EP2998439B1 - Paving system for railway level crossing - Google Patents

Description

The invention relates to an arrangement for forming a transition of a traffic area over the track of a railway line, whereby a barrier-free level of the crossing point allows a barrier-free crossing of the track.

Such transitions on railway lines must allow easy overcoming of the track, so that e.g. Pedestrians, cyclists, cars or trucks is virtually unhindered passable, and they also a long-term heavy load, eg. B. by the constant driving over with trucks have to withstand.

In order to ensure unhindered crossing of a railway track by eg rubber-tired motor vehicles, the transition points can be integrated during the construction phase of the railway track by a special structural design stationary in the track system. A method for producing such a level crossing, which allows a rail-level transition from a road level via a rail system is, for example in EP 1 457 599 B1 described.

A level crossing with roofing elements mounted on the rails is in WO 2006/084297 A1 disclosed. The roofing elements form the trafficable traffic area and overhang the space between two rails. However, the rails of the tracks must be stored on a special bedding to accommodate the load, so here, too, structural measures on the track are necessary.

However, such a stationary level crossing must already be considered during the planning phase of the railway. Subsequent insertion into an existing rail track is only possible by considerable construction costs, including possibly longer-term interruption of rail traffic.

To create a level crossing railway in an already completed rail system moldings are known, which are placed between or next to the rails and fixed there.

EP 0061429 A2 describes rubber-coated iron plates which are placed on U-profiles, which in turn are fastened by means of profile carriers and a clamping device at the foot of the rails. The installation of these level crossing plates is so far very complicated, as at a distance of 60 cm in each case a clamping device is to be attached to the rail. Also, the (permanent) load capacity of this level crossing by using freely between the rails of hanging metal profiles is only moderate.

A level crossing, in which the road carriageway in the track area is formed by concrete slabs, is in WO 1986/006428 A1 disclosed. Concrete slabs stored on the rails span the space between the two rails in a cantilevered way.

This self-supporting construction has the disadvantage that the plastic bearings supporting the concrete slabs wear out relatively quickly, especially in the case of heavy goods traffic crossing the track, whereby the load-bearing capacity or longevity of such a level crossing is severely restricted. In addition, often arise when installing and removing such plates damage to the tracks.

A level crossing comprehensively mounted on the sleepers of a track transition plates is in WO 2014/040199 A1 shown. The transition plates consist of a trough-shaped rubber molding, in which a reinforced concrete slab is placed. Thus, the reinforced concrete plate is clamped by the rubber molding between the rails and mounted on the sleepers.

Disadvantage of the use of rubber is the deformability due to great forces and the only moderate durability. Due to a constant load, for example by heavy traffic, the rubber moldings are quasi extended, ie, they are worn very quickly compared to concrete. Thus, the storage of the transition plates can be affected, the plates can even tilt when driving over.

When using individual, placed between the rails of a track plates or moldings there is also the danger that the plates slip or move to each other by the forces occurring when driving over the railroad crossing, for example with a truck.

From the DE 28 03 021 A1 and the DE 297 24 751 U1 a level crossing is known in which a plurality of longitudinally of the tracks successively arranged moldings are braced against each other by also extending in the longitudinal direction Fixierstangen so that the moldings do not slip each other. The fixing rods extend through all successively arranged moldings. At longitudinally opposite ends of the fixing rods clamping nuts are provided, which are screwed onto the fixing rods.

From the WO 97/13037 a level crossing according to the preamble of claim 1 is known.

The object of the invention is to provide a level crossing railroad level, which can be integrated with little technical effort into an existing track system, the above-mentioned disadvantages of the prior art, in particular the lack of longevity cantilever concrete slabs or threshold-mounted rubber moldings are eliminated by the arrangement.

According to the invention, this object is achieved by an arrangement for forming a transition of a roadway over a same crossing track, wherein the roadway in the track area is at the level of the rail heads.

The arrangement according to the invention for a rail level crossing comprises between the rails of a track and in the longitudinal direction of the track consecutively einbringbare center plates made of concrete, at least one Fixierstangenmittel for positive and non-positive connection of the middle plates, Verschiebesicherungselemente, rail chamber elements in the middle of the track (ie Inwardly facing rail chambers are introduced, and rail chamber stones, which are introduced into the outwardly facing (ie, facing away from the central axis of the track) rail chambers.

The middle plate has an upper side with a substantially flat surface and a lower side, wherein the upper side in the installed state of the middle plate is a component of the traffic surface guided over the track. In addition, the middle plate has two hereinafter referred to as end faces (the middle plate) side walls, which are arranged in the installed state of the center plate transverse to the rails, d. H. where the center plates arranged one behind the other in the track contact each other directly or indirectly.

The top surface has a rectangular geometry, with the width of the center panel across the track being substantially equal to the internal dimension between the two railheads (i.e., gauge). At the two edge regions of the middle plate facing the rails, the upper side has a step-shaped depression to form a (flat) wheel rim track groove. The step-shaped lowering is usually positioned with the step edge substantially parallel to the running direction of the rails extending in the edge regions on the upper side of the middle plate.

In these two edge regions facing the rails, the middle plate has on its underside rail foot bearing surfaces for supporting the middle plate on the rail feet (located in the track). These Schienenfußauflagerflächen have at intervals of the cross sleepers of the track recesses, so that a cavity for receiving the attachment of the rails on the sleepers serving fasteners is formed.

For elastic mounting of the middle plates on the rail feet, a plastic intermediate layer is applied, for example glued, to the rail foot contact surfaces which come into contact with the rail feet.

The underside also has elongated bulges arranged parallel to each other at a distance from the sleepers. These are designed in shape and size such that they rest in the installed state of the center plate accurately on the sleepers of the track and thus act as a bearing surface of the center plate on the sleepers of the track. On these bulges is on the with the Cross sleepers in contact bearing surfaces applied a plastic liner, for example by gluing.

The height of the center plate is selected such that, when installed, the portion of the top formed as a traffic surface is at the height level of the top edges of the rail heads so that there is a stepless transition from the road surface to the rail (apart from the wheel rim ruts).

The middle plate also has through holes introduced across the entire center plate, parallel to the top and perpendicular to the bottom lobes (i.e., parallel to the rails in the installed state of the rail plate and at the level of the rail chambers). In these through holes a round hollow steel profile is accurately inserted. Through this hole or the hollow steel profile, the Fixierstangenmittel is introduced. The Fixierstangenmittel serves the non-positive connection between the rails successively arranged center plates. On one of the end faces (i.e., the sidewalls disposed transverse to the rails in the installed condition) of the center plate, the diameter of the bore is widened to a length of up to ten centimeters from the rest of the bore so as to accommodate fastener bar means.

The Fixierstangenmittel preferably consists of threaded rods having a length which substantially corresponds to the extension of the central plate along the track, and long nuts for mutually frictional connection of the threaded rods. The threaded rods are arranged in a row arranged one behind the other through the holes of the middle plates, wherein the threaded rods are non-positively connected at the joints of the middle plates by means of the long nuts. By the holes are widened in the middle plates on one end face, a long nut is fully adjustable at this position.

The preferred material of the Fixierstangenmittels is a metal, in particular a steel.

Between each two adjacently arranged center plates and at both lying in the longitudinal direction of the track system end portions of the railway crossing displacement assurance elements are arranged between the rails. The displacement securing elements are plate-shaped, wherein the plate thickness is for example 15 mm. The length of the anti-slip elements, d. H. the extent between the two rails of the track perpendicular to the same, corresponds to the internal dimension between the two inner, d. H. the mutually facing, rail chambers of the two rails of a track. Thus, the length of a displacement securing element is greater than the track width of the track.

By the extension of the displacement securing element along its longitudinal axis, d. H. the length of a sliding securing element, the internal dimension between the two inner, d. H. The mutually facing, rail chambers of the two rails of a track corresponds to the displacement securing element is fixed at installation with its longitudinal axis in the horizontal direction perpendicular to the rails in the direction of its longitudinal axis, since it is virtually clamped between the two rails.

Furthermore, after installation, the anti-shift element is also fixed in the vertical direction between the rails, since the length of the anti-slip element exceeds the track width and thus can not be moved over the rail heads, d. H. it is held firmly in position in the vertical direction by the rail heads or feet.

The displacement securing elements lie flat on the end faces of the middle plates, wherein the middle plates at the end faces preferably a recess corresponding in shape and size a recess securing element recess with a depth of, for example, 5 mm, but not more than the strength of the sliding securing element, in which the sliding securing elements at least a part of its plate thickness, d. H. Thick, customizable.

In addition, the displacement securing elements have through holes whose inner diameter substantially correspond to the outer diameter of the threaded rods of the Fixierstangenmittels, so that these threaded rods are feasible through the through holes of the sliding securing elements. The positioning of the through holes in the slide securing elements is selected such that they come to lie substantially congruent in the installed state in the track of the middle plates and sliding securing elements, so that the threaded rods of Fixierstangenmittels are smoothly performed by both through holes.

The width of the anti-slip elements (i.e., their height when installed) is such that, when installed, they do not protrude beyond the top of the center plates. Preferably, in the installed state by a displacement securing element, a groove between two adjacent center plates is formed, this groove, for example, 1 cm wide and 2 cm deep.

The arranged in the two end regions of the railroad crossing displacement securing elements, which are contacted only on one side of a central plate, have on the side facing this contacted side firmly connected, z. B. welded, nuts, into which the threaded rods of Fixierstangenmittels are screwed. In this way, the central plates arranged in a row as well as the displacement securing elements arranged between the middle plates can be braced via the fixing rod means, so that a coherent assembly is formed.

The rail level crossing arrangement further comprises rail chamber elements which are located in the inner rail chambers, i. H. are arranged at a track in each case in the direction of the track center rail chambers of the two rails. The dimensions of the rail chamber elements are in this case selected such that they are accurately inserted into the cavity formed between a built-in center plate and the respective rail chamber.

Preferably, the length of a rail chamber element corresponds to the distance between two fastening elements, which serve for fastening the rails on the sleepers. The dimensions of the rail chamber elements are designed such that the rail chamber elements inserted into the rail chamber (side by side in a row) are behind the fastening elements (ie, they are located between the rail chamber wall and the fasteners).

The rail chamber elements may be made of a plastic.

The rail level crossing arrangement also includes rail chamber stones which are located in the outer rail chambers, i. H. the at a track respectively in the direction of the track edge facing rail chambers, the two rails are arranged. The dimensions of the rail chamber stones are chosen such that they can be inserted precisely into the cavity formed by a rail chamber.

The rail chamber facing away from the longitudinal side of the rail chamber stones is preferably made smoothly, this longitudinal side is arranged substantially vertically in the installed state of the rail chamber stones, which protrude perpendicular to the rails on the (side) edge of a rail head, for example, about 66 mm wide. The height of the rail edge stones in the installed state is chosen so that they complete slightly below the top rail head. For example, its top is positioned about 8 mm below the top of the rail head.

The length of the rail chamber stones preferably also corresponds to the distance between two fastening elements for fastening the rails on the sleepers. In addition, the rail chamber stone on both its (adjacent to the fasteners) edge regions recesses, so that in adjacent to each other in a row inserted into the rail chamber rail chamber bricks cavities for receiving the fasteners are formed.

The rail camstones are preferably made of concrete, wherein at its lower bearing surfaces, with which they rest on the rail and / or the cross sleeper, a rubber spacer can be applied.

The rail chamber stones enable the formation of a vertical connection surface starting from the ballast bed up to the level of the rail head. This allows the asphalt to be installed and compacted very well. The pavement is paved in the form of an asphalt pavement at the level of the rail head. Due to the geometry of the rail chamber stone a slightly lowered to the rail head area is prepared, which is necessary so that the wheel of the rail vehicle does not run on the pavement.

An advantage of the inventive arrangement for a level crossing rail level is the storage of the center plates on both the rail feet and on the sleepers. This gives the level crossing a high stability and resilience. The plastic interlayers serve both as resilient pads as well as to compensate for any small bumps or dimensional inaccuracies.

The use of concrete, especially reinforced concrete, as a material for the middle plates continues to contribute to the high stability and resilience of the railroad crossing, as concrete due to its hardness or dimensional stability, its static carrying capacity and its adhesive properties good for driving on rubber-tired vehicles, such , As trucks, is suitable.

The modular design of the railroad crossing also allows a time-saving and easy to carry out construction and dismantling, wherein the level crossing according to the invention is characterized by a non-essential structural requirements of the track body.

Such a level crossing for crossing a railway track can be provided, for example, at crossings with light signal or barrier systems, but also at unsecured crossings transitions. The traffic surface crossing the rails may be, for example, a walkway, a cycle path or a roadway for motor vehicles. Depending on the width of the traffic area to be led via the track, the width of the track crossing point, ie the number of center plates used, can be adapted to the requirements. So z. B. for a pedestrian crossing the track only a single Central plate of 120 cm width and z: For a highway five center plates of 120 cm each can be used.

According to one embodiment, at least one plate-shaped decoupling element made of a plastic is arranged between the middle plate and the displacement securing element, which is connected to the at least one Fixierstangenmittel, wherein in the sliding securing element facing end side of the middle plate for each decoupling element is introduced a corresponding shape and size recess.

Preferably, the decoupling element is designed as a rectangular plate with a central through hole for receiving a threaded rod of Fixierstangenmittels.

The decoupling element is used to decouple the middle plate of concrete from the adjacent in the installed state anti-slip element made of steel.

According to a further embodiment, the upper side of the center plates has, at least in part, a profiling or surface structuring, preferably in the form of a grid-like groove structure. Preferably, this profiling is arranged on the surface of the upper side in the region between the stepped depressions, d. h., the top is profiled with the exception of the wheel rim ruts. The top may also be provided with a tactile guide or guide for e.g. Be provided blind or visually impaired people profiling surface profiling. The margins of the top (i.e., the edges of the center panel adjacent to the top) may additionally be chamfered.

Such a profiling of the top with a, for example, ribbed, structuring to increase slip resistance can facilitate for example the wheelchair users and cyclists the transition over the track and enable a non-slip transition. In addition, this makes it easier for the rainwater to drain away from the top by running through the grooves of the profile in the Radzranz ruts. According to one embodiment, the sliding securing elements each have on the side facing a middle plate two pins in the form of dowels and the middle plates on their the Verschiebesicherungselementen facing end faces two recesses, the pins of the sliding securing elements inserted into the recesses of the center plates or in the assembled state of the Railroad crossing are introduced.

Thus, the middle plates can be dovetailed with each other in addition to and over the sliding securing elements.

According to a further embodiment, a foam rubber is glued in between adjacent center panels, which is connected to the level of the traffic area, i. H. completing the top of the middle plates and forms an upper cover of the anti-slip elements. Thus, the open in the assembled state of the railroad crossing between two adjacent center plates gap can be closed and arranged between the center plates displacement protection element additionally wet, z. B. by rain, to be protected.

For example, the foam rubber may be a sponge rubber.

The invention may be further designed such that the extension of a center plate in the longitudinal direction of the track corresponds to 120 cm, d. H. the width of the center plate is 120 cm and its length 143 cm. Since sleepers are laid in the usual way in a grid with a distance of 60 cm, this center plate width corresponds to the grid spacing of 2 sleepers.

According to a further embodiment, a center plate is mounted on in each case three sleepers of the track. With a width of the center plate of 120 cm and in the usual way every 60 cm installed sleepers is provided that two middle plates are mounted on each second tie. Thus, the underside of the center plate on three bulges (for storage on the sleepers), wherein the at the edge regions (in the region of the end faces of the center plate) arranged bulges can be only half as wide as the centrally arranged on the bottom bulge.

A connection of a traffic area at the level crossing according to the invention, d. H. to the outer rail cam stones, is in a known manner, for. B. by bitumen or paving stones possible.

• Fig. 1 eine schematische Perspektivansicht einer Anordnung für einen schienenniveaugleichen Bahnübergang gemäß einer Ausführungsform der Erfindung,
• Fig. 2 eine schematische Schrägdraufsicht auf ein Detail der Anordnung für einen schienenniveaugleichen Bahnübergang gemäß Fig. 1, und
• Fig. 3 eine schematische Schrägdraufsicht auf die Unterseite der Mittelplatte.

The invention is explained below with reference to an embodiment with reference to the accompanying drawings, wherein the same or similar features are provided with the same reference numerals. In the drawings show:

• Fig. 1 a schematic perspective view of an arrangement for a rail level crossing railroad crossing according to an embodiment of the invention,
• Fig. 2 a schematic oblique top view of a detail of the arrangement for a rail level crossing in accordance with Fig. 1 , and
• Fig. 3 a schematic oblique top view of the underside of the center plate.

As FIG. 1 illustrated, the track 1 is composed of the rails 2 and the sleepers 3, wherein the rails 2 are fastened with the fasteners 8 on the sleepers 3. In the space between the two rails 2, the middle plates 4 are arranged consecutively. The top 4.1 of the middle plates 4 is formed as a traffic area and has a profiling in the form of a crossed groove structure. The upper side 4.1 furthermore has, along a rail 2 in each case, a stepped depression, through which the wheel rim track groove 9 is formed. In the area of the wheel rim ruts 9, the top 4.1 of the center plate 4 is unstructured.

In the outer rail chambers 2.3, d. H. the railroad centers pointing away from the track center, the rail chamber stones 5 are arranged consecutively. In their lower region, the rail chamber stones 5 have recesses 5.1 for receiving the fastening elements 8 in the longitudinal direction at their two end regions.

Between the middle plate 4 and the rail channels 2.4, which are directed towards the interior of the track, the (inner) rail chamber elements 6 are arranged consecutively in the longitudinal direction of the track 1.

In the execution according to FIG. 1 is the extension of the center plate 4 along the track 1200 mm and across the track 1430 mm. The edges formed at the edges of the structured traffic surface of the middle plates 4 are rounded.

After the execution according to FIG. 1 the distance between two successive middle plates 4 is about 10 mm in each case. The length of the rail chamber stones 6 or rail chamber elements 5 along the track is about 600 mm.

The level crossing has at its two (located at right angles to the track) end portions 24 of the level crossing covering system in each case a displacement securing element 12 made of steel, said displacement securing elements 12 are arranged on the (relative to the longitudinal direction of the track) front boundary surfaces of the center plates 4. Also, between the middle plates 4 such a displacement securing element 12 is arranged in each case (in Fig. 1 not visible). The middle plates 4 and displacement securing elements 12 are non-positively connected by means of Fixierstangenmittels 7 and braced to form a unit.

FIG. 2 illustrates the assembly of the center plate 4 and the displacement securing element 12 with the Fixierstangenmittel 7. The displacement securing element 12 has in each case on the central plate 4 facing side surface two welded dowels 15 which are inserted into the recesses 14 on the end faces 4.3 of the middle plate 4. In addition, the front side 4.3 of the middle plate 4 has a the securing element 12 in the form and size corresponding indentation, in which the displacement securing element 12 is partially inserted in the construction of the system.

The Fixierstangenmittel 7, in this example consisting of the threaded rods 16 and the long nuts 17, is passed through holes in the middle plate 4 and the sliding securing element 12. Between the middle plate 4 and the displacement securing element 12, and also provided with a bore for the Fixierstangenmittel 7, each of the decoupling element 13 is disposed of plastic. This ensures that the middle plate 4 and the sliding securing element 12 at a load, for. B. by crossing the railroad crossing, do not rub against each other. Due to the bracing of the middle plate 4 and the sliding securing element 12 by the Fixierstangenmittel 7 also the sliding securing element 12 is fixed in the manner in the inner rail chambers 2.4 that the center plate 4 in the installed state against slipping upwards, ie in the vertical direction, as also to the side, ie across the track, is secured.

FIG. 3 shows the underside 4.2 of the center plate 4. In the edge region of the bottom 4.2, the rim spur groove 9 opposite, the Schienenfußauflageflächen 18 can be seen. For elastic mounting of the middle plate 4 on the rail feet 2.2, a plastic intermediate layer 11 is glued to the rail foot support surface 18.

It is also clear that the Schienenfußauflageflächen 18 are interrupted at the positions at which come in the installed state of the middle plate 4, the fasteners 8 to lie.

Furthermore, on the bottom 4.2, the bulges 10 for supporting the middle plate 4 on the sleepers 3 can be seen. On the bearing surface of these bulges 10 is also a plastic liner 11 is also glued.

List of reference numbers used

1

track system

2

rail

2.1

railhead

2.2

rail

2.3

outer rail chamber

2.4

inner rail chamber

3

sleeper

4

center plate

4.1

Top of center plate

4.2

Bottom of center plate

4.3

Side surface of the middle plate

5

(outer) rail chamber stone

5.1

recess

6

(inner) rail chamber element

7

Fixierstangenmittel

8th

fastener

9

step-shaped lowering / wheel rim ruts

10

bulge

11

Plastic liner

12

Shifting security element

13

decoupling element

14

Recess on the side surface of the center plate

15

Dowel / pin

16

threaded rod

17

long mother

18

rail foot

24

End of the railway crossing

Claims (10)

1. An arrangement for a railway level crossing, which leads over a track system (1), having rails (2) and cross sleepers (3) for supporting the rails (2), said arrangement comprising a plurality of middle slabs (4) made of reinforced concrete, which are to be positioned in succession in the longitudinal direction of the track system (1), bridge the internal distance between a pair of rails, with their upper side (4.1) oriented in line with the rail head (2.1) form a traffic surface which extends at the rail height and can be travelled over, and with their underside (4.2) facing towards the cross sleepers (3) are resiliently mounted on the inner rail feet (2.2) by means of rail foot support faces (18), and further comprising rail chamber side elements (5), which can be fitted into the rail chambers (2.3) from the outside at the rails (2), wherein the upper side (4.1) of the middle slabs (4) has a stepped drop along each of the rails (2), by means of which a wheel rim track groove (9) is formed, and wherein the rail chamber elements (6) made of plastics material are introduced in a form-fitting and frictionally engaged manner between the middle slabs (4) and the rail chambers (2.4) directed towards the inner region of the track, characterised in that

   - the middle slabs (4) are, or can be, coupled together by at least one fixing rod means (7) extending within the middle slabs (4) along the rails (2) to form a modular unit;

   - the middle slabs (4), on their underside (4.2), have convex portions (10), which are formed parallel to one another at a distance from the cross sleepers (3) and which each have an intermediate plastics layer (11) arranged thereon, wherein the convex portions (10) are of such a form and size that, when the middle slab (4) is installed, they contact the cross sleepers (3) in a form-fitting manner by means of the intermediate plastics layer (11); and

   - anti-displacement elements (12) made of steel are arranged between the middle slabs (4) and at the two end regions (24) of the level crossing situated in the longitudinal direction of the track system (1) in order to support the middle slabs (4) in the transverse and vertical direction of the track system (1), wherein the anti-displacement elements (12) can be fixedly coupled to the middle slabs (4) by means of the at least one fixing rod means (7).
2. The arrangement according to claim 1, characterised in that at least one planar decoupling element (13) made of a plastics material is arranged between the middle slab (4) and the anti-displacement element (12), which decoupling element is connected to the at least one fixing rod means (7), wherein recesses corresponding in terms of form and size to the decoupling elements (13) are formed in the side face (4.3) of the middle slab (4) facing towards the anti-displacement element (12).
3. The arrangement according to claim 1 or 2, characterised in that the upper side (4.1) of the middle slabs (4) has, at least in part, a profiling in the form of a lattice-like groove structure.
4. The arrangement according to any one of the preceding claims, characterised in that the anti-displacement elements (12) each have two pins (15) on the side face facing towards a middle slab (4), which pins can be inserted or are inserted into recesses (14) which the middle slabs (4) have on their side faces (4.3) facing towards the anti-displacement elements (12).
5. The arrangement according to any one of the preceding claims, characterised in that a foam rubber is stuck in place between adjacent middle slabs (4) and terminates in line with the traffic surface and forms an upper covering of the anti-displacement elements (12).
6. The arrangement according to any one of the preceding claims, characterised in that the middle slabs (4) have an extent of 120 cm in the longitudinal direction of the track (1).
7. The arrangement according to any one of the preceding claims, characterised in that the middle slabs (4) are each mounted on three cross sleepers (3).
8. The arrangement according to any one of the preceding claims, characterised in that the fixing rod means (7) is formed from a plurality of threaded rods (16) and long nuts (17), wherein threaded rods (16) arranged in succession can be connected or are connected by long nuts (17), which are positioned in recesses formed on side faces (4.3) of the middle slabs (4) arranged transversely to the rails (2).
9. The arrangement according to any one of the preceding claims, characterised in that the middle slabs (4) have, on at least one of their side faces (4.3) facing towards the anti-displacement elements (12), a concave portion corresponding in terms of form and size to the anti-displacement element (12), wherein the depth of the concave portion is smaller than the width of the anti-displacement element (12) along the rail direction.
10. The arrangement according to any one of the preceding claims, characterised in that the intermediate plastics layer (11) comprises a plurality of layers each made of a plastics material for supporting the middle slabs (4) on the rails (2) and the cross sleepers (3).

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