AU593798B2 - Level crossing - Google Patents

Abstract

In a level crossing, the roadway in the zone of the railway is comprised of concrete slabs. The space between the two rails (4, 5) of the railway track (1) is filled with inner plates or slabs (2) which extend from one rail to the other of the railway track (1) and rest elastically on inner shoes (4a, 5a) of the rails. Outer slabs (3) adjacent to the rails of the railway track cover a band outside the rails. One of the edges of said outer slabs (3) rests elastically on the outer shoes (4a, 5a) of the rails, and the side opposite to said edge rests on bearing bodies (12) the inner slabs (2) are frameless plastic concrete slabs provided with an armature, particularly polyester concrete slabs. Preferably, the outer slabs (3) which cover the outer side of the rails are also frameless plastic concrete slabs provided with an armature, particularly polyester concrete slabs. Preferably, the outer slabs (3) which cover the outer side of the rails are also frameless plastic concrete slabs provided with an armature, particularly polyester concrete slabs.

Description

FASpSUNG WELWMQjANIJATION 0) GEISTIGES EIGENTUM eter ales Btiro INTERNA A, NvtDN TLICHT NACH DEM VERTRAG OBER DIE INTENA -ENAW 16 F DEM GEBIET DES PATENTWESENS (PCT) (51) Internationale Patentilassifikation 4 )Internationale Veroffentlichungsnummier: WO 86/ 06428 E01C 9/04 Al (43) Internationales Veroffentlichungsdatum: 6. November 1986 (06.11.86) (21) Internationales Aktenzeichen: PGT/AT86/00027 (81) Bestimmungsstaaten: AT (europdisches Patent), AU, BE (europaisches Patent), CH (europaisches Patent), (22) Internationales Anmeldedatum: 8. April 1986 (08.04.86) DE (europdisches Patent), DK, Fl, FR (europdisches Patent), GB (europqisches Patent), IT (europdisches Patent), LU (europaisches Patent), NL (europdisches (31) Priorititsaktenzeicheii: A 188/85 Patent), NO, SE (europdiscii, s Patent).

(32) .Prioritatdatumn: 19. April 1985 (19.04.85) 'J(33) Prioritatsland.:J11Aae Shft-nb- GmunlcnIer Fertigtiele G eselsrhaft mn.b l' A ali e s uaeD i S n Beowek-esl~haft ni.b.1-1., Stern Ne an n, Gese1L-hIt erhr Dipl -ln Jel1ut Neuinm' 9~l~1a ug n ip -rg.Br i D eupl-ngl I~L11 Ingebert Rupert Stera' Dr. n.Rsih a~m D6derWla an Elf riede Kar~ble Ser (74) Anwalte: SO NN, iHelmut usw.; Riemnergasse 14, A-l 10 Wien Thiis docmment cointais t ~.L/amendments m.d tindar ~"77 Sectioa 49 and is correct for Prinitig.- (54) Title: LEVELJROSSING (54) Bezeichnung: SCHIENENGLEICHER STRASSENOBERGANG 1 1s153a4 4b 2a 15i'2 2b 5 b3a 5 412 (57) Abstract3,ft 3 In a level crossing, the roadway in the zone of the railway is comprised of concrete 410 £8 10 Sa slabs. The space between the.two rails 5) of the railway track (1) is filled with inner plates or slabs which extend from one rail to the other of it railway track and rest elastically on inner shoes (4a, 5a) of the rails. Outer slabs adjacent to the rails of the railway track cover a band outside the rails. One of the edges of said outer slabs rests elastically on the outer shoes (4a, 5a) of the rails, and the side opposite to said edge rests on bearing bodies (12) the inner slabs are frameless plastic concrete slabs provided with an armature, particularly polyester concrete slabs. Preferably, the outer slabs whit I i cover the outer side of the rails are also frameless plastic con- -rete slabs provided with an armature, particularly polyestt.r concree slabs, Preferably, the outer slabs which cover the outer side of the rails are also frameless plastic concrete slabs provided with an armature, particularly polyester concrete slabs.

(57) Zusammenfassung Schienengleicher Strassentibergang, bei demn die Strassenfahrbahn imn Gleisbereich durch Betonplatten gebildet ist, wobei der Raum zwischen den beiden Schienen 5) eines Gleises (1),durch Inneniplatten ausgefilllt ist, die diesen Raumn iiberbrfickend je von der einen zur anderen Schiene des Gleises ffihren und auf den innenliegenden Schienenffis- sen (4a, 5a) \.1astisch abgestiitzt sind, und wobei an die Schienen. des Gleises nach aussen anschliessend Aussenplatten (3) angeordnet sind, welche einen streifenf6rmigen Bereich ausserhalb der Schienen tiberdeckend mit einem Rand auf den aussenliegenden Schienenftlssen (4a, 5a) elastisch abgestiitzt sind und an ihrer diesemn Rand gegenfiberliegenden Seite auf Auflagerk6rpern (12) abgestiitzt sind. Es sind die Innenplatten rahmenlose. mit einer Bewehrung versehene Kunststoff-Y betonplatten, welche insbesondtre aus Polyesterbeton bestehien, und es sind vorzugsweise auch die Aussenseiten des Gleises flberdeckenden Aussenplatten solche rahmeplose, mit einer Bewehrung versehene Kunststoffbetonplatten, welche insbesondere aus Polyesterbeton bestehen.

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*(Siehe PCT Gazette Nr. 27/1986, "Section 1111 Illr r~ 16i~;' Level rail crossin Level rail crossing 0

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11@00 s 0 *0 00 0 90 Sii S *O OS 0 .110 0 The invention relates to a level rail crossing, in which the roadway in.the region of the track is formed by means of concrete slabs, whereby the space between both the rails of a track is filled in by inner slabs which bridge this space from one to the other rail of the track and are elastically supported on the inner rail bases, and whereby on the rails of the track there are disposed outwardly connecting outer slabs which are elastically supported on the outer rail bases by means of an edge thereby covering a strip-like region outside the rails and which are supported on bearings on the side opposite this edge.

The result of the aforementioned construction of a level rail crossing is that in the region thereof both the pressure exerted by the rail cars on the rails of the track and the pressure exerted by the road vehicles on the road zone formed by the inner and outer slabs are transferred to the roadbed by the rails and further by the sleepers. As the pressures originating from the road vehicles are transferred to the subsoil across the same constructional elements as the pressures originating from the rail cars, the same pressure is essentially present on the track in the region of the level rail crossing as it is on the stage of the track outside the level rail crossing, ano furthermore the roadway and the track are positioned opposite one another practically unchanged for a long time by the support of the slabs forming the roadway on the rails of the track.

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In conventional level rail crossings of the kind described above the concrete slabs forming the roadway are made of cement bound concrete and a steel frame which embodies the boundary of the slabs. The availability of a steel frame leads to electrical insulating problems when using inner slabs when the rails of the track must be insulated with respect to one another to provide a signal circuit for reporting that the track is free as well as for t:-ain operated signal and control procedures. Also, there are often difficulties in the region of the outer slabs when using level rail crossings having slabs of cement bound concrete and a steel frame because these outer slabs are damaged by the pressures acting thereon which have varying effects because of traffic and construction. That is to say, the outer slabs are often very unsymmetrically strained as they are supported on the rails of the track with one edge, whereas the outer edge rests on bearings independent of the track.

Object of the present invention is to provide a level rail crossing of the kind described above in which the disadvantages of conventional crossings are eliminated.

The level rail crossing of the kind described above according to the invention is characterized in that the inner slabs bridging the space between the rails of a track are frameless synthetic concrete slabs provided with a reinforcement, preferably polyester concrete slabs. Such a construction meets the aforementioned object. Preferably, the outer slabs which cover each strip-like region on the outside of the track are reinforced, synthetic concrete slabs which in particular consist of polyester concrete. Synthetic concrete is practically electrically non-con- .ctive thus essentially excluding the risk of short circuiting i r tr 9 V i -ir a~ I; -4 4$ *00

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0*S 00 0 0 of both rails of a track by the frameleas construction of the inner slabs whi-:h consist of synthetic concrete. In synthetic concrete the stone or sand material is not bound by cement but by a synthetic resin whereby in particular binding with a polyester resin comes into question. The reinforcement is, on the one hand, provided according to static requirements analogously to slabs of cement bound concrete and, on the other hand, during construction of the reinforcement the property which counteracts the appearance of fading effects comes -into question during manufacture of the slabs. The combination of both the inner slabs and the outer slabs in the form of frameless reinforced synthetic concrete slabs surprisingly produces essential improvements in service characteristics without increasing the total economic cost, and essentially reduces the required maintenance which effects the flow of traffic on rail and road. As is the case with the inner slabs, the outer slabs supposedly have a negligable wear and tear because of their small width compared with the inner slabs and are subjected to very non-uniform pressures.

Because of the construction of the outer slabs in the form of frameless, reinforced synthetic concrete slabs this wear and tear can surprisingly be better taken into account than with slabs of cement hound concrete which have a steel frame. The omission of steel frames in the construction according to the invention is economically of advantage for the outer slabs and considerably simplifies the manufacture of special slabs as requirea for, siding and amplification of gauge. The elimination of susceptibility to corrosion which is always present in metal frames simplifies the maintenance and maintenance-free use is Nssible over lonIjger periods because of the high strength and It :1

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the good abrasive resistance whereby polyester concrete is taken into consideration in particular. Gauge channels are practically not formed. The coherence of the synthetic concrete in the region of the surface is sufficient for spot-shape and linear bearings without requiring the intermediary joining of metal compensating slabs, which results in further simplification in manufacture. If cracks are formed through local overload, synthetic concrete slabs can be completely repaired in a simple manner by using synthetic material. The good elasticity and bending strength of synthetic concrete and the circumstance that the synthetic material present in synthetic concrete completely hardens during manufacture of the slabs (conventional cement bound concrete, on the other hand, further hardens over a long period of time and consequently embrittles), ensures however that no cracks occur in time at pressures which can usually be expected. The reduction in slab height which is possible because of the high strength of synthetic concrete relative to cement baund concrete is significant in many cases, especially in the region of the outer slabs, as cramped spatial structural conditions are often present there. The construction of the inl*Aer and outer slabs which form the roadway in the region of the track, as frameless reinforced synthetic concrete slabs essentially provides the ad- 'rantage of uniform surface characteristic2s. of the roadway in the region of the track. This results in a positive contribution to the safety of traffic in the region of the level rail crossing which, would otherwise be risky. As it is possible to provide any colour for the synthetic resin for binding the synthetic concrete, a positive contribution to traffic'safety can be made on optical grounds.

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eM In the interest of a particular good gripping capacity of the road surface it is advantageous if the upper side of the synthetic concrete slabs has a rough granular appearance. Such a construction can be achieved in several ways. One construction which does not require any special manufacturing devices and possesses a good durability, is characterized in that on the top of the synthetic concrete slabs there is provided a covering layer into which is introduced a granular material, whereby the granules are spaced with respect to one another.

see 0The appropriate size of the slabs is a requirement of con- *so struction which has an upper limit on the allowable weight and ***slab dimensions, in which the rest position according to its own :.~.weight is affected by changing traffic and bearing -onditions.

In the inner slabs consisting o f synthetic concrete in the level rail crossing according to the invention it is preferred that the 6*V. length of the inner slabs approximately corresponds to double the centre distance of two adjacent sleepers of the track. However, there are other lengths to be taken into consideration depending on the case in question such as a l~ength corresponding to the centre distance of adjacent sleepers.

S For simple mounting of the synthetic concrete slabs by means of lifting devices it is furthermore preferred that the slabs are provided at the top with hollows,in the surface of the wall of which pins or brackets are provided for forming points of engagint lifting devices or the like. Such hollows -an be rather small so that they do not essentially affect the uniformity of the road surface..They do not need any special covering as dirt, earth, sand arid the like can easily be removed to suspend 'lifting devices the pins or the brackets.

4 1J/O 4, 'I WO 86/06428 PCT/AT86/00027 6 To safely secure in position the inner slabs and also the outer slabs which form the roadway in the region of the track of the level rail crossing, it is particularly profitable to provide holding members to guard the polyester concrete slabs against shifting in the longitudinal direction of the track. These holding members engage in recesses which are provided on the longitudinal edges of the slabs supported on the rail bases and which form a free space for the rail attachment parts. These holding members are held on the track with the rail retaining screws and/or with other rail attachment means such as concrete sleeper spring spikes.

In this way, the holding members are fixed on the rail attachment elements of the track against shifting and, in turn, hold the concrete slabs against shifting in the longitudinal direction of the track. To fix the holding members to the attachment elements of the track, there should be considered screwing by means of the rail support screws or clamping, which can be carried out, for example, by simple slipping-on on the rail retaining screws, if there are provided suitably dimensioned openings in the holding members. The holding members can very simply be incorporated after installing the inner slabs and the *outer slabs. When the holding members are screwed on, it is favourable to fit them before the concrete slabs are inserted. The holding members may, for example, have the form of blocks or rods. An especially preferred embodiment is characterized in that the holding members have the form of U-shaped brackets which on their webs are attached to or with the rail retaining screws and with their legs reach the lateral surfaces of the recesses. This embodiment is constructively simple and can be i incorporated in a simple manner, whereby incorporation is made easier by the elasticity provided by the bracket shape and also an advantageous elasticity is achieved in the fixing of the concrete slabs. Fixing of the supo0sem U 'i1 .c 1 1 1 1 1 4 -i l l ~l F zl T S-7ports with spring spikes of the concrete sleepers also comes into question.

Regarding the bearing of the outer slabs it is preferred that the outer slabs rest with their bottom side at the marginal zone opposite the rails on elastic ridges which form a linear support. The ridges are provided on the bearings. The linear support of the outer slabs on elastic ridges results in an advantageous comparison of the forces occurring in the outer slabs by the effect of traffic and can be provided in the slabs cons- S isting of synthetic concrete without pressure compensating metal supplements. For the construction of the linear support of the outer slabs on elastic ridges it is preferred that the bearings are provided at the top with grooves into which the elastic ridges are inserted. Furthermore, for a proper seat it is favoured that the elastic ridges are provided with at least two layers of different resilience, whereby the more resilient layer faces the outer slabs being supported. The absorption of the traffic loads can further be advantageously improved in that the elastic ridges on the bearings which support the outer slabs extend continuously under the separating line between adjacent Souter slabs. In practice the result is a favourable distribution of the pressure in the outer slabs and also simple manupilation thereof when the outer slabs are supported by the elastic ridges starting from the separating lines at almost one third of the longitudinal extension and each outer slab rests on the elastic ridges at almost two thirds of the length. Also, for the construction and the distribution, of forces it is also favourable ,AL when Lhe bearings are in the form of rocks having a length which corresponds to the length of an outer slab, and that the elastic INTERNATIONAL SEARCH REPORT SInmterntional Applicatlo No PCT/AT 86/00027 I -I-1 i i -AVl O e &I M 112 <-I -0ridges on the bearings almost have a length of two thirds of the lenigth of a bearing. Apart from the preferred embodiment of the bearing of the outer slabs on elastic ridges, other embodiments of the bearing of the outer side of the outer slab come: into question. Such other embodiments are, for example, surface bearings in the form of elastic slabs or adjustable bearings which can be provided with screw spindles for height potitioning.

A constructively simple embodiment of the bearing for the outer slabs result when the bearings are provided with a moulded upwardly projecting metal plate extending in the longitudinal.

direction of the relevant bearing~or a number cf upwardly pro- :e jecting metal plates extending in the longitudinal direction of the bearing align with one another.

The invention will now be further described by means of embodiments with reference to the drawings in which: Figure 1 is a section of an embodiment of a level rail cross- 4, *0 ing, Figure 2 is a top view of the level rail crossing, Figures 3a, 3b and 3c show details of embodiments of synthetic concrete slabs provided in the crossing of the invention, Figure 4 is a tot, view of a section of a crossing according to the invention, in which there are provided supports for securing the concrete slabs, Figure 5 is a section along the line V-V of figure 4, >2Figure 6 is a section of an embodiment of a bearing of a crossing according to the invention, Figure 7 is a top view of an outer edge bearing of the outer slab of the crossing according to the invention* and Figure 8 is a section of a further embodiment of a bearing III.D@CUInt maSDEE Iftii Applicatmn No. PCT/AT 86/00027 2 RDTO 01 RELAVP'IT (CONTINUED FROM THE -SECOND SWEET) -i Ii -9ease so 0 64 so 0 *0 00O

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In the embodiment of figures 1 and 2 of a level rail crossing according to the invention the roadway in the region of the track 1 is formed by slabs 2, 3 consisting of synthetic concrete.

The track 1 consists of rails 4,5 which are attached to sleepers 8 by means of rail retaining plates 6 and rail support screws 7, the sleepers in turn being supported on a gravel bed 9. The space beween the rails 4,5 is filled-in by the inner slabs 2 which bridge this space self-supportingly from the one rail 4 to tLe other rail 5 of the track; the inner slabs are elastically supported on inner rail bases 4a,5a; to this end projections 2a,2b are moulded to the longitudinal edges of the inner slabs 2, which engage in channel-like rubber profiles 10 which, in turn, are adjacent to the rail bases 4a,5a and the rail bars 4b,5b, The outer slabs 3 which outwardly connect to the rails 4,5 of the track have projections 3a which engage in rubber profiles 11 to elastically support the edge of the outer slabs facing the rails, the rubber profiles being adjacent outside the rail base 4a or 5a and the rail bar 4b or 5b. On the side opposite the edge on the side of the rails the outer slabs are supported on bearings 12.

By means of their bottom side 3b the outer slabs 3 are supported on elastic ridges 14 which are provided on the bearings 12.

The synthetic concrete slabs 2,3 are on the top provided with a covering layer 15 into which there is introduced a granular material, whereby the individual granules are spaced. This can be clearly seen from figures 3a, 3b and 3c. On an enlarged scale these figures show a section of the region of hollows 18 which are provided in the synthetic concrete slabs 2,3 and in which, starting from the hollow wall surface 17, there project pins 20 or

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0:: brackets 21 which form points of engagement for lifting devices or the like.

The length 23 of tho inner slabs 2 is almost double the centre distance,24 of two adjacent sleepers 8 of the track 1.

To safeguard the concrete slabs 2,3 against undesired shifting in the longitudinal direction of the track 1, the embodiment of figures 4 and 5 provides supports 26 which engage in recesses 27 and are provided on the longitudinal edges of the concrete slabs 2,3 supported on the rail bases or on the projections 2a,2b available there, and form a free space for the rail attachment parts.

In turn, the supports 26 have openings 28 in which engage the rail retaining screws 7 of the track 1. A simple and good attachment is thereby provided when the supports 26 are screwed down with the rail retaining screws 7. In this particular case the supports are in the form of a U-shaped bracket which are attached with the rail retaining screws at their base 30 and reach to the lateral surfaces 32 of the recesses 27 by means of their legs 31.

In the section of the embodiment of the bearing 12 of figure 6 a groove 37 is provided on the top side 34 of the bearing, into which an elastic ridge 14 is inserted. The elastic ridge 14 has two layers 14a,14b which differ in resiliency, The less resilient layer 14a is inserted in the groove 35 and anchors the ridge 14 therein, whereas the more resilient layer 14b forms a linear sup- 4,' port for the outer slab 3 of the crossing. To safeguard the outer slab 3 against shifting outwardly, there is provided in this embodimoent of' a bearing a rib 36 moulded to the top thereof.

Another embodiment of the bearing which is shown in section in figure 8 has a metal plate 37 to safeguard the outer slabs 3 \against shifting outwardly. The 'plate projects upwardly from the7 0OV0 @see 0~ a 6O 0 000a09 a -11top side 34 of the bearing 12, and extends in the longitudinal direction thereof. For better anchoring this motal plato 37 is bent at an angle at the moulded end. Ii desired, instead of a continuous Metal plate 37 there may be provided a number of shorter metal plates which align with oneoanother in thc longitudinal direction of the bearing 12, In the bearing of the outer side of the outer slab 3 of the level crossing of the invention shown in top view in figure 7, the outer slabs 3 consisting of synthetic concrete are supported on bearings 12 having a length corresponding to the length of an outer slab, and the bearings 12 are provided 00 0 :001. with elastic ridges 14 which form a linear support for the outer 0* 600' slabs 3. The elastic ridges 14 are inserted into grooves 35 which are provided on the top side 34 of the bearings 12. The elastic ridges 14 almost have a length of two thirds of the length of the bearings 12. The bearings 12 are displaced relative to the e~oe outer slabs in the longitudinal direction of the track such that the ridges 14 extend continuously under the separating @000 lines between adjacent outer slabs and the outer slabs 3 are thereby supported by the elastic ridges 14, starting from the 0 0 0 separating lines 38, on a length 39 which almost corresponds to one third of the longitudinal extension of the outer slabs 3, so that each outer slab 3 in total is supported on almost two thirds of their length on the elastic ridges 14.

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Claims (13)

1. Level rail crossing, in which the roadway in the region of the track is formed by means of concrete slabs, whereby the space between both the rails of a track is filled-in by inner slabs which bridge this space from one to the other rail of the track and are elastically supported on the inner rail bases, and whereby there are disposed outwardly of the rails of the track outer slabs covering a strip-like region outside the rails, said outer slabs are elastically supported on the outer rail bases by means of edges end projections moulded to the longitudinal and said outer slabs are supported on bearings on the side opposite this edge, characterized in that the inner slabs bridging the space between the rails of a track and also the outer slabs which cover each a strip-like region on the outer sides of the track are frameless reinforced polyester concrete slabs and that said outer slabs are supported with their bottom side at their marginal edge opposite the rails on elastic .ridges on the bearings which form a linaar support. so

2. Level rail crossing according to claim 1, o. characterized in that the top side of the polyester concrete slabs is rough and granular and is provided by a covering layer provided at the top side of the polyester concrete slabs into which layer is inseited a granular material whereby the granules are spaced with respect to one another. C

3. Level rail crossing according to claim 1 or 2, characterized in that the length of the inner slabs, in the direction parallel to the longitudinal direction of the rails, is almost double the centre spacing of two adjacent sleepers of the track. A

4. Level rail crossing according to any one of claims 1 to 3, characterized in that the polyester concrete slabs i are provided on their top surface with hollows into which project pins or brackets embedded in the slabs and protruding from the wall surfaces; of the hollows to form points of engagement for lifting devices or the like.

F i 0 08 s.em K- r a l tt 'Z 1 i P I i (Siehe PCT Gazette Nr. 27./1986, "Section II") I 13 Level rail crossing according to any one of claims 1 to 4, characterized in that for securing the polyester concrete slabs against shifting in the longitudinal direction of the track there are provided holding members which engage in recesses which are provided on the longitudinal edge projections of the polyester concrete slabs and which form a free space for the rail attachment parts, and that said holding members are attached to the track with rail retaining screws and/or other rail attachment means such as concrete sleeper spring spikes.

6. Level rail crossing according to claim characterized in that the holding members are in the form of U-shaped brackets which are attached to or with the rail retaining screws at their base and reach the lateral surfaces of the recesses with their legs.

7. Level rail crossing according to any one of claims 1 to 6, characterized in that the bearings are provided on their top side with grooves into which the elastic ridges are inserted. 0

8. Level rail crossing according to any one of the .6 9 preceding claims, characterized in that the elastic ridges o are provided with at least two layers of different resiliency whereby the more resilient layer faces the outer slabs.

9. Level rail crossing according to any one of the preceding claims, characterized in that the elastic ridges o. on the bearings onto which the outer slabs are supported, extend continuously under the separating line between adjacent outer slabs.

10. Level rail crossing according to claim 9, i characterized in that the outer slabs are supported by the elastic ridges starting from the separating lines on approximately one third of their longitudinal extension j ii i 3' i i ;i 14 and consequently each outer slab is supported on the elastic ridges at approximately two thirds of their length.

11. Level rail crossing according to any one of the preceding claims, characterized in that the bearings have the form of bearing blocks having a length corresponding to the length of an outer slab, and in that the elastic ridges on the individual bearings approximately have the length of two thirds of a bearing. 0 15 4e 0 0 30 get. S 0 0*S

12. Level rail crossing according to any one of the preceding claims, characterized in that the bearings have an embedded upwardly projecting metal plate extending in the longitudinal direction of the relevant bearing, or a number of embedded upwardly projecting metal plates which project upwardly and align with one another in the longitudinal direction of the relevant bearing. I i :i i:

13. A level rail crossing substantially as hereinbefore described with reference to the accompanying drawings. **Oe S**00 •DATED llth day of April, 1989 5 G Gmundner Fertigteile Gesellschaft m.b.H. Co. KG. Si C 0 a By their Patent Attorneys GRIFFITH HACK CO. trs I Ni 0080Os.ern