AT500982B1 - METHOD FOR LAYING A TRACK OF A FIXED RAILWAY - Google Patents

Description

2 AT 500 982 B1 For the production of so-called " fixed carriageways " with rails for rail vehicles of various kinds, it is necessary in view of today high speeds aimed to set up the track linkage both in height and direction with an accuracy of +/- 0.1 mm and it in the set position for the under-5 ßen with a binder material, in particular concrete or mortar, accurately positioned hold.

Various methods have already been known for laying tracks with fixed tracks: 10

Thus, US Pat. No. 5,285,964 A describes a method for laying tracks, wherein the tracks are positioned in a recessed line, and then their sleepers are recasted for attachment to concrete, wherein sleepers are employed with means for adjusting their length and the same at the bottom Path are stored in each case in a position which corresponds to 15 each desired Schweilabstand. Then the rails od on provisional pad blocks. Like. Placed, with the help of a preliminary raw horizontal and vertical positioning of the same is made, after which the thresholds raised and held on the rails by means of sleeper screws with anchoring dowels down from the thresholds Rail fastening parts are attached. In the thresholds 20 vertical or height adjustment screws are screwed, below the ends, are arranged at the bottom of the route support plates for supporting these adjustment screws. Thereafter, the tracks are brought by means of said vertical adjusting screws in the respective intended position, after which the track of the track is adjusted by means of the length adjustment of the thresholds, and finally the sleepers are encapsulated with 25 concrete, after the hardening of the height position adjustment screws removed become.

FR 2657096 A1 describes a device for laying and in particular for straightening railroad irons, which comprises two guide elements, which can be arranged transversely to the course of the rails, relatively controlled linearly displaceable guide elements, the first of which lies on a rail. formed with concrete substrate or such a platform is formed supporting, and the second is formed with plates for receiving the rail feet, wherein the latter guide member by means of nut / screw Abstandsregulierorgan in each case provided relative position to the former can be brought. The arranged between the at 35 the tracks underside mounted threshold blocks straightening device is supported by means of screw-height adjustable Abstützfüßen against the ground, and with this straightening device the tracks with the same on the underside already mounted threshold blocks on the one hand in a respectively provided horizontal and Vertical and height position brought and held there, with the control of lateral position, track distance and 40 altitude of the track to be laid by means of computer-aided measuring device. If the tracks are positioned according to the specifications, finally the casting of the sleeper blocks with concrete takes place to form a solid track with fixation of the tracks.

Furthermore, EP-1022366 A2 describes a method for installing a track on support plates of a fixed track, wherein the track is first aligned vertically and horizontally with vertical and horizontal adjustment means and supported on support means, then the sleepers after alignment by at least partial Underfills are stabilized with a hardening stabilizer, in particular concrete, then the rails are released on the sleepers and only when or after the final and permanent fixing of the sleepers on the support plates of the fixed carriageway are firmly connected to the thresholds again. The aforementioned adjustment means, and / or the support means are removed after hardening of the stabilizer.

Another related method is e.g. became known from EP 894898 B1. In this known method, it is assumed that as a substrate for the fixed track 3 AT 500 982 B1 a very precisely concreted concrete slab (height tolerance +5 mm -15 mm) high flatness in the inclination of the respective curve transverse cant of the track to be produced Available. 5 According to this method, it is possible to set up the track by using standardized concrete support bodies and subsequent lifting wedges with approx. 25 mm height adjustability and approx. ± 15 mm lateral adjustability.

Since this system is very compact overall, it is e.g. for straightening devices, such as for tamping machines known from ballasted superstructure passable, but it is not for high loads, such as. for building materials - such as in particular filling concrete transports to the track installation site suitable. Real application found this known method already in the installation of a fixed carriageway on the new line Hanover-Berlin. The demands for increasing the speeds while increasing safety, as well as the experience gained in the course of practical work in the track construction lead to new changes in the requirements of the track itself and the production of the fixed carriageway, both in terms of the accuracy of the installation Rails as well as in terms of productivity, flexibility and efficiency. 20

Thus, for example, the surface of a transferred from Tunnelrohbau tunnel sole, which can have both fairways of the heavy construction machinery and transport vehicles, as well as concrete eruptions, eg: potholes, very uneven, and it means a lot of effort, the same as for the construction of solid Roadway so far necessary to level. 25

The tolerance of the height between the lower edge of the rail and the upper edge of the support therefore varies greatly, so that the required height corrections can no longer be met with standardized concrete support bodies and lifting straightening devices or systems based thereon. So it would be at as just described " uneven " Substrates necessary to use concrete support structures with different, each individual heights. This adaptation or selection of the support body could always be done only at the installation site due to the greatly varying conditions through the raw surface left and would therefore be very expensive. 35 In addition, in these circumstances, the necessary stability, both for straightening and for driving on the bumps not given.

In addition, the cant of the track, e.g. on curves, built with the help of a support system, resulting in additional height differences from the increase of the 40 track of up to 180 mm (equivalent to up to 12% bank angle).

Another requirement is that such supported tracks with full axle load (22.5 to 251) for the supply of the construction site by means of construction trains and with the production of the substructure large amounts of filling or Vergussbeton as well as the usual shunting locomotives -45 should be bar.

This is especially true when laying tracks in long-length railway tunnels, e.g. in the Lötschberg Base Tunnel or in the Gotthard Base Tunnel. 50 Due to the increased demands on tunnel safety, as more single-track tunnels are built in the future, this aspect of construction site logistics is becoming increasingly important. It is therefore required that a piece of the rail track laid essentially immediately before and without separate preparation of the underground present after the construction of a tunnel after its laying as soon as possible for the carriage of the piece of track strand to be connected to the front free end 55 and for the lead the necessary for the final casting 4 AT 500 982 B1 of the roadway high amounts of binder material, usually regular concrete, is available.

When using separate threshold blocks for each rail instead of Schwel-5 len with two rail supports, it is necessary to adjust the distance of the rails of the track from each other, so the track and the inclination of the rails by additional aids.

However, the known installation system according to the abovementioned EP-B1 can not meet the above-described requirements because of its low load capacity.

An essential object of the present invention is to provide a track laying and installation system in such a way that the track and the rail inclination can be maintained after use as Baugleis at full load on the support system and after 15 use is complied with and then fine can be.

The tasks and requirements to be solved are briefly summarized the following:

Trafficability of the track, which has been prepared to an accuracy of about 2 mm and stabilized in this accuracy, for the transport of the track yokes as well as construction and installation auxiliary equipment.

Trafficability of tracks laid on supporting bodies with full load up to the place of installation.

Positioning the track bumps on a surface with large differences in height and 25 unevenness.

Precise straightening and fixing of the track to about 0.5 mm accuracy or with a positioning accuracy of about 0.1 mm before the final setting of the tracks and stabilizing the same by pouring the threshold or sleeper body by means of which the track last lent permanently fixing potting compound, preferably regular concrete.

Greatest possible simplification of logistics through the greatest possible preparation prior to the installation of the tracks at the place of installation, e.g. in the case of long tunnels, carrying out the installation of the track yokes, off the beaten track, but near the place of installation, if there is enough space, or if, as is usually the case with tunnels, advantageously outside the tunnel, so only more as few works as possible at the installation site, eg in the area of the open end of the slipway in the tunnel itself. In the case of the construction of single-track railway tracks in tunnels, the advantage of avoiding particularly bad working conditions is the high temperatures prevailing in long tunnels, the high humidity and the air polluted by exhaust gases, and the reduction of the risk potential for persons in Tunnels always exists, given.

The present invention is a new method for laying a rail track of a fixed carriageway in the course of new, rebuilding or continuing a, possibly 45 mehrgleisigen, with rail vehicles, preferably railways, driveable route, especially tunnel route or a single-track route according to the preamble of claim 1, which comprises the combination of features disclosed in the characterizing part of this claim. The new track installation procedure is essentially to be seen as an action or work sequence chain with the following steps, which are explained below with reference to the construction of a tunnel driving route:

On the assembly site, the rails are attached to the thresholds or 55 sleepers to be installed with them. In the case of rails mounted on sleeper blocks, these are connected together to form a track yoke by means of special spacers for adjusting track and rail inclination relative to the threshold blocks. The lifting straightening devices are fastened to the underside of the rail and the support bodies then project freely downwards on their underside. So it is a compact track yoke assembled with supporting bodies and all s necessary directional and fixing devices.

The track bumpers prepared or prefabricated in this way are temporarily stored on the assembly site after assembly and, if necessary, loaded onto suitable wagons for transport to the track installation point in the tunnel. 10

Preferably, this is a later to be explained in more detail track yoke charging scheme which, despite the relatively high height of the track yokes with the downwardly projecting support systems of lifting straightener and support body by each laterally offset storage and use of the rails of the track yoke supporting support struts 15 od Like. The transport of 4 to 5 yokes per wagon allows.

The track bumpers are used with the wagons, often over miles of distance, e.g. of up to 40 km, transported in the tunnel to the place of installation. This transport takes place over long distances, first over an already completed and completely built-in track with embedded in the concrete 20 sleepers or threshold body. In the range of often several hundred meters, the transport via a front of the current installation site only on the support body supported, but already by Umgießung the support body or of their foot areas with special concrete already stabilized tracks. 25 At the installation tip, the track yokes are lifted off the wagon by means of a lifting device, in particular a crane, longitudinally moved towards the respective rail track end and "deposited" on the raw tunnel sole, as already mentioned above. Preferably, in the case of a curved route, the track yoke is received by the crane in the respective inclined position. and placed on appropriately prepared documents on the tunnel sole as close as possible to the respective future target position.

Subsequently, variable-length, downwardly pivotable auxiliary supports fastened to the sleepers or to the rail spacers are used to move the track yoke, which is to be newly installed, into a position as accurate as possible in the range of up to a maximum of + 1-2 mm 35 to the planned nominal value. Position. The measurement of the track yoke in this preliminary stage of installation is carried out according to known common methods, which need not be discussed further here.

After this first straightening of the track yoke are arranged around the underside of the rails of the 40 track yoke each mounted with the interposition of the lifting straightening, downwardly projecting support body arranged on the ground, so in particular on the tunnel sole formwork, and the foot portions of the support body by means quick-setting special concrete or mortar poured around. 45 The formwork can be formed in the simplest way from wood or with appropriate steel elements.

The preferably less viscous and therefore all cavities, joints, underground columns and the like. precisely filling special concrete or mortar for the stabilization of the support body can e.g. so prepared at the banquet as ready-mixed mortar and introduced by means of watering cans or hose in the prepared Umschalungen the support body.

The special binder compositions used for the initial stabilization of the track yokes, ie fast-setting concretes or mortars, correspond in their final quality approximately to the quality of the track slab potting binder used in the future for pouring in the sleepers, ie in particular Regular concrete, whereby the homogeneity of the finished track-laying structure is not adversely affected.

By casting around the foot areas of the track yoke support body, a full-surface rich support of the support body on the and a firm connection of the same with the ground is secured both in the longitudinal and in the transverse direction, even in very uneven 5 underground.

After hardening of the special binder mass, the auxiliary supports are folded in order to free the space for the installation of the casting-binder mass (s). 10

The rail joints between the yokes can be brought to the same level by means of fastening straps of the lifting straightening devices and additionally secured by means of web straps.

The so supported on the means of concrete or mortar supporting bodies and 15 position-stabilized track yoke or formed from several such Jochen Gleisstrang piece can easily after hardening of the special binder composition based on quick-concrete or mortar with heavy Construction or construction transport trains are driven.

Thus, it may then be the casting of the ground roadway to a level of up to about 5 cm below the thresholds 20, for which large quantities of heranzutransportierender potting binder mass are required.

These potting binder masses can be unloaded directly from the vehicles running on the track-stabilized track-yokes and installed without further intermediate transports. 25

Upon completion of the traversal, as described, " first-stabilized " Rails for the transportation of building materials, rail components, etc., the fixations of the lifting straightening devices are solved by the Stützkörpem, and there is a final adjustment or fine adjustment of the track position with an accuracy in the range of +/- 0.5 mm. For controlled cracking in the future pavement ultimately cast with conventional concrete, it is beneficial to place the same sheet metal or other material separators prior to casting, and most preferably where the already-stabilized and fixed rail support bodies are installed. Due to the cross-sectional weakening achieved with the separating elements, it can be ensured that the casting-binder mass breaks exactly in the course of setting, which in any case gives high stability from the outset, thus avoiding the occurrence of undesirable cracks in the area of the cast-in concrete sleeper blocks. 40 The final casting of the track is then carried out by under- and overmolding the sleepers or threshold blocks. For the transport of the intended, then only relatively small amounts of potting binder mass, preferably rule-concrete, the on the Stützkörpem abge-45 supported, already fine-lined tracks can be traveled by Betoneinbau- or concrete paver train. Significantly lower axle loads and speeds occur, which makes it possible to use the already exactly set tracks as transport track.

After hardening of the potting compound, the collapsed auxiliary supports are removed together with the spacers in the case of single sleeper blocks and the lifting straighteners attached to the rail base. Usually, the rails of the before so-called as "positioning templates". acting track yokes are removed from the cast-in sleepers or Schwellenkörpem, and it will be drawn into the rail fasteners on the same then long rails as the actual rails. 55 7 AT 500 982 B1

It is particularly advantageous if the mounting rails are removed and transported together with the Abstandhal- tern, the auxiliary supports and mounted on the rail foot lifting straighteners as a permanently mounted mounting template and transported. 5 The mounting rails removed as described - in the case of sleepers with the Abstandhaltem - and the lifting straightening devices are in turn loaded onto wagons and transported to the assembly site, where they are in turn assembled to track yokes with Stützkörpem for a new rail laying cycle. io The track length, which may be increased far from the respective place of installation of the piece, eg. before the tunnel entrance, again pre-assembled track yokes are on the already completed and potted track as well as on the according to the inventive method supported on the quick-cast locally casted Stützkörpem supported last or front track section in total, over distances of e.g. up to 40 km in case of 15 alpenunterquerender base tunnel buildings transported to the vicinity of the construction tip.

As far as the core of the invention is concerned, it should be pointed out at this point that stabilization of track structures with rapidly setting binder mass in the area of the track construction or removal from EP 1 022 386 A1 is known per se. In this case, depending on the invention, the supporting bodies which are bound to the rails of the track yokes via the lifting straightening devices are not directly position-stabilized, but the sleepers or sleeper bodies themselves are not directly stabilized.

The most important advantages of the track construction method 25 according to the invention are summarized below:

It allows especially on long single-track routes, as present in railway tunnels according to today's standards, a highly efficient logistical supply of installation processes, since even at a particularly early stage of construction even heavy loads 30 transported over the newly built track close to the installation sites can be.

The new method makes it possible to avoid the very expensive special constructions 35 used, for example, in the construction of the Channel Tunnel for the creation of the fixed carriageway.

The inventive method largely allows the use of available on the market components, components, construction machinery and equipment and therefore offers not only improved economic conditions, a higher flexibility and reliability than 40 previously known, much more effort requiring track-Veriegemethoden.

When installing an additional track plate, e.g. at high road heights, the first layer of the concrete may e.g. up to about 5 cm below the threshold block bottom or edge directly from - via the first-stabilized by means of the support body. Track brought up - wagon be tipped or drained in the space below the track, which has the advantage that additional longitudinal transport of the casting-binder mass through delivery lines or hoses and the necessary facilities are not necessary.

The new process makes it possible to install up to 400 m3 of concrete per work shift - this limit is due to the concrete preparation and transport performance.

Furthermore, the advantage is given that even for the final determination of the track, the binder mass can be transported very close to the installation point. 55 The last, about one hundred meters, ie the area of each newly installed concrete and thus δ ΑΤ 500 982 Β1 each setting concrete can be with the above-mentioned crane or other funding, such as. by means of conveyor belt or concrete pump, bridge.

The fact that the concrete installation device itself can be performed on the just stabilized before new 5 track, resulting in a total of significant simplifications in transport and construction logistics.

As regards the advantageous in the context of the new track-laying process, stable and ultimately easily detachable, provided on the respectively mounted on the rail Hebe straightening devices Verbin-io fertil between the rails of the track yokes and the supporting bodies concerns about claim 2 in more detail.

The claim 3 calls two preferably to be used basic shapes of the rail yoke support body, which have the advantage that an effective Umgießung with the stabilization provided for stabilizing her 17-tailing special binder mass can be done by which a highly stable anchoring in the hardened binder and a rich Connection with the as already described above, raw surface is guaranteed.

The claim 4 is a - proven in practice and therefore preferred embodiment of the 20 provided for the assembly of the track yokes in the presence of only one rail of the track bearing threshold blocks, the relative position of the rails of the track yoke exactly to each other, the rails connecting together Remove spacer bays. Their special form results from the fact that the rails connected by the same to the track yoke after stabilizing the support body and their binding to the ground must be fully navigable, so that the or their contour both on the mechanical load and for example on the for Wheel rims of the transport trains necessary clearance must be coordinated.

The claim 5 includes details of the attachment of the rail spacers on the Innenflan 30 ken or inner sides of the rails of the track yokes again.

The claims 6 and 7 show advantageous solutions for loading the equipped with the downwardly projecting Stützkörpem, in itself quite bulky, preassembled track yokes on the cars for their shipment to the installation site. 35 About an advantageous in the context of the invention settlement of depositing the unloaded from the wagons track berths at the respective installation point or positioning the same in one or the installation planning as approximate position or course, which preferably with at the thresholds or at the top mentioned rail distance-40 holders hinged and from there hinged, adjustable-length auxiliary support legs, the claim 8 gives details.

In order to ensure the greatest possible freedom in the fine adjustment of the tracks after stabilizing the support body of the track yokes is provided as part of the installation process according to the invention 45 according to claim 9, to position the Schienenjoche so low-lying at this stage, that they ultimately in any case by a small amount are to be lifted when they are placed in the final or by the scheduled provided exact / s position or course by the arranged between the rails and the stabilized Stützkörpem bound to the ground lifting straightening. 50

The measure of the installation of insert panels according to claim 10 serves a purposeful controlled crack formation in the hardened potting compound mass of the solid roadway in the region of the support body, whereby such in the region of the threshold or threshold body is avoided. 55 9 AT 500 982 B1

Within the scope of the invention, it is preferred that the rail yokes or their rails, which are preassembled as described, provide, as it were, "laying teachings or stencils" which can be used over and over again to ensure the exact, plan-appropriate positioning of the drive tracks. be used by which the ultimately by means of the potting binder mass, ie in particular by means of s rule concrete, cast, threshold or threshold body and mounted thereon rail fasteners in a - are actually oriented on the rail or on its underside orientation position, whereby the exact Position of - is ensured after removal of the track yoke rails from the rail fastenings of the threshold or threshold body in the same retracting rails. Reference is made in particular to claims 11 and 12.

The claim 13 provides a preferred within the scope of the invention practice when laying the track berths at the installation point information. 15 With preferred practices of preparing for the installation of the long rails, in most cases as rails, after removal of the rails of the track yokes in case of their use as 'laying gauges'; deal with the claims 14 and 15. 20 With reference to the drawings, the invention is explained in more detail:

1a to c in plan, side and longitudinal view of a track yoke in accordance with the invention used in the form or equipment, Fig. 2a to e details of the connection of the rails of the rail yokes with those at the rail foot Bottom with them 25 releasably connected lifting straightening devices and bound to the underside Stützkörpem and details of the position of the lifting straightening devices in their heavy-duty basic position and in a position during the fine straightening process, Fig. 3 shows a second preferred embodiment of a track yoke support body 4 shows a scheme for a load-saving effective loading of the track yokes equipped with the supporting bodies, FIG. 5 shows an embodiment of the rail spacers provided for exact cohesion of the rails of the track yokes, FIG Laying work after stabilizing the support body, Figs. 7a-c are views of each Tunnel cross-section, in which the transport of the track yokes and their discharge by means of a gantry crane device at the site, and the situation after completion of the route and 35 their journey with a train and finally Fig. 7d for the transport and the laying of the track yokes provided portal crane facility during the Veriegearbeit.

1a to c show at the installation point and with the auxiliary supports 17 and their auxiliary support feet 173 are on a "uneven". Underground 11 supporting, ready for installation 40 Gleisjoches 1. Specifically, here the mounting rails 12 are mounted by means of standard rail fasteners 135 with the threshold blocks 13 in the intended threshold distance asw finished. The rails 12 are interconnected by a respective third and fourth threshold body 13 by means of the same in exactly predetermined relative position holding each other spacers 16. To the underside of the sliding base 121 of each rail 12, the hoisting straighteners 15 are bound, in each case at a distance from each other, which in turn are connected to the supporting bodies 14, which have a steeply pyramidal shape on the underside. The same carry towards the inside I grooves 145 for the insertion of cracking sheets 19 od. Dgi. for a targeted cracking in the ultimately finished paved road at the points where the support body 14 are arranged so. Figures 1b and 1c show how the " mean width " Bst having supporting body 14 with their foot ends 143, each surrounded by a formwork 90, are covered with schneilabbindendem special concrete 9, which after hardening the track yoke 1 is highly resilient passable. The spacers 16 are supported - as shown in FIG. 1c - on the rail head 121 and on the sliding rail 123 and are screwed to the rail neck 122 by means of screws 165.

The track yokes 1 shown here are preferably used in a length of 18 m. In most cases they are located in - possibly large - distance from the installation site, e.g. prepared in an assembly hall. As shown here, as a whole they become the place of installation, e.g. supported in a tunnel under support by means of the auxiliary supports 17 with the distance support 16 hinged, down-tilted telescopic support legs 173 on uneven ground 11.

At the rail joint the lifting straighteners 15 are advantageously designed so that two io abutting rail ends of each successive track yokes 1 are braced against the same.

2a and 2b show how the lifting straighteners 15 by means of anchored in the support body 14 anchors 14b anchored screws 147 or by means of the correspondingly shaped 15 support body 14 hooked hook ends of hook screw thread bolt 148 between the support body 14 and rail 123 of the track yoke Rail 12 arranged and held by means of auxiliary brackets 154, on the other hand, with the support body 14 on the one hand and the track rail 12 on the other hand, fixed in position and are displaceable and secured against rotation. 20 Fig. 2d shows further the lifting straightening device 15 in its suitable for high loads, non-extended basic position and Fig. 2e the same in a track yoke fine straightening position with elevation and lateral displacement. In this state, the screwing and tension must be solved to the support body 14 back, and the fine-tuned track yoke is passable for the concrete paver. 25

Finally, Fig. 2c shows a favorable " crosswise " Arrangement of the screws 147 and hook bolts 148 for the attachment of the support body 14 to the rail 12 on the one hand and the screws 157 for the independent fixing of the lifting straightening device 15 on the rail 12 on the other. 30 -

The lifting straightener 15 shown in Figs. 2a to 2e is in its concrete embodiment with two base plates, ie with top and bottom plate, each with 20 mm thickness and an interposed and engaging in the two plates double spindle with 20 mm spindle length and a spindle diameter of about 60-80 mm thread diameter, 35 formed.

The double spindle carries a gear which can be driven by means of a small gear on the outside of the lifting straightener 15. The small gear is positioned so that the manual or mechanical drive from above, that is approximately from a position next to the rail foot 123, e.g. od by ratchet. Like. Can be done.

With the help of the double spindle, it is possible to achieve about 25 mm stroke with the lifting straightener. In the maximum extended position whose thread still has an engagement of about 8 mm, which is sufficient for the high tensile and compressive loads described above due to the large thread diameter and low thread height of 1.5 45 to 2 mm. The drive of the double spindle can be done by means of a chain with gear wheels instead of by means of the gears. This last-mentioned embodiment has the advantage that the drive and the adjusting device itself are more flexibly replaceable and, if required, can also be arranged outside the transverse axis or transverse plane of the lifting straightener 15. With the chain drive so also several spindles can be driven, whereby the stability of the lifting straightening device is further improved. Furthermore, such a chain drive to pollution in construction site operation is much less sensitive than a gear engagement.

The lateral displacement of the lifting straightener 15 is achieved by displacement of its cover plate 55 against the described upper spindle guide. For this purpose, a 1 1 AT 500 982 B1

Horizontal spindle, which is arranged on the opposite side of the vertical spindle, guided in the inner threaded block, whereby the cover plate can be moved against this threaded block to the left or right. In this way lateral displacements of +/- 15 mm are possible. 5

In the cover plate of the Heberichtgerätes 15 four mounting holes are provided. The cover plate itself is fixedly mounted to the rail foot 123 of the mounting rails 12 by means of the two diagonally arranged fasteners 147, 148 via the tensioning clamps 154. In the cover plate is further a guide groove od. Like. Provided for receiving the rail foot 123 io to prevent twisting of the cover plate of the device 15 relative to the same.

The openings in the vicinity of the two end points of the other diagonal are passed through the lifting straightener 15 and continue up to the anchoring plugs 146 in FIG. 15, the supporting bodies 14. They make it possible to screw the support body 14 by means of the screws 147 with the upper plate of the lifting straightener 15.

It is possible to further pull these screws 147 upwards and anchored directly to the rail foot 123 with a clamping plate 154. 20

Alternatively to the attachment of the support body 14 with dowel 146 and screw 147, the same can also be clamped by means of a hook-shaped fastening element 148 and a bracket 154 with the lifting straightener 15. This type of construction has the advantage that in the support body 14 no anchoring holes and dowels have to be formed or introduced 25.

The lifting straighteners 15 are advantageously used in the following step sequence:

First, the preparation is done by the device 15 is set to minimum or zero stroke, so this device 15 is in basic position G. In this case, a real juxtaposition of the base and cover plate is provided so that loads acting in this state on the lifting straightener 15, not on the lifting spindle or its thread, but on the direct contact of the base and cover plate in the background can be derived. This is also the state in which the track yokes 1 with the mounted on them lifting straightening 35 15 with heavy construction trains, so with 22.5 to 251 axle load, can be driven.

The Seitenverstell device of the device 14 is also set to 0, so the device spent in this regard also in the basic or middle position. 40 In this state, the lifting straighteners 14 are immovably connected to the mounting rails 12 via the two arranged in the diagonal fastening elements 147, 148 and clamping plates 154. About the two other arranged in the other diagonal openings of the support body 14 with the lifting straightener 15 and the rail 122 is clamped directly. This assembly takes place at each assembly of the track yoke 1 at the respective mounting location. At this stage, the lifting straightener 14 and the support body 15 are fixedly connected to the respective mounting rail 12 and the track yoke 1 assembled therefrom, and for installation, e.g. in a tunnel, prepared. 50

As a result, then, as already partially described above, the entire track yoke 1 is transported to the installation site, and the support body 14 are stabilized after coarse or Vorrichten the track yoke by molding of their sub-parts with quick-concrete. In order to ensure a corresponding margin when fine-tuning, the track yoke 1 is prepared at a height 55 about minus 5 mm and at the basic center position of the lifting straightener 15 1 2 AT 500 982 B1 and stabilized, so certainly always a sufficient Hebeauforrat for Ultimately to be made exact position adjustment and fine adjustment of the track yoke 1 and the rails 12 is present. In the stabilized by the pouring of the support body 14 state, the above-mentioned driving the track for material transport with conventional material transport wagons 6 u. Like. done with full axle loads.

After completion of the binder transports to the installation site, the attachment 147, 148, 154 io of the lifting straightener 15 to the support body 14 is released. Thereafter, by means of the lifting straightening device 15, the tracks are fine. After fine adjustment, the position-stabilized track yoke 1 or a series of these track yokes 1 with the concrete paver is driven at reduced axle loads and reduced speeds for concrete installation. The lifting straighteners 12 with the double spindle described above are designed accordingly for these lower loads 15, and are the same grown in the lifting and lateral adjustment state F after fine adjustment.

After hardening the Gleisweg-Vergussbetons 9 ', the rail fasteners 135 of the rails 12 are released at the concrete-molded Schwellenkörpem 13 and the track of the 20 spacers 16 held rails comprising yoke 1 is lifted in each case as a whole. The track yoke 1 is finally loaded onto the wagons 6 and moved back to the assembly site and prepared there for renewed use.

To form at the joint of the rails 12 of two consecutive assembly track 25 1 yo is to carry out the following:

At the rail joint rail clamping of the lifting straightener 15 is advantageously designed so that its cover plate is extended in the rail direction and is equipped with additional clamps for receiving the two rail ends. 30

The stopping points which are decisive for the future track geometry which ultimately must be precisely set are located on the rail foot 123, because these points correspond exactly, the position and course of the rails T to be finally taken in on the sleeper blocks 13 instead of the rails 12 of the track yoke 1. It is therefore more important, in particular at the rail joint, to keep the geometry at the rail base 123 continuous, than at the rail head 121.

Basically, it should be mentioned at this point that the new track construction method is based on the height and lateral position of the rail feet 123 - and more precisely expressed - the sliding 40 nenfuß base surfaces, which at the same time the position of the upper edges of the sleeper and the position of the Define rail fasteners 135 on the thresholds.

Fig. 3 shows another preferred embodiment of the track support body 14 in the form of an inverted 'T', wherein the horizontal body forming the Stützkörperfuß on the one hand a 45 large support surface and on the other hand a particularly secure anchoring in special concrete after the casting of the support body 14 at the first Stabilization of the track yoke 1 guaranteed.

Fig. 4 shows - with otherwise constant reference numerals - the flat so loading surface of a flat car 6 and two on the same and one above the other about an approximately the middle width bst of the rail yoke support body 14 corresponding distance vst of e.g. 40 to 50 cm offset in the transverse direction staggered track yokes 1 with their, the rails 12r in exact relative position holding and interconnecting Abstandshaltem 16 and hinged to the same auxiliary supports 17 - with the telescopic support legs 173. 55 13 AT 500 982 B1

In this type of loading, the high support body 14 in each place in the space between the Schwellenkörpem 13 of each underlying yoke 1 place. By this staggered stacking, 4 to 5 yokes can be positioned and transported one inside the other and one above the other on the carriage 6. For the tray, the rails 12 are respectively supported from below, pulled into sleeper-compartment cross members 63, which are anchored to both-sided brackets 64 of the wagon 6 and thus the track bumps 1, optionally to be transported over several tens of kilometers, even at high speeds of e.g. 80-100 km / h are kept safe. 10

By the cross member 63, both the mass of the track yokes 1 and the longitudinal forces are absorbed during acceleration and braking of the transport train, and they ensure that the respective underlying yokes 1 are not burdened by the respective overlying yokes 1. The cross member 63 for the track yoke mounting on the cars 6 are threaded in each case in 15 the remaining threshold intermediate compartments or spaces in places where neither support body 14 and lifting straighteners 15 nor other provided for the installation of the track yokes 1 devices are installed , It is preferred for every third threshold compartment available. 20 on both sides of the carriage 6 arranged stanchions 64, for receiving the cross member 63 are advantageously stiffened by struts in the longitudinal direction, so that they can absorb the above-mentioned longitudinal forces. The cross member can be removed either by unloading the track yoke 1 manually or by means of a later to be described in detail portal crane at the installation site and stored on the cars 6 for reuse 25 at the track yoke mounting point.

It is also possible to make the cross member 63 turnable, so that the twisting off of the cross member 63 during the longitudinal transport and laying of the track yoke 1 can be made without further aids and thereby the unloading of each below-lying lying next track yoke 1 is possible.

The already briefly mentioned in the explanation of Fig. 1 rail spacers 16 also has the function of a mounting aid. Fig. 5 shows in detail how the same acts on the single rail 12 and holds the rails 12 in exact relative position to each other.

The following principles are observed: The tilting of the rails 1 under load by a after initial stabilization over rolling train is by the Auflie-40 gene on the flank 1232 of the rail foot 123 in the area A2 and by the highest possible screw 125, 165 avoided by the rail web 122 therethrough. This screwing can be done both by a screw 125 in or near the central axis of the spacer 16 as well as by two screws on both sides thereof. On the inner underside of the rail head 121, approximately in the area A1, the weight of the mounted track yoke 1 with its supporting bodies is received by the spacer 16. At the local inner edge 1211 of the rail head 121, the rail inclination is set in conjunction with the lower support surface 1212. The support area A1 of the spacer 16 ends in a maximum Max in the subsection A1, where the top of the 50 spacer 16 again falls inward I out.

The contact area A2 on the inside end of the rail foot is to be adjusted to adjust the track width according to the manufacturing tolerance of the rail foot 123 of the mounting rail 12. Likewise, the upper side length in the area A1 must be set separately for each of them, ie left and right, according to the manufacturing tolerance of the Asym-14 AT 500 982 B1 metrie of the mounting rails 12.

At the lateral rail head 121 system, a cutout of at least 36 mm 5 below the rail upper edge and 60 mm width for the wheel flanges 62 of the wheels 61 of the vehicles 6 is to be kept clear in the area A1.

This space can be used directly on the rail head inner bottom edge 1211 for the lateral system, since the flange 62 is rounded peripherally outside and despite this io contact surface in the area A1 to no contact between spacer 16 and periphery Pe of the flange 62 of the Wheels 61 of the rail vehicles comes.

In the area A3, a contour of the spacer 16 is provided, where no contact with the rail 12 takes place. 15

Thus, between the two track yoke mounting rails 12, e.g. at a distance of 1.80 m from each other, corresponding to each three threshold subjects the spacer cross braces 16 installed, which are supported against the rail 121 and against the lower edge 1211 of the rail head 11 out. 20

Against the cross struts 16, the rail 12 is clamped by means of screw 125,165.

The bracing has the following functions: 25 It serves to absorb the lateral forces from the guide of the wheel 61 when driving the rails 12 with the train with full axle load. This load case causes the highest forces to be absorbed. It must be avoided in any case an edge of the rail 12 under this high load. The lateral forces are derived from a rail 12 via the screw 125, 165 in the spacer 16 and from this into the respective second rail 12.

The derivation of the lateral forces in the ground takes place via the tension with the previously described lifting straighteners 15 on the support body 14 and their stabilization with 35 special concrete 9 to the ground 11 out, in which case the frame stiffness of the track yoke 1 already a very high attenuation of the system.

By the load of the individual wheels 61 of the wagons 6, locomotives or the like. On both rails 12 is also a uniform distribution of the lateral forces on the rails 12 and 40 corresponding supports 14th

The spacers 16 also have the task of mounting the rails 12 with all loads mounted thereon. For the temporary provision and stabilization of the track, the track yoke 1 is e.g. on each second spacer 16 by means of the already described above, hinged to the same auxiliary support legs 173 supported against the substrate 11 out.

In practice, the following loads per 3.60 m track yoke length have to be taken over: 50

Rail with 60.36 kg / m, sleepers with 100 kg per block: every 60 cm, supporting body with 60 kg: every 1.80 m, lifting equipment with 6 kg: every 1.80 m.

These related forces are primarily taken over by the support of the rail head 121 on 55, the spacer 16. 15 AT 500 982 B1

A sliding of the rail head 121 of the spacer is prevented by the screw 125,165.

Another important function of the rail holder 16 is the setting of the exact track geometry (in particular gauge and rail inclination). Since it is envisaged to exchange the mounting rails 12 later against the final rails 12 'with their example 120 m installation length, the Schienenauflager and thus the rail flow 123 of the mounting yoke rails 12 is the relevant geometry for the production of the road. The spacers must therefore be adapted and adjusted as follows during their first and subsequent assembly: Track on rail foot 123, corrected in each case taking into account the deviation of the rail foot width; Rail inclination at the rail foot corrected by deviations, rail foot width and rail asymmetry. 15 The manufacturing tolerance in rail height and rail head width can be ignored here. For the provision of the track yoke 1 before its connection to the substrate 11 and its stabilization, a simple straightening device with three winches, which has been used with great success in practice, is used. With the vertical winches arranged on both sides of the track yoke 1 and outside thereof, the track heights are adjusted and the lateral position of the tracks is adjusted with a horizontal spindle of the device.

With the help of this device, it is possible to bring the track yoke 1 with respect to altitude and direction very accurately in position. 25 For fixing the track yoke position thus set the hinged auxiliary support legs 173 are hinged to each second spacer 16, which can be adjusted in each case via a schraubverstellbaren telescopic extension in any length or height. To fix the position of the auxiliary Stützbejne 173 advantageously a fixing strut 30 is provided, which od depending on the application in the retracted position or in the extended position by a screw. Like. Is secured.

In this way it is possible to position and support the track 1 positioned in the respectively provided position with respect to the ground using the simple lifting straightening device described above and to hold it exactly in this position.

The auxiliary supports 17 each carry only the above-stated weight of the track yoke 1 and serve as brackets of the track yoke position until the above-described support body 14, encapsulated by the special binder composition, is stabilized by the same. After stabilization has taken place, auxiliary supports 17.173 can be folded in and secured.

Fig. 6 shows - with otherwise constant reference numerals meanings - the situation after the already described above, first stabilizing the track yokes 1 by pouring the support body 14 in a single-track tunnel, there is clearly the different 45 height extending on both sides of the roadway Banquets, in whose left a cable channel runs, to recognize.

For the gantry crane device 8 shown in FIGS. 7a and 7d, it should be explained by way of explanation that for optimal support of the new track construction method, equipment or adaptation of gantry cranes available on the market must be observed according to the following criteria:

Due to common tunnel cross-sections and the rather low load capacity of the local banquets, the gantry cranes that are common today in track construction can not be used. 55

Claims (15)

16 AT 500 982 Bi As shown in Fig. 7a, the traversing rails 1 'of the gantry crane device 8 are positioned on the banquet. Since at least on one side, as shown in FIG. 6, in the banquet a cable duct is installed, and this may be charged only with light loads, the crane rails 1 'must be placed at a relatively large distance from the banquet edges. 5 Therefore, it is necessary to increase the gauge of common, used in railway construction portaicräne and in addition to make so that you can work with asymmetrically long gantry vertical beam. The adaptation to the larger gauge can be done by a one-sided extension of the upper crane crossbeam. In order to be able to use the crane device 8 again in the future as a standard crane in standard track construction, this extension can be used as a temporary installation, e.g. take place in the form of an intermediate piece. Since the lateral banquets within the tunnels usually have different heights, it is necessary to avoid tilting to make one side of the gantry crane chassis height adjustable. This height adjustment can advantageously be effected by means of a hydraulic lifting device, which can be e.g. od in their respective height positions by a bolt. Like. Can be permanently secured. When working in the ramp area of curves, a certain inclination of the gantry crane device 8 can be accepted in special employment conditions. When leaving such a range, the height of the landing gear is then adjusted again to the respective requirements, which allows higher speeds. For the unloading of the track yokes 1 of the Gleisjoch transport waggons and the placing on the tunnel sole the load suspension of the crane 8 is designed to be movable laterally. As can be seen from the loading diagram already shown in FIG. 4, it is indeed necessary to be able to receive the track yokes 1 from the wagon 6 in an off-center offset manner. Likewise, in the storage a lateral correction, especially as a result of the asymmetrically arranged rails T of the gantry crane device 8 is required. 35. A method for laying a rail track of a fixed carriageway in the course of new, 35 rebuilding or continuing a, possibly multi-tracked, with rail vehicles, preferably railways, driveable route, especially tunnel route or a single-track, fixed carriageway, starting from the free or open front end of an already existing or previously installed and stabilized rail track - preferably each at a remote from the installation point mounting location, eg in the area of a tunnel entrance, preassembled, the two on the rail support members, in particular sleepers mounted rails comprehensive track yoke or track link at the installation point at the said free end of the rail track or in the same spent, and by means of - supported on the ground, preferably arranged concrete, Schienenjoch Stützkörpem arranged, respectively between the tops 45 of the support body and the rail of the two rails arranged lifting straightening the tracks in the intended or exact height, Kurvenüberhö- hungs- and lateral position and course is set up according to which the rail support elements for stabilizing the position of the rail track by means of curing potting compound, especially concrete, under and poured or poured into the same, characterized in that - for the laying of the tracks (12,12 ') of, in particular single-track , Routes on topographically imprecise and not the overhang of the track, e.g. in curved sections, correspondingly formed bases (11), such as on the substantially not leveled and only roughly horizontal sole of a tunnel, 55 - waiving the preparation of a solid, flat underlay, such as for example 45 50 17 AT 500 982 B1, from prefabricated support plates bonded to the base (11) via a base layer based on concrete or the like, as a support for the rail yoke or rail support bodies (14) prior to laying the installation point at the respective free end of the existing track or the previously laid track-rail section, either in the vicinity of the installation or at the above-mentioned, from the installation site remote mounting the - either the two mounted on the threshold rails (12) or one the two mounted on threshold blocks (13) rails (12) in exact predetermined relative position to each other holding un the spacer bars (16) interconnecting spacers (16) - preassembled track sleepers (1) intended for installation with - in each case via the underside of the rail foot (123) of each of the two rails (12) stable in position but releasably bonded, preferably in their highly resilient basic position located, lifting straightening devices (15) - even releasably to the rails (12) bound in - compared to the distances (asw) of the threshold or threshold body (13) from each other - larger distances (ast) and in each case Space between the sleepers or Schwellenkörpem (13) arranged by said track yoke (1, 1 ', T' ...) or by the rails (12) substantially perpendicular, or in the inclination of the rails, eg with 1/40 or 1/20 inclination inwards, downwardly projecting - Schienenjoch Stützkörpem (14) are equipped so that the thus equipped with the Stützkörpem (14) track yokes (1, T, 1 "....) - after Shipment to the installation film in the case of pre-assembly at a mounting point remote from the installation point in a respective connection to the free end of the already existing or previously laid, rail track enabling and using auxiliary supports (17) od. Like. the respectively scheduled position, orientation or course of substantially at least roughly corresponding or corresponding position, alignment or course are positioned and set up, wherein the support body (14) in its free downward to the ground (11) projecting position remain unchanged and with their foot ends (143) are not brought into contact with the substrate (11), that said foot ends (143) and Fußendbereiche the Stützkörp he (14) after Umschalung with from the substrate (11) starting upstanding formwork (90) for stabilizing the position and fixing the support body (14) with a rapidly setting and exactly hardening (special) binder mass (9), in particular quick-concrete or -Mortel, under and overcast and embedded in the same, that after curing of the mass (9) in the stabilized in this way - yet subjected to further straightening, but already directly loadable with high loads, new track section for the production of the road provided potting binder mass (9), in particular regular concrete, by means of concrete transport or preparation device is introduced and directly from the respective wagon of the same up to a layer height of a few centimeters, preferably about 5 cm, below the lower edges of the threshold or threshold blocks (13) unloaded and piled up that after curing of the above-mentioned casting-binder mass (9) m Ittels of each between rail (123) and supporting bodies (14) arranged lifting straightening devices (15) the respective track yoke (1) or its rails (12) in the or, the planned or planned location (s) , Orientation and course accordingly, now final (s) exact (n) location, alignment or course are set up, that thereafter for the formation of the fixed track (8), the thresholds or threshold body (13) with the - preferably by means of on the with a plurality of track rail sections formed and stabilized in the way described above and constructed and substantially fully operationally loadable (1, 1 ', 1 ", ...) transported into the binding agent transport and preparation device brought into the immediate vicinity of the installation point; Binder material (9 ') under and 55 18 AT 500 982 B1 are encapsulated, and - that after hardening of the casting-binder mass (9') between the rail foot (123) and Stut (4) located lifting straightening devices (15) together with or separated from the mounting rails and spent for a new installation 5 to the track yoke mounting point. 2. The method according to claim 1, characterized in that the rail support body (14) for the duration of any necessary transport to the installation site, the setting up, setting up and stabilizing the rail yokes io (1, T, 1 ", ...) by means of the intermediate lifting straightener (15) enclosing, on the rail foot (123) releasably attachable or the same upper side cross over, before the final establishment of the rails (12) or Schienenjoche (1,1 ', 1 ") removable Klammem (154 ) or the like or screw connections (147, 148) remain relatively fixed in position and stable in position on the underside of the rails (12) of the rail yokes (1, T, 1 ",...). 15 3. The method according to claim 1 or 2, characterized in that support body (14) are used with substantially the shape of a slender rectangular truncated pyramid or a T-block with lying down horizontal bar-shaped figure. 20 4. The method according to any one of claims 1 to 3, characterized in that - provided in the case of the installation of track yokes (1) mounted on single Schwellenkörpem (13) rails (12), the two rails (12) of the track yoke (1) interconnecting and the same in exact relative position holding each other 25 spacers (16) - in their for the exact, lateral concerns to the rails (12) provided, two abutment areas (A1, A2) a contour (A3) with a in the area the lower cheek (1211, 1212) of the rail head (121) and the local transition in the rail neck (122) contour conforming rail head abutment portion (A1) and a 30 the height (hsf) of the inside part of the rail foot (123) bordering , on the flank (1232) of the rail foot (123) adjacent, linear Fußflanken section (A2) and with otherwise from the rail inner contour abgerücktem or spaced tem residual contour section (A3) - the rail head abutting portion (A1) extends only so far upwards into a rail head inner flank subsection (SA1) that contact with the wheel rims (62) of the wheels (61) of the tracks Rail vehicles (6) or with the peripheral-near areas of the wheel rims (62) is excluded, and that this subsection (SA1) ends in a maximum (Max), from which the contour to the inside (I) so far away, that contact with the outermost periphery 40 (Pe) of the wheel rims (62) of the wheels (61) of the vehicles (6) is also excluded, and this subsection (SA1) eventually merges further towards the inside I in a horizontal direction , 5. The method according to any one of claims 1 to 4, characterized in that for forming the 45 rail yokes (1) on Sweden blocks (13) mounted rails (12) of the rail yokes (1) by means of the rail Abstandshaltem (16). anchored, each openings (125) in the rail (122) passing through screws (165) are connected to the spacer (16) and clamped. so 6. The method according to any one of claims 1 to 5, characterized in that in each case a plurality, preferably up to five, with the interposition of the lifting straightening devices (15) to the rails (12) releasably bound, downwardly projecting support body ( 14) equipped track sleepers (1) to the in each case by a, as described in claim 1 written-55, previously built, the track yoke (1) advancing mounting point is introduced 1 9 AT 500 982 B1 or be. 7. The method according to any one of claims 1 to 6, characterized in that 5 with the - to the rail feet (123) with respective interposition of He He straightening devices (15) bound and relativlage-stabilized, downwardly projecting support bodies (14) equipped track yokes (1, 1 ', 1 ", ...), in each case laterally substantially offset by the width (bst) of the rails (12) bound supporting body (14), optionally supported respectively on cross member (63) and vertically spaced slightly apart, superimposed on each other or on the Gleisjoch transport wagons (6) and transported to the installation site. 8. The method according to any one of claims 1 to 7, characterized in that 15 for the first depositing and supporting the mounted on the installation site track bumps (1) in a planned installation position close-fitting position, preferably telescopically, variable in length formed, and stabilized by Stabilisierstreben auxiliary supports (17) which are hinged to the sleepers, preferably at every fifth to eighth threshold or to the, preferably at every other, rail spacers (16) 20 of the track yokes (1) and with their free-end telescopic legs (173 ) to the ground (11) down pivoted or folded and there support the track yoke (1), and that the auxiliary supports (17) after setting up the track yokes (1) and their stabilization by fixing the support body (14) by means of fast setting binder composition (9), in particular quick-concrete or mortar folded back and closing lent from the Schwe or dismantled together with the rail spacers (16) and transported to the track yoke mounting point. 9. The method according to any one of claims 1 to 8, characterized in that the rail yokes (1) or their rails (12) before the under and over molding of the foot areas (143) of the rail support body (14) with the fast setting Binder mass (9) and their rapid hardening - at already arranged according to plan, largely exact lateral position - in a one over the entire extent of the Schienenjoche (1) away a few, preferably by 2 to 5 mm, compared to the planned vorgese 35 heights -Lage lowered position can be arranged and held, preferably preferred all between rail (123) and support body (14) arranged lifting straightening devices (15) are placed on high-resilient zero-altitude position or close to it or held, and that the rails (12) of the Schienenjoche (1) only after the stabilization of the support body (14) by under-molding and with the fast-setting binder 40 (9) by means of lifting straightening devices (15) raised in the planned height and gradient position and be moved in the direction provided accordingly. 10. The method according to any one of claims 1 to 9, 45, characterized in that the rail yoke supporting body (14) are each arranged in pairs facing each other from the rails (12) projecting downwards, and in that at the mutually inwardly facing sides of the same arranged insertion grooves (145) - before the sub-encapsulation and pouring the thresholds or threshold body (13) with the potting compound 50 (9), preferably rule concrete or mortar, insert panels (19) or sheets for a targeted localized crack formation in the solid roadway formed with the cured binder (9 '), in the vicinity of said support body (14) are inserted. 11. The method according to any one of claims 1 to 10, 20 AT 500 982 B1, characterized in that the rail spacers (16) after completion of a respective, with several rail yokes (1) formed rail section separately disassembled and, in the case of use the rail yokes (1) as laying teachings or stencils, together with the rails (12) dismantled by the sleepers (9 ') with or without cast-over ties (13), are brought to the rail yoke mounting point, and that the also there - and separately or mounted on the rails - spent lifting straightening devices (15) for installation in a new pre-assembled rail yoke (1) in its basic position, ie in height completely retracted and with respect page device in io Middle position, to be moved back or adjusted. 12. The method according to any one of claims 1 to 11, characterized in that - connected to the rail feet (123) with respective interposition of He-15 be-straightening devices (15), downwardly projecting support bodies (14) ausgestat ended track yokes (1) as " laying lessons " " used for the production of the single-track carriageway to be built and after completion of a new rail track section formed from a plurality of the rail yokes (1) built in according to one of the preceding claims and after removal and removal of the lifting straightening devices (15) relatively short, consecutively laid, for example, each maximum of 20 m long, rails (12) of the track yokes (1,1 ', 1 ", ...) of the final built thresholds or threshold bodies (13) disassembled and removed and Formation of new, with sleepers or Schwellenkörpem (13) and - equipped with the lifting straightening devices - support bodies (14) equipped track yokes (1, 1 ', 25 1 ", ...) are returned to the track yoke mounting point , And - that instead of these rail yoke-gauge or -Schablonen rails (12), the ultimately intended for ferry operation driving rails (12 ') with much higher, preferably at least 100 m Length, in the rail fasteners (135) of the built-in threshold or threshold body (13) are retracted. 30 13. The method according to any one of claims 1 to 12, characterized in that the movement of the with the respective interposition of the lifting straightening devices (15) to the rail feet (123) bound, downwardly projecting support bodies (14) 35 equipped track yokes (1 ) from the respective transport wagon (6) at or above the installation point and their support to the support of the track yokes (1) on the ground (11) by means of the auxiliary supports (17) od. +. Like. by means of a movable on both sides at a distance from the intended railway track long rails (12 ') movable gantry crane device (8) is made. 40 14. The method according to any one of claims 1 to 13, characterized in that on both sides next to the currently under construction in completion or completed rail track construction section laid long rails (12 ') for the mobile portal 45 crane device (8) their method for further advanced installation site instead of the dismantled track yoke rails (12) as rails (12 ') in the rail fasteners (131) of the final stabilized sleepers or threshold body (13) are retracted. so 15. The method according to any one of claims 1 to 14, characterized in that after stabilizing and setting up a respective, preferably with a plurality on the Stützkörpem (14) with the lifting straightening devices (15) supporting track yokes (1, T, 1 ";, ...) formed, new rail track section the gantry crane device 55 (8) is moved to the next to be created rail track construction section and the 21 AT 500 982 B1 laid on both sides next to the just completed rail track section, previously from the Portal crane device (8) used long rails (12 ') after disassembly of the rail yoke rails 12 as passing in their place rails in the rail fasteners (135) of the threshold or threshold body (13) are retracted to 5 for the introduction of a binder Transport and preparatory train to the installation site for the final transfer and pouring the thresholds or threshold body (13) with the encapsulant-binder measure e (9 ') to make way for the final formation of the fixed carriageway. For this purpose, 5 sheets of drawings 15 20 25 30 35 40 45 50 55