EP2744942B1 - Système de support de voie ferrée - Google Patents

Système de support de voie ferrée Download PDF

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Publication number
EP2744942B1
EP2744942B1 EP12753228.1A EP12753228A EP2744942B1 EP 2744942 B1 EP2744942 B1 EP 2744942B1 EP 12753228 A EP12753228 A EP 12753228A EP 2744942 B1 EP2744942 B1 EP 2744942B1
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EP
European Patent Office
Prior art keywords
support
ground
track
pile
railway track
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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.)
Not-in-force
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EP12753228.1A
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German (de)
English (en)
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EP2744942A1 (fr
Inventor
Andrew Hoffman
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Aspin Foundations Ltd
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Aspin Foundations Ltd
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Publication of EP2744942A1 publication Critical patent/EP2744942A1/fr
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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2/00—General structure of permanent way
    • E01B2/006—Deep foundation of tracks
    • E—FIXED CONSTRUCTIONS
    • E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
    • E02D—FOUNDATIONS; EXCAVATIONS; EMBANKMENTS; UNDERGROUND OR UNDERWATER STRUCTURES
    • E02D3/00—Improving or preserving soil or rock, e.g. preserving permafrost soil
    • E02D3/02—Improving by compacting
    • E02D3/08—Improving by compacting by inserting stones or lost bodies, e.g. compaction piles

Definitions

  • the present invention relates to a method of supporting or stabilizing railway track and, more particularly, a system for stabilizing existing track, for example to remedy or control ground settlement problems.
  • Railway track conventionally comprises a pair of spaced rails laid on sleepers which support the passage of a railway vehicle over the rails.
  • the sleepers are typically laid laterally relative to the rails and supported on ballast, such as crushed stone or similar.
  • the combination of subgrade layer materials, ballast and sleepers is generally sufficient to dissipate the compression force of a railway vehicle passing there-over, it is an acknowledged problem that the nature or make-up of the underlying soil can adversely affect the stability and/or longevity of the track.
  • the underlying soil comprises a so-called 'wet bed', for example which may contain a proportion of peat, it is possible that the ground beneath the track can contract and thereby cause sagging or sinking of the track.
  • the above scenario represents one specific example, by which the underlying soil can cause deterioration of the track geometry, and it will be appreciated by the skilled person that other examples exist in which the subgrade, typically comprising a fine-grained, clay-like or silt-like soil, beneath a railway track may be insufficient to support the passage of railway vehicles over time due to soil settlement, compression or other phenomena.
  • Such effects may be attributed to, for example, moisture-density-strength relationships and/or corresponding soil properties such as bearing capacity or compressibility.
  • the deterioration of the track by a relatively small degree can lead to speed restrictions being put in place. In more pronounced conditions, the track deterioration can lead to serious safety risks.
  • Such a method is disclosed in NL 8 801 026 wherein supporting components are formed by inserting a hollow cylindrical body (3) into the ground and pouring in a hardening mixture. The body is extracted, leaving the mixture to set.
  • JP 2006 037413 discloses a ground improvement method which may be used with existing track in situ.
  • Rods 22 are driven between railway sleepers 4 through a layer of ballast 6 to improve an area of ground, and a beam 16 is then installed between the rods 22 and the sleepers 4 to support the track.
  • a method of stabilising railway track as described in the appended claim 1.
  • the method comprises inserting a hollow elongate support into the ground in the vicinity of the railway track, the support being inserted to a depth such that the entire support is below the surface of the ground thereby leaving a void between the support and the surface of the ground; inserting a first cementitious material into the hollow interior of the support; and, inserting a second aggregate material into the void between the support and the ground surface.
  • the method may advantageously be performed in situ for an existing railway track. Accordingly, the ground surface may constitute the level of an existing ballast layer, to which the second aggregate material may be augmented.
  • the method may be repeated or duplicated along a length of the railway track. Any, or any combination of, the method steps may be repeated concurrently or sequentially at different locations along the length of the track.
  • the cementitious material is typically inserted into the support in situ.
  • the present invention is widely applicable to existing railway track, which carries the advantage that the method can be carried out in areas, such as for example, the approach to train stations, where it is impractical to perform conventional track restabilising methods that require reballasting. Furthermore, restabilisation of a length of track can be carried out in stages (i.e. inserting one or a small number of supports at a time) without disruption to track use between those stages.
  • the ground may comprise a region of relatively soft or wet subgrade and the method comprises inserting the support into said region.
  • the support may be inserted such that it extends through said subgrade region.
  • the support is of a length between 2m and 8m, which is of an order of magnitude similar to the depth of the subgrade region.
  • the method may be performed in a region in which the ground beneath the subgrade is typically harder than the softer subgrade region.
  • the support may allow for the communication of load from the ground surface to the harder region beneath the subgrade. That is to say the support may allow the load on the softer subgrade to be reduced during passage of rail vehicles there-over or else may allow the soft subgrade to be at least partially bypassed or short-circuited in a load bearing capacity.
  • the support is inserted into the ground at a location inbetween adjacent sleepers of the railway track.
  • Two supports may be inserted at spaced locations in the space between adjacent sleepers.
  • the two supports may be spaced laterally with respect to the direction of the track.
  • One or more supports may be inserted into the ground between successive pairs of adjacent sleepers along a length of track to be supported.
  • the supports may be inserted between successive pairs of sleepers in a regular repeating pattern along the length of track to be supported. For example, supports may be inserted between alternate pairs of sleepers.
  • each support may be inserted into the ground at a location between the opposing rails of the railway track. Additionally or alternatively, one or more supports may be inserted into the ground immediately outside of, or adjacent to, the rails, but, typically, between adjacent sleepers.
  • the support may comprise a generally tubular body which may be closed at one end.
  • the support may have a first or leading end, which is to be inserted into the ground to a greater depth than a second or trailing end.
  • the first end may be closed.
  • the second end is typically open or else has an opening therein to allow insertion of the cementitious material into the hollow interior of the support.
  • the second or trailing end may comprise a head of flange formation.
  • the formation may have a greater width or diameter dimension than the remainder of the support.
  • the formation may comprise a circumferential end wall.
  • the formation may be attached to the support during the method of the invention. For example, the support may be driven into the ground to a first depth such that the second end is above the ground surface, at which point the formation may be attached to the support before driving the support deeper into the ground.
  • a driving force may be applied to the support via the formation, for example via a correspondingly shaped or dimensioned driving tube.
  • the support may be a pile.
  • One or more openings may be provided in the support.
  • the support may be overfilled with cementitious material such that it passes through the one or more openings into the ground.
  • One or more openings may be provided in a wall (e.g. side wall) of the support. In use, a portion of the cementitious material inserted into the support may seep through the one or more openings. This leaked portion of cementitious material may enter or penetrate the surrounding subgrade or substrata and thereby enhance the stabilisation thereof.
  • the support length may be typically between 2.5 and 7 metres or 3 and 6 metres.
  • the aggregate material may comprise a coarse aggregate.
  • the aggregate material may comprise ballast.
  • the aggregate may be loose.
  • the average grain size of the aggregate is typically significantly larger than that of the cementitious material.
  • the support may be overfilled with cementitious material such that a volume of cementitious material lies above the uppermost end of the support within the void. This may form a cementitious cap on the support.
  • cementitious material When the aggregate material is inserted into the void, it may advantageously enter into the cementitious material in the void so as to form a region in which both the aggregate and cementitious material are present. Such an intermediate region may be located in a lower region of the void, that is between the support and the uppermost ballast region once complete.
  • the cementitious material may be poured into the support using a pipe, such as a so-called Tremie pipe.
  • the void may be filled with the aggregate material via a hollow or tubular member.
  • the aggregate may be allowed to fill the void during retraction of the hollow member.
  • the void may be back-filled with aggregate.
  • a driving tube may be used to drive the support into the ground.
  • the aggregate material may be inserted into the void via the hollow driving tube.
  • a railway track support system comprising a plurality of supports submerged in a generally upright orientation below ground level in the vicinity of the railway track, each support having a solidified cementitious material therein and wherein the region between an uppermost end of the support and the ground level on which the railway track is located is substantially filled with aggregate.
  • the present invention derives from the basic concept that it is possible to adequately stabilise a section of railway track at the onset of track deterioration due to poor subgrade support by piling in the vicinity of the railway track. This can be achieved for example in the window of opportunity when the deterioration of the track has been detected but whilst the track is still safe to use. Such a window of opportunity may occur, for example, when a speed restriction is placed on a section of track to avoid further track degradation.
  • FIGS 1 and 3 there are shown portions of conventional railway track 10 comprising a pair of spaced rails 12 supported by laterally arranged sleepers 14 which hold the rails at the desired spacing or gauge.
  • Resilient fasteners 16, or variants thereof are used to attach a rail 12 to each sleeper 14.
  • two fasteners per rail per sleeper are provided, one on each side of the rail, as can be seen in Figure 3 .
  • the rails, sleepers and fasteners are all of conventional design and materials and need not be altered to accommodate the present invention.
  • the sleepers 14 are laid upon, and supported by, a bed of ballast 18.
  • the depth and makeup of the ballast may vary from location to location but typically comprises fragmented, crushed or otherwise coarse stone or gravel.
  • a conventional track arrangement comprises both ballast and sub-ballast layers, with the former, upper ballast layer comprising generally larger pieces, whilst the sub-ballast layer typically comprises a particulate material of smaller grain size which supports the upper ballast layer.
  • a pile 20 typically formed of steel or another conventional pile material, is oriented vertically above the space between the adjacent sleepers 14 and the rails 12 as shown in Figure 1 .
  • the pile 20 is generally tubular in shape and has a closed end 21 and an opposing open end 22.
  • a pile of diameter of between 100 and 250 mm, or, more specifically between 120 and 160 mm may be suitable. In the present embodiment a pile of 140 mm was selected.
  • the pile may have an open end and may be provided with a reinforcing or cutting member, such as a so-called cutting shoe, which may take the form of a collar member arranged for attachment about an open end of the pile.
  • a reinforcing or cutting member such as a so-called cutting shoe, which may take the form of a collar member arranged for attachment about an open end of the pile.
  • the pile length may be any acceptable length for the given pile diameter and strength requirements in use and may be between, for example, 2m and 8 m in length depending on the subgrade at the installation location. In the present example a pile length between 3 and 6 m was used. However other instances of use of the invention will typically involve geotechnical study and/or structural design calculations to determine a suitable length of pile or depth of insertion, which may be outside of the above suggested range.
  • the pile 20 is driven into the ground between the sleepers 14 in a generally vertical direction using conventional piling machinery such that the closed end 21 enters the ground first.
  • the pile may be inserted into the ground at an angle to accommodate such features.
  • the angle of insertion may be substantially perpendicular to the angle of the sleepers, or obliquely angled relative thereto as necessary.
  • the pile is driven into the ground initially to a depth such that a portion of the pile, towards the upper end 22 remains exposed above the ground. At this point a flange member 24 is attached, in situ, to the open end 22 of the pile.
  • the flange member 24 is shown in Figure 4 and comprises a generally disk shaped member having a central opening 25 therein.
  • the opening 25 is substantially aligned with the longitudinal axis of the pile such that the flange member 24 rests against the open end of the pile.
  • the flange member 24 may have one or more locating formations which are arranged for insertion into the end of the pile to facilitate correct location and subsequent fixing of the flange member to the pile. Once the flange member 24 is rigidly fixed in this manner it provides a head formation at the pile end 22.
  • the pile 20 is driven further into the ground using a driving tube 26 as shown in Figure 2 .
  • a driving force is applied to the pile 20 via the tube 26.
  • the tube 26 may also be vibrated in order to further assist in the piling process, particularly as the pile passes through the ballast.
  • the pile may subsequently be pushed as it progresses through the subgrade material.
  • the driving tube is of diameter greater than that of the pile 20 but less than or equal to the outer diameter of the head formation 24. This causes the formation of a void 28 above the pile 20 as it is inserted into the ground.
  • the void 28 is of a width diameter that is greater than that of the pile 20 and typically substantially equal to the width/diameter of the tube 26 and/or flange 24.
  • the pile pierces the subgrade material and is driven until the end 22 achieves a predetermined depth below the ground surface.
  • the predetermined depth shown as dimension "Y" in Figure 2 may be, for example, 1 m. Additionally or alternatively, the predetermined depth may be such that the open (upper) end 22 of the pile, and the associated flange 24 is approximately at the lowermost level of the ballast or sub-ballast layer. Additionally or alternatively, the pile may be driven such that its lowermost (closed) end 21 comes into contact with bedrock or a further material layer beneath the subgrade material. It will be appreciated that the exact depth will vary from location to location depending on the ground conditions and the length of pile used. However the upper pile end will typically achieve a depth of between 0.5 and 3 m below ground level.
  • the depth to which the pile is driven can be determined based upon the length of the driving tube that is above ground level.
  • the driving tube is sufficiently long that at least a portion thereof is exposed above ground level when the pile reaches its final resting position/depth.
  • the larger width of the flange 24 relative to the pile body is advantageous since it drags finer, typically particulate, ballast material with it during insertion of the pile. This is depicted in Figure 2 at 29 .
  • This "wedge" of ballast material can assist in stabilising the pile within the subgrade and can also serve to promote load transmission to the pile via the ballast once the railway track is back in service.
  • FIGS 2 and 4 The final resting position of the pile is shown in Figures 2 and 4 .
  • the open end 22 of the pile lies generally in the region of the interface 30 between the existing ballast (or sub-ballast) 32 and the subgrade 34.
  • the lower, closed, end 21 of pile 20 lies approximately in the region of the interface 36 between the subgrade 34 and a further material 38, such as bedrock, or a deeper subgrade material layer, which is typically harder/stronger than the subgrade 34.
  • the subgrade material 34, through which the pile is inserted may constitue a subsoil or substrata layer.
  • the pile is then filled with a concrete or grout material via the open end 22. This is achieved by first retracting/raising the driving tube a small distance, such as approximately 100-300 mm, above the flange 24. A Tremie pipe is inserted down the hollow driving tube 26 and the grout is poured into the pile 20 through the opening 25 in the flange.
  • a water-cement ratio of approximately 0.45 is used, although an alternative ratio generally in the range 0.4-0.5 may be suitable.
  • the pile is overfilled with grout. That is to say grout is poured until the level of grout is above the level of the flange 24 such that the grout fills, or at least partially fills, the space left between the end of the driving tube and the flange. In this embodiment the grout is filled to the level of the lower end of the driving tube.
  • This overfilling with grout provides an "end cap” 27 comprising cementitious material immediately above the pile head.
  • the end cap region will typically comprise a mix of ballast and grout. This intermediate region is advantageous in transferring load from the ballast to the pile 20 once set (i.e. when the railway track is in service).
  • the grout may also, at least partially, penetrate the wedge 29, further stabilising the pile.
  • the grout is typically poured to the desired level and then allowed to settle/stabilise for a short time period, such as one or a few minutes.
  • the grout level may then be topped up if it falls in this timeframe.
  • the void 28 is then filled with ballast. This is achieved by backfilling, such that the void is filled by pouring of ballast material through the tube, whilst the tube is being retracted.
  • a finer, sub-ballast material may be inserted first followed by a coarser ballast material to mimic the surrounding ballast structure.
  • the filler material may thus comprise a ballast and granular mix.
  • the ballast filler material can in general be distinguished from the grout material in that the ballast is generally loose/dry and of grain size being typically an order of magnitude or more larger than that of the wet grout material.
  • the ballast 18 between the sleepers 14 can be filled to the desired level, either with the existing (previously removed), or else fresh, ballast.
  • the grout then sets forming a strong support for the railway track through the problematic subgrade material 34. Also it can be seen that the resultant end cap region 27 is formed substantially at the interface 30 between the existing ballast and the subgrade 34 layers.
  • FIG 2 there is shown the locations of piles relative to the existing rails 12 and sleepers 14.
  • the piles are inserted in pairs, each pile in the pair being spaced from the other by the longitudinal axis 40 of the track.
  • the piles are symmetrically located on either side of the axis 40.
  • Each pile may be laterally spaced from the axis such that each pile is closer to a rail 12 than to the axis 40.
  • the centre of each pile may be spaced from the corresponding rail by approximately 250-300 mm, typically around 275 mm.
  • Each pile is preferably located equidistantly between adjacent sleepers 24.
  • Piles are inserted between every other pair of adjacent sleepers 14. However in particularly problematic areas it is possible that piles could be inserted between every pair of sleepers. Conversely, piles may be inserted between pairs of sleepers less frequently in lesser problematic areas.
  • a repeating pattern of "piled" and "un-piled” pairs of sleepers may be created along the length of the track. Further repeating patterns of piles may be used, for example in which pairs of piles arranged as described above are spaced by a single intermediate pile.
  • FIG. 5 there is shown a sequence in which piles may be inserted.
  • the piles 20 are numbered 1 to 8 to show the order in which they are inserted into the ground.
  • a longitudinal row (with respect to the track axis 40) of piles 20 are inserted prior to insertion of the adjacent row of piles.
  • Each pile may be installed and filled before inserting the next pile in the sequence.
  • the backfilling with ballast will also be carried out prior to moving on to the next pile.
  • different sequences and orders of insertion are possible dependent on the available machinery in the interests of achieving installation efficiency provided it does not cause detriment to the support system.
  • Figure 4 shows a schematic section through the pile and surrounding ground after the support system has been installed.
  • the support system therefore serves to reduce the load applied to the subgrade in use and thus avoid any deterioration or further deterioration of the subgrade.
  • Subgrade deformation has been found to be the primary factor in causing geometry deterioration of existing track and so the present invention effectively mitigates against this problem at its root cause and in a manner which does not cause significant disruption to the track.
  • the locating of the piles between the sleepers is considered to be particularly beneficial in supporting the load of a railway vehicle passing there-over.
  • piling may be undertaken at locations adjacent to rather than between the track and/or sleepers.
  • the support structure left in place by the above described installation process improves the track modulus and/or track stiffness.
  • hollow tubular pile Whilst the above-described implementations of the invention refer to the use of a hollow tubular pile, it will be appreciated that other hollow support profiles may be used which leave at least a partial void behind the leading end of the support upon insertion into the ground.
  • Other hollow supports may include for example box-section piles.
  • piles which are open sided in section but which define a partially enclosed interior space, such as I-section (for example, so-called Universal Beam or Universal Column), H-section or C-section (channel) piles may be used to similar effect.
  • such alternative pile shapes may have an end formation or plate for dislodging the subsoil upon insertion so as to leave a void along the length of the inserted pile, which can be subsequently filled with grout.
  • Such an interior or internal void will be bounded by the wall(s) of the pile.
  • All such variants of the invention will typically be of an extruded construction, such the section profile is substantially constant along the length of the pile, save for any end formations. Also, all such variants will bound or at least partially bound an internal space between opposing wall portions of the pile.
  • the pile may be provided with openings through one or more walls thereof, such as sidewalls, web or flange walls.
  • openings in the pile will typically open in a substantially lateral direction relative to the longitudinal axis of the pile. The openings are dimensioned to allow leakage of only a fraction of the grout, such as 20% percent or less therethrough.

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  • Engineering & Computer Science (AREA)
  • Structural Engineering (AREA)
  • Civil Engineering (AREA)
  • Architecture (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Environmental & Geological Engineering (AREA)
  • Agronomy & Crop Science (AREA)
  • Soil Sciences (AREA)
  • General Life Sciences & Earth Sciences (AREA)
  • Mining & Mineral Resources (AREA)
  • Paleontology (AREA)
  • General Engineering & Computer Science (AREA)
  • Railway Tracks (AREA)
  • Investigation Of Foundation Soil And Reinforcement Of Foundation Soil By Compacting Or Drainage (AREA)

Claims (15)

  1. Une méthode de stabilisation d'une voie ferrée (10), comprenant :
    l'insertion, dans le sol, d'un support allongé (20) présentant un intérieur d'une manière générale creux, à proximité de la voie ferrée présente (10) in-situ, le support (20) étant inséré à une profondeur telle que le support entier (20) se trouve sous la surface du sol, de façon à laisser un vide (28) entre le support et la surface du sol ;
    l'insertion d'une matière cimentaire dans l'intérieur creux du support (20) ;
    caractérisée en ce qu'une matière de ballast (18) est insérée dans le vide (28) entre le support (20) et la surface du sol, le support (20) mesurant de 2 à 8 mètres de long, et étant inséré dans le sol, dans une position générale verticale, et à une profondeur telle que, une fois inséré, le support (20) perce la profondeur d'une zone de fondation (34) et la chevauche substantiellement.
  2. La méthode selon la revendication 1, le support (20) étant inséré dans le sol en un emplacement dans une direction longitudinale de la voie (10) entre les emplacements des traverses présentes (14) de la voie ferrée (10) et/ou entre des rails présents (12) de la voie ferrée (10).
  3. La méthode selon une quelconque des revendications précédentes, le support (20) étant fermé à une première extrémité (21) et ouvert à une deuxième extrémité (22), la première extrémité (21) étant insérée dans le sol dans une position antérieure par rapport à la deuxième extrémité (22).
  4. La méthode selon une quelconque des revendications précédentes, le support (20) étant muni d'une bride saillante vers l'extérieur (24) à proximité de son extrémité postérieure ou supérieure (22) au cours de l'insertion.
  5. La méthode selon la revendication 4, le support (20) étant enfoncé dans le sol par un élément d'entraînement (26) exerçant sur le support (20) une force d'entraînement par le biais de la bride (24).
  6. La méthode selon une quelconque des revendications précédentes, le support (20) étant rempli excessivement d'une matière cimentaire, de façon à former un bulbe (27) de matière cimentaire au-dessus de l'extrémité supérieure du support (20).
  7. La méthode selon la revendication 6, lorsqu'elle est tributaire de la revendication 5, l'élément d'entraînement (26) étant partiellement rétracté afin qu'une extrémité inférieure de l'élément d'entraînement (26) soit espacée, par un écart, d'une extrémité supérieure du support (20), sous la surface du sol, et une matière cimentaire étant coulée de façon à remplir tout au moins partiellement ledit écart.
  8. La méthode selon la revendication 7, la matière cimentaire dans ledit écart faisant prise en constituant une formation de tête (27) à une extrémité supérieure du support (20).
  9. La méthode selon la revendication 6 ou 7, une quantité de matière de ballast (18) étant également présente dans ledit écart.
  10. La méthode selon une quelconque des revendications précédentes, le support (20) étant enfoncé dans le sol à l'aide d'un élément d'entraînement creux (26) et la matière cimentaire et/ou la matière de ballast (18) étant introduites dans le vide (28) par le biais de l'intérieur creux de l'élément d'entraînement (26).
  11. La méthode selon une quelconque des revendications précédentes, une ou plusieurs ouvertures étant pratiquées dans le support (20) de préférence dans une paroi latérale du support (20), ainsi que dans une de ses extrémités (21), et en laissant filtrer, par une ou plusieurs ouvertures, une partie de la matière cimentaire introduite dans le support (20).
  12. La méthode selon une quelconque des revendications précédentes, deux desdits supports (20) étant insérés dans le sol dans des emplacements espacés latéralement relativement au sens de la voie (10) dans l'espace entre des traverses (14) adjacentes.
  13. La méthode selon une quelconque des revendications précédentes, un ou plusieurs desdits supports (20) étant insérés dans le sol entre des paires successives de traverses (14) adjacentes.
  14. Un système de support de voie ferrée, comprenant une pluralité de supports (20) submergés, en cours d'usage, dans une orientation généralement verticale sous le niveau du sol, à proximité d'une voie ferrée (10) présente, chaque support possédant une extrémité supérieure (22) avec une formation de tête (27) sur laquelle se trouve une matière cimentaire solidifiée, caractérisé en ce que chaque support (20) comprend un profil creux fermé à un bout (21) et dans lequel se trouve une matière cimentaire solidifiée, les supports (20) mesurant de 2 à 8 mètres de long, et étant placés à une profondeur telle qu'ils couvrent une zone de fondation (34), et le système comprenant également un agrégat (18) entre l'extrémité supérieure du support (20) et le niveau du sol sur lequel est située la voie ferrée (10).
  15. Un système de support de voie ferrée selon la revendication 14, chaque support (20) possédant une bride (24) sur son extrémité supérieure et la formation de tête (27), comprenant une matière cimentaire solidifiée, se trouve sur ladite bride (24).
EP12753228.1A 2011-08-16 2012-08-16 Système de support de voie ferrée Not-in-force EP2744942B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB1114087.8A GB2493731A (en) 2011-08-16 2011-08-16 Railway Track Support System
PCT/GB2012/052005 WO2013024299A1 (fr) 2011-08-16 2012-08-16 Système de support de voie ferrée

Publications (2)

Publication Number Publication Date
EP2744942A1 EP2744942A1 (fr) 2014-06-25
EP2744942B1 true EP2744942B1 (fr) 2016-05-18

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EP12753228.1A Not-in-force EP2744942B1 (fr) 2011-08-16 2012-08-16 Système de support de voie ferrée

Country Status (5)

Country Link
EP (1) EP2744942B1 (fr)
CA (1) CA2848527C (fr)
ES (1) ES2587272T3 (fr)
GB (1) GB2493731A (fr)
WO (1) WO2013024299A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10501893B2 (en) * 2013-09-05 2019-12-10 Geopier Foundation Company, Inc. System for and method of stabilizing rail track structures using a load transfer apparatus

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
HUP1300644A2 (en) * 2013-11-08 2015-05-28 Jozsef Szabo Structural arrangement and method for stabilizing earthworks and formations
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WO2013024299A1 (fr) 2013-02-21
EP2744942A1 (fr) 2014-06-25
NZ622417A (en) 2015-09-25
CA2848527A1 (fr) 2013-02-21
CA2848527C (fr) 2019-06-18
GB2493731A (en) 2013-02-20
ES2587272T3 (es) 2016-10-21
GB201114087D0 (en) 2011-09-28

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