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EP0549559B1 - Superstructure équipée de traverses en béton - Google Patents

Superstructure équipée de traverses en béton Download PDF

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Publication number
EP0549559B1
EP0549559B1 EP19920890256 EP92890256A EP0549559B1 EP 0549559 B1 EP0549559 B1 EP 0549559B1 EP 19920890256 EP19920890256 EP 19920890256 EP 92890256 A EP92890256 A EP 92890256A EP 0549559 B1 EP0549559 B1 EP 0549559B1
Authority
EP
European Patent Office
Prior art keywords
intermediate layer
way according
permanent way
concrete sleepers
sleepers
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.)
Expired - Lifetime
Application number
EP19920890256
Other languages
German (de)
English (en)
Other versions
EP0549559A1 (fr
Inventor
Heinrich Salzmann
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.)
Allgemeine Baugesellschaft A Porr AG
Original Assignee
Allgemeine Baugesellschaft A Porr AG
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 Allgemeine Baugesellschaft A Porr AG filed Critical Allgemeine Baugesellschaft A Porr AG
Publication of EP0549559A1 publication Critical patent/EP0549559A1/fr
Application granted granted Critical
Publication of EP0549559B1 publication Critical patent/EP0549559B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • E01B19/00—Protection of permanent way against development of dust or against the effect of wind, sun, frost, or corrosion; Means to reduce development of noise
    • 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
    • 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
    • E01B1/002—Ballastless track, e.g. concrete slab trackway, or with asphalt layers
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2204/00—Characteristics of the track and its foundations
    • E01B2204/01—Elastic layers other than rail-pads, e.g. sleeper-shoes, bituconcrete
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2204/00—Characteristics of the track and its foundations
    • E01B2204/03—Injecting, mixing or spraying additives into or onto ballast or underground

Definitions

  • the invention relates to a superstructure with concrete sleepers for rail traffic.
  • sleepers made of steel have also become known, in order to avoid permanent deformation of the same, which are used with relatively high wall thicknesses.
  • these thresholds do not have the desired damping characteristics like wooden sleepers, and only small forces, e.g. B. against the lateral and longitudinal displacement, are applied to the ballast bed.
  • sleepers of this type In order to achieve a better introduction of the forces into the ballast bed, it has already become known to use sleepers of this type with projections, claws and the like. Like. Provided so that the contact in the ballast bed is better.
  • sleepers consists of plastic, in particular polyurethane, these sleepers essentially in the form of wooden sleepers have u. because of the material, mostly foamed polyurethane cross-linked in three spatial directions, has a relatively high strength. However, there are large differences in strength between the homogeneous skin, which is on the outside of the threshold, and the inside, which has a porous structure. The damping can be created by different polyurethane materials in the desired value. In addition to the high costs for such sleepers, the disposal of the thermosetting plastic is also particularly difficult here.
  • the highly toxic hydrocyanic acid can arise, for example, under unfavorable conditions, so that here too the question of disposal of sleepers which have become unusable can only be solved in a complex manner.
  • sleepers of polyurethane foam are used in a ballastless superstructure, the sleepers resting on rubber shoes in corresponding recesses in the sub-concrete.
  • Concrete sleepers in particular prestressed concrete sleepers, have a particularly high mechanical stability. In order to make the concrete sleepers even more mechanically stable, they can be prestressed. Such a prestress is applied via reinforcement, in particular steel reinforcement, so that compressive stresses are applied to the threshold, which must be compensated for when tensile stresses occur, in order to then apply the remaining tensile forces to the concrete sleeper.
  • Such concrete sleepers can be used in a superstructure made of ballast or ballastless superstructure. The advantages of a superstructure with ballast are that on the one hand the suspension characteristics, i.e.
  • Such concrete sleepers can also be used in a ballast-free superstructure, although a layer must then usually be provided between the underlay concrete and the concrete sleeper, which enables both the dynamic driving behavior of the entire superstructure and the transmission of structure-borne noise from the wheel to the Should dampen the rail, from the rail to the threshold, and from this to the superstructure, as possible.
  • a shock absorbing element which consists of two elastomeric materials differing in density, that is, for. B. compact rubber and flexible foam, which are connected with a binder.
  • the compact rubber can be produced, for example, by shredding old tires, treads or the like.
  • Polyurethane can be used as a binder.
  • One embodiment has a shock-absorbing element lying on the ground on which the ballast bed rests, which in turn bears a wooden sleeper, which can be easily recognized by the grain.
  • DE-A-40 13 357 describes an intermediate layer which is arranged between the rail and the threshold. Such intermediate layers differ significantly from intermediate layers on which concrete sleepers rest, both in terms of their construction and in terms of mechanical stress.
  • DE-A-28 21 111 relates to a tunnel or the like, which has plates or webs of waste rubber chips bound with plastic. These plates or tracks are intended to remedy mountain subsidence and earthquakes.
  • a disadvantage of such an intermediate layer is that on the one hand the forcibly provided grooves of mineral dusts be laid so that the desired suspension characteristic changes within a very short time and that with the required relatively thin-walled design, especially in contact with the ballast bed, only an extremely short service life can be achieved, which requires a smaller wall thickness due to the grooves, at which points is shortened even further.
  • the present invention has set itself the goal of creating a superstructure with concrete sleepers, which has a long service life, which allows less radiation of airborne and structure-borne noise. Furthermore, a dynamic suspension characteristic is to be achieved, which ensures a certain minimum or maximum deflection even with different loads on the tracks.
  • the superstructure according to the invention with concrete sleepers for rail traffic the concrete sleepers with at least two rails - z. B. on rail nails, base plates and rubber-elastic inserts - are releasably connected and the concrete sleepers on at least one rubber-elastic intermediate layer on the base, z. B. ballast bed, sub-concrete, rock, consists essentially in the fact that the intermediate layer, on which the sleepers rest, preferably entirely, middle and / or immediately, is made of a composite material, which with parts of tires, for passenger cars and / or trucks is built, the fabric reinforcement, in particular made of steel, for. B. steel cord, steel mesh, and are connected with a rubber-elastic binder.
  • Concrete sleepers have the advantage that they have a long service life, the receptacles for screws as required for the releasable fastening of rails are particularly resistant can be formed by appropriate deposits in the threshold. If desired, the concrete sleepers can also be preloaded so that they are not only resistant to compressive stress but also to tensile stress. If the sleepers lie, in particular entirely, on an intermediate layer which is formed from lumpy material, the spring property of this intermediate layer is less caused by the binding agent between the individual pieces than by mutual wedging, so that the rubber-elastic binding agent does less the task has to absorb forces as to ensure a minimum dimensional stability of the intermediate layer.
  • pieces of tires whether for passenger cars, trucks or equivalent, but in the amount of minor importance of single-track motor vehicles, are used, which in particular have a steel reinforcement, thereby reinforcing the rubber-elastic material on the one hand, while at the same time Mutual clawing or supporting one another in the individual pieces is particularly well ensured by the steel cord threads or the like penetrating into the neighboring piece.
  • the reinforcement as such brings an increased resistance from a certain degree of deformation.
  • Another advantage is that a waste product obtained in large quantities can be used in a manner equivalent to its properties.
  • the intermediate layer additionally contains rubber granules with a grain size of 2.0 mm to 30.0 mm, in particular 5.0 mm to 12.0 mm, then both the size of the materials used for the construction of the intermediate layer and, if appropriate, the hardness, a particularly easy one Variation are carried out, which allow, for example, an adaptation of the route to the different requirements, be it in the high-speed range or in the range of changes, particularly easily.
  • the binding agent for the intermediate layer is not foamed, a particularly good non-positive bond between the individual sections of the tire and the rubber granulate can be achieved, with a particularly good permeability for surface water.
  • the binding agent for the intermediate layer is foamed, a desired particularly poor conduction of the sound can be achieved due to the different sound densities of the materials.
  • the sections of the tires are irregularly shaped, a particularly advantageous mutual support of the tire sections occurs, similar to a ballast bed, whereby the desired dynamic suspension characteristics can be obtained in a particularly simple manner.
  • the sections of the tires for the intermediate layer have a grain size between 50 mm and 100 mm, then there is an optimization between the properties of the intermediate layer and the tire sizes usually available and thus maximum grain sizes.
  • a particularly advantageous mutual support and service life of the intermediate layer is given when the thickness of the intermediate layer is approximately half to three times the largest grain size of the sections of the tires.
  • the concrete sleepers rest on a liquid-permeable fleece, in particular made of plastic fibers, e.g. B. from polypropylene, on an intermediate layer, on the one hand, a derivation of surface water can be carried out, on the other hand, a forwarding of mineral and organic particles is avoided.
  • a liquid-permeable fleece in particular made of plastic fibers, e.g. B. from polypropylene
  • a derivation of surface water can be carried out, on the other hand, a forwarding of mineral and organic particles is avoided.
  • This is not only important for the durability of ballast beds, but also for underground concrete.
  • Synthetic fiber nonwovens made of polypropylene are characterized by their special chemical and mechanical stability.
  • the asphalt bed preferably having an upwardly extending continuous wall on both sides of the ends of the sleepers, then there is a receptacle for both the intermediate layer and the sleepers created, while at the same time a forwarding of structure-borne noise is reduced due to the insulating properties of asphalt.
  • the asphalt bed has a thickness of 0.2 to 1.0 times that of the sleepers, then a particularly favorable adjustment of the force absorption and low Transmission of the sound guaranteed.
  • the wall of the asphalt bed has interruptions, which preferably extend to the support surface of the intermediate layer, for the drainage of surface water, then the surface water can not only be drained vertically downwards, so that the asphalt bed is porous, but also laterally.
  • Such lateral drainage of a track superstructure is particularly important during periods of frost, when the through-channels and pores in the subsurface are closed by frozen water.
  • both the intermediate layer and the side and end faces of the concrete sleepers are at least partially surrounded by gravel, this provides a particularly favorable support for the concrete sleepers to one another, and the radiation of airborne noise can also be kept particularly low.
  • each concrete sleeper is assigned its own intermediate layer, whereby gravel is preferably arranged between the sleepers and the intermediate layers, material placement can be saved if the concrete sleepers are positioned exactly on the subsurface, as is the case, for example, with a rocky subsoil, particularly leveled ballast bed or even concrete subsoil be carried out, in addition, a discharge of surface water is also particularly easy.
  • the arranged ballast also minimizes airborne noise emissions here in a simple and effective manner.
  • a concrete sleeper carries two such releasable fastenings for rails, whereby the concrete sleeper itself can usually be prestressed via steel inserts (not shown).
  • FIG. 2 an intermediate layer is shown in section.
  • the sections 10 made of car tires have a maximum extension of 95 mm.
  • the binder 11 surrounds the sections of the tire on their surface, so that in addition to the mutual stiffening and clawing through the steel inserts of the tire sections, the same binds to one another via the binder.
  • An elastic polyurethane made from a prepolymer Desmodur E 41 with hardener O Z from Bayer AG is used as the binder.
  • An intermediate layer according to Fig. 2 is obtained as follows.
  • 100 kg of tire pieces with a grain size of 50 mm to 100 mm are mixed with 10 kg of the rubber-elastic binder mentioned above. This mixture is then placed in a plate press and made to harden. Such a mixture has a weight of 700 kg per m 3 . Intermediate layers with a density of 600 kg to 1,300 kg per m 3 are particularly suitable, the density by 1,000 kg per m 3 being a preferred size.
  • the tire pieces are obtained in such a way that for the time being the beads, that is, those circular steel inserts, which one Allow the tire to fit exactly on the rim, be removed, after which the tires are cut into quarters. These quarters come into a shredder. If an increase in the density is desired and a consequent change in the spring characteristic, either more binders, e.g. B. also in foamed form and also in addition to the tire pieces other rubber particles, in particular with a grain size between 5.0 mm to 12.0 mm, as they occur, for example, in the manufacture of carcasses for retreaded tires.
  • binders e.g. B. also in foamed form and also in addition to the tire pieces other rubber particles, in particular with a grain size between 5.0 mm to 12.0 mm, as they occur, for example, in the manufacture of carcasses for retreaded tires.
  • a rubber-elastic binder is a cycloaliphatic elastically modified epoxy resin based on bisphenol A.
  • the superstructure shown in FIGS. 3 and 4 has a ballast bed 12 on which an asphalt bed 13 rests.
  • This asphalt bed 13 has walls 14 which are guided along the end faces of the concrete sleepers 1.
  • the walls serve as a kind of support surfaces and are also covered by the ballast of the ballast bed 12.
  • interruptions 15 are provided in the walls, which extend to the bearing surface 16 of the intermediate layer 17.
  • the intermediate layer can either have a continuous assignment, as shown in broken lines in FIG. 4 or, as shown in broken lines in FIG. 4 and FIG. 5, to a concrete sleeper 1.
  • the thickness d 1 of the asphalt bed is 9 cm
  • the thickness d 2 of the intermediate layer is 7 cm
  • the thickness d 3 of the concrete sleeper 1 is 26 cm.
  • the side surfaces 18 and end surfaces 19 are the concrete swell 1 covered by gravel 20.
  • the effect of this ballast is that the spacing between the concrete sleepers and the intermediate layer can be maintained particularly easily, and at the same time the emission of sound can be reduced particularly effectively.
  • a large number of the concrete sleepers can also rest on gravel on the intermediate layer, which in turn rests on another ballast bed.
  • FIG. 6 The diagram shown in Fig. 6 for the spring characteristic of an intermediate layer of the superstructure according to Fig. 2 shows that even with lower loads on the superstructure there is deflection, so that the superstructure does not behave like a rigid body, for example, even when the wagons are unloaded deflects. At higher loads, there is then a greater deflection, with the relative compression decreasing.
  • a fleece for example made of polypropylene fibers, can also be arranged instead of the asphalt bed.
  • a fleece for example made of polypropylene fibers, can also be arranged instead of the asphalt bed.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Railway Tracks (AREA)
  • Road Paving Structures (AREA)

Claims (15)

  1. Superstructure à traverses en béton (1) pour la circulation sur rails, dans laquelle les traverses en béton (1) sont reliées de manière détachable à au moins deux rails (4), par exemple par l'intermédiaire de crampons, de selles et de garnitures à élasticité de caoutchouc, et les traverses en béton reposent, par l'intermédiaire d'au moins une couche intermédiaire à élasticité de caoutchouc, sur l'infrastructure, par exemple un lit de ballast, un béton de fondation, de la roche en place, caractérisée en ce que la couche intermédiaire, sur laquelle les traverses en béton (1) sont, de préférence pour leur totalité, en appui directement et/ou indirectement, est constituée d'une matière composite qui est constituée de morceaux (10) de pneus pour automobiles et/ou véhicules utilitaires qui présentent des renforcements de structure, en particulier en acier, par exemple des cordes d'acier, de la toile d'acier, et sont reliés par un liant à élasticité de caoutchouc (11).
  2. Superstructure suivant la revendication 1, caractérisée en ce que la couche intermédiaire (17) présente en supplément un produit de granulation de caoutchouc d'une dimension granulaire de 2,0 mm à 30,0 mm, en particulier de 5,0 mm à 12,0 mm.
  3. Superstructure suivant l'une des revendications 1 et 2, caractérisée en ce que le liant (11) de la couche intermédiaire (17) n'est pas moussé.
  4. Superstructure suivant l'une des revendications 1 et 2, caractérisée en ce que le liant (11) de la couche intermédiaire (17) est moussé.
  5. Superstructure suivant l'une des revendications 1 à 4, caractérisée en ce que les morceaux (10) des pneus sont façonnés de façon irrégulière.
  6. Superstructure suivant l'une des revendications 1 à 5, caractérisée en ce que les morceaux (10) des pneus présentent pour la couche intermédiaire (17) la dimension granulaire comprise entre 50 mm et 100 mm.
  7. Superstructure suivant l'une des revendications 1 à 6, caractérisée en ce que l'épaisseur (d2) de la couche intermédiaire correspond approximativement à la moitié jusqu'à trois fois la dimension granulaire la plus grande des morceaux des pneus.
  8. Superstructure suivant l'une des revendications 1 à 7, caractérisée en ce qu'un grand nombre de traverses en béton (1) reposent sur la couche intermédiaire (17) qui est perméable aux liquides.
  9. Superstructure suivant l'une des revendications 1 à 8, caractérisée en ce que les traverses en béton (1) reposent sur un voile perméable aux liquides, en particulier à base de fibres de matière synthétique, par exemple de polypropylène, par-dessus la couche intermédiaire.
  10. Superstructure suivant l'une des revendications 1 à 9, caractérisée en ce que la couche intermédiaire (17) repose sur un lit d'asphalte (13), en particulier perméable à l'eau, qui à son tour repose sur l'infrastructure, le lit d'asphalte (13) présentant de préférence, des deux côtés des faces frontales des traverses en béton (1), une paroi continue (14) qui s'étend vers le haut.
  11. Superstructure suivant la revendication 10, caractérisée en ce que le lit d'asphalte (13) présente une épaisseur (d1) d'environ 0,2 à 1,0 fois celle (d3) des traverses.
  12. Superstructure suivant l'une des revendications 10 et 11, caractérisée en ce que la paroi (14) du lit d'asphalte (13) présente des interruptions (15), qui vont de préférence jusqu'à la surface d'appui (16) de la couche intermédiaire (17), pour l'écoulement des eaux de surface.
  13. Superstructure suivant l'une des revendications 1 à 12, caractérisée en ce qu'aussi bien la couche intermédiaire (17) que les surfaces latérales (18) et frontales (19) des traverses en béton (1) sont au moins partiellement entourées de ballast (20).
  14. Superstructure suivant l'une des revendications 1 à 7 et 10 à 13, caractérisée en ce qu'à chaque traverse en béton (1) est adjointe une couche intermédiaire propre (17), du ballast, qui entoure de préférence les faces latérales (18) et frontales (19) des traverses en béton, étant agencé de préférence entre les traverses en béton (1) et les couches intermédiaires (17).
  15. Superstructure suivant l'une des revendications 1 à 14, caractérisée en ce que les traverses en béton (1) reposent, par l'intermédiaire de ballast (20), sur la couche intermédiaire (17) qui, à son tour, repose sur un lit de ballast.
EP19920890256 1991-12-20 1992-12-04 Superstructure équipée de traverses en béton Expired - Lifetime EP0549559B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT254291A AT405658B (de) 1991-12-20 1991-12-20 Oberbau mit betonschwellen
AT2542/91 1991-12-20

Publications (2)

Publication Number Publication Date
EP0549559A1 EP0549559A1 (fr) 1993-06-30
EP0549559B1 true EP0549559B1 (fr) 1997-04-23

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP19920890256 Expired - Lifetime EP0549559B1 (fr) 1991-12-20 1992-12-04 Superstructure équipée de traverses en béton

Country Status (6)

Country Link
EP (1) EP0549559B1 (fr)
AT (1) AT405658B (fr)
CZ (1) CZ285572B6 (fr)
DE (1) DE59208397D1 (fr)
HU (1) HU213048B (fr)
SK (1) SK373492A3 (fr)

Families Citing this family (12)

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Publication number Priority date Publication date Assignee Title
DE59405245D1 (de) * 1993-08-02 1998-03-19 Wayss & Freytag Ag Feste Fahrbahn für Schienengebundenen Verkehr
DE4408399C2 (de) * 1994-03-12 1998-05-20 Zueblin Ag Feste Fahrbahn
DE19753328A1 (de) 1997-12-02 1999-07-01 Sedra Asphalt Technik Biebrich Federnde Matte für Eisenbahnoberbau
DE102006003098B4 (de) * 2005-01-21 2007-09-20 Bonewitz, Wilfried, Dipl.-Ing. Fahrwegskonstruktion für Schienenfahrzeuge
RU2343243C2 (ru) * 2005-03-11 2009-01-10 Валерьян Владимирович Маликов Балластный слой рельсового пути
DE102009019681B4 (de) 2009-04-30 2013-05-02 Ulf Pahnke Schottergleis mit optimal angepasster Kontaktfläche der Stahlschwelle
DE102009019655B4 (de) 2009-04-30 2013-09-26 Ulf Pahnke Schottergleis mit optimal angepasster Kontaktfläche der Y-Schwelle
DE102009019683B4 (de) 2009-04-30 2013-05-16 Ulf Pahnke Dynamisch optimiertes Schottergleis mit Querschwellen aus Spannbeton
ES2391114B1 (es) * 2010-08-13 2013-10-02 Acciona Infraestructuras, S.A. Manta elastomerica
BE1020135A3 (nl) * 2011-03-15 2013-05-07 Cdm Nv Gerecycleerde elastische zool voor betonnen elementen onder spoorstaven van een spoorweg en werkwijze voor het bevestigen van deze zool.
RU2475580C2 (ru) * 2011-04-12 2013-02-20 Государственное образовательное учреждение высшего профессионального образования Иркутский государственный университет путей сообщения (ИрГУПС (ИрИИТ)) Балластная призма для скоростных грузонапряженных участков бесстыкового железнодорожного пути
CN114481716A (zh) * 2022-01-28 2022-05-13 中铁二十局集团第四工程有限公司 一种地铁道床及其施工方法

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DE2821111A1 (de) * 1978-05-13 1979-11-15 Basalt Ag Verfahren sowie platten oder bahnen zum herstellen von unterirdischen hohlraeumen
AT356162B (de) * 1978-06-13 1980-04-10 Semperit Ag Stossdaempfungselement
US4303199A (en) * 1978-08-22 1981-12-01 Eisses Jacobus A Restored vibration isolation for railway tracks
US4440088A (en) * 1979-10-11 1984-04-03 Black Clawson, Inc. Fabric insertion system
DE3144608A1 (de) * 1980-05-22 1983-05-19 Continental Gummi-Werke Ag, 3000 Hannover Verfahren zur herstellung einer schotterbettunterlage und draenageplatte
DE3425647A1 (de) * 1984-07-12 1986-01-23 Clouth Gummiwerke AG, 5000 Köln Matte aus elastischem werkstoff
DE3809466A1 (de) * 1988-02-29 1989-09-07 Kunz Alfred & Co Oberbau fuer schienenbahnen
US5060856A (en) * 1989-06-07 1991-10-29 Hermann Ortwein Sound-damping mat, especially for a ballast bed
US5096772A (en) * 1990-04-20 1992-03-17 Snyder Robert H Anisotropic laminate of belted portions of a scrap tire
DE4013357A1 (de) * 1990-04-26 1991-10-31 Christian A Schlimme Gummiplatten aus alten gummireifen als unterlage fuer schienen zur geraeuschdaempfung

Also Published As

Publication number Publication date
ATA254291A (de) 1999-02-15
HU9204040D0 (en) 1993-04-28
HUT63209A (en) 1993-07-28
DE59208397D1 (de) 1997-05-28
SK373492A3 (en) 1994-07-06
CZ373492A3 (en) 1993-07-14
AT405658B (de) 1999-10-25
EP0549559A1 (fr) 1993-06-30
CZ285572B6 (cs) 1999-09-15
HU213048B (en) 1997-01-28

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