EP3862488A1 - Système modulaire longitudinal avec tabliers de ponts pour voies ferrées à deux voies et procédé de construction - Google Patents

Système modulaire longitudinal avec tabliers de ponts pour voies ferrées à deux voies et procédé de construction Download PDF

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Publication number
EP3862488A1
EP3862488A1 EP18936205.6A EP18936205A EP3862488A1 EP 3862488 A1 EP3862488 A1 EP 3862488A1 EP 18936205 A EP18936205 A EP 18936205A EP 3862488 A1 EP3862488 A1 EP 3862488A1
Authority
EP
European Patent Office
Prior art keywords
piers
longitudinal
longitudinal beams
modular system
deck
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.)
Withdrawn
Application number
EP18936205.6A
Other languages
German (de)
English (en)
Other versions
EP3862488A4 (fr
Inventor
Carlos FACAL ANDRADE
Fernando CORBAL DEBÉN
Hugo Eduardo CORRES PEIRETTI
Javier TORRICO LIZ
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.)
Atesvi SL
Fhecor Ingenieros Consultores SA
Original Assignee
Atesvi SL
Fhecor Ingenieros Consultores SA
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 Atesvi SL, Fhecor Ingenieros Consultores SA filed Critical Atesvi SL
Publication of EP3862488A1 publication Critical patent/EP3862488A1/fr
Publication of EP3862488A4 publication Critical patent/EP3862488A4/fr
Withdrawn legal-status Critical Current

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D2/00—Bridges characterised by the cross-section of their bearing spanning structure
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D19/00—Structural or constructional details of bridges
    • E01D19/12—Grating or flooring for bridges; Fastening railway sleepers or tracks to bridges
    • E01D19/125—Grating or flooring for bridges
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D2/00—Bridges characterised by the cross-section of their bearing spanning structure
    • E01D2/04—Bridges characterised by the cross-section of their bearing spanning structure of the box-girder type
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D21/00—Methods or apparatus specially adapted for erecting or assembling bridges
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D21/00—Methods or apparatus specially adapted for erecting or assembling bridges
    • E01D21/06—Methods or apparatus specially adapted for erecting or assembling bridges by translational movement of the bridge or bridge sections
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D2101/00—Material constitution of bridges
    • E01D2101/20—Concrete, stone or stone-like material
    • E01D2101/24—Concrete
    • E01D2101/26—Concrete reinforced

Definitions

  • the present invention refers to a novel system of manufacture and construction of decks of bridges or viaducts with two tracks for light railways or metros, to be used in urban areas, with the particularity of having an open cross-section, in the shape of a U, being the two tracks located inside the deck.
  • the usual structural typologies consist of concrete decks, concreted structures, whose execution can be carried out in situ, that is, on site, or by prefabrication of segments, prefabricated structures, which are subsequently transported to the site for assembly.
  • the structures concreted in situ can be executed on formwork supported on the ground by means of scaffolding or using steel girders that are supported on the piers to span the complete span between piers, called MSS (Movable Scaffolding System).
  • MSS Middle Scaffolding System
  • the precast structures are usually formed by segments, elements that are built in a precast yard and then transported to the construction site and placed by different processes that, in general, require the use of auxiliary means and impose an execution span by span, in order, following the railway line defined by the piers.
  • the current technology of complete precast decks is focused on construction for its use in one-way track decks.
  • the construction of the deck consists of a U-beam of the same length as the complete span between piers. This structure is transported to the site in a special transport that can circulate on the roads or streets of the cities, as its size does not exceed the permitted limits. Subsequently, by using cranes, this kind of U-beams are lifted and placed over the spans delimited by the piers that define the different sections of track.
  • the method used consists of a solution based on the transversal segmentation of the deck in segments of a width compatible with their transport by road to the construction site.
  • auxiliary means specially constructed for this purpose are used. These auxiliary means consist of steel girders that rest on the piers, equipped with a lifting system that allows to lift all the segments of a span to join them later by longitudinal prestressing.
  • the manufacture of the segments is very complex and involves not only the need for large manufacturing facilities, but also the employment of a large number of personnel.
  • the segments are manufactured in conjugate form so each segment has a unique position. If a segment breaks during any phase of the process or any unexpected altercation occurs, the assembly is paralyzed until another identical segment to the one that has been broken is built.
  • this method of construction involves a chain assembly, so that the reception on site of segments must be well coordinated with the assembly and it is essential that the complete infrastructure (foundations and piers) is completed in advance for that stoppages do not occur with the auxiliary means. If for some reason, such as a diversion of a utility that is complicated, a break of a segment, etc., the assembly can be paralyzed and to continue in another part of the viaduct it is necessary to disassemble and reassemble the auxiliary means. This triggers assembly costs and deadlines.
  • the present invention comes to solve the aforementioned problems, which are not resolved in the present state of the art, by the construction of precast beams that are subsequently transported on site for assembly, completing a span with two longitudinal beams and a series of transverse slabs that are located between the beams. This implies a reduction in the following aspects:
  • the present invention consists in the development of a novel system for the manufacture and construction of bridge deck structures (3) for bridges or viaducts for double-track installations for the circulation of urban railways, either metro or light rail, with the particularity that the structure is open with a U-shaped cross section so that the double track is housed inside.
  • the structures of the decks (3) are intended to be located on a series of piers (4) that define spans, or free length between piers (4), which must be spanned by the decks (3), as shown in figure 3
  • Figures 1 and 2 represent views of the structure of the deck (3), which is composed of two longitudinal beams (1) and a series of transverse slabs (2) resting on the longitudinal beams (1) at their ends.
  • the longitudinal beams (1) are composed of a bottom flange (1a), by means of which the beams (1) rest on the piers (4), a web (1b), which it brings to the beam (1) the height on the base on which it supports, and an upper flange (1c) for the possible support of other structures.
  • the bottom flange (1a) can protrude on both sides of the web (1b) of the beam (1), although it usually only protrudes on one side.
  • the upper flange (1c) in the same way, can protrude on both sides of the web (1b), on one of the sides only or even be formed by a widening of the core (1b). In any case, it typically has a characteristic "C", “T”, “ I “ or “L” shape, depending on the configuration of the flanges (1a, 1c) and the web (1b).
  • the two longitudinal beams (1) are positioned facing each other and between them the transverse slabs (2) are located, resting on each of the bottom flanges of the longitudinal beams (1), configuring the deck (3) with a shape of "U", as mentioned and shown in figure 2 .
  • the contact of the longitudinal beams (1) on the piers (4) is made by bearings (7,8), typically made of rubber, neoprene or similar material, to absorb movements and prevent both elements from contacting directly.
  • bearings (7,8) typically made of rubber, neoprene or similar material, to absorb movements and prevent both elements from contacting directly.
  • the longitudinal beams (1) are prefabricated and have a similar length to the span between two consecutive piers (4) where they are supported, also joining longitudinally to the previous longitudinal beam (1).
  • the longitudinal beams (1) are located on each side of the cross section of the piers (4).
  • the transverse slabs (2) are assembled on the bottom flanges (1a) of the longitudinal beams (1), so that the interior space between the longitudinal beams (1) and the transverse slabs (2), configured in a "U" shape", is destined to the location of the two tracks through which the railways will circulate.
  • transverse slabs (2) are fixed to the ends of the bottom flanges (1a) of the longitudinal beams (1), resting on them to form a monolithic and stable element in its final state by means of specific joints.
  • the railway platform which, due to this form of construction, is called ballastless or ballasted tracks.
  • each deck (3) is located supporting each of the ends in a pier (4) and, as the decks (3) are having a length similar to the span between two consecutive piers (4), rest on them occupying half of the longitudinal area of the head of the pier (4), leaving the other longitudinal half of the pier (4) for the location of the next deck (3).
  • the deck (3) is not manufactured by transverse segments, as has been done in the state of the art, but by longitudinal beams (1) of a length similar to the span defined by the distance between two piers (4) of the viaduct destined to accommodate the double-track. These longitudinal beams (1) constitute the lateral sections of the deck (3).
  • transverse slabs (2) are used, supported between the longitudinal beams (1) by their bottom flanges (1a) and connected so that the final set in the form of U being pursued is monolithic.
  • a representation of this configuration is shown in figures 1 and 2 .
  • figure 2 it can be seen how, between the two longitudinal beams (1) is arranged a plurality of transverse slabs (2) that cover the intermediate area between the two longitudinal beams (1). This area, as mentioned, is intended to house the two railway tracks.
  • the deck (3) is configured in a "U" shape, focused on housing a double railway track inside.
  • each of the beams may have a "U” shaped cross section, being separated or joined together in the form of a "W”, which presents a great disadvantage with respect to the present invention, especially as regards to manufacturing and assembly costs, since a longitudinal "U" beam and a slab, although shared, are needed for each of the two railway tracks.
  • the longitudinal beams (1) are transported in trucks (6), as will be commented below, which are parked between the two piers (4) between which the longitudinal beam (1) will be located to facilitate its later collection and erection up to the pier (4) by a crane (5).
  • the longitudinal beam (1) located on the truck (6) is hooked and raised to position each of the ends on one of the sides of each of the piers (4) between which it supports. Subsequently, once the first longitudinal beam (1) is located, the operation is repeated with a second longitudinal beam (1), picking up the beam (1), as shown in Figure 4b , and positioning the ends on the other side of the piers (4), as shown in Figure 4c . As shown in Figures 4a and 4b , the piers (4) already have on top the bearings (7, 8) for the location of the longitudinal beams (1).
  • bearings (7, 8) are placed on the piers (4) that define the position of the longitudinal beams (1) and avoid direct contact between the two elements.
  • transverse slabs (2) are collected with the crane (5) to position them between the longitudinal beams (1), as shown in Figure 4d to finalize with a configuration according to the one provided in Figure 3 .
  • Figure 5a shows how initially the two longitudinal beams (1) should be positioned, facing symmetrically and resting inferiorly on the bottom flange (1a), which serves as the base.
  • the section of the longitudinal beam (1) may not be horizontal, as shown in Figure 1 . This is because it may be convenient, for aesthetic or materials resistance reasons, that the bottom flange (1a) vary the inclination, although in the area at the ends, where it rests on the piers (4), it is always horizontal, parallel to the upper flange (1c).
  • both the absolute position of the longitudinal beams (1) on the piers (4) and the relative position between the longitudinal beams (1) it is convenient that are controlled by means of a bracing of those known in the state of the art, as it can be by incorporating auxiliary beams that connect the upper flanges (1c) of the longitudinal beams (1) so that, both the separation distance between the longitudinal beams (1) and the parallelism between them, is defined and also the stability against overturning of the longitudinal beams (1) is guaranteed.
  • Other means of bracing can be by placing mechanical stops that indicate without question the position of each of the longitudinal beams (1) or by fixing the beams (1) by wiring.
  • transverse slabs (2) are placed, placing them supported on the free ends of the bottom flanges (1a) of the longitudinal beams (1).
  • the longitudinal beams (1) and the transverse slabs (2) are fixed firmly, as shown in Figure 5c , either by filling the joints with concrete, with mortar or by any other fixing means known in the state of the art.
  • transverse slabs (2) are joined together, either by threading and prestressing tendons or steel bars, or by leaving a separation between the transverse slabs (2) that are filled with concrete once they are all positioned for guarantee to convert the independent slabs (2) into a monolithic slab.
  • the longitudinal beams (1) can be transported to the site in conventional transports, such as trucks (6), appropriately adapted for the displacement of elements of great length, where two trailers are used with a single tractor, as shown in Figures 6a and 6b .
  • the transverse slabs (2) which measures can be 3 meters wide by 7 meters long, are located in conventional vehicles, i.e. usual trucks (6), that can load without problems four transverse slabs (2) by simply turning them to position them along the length of the truck loading platform (6).
  • the longitudinal beams (1) can be erected by conventional cranes (5), without great technical requirements, so that, for example, two cranes (5) LTM 1500 can be used.
  • the transverse slabs (2) can be erected in the same way, for example by using a crane (5) LTM 1160 or, even, by gantry cranes (5) supported on the longitudinal beams (1). In this way, the raising and subsequent installation of the prefabricated elements is quite simple.
  • Figures 4a to 4c it can be seen how the assembly of the longitudinal beams (1) is carried out, while in Figure 4d it can be seen how the assembly of the transverse slabs (2) is carried out.
  • the construction rate considering a team of two cranes (5) LTM 1500 with six operators for the longitudinal beams (1) and a team of a crane (5) LTM 1160 with five operators for the transverse slabs (2), is calculated that it can be of two beams (1) per night and a span of slabs (2) per day.
  • the construction is based on the number of teams, so it can be regulated according to needs.
  • this prefabrication methodology reduces the increasing of schedule associated with the problems that occur in a span built by segments, as it is independent the execution and assembly of a span of its location (does not need that the launching gantry has reached that span) and as many spans as desired can be executed simultaneously depending on the disposition of a greater number of automobile cranes, of great availability in the market and with easy mobilization period.
  • the advantages of the construction method allowed by the present invention are therefore based on the flexibility to prefabricate, on the viability of transport with conventional means, on the ease and speed in the arrangement of the cranes necessary for the assembly of construction elements, in the flexibility in the assembly of elements along the railway, because they can be assembled alternately, by not depending on the supply of certain elements and by the speed in the assembly of stations, as it is possible to build the spans before and after the station at the same time than the station itself.
  • This manufacturing configuration using precast longitudinal beams (1) and transverse slabs (2) located over the longitudinal beams (1) is known in the state of the art, as it has been mentioned above, although for the construction of closed structures where the railway circulates above the structure, or for the construction of beams on which a slab is subsequently placed above, on which the railway circulates, without having been able to develop effectively for the construction of open structures for the location of a double railway track where the railway circulates through its interior, a requirement that is essential in the type of constructions to which the present invention is dedicated, that is to say, the circulation of railways inside the deck (3).

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Bridges Or Land Bridges (AREA)
EP18936205.6A 2018-10-03 2018-10-03 Système modulaire longitudinal avec tabliers de ponts pour voies ferrées à deux voies et procédé de construction Withdrawn EP3862488A4 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/ES2018/070639 WO2020070346A1 (fr) 2018-10-03 2018-10-03 Système modulaire longitudinal avec tabliers de ponts pour voies ferrées à deux voies et procédé de construction

Publications (2)

Publication Number Publication Date
EP3862488A1 true EP3862488A1 (fr) 2021-08-11
EP3862488A4 EP3862488A4 (fr) 2021-12-22

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP18936205.6A Withdrawn EP3862488A4 (fr) 2018-10-03 2018-10-03 Système modulaire longitudinal avec tabliers de ponts pour voies ferrées à deux voies et procédé de construction

Country Status (4)

Country Link
US (1) US20210372059A1 (fr)
EP (1) EP3862488A4 (fr)
CA (1) CA3113893A1 (fr)
WO (1) WO2020070346A1 (fr)

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1534205A1 (de) * 1965-04-10 1969-05-22 Krupp Gmbh Zerlegbare Bruecke oder Hochstrasse
WO1996033311A1 (fr) * 1995-04-21 1996-10-24 Fukuoka, Masakatsu Construction a sections articulees pour un pont gerber
US6345403B1 (en) * 1995-05-08 2002-02-12 Schuylkill Products, Inc. Method of bridge construction using concrete diaphragms
US5617599A (en) * 1995-05-19 1997-04-08 Fomico International Bridge deck panel installation system and method
FR2755451B1 (fr) * 1996-11-07 1998-12-24 Campenon Bernard Sge Nouveau procede de conception d'ouvrage en beton
KR100720996B1 (ko) * 2006-07-18 2007-05-23 삼표이앤씨 주식회사 프리캐스트 교량바닥판을 이용한 연속교 시공방법
KR101071642B1 (ko) * 2009-09-21 2011-10-11 브릿지테크놀러지(주) 피에스씨 측면빔과 슬래브를 이용한 하로교 시공방법
KR101199731B1 (ko) * 2010-07-01 2012-11-08 우혁근 저형고 방호벽 교량 및 그 시공방법
US20130061552A1 (en) * 2011-09-14 2013-03-14 Permatrak North America Llc Boardwalk system with tread-locating beams
NL1039249C2 (nl) * 2011-12-19 2013-06-26 Fdn Construction B V Brug.
AU2016314025B2 (en) * 2015-09-01 2021-03-25 Capital Project Management Pty Ltd Pre-engineered flat-pack bridge
KR101972796B1 (ko) * 2016-07-20 2019-04-26 박정자 교량 거더 위를 주행하는 프리캐스트 바닥판 운반용 레일카 및 이를 이용한 교량 프리캐스트 바닥판의 시공 방법

Also Published As

Publication number Publication date
EP3862488A4 (fr) 2021-12-22
CA3113893A1 (fr) 2020-04-09
WO2020070346A1 (fr) 2020-04-09
US20210372059A1 (en) 2021-12-02

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