Hydraulic support for mining equipment for sale

Cylinder tube of hydraulic support size and choice  
According to the cylinder pressure and inside diameter size ,different steel tube Would be choosed .

hydraulic support

1.  ID ≤300mm , cold rolled precision seamless tube would be choosed
2.  300mm≤ID ≤500mm , hot rolled seamless tube would be choosed
3.  500mm≤ID ≤1000mm, forged tube would be choosed
4.Hydraulic Cylinder tube steel grade : SAE1020 , SAE1045 ,27SiMn , S355JR ,S355J2G3
St52-3 ,SUS304 ,SUS316L etc .
4.A Cylinder tube inside boring and honing , roughness R0.2-R0.3,
4.B Cylinder tube inside chromating : if necessary ,tube inside chromating could be applied

mining support hydraulic support

Main Description
In coal mining work,there are differet kinds hydraulic supports according to different coal mining conditions.
These hydraulic supports including general working surface supports, steep coal seam supports,thin coal seam supports, medium-thickness coal seam and large coal mining height support.

hydraulic supports

Please don't hesitate to contact us if you need the mining equipment
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mining equipment

Mining conveyor belt for mining belt conveyor

The conveyor belt is the carrying medium of a belt conveyor system (often shortened to belt conveyor). A belt conveyor system is one of many types of conveyor systems. A belt conveyor system consists of two or more pulleys (sometimes referred to as drums), with an endless loop of carrying medium—the conveyor belt—that rotates about them. One or both of the pulleys are powered, moving the belt and the material on the belt forward. The powered pulley is called the drive pulley while the unpowered pulley is called the idler pulley. There are two main industrial classes of belt conveyors; Those in general material handling such as those moving boxes along inside a factory and bulk material handling such as those used to transport large volumes of resources and agricultural materials, such as grain, salt, coal, ore, sand, overburden and more.

mining conveyor belt

There are different types of mining conveyor belts for mining belt conveyor that have been created for conveying different kinds of material available in PVC and rubber materials.

mining belts for mining belt conveyors

Please don't hesitate to contact us if you need the mining equipment
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mining belt conveyor

Mining explosion proof water bag

Mining explosion proof water bag is used in coal mine 

installating container ,  according to technical requirements 

of installation consisting shed water bag can effectively 

isolate gas and coal dust explosion propagation produce

water bag material has flame retardant, anti-static safety 

performance.

mining explosion proof water bag

Please don't hesitate to contact us if you need the mining equipment

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Mining flexible air duct used for coal mine for sale

Mine air duct is widely used in coal mines, tunnels, underground local fan machine positive pressure ventilation.

mining air duct

Air duct for mining standard parameters:

Resistance to internal pressure: ≥ 5000pa

Expansion: ≤ 3%

One hundred meters air leakage rate: ≤ 4%

Other properties of mining air duct: flame retardant, anti- static, heat, cold, etc.,are in line with the coal industry standards.

Specification: Ф 300mm, Ф 400mm, Ф 450mm, Ф 500mm, Ф 600mm, Ф 800mm, Ф 1000mm.Length of 5 m, 10 m, 20 m, 50 m or according to customers' requirements

mine air duct

Please don't hesitate to contact us if you need the mining equipment

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Web: www.srrail.com

SALE: UIC60 RAIL & FISHPLATE IN STOCK!!!

EMERGENCY FOR SALE!  
UIC60 RAIL & FISHPLATE IN STOCK!!!
Now we have some UIC60 RAIL and Fishplate in stock, very competitive price, emergency!
More details please contact us directly: 
Email: admin@satrise.com
Tel: +86-17093757606
Web: www.srrail.com

rail design

steel rail and fishplate

steel rail

steel rail in stock

fishplate

steel rails

steel rails

steel rail and feishplate in stock

The Steel Bridge and the Railroad - Part One

I don’t know if anyone has noticed this, but the Steel Bridge on old postcards is often designated as being owned by any one of three different companies. railway rail Most often you will see the words “O.W.R. & N. Co. Bridge across the Willamette,” or something to that effect. Other times the card might read, “O. R. R. & N. Co. bridge, Portland, Oregon.” Then, on occasion, a card might say, “Union Pacific bridge, Portland, Oregon.” This was confusing to me at one time, until I read a little something on the history of the Union Pacific lines in the west, then I became even more confused. The lines were in and out of receivership, leased, sold, given different, but very similar names, and called different names by different levels of steel railroad hierarchy.

When the first Steel Bridge was built in 1888 the company behind the construction was the Oregon Railway & Navigation Company (O. R. & N. Co.), an old and powerful entity that had evolved from the Oregon Steam Navigation Company hearkening back to the earliest days of transportation on the Columbia and Willamette rivers. This company was huge, with rail stretching to Chicago, 3 large ocean steamers, 16 large riverboats, serving all points from the Snake River in Idaho to Eugene, Oregon, up into the Puget Sound, the company also ran numerous barge services—there is nothing quite like it today.

But, it isn’t that simple, the story of railroads steel rail is a story of monopolies, lawyers, lawsuits, bankers, and continual bankruptcies. Railroads were a shell game played by billionaire monopolists to hide money, lose money on the books, and to make money by the hopper car load. As far as I can make it out, in 1888 the O.R. & N. Co. was leased to the Oregon Short Line, a Union Pacific company. In 1889 the OSL merged with the Utah & Northern, forming the Oregon Short Line & Utah Northern Railway, which continued the lease of O.R. & N. Co. Later that same year the O. S. L.. & U N. Railway purchased a controlling amount of stock in the O.R. & N. Co. The merged group of railroads was called the O.R. & N. Co. and became the Union Pacific’s branch in the west. (To make matters worse for people trying to sort this out in 1897 the Oregon Railway and Navigation Co. was reorganized, having been in receivership for several years. The new name they chose was the Oregon Railroad and Navigation Company.)

So where did the O.W.R. & N. Co. come from? In 1910, the year the new Steel Bridge was built, the Oregon Washington Railroad & Navigation Co. (OWR&N) was incorporated as a consolidation of Oregon Railroad & Navigation Co. and 14 other, smaller railroad companies in Oregon and Washington. This franchise continued on for a long time, until December 29, 1987, when it was merged with the Deschutes Railroad into the Oregon Short Line Railroad. The following day the Oregon Short Line Railroad was merged into the Union Pacific Railroad.

Rail Steels: Part Two

The further strengthening of pearlitic steel rails to 1100–1200 MPa tensile strength is based on increased pearlite refinement. As shown in Figure 2, the properties of rail steels are influenced by the spacing between cementite lamellae. The yield strength and tensile strength increase as the interlamellar spacing decreases while the elongation decreases with a reduction in the interlamellar spacing.

Figure 2: Effect of pearlite refinement on the properties of rail steel.

The continuous cooling transformation (CTT) diagram of Grade 900 steel shows two possibilities for achieving pearlite refinement. Firstly, as shown in Figure 3, the field of austenite to pearlite transformation may be moved to the right, e.g. through additions of chromium and other alloying elements, so that air cooling of the rail head transforms the austenite into fine pearlite with narrow interlamellar spacing. This type is the high strength and highly wear resistant alloy Grade 1100-1200, which cools at still air after rolling.

Figure 3: CCT diagram showing the effect of alloying to achieve pearlite refinement.

The second possibility is that the cooling speed of the rail head may be accelerated to move the austenite to pearlite transformation of the Grade 900 steel to the left in order to achieve a microstructure of fine pearlite; generating a 1100-1200MPa tensile strength with the same steel composition as shown in Figure 4.

Train track rail for sale

This type is a head-hardened rail. The heat treatment and accelerated cooling (slack quenching) of the rail head may be performed after reheating (offline) or using the still austenitic microstructure directly after rolling (in-line).

Figure 4: CCT diagram showing the effect of cooling rate on pearlite refinement.

The changes in pearlite transformation temperature in these two types of rails caused by changes in the cooling rate from the austenite region are schematically shown on the CCT diagram, Figure 5. To set the pearlite transformation temperature at about 600°C, slack quenching (cooling rate: 4-6°C/s) is required for the carbon steel rail, while natural air cooling (cooling rate: ~0.7°C/s) after hot rolling is sufficient for the alloy steel rail due to the high hardenability from alloying. These treatments could give the rails more than 1100MPa tensile strength.

Rail Steels: Microstructures and Properties of Pearlitic Rail Steels

Grade 700 rails that used to be the main product for railroads some 60 years ago, may be considered as the starting point for the development which since took place. The Grade 700, with about 0.5% C, has a microstructure of about 30% ferrite and 70% pearlite within the rail head, which is the relevant location for comparison.

The first step to raise strength, and consequently wear resistance, was to increase the carbon content to achieve a 100% pearlitic microstructure. This way Grade 900 rails were developed.

Microstructures and Properties of Pearlitic Rail Steels

Pearlite is an important feature of the microstructure because it possesses good wear resistance, hence making carbon an essential alloying element in rail steels. However, it is not only the amount of pearlite that is important but also its morphology, which means the shape and the distance between the cementite lamellae. The finer the structure of pearlite, the higher is its strength whilst still retaining reasonable toughness. Therefore the development of pearlitic rail steels has been focused on the refinement of pearlite.

Pearlite comprises a mixture of relatively soft ferrite and a hard, brittle iron carbide called cementite, taking the form of roughly parallel plates. It achieves a good resistance to wear because of the hard carbide and some degree of toughness as a result of the ferrite’s ability to flow in an elastic/plastic manner. Figure 1 shows the microstructure of a pearlitic railway rail steel. The cementite is white and the ferrite is black. The interlamellar spacing is about 0.3 microns.

Figure 1: Microstructures of pearlitic rail steels

Grade 700 rails that used to be the main product for railroads some 60 years ago, may be considered as the starting point for the development which since took place. The Grade 700, with about 0.5% C, has a microstructure of about 30% ferrite and 70% pearlite within the rail head, which is the relevant location for comparison.

Due to the rather slow cooling of the rail head on the cooling bed after rolling, the pearlite structure is relatively coarse. The first step to raise strength, and consequently wear resistance, was to increase the carbon content to achieve a 100% pearlitic microstructure. This way Grade 900 rails were developed.

The wear resistant rails of Grade 900 have a coarse pearlitic microstructure with sufficient ductility and toughness for general applications. Welding techniques were developed to replace fishplate connections and Grade 900 became the standard rail instead of Grade 700 for main lines. Nowadays Grade 700 rails are only used for tracks where low axle loads are applied, e.g. for trams. In some places like narrow curves and mountainous regions, but mainly for heavy haul ore and coal transportation, strengths greater than that exhibited by Grade 900 rails are needed; an increase in tensile strength of about 200 MPa doubles the wear resistance of the rails and consequently their service life.

U Beam Support Video Show

For sale: U Beam Support, steel mining support

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U Beam Support Video Show



Mining support:

Material: 20mnk Q275

Detail parameter:

18U: height: 99mm thickness:10mm thory:18.96kg/m 

25U: height:110mm thickness:17mm Theoretic Weight :24.76kg/m

29U height:124mm thicness:16mm TheoreticWeight :29kg/m

36U height:138mm thicness:17mm TheoreticWeight :36kg/m

Mine support steel main characteristics: under pressure, support time, easy to install is not easy to deformation, etc.

Rail Steels: Properties of Quality

So what makes rail steel superior to other steels? The simplest answer is its unique composition.

As we mentioned above, the rails are subject to heavy contact cyclic loading that accompanies increased car size and loading, to 100 and 125 ton capacity, increased train size, and increased train speeds used to transport bulk products over the last several decades. These increasing demands require manufacturing and metallurgical approaches that offset wear and other types of failure that limit rail life.

An early type of rail failure was associated with entrapped hydrogen that produced shatter crack or flakes in heavy rail sections, but that difficulty has been effectively controlled cooling and by vacuum degassing of liquid steel.

Typically, rail steels are produced in large BOS vessels and are vacuum degassed prior to being continuously cast into large blooms. Vacuum degassing, coupled with ladle trimming facilities, permits very tight control over chemical composition. After casting, the blooms are placed in insulated boxes, whilst still at a temperature of about 600°C, and are cooled at a rate of 1°C per hour for a period of three to five days. This treatment, coupled with prior vacuum degassing, reduces the hydrogen level in the finished rail to about 0.5 ppm, thereby reducing substantially the susceptibility to hydrogen cracking.

The blooms are then reheated and rolled directly to the finished rail profile. The rail produced by steel rail manufacturer from each bloom is hot sawn to specific lengths prior to passage through a rotary stamping machine en route to the cooling areas.

Depending upon the properties required, the rails are either cooled normally in air or subjected to enhanced cooling for the development of high strength. On cooling to room temperature, the rails are passed through a roller-straightener machine which subjects the section to a number of severe bending reversals and emerge with a very high degree of straightness. Finally, the rails pass through a series of ultrasonic, eddy current and laser inspection stations which monitor non-metallic inclusions, external defects and the flatness of the running surface.

Rail Steels: Part One

Modern railway systems are subjected to intense use, with fast trains and increasing axle loads. Rails have to be more wear resistant and achieve higher standards of straightness and flatness in order to avoid the surface and internal defects which may lead eventually to failure. The shape of the manufactured rail depends to a large extent on the uniformity of thermo mechanical processing; the most advanced mills are computer controlled with continuous feed-back from the product during manufacture.

Up until the 1970s, railway rails for passenger and freight trains were regarded as relatively simple undemanding products and the specifications had changed very little for decades. However, investments in railway systems, the advent of high-speed passenger trains and the requirement for longer life track imposed a demand for high quality rails, greater strength and tighter geometric tolerances. Therefore there have been major innovations in the past 20 years in terms of the method of manufacture, degree of inspection and range of products.

Rail steel is extremely tough. As figure 2, rail steel resists breakage even after the yield point is exceeded. In addition, rail steel has satisfactory amount of ductility and after re-heating, can be used to complete most forming operations.

Their average yield point is greater than 60,000 PSI, while actual tensile strength normally ranges from 100,000 PSI to 130,000 PSI. This high yield point means rail steel provides ample stiffness, enduring heaviest demands with little deformation.

Even after years of service and high stress, there is no difference between the grain structure of a used rail and a new rail. Age, traffic and weather do not change its basic properties. All stresses are relieved through heating prior to being re-rolled. This re-rolling, in accordance with ASTM-A-499, decreases the rails’ grain size, and that means improved resiliency. The additional working of the steel actually makes it better than when it was a rail!

Wood Vs. Steel Support Beams - B

Durability

Steel support is very durable and is more likely to survive natural disasters like hurricanes, earthquakes, and fire. Steel also does not rot, mold, or dry out. It is not subject to infestation and will not shrink or warp in different weather conditions. Steel supports, walls, and frames stay straight and flat through construction and during its lifetime better than wood.

Construction

Steel beam support can be pre-engineered or prefabricated, meaning the construction is done beforehand. This can save time and money and is generally an easier way to construct a building. This is done by constructing certain parts, bodies, or pieces in a factory before they are shipped to a construction site.

Environment

Both steel roof support and wood have claims to being green, or environmentally-friendly. Wood grows naturally so the energy needed to process it is little. Iron on the other hand must be dug from the ground and then processed in large factories. This can create large amounts of greenhouse gases and pollution. However, while wood is a renewable resource, it is dependent on the time it takes to grow a tree and whether or not enough trees are growing. Steel is not a renewable resource, but it easier to recycle than wood. In fact, a great deal of steel in the United States is recycled.

Wood Vs. Steel Support Beams - A

Wood has traditionally been the building material for most support beams in home construction. However, with steel proving itself as an excellent building material in large buildings, it is slowly replacing wood construction in conventional homes as well. This is due to many factors, from price and availability, strength and durability, and the elimination of misconceptions. Although wood remains important in home construction, steel support provides many advantages. Steel buildings can even be pre-engineered to speed construction and efficiency.

Price
Fortunately, wood and lumber is a renewable resource. Unfortunately, the rate of its needs versus how fast it is replanted is much higher. This means lumber prices can fluctuate. Steel mining support , on the other hand, is readily available in large quantities. It is also recyclable. Steel prices, although historically higher than wood, is now on par with wood. The pricing of steel is usually consistent.

Strength
Steel support beams have very high load strength and can handle stress much better than wood. Aside from being one of the strongest building materials available for home construction, it is a manufactured metal, meaning its strength isn’t dependant on things like knots, twists, or defects that may be found in wood.

How Much Does a Steel I Beam Cost?

A steel I beam is a great structural alternative to lolly columns or other support methods. Steel is one of the strongest building materials known to man. Steel is mostly comprised of iron, 98%. The other 2% is a hardening agent, usually carbon. It is the carbon that makes it super strong and rust resistant.

Steel I-Beam Costs
You can find a steel I-beam from your local steel supplier. If you need just one length of I-beam you may be able to have them cut you a 6’ or 8’ length from a scrap piece they have left over from a large shipment. This will cost anywhere from $.90 to $1.25 per pound.That means you can purchase a 125 to 150 pound beam (roughly 6 feet in length) for a cost of $112.50 to $187.50.

How much does it cost to install a steel I beam?
You will first need to hire an engineer to come in and do some calculations and give a written sign-off on your project. He will calculate the proper length and mass of the I beam to meet code. It will cost $400 to $600 to hire an engineer for this job.
You may look at Residential Steel Beam Column Load and Span Tables to get an idea of what size I beam you need. The engineer will certainly be using these to size up you project. You will then need to hire a contractor to install the steel beam support

Things to Consider

I-Beams are only good at supporting weight in one direction. The web, or main vertical section of the beam is what provides the strength for this. If there is going to be a lot of twisting or bending as a result of horizontal pressure then an I beam will not work. Ask a professional. Tutorial on I beams and how they are used.

24KG light steel rail for sale

The 24KG light steel rail is used in the steel train way and mining project .

The following is standard size list . you have the choose what you need .

About China’s Steel Rails Classification

In China, according to the weight of per meter, steel rails are divided into crane rail, heavy rail and light rail in three ways:

1) Crane rails including QU120, QU100, QU80, QU70 of four, its material is generally manganese steel, the largest single weight is QU120 up to 118kg / m.

2) Heavy rail. According to the steel grades, it is divided into: general manganese rail, copper carbon steel rail, steel rail of high silicon copper, copper rails, rail manganese, silicon rail and so on. There are 38, 43 and 50kg three types. Besides, there are also a small number of 45kg for the rail line, it has been planned on the large volume and high speed rail lines with the 60kg. GB2585- 81 sets out of 38 ~ 50kg / m rail technical conditions, the size and code, such as shown in Table 6-7-10.

3) Light rail, including 8kg/m,9kg/m,12kg/m,15kg/m,22kg/m,24kg/m,30kg/m

In 2007, China promulgated a new standard GB 2585-2007, in addition to 38 ~ 50kg / m, the new increase of 60kg / m heavy rail and 75kg / m of heavy machinery rail.

Engineer: Adding steel rails on top of Causeway’s concrete barriers would make bridge much safer

Adding a steel rail atop the concrete barriers that line both spans of the Lake Pontchartrain Causeway would make the bridge safer, a Texas A&M engineer told a Mandeville audience Wednesday night.

satrise steel rail

The present barriers, especially the 25-inch-high ones on the southbound bridge, are too low to prevent high-profile vehicles, such as trucks and SUVs, from vaulting over the edge like “a ‘Dukes of Hazzard’ ramp,” as one driver described it.

A double steel rail, bolted into the concrete barrier and rising nearly 2 feet above it, would greatly improve the chances of keeping cars and trucks on the bridge when they lose control and begin swerving, according to engineer William Williams.

Williams made a similar presentation at a Greater New Orleans Expressway Commission meeting earlier this year.

The GNOEC commissioned the Texas A&M study as a way to help prevent “overboards,” crashes in which a vehicle goes over the side of the bridge into Lake Pontchartrain. Since 1994, there have been about 14 overboards on the Causeway, 11 of which have resulted in fatalities.

All but one of the 14 occurred on the southbound span, where the concrete railings are 6 inches lower than on the northbound bridge. The metal rail parts on top of the barrier on the southbound bridge is only a handrail and provides no resistance to cars that hit the barrier, according to Williams, who headed the study.

The difference between the two bridges’ railings — built a decade apart in the last century — was brought into sharp relief Wednesday morning, when a northbound 18-wheeler swerved and slammed on the brakes in an effort to avoid a slower-moving car, said Carlton Dufrechou, the GNOEC’s general manager.

Partially due to the higher railings on the northbound span, the truck did not go overboard but stopped with one tire overhanging the barrier, Dufrechou said.

Williams and his team tested four different railing designs. Two of the designs had a single rail and two had double rails. They crashed three different vehicles into each of the railings, judging each on impact and how well it kept the vehicle in the roadway.

The double rail performed the best, Williams told his audience of several dozen Wednesday night. Putting it on top of the concrete barrier on the southbound span would raise the barrier height to 46 inches.

At that height, Williams said, the rail railway industry should be able to prevent most large vehicles, including large panel trucks, from going over the side. A single rail on top of the northbound bridge’s concrete barrier would be sufficient, he said.

Some in the audience questioned whether people driving on the bridge would still be able to see the lake and whether keeping out-of-control cars on the bridge would be less safe for other drivers.

Dufrechou said the possibility of saving someone’s life diminishes “astronomically” if they go over the side.

The Causeway’s engineering consulting firm, GEC, is conducting a study of the cost of installing nearly 100 miles of railings on the bridge. The results are expected in September or October.

It will likely be next spring before the timeline for any project could be established, Dufrechou said.

The true challenge will be footing the bill, which could reach nine digits. Causeway officials have been unsuccessful in securing federal grants for the project, but they have vowed to keep trying. They have also floated the idea of raising tolls on the bridge, which have gone up just one time in the bridge’s nearly six-decade history.

Latest News in the Mining Industry: At least one large gold hedge this year

Gold producers limited their hedging during the first quarter according to the latest data about forward selling in the gold mining industry mining parts from metals research firm GFMS Thomson Reuters.

The global producer hedge book contracted in the first quarter by 800,000 ounces (2.6 tonnes) compared to 1.44 million ounces or 45 tonnes of net hedging in the final quarter last year.

In 2014 as a whole, mining bolts hedging contributed 3.33 million ounces (103 tonnes) to gold supply, largely on account of two large hedges by Russia's Polyus Gold and Mexico's Fresnillo.

During the first quarter, 29 companies were net de-hedgers, with 16 companies adding to their delta-adjusted hedge positions.

The largest de-hedger was Polyus Gold, strong mine screening netting the world's eight largest gold miner in terms of output, through deliveries against the large hedge position entered into last year. The rouble strengthened by 39% in the first quarter compared to the final quarter of 2014.

The largest individual hedge was undertaken by Saracen Mineral Holdings, which sold 120,000 ounces forward in as part of plans to re-start its mothballed Thunderbox mine.

The marked-to-market value of the aggregate producer hedge book fell by only $5 million to $295 million.

The volume of the global producer hedge book stood at 6.21 million ounces (193 tonnes) at the end of Q1 2015, a far cry from levels in the region of 3,000 tonnes seen before gold began its 12-year upward climb.

Locking in prices and steady cash flow made sense for gold miners when gold was around the $300-level with little prospect of any substantial move higher.

But as gold's bull run gained momentum producers lost out on billions of dollars under contracts signed for future delivery well below the ruling price – and often below cost.

With gold trading in a downtrend – averaging $1,201 during the first quarter nearly 40% below its peak – there was an expectation that hedging may make a comeback, but so far this has not panned out.

GFMS said in the report that since the end of the first quarter, relatively little new hedging has been announced:

"We expect this trend of small-scale hedging, often in relation to project financing, together with expansions of existing programs, to persist through 2015.

"If hedging activity remains at the level seen throughout the first half of this year, net de-hedging may be the eventual outcome for the year as new activity will scarcely balance the scheduled unwinding of existing hedge contracts.

"However, it would take only one or two new hedges of the magnitude undertaken by Polyus or Fresnillo during 2014 to tip the balance firmly back into net hedging, and we take the view that 2015 is likely to see at least one large new hedge from a gold producer."

GFMS expects net hedging of approximately 1.93 million ounces (60 tonnes) during 2015.

Underground Mine Roof Support & Mine Roof Bolting

Mining and Ground Support

Satrise® friction rock stabilizers are used for underground or surface support in many applications:

Underground Mine Support & Mine Roof Bolting

Every kind of underground mine uses Satrise® friction rock bolts for mining and ground support. Miners use them for mine roof bolting and mine roof support as well as to pin mesh, hang conveyors, hold pipes, and cables, secure rails in place, and for other needs.

Ground Support for Tunnels and Other Excavations

Satrise® stabilizers have solved many problems for contractors in construction and in maintaining railway and road tunnels, hydropower tunnels, powerhouse and storage caverns, shafts, water and sewage tunnels, and others.

Ground Support for Surface Jobs Satrises are being used more often for above ground applications or anywhere reliable ground stabilization is needed. Open-pit mine and quarry operators use them to stabilize high walls for the most effective ground and mining support. Open-pit miners find that using Satrise® stabilizers with mesh can permit a steeper mining angle, reducing overburden removal.

Contractors find Satrise® friction rock stabilizers ideal for attaching screen to control spalling cuts. Construction contractors use them with mesh to tie back the ground and contain rock falls on steep highway cuts, as well as in building excavations.

Any question or demand about mining support please feel free to contact us:

Email: admin@satrise.com
Tel: +86-17093757606
Web: www.srrail.com

DESIGN AND SUPPORT OF TUNNELS

When a tunnel is excavated in all but the most competent of ground conditions it is an inevitable consequence that some form of mining support will be required if the tunnel is to retain adequate stability and/or maintain sufficient dimensions to facilitate its use in the intended manner.

The form and function of the support will vary according to a wide range of factors apart from just geotechnical considerations and it would seem that for every different tunnel there is a different lining solution 

Tunnel linings: main types. Tunnel linings are grouped into three main forms some or all of which may be used in the construction of a tunnel:
1. Temporary mining ground support
2. Primary lining
3. Secondary lining 

Temporary mining ground support. In rock tunnels where the ground has insufficient stand-up time to allow the construction of the primary lining some distance behind the face, then some form of temporary ground support applied at the- tunnel face is required eg rock bolts, shotcrete and steel sets tunnel support. 

Such support is not required in soft ground in conjunction with a shield driven tunnel as temporary ground support is provided by the body of the shield itself.

Primary lining. A primary lining is the main structural component of the tunnel support system which is required to sustain the loads and deformations that the ground may induce during the tunnel's intended working life. A further function performed by the primary lining is the control of water egress (exit) and ingress (entrance). 

Secondary lining. Various tunnels require smooth bore profiles for their intended use, eg sewer and water tunnels or aesthetic finishes for public usage, eg highway and pedestrian tunnels. Erosion and corrosion protection for the primary lining and further waterproofing may also be required, all of which are provided by secondary linings.

The terms temporary, primary and secondary linings are not always defined on a consistent basis in various texts 

Common Support Types used in Mining Engineering Tunnels

From the earliest days of mining until the middle of the 20th Century timber was the standard supporting medium due to its abundant availability and attractive strength and load-deformation characteristics. Traditionally, timber has been employed extensively for support in coal mines even at shallow depths as roof support is required owing to the weakness of the rocks associated with the Coal Measures. in hard rock mines, however, this has not always been the case as the stronger rock types often provide safe, self-supporting tunnels particularly in shallow depth conditions.
The load-deformation characteristics of wood make it a suitable material for mine support purposes as even in the post-failure state it retains the ability to support a load even at high values of strain.
An early use of timber for support of mining tunnels was the herringbone system and appears to have led to development of the steel arch support. The use of timber required considerable craftsmanship and time and effort to perform the support operations. Large amounts of timber were required in broken ground conditions and even then such support tended to be less than satisfactory in view of the significant voids which were inevitably left. The use of the rolled steel joist significantly contributed to reducing the time and effort, in addition to skill, involved in erecting mine roadway supports. There was also a significant improvement in safety as a result of the adoption of steel mining supports as opposed to timber for use in mining tunnels and roadways. Undoubtedly, steel supports were better suited to the significant deformation characteristics of coal mining tunnels and roadways than was that of timber. The superior strength and durability properties of steel supports in addition to ease of construction were over-riding factors when compared to wood for support purposes.
Wood is rarely used as a main form of tunnel support in the majority of modern mines in developed countries. Standing steel sets and rockbolts are the most commonly applied forms of support in such mining excavations. Concrete and shotcrete supported tunnels have a relatively limited application but they tend to be used in special situations rather than as a general tunnel lining technique. There are some exceptions, however, and one example is that of deep level main tunnels used for developing mining districts in the Campine Coalfield, Belgium. These tunnels have been supported by concrete segmental types and given significant stability and durability advantages. This form of support has also found application in the coal mining industries of other countries where long life (>50 years) tunnels are required.

Mine and Tunnel Roof Support Systems

Sliding Arched Canopy

Satrise Industry has developed procedures and products for specialized mining support of caved areas and unsupported roof. The Sliding Arch Canopy System provides support and a safe work environment as you clean up roof falls or advance through broken strata. Once in place they can be cushioned using Satrise Geotek Bags filled with rock dust or other material. Contact Satrise to discuss your application.

Steel Arch Supports
Structural steel arch supports and circular ring sets are used for mining roof support or ground control where severe conditions are anticipated or to maintain critical areas of a mine or tunnel where roof bolting or cribbing is not sufficient or practical. Used in conjunction with Satrise Lagging systems, arches can solve difficult conditions on a long-term basis.

Steel arch supports range from almost rectangular shapes, to semi-circles, to Gothic shaped structures. Each has design advantages and disadvantages depending on the application.

Some of the standard configurations are shown to the figure, however the best approach is to determine your specific needs and layout a support around your specific criteria. We take into consideration your requirements as far as clearances, load capacity, handling, and other site specific issues and provide an arch to best fit your needs.

China’s Steel Rails Classification

In China, according to the weight of per meter, steel rails are divided into crane rail, heavy rail and light rail in three ways:

1) Crane rails including QU120, QU100, QU80, QU70 of four, its material is generally manganese steel, the largest single weight is QU120 up to 118kg / m.

2) Heavy rail. According to the steel grades, it is divided into: general manganese rail, copper carbon steel rail, steel rail of high silicon copper, copper rails, rail manganese, silicon rail and so on. There are 38, 43 and 50kg three types. Besides, there are also a small number of 45kg for the rail line, it has been planned on the large volume and high speed rail lines with the 60kg. GB2585- 81 sets out of 38 ~ 50kg / m rail technical conditions, the size and code, such as shown in Table 6-7-10.

3) Light rail, including 8kg/m,9kg/m,12kg/m,15kg/m,22kg/m,24kg/m,30kg/m

In 2007, China promulgated a new standard GB 2585-2007, in addition to 38 ~ 50kg / m, the new increase of 60kg / m heavy rail and 75kg / m of heavy machinery rail.

About Satrise Mining Rail:

Satrise can provide any kinds of high quality rail
light rail : 8kg/m,9kg/m,12kg/m,15kg/m,22kg/m,24kg/m,30kg/m
heavy rail: 43kg/m,50kg/m 60kg/m
crane rail: QU70,QU80, QU100,QU120,
Rail length are avalilble with 6m,8m,9m,12m,12.5m,18m,25m

Types of Steel Rails

The type of steel rail is named by the weight of per meter steel rail in kilograms. Steel Rails used in China include 75kg / m, 60kg / m, 50kg / m, 43kg / m and 38kg / m and so on.

The cross section shape of the track rails adopts H-shape cross section, which has the best bending performance. And it consists of the rail head, rail web and rail foot three parts. To enable the rail to better support forces from all aspects, to ensure the necessary strength conditions, rail should be in sufficient height, the head and the bottom should be in sufficient size and height, waist and bottom should not be too thin.

Among these types of steel rails, 38kg / m rail now ceased production, 60kg / m, 50kg / m railway rails are laid on the main trunk line, station and dedicated lines are generally laid with 43kg / m rail. For heavy rail and particularly busy railway sector, it laid with 75kg / m rail.

In addition, in order to meet the needs of turnout, large bridge and seamless lines and other structures, China railway railway also uses special section (with the axis of asymmetric-shaped) rail. Now the rail with short special sections, AT rails short, are used more,

Any question or demand about steel rails please feel free to contact us:

Email: admin@satrise.com
Tel: +86-17093757606
Web: www.srrail.com

Steel Rails Applications

Steel rail is the main component of the railway track, directly bear repetition and impact loads of rolling stock wheels. Therefore, rail steel requires adequate hardness, tensile strength, fatigue strength and toughness.

There are many different types of rails. According to its cross-sectional shape, it can be divided into rails of flat, two-headed, Minotaur, trenches, stepped and bridge. According to its applications, except railway rails, there are crane rails, tram rails, forests and mining rail, elevator guide rails, tunnels and coastal wear and corrosion resistant composite rail and high-manganese steel rails for turnout Wait.

Since 1962, France, the United States, Japan and other countries have adopted basic oxygen furnace smelting steel rail. China uses open-hearth and basic oxygen furnace smelting. General need rail rolling after slow cooling to eliminate white spots. To shorten the process, vacuum degassing and other processes can also be used, thereby eliminating the slow cooling.

Any question about steel rail please feel free to contact us:
Email: admin@satrise.com
Tel: +86-17093757606
Web: www.srrail.com

The development of steel rail

Each country railway rail in the early 20th century can weigh no more than 50kg / m, mostly used current national 60kg / m above the steel rail. The most important use of the US rail weight 77kg / m, the Soviet Union was 75kg / m. Improve the use of heavy rail is an economical rail service life and effective means. For greater than 30 million tons of shipping, the maximum driving speed greater than 120km / h for heavy rail, the rail by the 50kg / m change of 60kg / m, although steel consumption increased by 18%, but the traffic increase by 50% life can be extended by 70%. States under specific conditions using different methods to improve the wear and pressure ulcer steel, fatigue fracture properties. The Soviet Union, the United States, Japan and other countries mainly on the basis of the original carbon-manganese steel rail end and a total length of rail surface hardening and hardening heat treatment methods to tap potential. Full length hardened rail service life increased by 2 to 3 times as much carbon rails. Some Western European countries have adopted the alloying. Such as the Federal Republic of Germany with a Cr-V rails (C0.55 ~ 0.75%, Mn0.8 ~ 1.3%, Cr0.8 ~ 1.3%, V≤0.3%), the UK rail Mn-Cr (C0.15%, Mn1. 25%, Cr1.15%). From 1965, China began to produce low alloy rail with copper (Cu0.2 ~ 0.4%) of the rail, manganese (1.1 to 1.5%) of the rail and the like. Manganese rails abrasion better life increased by 2 times as much carbon rails.

We not only supply all kinds of heavy steel crane rail, also provide rail parts and accessories including joint connection parts and intermediate coupling parts. For example Timber Sleepers, spikes, rail pads, tie plates, gauge rods - with single or double jaw, spring, Fish Plates, joint bars, bolts, spring, washer.

Any question pls feel free to contact us:
Email: admin@satrise.com
Tel: +86-17093757606
Web: www.srrail.com

The Classification of Steel Rail

Steel Rail is generally divided into three levels according to the tensile strength, that is, the general standard rail (tensile strength of 70 - 85 kgf/mm2), wear-level rail (tensile strength of 90 - 105kgf / mm2) and extra rail (tensile strength 110 - 125kgf / mm2). 

The chemical composition of the steel rail, strength and elongation must meet the standard requirements, in addition to be hammer, metallurgical, low times, check hardness testing and surface quality and dimensional deviations. The world's first rail is manufactured with a carbon content of 0.3 to 0.4% carbon steel. Carbon rail States currently still widely used, but the steel carbon content gradually increase (C0.5 - 0.8%). In some steel manganese content also increased (Mn0.6 - 1.0%). China's heavy rail steel standard component: C0.67 - 0.80%, Si0.13 - 0.28%, Mn0.7 - 1.0%, P≤0.04%, S≤0.05%, with the rolling stock axle load, vehicle speed and increase in traffic in improving rail weight per unit length, developed alloy rails, improve rail production technology and product quality has also continued to make progress.

steel rail for sale

We not only supply all kinds of heavy steel crane rail, also provide rail parts and accessories including joint connection parts and intermediate coupling parts. For example Timber Sleepers, spikes, rail pads, tie plates, gauge rods - with single or double jaw, spring, Fish Plates, joint bars, bolts, spring, washer.

Any question pls feel free to contact us:
Email: admin@satrise.com
Tel: +86-17093757606
Web: www.srrail.com

Connectors: Rail Joint Bars for sale

Joint bars and bolts are used to fasten rails together. Tie plates and spikes attach rails and ties to produce track. Compromise bars join rails of unequal size.

Joint Bars

Illustrated are the three types of standard joint bars which are currently in service. Six-hole joint bars are provided for all crane rail and new tee rail sections over 100-lb. per yard. New rail 100-lb. per yard and less is furnished with four-hole joint bars. All relay rail is supplied with matching joint bars.

Compromise Joints

Heat-treated compromise joints are used to connect and align rails of unequal size and drilling. A standard bar is re-formed by a custom forging process in both the vertical and horizontal planes so that the gage and running surfaces of the joined rails are in true alignment.
Satrise Industry can also supply compromise weld joint kits or shop-fabricated transition rail joints as suitable alternates to the standard joint.

Tie Plates

Tie plates fasten the rail to the tie and maintain gage and alignment of rails in track. New double shoulder tie plates are available for 5-1/2" and 6" base rail and are manufactured according to AREA specifications. Used double shoulder tie plates can be supplied to fit most rail bases. New single shoulder tie plates are no longer available, but they can be furnished as used and will fit any rail section.

Bolts

Crane rail bolts are medium carbon, heat treated per ASTM specification A-325 and are shipped complete with heavy hex nuts and lockwashers. Tee rail requires standard button-head oval-neck track bolts with heavy square or hex nuts. Lockwashers are furnished on request.

Spikes
Track spikes are produced from hot rolled steel bars and are shipped in 200-lb. kegs. Satrise Industry also maintains a complete inventory of screw spikes, drive spikes and boat spikes.

Contact us:

Email: admin@satrise.com
Tel: +86-17093757606
www.srrail.com