The transition from cast iron to steel rails occurred gradually over several decades. In the mid-19th century, engineers began experimenting with wrought iron rails, which were more durable and less brittle than cast iron rails. However, wrought iron still had its limitations in terms of strength and durability. In the 1860s, the Bessemer process was developed, which allowed for mass production of high-quality steel. This process involved blowing air through molten iron to remove impurities and produce steel with superior strength and toughness. The introduction of steel rails revolutionized railway transportation. Steel rails were able to withstand heavier loads and higher speeds, leading to increased efficiency and capacity in railway systems. With the durability of steel rails, maintenance costs and downtime were greatly reduced, allowing for more reliable and continuous train operations. Since the introduction of steel rails, there have been ongoing advancements in steel production techniques and rail design. Steel alloys with specific properties, such as high wear resistance and corrosion resistance, have been developed to meet the demands of modern rail transportation. Today, steel rails continue to be the primary choice for railway construction due to their strength, durability, and cost-effectiveness. They are continuously being improved to meet the ever-increasing demands of the transportation industry.National standard rail: Specifications: GB6kg, 8kg, GB9kg, GB12, GB15kg, 18kg, GB22kg, 24kg, GB30, P38kg, P43kg, P50kg, P60kg, QU70, QU80, QU100, QU120 Standard: GB11264-89 GB2585-2007 YB/T5055-93 Material: U71Mn/50Mn Length: 6m-12m 12.5m-25m American standard rail: Specifications: ASCE25, ASCE30, ASCE40, ASCE60,ASCE75,ASCE85,90RA,115RE,136RE,175LBs Standard: ASTM A1,AREMA Material: 700/900A/1100 Length: 6-12m, 12-25m UIC rail: Specifications: UIC50/UIC54/UIC60 Standard: UIC860 Material: 900A/1100 Length: 12-25m German standard rail: Specifications: A55, A65, A75, A100, A120, S10, S14, S18, S20, S30, S33, S41R10, S41R14, S49 Standard: DIN536 DIN5901-1955 Material: ASSZ-1/U75V/U71Mn/1100/900A/700 Length: 8-25m British standard rail: Specifications: BS50O, BS60A, BS60R, BS70A, BS75A, BS75R, BS80A, BS80R, BS90A, BS100A, BS113A Standard: BS11-1985 Material: 700/900A Length: 6-18m 8-25m Channel rail: Specifications: 59R1, 59R2, 60R1, 60R2 Standard: BS EN14811:2006 Material: ASSZ-1/U75V/U71Mn/1100/900A/700/R200/R220/R260/320Cr/R350HT Length: 8-25m Australian Rail: Specifications: 31kg, 47kg, 50kg, 60kg, 68kg, 73kg, 86kg, 89kg Standard: AS1085 Length: 8-25m European standard rail: Specifications: 49E1, 49E2, 50E1, 50E2, 50E4, 50E5, 50E6, 54E1, 54E2, 54E3, 55E1, 60E1 Specification: EN13674-1-2003 Length: 12-25m South African rails: Specifications: 15kg, 22kg, 30kg, 40kg, 48kg, 57kg Standard: ISCOR Length: 9-25mThe type and strength of rails are expressed by the approximate mass (kilograms) per meter of length. For example, the current standard rail types in China are 43kg/m, 50kg/m, 60kg/m, 75kg/m, etc. The standard length of rails in China: 43kg/m is 12.5m or 25m; the length of rails above 50kg/m is 25m, 50m, and 100m. Go to the rail welding factory to weld it into a 500m long rail, and then transport it to the construction site and weld it into the required length. Railroad rail specifications can vary depending on the specific requirements of the railway system and country. However, some common specifications include: Rail Weight: The weight of a rail is usually expressed in pounds per yard (lbs/yd) or kilograms per meter (kg/m). The rail weight determines the load-carrying capacity and durability of the rail. Rail Section: The profile of the rail, also known as the rail section, can vary. Some common rail sections include the I-section (also known as the "I-beam" section), the UIC60 section, and the ASCE 136 section. Length: The length of a rail can vary depending on the specific railway system, but standard lengths are typically between 20-30 meters. Standard: Different regions or countries may have specific standards for railroad rails. For example, in North America, the Association of American Railroads (AAR) sets standards for rail specifications. Steel Grade: The specific grade of steel used in railroad rails can vary. Commonly used steel grades include carbon steel (such as A36 or A709), alloy steel (such as AISI 4340 or ASTM A320), and heat-treated steels (such as ASTM A759). Wear Resistance: Railroad rails are subjected to continuous wear from the wheels of trains. Therefore, resistance to wear is an important specification for rails. Various coatings or treatments can be applied to the rail surface to improve wear resistance. Weldability: Rail joints often require welding to connect individual rail sections. Therefore, rail specifications may include criteria for weldability to ensure proper weld strength and durability. Note: It is important to refer to the specific rail standards used in your region or country for detailed and accurate specifications.
Specifications: 15kg, 22kg, 30kg, 37A, 50N, CR73, CR100 Standard: JIS E1103-91/JIS E1101-93 Material: implement JIS E standard Length: 9-10m 10-12m 10-25m There are heavy rails, light rails, and lifting rails in the rails. The difference between heavy rail and light rail is that the weight per unit length of the rail is different. Rails weighing more than 30kg per meter are called heavy rails; rails weighing less than 30kg per meter are called light rails. Generally, heavy rails are mainly used on railway tracks, and hoisting rails are mainly used in lifting cuttings. The light rail is mainly used for laying temporary transportation lines and light locomotive lines in forest areas, mining areas, factories and construction sites. Material: 55Q/Q235B, executive standard: GB11264-89. 
3, Characteristics and Improvement Trends of Rail Sections: Characteristics and Improvement Trends of Rail Sections The continuous increase of railway speed and axle load requires rails to have greater rigidity and better wear resistance. In order to make the rails have sufficient thickness, the height of the rails can be increased appropriately to ensure that the rails have a large horizontal moment of inertia. At the same time, in order to make the rail have sufficient stability, the width of the rail should be selected as wide as possible when designing the width of the rail. In order to best match the stiffness and stability, countries usually control the ratio of the rail height to the bottom width, is H/B, when designing the rail section. Generally, H/B is controlled between 1.15 and 1.248. The H/B values of rails in some countries are shown in the table.
Improving rail head section design is also one of the ways to improve stiffness and wear resistance. In the rail head section of the early rail, the tread surface is relatively gentle, and the arcs with smaller radius are used on both sides. Until the 1950s and 1960s, it was found that regardless of the shape of the originally designed rail head, after the wear of the train wheels, the shape of the tread on the top of the rail was almost all circular, and the radius of the arc on both sides was relatively large. The experimental simulation found that the peeling of the rail head is related to the excessive wheel-rail contact stress at the inner fillet of the rail head. In order to reduce the damage of rail stripping, all countries have modified the arc design of the rail head to minimize the plastic deformation. First, countries have followed such a principle in the design of the rail head tread: the arc of the rail top tread conforms to the size of the wheel tread as much as possible, that is, the size of the tread arc, such as the 59.9kg/m rail in the United States, the rail head arc is adopted R254-R31.75-R9.52; the 65kg/m rail of the former Soviet Union, the rail head arc adopts R300-R80-R15; the UIC 60kg/m rail, the rail head arc adopts R300-R80-R13. It can be seen from the above that the main feature of the section design of the modern rail head is the use of complex curves and three radii. On the side of the rail head, a straight line with a narrow top and a wide bottom is adopted, and the slope of the straight line is generally 1:20~1:40. A straight line with a large slope is often used at the lower jaw of the rail head, and the slope is generally 1:3 to 1:4. Second, in the transition zone between the rail head and the rail waist, in order to reduce the cracks caused by stress concentration and increase the frictional resistance between the fishplate and the rail, a complex curve is also used in the transition area between the rail head and the rail waist, and a large radius design is adopted in the waist. For example, UIC's 60kg/m rail uses R7-R35-R120 in the transition zone between the rail head and the waist. Japan's 60kg/m rail uses R19-R19-R500 in the transition zone between the rail head and the waist. Third, in the transition zone between the rail waist and the rail bottom, in order to achieve a smooth transition of the section, a complex curve design is also adopted, and the gradual transition is smoothly connected with the slope of the rail bottom. Such as UIC60kg/m rail, is to use R120-R35-R7. Japan's 60kg/m rail uses R500-R19. China's 60kg/m rail uses R400-R20. Fourth, the bottom of the rail bottom is all flat, so that the section has good stability. The end faces of the rail bottom are all at right angles, and then rounded with a small radius, usually R4~R2. The inner side of the rail bottom is usually designed with two sets of oblique lines, some of which adopt double slope, and some adopt single slope. For example, UIC60kg/m rail adopts 1:275+1:14 double slope. Japan's 60kg/m rail adopts 1:4 single slope. China's 60kg/m rail adopts 1:3+1:9 double slope. 1.How can I get a quotation from you ? You can leave us message, and we will reply every message in time. 2.Will you delivery the goods on time? Yes,we promise to provide best quality products and delivery on time. Honesty is our company's tenet. 3.Can I get samples before order ? Yes, of course. Usually our samples are free,we can produce by your samples or technical drawings. 4.What is your payment terms? Our usual payment term is 30% deposit, and rest against B/L. EXW, FOB,CFR, CIF. 5.Do you accept the third party inspection? Yes absolutely we accept. 6.How do we trust your company? We specialise in steel business for years as golden supplier, headquarter locates in Tianjin province, welcome to investigate in any ways, by all means.
