FR3033578A1 - LONGITUDINAL LONGRINE FERROUS PATHWAY, METHOD FOR PRODUCING THE SAME - Google Patents

Abstract

Track (1) with continuous support comprising a pair of running rails (7) parallel to each other in a longitudinal direction and fixed on supports (6), the supports resting on a seat (3, 4) extended under the track and arranged on a platform (2) The supports are long longitudinal struts (6) lying under each of the rails (7) and the seat comprises at least one layer (3, 4) of bituminous aggregates, and in that each of the rails ( 7) rests by its skid on the sills (6) with interposition of a damping midsole (10), the rails (7) being fixed (8) to the sills, the sills being glued by a synthetic resin (12) polymerizable on said at least one layer (3, 4) of bituminous aggregates of the seat. A production method completes the invention.

Description

The present invention relates to a railway on longitudinal sills and a method for producing it. It has applications in the field of civil engineering and the construction or rehabilitation of railways for rail traffic or even trams or subways.

Railways can be classified into two broad categories: ballasted and non-ballasted. The alternative to the ballasted track is the slab track for which the ballast is replaced by base layers consisting of concrete slabs or asphalt. Slab railways are interesting because of their greater structural stability and longer life cycle. Concrete slab railways, however, suffer from certain drawbacks: higher construction costs, particularly when the site has a low lift capacity, a high railroad thickness close to the ballast, high sensitivity to construction defects (water drainage and earthworks must be perfect, with the risk of deteriorating the concrete more quickly), longer construction time with very high curing time for cast-in-place slabs, more demanding sizing depending on capacity It is more noisy compared to the ballast tracks and, finally, it leads to very high CO2 emissions due to the use of concrete. The use of bituminous mixes in the superstructure or in the sub-ballast layer meets the modern requirements of railways. By varying the composition of the mix, the ratio of the various constituents as well as the size distribution of the granular particles, the properties of the final mixture can be adapted according to the specific needs of the construction. In addition, the production of bituminous mixes takes place in mobile or static plants which are now well controlled. In general, railways are known equipment that may for some have been made for many years with, at the time, constraints that have nothing to do with those of our present day. This is particularly the case for subways / tunnels or railway passages under bridge type structures. In France, for example, 1532 tunnels representing 640 km of railways have been identified but only 1300 tunnels are currently in operation. Nearly half of these tunnels were built in the second half of the 19th century. It can therefore arise at the level of these old equipment 35 gauge problems preventing the passage of modern rolling stock whose dimensions increase with massive transport needs. The general solution is to free up as much volume as possible in the tunnel by reducing the volumes of each piece of equipment on the track. So far much work has focused on the modification of the vault with 3 0 3 3 5 7 8 2 reduction of its thickness or on the catenary with now a solution considered optimal: the rigid catenary. The solution proposed here is concerned with the reduction of the height / thickness of the railway itself and taking into account in particular the particular environment 5 of the underground (temperature, hydrometry, ...). The proposed solution also allows better durability and supported loads, which reduces maintenance. Although it is particularly suitable for implementation in tunnels, the invention can however be applied to other areas, tracks under bridges or even free paths. Thus, the invention relates to a railroad track comprising a pair of running rails parallel to each other in a longitudinal direction and fixed on supports, the supports resting on a seat extended under the track and arranged on a platform. According to the invention, the supports provide continuous support for the rails and are formed of elongate longitudinal sills, placed end to end and arranged under each of the rails, the seat comprises at least one layer of bituminous aggregates, and each of the rails rests its skid on the sills with the interposition of a damping midsole, the rails being fixed to the sills, the sills being glued by a polymerizable synthetic resin on said at least one layer of bituminous aggregates of the seat. In various embodiments of the invention, the following means can be used alone or in any technically possible combination, are employed: the bituminous aggregates are asphalt, the railway is of reduced height; , the height between the lower face of the rail pad and the platform being less than or equal to 25 cm, preferably about 20 cm, - the thickness of the sill at the core of the rail is less than or equal to 5 cm, preferably between 3 cm and 5 cm, 30 - the synthetic resin is substantially flexible once polymerized to form a damping stage between the stringers and said at least one layer of bituminous aggregates of the seat, - before installation and sticking of the stringers, said at least one layer of bituminous aggregates of the seat is milled at the surface at least under the stringers in order to expose the surface of the aggregates and to improve the bonding of the stringers on said at least one layer of bituminous aggregates of the seat, - the railroad further comprises means for anchoring the stringers in the seat, said anchoring means passing through said stringers and at least a portion of the 3 - each sill comprises a universal rail pad receiving and rail fastening table, - the sills comprise universal fastening means for rail fasteners, - the sills comprise, through their thickness, casting holes. and vents 5 for injection through the sill of the bonding resin, sub-sill, - each sill has on its underside facing the seat, distribution channels for the bonding resin, - each sill has a bottom face turned towards the seat which is structured so as to increase the effectiveness of the bonding by the glue resin of the sill on the seat, - each sill is a straight elongated element comprising ortant two opposite longitudinal ends, - the two opposite longitudinal ends of each sill are flat and perpendicular to the main direction of the sill, 15 - the two opposite longitudinal ends of each sill are respectively concave and convex, - the concavity and convexity are according to a respective axis, the concavity and the convexity are along two respective perpendicular axes, the base comprises upwards an upper layer of bituminous aggregates, and a bottom layer of unmined bituminous aggregates, said lower layer unarmed bituminous aggregate being disposed between the top layer of reinforced bituminous aggregates and the platform, - the railway also comprises a surface layer of bituminous aggregates spread on each side of the stringers on said at least one layer of aggregates 25 bituminous seat on which are glued longr ines, - the surface layer is spread after the gluing of the stringers to said at least one layer of bituminous aggregate bed, - preferably the compositions of said at least one layer of bituminous aggregate bed on which are glued the stringers and of the surface layer are identical, - said at least one layer of bituminous aggregates of seat on which the stringers are glued, in particular the top layer in the case of a lower layer and an upper layer in the seat, and the surface layer are both reinforced, - the arming of the layer or layers of bituminous aggregates consists of a three-dimensional metal honeycomb structural reinforcement, - said at least one layer of bituminous aggregates of sitting on which are stuck the stringers, especially the upper layer in the case of a lower layer and an upper layer in the seat, and the outer layer both are non-reinforced, 3033578 4 - said at least one layer of bituminous aggregates of seat on which are glued the stringers, in particular the upper layer in the case of a lower layer and an upper layer in the sitting, and the surface layer are for one armed and the other unarmed, 5 - the surface layer is brought to the height of the upper face of the sill, - the surface layer is brought to the height of the face upper rail, said rail being a grooved rail or a means for reserving wheel flange circulation space being installed parallel to the inner edge of the rail, - the middle zone of the track between the two rails of the pair comprises gutters, 10 - the middle zone of the track between the two rails of the pair does not have a superficial layer of bituminous aggregates to form a central drainage channel for rainwater, - the middle zone of the track between the two rails of the pair comprise gutters, the arming of the layer or layers of bituminous aggregates is metallic or non-metallic, and in the case of a metal armament, said metal armament not allowing the circulation of currents. stragglers, - the sill is armed with arms, at least part of said irons projecting laterally / transversely of said sill, - the sill has at least one longitudinal iron and transverse irons, - the sills are in a high-performance material selected from a fiber-reinforced concrete, a reinforced concrete preferably stray current, a composite based on extruded synthetic resin, - the stringers comprise universal fastening means of rail fasteners. The invention also relates to a method for producing a railroad track, the railroad extending along the length and comprising a pair of running rails parallel to each other and resting on supports, the supports resting on a seat extended under the way and arranged on a platform. According to the method, to make the railway of the invention: - a platform is prepared for receiving the seat, - it spreads on the platform a lower layer of non-reinforced bituminous aggregates, - it spreads on the lower layer of bituminous aggregates unarmed a top layer of reinforced bituminous aggregates, - the top layer of bituminous aggregates reinforced at least along the two axes of installation of longitudinal sills intended to support the pair of rails is milled; surface the top layer of bituminous aggregates armed, on the countersunk area, longitudinal sills intended to support the rails and placed end to end, - the rails are installed on the rails with the interposition of a damping midsole between the rails and sills, then fixing the rails on the sills, - we adjust the way, - we inject in sub-sill a poly synthetic resin merizable for sticking the 5 stringers to the top layer of bituminous aggregates army. Advantageously, in said method, after at least installation of the stringers and their bonding, it spreads further surface of the top layer of bituminous aggregates armed a surface layer of bituminous aggregates, said surface layer of bituminous aggregates is preferably armed. Advantageously, in said method, anchors are additionally anchored to the seat by anchoring means, said anchoring means being caused to pass through the longitudinal members and at least part of the seat. The railway of the invention is particularly interesting in the recovery of old work on ballast with the elimination of ballast and crosses in favor of a rail assembly on stilts and asphalt asphalt, in continuous support, having the advantage economical and fast implementation with reduced drying time and good durability. The railway of the invention allows in particular: - the realization of a low-rise infrastructure, the height of the infrastructure from the platform to level 0 of the rail (running surface) does not exceed about 380 20 mm, in the case of a 172 mm high rail, - the track allows the circulation of any type of conventional train and may be declined in a version compatible with urban use, - the creation of a continuous support for the rail, - the use of several types of fasteners and rails with a universal table for the stringers, - the use of extra-short inserts or special anchors, - a simple and fast implementation without heavy equipment and specialized machinery, - quick and easy maintenance which does not require stuffing or equalization, - the possibility of making minor corrections to the track without having to demolish and rebuild it, - a reduced cost because of the lesser use of aggregates due to the small thickness of the track, - the implementation of product does not require long drying time or setting, in practice no drying time / gluing or other product polymerization will be greater than 1 hour , which allows almost immediate circulation from the end of construction or maintenance, - yields of around 700 ml per day can be estimated, - access to emergency road vehicles without additional devices, - a passenger evacuation which is not hampered by sleepers, 40 - a reduction of noise and vibration nuisances. The present invention will now be exemplified without being limited thereto with the description which follows in relation to the following figure: FIG. 1 which represents a perspective view of a segment of railroad track according to FIG. invention with a first type of usable fastener, the track segment terminating at longitudinal ends of the longitudinal members, at the front of the Figure; - Figure 2 which represents a perspective view of a portion of the railway according to the invention with a second type of fastener usable, the longitudinal end of the sill being seen at the front of the Figure; - Figure 3 which represents a cross-sectional view of the railway line according to 10 the invention, the section passing at the longitudinal ends of the longitudinal members, - Figure 4 which shows a perspective view of a sill with additional reinforcement and having a cushioning running sole installed on the table 5 is a perspective view of a sill without reinforcement and having a damping midsole installed on the table, FIG. 6 which shows a perspective view of a sill without reinforcement, Figures 7 and 8 which show inserts and anchors installed in the sill in respectively perspective views from a longitudinal end of sill and in cross-section, and - Figures 9 and 10 which represent an example of possibility of adjustment of the track 20 in respectively perspective and cross-sectional views of the railway passing through the anchoring means. As shown in Figures 1 to 3, the railway 1 of the invention is without ballast and comprises a multilayer structure with a stiffness of the layers which decreases from top to bottom, the bottom layer providing further protection against freezing. The rails 7 of the track have a continuous support on longitudinal longitudinal rods 6 of cement-based concrete, the stringers may include an overflowing reinforcement 14. This continuous support improves the transmission of forces by reducing the peak loads at through the different layers. This continuous support also reduces fatigue in the rail and thus increases the life of the rail. These different layers are laid on a platform 2 of minimum strength at 120 MPa. From bottom to top, from the platform: - a bottom layer 3 of GB 4 type bituminous aggregates with a minimum thickness of about 80 mm depending on the application envisaged, - an upper layer 4 of about 50 mm thick. thickness of bituminous aggregate 35 reinforced with an armament or, then, a composite material, the armament can be conventional or be a "METALFLEXO" structure of the company COLAS®, - longitudinal stringers 6 arranged longitudinally, end to end, and glued together on the upper layer 4 reinforced / reinforced with a polymerized synthetic resin 12, damping soles 10 arranged on the table of the longitudinal members (= upper face 40 of the longitudinal members) and intended to be placed under the rail pad, and 3033578 7 - rails 7 fixed on the longitudinal members by fastening means 8 with the interposition of damping soles 10. Note that for the top layer, in some applications, the reinforcement with a conventional armament or "METALFLEX®" can be omitted. Cling layers consisting of either a modified bitumen-elastomer emulsion or a pure bitumen emulsion may furthermore be used on the platform and / or between the layers of the seat for improve hanging. The lower 3 and upper 4 layers form a seat for the layer 10 consisting of longitudinal stringers 6. Bituminous aggregates are typically bituminized hot mixes. Preferably, the lower layer 3 of bituminous aggregates is unarmed and comprises materials having a larger particle size than that of the upper layer 4 which is itself reinforced. It is also possible to use plant binders in bituminous aggregates. METALFLEXO is a generally modified bituminous mix composite and a three-dimensional honeycomb structural steel reinforcement. The METALFLEX® process makes it possible to obtain a material composed of reinforced and confined mixes with exceptionally high resistance to rutting and cracking. If necessary, details of this process can be found in French patent applications FR88 / 16265 and FR99 / 12968. The three-dimensional frame has honeycomb honeycomb structure. It is made from strips or sheets of steel. Fixing the reinforcement on the lower layer can be considered and it is then carried out with special jumpers, steel, nailed ("spitted") in the support. The bituminous aggregates of the layers have a relatively high rigidity as well as a good resistance to tensile forces and vertical deformation. The impermeability of bituminous aggregate layers prevents the infiltration of rain or runoff and the deleterious effects of extreme thermal changes (freezing and thawing). This impermeability also prevents vertical hydraulic transport of sludge and fine particles. Because of the high mechanical moduli of the bituminous aggregate layers, a reduction in tensile and shear stresses is achieved inside the track. The track then undergoes less fatigue, less wear and therefore requires less maintenance. Cracks are less likely to appear. The necessary corrections in the position of the track, especially as a result of compaction of an embankment, can be quickly and easily carried out. In addition, the mechanical properties of the layers of bituminous aggregates lead to a reduction of vibrations and noise as the trains pass. In some embodiments, the use of polymer modified bitumen, and / or rubber or the like, for bituminous aggregates can further enhance the cushioning effect. Finally, the load can be put on the asphalt almost immediately after cooling, the construction time of the track is thus shorter than in other methods of construction, especially those on slab. The platform 2 may be a prepared floor or a raft, the latter in particular in a tunnel implementation. In some applications, an anti-vibratile mat is installed between the platform and the seat. Preferably, after bonding the stringers, a surface layer 5 of bituminous aggregates is additionally added to the surface of the reinforced / reinforced upper layer 4, on either side of the two rails 7 and the stringers 6 of the track 1. 10 This superficial layer 5 can also be reinforced / reinforced and in this case in the same way as that of the upper layer 4. The surface layer 5 may be, alternatively, another composite material. The upper face of the surface layer 5 is brought to the level of the upper face of the sill. This superficial layer 5 reinforces the lateral support of the longitudinal members 6 in addition to the fixing by the resin 12 and the inking of the longitudinal members 6 in the seat 3, 4 by anchoring means 13 passing through the longitudinal members and the seat . Because of their positions along the longitudinal members, the anchoring means also pass through the bonding resin layer 12, as can be seen in FIGS. 7 and 8. The longitudinal members are therefore further anchored in the bituminous aggregate base and at this point Finally, the use of tapered screws for anchoring avoids shearing of the polymerized bonding resin 12. The surface layer also allows drainage which is provided by the achievement of slopes on the profile of the channel leading the water in gutters or channels 9. The drained water is removed by means of manholes placed regularly in the axis of the track. This superficial layer 5 which provides the surface finish of the track is particularly useful in urban or quay area and / or to allow the rolling of motor vehicles with pneumatic wheels. The bituminous aggregates of the base 3, 4 and of the optional surface layer 5 may be laterally confined by confinement means in order to prevent any creep of the materials. The confinement means may correspond for at least part of them to the piers of the tunnels. Longrines 6 arranged longitudinally, in the direction of track 1, under the flat pads of rails 7, are placed end to end to ensure a continuous support of the rail. The stringers are straight elongated members and the two longitudinal ends of each sill can be flat, perpendicular to the main direction of the sill, or have a contoured shape. The flat shape of the ends of sill is preferably used for the parts of lanes in alignment (straight) because, in the curves, because of the angular offset between two successive lanyards, a corner opening is created at the junction between the two successive stringers. In order to avoid this drawback, stringers are made whose two opposite ends of each sill are respectively concave and convex and can fit between 3033578 9 successive stringers: the interlocking remaining practically without any opening whatever the angular offset that the we can meet along the track between the two successive sills. This concept makes it possible to treat curve track layouts. The stringers 6 comprise a universal table for receiving and fixing the rail. This universal table may for example be of a type that allows the use of three types of compatible fasteners and any type of flat shoe rails. In some applications, a rail of lower height is used than the rails conventionally used because of the advantage of the continuous support which does not impose a large vertical inertia module. The stringers 6 are prefabricated concrete modules with high performance type DUCTAL® or composite material cast or extruded or a conventional concrete with metal reinforcements. They are armed or unarmed, fibered or non-fiberized. The sills have shapes and sizes that can be adapted to the needs: in particular in length to take into account the curves and alignments on the two rails, allow continuous support of the rail, integrate a universal table, provide adjustment geometry of the track before fixing by gluing, allow the casting of the fixing resin through tapping holes 11 and vents through the sill, to ensure the integrity of the sill during handling and allow handling with light means. The stringers 6, after precise adjustment and setting of the X, Y, Z channel with specific jigs, are therefore fixed by gluing on the upper layer 4 by means of a polymerizable resin 12. The bonding resin 12 allows a perfect and lasting bond between the layer of reinforced / reinforced bituminous aggregates of the upper layer 4 and the concrete of the sill 6. In order to ensure the best adhesion of the resin, a superficial milling of the upper layer 4 of the seat is carried out in the installation area of the longitudinal members. This milling makes it possible to expose the aggregates of the upper layer. Once this bonding operation is carried out, anchorages of design adapted to the severe bitumen material of the upper layer 4 of the seat are screwed into the latter. Preferably, the gluing of the stringers to the seat takes place only after the installation and fixing of the rails on the stringers in order to benefit from the inertia of the rail in order to obtain a high level of leveling when adjusting the length. the way. It is advantageously possible to use bridle straps provisionally to allow two-by-two parallel positioning of the stringers and thus to facilitate precise adjustment of the spacing of the rails of the track. Figures 4 to 6 are more particularly detailed sill 6 which is an elongate member, here in concrete. In Figure 4 there is shown a partial transparency diagram of the reinforced concrete version with a reinforcement 14, 15 of the sill, the transparency showing the arrangement of irons 14, 15 in the sill.

These irons are of two major types: longitudinal irons 15 common along the length of the sill and confined inside the sill and transverse irons 14 projecting from the two lateral / longitudinal sides internal and external to the railroad track. sill. The protruding parts of the transverse irons 14 are intended to be taken in the surface layer 5.

FIGS. 5 and 6 show what can be considered to be a simplified diagram of the sill of FIG. 4, simplified because the irons 14, 15 have not been represented, or version of sill in a material not armed with irons. In this regard, Figures 8, 10 cuts through the sills can be considered from these two points of view: either lanyards armed but with irons not made visible, or in a non-reinforced material. The generally rectangular elongated sill 6 is in truncated wedge-shaped cross-section, its lateral side exterior to the track being higher than its lateral side interior to the track. Its upper face comprises a table for receiving and fixing the rail and its underside is intended to be glued by resin 12 to the upper layer 4. The sill 6 has tapping holes 11 for passing the uncured resin, these holes can also be used for degassing. Anchoring means 13 are pre-mounted on the longitudinal members 6 as rail fasteners 8. The pre-assembly of these accessories may concern all or part of said accessories, for example tapered screws whose shape is adapted to facilitate installation and allow anchoring 13 may be installed later in pre-mounted inserts. In Figures 1 and 2 in particular we can see that the longitudinal ends of the longitudinal members 6 are flat and perpendicular to the main axis of the sill. This configuration can be used in lane alignment. On the other hand, in the curves, in order to avoid the creation of void spaces in wedges between two longitudinal ends of successive longitudinal members, use is made of longitudinal members whose longitudinal ends are complementary: respectively concave and convex so as to be able to fit into each other. one in the other without leaving space between the two whatever the difference in general direction between two successive sills. These circumferentially longitudinal ends are of course also usable in the alignments of the track. The rail fasteners 8 preferably comprise and as shown in Figure 5 a horizontal connecting plate between two vertical threaded rods located on either side of the rail. The way of the invention can be used with conventional rails of the UIC 60 type 35 or with other types of rail and for example low rails and grooved rails. The realization of the way of the invention involves road construction methods as well as prefabricated elements in the factory, including sills which can be more or less pre-equipped with universal fastening means of rail fasteners. These prefabricated elements are designed so that they can be handled and installed easily. The dimensions and masses of these prefabricated elements are at most about 6 meters long and 300 kg. Lane 1 can be implemented in the following way: - Preparation of platform 2, ie de novo creation in the case of a new lane, 5 or its laying bare in the case of lane renewal. - Establishment of the lower layer 3 in bituminous aggregates with traditional implementation by means of road construction. This lower layer 3 is preferably unarmed. This lower layer 3 makes it possible to seal the platform and counteract the possible viscoelastic behavior of the support. The road construction machines 10 can circulate on the platform 2 and on the lower layer 3 without risk of deterioration thereof. - Realization of the upper layer 4 army, especially reinforced with "METALFLEX®" or made of another composite material. This upper layer 4 thus reinforced / armed has increased performance and supports 15 heavy loads. - Milling at the surface of the top layer 4. Milling increases the grip for the fixing resin and allows a level adjustment and ensures the mastery of the installation tolerance. Milling eliminates leveling defects in the top layer of bituminous aggregates. 20 - Supply of 7 rail coupons and their welding in long bars. The unloading of the rail coupons is done from road means and the welding is conventionally electric or aluminothermic. - Supply and installation of end-tails 6 end-to-end with the use of light means: mechanical shovels or in smaller spaces use of suitable electrical equipment. Preferably, the rail fasteners 8 are pre-mounted at the factory on the sills 6. - Mounting of the rails 7 on the sills 6 having provided a supply of the damping strip 10 for installation between the sill and the skid of the rail. The installation of the rail on the sills is done by a rail lifter. 30 - Adjustment of the track and possible installation of a containment casing of the resin to prevent spreading too far beyond the underside of the stringers. The formwork is preferably recoverable but in a variant, it may be of the lost type. In some embodiments, the underside of the sills is directly configured to limit the lateral leakage of resin. For this purpose, the two lateral sides of the sill terminate in points at their lower corners, with pointed corners projecting slightly downwards with respect to the general plane of the underside of the sill. The corners will tip slightly into the upper layer, which will ensure a certain lateral sealing. The adjustment with surveyor / topographer is done conventionally using templates 16. These 40 templates can be supported on the anchoring means 13 pre-mounted on the 3033578 12 longrins 6 but not yet inserted / lowered in the seat 3, 4 as shown in FIGS. 9 and 10. Casting resin 12 by fixing through holes 11 of longitudinal members 6 using a resin with a reduced polymerization time. 5 - Disassembly of the templates 16 to make the pathway circulable. - Control of the track and recovery if necessary. - Placement of channels or gutters 9 central to the track. - Realization of the surface layer 5 of reinforced / reinforced bituminous aggregates, in particular reinforced with "METALFLEXO" or made of another composite material and adjustment of the slopes for the flow. - Possible additional works for the release of the track, for aluminothermic or electrical welding and cutting of the bead in case of aluminothermic welding, installation of electric circuits of traction / signaling ... - Finishes, cleaning and quality control for the surrender of the way to traffic.

The maintenance of the path obtained is very small. However, since the rail is continuous support on longitudinal sills themselves put end to end, the replacement of a broken rail must be done in a particular manner. The broken rail must be replaced by a rail of the same wear / height. The provisional consolidation of a broken rail must be done by a splice mounted in place after drilling the splice fixing holes, given that the continuous support does not allow clamping with conventional clamping / clamping Cs. Note that it is possible to perform a repair weld at any location by unbuttoning the track for a sufficient length. It can be envisaged that the replacement of a sill having been deteriorated can be carried out during a night operation, of short duration. The collapse of the platform can be treated by injection or reconstitution of the infrastructure.

Claims (10)

REVENDICATIONS1. Railway track (1) comprising a pair of running rails (7) parallel to each other in a longitudinal direction and fixed on supports (6), the supports 5 resting on a seat (3, 4) extended under the track and disposed on a platform (2), characterized in that the supports (6) provide continuous support for the rails (7) and are formed of longitudinal elongated longitudinal members (6), placed end to end and arranged under each of the rails (7), in that the seat comprises at least one layer (3, 4) of bituminous aggregates, and in that each of the rails (7) rests by its shoe on the 10 longitudinal members (6) with the interposition of a sole (10) damping, the rails (7) being fixed (8) to the stringers, the stringers being bonded by a synthetic resin (12) polymerizable on said at least one layer (3, 4) of bituminous aggregates of the seat. 2. Railway track according to claim 1, characterized in that it is of reduced height, the height between the lower face of the rail pad (7) and the platform (2) being less than or equal to 25 cm, preferably about 20 cm. 3. Track according to claim 2, characterized in that the thickness of the sill (6) at the web core (7) is less than or equal to 5 cm, preferably between 3 cm and 5 cm. cm. 4. Railway track according to any one of the preceding claims, characterized in that the synthetic resin (12) is substantially flexible once polymerized to form a damping stage between the stringers (6) and said at least one layer (3). , 4) bituminous aggregates of the seat. 5. Railway track according to any one of the preceding claims, characterized in that before installation and gluing struts (6), said at least one layer (3, 4) of bituminous aggregates of the seat is milled on the surface at less under the stringers (6) to expose the surface of the aggregates and improve the bonding of the stringers on said at least one layer (3, 4) of bituminous aggregates of the seat. 6. Railway track according to any one of the preceding claims, characterized in that it further comprises anchoring means (13) of the longitudinal members 35 (6) in the seat (3, 4), said means of anchor (13) passing through said longitudinal members (6) and at least a portion of the seat (3, 4). 7. Railway track according to any one of the preceding claims, characterized in that the seat (3, 4) comprises upwardly an upper layer (4) 40 of reinforced bituminous aggregates and downwardly a lower layer (3) unassarded bituminous aggregates 3033578, said lower layer (3) of unarmed bituminous aggregates being disposed between the upper layer (4) of reinforced bituminous aggregates and the platform (2). 8. Railway track according to any one of the preceding claims, characterized in that it further comprises a surface layer (5) of bituminous aggregates spread on either side of the longitudinal members (6) on said at least one layer ( 3, 4) of bituminous aggregates of seat on which are glued the longitudinal members. 9. Railway track according to any one of the preceding claims, characterized in that the longitudinal members (6) comprise universal fastening means (8) of rail fasteners (7). 10. A method of producing a railway (1), the railway extending along the length and comprising a pair of running rails (7) parallel to each other and resting on supports (6), the supports resting on a seat (3, 4) extended under the track and arranged on a platform (2), characterized in that to achieve the railway of any one of the preceding claims: - a platform (2) is prepared for receiving the (3, 4) - a lower layer (3) of non-reinforced bituminous aggregates is spread on the platform (2), - an upper layer (4) is poured on the lower layer (3) of non-reinforced bituminous aggregates (4). of reinforced bituminous aggregates, - the upper layer (4) of bituminous aggregates reinforced at least 25 along the two axes of installation of longrins (6) longitudinally intended to support the pair of rails (7) is milled on the surface; installs on the surface the upper layer (4) of aggregates b ituminés army, on the countersunk area, longitudinal stringers (6) intended to support the rails and put end to end, 30 - one installs on the stringers (6) the rails (7) with interposition of a sole (10) shooting damping between the rails (7) and the stringers (6), then fixing (8) of the rails on the stringers (6), - the track is adjusted, - is injected in sub-string a resin (12) synthetic polymerizable intended to glue the stringers (6) to the upper layer (4) of reinforced bituminous aggregates.