample. The mass fraction of hydrogen (6.6) is determined by analyzing samples taken before steel casting. The mass fraction of oxygen (6.4) is determined by analyzing samples taken from finished rails (from tensile test specimens). If necessary (at the request of the consumer or during an examination), the chemical composition of steel is determined by analyzing samples taken from finished rails (6.3). 7.5. In case of unsatisfactory results of control of contamination by non-metallic inclusions of a rail with the index “1” or “X” (6.5), all rails of controlled melting with these indices are considered not to comply with the requirements of this standard. Repeated testing is carried out on samples taken from opposite ends of rails that did not pass the primary test. In case of unsatisfactory results of re-inspection, all rails of controlled melting are transferred to the appropriate category or recognized as not meeting the requirements of this standard. Subsequent control of contamination by non-metallic inclusions of rails of categories T1, T2 and H is carried out float-by-float until stable satisfactory results are obtained, in which the length of the lines of non-metallic inclusions in four consecutive tested heats satisfies the corresponding category according to 6.5. 7. 6. The absence of flakes (6.6) in the rails is guaranteed by anti-flock treatment. Rails that have not undergone anti-flock treatment or have undergone it in violation of the regimes ensuring the absence of flakes are considered not to comply with the requirements of this standard. 7.7. In case of unsatisfactory results of the primary control of the macrostructure of the control rail with the index “1” or “X” (5.7), it is recognized as not meeting the requirements of this standard and repeated control of the macrostructure is carried out on two other control rails of the melt with this index. In case of unsatisfactory results of re-inspection or if a defect “spotted segregation” is detected during the primary inspection, a piece-by-piece inspection and sorting of all control rails of the melt with the index “1” or “X” is carried out. During piece-by-piece inspection, when a “spotted segregation” defect is detected, the macrostructure is inspected at the opposite ends of all rails with this defect. If in this case the defect “spotted segregation” is detected, then all rails of controlled melting are recognized as not meeting the requirements of this standard. Subsequent control of the macrostructure of rails of categories T 1, T 2 and H is carried out float-by-float until stable satisfactory results are obtained, in which unacceptable defects in the macrostructure are not detected in four heats in a row subjected to control. 7.8. If the results of the initial control of the mechanical properties during tension of heat-strengthened rails (6.13) are unsatisfactory, repeated tensile tests are carried out on two melting rails. If the results of repeated tests on at least one sample are unsatisfactory, all rails of a given heat are allowed to be subjected to a single repeated tempering or a single repeated heat strengthening with subsequent acceptance of the rails of this heat. During repeated tempering, hardness (6.14) and mechanical properties (6.13) are controlled. During repeated heat strengthening, this heat is accepted as newly submitted. If the test results are unsatisfactory after repeated tempering or repeated heat strengthening, all rails of this heat are subjected to high tempering to a hardness of no more than 321 HB and are accepted as non-heat-strengthened. Subsequent control of the tensile mechanical properties of rails of categories T1 and T2 is carried out by float until stable satisfactory results are obtained, in which the tensile mechanical properties of four consecutive tested batches satisfy the requirements of 6. 13. 7.9. In case of unsatisfactory results of the initial control of the mechanical properties during tension of rails of category H (6.13), repeated tensile tests are carried out on two melting rails. If the results of repeated tests do not comply with the requirements of 6.13 for at least one sample, all rails of this heat are considered not to comply with the requirements of this standard. 7.10. Impact bending tests of heat-strengthened rails to determine impact strength (6.13) are carried out on two samples from one rail. The test result is assessed using a sample with a minimum impact strength value. If the result of the initial test is unsatisfactory, repeated tests are carried out on a double number of samples for controlled melting, and in the production of rails from ingots, an initial test is carried out on two samples for adjacent melting. If the results of repeated testing on at least one sample are unsatisfactory, the rails of a given melt are allowed to be subjected to: a single repeated heat strengthening with subsequent control of all parameters according to 6.13 and 6.14 on a double number of samples; single repeated tempering with subsequent control of impact strength and hardness according to 6.13 and 6.14; high tempering for a hardness of no more than 321 HB with their subsequent acceptance as non-heat-strengthened. 7.11. The hardness control of heat-strengthened rails on the rolling surface (6.14) is carried out at the ends and in the middle part along the length of the rail. If the results of measuring hardness on the rolling surface do not meet the requirements of 6.14, then it is allowed to re-determine the hardness on the same rail using twice the number of prints. If the results of re-determination of hardness using at least one print are unsatisfactory, it is allowed to: sort all the rails of a given melt individually by hardness; subject rails of a given heat, in which the hardness on the rolling surface is below the minimum standard, to a single repeated heat strengthening, followed by monitoring the mechanical properties (6.13) and hardness (6.14) on a double sample; subject rails whose hardness is higher than the maximum standard to a single repeated tempering, followed by hardness control (6.14); accept rails with a hardness below 321 HB as non-heat-strengthened. (Changed edition. Amendment No. 1) 7.12. If the results of the initial hardness testing of heat-strengthened rails along the cross section (6.14) are unsatisfactory, repeat hardness testing is carried out on the same rail. In case of unsatisfactory results of re-inspection, it is allowed to subject rails whose hardness is below the minimum standard to a single re-heat strengthening, followed by control of mechanical properties (6.13) and hardness (6.14) on a double sample; single repeated tempering of rails whose hardness is higher than the maximum standard, followed by testing the hardness along the cross section (6.14) on a double sample; high tempering for a hardness of no more than 321 HB, all rails are melted with their subsequent acceptance as non-heat-strengthened. It is allowed to accept heat-strengthened rails with a hardness less than the standards established for rails of category T2 as non-heat-strengthened. 7.13. If the results of the initial low-temperature pile driver test of heat-strengthened rails made from ingots (6.15) are unsatisfactory, a repeat test is carried out on samples from two other rails of the controlled melt and an initial test of the adjacent melt. If the results of the initial low-temperature pile driver test of heat-strengthened rails made from continuously cast billets (6.15) are unsatisfactory, a repeat test is carried out on two samples from two other rails of the controlled heat and an initial test of the remaining heats of the series. If the results of repeated testing are unsatisfactory, the rails of a given heat may be subjected to a single repeated heat strengthening or a single repeated tempering with subsequent acceptance of the rails as a new cast. If the test results are unsatisfactory after repeated heat treatment, the rails are subjected to high tempering to a hardness of no more than 321 HB and are accepted as non-heat-strengthened. 7.14. If the results of the initial pile driver test of category H rails rolled from ingots (6.15) are unsatisfactory, two samples are retested: one from the same rail as for the initial test, and the second from another rail of the same melt. If unsatisfactory results of repeated testing of at least one sample are obtained, all melting rails are considered not to comply with the requirements of this standard. If the results of the initial pile driver test of category H rails rolled from continuously cast billets (6.15) are unsatisfactory, repeat tests of two samples are carried out: one from the same rail as for the initial test, and the second from another rail of the same cast. If the result of repeated testing of at least one sample is unsatisfactory, all rails of this cast are considered not to comply with the requirements of this standard. Subsequent pile-drive tests are carried out float-by-float until stable satisfactory results are obtained, in which the pile-drive strength of four melts tested in a row meets the requirements of 6.15. 7.15. Monitoring of residual stresses of heat-strengthened rails (6.16) is carried out on a sample taken from one rail in the delivered state (after cold straightening). If the control results are unsatisfactory, 20 rails before sampling and 80 rails after sampling along the process flow are subjected to repeated tempering, followed by monitoring of hardness (6.14) and residual stresses of the rails of this batch on a sample provided for primary testing. After that, from the next batch of rails in the amount of 100 pieces. (during straightening) one sample is taken to determine residual stresses. If satisfactory results are obtained, further monitoring is carried out at least once a day. If the results are unsatisfactory, one rail from every subsequent 100 pieces is subjected to control for residual stresses. until stable satisfactory results are obtained, in which the residual stresses of rails from three batches in a row meet the requirements of 6.16. If results are obtained that do not meet the requirements of 6.16, the rails are subjected to high tempering for a hardness of no more than 321 HB with their subsequent acceptance as non-heat-strengthened. Clause 7.16. (Deleted. Change No. 1) 7.17. Hardness testing of hardened rail ends of category H (6.18) is carried out in accordance with the documentation agreed with the consumer.

8 Control methods

8.1. The dimensions and shape of the cross section of the rails (5.1) are controlled at a distance of 100 - 200 mm from the end of the rail, the thickness of the neck at the end of the rail in the middle part of its height. The dimensions and shape of the cross section (5.1), the diameter of the bolt holes and the dimensions that determine their location (5.2, 5.3), and the cross-section of the ends of the rails (5.5) are checked with templates calibrated in the prescribed manner. Templates and methods of control are agreed upon with the inspection of the Ministry of Railways of the Russian Federation. The deviation of the profile from symmetry (asymmetry) is determined by the displacement of the sole relative to the rail head. The location of the bolt holes in height is controlled by the wedge part of the rail bosom. It is allowed to control the dimensions available for measurement (rail height and sole width) using a universal measuring tool in accordance with GOST 26877 or other means that ensure the required measurement accuracy, but arbitration control is carried out only with templates. 8.2. The length of the rails (5.4) is measured with a metal tape in accordance with GOST 7502 or another method that ensures the required measurement accuracy. 8.3. The overall uniform curvature of the rails (5.6.1) is assessed visually with the rail “standing on the sole”, and, if necessary, by measuring the deflection of the rail using a steel string and a measuring ruler. The deflection is measured along the chord at the largest gap between the rail and the steel string stretched between the ends of the rail. It is allowed to measure curvature by optical and other methods certified according to GOST R 8.563. 8.4. Deviation from straightness (5.6.2) of category B rails is determined using automatic devices according to a method agreed with the Ministry of Railways of the Russian Federation. For rails of categories T 1, T 2 and H, it is allowed to determine deviations from straightness by the largest gap along the chord between the rail and a control line 1.5 m long. Deviation from straightness of the ends of the rails (5.6.3) is determined by the largest gap along the chord or tangent between rail and a control ruler 1.5 m long. When determining the deviation of the ends of the rails from straightness vertically downwards, the point of contact of the control ruler with the surface of the rail closest to the end must be located at a distance of at least 0.6 m from the end. The downward deflection of the end of the rail is measured at a point located at a distance of (15 ± 3) mm from the end. The design of the control line must be rigid. The deviation from the flatness of the working surfaces of the ruler should be no more than 0.05 mm. 8.5. The twisting of the rails (5.7) is determined by the gap between the rack and the edge of the sole at each end of the rail in the position of the rail on the rack “standing on the sole.” The gap is determined with feeler gauges. It is allowed to determine the twisting of rails using optical and other methods certified according to GOST R 8.563. 8.6. Sampling to determine the chemical composition of steel - according to GOST 7565. Determination of the content of chemical elements in steel (6.2) is carried out according to GOST 22536.1 - GOST 22536.5, GOST 22536.7 - GOST 22536.12, GOST 17745, GOST 18895, GOST 28033. The chemical composition of steel can be determined by others methods certified according to GOST R 8.563 and not inferior to standardized methods in accuracy. 8.7 Microsections for checking non-metallic inclusions (6.5) are made with a length of at least 35 mm along the rolling direction in accordance with Figure 3. The polished plane of the section should be 14 - 16 mm away from the side face of the rail head. A line of non-metallic inclusions is taken to be a group of point or solid inclusions visible on the polished surface of a section, located along the rolling direction. The length of the lines of non-metallic inclusions is assessed using a metallographic microscope at a magnification of 90 to 110 times. A broken stitch is considered continuous if the total distance between individual groups of inclusions located on the same line does not exceed the total length of these groups, and parallel groups of inclusions are mixed relative to each other by a distance of no more than 0.5 mm.

Figure 3 - Microsection cutting diagram

Contamination with non-metallic inclusions is assessed by the maximum stitch length found when viewing all six sections. 8.8. The macrostructure of rails (6.7) is revealed by deep etching the surface of transverse templates of the full section of the rail, obtained from selected samples by cold mechanical processing (gouging, grinding) according to the GOST 10243 method. It is allowed to identify the macrostructure by removing sulfur prints according to Bauman according to the GOST 10243 method from transverse templates of the full section rail or directly from the ends of the controlled rails after appropriate preparation of the surface of the ends in accordance with GOST 10243. The assessment of macrostructure defects is carried out according to scales agreed upon by the manufacturer with the Ministry of Railways of the Russian Federation. 8.9. Heat-strengthened rails are subjected to ultrasonic non-destructive testing for the presence of internal defects (6.8) according to a method agreed with the Ministry of Railways of the Russian Federation. Rails of category B are controlled by the cross-section of the neck and head. 8.10. Quality control of the surface, ends and bolt holes of rails (6.10 – 6.12) is carried out by external inspection. If necessary, the presence and depth of surface defects and delaminations at the ends is checked by test cutting, local “brightening” with an abrasive tool or another method that guarantees the correctness of the determination. Delamination or bifurcation of chips during cutting is considered a sign of a defect. Rails of category B (6.9) are subjected to non-destructive instrumental quality control of the rolling surface and base of the sole according to a method agreed with the Ministry of Railways of the Russian Federation. (Changed edition. Amendment No. 1) 8.1.1 Determination of the mechanical properties of rails (6.13) is carried out according to GOST 1497 by tensile testing of cylindrical samples with a diameter of 6 mm and an initial design length of the working part of 30 mm. The sample blanks should be located along the rolling direction in the upper part of the head in the fillet area as close as possible to the surface at a distance of at least 150 mm from the end of the rail. 8.12. Determination of the impact strength of heat-strengthened rails (6.13) is carried out on type 1 samples in accordance with GOST 9454. Sample blanks for impact strength testing are cut along the rolling direction from the upper part of the head in the fillet area as close as possible to the surface at a distance of at least 150 mm from the end of the rail. 8.13. The hardness of heat-strengthened rails (6.14) is controlled according to GOST 9012. The hardness on the rolling surface is determined along the average longitudinal line of the head at both ends of the rail at a distance of no more than 1 m from the ends and in the middle part along the length of the rail. The place where hardness is determined must be cleaned to remove scale and the decarburized layer of metal. The cross-sectional hardness of the rails is determined on a transverse rail template with a thickness of at least 20 mm, cut at a distance of at least 150 mm from the end of the rail. Hardness is determined on the rolling surface of the template head and at four cross-sectional points: in the head at a distance of 10 and 22 mm from the rolling surface along the vertical axis of the rail, in the middle of the neck and on the sole of the sole at a distance of 9 mm from its edge. 8.14. A full-profile rail sample with a length of (1300 ± 50) mm is subjected to pile-drive tests (6.15). The sample is placed horizontally with its head up on two supports with radii of curvature (125 ± 2) mm and a distance between the axes of the supports (1000 ± 5) mm. Mass of the falling weight of the pile driver - (1000 ± 3) kg, radius of curvature of the falling weight striker - (125 ± 2) mm. The sample is subjected to a single impact with a weight falling from a given height (Table 10). The sample temperature must correspond to that specified in 6.15. 8.15. Residual stresses (6.16) are controlled by the displacement of the edges of the groove cut in the rail neck. A sample with a length of (600 ± 3) mm is cut at a distance of at least 1.5 m from the end of the finished rail and cut in a cold state along the neutral axis of the rail to a length of (400 ± 3) mm. The width of the cut groove should be (6 ± 1) mm. The displacement of the groove edges is determined as the difference in the height of the rail along the axis at the notched end before and after making the notch. 8.16. The microstructure (6.17) is controlled on a microsection cut from the upper half of the rail head using an optical microscope at a magnification of at least 400. The microstructure is revealed by etching according to GOST 8233. It is allowed to carry out control on a microsection cut from the head of a sample for tensile testing. 8.17. In agreement with the Ministry of Railways of the Russian Federation, it is allowed to carry out non-destructive testing of rail contamination with non-metallic inclusions (6.5), mechanical properties in tension and impact strength (6.13), hardness (6.14) and residual stresses (6.16) in accordance with GOST 30415 or other methods certified in accordance with GOST R 8.563 .

9 Transportation and storage

9.1. Rails are transported by rail, river and sea transport according to the transportation rules in force for the corresponding mode of transport. 9.2. Loading and fastening of rails is carried out in accordance with the “Technical conditions for loading and fastening of cargo” approved by the Ministry of Railways of the Russian Federation and other relevant departments. 9.3. The shipped batch of rails is accompanied by a quality document certifying the compliance of the rails with the requirements of this standard and containing: the name or symbol of the manufacturer; designation of this standard; type of rails; rail category; steel grade; imprints or descriptions of acceptance stamps of the Ministry of Railways inspection or other consumer and description of rail markings with paints; number of rails indicating their length and weight; date of execution of the document on the quality of rails; number of the carriage or other vehicle; name and address of the buyer; order (contract) number. A document on the quality of rails must be signed by the quality control department of the manufacturer, and for rails shipped by the Ministry of Railways of the Russian Federation, and by the inspection department of the Ministry of Railways of the Russian Federation. 9.4. During loading and transportation, damage to the rails is not allowed. Rails are not allowed to fall from a height of more than 1 m. Rails that have fallen from a height of more than 1 m are considered non-compliant with the requirements of this standard. 9.5. During storage, the rails must be laid in such a way that deformation and deterioration in the straightness of the rails do not occur.

APPENDIX A

(required)

Rail dimensions used to construct rolling gauges

Figure A.1 - Rail type P50

Figure A.2 - Rail type P65

Figure A.3 - Rail type R65K

Figure A.4 - Rail type P75

APPENDIX A.(Amendment).

APPENDIX B

(informative)

Design parameters of the rail design

Table B.1

Parameter name	Parameter value for rail type
Rail cross-sectional area, cm 2
Distance from center of gravity, mm:
to the bottom of the sole
to the top of the head
Distance from the center of torsion, mm:
to the bottom of the sole
to the top of the head
Moment of inertia of the rail relative to the vertical axis, cm 4:
whole rail
heads
soles
Moment of inertia of the rail relative to the horizontal axis, cm 4:
whole rail
heads
soles
Moment of resistance, cm 3:
along the bottom of the sole
at the top of the head
along the side edge of the sole
Moment of inertia of the rail during torsion, cm 4
Sectoral moment of inertia, cm 6
Rail cross-section stiffness, kN/cm2:
with its pure torsion
with its constrained torsion
Theoretical linear mass of one meter of rail (with a steel density of 7850 kg/m 3), kg
Area of ​​rail cross-sectional elements, % of the total area: head
neck
sole
Coefficient of linear thermal expansion of steel α 10 6, deg -1

Key words: railway rails, classification, design and dimensions, technical requirements, acceptance rules, test methods, transportation and storage

Let's look at one of the most commonly used structural elements of the Russian railway network. The focus is on the characteristics: cross-sectional area, length, height and width of the P65 frame rail head and other dimensions and parameters. In the text, we will analyze rolled products that receive direct pressure from the wheels when the railway train moves, process these loads and transfer them to the sleepers, that is, to the support. A detailed approach - in order to understand why this particular model is so in demand when creating tracks (in particular, when laying continuous and sectional broad gauge tracks). Separately, we note that the regulatory documents defining the steel grade, design features and all other indicators are several GOSTs: 8161-75, 51685-2000, 51685-2013.

Purpose, description, dimensions and weight of P65 rails

These structures perform several tasks:

• determine the direction of travel of passenger and freight transport by rail;
• receive and transmit loads, thereby extending the service life of both the track itself and the moving parts of the train moving along it;
• create a platform for wheels that come into contact with the working surface of only 30-50 mm of their area, which allows them to develop high speeds.

Functionally, these are the upper elements of the railway track, laid on sleepers, fastened together. They are used to form wide gauge tracks, both sectional and continuous, with a freight capacity of 25-75 million tons km/km per year. They have a fairly detailed classification: by type, quality categories, smelting method, presence of holes for bolts, and so on. Particularly popular is the T1 type, that is, heat-strengthened, designed for creating strands of tracks with a length of 100-800 km. Its marking indicates the weight of a linear meter, which is equal to GOST 8161-75 - 64.72 (64.88) kg. Also in demand are models marked K (made of converter steel), intended for external threads of curved sections.

Rolled metal is produced both from continuous cast billets (that is, continuously cast billets) and from ingots. After release, both controlled cooling and isothermal holding can occur. The above-mentioned GOSTs impose a number of requirements on finished products - for deflection, twisting, deflection (for more details, see the “General Parameters” section).

Elements

The design conventionally consists of three parts:

• The head must be of such a shape as to provide reliable support for the railway transport wheel.
• The neck - takes the tension, resists it, transfers it to the sleepers.
• Sole – consists of left and right feathers, evenly distributes loads over the surface of the support beam.

Separately, we should highlight the sinuses, located on both sides of the neck and running from the bottom of the head to the middle of the sole. Thanks to the wedge-shaped pads located in them, individual I-beam guides are connected (attention, in certain sections of the track, and not along the entire length).

Dimensions and characteristics of rail type P65

The shape of this rolled metal product is carefully calibrated, down to every slope, radius of curvature, and platform. All surfaces were selected both using calculations and experimentally for optimal adhesion to the wheels of railway vehicles. And also taking into account how seriously these elements are subjected to loads. After all, their design simply must resist deformation for decades.

We propose to comprehensively analyze which I-beam profile line is responsible for what and why it should be exactly like that. L x W x H we will consider in the “General Parameters” section, and here are the characteristics:

• R500 is the radius of the head, which is responsible for stress centering, that is, for the coincidence of the longitudinal axes of our supporting structure and the moving part of the railway transport;
• slope 1:20 – selected in such a proportion for optimal compliance with the wheel flanges;
• R80, R15, R370 – transition radii required for maximum close contact with the moving part of the vehicle and the upper part (respectively), as well as for eliminating areas of dangerous loads;
• slopes 1:4 - made with this ratio for the correct installation of wedge-shaped pads (also acting as spacers);
• R3 – rounding radius, so that the head is not too sharp and does not concentrate excess stress;
• R400 is transitional, it is necessary for the sole to take the load smoothly.

Before giving the length, width, height, we note that these I-beams are made of durable metal. It deserves separate consideration.

Rail steel

All subtypes of I-beam profiles in the series are produced from it (including PK65, P50 and P75). Why? Because it has impressive wear resistance, hardness, and bending resistance. These properties are due to the composition: the M76VT grade contains 0.82% carbon, as well as a large amount of alloying impurities (silicon, zirconium, titanium, vanadium, manganese).

The rolled metal products we are considering are either immediately smelted in open-hearth furnaces (first group) or cast from blanks (second group). But in any case, they undergo several successive types of heat treatment. The latter affects not only the strength properties, but also the cost.Read about what kind of steel is used in .

General parameters of the P 65 rail

The following requirements apply to their production:

• inside the material there should be no delamination (shrinkage, looseness), spotty segregation, cracks, crusts (both light and dark), foreign inclusions of slag or metal;
• Defects that exceed the standards agreed upon with the Ministry of Railways of the Russian Federation and are detected through ultrasonic testing are unacceptable;
• the surface of the product is strictly free of dents, scratches, scale shells, cracks, rolled-out dirt, sunsets, undercuts, ripples, birdhouses;
• the deflection arrow (both vertically and horizontally) with uniform curvature must not exceed 1/2200 or 1/2500 T1, T2, H or B-category, respectively;
• ends - without delamination, flaws, chips, burrs, sagging; it is permissible to chamfer the ends up to 3 or 5 mm wide, and on heat-strengthened rolled metal with bolt holes this even needs to be done;
• deviation from straightness, when checking along the chord, vertically (the rolling plane of the head) and horizontally (along the side edge) should not exceed 0.3-0.5 or 0.6-0.8 mm;
• bolt hole - strictly without burrs, flaws, signs of shrinkage (cracks, delamination) or drilling;
• the amount of twisting is no more than 1/10000 or 1/25000 of the total length and is related to the cross-sectional area of ​​the P65 rails of categories T1, T2, H or B, respectively.

Some manufacturers modify products according to individual customer orders. They remove the holes in the journal or harden the rolling surfaces at one or both ends, change the diameter and location of the bolt holes, etc. Such improvements affect the final price of the product. Therefore, if a product presented for sale in the catalog of the PromPutSnabzhenie company has any of the listed features, the potential buyer will definitely find out about this.

Now let's move on to the table of general characteristics:

Parameter	sole width P65	full height	cross-sectional area P 65	weight of 1 piece	weight of 1 linear meter	moment of inertia along the axes	distance from center of gravity	neutral axis
Index	150 mm	180 mm	82.65-82.79 cm2	0.811 t	64.72-64.88 kg	horizontally: 3540-3573 cm4 vertically: 564-572 cm4	to top: 98.3-98.7 mm to bottom: 81.3-81.7 mm	18 mm

These are just general indicators, but there are also additional, but also important, parameters, for example, the head height parameter, which is included in the total and equal to 45 mm, or the width, which is 75 mm. There are also more specific data, such as the distribution of metal by volume or the number of welded joints. We won’t bore you with them - the main thing is that they are all presented in the technical data sheet for the products and can be requested separately when ordering.

When purchasing from PromPutSnabzhenie, you can not only discuss delivery times, but also clarify each additional indicator you are interested in, up to the density of open-hearth, converter or electric steel used in production. The company's managers will be happy to advise and facilitate your choice.

Standard rail length P65

But this indicator is so important that we decided not to include it in the table, but to consider it separately. There are two options here:

• 12.5 m, with permissible internal curve lines of 12.42 and 12.46 m, and for continuous railway tracks - 12.36 m;
• 25 m, with possible threads of 24.84 and 24.92 m.

Some production features

The ends of rolled metal ready for sale must be milled at an angle of 90 degrees to the plane of the axis. Moreover, with a tolerance of no more than 1 mm.

At the same time, there are I-beams of various series with identical indicators. For example, the bolt holes and the width of the head and base in the description of the P 65 and P 75 rails are completely the same, which makes it possible to join them together without any problems when laying the railway track. The moments of inertia and resistance to loads also coincide, which makes it possible to operate the railway track for a long time without fear that one of its supporting elements will fail much earlier than the other. Design is also significantly simplified - it is possible to create long-distance transport lines, connect and reconstruct even old nodes and junctions.

Description

This is the most popular, well-known and often ordered type of I-beam guides we are considering today. “T1” in the marking means that they are heat-strengthened (that is, they have been treated at extreme temperatures), which means they have increased strength and are able to consistently withstand the most severe loads. The number “65” is the approximate weight of 1 linear meter of such a product (in the table above we indicated that the exact weight is 64.72 kg).

Easy docking and trouble-free alignment are provided. Because the dimensional characteristics of the series completely coincide with the “classic” ones. For example, the height and width of the upper part of T1 are 45 and 75 mm, respectively. The radii and slopes are also identical to those presented in the diagrams.

Therefore, heat-strengthened products can be installed on railway lines not only for special purposes, but also for general purposes, including on access and main tracks. It is all the more convenient to lay them because they are offered in two versions - 12.5 and 25 m each. The right choice allows you to save a significant amount when building a long railway route. Both types are available at the PromPutSnabzhenie warehouse - contact us and order in the required quantity.

Drilling frame rail R-65 T1

It is carried out with special drills of increased neck hardness (according to Brinnell - 388 HB, according to Rockwell - up to 41 HRC). These tools are also excellent for processing rolled metal of the P-50 category.

Scope of application of the T1 series

In addition to the areas already listed, heat-strengthened I-beam profiles are in demand when installing lashes of so-called “velvet” lines. Their main advantage is that they can be welded together both immediately in production and in the field using PRSM machines. It turns out that they do not require fastening elements, which reduces the cost of laying the railway, and the load on the base will be reduced due to the absence of joints.

Another area of ​​application for heat-treated products is the repair and reconstruction of railway tracks. The height of the P65-T1 rail with a railway lining and sleeper is identical to the “classic” one and is 180 mm, so it can easily replace even the oldest structure that has already worn out or has received significant physical damage.

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The PromPutSnabzhenie company provides services for the sale of railway rails throughout Russia. It sells sleepers, railway fasteners, track tools, provides services for drilling, milling, cutting, welding, repairing railway tracks, and manufactures railway products. On other pages of our website you can also find out the sizes of other samples that interest you.

We also have information about how much “Sixty-fifth” weighs. Also read on our website about and.