CA2637208A1 - Method for producing a ballastless track - Google Patents
Method for producing a ballastless track Download PDFInfo
- Publication number
- CA2637208A1 CA2637208A1 CA002637208A CA2637208A CA2637208A1 CA 2637208 A1 CA2637208 A1 CA 2637208A1 CA 002637208 A CA002637208 A CA 002637208A CA 2637208 A CA2637208 A CA 2637208A CA 2637208 A1 CA2637208 A1 CA 2637208A1
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- CA
- Canada
- Prior art keywords
- caissons
- track
- longitudinal girders
- threaded rods
- transverse girder
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
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Classifications
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B2/00—General structure of permanent way
- E01B2/006—Deep foundation of tracks
-
- E—FIXED CONSTRUCTIONS
- E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
- E02D—FOUNDATIONS; EXCAVATIONS; EMBANKMENTS; UNDERGROUND OR UNDERWATER STRUCTURES
- E02D5/00—Bulkheads, piles, or other structural elements specially adapted to foundation engineering
- E02D5/22—Piles
- E02D5/34—Concrete or concrete-like piles cast in position ; Apparatus for making same
-
- E—FIXED CONSTRUCTIONS
- E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
- E02D—FOUNDATIONS; EXCAVATIONS; EMBANKMENTS; UNDERGROUND OR UNDERWATER STRUCTURES
- E02D5/00—Bulkheads, piles, or other structural elements specially adapted to foundation engineering
- E02D5/74—Means for anchoring structural elements or bulkheads
- E02D5/80—Ground anchors
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- Engineering & Computer Science (AREA)
- Structural Engineering (AREA)
- Civil Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- General Life Sciences & Earth Sciences (AREA)
- Mining & Mineral Resources (AREA)
- Paleontology (AREA)
- General Engineering & Computer Science (AREA)
- Architecture (AREA)
- Machines For Laying And Maintaining Railways (AREA)
Abstract
The invention relates to a method for producing railway tracks of the ballastless track-type that are not entirely supported, especially for the reconstruction of existing railway systems. According to said method, foundations are introduced into the soil at predetermined intervals along the railway track, especially in the form of injection piles, the soil is dug out down to a predetermined level and caissons are positioned at least in the area above the previously introduced foundations. The soil inside the caissons is removed down to a further level while simultaneously lowering the caissons, thereby producing an excavation, a transverse girder is functionally connected to the foundation, especially the injection piles, and said transverse girder is connected in a subsequent step to the longitudinal girders which support the track that is not entirely supported.
Description
WO 2007!082579 PCT/DE2007/000109 Method for Producing a Ballastless Track The present invention i-elates to a method for producing railway tracks of the ballastless track type that are not entirely supported, in pai-ticular for rehabilitating existing 1-ailway systems.
WO 2004/031483 describes a ballastless track foi- rail traffic. This is distinguished by a frame-like construction. The frame-like construction contains two prefabricated reinforced concrete parts that are parallel to the rails. Preinstalled twin-track rail supports that are of statistically limited length and are parallel to the tracks are used. The twin-track rail supports are supported on reinforced composite piles that are locked into the ground by high-pressure injection.
DE-C 39 27 251 describes a method for laying railroad rails that incorporates the steps of holding the rails in a predetermined gauge and horizontal and vertical alignment on a continuous base in the form of foundation beams. An elongated trench or elongated trenches are formed beneath the rails to accommodate flexible tubular elements, and these ai-e so filled with a hardenable mixture that their upper surfaces comes into contact with the foot of the rails and creeps ai-ound the foot so as to form a continuous bed for the rails.
Registered Design DE 89 11 400 describes a non-ballast type roadbed, nlainly for U- and S-bahn railway systems. In this, the areas adjacent to and between prefabricated parts are sown with grass. The roadbed consists of two prefabricated parts that incorporate bearing humps between which ther-e are the i-ail attachment elements that secure the rail bearers.
DE-A 40 27 836 describes a foundation for a raih-oad track that is intended for railroad traffic: this is at the same heigllt as individual tr-affic or is laid in a twlnel, the rails that form the track being elastically supported in such a way that the load imposed by a railroad vehicle passing over tliem can move in predetermined path of travel.
There is a continuous beam that is i-esistant to flexing beneath each rail: this can. for example. be in the foi-m of a prefabricated reinfoi-ced concr-ete part.
l WO 2007/082579 PCT!DE2007/000109 It is the objective of the present invention to describe a method for producing railway tracks of tlle ballastless track type that are not entirely suppoi-ted, in pai-ticular for rehabilitating existing railway systems and which can be conipleted within a very short time-while taking into account existing safety and production factors-in particular dui-ing on-going railway operations. ln the case of rehabilitation, down times that affect 7-ailroad operations are to be kept as short as possible.
Tllis objective has bee achieved with a method for pl-oducing railway tracks of the ballastless track type that are not entirely supported, in particular for rehabilitating existing railway systems. According to said method, foundations, in particular in the form of injection piles, are introduced into the ground at predetermined intervals along the railway track. The ground is dug out to a predetermined level and caissons are positioned at least in the area above the previously introduced foundations.
The soil within the caissons is removed down to a further level, simultaneously lowering the caisson, thereby producing an excavation. A transverse girder is functionally coiinected to the foundation, in particular the injection piles, and in a subsequent step this transverse girder is connected to the longitudinal girders that support the track that is not entirely supported.
Advantageous developjnents of the object of the present invention are described in the secondary Claims.
lf an existing railway system is to be rellabilitated, the foundations, in particular the injection piles, ai-e introduced into the track that is to be strengthened through the ballast bed of said track, the segmentation of the threaded rods of the injection piles being such that after injection the threaded rod ends at a depth of 75 to 95 cm below the lower edge of the rails.
Once the foundations have hardened. the existing rails and ties are removed.
'I'hen.
depending on the ground, the old ballast/substructure is renloved to a depth of 55 to 85 cm from beneath the lower edge of the foi-mer- 1-ails. Caissons are then laid out at the then WO 2007/082579 PCZ /DE?O07/000109 predetermined level in the area of the foundations; thei.r free inside dimension is advantageously gi-eater than the transverse girder that is used by a predetermined anlount_ e.g., I to 2 cm.
Within the caissons, which now form a kind of excavation, the existing material is now cal-efully removed, in particular by suction, exposing the heads of the tln-eaded rods, when the caissons that are to be reused sink to the predetermined depth.
Within the excavation, at least one transverse girder is installed within the area of the threaded heads that have of necessity been extended and been exposed, and this is then connected correctly with the foundation with respect to level and position.
The openings within the area of the transverse girder(s) are then filled with mortar, in particular a fast swelling and quick hardening special mortar, as far as the upper edge of the particular transverse girder.
As soon as the required initial hardness of the mortar has been achieved, the caissons are disassembled and removed.
The longitudinal girders can then be coi-rectly positioned on the transverse girder(s) in such a way that the extended heads of the thi-eaded rods extend into corresponding opening areas of p1-einstalled connections of the longitudinal girders, which are of steel or reinf'orced concrete. It is at this point that the level and lateral adjustment of the longitudinal girders takes place, steel plates being affixed by nuts to the free heads of the (extended) threaded rods.
After at least one trial loadinU of'the total system, and any adjustment that may subsequently be necessary according to pl-eviously exact measurement, the openings in the area of the longitudinal girders ai-e filled with mortar, in pai-ticular with a fast swe(ling and quick setting special mortar.
WO 2004/031483 describes a ballastless track foi- rail traffic. This is distinguished by a frame-like construction. The frame-like construction contains two prefabricated reinforced concrete parts that are parallel to the rails. Preinstalled twin-track rail supports that are of statistically limited length and are parallel to the tracks are used. The twin-track rail supports are supported on reinforced composite piles that are locked into the ground by high-pressure injection.
DE-C 39 27 251 describes a method for laying railroad rails that incorporates the steps of holding the rails in a predetermined gauge and horizontal and vertical alignment on a continuous base in the form of foundation beams. An elongated trench or elongated trenches are formed beneath the rails to accommodate flexible tubular elements, and these ai-e so filled with a hardenable mixture that their upper surfaces comes into contact with the foot of the rails and creeps ai-ound the foot so as to form a continuous bed for the rails.
Registered Design DE 89 11 400 describes a non-ballast type roadbed, nlainly for U- and S-bahn railway systems. In this, the areas adjacent to and between prefabricated parts are sown with grass. The roadbed consists of two prefabricated parts that incorporate bearing humps between which ther-e are the i-ail attachment elements that secure the rail bearers.
DE-A 40 27 836 describes a foundation for a raih-oad track that is intended for railroad traffic: this is at the same heigllt as individual tr-affic or is laid in a twlnel, the rails that form the track being elastically supported in such a way that the load imposed by a railroad vehicle passing over tliem can move in predetermined path of travel.
There is a continuous beam that is i-esistant to flexing beneath each rail: this can. for example. be in the foi-m of a prefabricated reinfoi-ced concr-ete part.
l WO 2007/082579 PCT!DE2007/000109 It is the objective of the present invention to describe a method for producing railway tracks of tlle ballastless track type that are not entirely suppoi-ted, in pai-ticular for rehabilitating existing railway systems and which can be conipleted within a very short time-while taking into account existing safety and production factors-in particular dui-ing on-going railway operations. ln the case of rehabilitation, down times that affect 7-ailroad operations are to be kept as short as possible.
Tllis objective has bee achieved with a method for pl-oducing railway tracks of the ballastless track type that are not entirely supported, in particular for rehabilitating existing railway systems. According to said method, foundations, in particular in the form of injection piles, are introduced into the ground at predetermined intervals along the railway track. The ground is dug out to a predetermined level and caissons are positioned at least in the area above the previously introduced foundations.
The soil within the caissons is removed down to a further level, simultaneously lowering the caisson, thereby producing an excavation. A transverse girder is functionally coiinected to the foundation, in particular the injection piles, and in a subsequent step this transverse girder is connected to the longitudinal girders that support the track that is not entirely supported.
Advantageous developjnents of the object of the present invention are described in the secondary Claims.
lf an existing railway system is to be rellabilitated, the foundations, in particular the injection piles, ai-e introduced into the track that is to be strengthened through the ballast bed of said track, the segmentation of the threaded rods of the injection piles being such that after injection the threaded rod ends at a depth of 75 to 95 cm below the lower edge of the rails.
Once the foundations have hardened. the existing rails and ties are removed.
'I'hen.
depending on the ground, the old ballast/substructure is renloved to a depth of 55 to 85 cm from beneath the lower edge of the foi-mer- 1-ails. Caissons are then laid out at the then WO 2007/082579 PCZ /DE?O07/000109 predetermined level in the area of the foundations; thei.r free inside dimension is advantageously gi-eater than the transverse girder that is used by a predetermined anlount_ e.g., I to 2 cm.
Within the caissons, which now form a kind of excavation, the existing material is now cal-efully removed, in particular by suction, exposing the heads of the tln-eaded rods, when the caissons that are to be reused sink to the predetermined depth.
Within the excavation, at least one transverse girder is installed within the area of the threaded heads that have of necessity been extended and been exposed, and this is then connected correctly with the foundation with respect to level and position.
The openings within the area of the transverse girder(s) are then filled with mortar, in particular a fast swelling and quick hardening special mortar, as far as the upper edge of the particular transverse girder.
As soon as the required initial hardness of the mortar has been achieved, the caissons are disassembled and removed.
The longitudinal girders can then be coi-rectly positioned on the transverse girder(s) in such a way that the extended heads of the thi-eaded rods extend into corresponding opening areas of p1-einstalled connections of the longitudinal girders, which are of steel or reinf'orced concrete. It is at this point that the level and lateral adjustment of the longitudinal girders takes place, steel plates being affixed by nuts to the free heads of the (extended) threaded rods.
After at least one trial loadinU of'the total system, and any adjustment that may subsequently be necessary according to pl-eviously exact measurement, the openings in the area of the longitudinal girders ai-e filled with mortar, in pai-ticular with a fast swe(ling and quick setting special mortar.
WO 2007/082579 PC PDE?007/000109 '1'he ballast that has been kept to one side can then be iilstalled between the longitudinal girders and to one side of these, on the adjacent track and to the open side so that, on the one lland. sound attenuation is improved and. on the other. the ground is not scaled.
Thus, the present invention pi-esents the possibility of-on the one hand-laying a new ballastless railway tracks by way of relatively quick stages. On the other hand, it also entails great potential for t-etrofitting existing systems with a new type of ballastless railway tracks in such a way that raih-oad traffic is only restricted by a sinall amount.
In the new type of system solution for producing a supporting surface, the forces that result, for example, from raih-oad traffic, both horizontally in the longitudinal and vertical directions as well as vertically, are dissipated linearly across a box-like construction that extends horizontally, transversely to the longitudinal direction, into the piles of the individual foundations that act as a part of a curve. This box-like construction can consist of a steel frame with appropriate stiffening elements and openings for connecting the foundations or can be of appropriate reinforced concrete frames. It is preferred that connection of the foundations to the transverse frame and then to the longitudinal girder be through a commercial, threaded, hollow rod, although from the design standpoint it is also possible by way of other reinforced concrete constructions.
The present invention is described below on the basis of one embodiment sliown in the drawings appended hereto. These drawings show the following:
Figures 1 to 4: The different steps involved in the rehabilitation of a railway track, in this example a twin-track railway.
Figures 1 to 4 show in chronological sequence the steps involved in the present metliod for producing a ballastless track that is not entirely suppol-ted.
What is shown in the drawings is a twin-track railway (1 j(Figure 1) that comprises the tracks 1'. 1". The ties for the rails 3 are in each instance positioned in a ballast bed 4.
Thus, the present invention pi-esents the possibility of-on the one hand-laying a new ballastless railway tracks by way of relatively quick stages. On the other hand, it also entails great potential for t-etrofitting existing systems with a new type of ballastless railway tracks in such a way that raih-oad traffic is only restricted by a sinall amount.
In the new type of system solution for producing a supporting surface, the forces that result, for example, from raih-oad traffic, both horizontally in the longitudinal and vertical directions as well as vertically, are dissipated linearly across a box-like construction that extends horizontally, transversely to the longitudinal direction, into the piles of the individual foundations that act as a part of a curve. This box-like construction can consist of a steel frame with appropriate stiffening elements and openings for connecting the foundations or can be of appropriate reinforced concrete frames. It is preferred that connection of the foundations to the transverse frame and then to the longitudinal girder be through a commercial, threaded, hollow rod, although from the design standpoint it is also possible by way of other reinforced concrete constructions.
The present invention is described below on the basis of one embodiment sliown in the drawings appended hereto. These drawings show the following:
Figures 1 to 4: The different steps involved in the rehabilitation of a railway track, in this example a twin-track railway.
Figures 1 to 4 show in chronological sequence the steps involved in the present metliod for producing a ballastless track that is not entirely suppol-ted.
What is shown in the drawings is a twin-track railway (1 j(Figure 1) that comprises the tracks 1'. 1". The ties for the rails 3 are in each instance positioned in a ballast bed 4.
This is the conventional way of laying rails 3 for railway tracks 1. and has been used for decades.
In this exanlple, the right-hand track 1" is to be reliabilitated without any major disruption of 1-ailroad operations.
For example, during a night-time slack period, the selected foundations (here.
the in)ection piles5) are introduced through the ballast to a lower level. In this example, for statistical reasons, in order to rehabilitate the track 1" the injection piles 5 together with the tlu=eaded rods 6 are introduced into the surrounding earth 5' to a predetermined depth, the injection piles being at a predetermined angle of inclination. Each of the injection piles incorporates a threaded rod 6. The segmentation of the threaded rods 6 of the injection piles 5 is effected in such a way that after injection, the particular threaded rod 6 ends at a depth of 80 to 90 cm beneath the lower edge 7 of the rail 3. The injection concrete of the injection pile 5 then hardens during on-going railroad operations, so that down times during such operations are kept to a nlinimum.
Once the concrete has hardened, a further break in operations is needed on track l" in order to finish the then rehabilitated track 1". First, the existing rails 3 are removed and, depending on their condition, are set to one side or removed (Figure 2). The ties 2 are disassembled and removed. Then the old ballast 4/sub-base is stripped off to a level 4' approximately 60 to 75 cm beneath the lower edge 7 of the rails 3, removed, and stored.
Because of the geometry of a twin-track railway 1, this is possible without shoring for the adjacent track l' and without any major restriction of operating capacity. In the nor-mal course of events, what is next required foi- excavating a trench for the box-like transverse (Tirders that are to be emplaced approximately 5 to 7 m apai-t is the tiine consuming and costl), shoring for the adjacent track 1'. This outlay is avoided as described below.
Steel caissons 8 are positioned on the sub-base 9 that is to be i-emoved. at the locations where said caissons are to be installed. These steel caissons have an internal dimension that in this example is approximately I cm greater than the transverse oirder that is used.
WO 2007/082579 PC.T/Df.2007/000109 In this example, the height of the steel caisson 8 amounts to 40 to 70 cm.
Next_ the sub-base 9 within the caissons is carefully relnoved. for example by suction.
Tllis is also done for the heads 10 of the threaded rods 6, whicll a1-e also to be exposed.
The caissons 8, which are to be reused, then sink as a quasi temporary shoring to the requil-ed level 4"
(Figure 3). Next, at least one transverse girder 12 is installed correctly with respect to level and position in the protected excavation. Positioning that is con ect w respect to ]evel and position can be achieved, for example, by simple wooden or steel wedges.
Commercially available steel plates are then installed on the exposed heads 10 of the threaded rods. These are secured by nuts and transfer force between the transverse girders 12 and the foundations 5. Then the threaded rod 6 is extended upwards by a connecting sleeve 14 with an internal thread. The openings 15 in the transverse girders 12 that are located around the heads 10 of the threaded rods are filled with a quick swelling and fast setting mortar as far as the upper edge 16 of the transverse girder 12.
Once the required initial hardness has been reached (after approximately I to 2 hr), the reusable steel caissons 8 can be removed since the task of shoring is taken over by the transverse girder 12.
Next, the longitudinal girdersl7 are correctly positioned and installed is such a way that the extended heads 18 of the threaded rods extend into corresponding openings 19 in the longitudinal girders 17 that are of steel or reinforced concrete (Figure 4).
The longitudinal girders 17 are now set to the exact level and position by means of commercially available distance pieces (not shown herein). Ana1ogously to the transfer of force between the foundations 5 and the transverse girder 12 that is effected by the threaded rods 6, steel plates 20 are fixed by nuts in the openings 19 of the lon-itudinal girder 17, between and to the sides of these. on the heads 18 of the threaded rods of the connecting sleeves. After a test loading of the system and any required readjustment and in connection with precise measurement, the openings 19 in the longitudinal girder 17 ai-e closed off by being filled with a quick swelling and fast setting special mortar.
In this exanlple, the right-hand track 1" is to be reliabilitated without any major disruption of 1-ailroad operations.
For example, during a night-time slack period, the selected foundations (here.
the in)ection piles5) are introduced through the ballast to a lower level. In this example, for statistical reasons, in order to rehabilitate the track 1" the injection piles 5 together with the tlu=eaded rods 6 are introduced into the surrounding earth 5' to a predetermined depth, the injection piles being at a predetermined angle of inclination. Each of the injection piles incorporates a threaded rod 6. The segmentation of the threaded rods 6 of the injection piles 5 is effected in such a way that after injection, the particular threaded rod 6 ends at a depth of 80 to 90 cm beneath the lower edge 7 of the rail 3. The injection concrete of the injection pile 5 then hardens during on-going railroad operations, so that down times during such operations are kept to a nlinimum.
Once the concrete has hardened, a further break in operations is needed on track l" in order to finish the then rehabilitated track 1". First, the existing rails 3 are removed and, depending on their condition, are set to one side or removed (Figure 2). The ties 2 are disassembled and removed. Then the old ballast 4/sub-base is stripped off to a level 4' approximately 60 to 75 cm beneath the lower edge 7 of the rails 3, removed, and stored.
Because of the geometry of a twin-track railway 1, this is possible without shoring for the adjacent track l' and without any major restriction of operating capacity. In the nor-mal course of events, what is next required foi- excavating a trench for the box-like transverse (Tirders that are to be emplaced approximately 5 to 7 m apai-t is the tiine consuming and costl), shoring for the adjacent track 1'. This outlay is avoided as described below.
Steel caissons 8 are positioned on the sub-base 9 that is to be i-emoved. at the locations where said caissons are to be installed. These steel caissons have an internal dimension that in this example is approximately I cm greater than the transverse oirder that is used.
WO 2007/082579 PC.T/Df.2007/000109 In this example, the height of the steel caisson 8 amounts to 40 to 70 cm.
Next_ the sub-base 9 within the caissons is carefully relnoved. for example by suction.
Tllis is also done for the heads 10 of the threaded rods 6, whicll a1-e also to be exposed.
The caissons 8, which are to be reused, then sink as a quasi temporary shoring to the requil-ed level 4"
(Figure 3). Next, at least one transverse girder 12 is installed correctly with respect to level and position in the protected excavation. Positioning that is con ect w respect to ]evel and position can be achieved, for example, by simple wooden or steel wedges.
Commercially available steel plates are then installed on the exposed heads 10 of the threaded rods. These are secured by nuts and transfer force between the transverse girders 12 and the foundations 5. Then the threaded rod 6 is extended upwards by a connecting sleeve 14 with an internal thread. The openings 15 in the transverse girders 12 that are located around the heads 10 of the threaded rods are filled with a quick swelling and fast setting mortar as far as the upper edge 16 of the transverse girder 12.
Once the required initial hardness has been reached (after approximately I to 2 hr), the reusable steel caissons 8 can be removed since the task of shoring is taken over by the transverse girder 12.
Next, the longitudinal girdersl7 are correctly positioned and installed is such a way that the extended heads 18 of the threaded rods extend into corresponding openings 19 in the longitudinal girders 17 that are of steel or reinforced concrete (Figure 4).
The longitudinal girders 17 are now set to the exact level and position by means of commercially available distance pieces (not shown herein). Ana1ogously to the transfer of force between the foundations 5 and the transverse girder 12 that is effected by the threaded rods 6, steel plates 20 are fixed by nuts in the openings 19 of the lon-itudinal girder 17, between and to the sides of these. on the heads 18 of the threaded rods of the connecting sleeves. After a test loading of the system and any required readjustment and in connection with precise measurement, the openings 19 in the longitudinal girder 17 ai-e closed off by being filled with a quick swelling and fast setting special mortar.
WO 2007/082579 PC"F!DE2007/000109 By using the present method, an exactly aligned and new permanent way that can be subjected to full loads in a very short time can be prepared in a form that is not entirely supported.
A nlajor quantity of the previously removed ballast can be reinstalled beyond the constructional connections and to the sides of the longitudinal girder 17 next to the adjacent track 1' as well as toward the fi-ee side so that. on the one hand, sound attenuation is improved and, on the other, the ground is not sealed.
If necessary, depending on their condition, the original rails 3 can be reused.
Commercially available connection and support means, for example corrugated plates, can be used.
A nlajor quantity of the previously removed ballast can be reinstalled beyond the constructional connections and to the sides of the longitudinal girder 17 next to the adjacent track 1' as well as toward the fi-ee side so that. on the one hand, sound attenuation is improved and, on the other, the ground is not sealed.
If necessary, depending on their condition, the original rails 3 can be reused.
Commercially available connection and support means, for example corrugated plates, can be used.
WO 2007!082579 PCT/DE2007/000109 Parts List l railway line 1 ' track track 2 tie 3 rail 4 ballast 4' level 4" level 5 injection pile 5' ground 6 threaded rod\
7 underside of rail 8 caisson 7a NA'O 2007/082579 PCT/DE2007/000109 9 foundation, substructure head oltlu-eaded rod 11 excavation\
12 transverse girder 13 steel plate 13' nut 14 coiulecting sleeve transverse girder opening 16 transverse girder upper edge 17 longitudinal girder 18 head of threaded rod, extended 19 longitudinal girder opening steel plate 20' nut
7 underside of rail 8 caisson 7a NA'O 2007/082579 PCT/DE2007/000109 9 foundation, substructure head oltlu-eaded rod 11 excavation\
12 transverse girder 13 steel plate 13' nut 14 coiulecting sleeve transverse girder opening 16 transverse girder upper edge 17 longitudinal girder 18 head of threaded rod, extended 19 longitudinal girder opening steel plate 20' nut
Claims (20)
1. Method for producing railway tracks of the ballastless track type that are not entirely supported, in particular for rehabilitating existing railway systems, by which foundations, in particular in the form of injection piles (5), are introduced into the ground at predetermined intervals along the railway track, the ground is removed to a predetermined level (4') and caissons are emplaced at least in the area above the previously introduced foundations (5). The ground within the caissons is removed so as to generate an excavation (11), while the caissons (8) simultaneously sink to a further level (4"). At least one transverse girder (12) is functionally connected with the foundation, in particular the injection piles (5), and in a subsequent step this is connected with the longitudinal girders (17) that underlie the railway track that is not completely supported over its complete surface.
2. Method as defined in Claim 1, characterized in that injection piles that contain threaded rods (6) are used.
3. Method as defined in Claim 1 or Claim 2, characterized in that the injection piles (5) are introduced into the lower ground (5') at a predetermined angle of inclination.
4. Method as defined in one of the Claims 1 to 3, characterized in that after introduction of the transverse girder(s) (12) into the area of the caisson (8), said caisson (8) is functionally connected, correctly with respect to level and position, with the foundation, in particular with the injection piles.
5. Method as defined in one of the Claims 1 to 4, characterized in that the foundations (5) together with the transverse girder(s) (12) are filled with mortar, in particular a quick swelling and fast setting special mortar, as far as the upper edge (16) of the transverse girder(s) (12).
6. Method as defined in one of the Claims 1 to 5, characterized in that once a required degree of initial hardness has been reached, the caissons (8) are disassembled and removed.
7. Method as defined in one of the Claims 1 to 6, characterized in that the longitudinal girders (17) are installed, correctly positioned, in such a way that when threaded rods (6) are used, the unattached ends of the threaded rods, lengthened as required, extend into corresponding openings (19) in previously installed connections of the longitudinal girders (17).
8. Method as defined in one of the Claims 1 to 7, characterized in that the longitudinal girders (17) are adjusted to their exact height and position by means of distance pieces that can be adjusted laterally and by height.
9. Method as defined in one of the Claims 1 to 8, characterized in that after at least one test loading of the system and after any required readjustment according to a preceding exact measurement, a precisely aligned and ballastless railway track capable of withstanding heavy loads is formed by filling the openings (19) with mortar, in particular a quick swelling and fast setting special mortar.
10. Method as defined in one of the Claims 1 to 9, characterized in that in order to rehabilitate an existing railway line (1', 1") the foundations, in particular the injection piles (5), are introduced through the ballast bed (4) of a track (1") that is to be strengthened into deeper ground (5'), the segmentation of the threaded rods (6) of the injection piles (5) being such that after injection the particular threaded rod (6) ends at a depth of approximately 75 to 95 cm beneath the lower edge (7) of the existing rails (3).
11. Method as defined in Claim 10, characterized in that after the foundation (5) has hardened, the existing rails (3) and the associated ties (2) are disassembled and then the old ballast/substructure is removed to a depth of approximately 65 to 85 cm beneath the lower edge (7) of the former rails (3), caissons (8) are laid out in the area of the foundations (5) on the newly formed level (4"), the free internal dimension of these being greater by a predeterminable amount than the transverse girders (12) that are used.
12. Method as defined in Claim 10 or Claim 11, characterized in that the substructure is carefully removed, in particular by suction, within the caissons (8) thereby exposing the heads (10) of the threaded rods, the caissons that are to be reused then sinking to the selected level (4").
13. Method as defined in one of the Claims 10 to 12, characterized in that a transverse girder (12) is installed correctly with respect to level and position in the excavation (11) formed in this way, steel plates (13) for transferring force between the transverse girder (12) and foundation (5) being installed on the exposed heads (10) of the threaded rods, said steel plates (13) being secured be nuts (13').
14. Method as defined in one of the Claims 10 to 13, characterized in that the respective threaded rod (6) is extended upward by approximately 45 to 65 cm by a connecting sleeve (14) with an internal thread and then the openings (15) in the transverse girder (12), which are around the heads (10) of the threaded rods (6), are filled as far as the upper edge (16) of the transverse girder (12) with a quick swelling and fast setting special mortar.
15. Method as defined in one of the Claims 10 to 14, characterized in that once the required degree of initial hardness has been reached, the caissons (8) that are to be reused are disassembled and removed.
16. Method as defined in one of the Claims 10 to 15, characterized in that subsequently the longitudinal girders (17) are installed correctly with respect to level and position in such a way that the extended heads (18) of the threaded rods extend into corresponding opening areas (19) of preinstalled connections of the longitudinal girders (17) that are of steel or reinforced concrete.
17. Method as defined in one of the Claims 10 to 16, characterized in that the longitudinal girders (17) can be set to their exact height and position by means of distance pieces that are adjustable with respect to height and lateral position, steel plates (20) being fixed by nuts (20') on the free heads (18) of the threaded rods in the openings (19) of the longitudinal girders (17).
18. Method as defined in one of the Claims 10 to 17, characterized in that after at least one test loading of the complete system and after any readjustment that may be required after previous exact measurement, a precisely aligned ballastless track capable of withstanding heavy loads after a very short time is formed by filling the openings (19) with mortar, in particular a quick hardening and fast setting special mortar.
19. Method as defined in one of the Claims 10 to 18, characterized in that at least some of the previously removed ballast (4) is replaced between the longitudinal girders (17), beyond the constructive connections and at the side of the longitudinal girders (17), if necessary as far as an adjacent track (1').
20. Method as defined in one of the Claims 10 to 19, characterized in that the rails (3) are attached to the longitudinal girders (17) by means of standardized connectors, if necessary similarly standardized corrugated plates are used as supports for the rails (3).
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE200610002375 DE102006002375B3 (en) | 2006-01-17 | 2006-01-17 | Method for producing a solid roadway |
| DE102006002375.7 | 2006-01-17 | ||
| PCT/DE2007/000109 WO2007082519A1 (en) | 2006-01-17 | 2007-01-17 | Method for producing a ballastless track |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2637208A1 true CA2637208A1 (en) | 2007-07-26 |
Family
ID=38106884
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002637208A Abandoned CA2637208A1 (en) | 2006-01-17 | 2007-01-17 | Method for producing a ballastless track |
Country Status (4)
| Country | Link |
|---|---|
| EP (1) | EP1974099A1 (en) |
| CA (1) | CA2637208A1 (en) |
| DE (1) | DE102006002375B3 (en) |
| WO (1) | WO2007082519A1 (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US10741155B2 (en) | 2013-12-06 | 2020-08-11 | Intelliterran, Inc. | Synthesized percussion pedal and looping station |
| US9905210B2 (en) | 2013-12-06 | 2018-02-27 | Intelliterran Inc. | Synthesized percussion pedal and docking station |
| US11688377B2 (en) | 2013-12-06 | 2023-06-27 | Intelliterran, Inc. | Synthesized percussion pedal and docking station |
| WO2019046487A1 (en) | 2017-08-29 | 2019-03-07 | Intelliterran, Inc. | Apparatus, system, and method for recording and rendering multimedia |
| CN108867200B (en) * | 2018-06-05 | 2023-07-18 | 中铁二院工程集团有限责任公司 | Anti-bulge rock cutting structure of high-speed railway and design method |
Family Cites Families (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60152720A (en) * | 1984-01-18 | 1985-08-12 | Toyo Kiko:Kk | Method of improving railroad ground having lower part reinforced by hardener |
| US4947756A (en) * | 1988-08-18 | 1990-08-14 | Peter G. Kusel | Laying railway track |
| DE8911400U1 (en) * | 1989-09-25 | 1990-05-23 | Ed. Zueblin Ag, 7000 Stuttgart, De | |
| DE4027836A1 (en) * | 1990-09-03 | 1992-03-05 | Hermann Ortwein | BASE FOR A TRACK FOR RAIL VEHICLES |
| CH687031A5 (en) * | 1993-08-24 | 1996-08-30 | Hermann Claus | A method for creating or restructuring a laengs an embankment extending edge path. |
| DE19623305A1 (en) * | 1996-06-11 | 1997-12-18 | Keller Grundbau Gmbh | Ground hardening equipment to prevent subsidence of railway line |
| DE19719757B4 (en) * | 1997-05-10 | 2006-06-01 | Gerd Prof. Dr.-Ing. Gudehus | Method for reducing track bed shafts |
| DE19744318C1 (en) * | 1997-10-08 | 1999-05-27 | Juergen Kretschmar | Earth barrier fixing for railway cutting |
| DE20215204U1 (en) * | 2002-10-01 | 2002-12-05 | Markus Wolfgang | Novel system Fixed carriageway for rail traffic |
-
2006
- 2006-01-17 DE DE200610002375 patent/DE102006002375B3/en not_active Expired - Fee Related
-
2007
- 2007-01-17 CA CA002637208A patent/CA2637208A1/en not_active Abandoned
- 2007-01-17 WO PCT/DE2007/000109 patent/WO2007082519A1/en active Application Filing
- 2007-01-17 EP EP07711153A patent/EP1974099A1/en not_active Withdrawn
Also Published As
| Publication number | Publication date |
|---|---|
| WO2007082519A1 (en) | 2007-07-26 |
| EP1974099A1 (en) | 2008-10-01 |
| DE102006002375B3 (en) | 2007-07-19 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FZDE | Discontinued |
Effective date: 20130117 |