EP0881332A1 - Lastträgerelement für Infrastruktur, wie Strassen, Eisenbahnen, Rollbahnen und Flughäfen, und Verfahren zu seiner Herstellung - Google Patents

Lastträgerelement für Infrastruktur, wie Strassen, Eisenbahnen, Rollbahnen und Flughäfen, und Verfahren zu seiner Herstellung Download PDF

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Publication number
EP0881332A1
EP0881332A1 EP98201804A EP98201804A EP0881332A1 EP 0881332 A1 EP0881332 A1 EP 0881332A1 EP 98201804 A EP98201804 A EP 98201804A EP 98201804 A EP98201804 A EP 98201804A EP 0881332 A1 EP0881332 A1 EP 0881332A1
Authority
EP
European Patent Office
Prior art keywords
bearing element
concrete
walls
ground
channels
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Withdrawn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
EP98201804A
Other languages
English (en)
French (fr)
Inventor
Jelte Annee Bos
Nicolaas Bernardus Heuer
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.)
HOLLAND RAILCONSULT BV
Original Assignee
HOLLAND RAILCONSULT BV
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 HOLLAND RAILCONSULT BV filed Critical HOLLAND RAILCONSULT BV
Publication of EP0881332A1 publication Critical patent/EP0881332A1/de
Withdrawn legal-status Critical Current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
    • E01B2/00—General structure of permanent way
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
    • E01C3/00—Foundations for pavings
    • E01C3/006—Foundations for pavings made of prefabricated single units
    • E—FIXED CONSTRUCTIONS
    • E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
    • E02D—FOUNDATIONS; EXCAVATIONS; EMBANKMENTS; UNDERGROUND OR UNDERWATER STRUCTURES
    • E02D27/00—Foundations as substructures
    • E02D27/01—Flat foundations
    • E02D27/04—Flat foundations in water or on quicksand
    • E02D27/06—Floating caisson foundations
    • E—FIXED CONSTRUCTIONS
    • E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
    • E02D—FOUNDATIONS; EXCAVATIONS; EMBANKMENTS; UNDERGROUND OR UNDERWATER STRUCTURES
    • E02D27/00—Foundations as substructures
    • E02D27/32—Foundations for special purposes
    • E02D27/36—Foundations formed in moors or bogs
    • 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

Definitions

  • the present invention relates in the first instance to a bearing element for supporting infrastructure such as roads, railways, runways and airports, which is intended for placing at least partially in the ground, the average weight of the bearing element per linear metre being at most equal to the average weight per linear metre of the soil which has been removed for the purpose of placing the bearing element.
  • sand When infrastructure, such as roads and railways, is laid over relatively soft ground, such as that commonly found in the Netherlands, sand is generally used to support the infrastructure. A supporting element is laid in the ground with the aid of the sand.
  • Railway tracks for example, are generally placed on an embankment of sand, which sand is poured into a trench dug in the ground. So much sand is supplied here that the embankment projects partially above ground level.
  • a ballast bed in which the track rails can be fixed with the aid of sleepers is subsequently placed on top of this so-called "earth track”.
  • a major disadvantage of the use of a supporting element made of sand is that the weight of the constructed element, so in the case of railway tracks the weight of the earth track is much greater than the weight of the soil which was excavated for laying of the support. That means that the stress profile in the ground below the supporting element of sand changes because of the great weight of the latter. As a result of the stresses caused in the ground, the ground will be subject to subsidence, which means that the foundation becomes permanently deformed by the weight of the earth track.
  • a subsidence-free support for infrastructure is known, inter alia, from British Patent Application GB 2,300,009.
  • the support according to this publication is constructed by placing plastic blocks, for example polyurethane or polystyrene, in an excavated trench. The trench is subsequently filled up with concrete.
  • plastic blocks for example polyurethane or polystyrene
  • the support according to the British application can be placed in the ground so that it is subsidence-free, the rigidity and strength of the construction in its longitudinal direction are limited. If the known support is used, for example, in a foundation with weak spots locally, the support can subside locally. When the support has subsided locally, it cannot be aligned again.
  • the known support is to be used for supporting track rails, one of the important requirements, particularly from an acoustic point of view, is that the construction should have a high input impedance under the track rails. This cannot be achieved with the known construction.
  • bearing element (1) forms a tube in the longitudinal direction.
  • the advantage of this is that the bearing element is supported along its entire length, which means that the bearing element can span relatively weak points (for example, old ditches) in the route itself.
  • the road, railway track or, for example, runway cannot therefore subside very locally.
  • the bearing element according to the present invention is consequently particularly suitable for laying high-speed lines (HSLs).
  • the bearing element according to the present invention preferably comprises one or more channels in its longitudinal direction.
  • the presence of the channels here has the advantage that the free space in the bearing element can be used, for example, for transporting shuttles, for containers or for other forms of transport.
  • the channels can also be used for passing lines through them.
  • the bearing element in that last instance acts as a pipe alley. In other words, by using the bearing element according to the present invention it is relatively simple to achieve dual ground use.
  • the bearing element comprises a lower half in the form of a shell, having at least a bottom and two side walls to be placed substantially horizontally, and a substantially flat upper half to be placed on the lower half.
  • a trench for laying a bearing element according to the present invention which is substantially the shape of a trapezium is relatively easy to dig in the ground. Furthermore, because of the shape, the lower half can be poured from concrete, in which case removable concrete shuttering can be used.
  • longitudinal walls extending in the longitudinal direction it is possible according to the invention for longitudinal walls extending in the longitudinal direction to be placed in the tube. It is advantageous here for transverse walls extending in the transverse direction to be placed between the side walls and/or the longitudinal walls.
  • These walls in the first place support the upper half of the bearing element. Furthermore, the rigidity of the element is increased by the presence of the walls.
  • An additional advantage is that the walls can be placed in such a way that at the places where the infrastructure is subjected to the greatest load (for example, just underneath the track rails) walls are fitted.
  • the bearing element according to the present invention preferably has in its longitudinal direction edges extending in the transverse direction.
  • the bearing element according to the present invention is further improved if means for pumping away leakage water are placed in the channels of the bearing element.
  • the bearing element according to the present invention is particularly suitable for supporting track rails.
  • a concrete slab as a support for the track rails, as an alternative to an earth track.
  • the concrete slab can be supported on piles.
  • the use of a slab track has two major disadvantages. First, it is relatively expensive to lay (certainly in the case of pile supports). Secondly, a slab track produces much more noise than a conventional ballast track.
  • the bearing element according to the present invention is therefore further improved by the fact that the top side of the bearing element is provided with means for fixing track rails, the channels and the longitudinal walls being placed in the bearing element in such a way that the bearing element has a high input impedance.
  • the track rails can be fitted relatively easily on the bearing element, the relatively simply constructed trenches serving as fixing means.
  • the advantageous effect of this is that the use of the bearing element according to the present invention therefore produces a relatively low-noise railway track.
  • the bearing element prefferably be made of concrete. It is possible here for the bearing element to be made of fibre-reinforced, armoured or prestressed concrete, or any suitable combination thereof.
  • the present invention further provides the possibility of fitting road furniture on or in the bearing element. That means that the support of the overhead line, for example, is fitted on the bearing element, with the result that the overhead line can be coupled directly to the bearing element. That means that the distance between the bearing element and the overhead line is always constant, and it has the advantage that the bearing element cannot subside relative to the overhead line.
  • the lighting or the crash barriers for example, can be fitted on the bearing element.
  • the present invention also relates to a method for manufacturing a bearing element for supporting track rails.
  • Said method comprises the following steps: digging a long trench of suitable cross-section in the ground; laying a watertight membrane on the ground and along the walls of the trench, the bearing element provided with channels being made of concrete by means of sliding shuttering or another suitable shuttering, with the exception of the deck; and subsequently pouring the deck from concrete, with permanent shuttering or another suitable shuttering.
  • the bearing element can be laid quickly and efficiently, and consequently relatively cheaply.
  • the construction of the bearing element in two phases makes it possible to carry out the first phase (lower half) relatively “roughly”, while a relatively “accurately” manufactured upper part is placed on the lower half. That means a further possibility for saving costs during the construction of the bearing element.
  • the bearing element provided with channels prefabricated concrete.
  • the method according to the present invention is advantageously expanded by the following steps:
  • Figure 1 shows the bearing element 1 for supporting infrastructure according to the invention.
  • the bearing element 1 is preferably made of prestressed, armoured or fibre-reinforced concrete.
  • the bearing element 1 can be manufactured in one piece, but it is advantageous if the bearing element consists of a lower half 2 and an upper half 7. In the present description the upper half 7 is also known as the "deck". Since the load exerted upon the ground per unit length by the bearing element may not exceed the load exerted by the soil at the position of the bearing element prior to the building of the infrastructure, the bearing element 1 is preferably in the form of a hollow tube. Viewed in the longitudinal direction, the average weight of the bearing element per linear metre may not exceed the average weight per linear metre of the soil removed.
  • the lower half 2 can be placed with the aid of sliding shuttering or in another way in a trench dug in the ground.
  • the laying of this lower part 2 can be largely mechanized. For instance, it is possible to convey a laying train over an already laid track, in order to excavate, deposit the structure in the correct position and in the correct form, and provide the necessary longitudinal and transverse reinforcement. During the laying of this lower half 2 a watertight sheeting 4, which prevents adverse effects of groundwater on the structure, is rolled out underneath the structure. If desired, the construction train (not shown) can act as a mobile concrete plant during the laying.
  • robot carriers commute between the starting point (i.e. supply point) and the construction train. These carriers travel along one track to the construction train and unload their conveyed building materials there, and subsequently return laden with soil by way of points along the other track to the supply point.
  • One or more longitudinal walls 50 can be placed in the lower half 2.
  • one or more transverse walls 51 can be placed in the bearing element 1. These walls give the bearing element increased rigidity and strength.
  • the upper half 7 After laying of the lower half 2, by means of sliding shuttering, the upper half 7 is laid.
  • Said upper half 7 can be made by means of a permanent shuttering method.
  • a bearing element 1 which has a projecting edge 15 at both sides is produced.
  • Said edge 15 can be used during use of the bearing element should the bearing element 1 as a whole begin to subside. Jacks can be placed under the edges 15 in the longitudinal direction of the bearing element 1, by means of which a subsided bearing element 1 can be moved upwards.
  • the hollows of the bearing element 1 can, for example, be filled with foam 5.
  • pumps 9 it is possible to place pumps 9 in the hollows, in order to be able to pump any leakage water out of the bearing element 1.
  • Figure 2 shows the case where the bearing element 1 is used for supporting track rails 6.
  • the shape of the lower part 2 of the bearing element 1 is selected in such a way that when the rails 6 are fixed on the bearing element 1 a relatively large amount of mass is situated underneath the rails.
  • the relatively large amount of material underneath the rails 6 means that the input impedance of the bearing element 1 is relatively great. That means that the bearing element 1 cannot easily be set in vibration by passing trains.
  • the bearing element 1 in use consequently causes a relatively low sound emission.
  • the shape of the upper half depends, inter alia, on the way in which the rails are placed on the upper half 7.
  • Figure 2 shows the case where the upper half 7 is provided with longitudinal trenches 8, for accommodating the rails 6.
  • Another possibility for fixing the rails 6 on the bearing element can be seen in Figure 4.
  • the longitudinal trenches 8 can be formed in one piece, simultaneously with the upper half 7. It is important for the longitudinal trenches 8 to be placed with great dimensional accuracy on the upper half 7. That can be achieved by using a paver.
  • the rails 6 are fixed in the longitudinal trenches 8 in the bearing element 1 and secured there by means of an elastic material 10, which can be, for example, Flexapad, made by Edilon.
  • an elastic material 10 which can be, for example, Flexapad, made by Edilon.
  • This cork rubber 10 ensures additional acoustic insulation of the railway construction.
  • the trenches are also provided with an acoustic cover 17.
  • a thermally insulating and sound-absorbent layer 11 of, for example, gravel can be placed on the bearing element 1. Stress changes will occur in the bearing element 1 as a result of temperature changes (day/night and summer/winter). Owing to the sound-absorbent and thermally insulating top layer 11, the temperature change in the bearing element will be relatively low, thereby ensuring that stress changes in the bearing element 1 remain limited.
  • the abovementioned method for the laying of the bearing element 1 is only an example.
  • the bearing element 1 could also be manufactured in one piece using sliding shuttering.
  • two bearing elements can be coupled to each other, or a plate resting on both bearing elements can be used, on which plate the changeover track can be laid.
  • Figure 3 shows a partially cut-away side view of the bearing element 1 according to Figure 2. It can be seen in the figure that the use of the bearing element 1 provides the possibility for easy fitting of small structures underneath the bearing element 1. For instance, it is possible to make, for example, a cycle underpass 20 underneath the bearing element 1. For the construction of the underpass it will suffice to construct two walls 21. After these two walls 21 have been positioned, the soil between said walls is removed and a road surface constructed, so that the cycle underpass 20 is produced.
  • the longitudinal trenches 8 in which the rails 6 are accommodated are interrupted at openings 12.
  • These openings 12 can be made in the longitudinal trenches every 15 to 20 metres, in order to allow rainwater collecting between the longitudinal trenches to drain off. Since the rails 6 are supported almost over their entire length, the openings 12 can be made without jeopardizing the stability or alignment of the rails 6.
  • An additional advantage of the use of the bearing element 1 according to the present invention is that the supports 25 of the overhead line 23 can be coupled directly to the bearing element 1. That means that the distance between the bearing element 1 and the overhead line 23 is always constant, which has the advantage that the bearing element 1 cannot subside relative to the overhead line 23.
  • Figure 4 shows an embodiment of the upper half 7 of the bearing element 1, which is provided with a derailment guide. If a train becomes derailed, it is very important that a railway track can still guide the derailed train to some extent as best it can. For instance, a derailed train must always be prevented from landing on another track.
  • the derailment guide according to Figure 4 is formed by the elevation 30 between two rails 6.
  • the top side of this elevation 30 can be provided with an acoustically absorbent layer, for example a layer of sound-absorbent concrete 31.
  • the height of the elevation 30 and the layer 31 is selected in such a way that the top surface 32 of the layer 31 projects a number of centimetres, for example 3 cm, above the top surface of the rails 6. This produces hollows 35 between the rails 6 and the elevation 30, in which hollows a train wheel which may have become derailed is caught, and which will guide that train wheel.
  • a layer 31 of acoustic concrete on the elevation not only ensures that the railway track is quieter, but also that the concrete 31 has a function when derailments occur. Acoustically absorbent concrete is generally relatively soft. The relatively soft concrete layer 31 will therefore effectively be able to brake a derailed train wheel.
  • Figure 5 shows a possible embodiment of a fastening of a rail 6 to the upper half 7.
  • a "runner" of elastic material 40 is fixed to the underside of the rail 6, for example by means of adhesive.
  • the rail 6 is also wedged between two elastic, for example rubber, elements 44. These elements 44 are fixed to steel sections 43. The sections are fixed on the upper half 7 by means of fastening means 45.
  • any openings or hollows between the runner 40 and the surface of the upper half 7 can be filled up by means of an injectable layer 41.
  • an injectable layer 41 In this way the rail 6 is positioned in an efficient manner relative to the upper half 7.
  • a temporary seal 42 for example consisting of foam strip, can be fitted next to the runner 40.
  • the embodiment according to Figure 5 further makes it possible to inject additional material 41 underneath a locally subsided rail 6 underneath the runner 40, also during use. In this way, the position of the rail relative to the upper half can be adjusted during use.
  • an intermediate layer 46 is preferably present on the underside of the runner material 40.
  • the lateral confinement of the rail 6 by means of the sections 43 can be carried out in such a way that most of the noise of the rail 6 is screened off.
  • a further advantage of the use of the bearing element according to the present invention is that the height of the rails relative to the top surface 16 of the bearing element 1 can also be adjusted subsequently. That means that, for example in a bend, where the rails are always laid at a certain inclination relative to each other, said inclination can be adjusted.
  • the angle of inclination at which the two rails are situated relative to each other in a bend is directly dependent on the speed at which the trains have to be able to travel along the railway track. When this speed changes, the angle of inclination must also change with it. That is possible when the bearing element 1 according to the present invention is used.
  • Figure 6 shows a view of the bearing element 1 according to the invention, which is used as a runway for aircraft. It can be seen from Figure 6 that the tubular construction makes it possible to use the open space in the bearing element 1, for example, for fitting lighting 60 in the road surface. The wiring 61 and the like can be conducted underneath the road surface. This makes it possible to carry out maintenance work on the runway without having to stop the use thereof.

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  • Engineering & Computer Science (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • General Life Sciences & Earth Sciences (AREA)
  • Mining & Mineral Resources (AREA)
  • Paleontology (AREA)
  • General Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Road Paving Structures (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
EP98201804A 1997-05-30 1998-05-29 Lastträgerelement für Infrastruktur, wie Strassen, Eisenbahnen, Rollbahnen und Flughäfen, und Verfahren zu seiner Herstellung Withdrawn EP0881332A1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
NL1006180A NL1006180C2 (nl) 1997-05-30 1997-05-30 Draaglichaam voor het ondersteunen van spoorstaven, en een werkwijze voor het fabriceren daarvan.
NL1006180 1997-05-30

Publications (1)

Publication Number Publication Date
EP0881332A1 true EP0881332A1 (de) 1998-12-02

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EP98201804A Withdrawn EP0881332A1 (de) 1997-05-30 1998-05-29 Lastträgerelement für Infrastruktur, wie Strassen, Eisenbahnen, Rollbahnen und Flughäfen, und Verfahren zu seiner Herstellung

Country Status (2)

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EP (1) EP0881332A1 (de)
NL (1) NL1006180C2 (de)

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6843944B2 (en) 2001-11-01 2005-01-18 3M Innovative Properties Company Apparatus and method for capping wide web reclosable fasteners
WO2007096682A3 (de) * 2006-02-13 2007-11-22 Zsolt Fogarasi Fahrbahnkonstruktion
NL2004245C2 (nl) * 2010-02-15 2011-08-16 Gemeentewerken Gemeente Rotterdam Funderingsconstructie, alsmede infrastructuur met een dergelijke funderingsconstructie.
BE1019124A3 (nl) * 2009-12-23 2012-03-06 Maes Luc Module geschikt voor het aanleggen van een rijweg of een voetpad boven een waterloop.
CN107938438A (zh) * 2017-12-01 2018-04-20 中铁二院工程集团有限责任公司 高速铁路箱型路基结构及施工方法
CN109235154A (zh) * 2018-09-17 2019-01-18 中铁二院工程集团有限责任公司 铁路高填方路堤竖向中隔板式箱型结构
CN109235155A (zh) * 2018-09-17 2019-01-18 中铁二院工程集团有限责任公司 铁路高填方路堤鼎式结构
CN109868691A (zh) * 2017-12-01 2019-06-11 中铁二院工程集团有限责任公司 一种变形可调的高速铁路路基结构及施工方法和沉降变形调整方法
CN111335331A (zh) * 2020-04-09 2020-06-26 长江勘测规划设计研究有限责任公司 一种与道路路面结构合建的永久基坑支撑结构及施工方法
CN112323544A (zh) * 2020-11-30 2021-02-05 中铁第四勘察设计院集团有限公司 箱式路基结构

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1565682A (en) * 1923-03-07 1925-12-15 Sam E Finley Composite pavement or roadway and method of constructing the same
FR799825A (fr) * 1935-01-22 1936-06-20 Perfectionnements à la construction des routes
DE4017840A1 (de) * 1990-04-18 1991-10-10 Karl Schroeder Kastenfoermiges fertigteilelement fuer den eisenbahnoberbau
NL9400522A (nl) * 1994-03-30 1995-11-01 Inbo Architecten Adviseurs B V Containermethodiek voor de opslag van vervuilde grond.

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
IL67621A (en) * 1983-01-05 1989-10-31 Tuval Miron Modular roadway construction method and prefabricated units therefor
US4825494A (en) * 1988-06-06 1989-05-02 Pace Technologies, Inc. Wetland crossing bridge assembly
NL9300891A (nl) * 1993-05-25 1994-12-16 Edilon Bv Spoorstaaf.
GB2300009B (en) * 1995-10-10 1997-08-13 Eugene M A Baikoff Buoyant foundations for bad soils

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1565682A (en) * 1923-03-07 1925-12-15 Sam E Finley Composite pavement or roadway and method of constructing the same
FR799825A (fr) * 1935-01-22 1936-06-20 Perfectionnements à la construction des routes
DE4017840A1 (de) * 1990-04-18 1991-10-10 Karl Schroeder Kastenfoermiges fertigteilelement fuer den eisenbahnoberbau
NL9400522A (nl) * 1994-03-30 1995-11-01 Inbo Architecten Adviseurs B V Containermethodiek voor de opslag van vervuilde grond.

Cited By (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6843944B2 (en) 2001-11-01 2005-01-18 3M Innovative Properties Company Apparatus and method for capping wide web reclosable fasteners
WO2007096682A3 (de) * 2006-02-13 2007-11-22 Zsolt Fogarasi Fahrbahnkonstruktion
BE1019124A3 (nl) * 2009-12-23 2012-03-06 Maes Luc Module geschikt voor het aanleggen van een rijweg of een voetpad boven een waterloop.
EP2339069A3 (de) * 2009-12-23 2014-08-27 Luc Maes Element zur Konstruktion eines Weges oder einer Fußweges über einem Wasserlauf
NL2004245C2 (nl) * 2010-02-15 2011-08-16 Gemeentewerken Gemeente Rotterdam Funderingsconstructie, alsmede infrastructuur met een dergelijke funderingsconstructie.
CN109868691A (zh) * 2017-12-01 2019-06-11 中铁二院工程集团有限责任公司 一种变形可调的高速铁路路基结构及施工方法和沉降变形调整方法
CN107938438A (zh) * 2017-12-01 2018-04-20 中铁二院工程集团有限责任公司 高速铁路箱型路基结构及施工方法
CN109868691B (zh) * 2017-12-01 2024-01-05 中铁二院工程集团有限责任公司 一种变形可调的高速铁路路基结构及施工方法和沉降变形调整方法
CN109235154A (zh) * 2018-09-17 2019-01-18 中铁二院工程集团有限责任公司 铁路高填方路堤竖向中隔板式箱型结构
CN109235155A (zh) * 2018-09-17 2019-01-18 中铁二院工程集团有限责任公司 铁路高填方路堤鼎式结构
CN109235155B (zh) * 2018-09-17 2024-01-05 中铁二院工程集团有限责任公司 铁路高填方路堤鼎式结构
CN111335331A (zh) * 2020-04-09 2020-06-26 长江勘测规划设计研究有限责任公司 一种与道路路面结构合建的永久基坑支撑结构及施工方法
CN111335331B (zh) * 2020-04-09 2024-04-16 长江勘测规划设计研究有限责任公司 一种与道路路面结构合建的永久基坑支撑结构及施工方法
CN112323544A (zh) * 2020-11-30 2021-02-05 中铁第四勘察设计院集团有限公司 箱式路基结构

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