EP3385446A1 - Gleisbett und verfahren zur stabilisierung eines gleisbetts - Google Patents

Gleisbett und verfahren zur stabilisierung eines gleisbetts Download PDF

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Publication number
EP3385446A1
EP3385446A1 EP17290051.6A EP17290051A EP3385446A1 EP 3385446 A1 EP3385446 A1 EP 3385446A1 EP 17290051 A EP17290051 A EP 17290051A EP 3385446 A1 EP3385446 A1 EP 3385446A1
Authority
EP
European Patent Office
Prior art keywords
bonding agent
track
ballast
cement
track ballast
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP17290051.6A
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English (en)
French (fr)
Inventor
Emmanuel Guillon
Anthony PEUCHLESTRADE
Arnaud Jonnekin
Olivier Watt
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Holcim Technology Ltd
Original Assignee
Holcim Technology Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Holcim Technology Ltd filed Critical Holcim Technology Ltd
Priority to EP17290051.6A priority Critical patent/EP3385446A1/de
Priority to US16/603,128 priority patent/US20200115856A1/en
Priority to CA3059323A priority patent/CA3059323A1/en
Priority to PCT/IB2018/052366 priority patent/WO2018185702A1/en
Publication of EP3385446A1 publication Critical patent/EP3385446A1/de
Pending legal-status Critical Current

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B1/00—Ballastway; Other means for supporting the sleepers or the track; Drainage of the ballastway
    • E01B1/008—Drainage of track
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B1/00—Ballastway; Other means for supporting the sleepers or the track; Drainage of the ballastway
    • E01B1/001—Track with ballast

Definitions

  • the invention refers to a track bed for a railroad track, comprising track ballast made from particulate matter and a multitude of railroad ties supported on the track ballast, wherein at least one region of the track ballast is stabilized by means of a bonding agent that bonds together particles of the particulate matter.
  • the invention refers to a method of stabilizing a track bed for a railroad track, said track bed comprising track ballast made from particulate matter and a multitude of railroad ties supported on the track ballast.
  • Track ballast forms the track bed, upon which railroad ties are laid.
  • the track ballast is packed between, below and around the ties and is typically made of crushed stone.
  • the stones With regard to the shape of the particles, it is important that the stones are irregularly cut and have relatively sharp edges, so that they properly interlock and grip the ties in order to fully secure them against movement.
  • the mechanical strength of the track ballast is essential for the stability of the railroad track bed. Since ballast consists of granular material, its strength and failure properties are determined by the frictional contact interactions between the ballast particles. There have been many attempts to improve the mechanical stability of track ballast so as to improve its lifetime and reduce maintenance operations.
  • Some solutions comprise cohering the individual particles of the particulate matter into a coherent elastic structure with a polymeric bonding agent.
  • a polymeric bonding agent For example, it is known from EP 1 619 305 B1 to foam up the cavities of a ballast bed of a railway track with polyurethane (PU).
  • the reactants isocyanate, polyol and additives are mixed up as foaming agent and introduced into the cavities of the ballast bed where they react to form polyurethane foam.
  • the invention aims at providing improvements in stabilizing track ballast and to overcome the drawbacks of the prior art solutions as described above.
  • the invention according to a first aspect thereof provides a track bed for a railroad track, comprising track ballast made from particulate matter and a multitude of railroad ties supported on the track ballast, wherein at least one region of the track ballast is stabilized by means of a bonding agent that bonds together particles of the particulate matter, characterized in that the bonding agent is based on a hydraulic binder, in particular cement, and that the bonding agent leaves free voids between the bonded particles so that the track ballast has a water draining capability in said at least one stabilized region.
  • Hydraulic binders are widely used in the constructional industry and are known in a great number of different variations and mixtures so that the invention makes available a proven technology for stabilizing track ballast.
  • the handling of hydraulic binders at the jobsite is safe and does not require specific safety measures. Neither the workers nor the environment is exposed to harmful chemicals.
  • hydraulic binders are much less expensive than polymers, such as polyurethane foam or resins.
  • the bonding agent is mineral-based instead of organic-based so that the coherent structure consisting of the particulate matter (in particular crushed stone) and the bonding agent is altogether a mineral material that can easily be recycled.
  • the bonding agent leaves free voids between the bonded particles so that the track ballast has a water draining capability in said at least one stabilized region. Therefore, the bonding agent is applied in such a way that fluid flow can occur through the track ballast so that rainwater can drain, in particular towards the outer sides of the track ballast.
  • the draining capability requires that the voids arranged between the particles of the particulate matter are interconnected resulting in a certain degree of open porosity of the track ballast.
  • the stabilized region has a mass ratio of bonding agent to track ballast of 1:10 - 1:20, in particular about 1:12.
  • Hydraulic binders are substances used in construction that set in the presence of water and harden. By adhering to the particles of the track ballast, the bonding agent based on a hydraulic binder binds the particles together.
  • the bonding agent is a hardened cement slurry, in particular a hardened cement paste or cement mortar.
  • a cement paste is a mixture of cement and water as well as optionally admixtures.
  • a mortar is a mixture of cement, water and fine aggregates as well as optionally admixtures.
  • the hydraulic binder is a Portland cement binder, wherein the Portland cement preferably is a cement of the type CEM I, CEM II or CEM III.
  • the track ballast comprises a central region located below said railroad ties and side regions arranged on both sides of said central region, wherein only the side regions are stabilized by said bonding agent.
  • the side regions correspond to the outer slopes of the track ballast on either side of the ties.
  • the track ballast in the central region can be easily replaced and/or compacted without breaking the bonding in the side regions.
  • the invention provides a method of stabilizing a track bed for a railroad track, said track bed comprising track ballast made from particulate matter and a multitude of railroad ties supported on the track ballast, wherein particles of the particulate matter are bonded together by means of a bonding agent that is based on a hydraulic binder, in particular cement, said bonding agent being applied to the particles of the particulate matter so as to leave free voids between the bonded particles so that the track ballast has a water draining capability.
  • a bonding agent that is based on a hydraulic binder, in particular cement
  • the bonding agent comprises or consists of a cement slurry, in particular a cement paste or a cement mortar.
  • the hydraulic binder is a Portland cement binder.
  • Portland cement as used in the invention may be any type of Portland cement, whatever its chemical composition is. Suitable cements used in the invention preferably are the cements described according to the European EN 197-1 Standard of April 2012 or mixtures thereof, preferably cement of the types CEM I, CEM II, CEM III, CEM IV or CEM V.
  • the Portland cement preferably is a cement of the type CEM I, CEM II or CEM III.
  • the hydraulic binder contains high amounts of aluminate phases, namely where the cumulated alumina content of the binder is between 10wt.-% and 50wt.-%.
  • aluminate phases can be provided by a specific cement, such as a calcium sulphoaluminate cement, a calcium aluminate cement, or a specific binder such as that described in EP 1781579 .
  • such a binder can be a mixture of 50wt.-% CEM I, 25wt.-% gypsum, and 25wt.-% calcium aluminate cement, such as Ciment Fondu produced by Kerneos.
  • the track ballast comprises a central region located below said railroad ties and side regions arranged on both sides of said central region, wherein the bonding agent is only applied to the particles of the side regions.
  • the bonding agent can be applied to the track ballast in various ways.
  • the bonding agent is poured or sprayed onto the track ballast from above in at least one region to be stabilized.
  • compressed-air spraying is used, which allows to deeply spray bonding agents having different fluidity.
  • the bonding agent that is poured or sprayed onto the surface of the track ballast will also be distributed within the track ballast under the influence of gravity.
  • the bonding agent is mixed with the particles of said particulate matter and the resulting mixture is placed as track ballast on a track formation.
  • This embodiment can be suitable for the construction of new lines, or for when the aggregates of the ballast are replaced in large maintenance operations.
  • the bonding agent in particular when it is sprayed or poured onto the track ballast, effectively impregnates the bed of track ballast and bind the particles throughout the depth of the bed on the one hand and does not clog the voids between the particles on the other hand, the bonding agent should have a low viscosity and/or a high flowability when being applied.
  • a preferred embodiment provides that the flowability of the bonding agent, at the time of application, is 2-7 seconds, preferably 2-4 seconds, with a specific funnel test method that is identical to the method described in ASTM D6910/D6910M-09, and with two modifications:
  • the flowability may also be expressed in terms of the spread of the slurry, wherein a preferred embodiment provides that the bonding agent has an initial spread of at least 90 mm, measured according to a test method inspired from EN 12350-8 referring to the testing of fresh concrete/self-compacting concrete, wherein the dimensions are adjusted for slurries (height 57 mm, internal diameter at top: 21 mm, internal diameter at bottom: 37 mm), 5 min after mixing.
  • the adjustment of the rheological properties of the bonding agent may be achieved by methods known to the person skilled in the art, such as admixture selection and dosage and/or water to cement ratio variations.
  • the Portland cement has a specific surface (Blaine) of 3000 - 10000 cm 2 /g, preferably 3500 - 6000 cm 2 /g.
  • the bonding agent has a water/binder ratio of 0.4 to 0.6, where the mass of binder includes the Portland cement and, if any, mineral particles, such as slag, fly ash, silica fume, natural or synthetic pozzolans, limestone fillers, siliceous fillers, calcined clays, or mixtures thereof.
  • mineral particles such as slag, fly ash, silica fume, natural or synthetic pozzolans, limestone fillers, siliceous fillers, calcined clays, or mixtures thereof.
  • the bonding agent in particular the cement paste or the cement mortar, comprises a water reducer, in particular a plasticiser or super-plasticiser, such as a polycarboxylate based or a polynaphthalene sulfonate based water reducer.
  • a water reducer makes it possible to reduce the amount of mixing water for a given workability by typically 10-15% or to increase flowability for a given water/binder ratio.
  • water reducers mention may be made of lignosulphonates, hydroxycarboxylic acids, carbohydrates, and other specific organic compounds, for example glycerol, polyvinyl alcohol, sodium alumino-methyl-siliconate, sulfanilic acid and casein.
  • PCP polyoxy polycarboxylate
  • the cement slurry comprises 0.05 to 1%, more preferably 0.05 to 0.7% of a water reducer, a plasticiser or a superplasticizer, percentage expressed by mass relative to the dry cement mass.
  • the setting time can be adjusted depending on the requirements.
  • a fast setting mortar is for example suitable in maintenance operations that are carried out during night time maintenance slots of existing lines, and when the railway tracks need to be reopened the following morning.
  • the reduction of the setting times is then carried out by using known strong set time accelerators regularly purchased from admixture suppliers. These products may be formulations based on calcium or sodium nitrates, nitrites, chlorides, thiocyanates, or aluminium sulphates.
  • the bonding agent used in the invention comprises 0.05 to 2.5 wt.-% of an accelerator, expressed as dry mass relative to dry cement mass.
  • additives may be added to the bonding agent.
  • additives may be setting retarders, coloured pigments, film forming agents, hydrophobic agents or de-polluting agents (for example zeolites or titanium dioxide), latex, organic or mineral fibres, mineral additions or their mixtures.
  • the bonding agent used in the invention may further comprise mineral particles.
  • the bonding agent may comprise 15 to 75% of mineral particles, more preferably from 15 to 65%, most preferably from 20 to 55%, the percentages being expressed by mass relative to the dry mass of cement.
  • the suitable mineral particles have a maximum particle size of 200 micrometres are selected from calcium carbonate, silica, ground glass, solid or hollow glass beads, glass granules, expanded glass powders, silica aerogels, silica fume, slags, ground sedimentary siliceous sands, fly ash or pozzolanic materials or mixtures thereof.
  • the mineral particles used according to the invention may be slags (for example, as defined in the European NF EN 197-1 Standard of April 2012, paragraph 5.2.2), pozzolanic materials (for example as defined in the European NF EN 197-1 Standard of April 2012, paragraph 5.2.3), fly ash (for example, as described in the European NF EN 197-1 Standard of April 2012, paragraph 5.2.4), calcined schists (for example, as described in the European NF EN 197-1 Standard of April 2012, paragraph 5.2.5), material containing calcium carbonate, for example limestone (for example, as defined in the European NF EN 197-1 Standard paragraph 5.2.6), silica fume (for example, as defined in the European NF EN 197-1 Standard of April 2012, paragraph 5.2.7), siliceous additions (for example, as defined in the "Concrete” NF P 18-509 Standard), metakaolin or mixtures thereof.
  • slags for example, as defined in the European NF EN 197-1 Standard of April 2012, paragraph 5.2.2
  • Fly ash is generally pulverulent particles comprise in fume from thermal power plants which are fed with coal. Fly ash is generally recovered by electrostatic or mechanical precipitation.
  • Slags are generally obtained by rapid cooling of molten slag resulting from melting of iron ore in a blast furnace.
  • Silica fume may be a material obtained by the reduction of very pure quality quartz by the coal in electric arc furnaces used for the production of silicon and alloys of ferrosilicon. Silica fume is generally formed of spherical particles comprising at least 85% by mass of amorphous silica.
  • the pozzolanic materials may be natural siliceous and/or silico-aluminous materials or a combination thereof.
  • natural pozzolans can be mentioned, which are generally materials of volcanic origin or sedimentary rocks, and natural calcined pozzolans, which are materials of volcanic origin, clays, shale or thermally-activated sedimentary rocks.
  • the bonding agent is poured or sprayed onto the track ballast in an amount of 40-70, preferably 50-70, more preferably 55-65, litres per m 2 of track ballast surface and per m of track ballast thickness.
  • the bonding agent is poured or sprayed onto the track ballast in such an amount that a homogeneous bed of said bonding agent is formed at the bottom of the track ballast, said bed preferably having a height of 5-20 mm.
  • the bonding agent is applied in excess so that the bonding agent forms a bed at the bottom of the track ballast so as to increase the stability of the ballast.
  • the fluidity of the bonding agent must be so high that the voids between the particles remain at least partially free from the bonding agent so that the track ballast remains permeable to water.
  • the flexural strength of the bonding agent after having set and hardened is selected to be 1-5 MPa, in particular 1-2 MPa (measured on prisms having a dimension of 4*4*16 cm according to EN 196-01 24h after mixing).
  • the cohesion provided by the bonding agent is enough to stabilize the track ballast, but not too high, so that ballast replacing machines are able to break the bonding points and allow the replacement of treated ballast.
  • the appropriate thickness of a layer of track ballast depends on the size and spacing of the ties, the amount of traffic on the line, and various other factors.
  • the thickness of the track ballast preferably is greater than 150 mm. With high-speed railway lines the thickness of the track ballast may be up to 500 mm.
  • Fig. 1 shows a cross section of a track bed 1 for a railroad track.
  • the track bed 1 comprises a sub-ballast layer 2 and track ballast 3 made from particulate matter.
  • a multitude of railroad ties 4 are supported on the track ballast 3, wherein rails 5 are fixed to the railroad ties 4.
  • a bonding agent based on a hydraulic binder has been applied so that the particles of the track ballast are bonded together.
  • This example illustrates the bonding capacity of the bonding agent of the present invention and the possibility to bond a specific given thickness of the track ballast by depositing the suitable quantity of bonding agent per unit area of ballast.
  • a given mass of bonding agent (M3) was deposited homogeneously at the top surface of the ballast and then sealed in order to prevent any water loss which may cause weight measurement artefacts. This sealing was done purely for the purpose of this test. 24 hours after the application, the bonded ballast was unmoulded and the mass of the bonded ballast (including the bonding agent) was measured (M2). The fraction of the ballast bonded was evaluated first by calculating (M2-M3)/M1.
  • the excess of bonding agent was quantified by determining the height of the bonding agent layer (H2) at the bottom of the bucket.
  • the volume of excess bonding agent per surface unit was calculated: H2/P1
  • Three tests were performed, wherein the test differed primarily in the mass of the bonding agent (M3) used.
  • Test 2 shows that with the application of 15.7 L/m 2 of bonding agent a thickness of 23 cm of ballast is bonded. An homogeneous layer of 5mm of bonding agent is found at the bottom of the bucket.
  • Test 1 shows that with a lower amount of bonding agent per surface unit the depth of bonding is reduced to 9cm.
  • Test 3 shows that with an amount of 22 L/m 2 of bonding agent all ballast is fully bonded. A homogeneous layer of 2 cm of bonding agent is measured at the bottom of the bucket.
  • example 2 a number of different cement slurries were prepared that are suitable as bonding agent according to the invention.
  • Table 1 illustrates the impact of different types of binder: Table 1 Raw material (kg) Mix1 Mix2 Mix3 Mix4 Mix5 Mix6 Mix7 CEM I 52.5 R 750 375 487 CEM II/A 42.5 R 750 CEM III/A 42.5 N 750 Finer CEM I 52.5 R 375 Aluminate Cement 375 Limestone Filler 375 375 375 Fly Ash 262 0-1 Sand 805 833 833 833 833 833 833 Water 460 420 420 420 460 420 Slump-Flow (mm) 105 105 100 110 95 105 110 Modified Marsh Funnel 2.4 2.5 2.5 2.5 3 2.6 2.5 24h compressive strength (MPa) 17 12 6.7 6 4.8 8.4 5.7 24h flexural strength (MPa) 5.5 3.5 2.2 1 1.6 2.9 2.2
  • Table 2 illustrates the impact of different types of sand: Table 2 Raw material (kg) Mix 4 Mix 8 Mix 9 CEM I 52.5 R 375 375 550 Limestone Filler 375 375 550 0-1 Sand 833 0-2 Sand 833 Water 420 420 620 Slump-Flow (mm) 110 105 115 O'Funnel 2.5 2.4 2 24h compressive strength (MPa) 6 6.1 5 24h flexural strength (MPa) 1 2.3 2
  • Table 3 illustrates the impact different types of admixtures: Table 3 Raw material (kg) Mix10 Mix11 Mix12 Mix13 Mix14 Mix15 CEM I 52.5 R 375 375 375 375 375 375 Limestone Filler 375 375 375 375 375 375 0-1 Sand 833 1048 833 833 736 Superplasticizer 2 Accelerator 7.5 Fibres 2.25 Latex 40 Thickening agent 0.2 Water 420 330 420 420 401 450 Slump-flow (mm) 110 115 110 105 100 95 O'Funnel 2.5 6 2.7 2.6 2.9 2.6 24h compressive strength (MPa) 6 12 6.8 6.2 4.5 4.3 24h flexural strength (MPa) 1 4 2.4 2.3 1.1 0.9
  • the bonding agent was prepared by the following method: The cement mortar was prepared by mixing the cement, the filler and the sand in a Perrier planetary mixer during 15 sec. Thereafter, water and additives were added to the mixture during a time period of 30 sec and the mortar was mixed during 2 minutes at a slow speed.
  • the material properties were measured as follows:
  • the compressive strength and the flexural strength were measured on prisms having a dimension of 4*4*16 cm according to EN 196-01 24h after mixing.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Curing Cements, Concrete, And Artificial Stone (AREA)
  • Railway Tracks (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
EP17290051.6A 2017-04-07 2017-04-07 Gleisbett und verfahren zur stabilisierung eines gleisbetts Pending EP3385446A1 (de)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP17290051.6A EP3385446A1 (de) 2017-04-07 2017-04-07 Gleisbett und verfahren zur stabilisierung eines gleisbetts
US16/603,128 US20200115856A1 (en) 2017-04-07 2018-04-05 Track bed and method of stabilizing a track bed
CA3059323A CA3059323A1 (en) 2017-04-07 2018-04-05 Track bed and method of stabilizing a track bed
PCT/IB2018/052366 WO2018185702A1 (en) 2017-04-07 2018-04-05 Track bed and method of stabilizing a track bed

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP17290051.6A EP3385446A1 (de) 2017-04-07 2017-04-07 Gleisbett und verfahren zur stabilisierung eines gleisbetts

Publications (1)

Publication Number Publication Date
EP3385446A1 true EP3385446A1 (de) 2018-10-10

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EP17290051.6A Pending EP3385446A1 (de) 2017-04-07 2017-04-07 Gleisbett und verfahren zur stabilisierung eines gleisbetts

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US (1) US20200115856A1 (de)
EP (1) EP3385446A1 (de)
CA (1) CA3059323A1 (de)
WO (1) WO2018185702A1 (de)

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3656690A (en) * 1969-03-22 1972-04-18 Ilseder Huette Railbed
US3841554A (en) * 1972-05-03 1974-10-15 Phillips Petroleum Co Stabilized railway bed and method of construction
US4451180A (en) * 1978-05-09 1984-05-29 Duval Henry H Method for restructuring railway roadbeds
DE4423542A1 (de) * 1994-07-05 1996-01-11 Heinrich Cronau Gmbh Hoch Tief Oberbau für Eisenbahn-Gleisanlagen
DE19929283A1 (de) * 1999-06-25 2000-12-28 Gudehus Gerd Sanierung von Gleisbettwellen durch Injektion
EP1781579A2 (de) 2004-07-20 2007-05-09 Lafarge Sulfoaluminatklinker mit hohem belitanteil, verfahren zu dessen herstellung sowie verwendung für die herstellung von hydraulischen bindemitteln
EP1619305B1 (de) 2004-07-23 2009-05-06 MSB-Management GmbH Teilverschäumter Gleisoberbau und Verfahren für dessen Herstellung

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1748747A (en) * 1929-05-31 1930-02-25 Timken Axle Co Detroit Car truck
US3870422A (en) * 1974-06-07 1975-03-11 Medico Christine Porous pavement
US4084381A (en) * 1977-01-19 1978-04-18 Woodbine Corporation Stabilization of earth subsurface layers
FR2606435B1 (fr) * 1986-11-10 1989-04-14 Fournier Christian Procede et dispositif pour le drainage des rives de toutes aires stabilisees de genie civil, ou des rives d'une construction
ES2109657T3 (es) * 1993-08-31 1998-01-16 Plasser Bahnbaumasch Franz Procedimiento para la estabilizacion de un nivel del terreno.
DE29506679U1 (de) * 1995-04-19 1996-08-14 Albert Fischer Gmbh Einrichtung zur Entwässerung von Schotterbetten und Bahnsteigen
US5863147A (en) * 1996-05-14 1999-01-26 David E. Pressler Pavement for conveying vehicular traffic
AU2004222828A1 (en) * 2004-10-21 2006-05-11 Kin Man Amazon Lee Permeable construction material containing waste rubber tyres

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3656690A (en) * 1969-03-22 1972-04-18 Ilseder Huette Railbed
US3841554A (en) * 1972-05-03 1974-10-15 Phillips Petroleum Co Stabilized railway bed and method of construction
US4451180A (en) * 1978-05-09 1984-05-29 Duval Henry H Method for restructuring railway roadbeds
DE4423542A1 (de) * 1994-07-05 1996-01-11 Heinrich Cronau Gmbh Hoch Tief Oberbau für Eisenbahn-Gleisanlagen
DE19929283A1 (de) * 1999-06-25 2000-12-28 Gudehus Gerd Sanierung von Gleisbettwellen durch Injektion
EP1781579A2 (de) 2004-07-20 2007-05-09 Lafarge Sulfoaluminatklinker mit hohem belitanteil, verfahren zu dessen herstellung sowie verwendung für die herstellung von hydraulischen bindemitteln
EP1619305B1 (de) 2004-07-23 2009-05-06 MSB-Management GmbH Teilverschäumter Gleisoberbau und Verfahren für dessen Herstellung

Also Published As

Publication number Publication date
CA3059323A1 (en) 2018-10-11
WO2018185702A8 (en) 2019-10-10
US20200115856A1 (en) 2020-04-16
WO2018185702A1 (en) 2018-10-11

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