EP0663470B1 - Procédé d'obtention d'une superstructure de voies ferrées - Google Patents

Procédé d'obtention d'une superstructure de voies ferrées Download PDF

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Publication number
EP0663470B1
EP0663470B1 EP94120161A EP94120161A EP0663470B1 EP 0663470 B1 EP0663470 B1 EP 0663470B1 EP 94120161 A EP94120161 A EP 94120161A EP 94120161 A EP94120161 A EP 94120161A EP 0663470 B1 EP0663470 B1 EP 0663470B1
Authority
EP
European Patent Office
Prior art keywords
concrete
track
bed
broken stones
trough
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.)
Expired - Lifetime
Application number
EP94120161A
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German (de)
English (en)
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EP0663470A1 (fr
Inventor
Dipl. Ing. Gerd Barnahl
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Heitkamp Rail GmbH
Original Assignee
Bauunternehmung E Heitkamp GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority claimed from DE19944401260 external-priority patent/DE4401260C1/de
Application filed by Bauunternehmung E Heitkamp GmbH filed Critical Bauunternehmung E Heitkamp GmbH
Publication of EP0663470A1 publication Critical patent/EP0663470A1/fr
Application granted granted Critical
Publication of EP0663470B1 publication Critical patent/EP0663470B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • E01B29/00—Laying, rebuilding, or taking-up tracks; Tools or machines therefor
    • E01B29/005—Making of concrete parts of the track in situ
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B1/00—Ballastway; Other means for supporting the sleepers or the track; Drainage of the ballastway
    • E01B1/001—Track with ballast
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B1/00—Ballastway; Other means for supporting the sleepers or the track; Drainage of the ballastway
    • E01B1/002—Ballastless track, e.g. concrete slab trackway, or with asphalt layers
    • E01B1/007—Ballastless track, e.g. concrete slab trackway, or with asphalt layers with interlocking means to withstand horizontal forces
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B1/00—Ballastway; Other means for supporting the sleepers or the track; Drainage of the ballastway
    • E01B1/008—Drainage of track
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B1/00—Ballastway; Other means for supporting the sleepers or the track; Drainage of the ballastway
    • E01B1/002—Ballastless track, e.g. concrete slab trackway, or with asphalt layers
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2204/00—Characteristics of the track and its foundations
    • E01B2204/01—Elastic layers other than rail-pads, e.g. sleeper-shoes, bituconcrete
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2204/00—Characteristics of the track and its foundations
    • E01B2204/03—Injecting, mixing or spraying additives into or onto ballast or underground
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2204/00—Characteristics of the track and its foundations
    • E01B2204/07—Drainage
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2204/00—Characteristics of the track and its foundations
    • E01B2204/10—Making longitudinal or transverse sleepers or slabs in situ or embedding them
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2204/00—Characteristics of the track and its foundations
    • E01B2204/13—Dowels for slabs, sleepers or rail-fixings

Definitions

  • the invention relates to a method for producing a superstructure for railway tracks, in particular for lines for high speeds and loads, with a concrete trough laid in the track direction with a U-shaped cross section and a ballast bed and track grating arranged therein.
  • a known method of this type according to DE 41 00 881 A1 discloses prefabricated parts which can be lined up in the track direction and can be laid in a curve, which form the concrete trough, in which the track grating is arranged on a resilient ballast bed.
  • the resilient ballast bed is compacted with plastic at least on its surface.
  • An expensive synthetic resin or a multi-component adhesive is proposed as plastic.
  • This superstructure is associated with the disadvantage of a homogeneity which changes as a result of slurries, and with a bond between the ballast bed and the inner surface of the concrete trough, which considerably hampers repair work.
  • the method of manufacture of this superstructure is essentially based on the construction principle of the "Rheda / Sengeberg" type.
  • a Prefabricated track grate consisting of rails, prestressed concrete sleepers and reinforcement, aligned with the help of spindles on a previously prepared concrete support plate and concreted in.
  • the rail deflection required to distribute the traffic load over several sleepers is achieved by means of an elastic rail fastening.
  • a method for the production of a superstructure of the type mentioned in which the concrete trough consists of prefabricated reinforced concrete parts of approximately 2 m in length, in which a concrete insole as a support and thereafter for absorbing transverse forces after the use of an internal formwork from pre-cast reinforced concrete parts in-situ concrete is used to stiffen the side walls.
  • This time-consuming production does not only require at least four individual parts for the concrete trough, but also a very precise surface of the concrete inner shell as a support for the track grate.
  • the ballast bed which is resilient due to its cavities, requires regular maintenance, especially at high speeds and loads, since the position of the track grate and / or the homogeneity of the ballast bed changes due to slurries.
  • the overlying dust of the ballast bed affects the eddy current brakes of high-speed trains when braking.
  • the invention has for its object to provide a method for producing a superstructure for railway tracks of the type mentioned, which can be installed and repaired with the conventional superstructure equipment, in which all work can be carried out without using a second track are, which allows a preload by rolling traffic and guarantees a final completion within a relatively short period of time.
  • the concrete trough consisting of reinforced in-situ concrete is provided below the tracks with a respective threshold support projecting from the level of the sole surface of the concrete trough and that after the alignment of the track grate, the cavities in the compacted crushed stone with a mortar suspension to form a rigid Ballast bed are filled. Due to the threshold supports protruding from the bottom surface of the concrete trough, the track grate can be placed very precisely on a defined base surface and the route can be traveled on the same track section with the conventional superstructure equipment in the form of measuring, straightening and adjusting wagons as well as the usual tamping machines, without a parallel one Neighboring tracks are required.
  • ballast is compacted to such an extent that driving on it does not result in any changes in the track position and that a preload due to rolling traffic is possible.
  • ballast masses are advantageously profiled, that is to say the ballast is distributed in such a way that it is flush with the upper edge of the threshold, if this is desired.
  • a minimum concrete quality of B 25 is advantageously used for the concrete trough.
  • the sleeper support has a defined bearing surface and protrudes at least 20 mm above the level of the sole surface of the concrete trough. This means that it can be handled comfortably with conventional superstructure equipment during ballast.
  • the concrete trough is advantageously provided on its underside for anchoring with the substructure with dowel teeth.
  • the side walls of the concrete trough are at the level of the sole surface with openings that can be closed by plugs for drainage during the Gravel provided. Before filling the cavities in the ballast bed by filling in a mortar suspension, these openings must be closed by the plugs.
  • Dowel-like sealing plugs made of an elastomeric material are suitable for this.
  • the concrete trough is provided with expansion joints that run transversely to the direction of the track and are sealed watertight with a sealant.
  • the sealant advantageously consists of an elastomeric and polymeric joint tape, as is common in construction technology.
  • this release agent is intended to be a hydraulic connection between the mortar suspension and the Prevent the inside surface of the concrete pan.
  • This release agent will advantageously be formed from a permanent contact of the mortar suspension on the inner surface of the concrete trough, for example from a bitumen, or from a thin PE film that allows a force transmission of the ballast to the inner surface of the concrete trough, which, however, also makes contact the mortar suspension with the inner surface of the concrete pan prevented.
  • the section in question within the concrete trough which consists of a layer of ballast bound by mortar suspension and the track grate, can be completely removed after cutting with a diamond saw or a similar separating device and replaced with a new track grate with new gravel and a new mortar suspension filling will.
  • the route can be used again by train traffic with a minimum height of 10 cm below the prestressed concrete sleepers.
  • the earth's body can re-compact under railway conditions.
  • the ballast bed can be corrected again by correcting it. Only then is the ballast filled with the mortar suspension. This ensures that the adjustment options of the rail fastening are not fully utilized at an early stage. Only after waiting for the settlement time can then in relative short construction time of only a few hours with, for example, a quickly hardening grout, the cavities of the ballast bed are poured or filled in the manner already described.
  • the level of the mortar suspension is generally level, both for such repair work and for a new installation. For this reason, the mortar suspension must be introduced in sections into the ballast bed in the case of track systems with a high cant to ensure even filling of the cavities.
  • the mortar suspension retains a setting agent which prolongs its setting process, so that operations - aligning the track grating and compacting the ballast - can be carried out in a timely manner before the setting process of the mortar suspension begins.
  • the ballast bed is provided with reinforcement according to an advantageous development of the invention.
  • This reinforcement advantageously consists of several rows of steel bars that are laid in the direction of the track and run parallel to one another and penetrate the sleepers in recesses or through openings.
  • the steel bars are endless welded together and arranged so that they cannot be damaged by the tamping machine.
  • a concrete trough 2 is arranged in the track direction according to arrow 3a, which is known in its U-shaped cross-sectional shape from the "Rheda" system.
  • the concrete trough made of reinforced in-situ concrete with a minimum concrete quality of B 25 below the tracks 3 is provided with a threshold support 5 protruding from the level 4a of the surface of the concrete base 4.
  • This sleeper support 5 has a defined bearing surface 5a, which projects at least 20 mm beyond the level 4a of the sole surface of the concrete trough 2.
  • the general reference number 6 is placed on the grid, which consists of the rails 3, the prestressed concrete sleepers 7 and the rail fastening 8.
  • a separating agent 10 which does not prevent the ballast bed 9a from being clamped or clawed (see FIG. 3) with this inner surface 2a is arranged on the inner surface 2a of the concrete trough 2.
  • This release agent 10 is said to consist of one permanent contact of the mortar suspension 14 on the inner surface 2a of the concrete trough 2 preventing spraying agents, e.g.
  • a bituminous layer or are formed by a thin PE film, which allows a force transmission of the ballast bed 9a to the inner surface 2a of the concrete trough 2, but which is likewise not permanent Allows contact of the mortar suspension 14 on the inner surface 2a of the concrete trough 2.
  • the concrete trough 2 On its underside 2b, the concrete trough 2 is connected to the substructure 1 by means of dowel teeth 11 in a square truncated pyramid shape (see FIGS. 1 to 5 in connection with FIG. 7).
  • openings 12 are provided for drainage at the level of the plane 4a of the sole surface with openings 12 that can be closed by elastomeric plugs 13. Through these openings 12, the concrete trough 2 can be drained during the construction phase. However, before the mortar suspension 14 according to FIGS. 4 and 5 is introduced, these openings 12 must be closed by these plugs 13 in order to prevent the mortar suspension from flowing off.
  • the track gratings 6 are only put on when these reinforced concrete troughs 2 have reached the necessary strength, which is usually the case after 28 days.
  • these concrete troughs 2 are provided with expansion joints 18 (see FIG. 7) which are sealed with known elastomeric and polymeric joint tapes.
  • Track gratings 6 are installed in the concrete trough prepared in this way.
  • the track gratings 6 are installed with the conventional superstructure equipment, all of which can be moved on the track.
  • the track grate 6 consists of the rail shape specified by the client and the prestressed concrete sleepers 7 located on these rails 3. These prestressed concrete sleepers 7 also require no special pretreatment.
  • the special wagons with the ballast 9 are then pulled over this track grating 6 and the concrete trough 2 is filled with the required ballast height, which is at least 10 cm below the prestressed concrete sleepers 7. All grits can be used in accordance with DB regulations. They are only to be installed oil-free and dust-free in order to ensure intensive contact and thus complete filling of the cavities of the ballast 9 with the mortar suspension 14.
  • a tamping machine travels over the track grate 6, which is so ballasted, and pulls the track grate up only 5 cm, so that the first ballast stones can fall under the sleepers.
  • the raised track grate 6 is now with a tamping machine by one
  • the tamping operation has been raised to the exact prescribed height.
  • the ballast 9 is compacted to such an extent that driving on the track grille 6 does not result in any change.
  • the ballast 9 is profiled, that is to say it is distributed until it ends with the upper edge 7a of the prestressed concrete sleepers 7. Thereafter, the ballast bed 9a formed by the ballast 9 is checked and removed by the client.
  • This mortar suspension 14 can consist of a cement suspension or another suitable hydraulic binder. The following design variants are possible when backfilling the ballast 9 and backfilling or casting the mortar suspension 14:
  • the ballast bed 9a closes on its surface 9b both with the upper edge 7a of the prestressed concrete sleeper 7 and with the upper edge 2d of the two side cheeks 2c of the concrete trough 2.
  • the ballast bed 9a is poured with the mortar suspension 14 in such a way that the ballast structure remains visible in the vicinity of the surface 9b and thus has a sound-absorbing effect.
  • the ballast 9 is not installed up to the upper edge 7a of the prestressed concrete sleeper 7, but ends a few centimeters below the surface 7a of the Prestressed concrete sleeper 7.
  • the mortar suspension 14 can be provided with a level 14a after it has been cast, which forms a closed, flat surface 2d, 7a, 14a with the surface 7a of the prestressed concrete sleeper 7 and the adjacent surfaces 2d of the side walls 2c.
  • the level 14a of the mortar suspension 14 is horizontal. With such a position of the concrete trough 2, after the openings 12 have been closed by means of the plugs 13, the cavities within the ballast bed 9a to form a rigid ballast bed 9a can be completely filled with a quickly hardening grout 14. In the case of track systems with large ridges, the mortar suspension 14 is to be introduced in sections into the ballast bed 9a.
  • the superstructure according to the invention requires a drainage device 15 on multi-track lines, which is either of conventional design or can consist of a ballast 16 without grout with the usual drainage channels 17.
  • the particular advantages of the superstructure according to the invention are that all work can be carried out without using a second track as shown in FIG. 6.
  • the installation of the track gratings 6 can be used with the existing equipment without changing the way the track builders work. Aligning the track grate 6 in the ballast bed 9a is known to all track construction companies and is carried out using state-of-the-art equipment.
  • the bringing in the ballast 9 in the concrete trough 2 is done with the special wagons of the railway companies. Conventional crushed stone that does not require special treatment can be used.
  • ballast bed 9a is mortared. In contrast to the entire state of the art, this load can be preloaded by rolling traffic.
  • driving operation on the superstructure can be started after only 3 to 4 hours.
  • the superstructure is provided with dowel teeth 11, which consist of square truncated pyramids 11a on the underside 2b of the concrete trough 2, which positively engage in correspondingly designed recesses 11b of the substructure 1 (see FIGS. 1 to 5 and 7 ).
  • the tracks 3 including the ballast bed 9a to the separating layer 10 are cut in sections by means of diamond saws, cutting discs etc. and lifted out by known lifting devices.
  • new track gratings 6 are arranged on the sleeper supports 5, the tracks 3 are welded at the joints and the ballasting of these track gratings 6 is carried out as in the new construction described.
  • the ballast 9 is filled into a rigid ballast bed 9a by means of a quickly hardening grout 14.
  • an advantageous second alternative solution during the repair is the possibility of already pre-grouted Insert gravel, which is then provided with a setting retarder, in order to be able to carry out the repair work for aligning and compacting before the setting process begins. Particularly in the case of short-distance repair work, this can then be carried out in a single time interval.
  • the method according to the invention ensures a superstructure both on bridges and in tunnels, which due to its low overall height forms a particularly advantageous alternative to the embodiments of the prior art.
  • the prestressed concrete sleepers 7 in the exemplary embodiment of FIGS. 9 to 11 are provided with a plurality of through openings 19 running parallel to one another in the track direction according to the double arrows 3a, through which the Steel rods 20 are passed through and then welded together endlessly. These steel bars 20 are shown in FIG. 11 with bold, dashed lines.
  • the track gratings 6 are lashed and filled with ballast in the manner described above.
  • this composite system 6, 7, 9a, 14, 20 prevents an abrupt lowering of the track grating 6.
  • recesses on the underside 7b of the prestressed concrete sleepers 7 can also occur if and insofar as the resulting notch effects are compensated for either by reinforced reinforcement of the prestressed concrete sleepers 7 themselves or by a greater thickness or by other measures.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Railway Tracks (AREA)
  • Pressure Welding/Diffusion-Bonding (AREA)
  • Forging (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Claims (21)

  1. Procédé de fabrication d'une superstructure de voies ferrées, notamment de voies à vitesse et sollicitations élevées, comportant une cuve en béton armé ayant une section en forme de U, qui est arrangée selon la direction de la voie, et dans laquelle sont contenus un lit de pierraille et une stucture de voie,
    caractérisé en ce que la cuve en béton (2) constituée de béton armé coulé sur place, agencée sous la voie (3) est munie de chaque fois un appui de traverse (5), saillant sur le plan (4a) de la surface supérieure du fond de la cuve en béton (2) et en ce qu'on comble les creux dans le lit de pierraille compacté (9) avec une suspension de mortier (14) afin de former un lit de pierraille rigide (9a), après ajustement de la structure de voie (6).
  2. Procédé selon la revendication 1 caractérisé en ce que la cuve de béton (2) présente une qualité minimun de béton de B 25.
  3. Procédé selon la revendication 1 ou 2 caractérisé en ce que l'appui de traverse (5) est muni d'une surface d'appui définie (5a) et fait saillie d'au moins 20 mm sur le plan (4a) de la surface supérieure du fond de la cave en béton (12).
  4. Procédé selon l'une quelconque des revendications 1 à 3 caractérisé en ce qu'un moyen de séparation qui n'empêche pas l'accrochage ou l'agrafage entre la surface interne (2a) de la cuve en béton (2) et le lit de pierraille (9a) est agencé entre ceux-ci (2a,9a).
  5. Procédé selon la revendication 4 caractérisé en ce que le moyen de séparation consiste en un agent pulvérisé (20), par exemple du bitume, qui empêche le contact permanent entre la suspension de mortier (14) et la surface interne (2a) de la cuve en béton (2), ou en une fine feuille de PE qui permet la transmission des forces du lit de pierraille (9a) sur la surface interne (2a) de la cuve en béton (2).
  6. Procédé selon l'une des revendications 1 à 5 caractérisé en ce que la cuve en béton est munie, à sa face inférieure (2b) d'une denture (11) pour l'ancrage dans la fondation (1).
  7. Procédé selon l'une des revendications 1 à 6 caractérisé en ce que les parois latérales (2c) de la cuve en béton (2) sont munies au niveau de la surface supérieure du fond, de perçages (12) obturables par des bouchons élasto ères (13), pour l'évacuation des eaux.
  8. Procédé selon l'une des revendications 1 à 7 caractérisé en ce que la cuve en béton (2) est munie de joints de dilatation (18) transversaux par rapport à la direction de la voie (flèche 3a), qui sont obturés de façon étanche à l'eau par un moyen d'étanchéité.
  9. Procédé selon la revendication 8 caractérisé en ce que le moyen d'étanchéité consiste en une bande de joint en un matériau élastomère et polymére.
  10. Procédé selon l'une des revendications 1 à 9 caractérisé en ce que la structure de voie (6) comporte des traverses en béton précontraint (7).
  11. Procédé selon l'une des revendications 1 à 10 caractérisé en ce que le lit de pierraille (9a) vient à niveau avec la surface supérieure (7a) de la traverse en béton précontraint (7) et avec l'arête supérieure (2d) des deux parois latérales (2c) de la cuve en béton (2).
  12. Procédé selon l'une des revendications 1 à 10 caractérisé en ce que la surface supérieure (96) du lit de pierraille (9) se situe à quelques centimètres en dessous de la surface supérieure (7a) de la traverse en béton précontraint (7) et en ce que, après introduction de la suspension de mortier (14), le niveau (14a) de celle-ci forme une surface plane continue (2d,7a,14a) avec la surfacesupérieure (7a) de la traverse en béton précontraint (7) et les surfaces supérieures (2d) adjacentes des parois latérales (2c).
  13. Procédé selon l'une des revendications 1 à 12 caractérisé en ce que la hauteur (h) du lit de pierraille (9a) en dessous de la traverse en béton précontraint (7) est d'au moins 10cm,
  14. Procédé selon l'une des revendications 1 à 13 caractérisé en ce que le niveau (14a) de la suspension de mortier (14) est ajusté horizontalement.
  15. Procédé selon l'une des revendications 1 à 13 caractérisé en ce que dans le cas de voies assez surhaussées, on introduit la suspension de mortier (14), par tronçons, dans le lit de pierrailles (9a).
  16. Procédé selon l'une des revendications 1 à 15 caractérisé en ce que la suspension de mortier (14) consiste en un coulis de ciment à prise rapide.
  17. Procédé selon l'une des revendications 1 à 15 caractérisé en ce que dans le cas de travaux de réparation, la suspension de mortier (14) contient un agent de retardement de prise.
  18. Procédé selon l'une des revendications 1 à 17 caractérisé en ce que le lit de pierraille (9a) est muni d'une armature(20).
  19. Procédé selon la revendication 18 caractérisé en ce que l'armature consiste en plusieurs séries de barres d'acier (20), agencées parallèlement entre elles, selon la direction de la voie (flèche 3a).
  20. Procédé selon la revendication 19 caractérisé en ce que les barres d'acier (20) traversent les traverses (7) dans des évidements ou perçages (19).
  21. Procédé selon l'une des revendications 18 à 20 caractérisé en ce que les barres d'acier (20) sont soudées entre elles en barres sans fin.
EP94120161A 1994-01-18 1994-12-20 Procédé d'obtention d'une superstructure de voies ferrées Expired - Lifetime EP0663470B1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE19944401260 DE4401260C1 (de) 1994-01-18 1994-01-18 Oberbau für Eisenbahngleise
DE4401260 1994-01-18
DE4439894A DE4439894C2 (de) 1994-01-18 1994-11-08 Oberbau für Eisenbahngleise
DE4439894 1994-11-08

Publications (2)

Publication Number Publication Date
EP0663470A1 EP0663470A1 (fr) 1995-07-19
EP0663470B1 true EP0663470B1 (fr) 1997-03-26

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Application Number Title Priority Date Filing Date
EP94120161A Expired - Lifetime EP0663470B1 (fr) 1994-01-18 1994-12-20 Procédé d'obtention d'une superstructure de voies ferrées

Country Status (3)

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EP (1) EP0663470B1 (fr)
AT (1) ATE150822T1 (fr)
DE (2) DE4439894C2 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101245580B (zh) * 2007-12-28 2011-03-16 中铁二局股份有限公司 轨道板沥青砂浆灌注方法

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DE19625249C2 (de) * 1996-06-17 1998-07-02 Projektgemeinschaft Feste Fahr Lagestabiler Gleiskörper aus Betonfertigteilen sowie Verwendung von Betonfertigteilen für diesen Gleiskörper
DE19755602A1 (de) * 1996-12-18 1998-06-25 Heitkamp Gmbh Bau Oberbau für Eisenbahngleise
DE19707296C2 (de) * 1997-02-11 1999-11-25 Betonwerk Rethwisch Gmbh Verfahren zur Herstellung einer festen Fahrbahn und dazu geeigneter Betonfertigteile
DE19741020A1 (de) 1997-09-18 1999-04-08 Georg Groetz Gleisanlage für schienengebundene Fahrzeuge
FR2776683A1 (fr) * 1998-03-27 1999-10-01 Spie Batignolles Tp Procede de construction de voie ferree, panneau unitaire de voie, machine de depose de tels panneaux, machine de betonnage, et voie ferree
DE20005558U1 (de) * 2000-03-24 2000-05-25 Grötz, Georg, 76597 Loffenau Gleisanlage für schienengebundene Fahrzeuge
DE20120610U1 (de) 2001-12-20 2002-02-28 Grötz, Georg, 76597 Loffenau Gleisschotter für ein Schotterbett eines Gleisfahrweges, insbesondere für Eisenbahnen
DE20216388U1 (de) 2002-10-24 2002-12-19 Grötz, Georg, 76597 Loffenau Gleisanlage für schienengebundene Fahrzeuge
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DE4439894A1 (de) 1996-05-15
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EP0663470A1 (fr) 1995-07-19
DE59402227D1 (de) 1997-04-30

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