Rail brand p65, which means 65. Rail P65 - dimensions: width of head and sole, height with lining and sleeper, length, characteristics
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.
(Instead of GOST 7174-75, 8161-75, GOST 16210-77, GOST 18267-82)
Date of introduction 07/01/2001
Application area
This standard applies to railway rails P50, P65, P75 intended for sectional and continuous railway tracks and for the production of turnouts. Mandatory requirements for the quality of rails that ensure traffic safety are set out in sections 5-8 of this standard.
Rail classification
4.1. Rails are divided by type:
- Р65К (for outer threads of curved sections of track),
- B - heat-strengthened rails of the highest quality,
- T1, T2 - heat-strengthened rails,
- N - non-heat-strengthened rails;
by the presence of bolt holes:
- with holes on both ends,
- without holes;
by steel smelting method:
- M - from open hearth steel,
- K - from converter steel,
- E - from electric steel;
by type of initial blanks:
- from ingots,
- from continuously cast billets (CCB);
according to the anti-flock treatment method:
- made of vacuum-sealed steel,
- undergone controlled cooling,
- undergone isothermal exposure.
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. The permissible deviations of the controlled dimensions and shape of the cross-section 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 H |
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|
Neck height h |
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|
Head width b |
||||
|
Outsole width B |
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|
Neck thickness e |
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|
Pen height m |
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table 2
In millimeters
|
Indicator name |
Permissible deviation of cross-sectional size and shape for rail type and category |
|||||
|
P65, P75 |
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|
T1, T2, H |
T1, T2, H |
T1, t2, N |
||||
|
Head width b |
||||||
|
Outsole width B |
||||||
|
Neck thickness e |
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|
Rail height H |
||||||
|
Pen height m |
||||||
|
Rail journal height h |
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|
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) |
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|
Concavity of the sole |
Not allowed |
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|
Profile deviation from symmetry (asymmetry) |
||||||
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 location, 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 |
|||||
|
d |
t |
l 1 |
l 2 |
l 3 |
T1, T2, N |
||
Rails
The purpose of the rails is to create surfaces with the least resistance for rolling wheels of rolling stock, to directly perceive and elastically transmit the impact of force from the wheels to supports (sleepers, beams) and to guide the wheels of rolling stock in motion. In areas with automatic blocking, the rail threads serve as conductors of signal current, and in areas with electric traction, they serve as conductors of reverse traction current.
The type of modern rails is designated by the letter P and a number rounded equal to the mass of 1 m of rail. For example, a rail, 1 m of which has a mass of 64.72 kg, is designated P65.
The rolling surface of the rail head for centrality of pressure transmission has a convex curved outline. The middle part of the head is rolled along a radius of 500 mm, turning into a radius of 80 mm and then into a radius of 15 mm. The side faces of the head are made inclined 1:20, and the lower faces of the head and the upper surface of the rail sole are made 1:4, as are the supporting surfaces of the butt plates. When tightening the bolts, the linings enter like a wedge into the bosom of the rail, pushing the head and sole apart.
The lower edge of the head is mated to the rail neck with two radii - the upper one is 5 mm for P50 rails and 7 mm for P65 and P75 rails, and the lower one is 12.15 and 17 mm, respectively, so that local under-head stresses (when moving from a wide head to a thin neck) were perhaps smaller. The side faces of the neck of rails P50, P65 and P75 have a curved outline along radii of 350, 400 and 450 mm, respectively. The neck and sole are mated at a radius larger than with the head (20 mm for P50 rails and 25 mm for P75 and P65).
| Index | Rail type | Profile diagram | ||
| P75 | P65 | P50 | ||
| Cross-sectional area, cm 2 | 95,06 | 82,56 | 65,93 | |
| Weight of rail 1 m long, kg | 74,41 | 64,72 | 51,67 | |
| Weight of a 25 m long rail with holes at the ends, kg | 1859,38 | 1616,0 | 1280,0 | |
| Height, mm | ||||
| total H | 192 | 180 | 152 | |
| heads | 55 | 45 | 42 | |
| cervix | 105 | 105 | 83 | |
| soles | 32 | 30 | 27 | |
| Head width at the top at 13mm from the rolling surface B1, mm | 72 | 71 | 70 | |
| Sole width B, mm | 150 | 150 | 132 | |
The main difference between the P75 rail profiles and the previous ones is that the dimensions of its joint cavity and the width of the sole are the same as those of the P65. This makes it possible to have the same butt and intermediate fastenings for both types of rails.
Basic information about standard rails is given in the table; the length of the rails according to the current standard is 25 m. On the road network, the transition to rails 25 m long has been completed not only by rolling new ones at the plant, but also by welding old rails along a length of 25 m. Rails of the previous standard length 12 .5 m are used only as levelers on a continuous track, when laying turnouts and as inventory when assembling a track grid with reinforced concrete sleepers and then replacing them with continuous rail strands. For laying curves on the internal thread, shortened rails are made with a length of 24.84 and 24.92 m for 25-meter rails and 12.42 and 12.46 for 12.5-meter rails, and for a continuous track - also 12.38 m.
Newly produced rails have round holes for bolts. This form was chosen to increase the strength of the rails and simplify the manufacturing technology. Bolt holes at the ends of the rails are drilled perpendicular to the vertical longitudinal plane of the rails; burrs and metal deposits at bolt holes and at the ends of the rails are removed by cleaning. Provision is made for chamfering with a depth of 1...1.5 mm on the edges of bolt holes and along the lower edges of the rail head.
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. The distance from the end of the rail to the first hole for rails P75 and P65 is 96 mm, between the axes of the first and second holes - 220 mm and from the axis of the second to the axis of the third - 130 mm; for P50 rails these distances are 66, 150 and 140 mm, respectively. All these distances have tolerances of +1 mm.
Marking of new rails. All new rails are marked at factories, which ensures control over the quality of rails during their manufacture and operation.
Factory marking of rails is done permanently (branding) and temporary (paints).
On one side, on the center line of the neck, convex (at least 1 mm) numbers and letters with a height of 30 to 40 mm are rolled out along each rail with a smooth transition to the surface of the neck in the following order:
designation of the manufacturer (initial letter of the name of the plant: A - Azovstal plant, D - Dneprodzerzhinsky plant, K - Kuznetsk metallurgical plant, T - Nizhny Tagil metallurgical plant);
months - in Roman numerals and the last two digits - the year of manufacture of the rails;
type of rails;
designation of the head end with an arrow.
On the neck along the axis of each rail (on the same side where you rolled the convex marks), the number of the strip is applied hot in 2 places along the length of the rail at a distance of at least 1.0 m from its ends (the melting number of rails of the 1st group should start with the letter P); designation of the serial number of the rail.
The marks applied to the neck of the hot rail should be 12 mm high and recessed into the body by 0.8...1.5 mm. The distance between signs should be 20...40 mm.
After finishing the rails, the following is stamped on one end of the rail:
- on the end of the head there are inspection marks - for grade I rails, one core, one “Key and Hammer” sign, one “Hammer and Sickle” sign;
-for grade II rails, two cores, two “Key and Hammer” signs;
- at the end in the lower quarter of the rail neck - a sign indicating the hardening of the rail K (if only the ends of the rail are hardened) or Z (if the rail is hardened along the entire length);
- at the end above the hardening sign on the neck, signs of the head and bottom rails are applied - I (the rail is rolled from the head part of the ingot) or X (the rail is rolled from the bottom part of the ingot);
-at the end of the rail sole - heat number, repeating the heat number indicated on the neck along the rail.
To indicate the features of each rail, additional markings of the rails are done with paints.
Accepted grade 1 rails are marked with acceptance stamps along the contour of the head with indelible paint: blue for group 1 rails; white for group II rails.
Rails of class I are indicated in the upper quarter of the rail by a transverse stripe of pistachio color, class II - by a transverse yellow stripe.
Hardening is additionally indicated on the rails. Along the “raw” rail on the head at a distance of about 0.5 m from the end, a strip about 20 mm wide of blue (rails of group I) or white (rails of group II) color is applied.
A hardened rail is indicated along the rail at a distance of about 1 m from the end on the neck by a transverse strip about 20 mm wide of pistachio color, as well as a pressed ring with a diameter of 15...20 mm on the neck indicating the heat number.
Grade I rails have half of the neck and the lower part of the sole painted at the end in red (“raw” rail) or green (“hardened” rail).
Three cores are knocked out at both ends of the rail heads that do not meet the standard requirements, and their ends are painted over with dark blue indelible paint.
Approximate markings of new rails:
a — rail type P65 manufactured by the Azovstal plant in March 1979, grade 1, group II, with hardened ends, “hard” melt A-293;
b - rail type P75 manufactured by the Kuznetsk Metallurgical Plant in January 1981, melt P 356, grade 1, group 1, hardened along the entire length, grade 1 hardening quality;
c - rail type P50 manufactured at the Nizhny Tagil Metallurgical Plant in February 1982, smelting PYA751, grade 1, group 1, hardened along the entire length, grade 2 hardening quality, shortened by 80 mm for a 12.5 m rail and by 160 mm for 25 m. The arrow indicates the head end.
Marking of old rails removed from the track is done with light paint on the neck of the rail facing the inside of the track, at a distance of about 1 m from the left joint or end (when a person is inside the track facing the marked rail). In winter, temporary marking with chalk can be done and then renewed with oil paint. The marking consists of signs that determine the suitability group of the rails. Rails of group I are marked with one vertical line, group II with two lines, group III with three lines, group IV with three oblique crosses. On rails that are subject to repair before re-laying on the track, an additional dash and the letter P are placed.
Rails for narrow gauge railways
The main element of the track superstructure. The rails serve as guide threads along which the wheels of the locomotive and cars follow in a given direction. They directly perceive pressure and other forces from the wheels and transmit them to supports - sleepers and beams.
When the wheels pass while the train is moving, forces are constantly changing in magnitude and location of application on the rail. These forces cause bending of the rail, elastic subsidence of the rail together with the support, vibration, torsion, abrasion, and crushing.
Rails are made from open hearth or Bessemer steel in accordance with the requirements of state standards for assortment (sizes) and technical specifications.
The table shows the dimensions, design data and tolerances established by GOST 6368-82 for the manufacture of narrow gauge rails.
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 head of hardened rails 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)
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 | ||
______________________ |
|||
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) | |||
_______________________ |
|||
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
