EP0424223B1 - Process for the rapid construction of two superimposed roadways with a structure placed on the existing road without hindering the traffic - Google Patents

Description

The present invention relates to the rapid transformation of a motorway (or road) which has at least three lanes in each direction, to increase the flow capacity. It is transformed into a highway with 2 x 2 lanes in each direction: 2 reduced gauge lanes reserved for passenger cars, 2 lanes with unchanged gauge for current traffic.

Other inventions have been proposed which were also intended to increase the capacity of a road (or a highway).

Thus the patent GB.A.1030949 describes a prefabricated structure which comes to adapt to an existing road and its shoulders. However, this structure is supported by support points which are anchored to foundations across the existing roadway, thus neutralizing traffic for the duration of the work. In addition, the side tracks develop on the shoulders, which in some cases requires land acquisitions. Finally, the design of the process is such that the finished work does not allow vehicles to overtake one which is broken down; there is a clear annoyance there for the flow of traffic.

Similarly patent FR.A.1 431 771 was also designed to increase the flow of a road (or a motorway). However, it should be noted that the transformation was obtained after major civil engineering work, long and expensive, on the very right of way of the road. This, for the duration of the work is completely closed to traffic. In addition, such works, being specific to each site, their cost is very high and their use over long distances would quickly become prohibitive.

The solutions which have just been presented do not make it possible to solve the problems of a Client who would like to increase the capacity of a motorway without being pushed into land acquisitions and who would, despite everything, be limited to a budget minimum.

This is why the present invention aims to allow the transformation of a motorway (or road), on the one hand without requiring necessarily costly land acquisitions and often even impossible in an urban environment by nature very sensitive, on the other hand without disturbing the circulation, which continues, during the implementation of the invention, to flow as before.

• on utilise des éléments préfabriqués en forme de caissons comprenant chacun une dalle-radier inférieure en béton armé en plus de la dalle supérieure ci-dessus et deux parois latérales ajourées, cette dalle-radier étant destinée à constituer une dalle inférieure de roulement,
• on pose directement chaque caisson, par sa dalle-radier directement sur la voie existante, sans travaux préalables de fondation ou autre à travers celle-ci,
• on réalise l'adhésion de la dalle-radier avec la chaussée existante au moyen d'un mortier à prise rapide qui sert d'interface,
• on bloque éventuellement la dalle-radier avec la chaussée existante par cloutage.

To this end, the subject of the invention is a method of rapid transformation of an existing motorway or road, in order to increase the traffic capacity thereof, method consisting in placing a series of elements on the central part of this motorway (or road). prefabricated, each comprising an upper slab intended to constitute an additional track and then to assemble them, process characterized in that:

• prefabricated elements are used in the form of boxes, each comprising a lower slab in reinforced concrete in addition to the upper slab above and two perforated side walls, this slab is intended to constitute a lower rolling slab,
• each caisson is laid directly, by its slab-raft directly on the existing track, without prior foundation or other work through it,
• the adhesion of the slab-raft with the existing pavement is achieved by means of a quick-setting mortar which serves as an interface,
• the slab-raft may be blocked with the existing pavement by studding.

The invention also relates to the prefabricated elements for implementing the transformation process. These elements each include an upper slab intended to constitute an additional rolling track, and which is supported by perforated side walls, characterized in that each of these prefabricated elements consists of a reinforced concrete box or a mixed steel structure- reinforced concrete, comprising a lower slab slab in addition to the upper slab and the two perforated side walls, this slab slab serving both to constitute a lower track and to ensure the distribution of the loads of the box in service on the existing pavement

The box is placed on the track bordering the central reservation and part of it, so that the slab slab is supported on its entire surface. This installation is done without it having been necessary beforehand to interrupt the circulation to execute foundations through the existing pavement.

The homogeneous distribution of raft loads on the roadway is achieved through the use of a mortar; it is quick-setting because a few hours after pouring, circulation is restored on the slab.

A studding is possibly carried out through the slab-raft to avoid any sliding of the work which would be caused by the untimely shock of a clueless "Heavyweight".

The boxes are prefabricated in the factory, in a relatively economical way, thanks to the use of proven prefabrication techniques commonly used in the building industry.

The invention finally relates to the laying machine for implementing the method. It is a machine which consists of a mobile frame mounted on skids and on wheels comprising, on the one hand, two horizontal beams situated at a height greater than that added to the boxes and the transport trailer, height also less than that of the bridges. overhanging the highway, and on the other side support pillars of these beams, which have a spacing greater than the width of a car, while the two beams serve as running rails for a carriage which moves in the longitudinal direction to lift, transport and then place the prefabricated element in its final location.

• la figure 1 est une coupe de l'autoroute à transformer,
• la figure 2 est une coupe de cette autoroute dans laquelle le terre-plein a été supprimé et remplacé par le complexe de constitution des deux chaussées adjacentes,
• la figure 3 représente la pose d'un élément préfabriqué à coté d'un élément déjà en place,
• la figure 4 illustre l'ouvrage en service provisoire,
• la figure 5 montre l'ouvrage en service définitif,
• les figures 6 et 7 forment une coupe transversale des caissons S et T juxtaposés,
• la figure 8 est une coupe longitudinale montrant le principe de raccordement d'un élément aval sur un élément amont,
• la figure 9 est une coupe sous un pont comportant une pile centrale,
• la figure 10 est une coupe de l'ouvrage après mise en place des glissières de sécurité et des écrans anti-bruit des voies supérieures ainsi que des lampadaires,
• la figure 11 montre le transfert de circulation entre les caissons S et T
• la figure 12 est une coupe de deux caissons R juxtaposés (R gauche et R droite),
• la figure 13 est une vue en plan de la longrine qui transmet au radier les charges transmises par les poteaux,
• la figure 14 est la coupe de 2 caissons P juxtaposés,
• la figure 15 est une coupe de 2 caissons C juxtaposés,
• la figure 16 montre, en plan, les assemblages des caissons P et C, à gauche en service, à droite pendant la mise en oeuvre,
• la figure 17 est une coupe de deux demi-coques D superposées,
• la figure 18 est un schéma des pièces de raccordement pour l'utilisation de caissons standard lors des courbures de l'autoroute,
• la figure 19 est un schéma des pièces de raccordement pour les changements de pente,
• la figure 20 est un schéma de principe des caissons en dévers,
• les figures 21 22 23 24 montrent le principe de la machine de pose des caissons S T R P C,
     figure 21 coupe longitudinale
     figure 22 vue en plan
     figure 23 coupe transversale pendant la pose des caissons (nuit)
     figure 24 coupe transversale pendant l'ouverture provisoire (jour),
• la figure 25 montre un schéma de principe de pose des caissons D

However, other particularities and advantages of the invention will appear during the following descriptions from the drawings appended for information, in which:

• FIG. 1 is a section of the highway to be transformed,
• FIG. 2 is a section of this highway in which the median has been removed and replaced by the complex of construction of the two adjacent carriageways,
• FIG. 3 represents the installation of a prefabricated element next to an element already in place,
• FIG. 4 illustrates the structure in temporary service,
• FIG. 5 shows the structure in final service,
• FIGS. 6 and 7 form a cross section of the juxtaposed boxes S and T,
• FIG. 8 is a longitudinal section showing the principle of connection of a downstream element on an upstream element,
• FIG. 9 is a section under a bridge comprising a central pier,
• FIG. 10 is a section of the structure after the installation of the safety barriers and the noise barriers of the upper tracks as well as the lampposts,
• figure 11 shows the transfer of circulation between the boxes S and T
• FIG. 12 is a section of two juxtaposed boxes R (R left and R right),
• FIG. 13 is a plan view of the sill which transmits the loads transmitted by the posts to the raft,
• FIG. 14 is a section through two juxtaposed P boxes,
• FIG. 15 is a section through two juxtaposed C boxes,
• FIG. 16 shows, in plan, the assemblies of the boxes P and C, on the left in service, on the right during the implementation,
• FIG. 17 is a section through two superimposed half-shells D,
• FIG. 18 is a diagram of the connection parts for the use of standard caissons during bending of the highway,
• FIG. 19 is a diagram of the connection pieces for the changes in slope,
• FIG. 20 is a block diagram of the canted caissons,
• FIGS. 21 22 23 24 show the principle of the machine for installing the STRPC boxes,
  figure 21 longitudinal section
  figure 22 plan view
  figure 23 cross section during installation of the boxes (night)
  figure 24 cross section during the temporary opening (day),
• Figure 25 shows a schematic diagram of installation of D boxes

The invention originates in the following observations;

• 1. Many roads and motorways, especially around large cities, are saturated for several hours a day, while only supporting reduced traffic at night.
• 2. The situation can only get worse and sooner or later it will have to be reinforced, at least if we want to preserve the economic tool they represent.
• 3. These roads and motorways are traced in the middle of highly urbanized areas and any land acquisition with a view to widening them, on the one hand would come up against exorbitant costs, on the other hand would risk posing insoluble environmental problems,
• 4. The roadway, as well as the structures of these roads and motorways were designed in dimensions to allow the passage of large vehicles, and in resistance to support at each of their point very heavy loads.
• 5. The lane bordering the central reservation (in France that on the left) is generally prohibited for the circulation of "Heavy goods vehicles" or could be it without embarrassment for the traffic, all the more that this would be improved otherwise.
• 6. All the traditional works undertaken on roads and motorways quickly cause congestion and blockages which are more and more unbearable for users.

On the basis of these observations, the use of the invention is as follows:

• 1. The implementation works, as well as the preparatory works below are carried out during a period to be defined, at off-peak hours of the night, for example between 10 pm and 6 am. The lane bordering the central reservation in each direction is closed to traffic during this period and opened again at the end of it.
• 2. Execution of preparatory works: removal of the central reservation (1) and implementation at its location (2) of a complex of the same composition as that of the adjacent roadways; transformation of networks, rainwater, lighting, signage.
• 3. Installation on the median strip thus prepared and the two adjacent tracks, of prefabricated caissons (3 and 4), the stresses of which, on load, on the ground will remain lower than those brought by the traffic of "Heavy goods vehicles"
• 4. Execution of connection and sealing work on the caissons.
• 5. From the next day, private cars can travel on the lower tracks (Figure 4) in the same way as they did before the start of work.
• 6. At the end of the execution of the work (Figure 5), the two upper tracks (5) are open to traffic in one direction, while the two lower tracks (6) are open in the other.

The principle of the invention is therefore to place prefabricated caissons in series, assembled together and made integral with the existing roadway. There are several types of boxes (STRPCD), the combinations of which make it possible to compose a project conforming to the specifications of the Client. These boxes are represented in the following figures: S (fig. 6) T (fig. 7) R (fig. 11) P (fig. 14) C (fig. 15) and D (fig. 17).

The S box (single box) is a single channel box. It consists of a slab-raft (7) which, on the one hand resting at each of its points on the pavement ensures a homogeneous distribution loads of the box, on the other hand constitutes the roadway of the lower level, of an external wall (8) which is more or less perforated to provide ventilation and reinforced at its base on the external side to serve as a safety barrier, d 'an inner wall (9) also perforated, which two walls support an upper slab (10) which will serve as a second track. The box is placed on a mortar bath (11) poured directly onto the floor; this mortar allows the loads transmitted by the raft to be evenly distributed; it is quick-setting because the cars must take the lower track after a few hours. For the convenience of upgrades (see fig. 8), the raft rests upstream on an overhang (12) of the raft of the previous box and downstream on adjustment cylinders (13); the mortar is then injected into holes (14) reserved during the prefabrication. If the adhesion provided by this mortar is deemed insufficient to withstand the lateral impact caused by a clueless "Heavyweight", a studding is carried out by pouring reinforced concrete through the slab in a borehole of a few tens of centimeters in the existing pavement (15). The box S is juxtaposed, in principle to a box T (see FIGS. 6 and 7), possibly to a box S, in particular under a bridge which rests on a central stack (see FIG. 9). The lateral assemblies (16) are carried out with the juxtaposed box and the longitudinal assemblies (17) with the upstream box. These assemblies can be of several types; metallic, reinforced concrete or prestressed concrete. These can be assemblies intended to ensure only a simple connection with the neighboring box; it can also be loops intended to make a chain of several boxes monobloc; prestressing ducts (18) will then have been placed, during the prefabrication, in the slabs of the caissons. Subsequently, a bituminous mat (19) is poured and the safety barriers (20), the noise barriers (21) and the public lighting (22) are put in place. To ensure smooth circulation, the minimum width recommended for the tracks (23) is at least 2.40 meters; that between walls (24) of 2.80 meters; the overall width (25) is 3.50 meters. Of course these dimensions can be increased if the width of the rights of way allows. The minimum height (26) is 2.10 meters and can be slightly increased between the bridges and even possibly under them, if they are higher than normal. The overall length (fig. 8 -27) is maximum 2.45 meters so that the boxes can be transported from the prefabrication plant without having to use special transport; it will be the same for the other boxes.

Box T (sidewalk box) (Figure 7) is a single track box, bordered by a sidewalk (28), whose minimum width (29) is 2.00 meters. Its minimum overall width (30) is 5.30 meters. For the rest, its composition is that of the box S. The boxes S and T are used placed in juxtaposition (Figures 6 7 11). So that the vehicles circulating in the boxes S (31) can have the sidewalk of the box T (32), the relative position of the boxes S and T must be alternated. The connection zone between the sections ST and TS is obtained at using R-boxes.

The box R (connection box) is a box whose slabs are trapezoidal and the inner wall consists of a post (35) and sill (36) and beam (37) embedded in the pavement of the slabs. There are in fact two types of R boxes: the left R box (Rg) (33) and the right R box (Rd) (34). The short side of the Rg box adapts to an S box; the long side of the Rd box to a T box; the other two sides fit together. The R boxes have an external wall similar (8) to the previous boxes. During the prefabrication, a gutter (38) is reserved in the sidewalk of the upper slab to receive a pre-stressed or not poured reinforced concrete beam after the installation of the 4 adjacent R caissons; this beam is intended to distribute the posts of the upper sidewalk slab over the posts. In the same way a gutter (39) is reserved in the sidewalk of the slab-raft to receive a sill of reinforced concrete, pre-stressed or not, also cast after installation. This sill is intended to distribute in the raft the loads transmitted by the posts. It was necessary for the handling of the boxes to adapt temporary props (40); these remain in place for the duration of the setting of the concrete; their location is designed so as not to hinder temporary daytime traffic.

The P-box (post box) (Figure 14) is a box which is assembled laterally to a P-box and longitudinally to another P-box and a C-box (Figure 16). There are two types of P boxes, Pg and Pd. By grouping 4 P boxes and 2 C boxes, we obtain a central sidewalk accessible from both sides. (The advantages and disadvantages compared to the solution provided by the use of STR boxes will be defined below). The composition of these caissons is similar to that of the R caissons with the squaring near the beams and beams, it being further specified that these are no longer oblique, but parallel to the outer walls.

Box C (box in the form of C) is a half box which assembles (41) to a box C (41) and is placed between two boxes P (42). It is intended to give sufficient spacing between the posts of the P boxes. Its composition is that of the P box where the post would have been removed.

There are therefore two solutions for creating structures with 2 x 2 lanes of traffic and a central sidewalk. The combined use of STR boxes or that of P and C boxes. In the first solution, the sidewalk is only accessible from tracks S after a maneuver, without any particular difficulty, the duration of which depends on the distance chosen between the connection areas (R boxes). If this distance is 5.00 meters, ie the length of a car, the difficulty is the same as in configuration P C. In fact for reasons of economy and speed of implementation, we would have interest in choosing a longer distance, for example 15 or even 20 meters. Indeed, because of the need for beams and beams in the R boxes, these are more expensive to use and longer to implement. For the above reason the use of the PC configuration, a priori more comfortable, is also more expensive and slower to execute.

In the above configurations, the cars run on two single lanes connected by a sidewalk which allows them to be changed at reduced speed. At regular intervals, it may be desired to allow cars to change lanes at normal speed. We will use boxes of a particular type, boxes D.

Box D (double channel box) (Figure 17) is made up of two inverted and superimposed half-shells. Box D consists of a slab-raft (43), two superimposed half-walls (44 and 45), rigidly assembled (46) by mechanical systems, or in prestressed concrete or not, and a upper slab (47). The width of the two tracks (48) is at least 6.00 meters and the overall width (49) of 7.60 meters. The use of D boxes is advantageous because it allows changing lanes at constant speed; it would therefore seem more interesting than the previous ones. However, it has three drawbacks: 1) being considerably heavier than the previous ones, it can only be used where the load-bearing capacity of the roadway allows it, which in principle excludes bridges. 2) it is for this reason clearly more expensive and slower to implement. 3) When a car is stopped on a lane, only one remains open to traffic. In the previous configurations (STR or PPC), it is enough to push the vehicle onto the sidewalk to immediately have the two lanes.

Connection pieces (figure 18 - 50) glued at the factory to the standard box slabs, allow adaptation to the curvatures of the highway. Other parts (Figure 19 - 51) similarly allow adaptation to changes in slope.

Special caissons , the principle of which is shown diagrammatically in FIG. 20, allow adaptation to a superelevation which could not have been absorbed by "playing" on the thickness of the interface mortar or the layer of bituminous concrete.

The STRPC boxes are installed by means of a machine, the principle of which is illustrated in FIGS. 21, 22, 23 and 24. It is a self-propelled machine (52) consisting of a frame (53), mounted on skids (55 ) actuated by jacks for the working and rest position, and on wheels (56) for its movements. It is designed to pass under the bridges (57) overlooking the motorway. Outside operating hours a car easily passes under its uprights (54). In the upper part two horizontal beams (58) allowing the movement of the carriage which lifts the box of its trailer (61) in front of the laying machine, moves it, makes it undergo a rotation of 90 ° (62) and puts it to its final position. After installation, the machine advances by one length of box and the cycle begins again. In principle two machines work side by side, and more precisely with a slight offset. Two machines must be able to place boxes over lengths of 25 to 50 meters per night. On the internal face of the frame, vertical rollers (63) are placed, in order to absorb shocks during handling and possibly cars during daytime traffic.

The D boxes are installed using traditional machines, according to a procedure which respects the principle: no congestion of the tracks which remain in service all night, and not overflight of these tracks by the boxes. Figure 25 is a diagram of this principle. 1st cycle (67): the box is lifted from its trailer (68) by the mobile crane (69). 2nd cycle (70): the box is placed in the axis of the structure (71). 3rd cycle (72): the box is subjected to a 90 ° rotation. 4th cycle (73): fitting of the box.

The construction of the exchangers between the tracks created by application of the invention and the rest of the network are very simple works (maximum height 2.50 meters), adapted to each case. They will be built using extensive prefabrication. The existing exchangers do not have to be modified.

The vehicle speed will be limited to 80 km / h (urban limitation). There is also reason to think that the fact of circulating in a kind of tube and the impossibility of frequently changing lanes will make traffic fairly fluid.

Claims (14)

1. A method for the rapid transformation of motorways or existing roads, in order to increase traffic capacity, a method consisting of laying a series of elements on the central section of this road or motorway, each element comprised of an upper slab intended to constitute an additional roadway, then to assemble them, a method characterized in that:

   - it uses precast elements (3 and 4) in the form of caissons, each one including an RC lower base slab (7) in addition to the upper slab above (10) and 2 openwork side walls (8) and (9), this base slab is designed to constitute a lower roadway,

   - each caisson (3 and 4) is laid on its base-slab (7) directly on the existing lane without any prior foundation work, or other work crossing the lane.

   - bonding the base-slab to the existing roadway is accomplished with a quick-setting mortar (11) which serves as interface,

   - the base-slab may be fixed to the existing road by nailing (15),
2. Method as in claim 1 for rapid transformation of a motorway or road having at least 3 lanes in each direction, a method characterized in that:

   - on the central reservation (1,2) and the lanes which border it, a series of precast transformation caissons are arranged so as to form 2 rows bracketed by said caissons,

   - and the traffic in the same direction is assigned the 2 additional lanes thus obtained on the upper section, while the traffic in the opposite direction is assigned the 2 lanes constituted below the latter.
3. Method according to claim 2, characterized in that communication passages (33) and (34) are laid out and parking areas (65 and 66) between the 2 additional lanes (31, 32 and 64) obtained in the lower section and other similar communication passages, as well as off-motorway parking areas, are laid out above the latter.
4. Method as in claim 1, characterized in that the transverse (16), and longitudinal (17) assemblies, as well as the assemblies which are both transverse and longitudinal (36) and (37) are ensured by prestressed, or unstressed RC connections.
5. Method as in one of the preceding claims, characterized in that:

   - on the lane to be transformed and in front of the section being transformed, an installation machine for laying the precast elements (52) is placed, made up of a frame (53) which straddles this lane and which includes vertical uprights (54) between which a motorcar can pass, 2 upper beams (58) carrying a mobile bogie (59) moving in a longitudinal direction which will serve to move and set these elements in place,

   - the precast elements (3 and 4) are carried by a transport vehicle (61) in front of this laying machine, on the lane being transformed,

   - the raising and positioning of each element (3 and 4) is carried out by suspending it from the bogie of this machine, then moving it from front to back between the uprights (54) of said machine, in order to set it down, after a rotation of 90° (62) just in front of the other elements already set in place.
6. Precast element for execution of the transformation method according to one of the preceding claims, each one including an upper slab intended to constitute an additional lane of traffic, and which is supported by openwork side walls, characterized in that each of these precast elements (3 and 4) is constituted of an RC caisson or a mixed RC-steel structure, consisting of a lower base slab (7) in addition to an upper slab (10) and 2 openwork side walls (8 and 9), this base-slab serving both to constitute a lower traffic lane, and ensure distribution of the service caisson loads on the existing roadway.
7. Precast elements according to claim 6, characterized in that the latter are equipped, during their precasting, of connection devices designed to subsequently permit these elements, to be assembled together.
8. Precast elements according to claim 6, characterized in that the latter may be equipped in the plant with connecting pieces intended to adapt the work made up of these elements to the curves (50) or grade changes (51) of the existing motorway or road.
9. Precast elements according to claim 6, characterized in that some of them have their slabs inclined laterally in order to permit adaptation to any banking of the existing motorway or road.
10. Precast elements as in one of the claims from 6 to 9, characterized in that some of these elements (33, 34; 41, 42) are arranged to permit the transfer of the traffic between the lane obtained using these elements and that of juxtaposed elements.
11. Precast elements as in one of the claims from 6 to 10, characterized in that certain, at least (3) of these elements are wider than the others, and that their upper slab (10), as well as their lower slab (7), have, in addition to the corresponding traffic lane (64), a section of the sidewalk (65) bordering the latter and which is slightly raised, designed, after pairing, to permit the temporary parking of a disabled motorcar, or an overtaking manoeuvre at reduced speed of any motorcar which might find itself disabled on the traffic lane.
12. Precast elements as in one of the claims from 6 to 10, characterized in that they include a width such that each of their two superimposed slabs (7 and 10) includes a traffic lane (64) and an intermediary half-sidewalk for parking (66) such that after lateral assembly, a complete parking sidewalk is created.
13. Variant of the precast elements as in claim 10, characterized in that each caisson is constituted by the superposition of 2 complementary shells, one of which includes the base-slab (43) and the other the upper slab (47), these 2 shells also include the complementary sections of the side walls (44 and 45), shells designed to be superimposed and assembled (46) to reconstitute a single unit caisson.
14. Machine for installing the method as in one of the claims from 1 to 5, characterized in that it consists of a mobile frame (53) mounted on skids (55) and on wheels (56) including two horizontal beams (58) located at a height greater than that added by the caissons and the transport trailer (61), a height also lower than that of the bridges (57) passing over the motorway, and side uprights (54) to support these beams, which are spaced farther apart than the width of a motorcar, while the 2 beams (58) serve as a rail for the bogie (59) which is moved longitudinally to lift, transport, and then set the precast element in its final position.

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