EP1805366B1 - Trace polyvalent en bois lamine - Google Patents

Trace polyvalent en bois lamine Download PDF

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Publication number
EP1805366B1
EP1805366B1 EP05815480A EP05815480A EP1805366B1 EP 1805366 B1 EP1805366 B1 EP 1805366B1 EP 05815480 A EP05815480 A EP 05815480A EP 05815480 A EP05815480 A EP 05815480A EP 1805366 B1 EP1805366 B1 EP 1805366B1
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Prior art keywords
route
multipurpose
sections
section
route sections
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German (de)
English (en)
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EP1805366A2 (fr
Inventor
Walter Back
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Individual
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Individual
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Priority to SI200530278T priority Critical patent/SI1805366T1/sl
Priority to PL05815480T priority patent/PL1805366T3/pl
Publication of EP1805366A2 publication Critical patent/EP1805366A2/fr
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Publication of EP1805366B1 publication Critical patent/EP1805366B1/fr
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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D1/00—Bridges in general
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D18/00—Bridges specially adapted for particular applications or functions not provided for elsewhere, e.g. aqueducts, bridges for supporting pipe-lines
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D2/00—Bridges characterised by the cross-section of their bearing spanning structure
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D2101/00—Material constitution of bridges
    • E01D2101/10—Wood

Definitions

  • the invention relates to a multipurpose road consisting of vertically extending pillars and horizontally extending route sections, which are arranged in rows on the pillars, wherein a plurality of train sections form one or more superimposed routes or support surfaces for lines, and inside a continuous over the entire length of the multipurpose road cavity exhibit.
  • the object of the invention in the construction of a multipurpose road whose components are also in change the temperature fluctuations as small as possible, the stresses associated with the extension of the route in the longitudinal direction, should be largely neutralized by the geometry of the contact points of the horizontally oriented path sections.
  • a multipurpose roadway which is characterized in that the supporting pillars and / or the track sections consist of laminated timber, and the longitudinal surfaces of the individual route sections each have a trapezoidal shape, and the route sections have obliquely extending end faces, wherein the route sections alternating, resp are arranged alternately to the column head, so that their oblique end faces in each case with the substantial part of its surface frictionally or positively abut each other.
  • the glued wood known from the wood glue construction can consist of solid wood, plywood or hardboard webs and always has a layered structure, wherein the usually consisting of the same type of wood layers are combined to form a wooden support of any shape.
  • glues for the production of laminated wood all weather-resistant glues, in particular hard-material resins, are suitable, which harden after the addition of hardeners (for example ammonium chloride) at usually higher temperatures.
  • hardeners for example ammonium chloride
  • glues of acrylate and Pheynolharz- and resorcinol resin base can be used.
  • the plates to be assembled together with the laminated wood may be provided with teeth or profiles on the surfaces in contact with one another, which increases the stability against shear forces.
  • Laminated wood can be processed in the same way as solid wood, but advantageously has a lower shrinkage or expansion with temperature fluctuations.
  • the coefficient of expansion parallel to the fiber is 0.005% for spruce and fir.
  • travel distance in the sense of the invention comprises roadways both for rubber-tired vehicles that can be steered independently, and for rail-guided vehicles.
  • Rail-guided vehicles include both conventional railway trains as well as maglev trains and air-cushioned vehicles.
  • the core idea of the invention is the use of the renewable raw material wood for a multipurpose road, which consists of strung on pillars, trapezoidal route sections. Glued wood is used for the production of the module-like modular track sections and the buttresses. This multi-glued wood is characterized by various, interesting for the construction of tracks and valuable building physics properties.
  • the temperature- and moisture-dependent shrinkage and expansion of laminated wood is comparatively low.
  • the changes in length nevertheless occurring within the route sections are compensated according to a further core idea in that the route sections are arranged alternately, wherein the oblique end faces are in contact with each other with the essential part of their surface and can slide in the vertical direction thereon.
  • the thermal conductivity of glued timber is low, so that the intended in the interior of the route sections for the installation of pipes cavities isolated from the outside are. Extreme temperature fluctuations, especially in permafrost areas, can be intercepted. This characteristic is particularly important in winter, when the delivery temperatures of oil are above 50 °. Due to the extreme temperature gradient between the outside area and the interior of the pipe, cracks and breakage can occur without insulation in steel pipelines, which therefore have to be isolated in a complex manner. However, track sections made of laminated timber with corresponding cavities for receiving pipelines are load-bearing parts and insulation in one.
  • the angle of inclination of the end edges of the trapezoidal path sections with respect to a line aligned perpendicular to the base line is at least 5 °. It goes without saying that the length compensation between the expanding and shrinking path sections with less resistance occurs when the inclination angle is greater. Since with increasing inclination of the end faces, the edges on the base with the longer longitudinal edge is more susceptible to breakage, the upper limit of the inclination angle is given by the stability of the glued timber in this edge region.
  • the supporting pillars for receiving the route sections are arranged in one or more rows.
  • the double row arrangement of buttresses is recommended for correspondingly wide carriageway routes.
  • routes are arranged one above the other and next to each other. It is also conceivable that several routes are only arranged side by side.
  • the routes can be positioned above or below the hollow body, which span the multipurpose road. If the route is arranged below the cavities leading to the pipelines, there is advantageously a roofing of the route, which makes sense especially in areas with heavy snowfall. A snow pad on an uphill route is easy to remove because it can fall off the side of the road during snow removal.
  • the cavities provided for receiving pipe or supply lines can be arranged in various ways. To achieve the best possible insulation is proposed to arrange the cavities parallel next to each other. If the route runs above the cavities, the upper side of the cavities is advantageously isolated as well.
  • this seal is made of a stretchable, permanently elastic material such as rubber or silicone.
  • This outside circumferential seal can also be very useful for thermal insulation of the lying in the interior of the route sections cavities and the piping guided therein. In this case, it is conceivable that the individual compartments are also isolated from each other.
  • the seal between the end faces of the route sections also consist of an acid-resistant round steel or a rounded, U-shaped, acid-resistant spring steel profile, which is applied flat against the beveled end faces of the compartments and thereby protects other, additional sealing media against any acid damage.
  • the walls of the walls, which form individual compartments are also at the ends. a seal on. This gives the sealing elements a grid-like structure and are inserted in this form between the individual route sections.
  • connection of the route sections through additional elements is not absolutely necessary if the coherent structure of the route already creates a stabilization that extends over several route sections.
  • the end-side contact surfaces of the route sections each have complementary to each other shaped, eg groove-like structures that prevent the lateral slipping.
  • dovetail-shaped grooves or springs can be embedded in the wood on two adjacent line sections.
  • Such grooves and springs can also be formed as separate components made of metal or plastic and embedded in the wood on the front sides of the route sections and secured. In particular, in seismic areas, such an embodiment may be advantageous. It is also possible to use steel bolts and / or screw-in sleeves. With these or similar solutions according to the current state of the art, lateral slippage of the track sections which are displaceable relative to one another in the longitudinal direction due to the inclination of their end edges is prevented.
  • abut iron profiles with angular cross-section at the aligned in the horizontal direction edges of the route sections abut iron profiles with angular cross-section at the aligned in the horizontal direction edges of the route sections.
  • the thigh thickness of the profiles is approx. 20 mm.
  • the angle profiles serve to protect the track sections and can additionally stabilize or seal the glued-wood parts joined together with the edge region.
  • the pillars are embedded in foundations of concrete. These foundations can be cast at the site or prefabricated. Sand is introduced into the space left between the buttress and the opening in the foundation. By shaking it is ensured that the sand bed is packed as tightly as possible and thus optimally stabilizes the buttress. The sand bed also allows optimal damping of vibrations in the lateral direction. The sand bed is sealed off at the top by a seal to protect against weathering and plant seeds.
  • This foundation and column construction makes sense for a route that is only used temporarily - eg on a construction site railway - because it allows for easy disassembly and reuse of the columns. Another advantage is the ability to adjust the orientation of the support.
  • the pillars are distributed so that they are each arranged below the joint between two adjacent road elements.
  • additional pillars may be provided therebetween.
  • the multipurpose road can be more economical overall.
  • the buttresses may be provided with at least one slot aligned in the bearing direction and perpendicular to the longitudinal axis of the route.
  • the pillars gain elasticity and can be pivoted in the direction of travel of the train or in the direction of length expansion or shortening by a small angle.
  • shock absorbers between the adjacent track sections in order to pass on the brake thrust forces from one track section to the next track section.
  • a particularly simple variant is the principle of a friction shock absorber.
  • a friction plate on one of the support pillars across the slot Side of the slot rigidly attached, for example by screwing. On the other side of the slot, the plate is pressed with a defined force against the buttress.
  • the buttress For z. B. by screws depressed coil springs suitable.
  • shock absorbers eg. B. piston shock absorber used.
  • the invention proposes a U-shaped profile of permanently elastic, acid-resistant material.
  • a suitable material is z. B. spring steel.
  • This profile runs along the joint and is fitted in such a way that one leg of the profile bears against an end edge of a route section and on the other side an angled region, which is provided with barbs, presses into a slot. Between the two legs another seal made of hard rubber is inserted.
  • This seal should be supplemented by a thermally insulating strip in the joint between two sections of track, which in turn is covered on the outside with a permanently elastic material.
  • each route section serves as a security element in the case of unusually high changes in length, z. B. by extremely high temperatures and / or earthquakes or otherwise caused disturbances on one or more buttresses.
  • the seal would suffer, but the route section could be without Damage be pushed upwards and be reused after repair of the buttresses.
  • a further advantageous embodiment in particular for routes that have a very small cross-section or in which several chambers do not overlap one another for superordinate reasons, but must be arranged next to each other, it may be economically useful to introduce metal reinforcements in the glue wood.
  • the invention proposes steel bands, they are mounted between the sections of glued timber or to the outer edge.
  • a simple variant for fastening is the drilling, punching or burnout of holes through which screws or dowels are guided.
  • the invention prefers to weld steel bolts to the steel strip, which engage in corresponding holes in the laminated wood.
  • this steel strip can be heated prior to installation. As a result, it expands. When installed in the heated state, it contracts again by cooling; This creates a bias.
  • the invention proposes to punch the steel plates over a large area. Through these holes wooden dowels can be performed, which engage in corresponding holes of glue wood panels on both sides of the wood profile. This allows the transfer of forces across the steel profile.
  • the steel profiles can be glued to the wood. If the adhesive is permanently elastic, it can also serve as corrosion protection. The dowels then take over the transmission of forces.
  • a gate valve is proposed, which can be inserted from a slot in a supporting pillar 2 by means of a threaded spindle and a nut movable thereon into the free cross section of the route (3).
  • connection of two route sections is a short section with the same cross-section as the long route sections.
  • This short section is beveled on both sides.
  • Each end edge can be made in all forms according to the invention.
  • the short section is placed on a support, but leaves space on both sides for the placement of a long line section (3).
  • the decisive advantage of this variant is that the level of the lanes remains the same even with strong temperature fluctuations and the resulting large changes in length from one route section 3 to the next. It only changes the length of the road. The compensation of these changes in length by comb-like compensating elements in the surface of the road or the rails is one of the prior art in bridges.
  • the multi-purpose route is predestined for the construction of supply and / or traffic routes in rough terrain. In these cases, it can be economically advantageous to save the establishment of an additional road next to the track for bringing building materials and construction workers.
  • the invention proposes that the multipurpose road is supplemented by trolley and a crane, which are movable on top of the route elements and as an option also within the route elements.
  • the crane should be dimensioned so that it is responsible for the transfer of a complete line section from the trolley over itself or to itself past the end of the line.
  • the boom of the crane can be dimensioned so that it can pick up from the end of a route section from a pre-assembled pillar from the trolley and position and settle at its destination.
  • Crane trolleys and transport trolleys are placed on an already assembled route section.
  • the trolleys take on at least one further route section and / or pillars and / or other material for the further construction of the multipurpose road.
  • the trolleys are coupled to the crane truck. With the crane as the first vehicle such a train is moved to the end of the already assembled part of the multipurpose road. There, the crane empties the trolley. It is designed so that it either pivots the parts laterally or raises over itself until they are spent and positioned at the other end of the route.
  • line sections and pillars can only be moved to the final position after being set down by the crane and completed there.
  • the fastest progress in the construction of the track is achieved when both buttresses and track sections are already fully preassembled and the reach and positioning accuracy of the crane is sufficient to pivot and position the buttresses as well as the track elements to their final position.
  • FIG. 1 shows the multipurpose road 1 from the side view, wherein the box-shaped route sections 3 are shown in section.
  • the bearing on vertical vertical columns 2 route sections 3 form with their interior a multipurpose track 1 in its entire length spanning hollow body 6.
  • the route 4 can be arranged both on the top of the route sections 3 and within the cavity 6.
  • the route sections 3 are trapezoidal and are arranged alternately with the long side of the trapezoid once up and then down.
  • the inclination of the end faces with respect to the base of the route sections 3 is in the example shown about 5 °. If, due to an increase in temperature, the expansion of the glued timber sections of the track occurs, in the example shown, in each case, the long side facing upwards the track sections 3 shift in the vertical direction.
  • the track sections 3 bearing their short longitudinal side on the supporting pillars 2 do not rest directly on the abutment pillars 2 at the top, but rather on a between the This wedge derives on extension of the track body 3 due to a small increase in temperature, the longitudinal movement in the vertical direction, ie upward to the top of the pillars 2 and the bottom of the route sections.
  • the upward movement is continued to a greater extent in the event of further temperature increases, that is to say in the case of even greater expansion of the route sections 3.
  • the multipurpose road remains tension-free in this way over its entire length, regardless of the respective temperature.
  • the lower end of the pillars 2 is embedded in a foundation 8. Between the lateral surface of the pillar 2 and the inside of the foundation 8 is a sand bed 10. A seal 9 prevents the deterioration of the sand bed 10 due to weather or the ingress of living beings or plant seeds. The expandable seal 9 and the sand bed 10 allow the absorption and attenuation of lateral vibrations of the pillars. 2
  • FIG. 2 shows a pillar and a route section in cross section.
  • the bearing on the pillar 2 route section 3 is divided into several cavities 6 inside.
  • the cavities 6 are accessible and serve to receive pipes 5.
  • the route 4 is provided on the upper side of the route sections 3.
  • On the front side of the route section 3 is a seal 11 made of round steel, which also seals the running between the compartments in the vertical direction walls.
  • the seal 11 has a grid-like structure in this embodiment due to the additional, parallel rods.
  • angle profiles 12 made of metal with L-shaped cross-section.
  • the angle profiles 12 are used for protection, stabilization and additional sealing of the route sections 3 in this area.
  • the lower end of the pillars 2 is embedded in a foundation 8, wherein a sand bed 10 receives the lateral vibrations of the support pillar 2.
  • the sand bed 10 is closed at the top by a seal 9.
  • FIG. 3 shows each a portion of two path sections 3 with a joint between the end edges. On these edges presses a U-shaped sealing profile 13: On one edge it is flat, on the other edge it engages with a barbed, angled strips in a slot. Within its two legs is a rubber seal 15, which additionally presses on one of the two edges. In the joint between the route sections 3 also a thermal insulating strip 15 is also introduced, which is protected to the outside by a further rubber seal.
  • FIG. 4 shows the side view of a multipurpose road in a variant with the short sections 14 on the pillars 2. In this variant, all the route sections 3 with the long side upwards. In FIG. 4 It is understandable that in this variant, the level of the lanes remains the same even with strong temperature fluctuations and resulting changes in length of a route section 3 to the next.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Chemical And Physical Treatments For Wood And The Like (AREA)
  • Road Paving Structures (AREA)
  • Rod-Shaped Construction Members (AREA)
  • Buildings Adapted To Withstand Abnormal External Influences (AREA)
  • Detergent Compositions (AREA)

Claims (25)

  1. Route multi-usages (1) composée
    • de piliers de soutènement (2) et
    • de sections de tracé horizontales (3) disposées les unes derrières les autres sur les piliers de soutènement (2) sachant que plusieurs sections de tracé (3)
    • constituent une ou plusieurs voies de circulation (4) ou surfaces de support de conduites (5) situées les unes au dessus des autres, et présentent
    • à l'intérieur, tout le long de la route multi-usages (1) une cavité (6),
    caractérisée par le fait
    • que les piliers de soutènement (2) et/ou les sections de tracé (3) sont composés en bois lamellé-collé, et
    • que les surfaces longitudinales des différentes sections de tracé (3) présentent à chaque fois une forme trapézoïdale et que les sections de tracé présentent des faces frontales disposées obliquement, sachant que
    • les sections de tracé (3) sont disposées de façon alternée les unes par rapport aux autres, de façon à ce que l'essentiel de la surface de leurs faces frontales disposées obliquement reposent les unes sur les autres en adhérant et en complétant leurs formes.
  2. Route multi-usages (1) selon la revendication 1, caractérisée par le fait que le bois lamellé-collé est en outre pourvu de chevilles, au moins dans les parties extérieures.
  3. Route multi-usages (1) selon l'une des revendications 1 et 2,
    caractérisée par le fait que l'angle d'inclinaison en forme de trapèze des surfaces de contact du côté frontal des sections de tracé (3) par rapport à la surface de base est d'au moins 5°.
  4. Route multi-usages (1) selon une des revendications précédentes, caractérisée par le fait que les différentes sections finales de ces sections de tracé (3), dont les faces longitudinales les plus courtes sont disposées en bas, reposent sur une cale (7) se relevant en direction de la section de tracé (3) voisine.
  5. Route multi-usages (1) selon une des revendications précédentes, caractérisée par le fait que plusieurs voies de circulation (4) sont disposées les unes au dessus des autres et/ou les unes à côté des autres.
  6. Route multi-usages (1) selon une des revendications précédentes, caractérisée par le fait que les sections de tracé (3) dans la zone se trouvant en dessous ou au dessus des voies de circulation (4) présentent plusieurs cavités (6) passant les unes au dessus des autres ou les unes à côté des autres tout le long de la route multi-usages (1).
  7. Route multi-usages (1) selon une des revendications précédentes, caractérisée par le fait que les piliers de soutènement (2) sont disposés sur une ou plusieurs rangées.
  8. Route multi-usages (1) selon une des revendications précédentes, caractérisée par le fait que les points de contact du côté frontal disposés obliquement entre les sections de tracé (3) sont scellés avec une élasticité permanente.
  9. Route multi-usages (1) selon une des revendications précédentes, caractérisée par le fait que, sur les points de contact du côté frontal entre les sections de tracé (3) est posé
    • un joint les entourant à l'extérieur et/ou
    • un joint les entourant à l'extérieur et un joint situé entre les compartiments.
  10. Route multi-usages (1) selon une des revendications précédentes, caractérisée par le fait que les sections de tracé (3) présentent dans chaque cas, sur les points de contact du côté frontal montant à la verticale, des structures formées de façon à se compléter les unes les autres ou plusieurs profilés en queue d'aronde.
  11. Route multi-usages (1) selon une des revendications
    précédentes, caractérisée par le fait que des cornières métalliques (12) à section en forme de L sont disposées sur les bords des sections de tracé (3) montant à la verticale.
  12. Route multi-usages (1) selon une des revendications
    précédentes, caractérisée par le fait que les structures rainurées aux formes complémentaires les unes des autres ou les profilés en queue d'aronde sont réalisés en tant que composants indépendants en métal ou en plastique et peuvent être fixés aux faces frontales des sections de tracé (3).
  13. Route multi-usages (1) selon une des revendications
    précédentes, caractérisée par le fait que les piliers de soutènement (2) sont enfoncés dans des fondations (8) en béton.
  14. Route multi-usages (1) selon la revendication 13, caractérisée par le fait qu'un lit de sable fermé par un joint (9) est prévu entre les fondations (8) et les sections de tracé (3).
  15. Route multi-usages (1) selon une des revendications précédentes, caractérisée par le fait qu'au moins une section de tracé de tracé (3) repose sur au moins trois piliers de soutènement (2).
  16. Route multi-usages (1) selon une des revendications
    précédentes, caractérisée par le fait que les piliers de soutènement (2)
    • sont pourvus d'au moins une fente orientée en direction verticale, porteuse du pilier de soutènement (2) et dans le sens transversal par rapport à l'axe longitudinal des sections de tracé (3)
    • et que les sections de tracés (3) peuvent être fixées sans jeu sur les piliers de soutènement (2)
    • et que deux sections de tracé (3) peuvent être reliées à un amortisseur de chocs.
  17. Route multi-usages (1) selon une des revendications
    précédentes, caractérisée par le fait que le joint entre deux sections de tracé (3) est obturé par un profilé d'étanchéité (13) en U à élasticité permanente,
    • sachant qu'un renfort du profilé en U repose à chaque fois sur le rebord frontal d'une section de tracé de tracé (3) ou y est inséré
    • et peut être complété entre les renforts par un joint en caoutchouc (15)
    • et/ou une bande d'étanchéité (15)
    • et/ou un autre joint en caoutchouc.
  18. Route multi-usages (1) selon une des revendications
    précédentes, caractérisée par le fait que les sections de tracé (3) contiennent des bandes en acier, reliées de préférence au bois lamellé-collé par l'intermédiaire de boulons soudés
  19. Route multi-usages (1) selon une des revendications
    précédentes, caractérisée par le fait que les sections de tracé (3) contiennent des profilés d'acier troués qui sont reliés avec le bois lamellé-collé reposant des deux côtés sur le profilé en acier au moyens de chevilles dans les trous, sachant que le profilé d'acier repose directement sur le bois lamellé-collé.
  20. Route multi-usages (1) selon une des revendications précédentes, caractérisée par le fait qu'entre deux sections de tracé (3) longs, une section de tracé de tracé adaptée à ces derniers, prenant la forme d'une section courte (14) et de même section, repose sur un pilier de soutènement (2) en laissant sur chacun des deux côtés assez de place pour pouvoir poser une section de tracé de tracé (3) long.
  21. Route multi-usages (1) selon une des revendications précédentes, caractérisée par le fait qu'une vanne à tiroir peut être glissée dans la section libre d'une section de tracé (3) ou d'une section courte (14), à partir d'une fente dans un pilier de soutènement (2) et au moyen d'une broche filetée et d'un écrou pouvant être déplacé dessus.
  22. Route multi-usages (1) selon une des revendications précédentes, caractérisée par le fait qu'on peut déplacer au moins un chariot de transport et une grue sur la face supérieure et/ou dans la cavité des sections de tracé (3),
    • sachant que les chariots de transport sont dimensionnés pour pouvoir être chargés d'au moins une section de tracé et
    • que la grue destinée à apporter une section de tracé (3) depuis le chariot de transport est conçue pour l'extrémité du tracé, en dépassant la grue ou en passant à côté de la grue.
  23. Procédé de fabrication d'une route multi-usages (11) selon une des revendications précédentes,
    caractérisée par le fait que, sur une route multi-usages (1) déjà partiellement montée, des chariots de transport
    • chargés d'au moins une section de tracé (3) et/ou de piliers de soutènement (2) et/ou d'autres matériaux destinés à poursuivre la construction de la route multi-usages (1)
    • peuvent être déplacés derrière une grue jusqu'à l'extrémité de la route multi-usages (1) et
    • peuvent y être déchargés par cette grue,
    • sachant que cette grue apporte les matériaux jusqu'à leur position finale.
  24. Procédé de fabrication d'une route multi-usages (11) selon la revendication 18
    caractérisée par le fait que les bandes en acier dans les sections de tracé sont réchauffées avant d'être montées.
  25. Procédé de fabrication d'une route multi-usages (1) selon la revendication 22 précédente
    caractérisée par le fait
    qu'à l'extrémité d'une route multi-usages (1) déjà partiellement montée, la grue transborde le chariot de transport venant d'être déchargé sur une autre voie de circulation à l'intérieur de la même section de tracé (3) ou sur une autre section de tracé (3), depuis laquelle les chariots de transport peuvent retourner à leur lieu de chargement.
EP05815480A 2004-10-28 2005-10-27 Trace polyvalent en bois lamine Active EP1805366B1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
SI200530278T SI1805366T1 (sl) 2004-10-28 2005-10-27 Večnamenska trasa, ki sestoji iz lepljenega lesa
PL05815480T PL1805366T3 (pl) 2004-10-28 2005-10-27 Uniwersalna droga z drewna kolejowego

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004052374A DE102004052374A1 (de) 2004-10-28 2004-10-28 Vielzwecktrasse aus Leimholz
PCT/DE2005/001927 WO2006045294A2 (fr) 2004-10-28 2005-10-27 Trace polyvalent en bois lamine

Publications (2)

Publication Number Publication Date
EP1805366A2 EP1805366A2 (fr) 2007-07-11
EP1805366B1 true EP1805366B1 (fr) 2008-03-19

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EP05815480A Active EP1805366B1 (fr) 2004-10-28 2005-10-27 Trace polyvalent en bois lamine

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EP (1) EP1805366B1 (fr)
AT (1) ATE389751T1 (fr)
DE (3) DE102004052374A1 (fr)
DK (1) DK1805366T3 (fr)
ES (1) ES2308576T3 (fr)
PL (1) PL1805366T3 (fr)
PT (1) PT1805366E (fr)
SI (1) SI1805366T1 (fr)
WO (1) WO2006045294A2 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011055745A1 (de) 2011-11-25 2013-05-29 Walter Back Trassenabschnitt, insbesondere für eine Vielzwecktrasse
WO2021144257A1 (fr) 2020-01-13 2021-07-22 Kkbc Partners Klg Élément de voie de circulation modulaire

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103074846B (zh) * 2013-01-17 2015-08-19 广州市市政工程设计研究总院 一种横向承载体系梁桥

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1401374A (en) * 1920-06-09 1921-12-27 James M Swonger Bridge
FR2447422A1 (fr) * 1979-01-23 1980-08-22 Uhalde Bernier Sa Pont comportant des poutres maitresses en bois supportant un tablier pour pistes, routes ou chemins de fer
FR2515310A1 (fr) * 1981-10-23 1983-04-29 Staempfli Alexandre Poutre composite creuse
DE4304434A1 (de) * 1993-02-13 1994-08-18 Max Dipl Ing Hartl Vielfach verwendbarer Fahrweg
DE20216198U1 (de) * 2002-10-22 2003-01-16 Hombach Ferdi Brückenartiger Holzsteg aus Rundhölzern

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011055745A1 (de) 2011-11-25 2013-05-29 Walter Back Trassenabschnitt, insbesondere für eine Vielzwecktrasse
WO2021144257A1 (fr) 2020-01-13 2021-07-22 Kkbc Partners Klg Élément de voie de circulation modulaire

Also Published As

Publication number Publication date
DE112005003314A5 (de) 2007-10-04
ES2308576T3 (es) 2008-12-01
WO2006045294A3 (fr) 2006-06-22
SI1805366T1 (sl) 2008-10-31
WO2006045294A2 (fr) 2006-05-04
PL1805366T3 (pl) 2008-10-31
EP1805366A2 (fr) 2007-07-11
DE502005003390D1 (de) 2008-04-30
ATE389751T1 (de) 2008-04-15
PT1805366E (pt) 2008-08-08
DE102004052374A1 (de) 2006-05-04
DK1805366T3 (da) 2008-07-21

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