EP2998439B1 - Systeme de pavage de passage a niveau - Google Patents

Systeme de pavage de passage a niveau Download PDF

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Publication number
EP2998439B1
EP2998439B1 EP15181497.7A EP15181497A EP2998439B1 EP 2998439 B1 EP2998439 B1 EP 2998439B1 EP 15181497 A EP15181497 A EP 15181497A EP 2998439 B1 EP2998439 B1 EP 2998439B1
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EP
European Patent Office
Prior art keywords
rail
rails
track
slabs
arrangement according
Prior art date
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EP15181497.7A
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German (de)
English (en)
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EP2998439A1 (fr
Inventor
Jens Frank
Annegret Haas
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Railbeton Haas KG
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Railbeton Haas KG
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Application filed by Railbeton Haas KG filed Critical Railbeton Haas KG
Priority to PL15181497T priority Critical patent/PL2998439T3/pl
Publication of EP2998439A1 publication Critical patent/EP2998439A1/fr
Application granted granted Critical
Publication of EP2998439B1 publication Critical patent/EP2998439B1/fr
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Classifications

    • 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
    • E01C9/00—Special pavings; Pavings for special parts of roads or airfields
    • E01C9/04—Pavings for railroad level-crossings

Definitions

  • the invention relates to an arrangement for forming a transition of a traffic area over the track of a railway line, whereby a barrier-free level of the crossing point allows a barrier-free crossing of the track.
  • transition points can be integrated during the construction phase of the railway track by a special structural design stationary in the track system.
  • a method for producing such a level crossing, which allows a rail-level transition from a road level via a rail system is, for example in EP 1 457 599 B1 described.
  • a level crossing with roofing elements mounted on the rails is in WO 2006/084297 A1 disclosed.
  • the roofing elements form the trafficable traffic area and overhang the space between two rails.
  • the rails of the tracks must be stored on a special bedding to accommodate the load, so here, too, structural measures on the track are necessary.
  • EP 0061429 A2 describes rubber-coated iron plates which are placed on U-profiles, which in turn are fastened by means of profile carriers and a clamping device at the foot of the rails.
  • the installation of these level crossing plates is so far very complicated, as at a distance of 60 cm in each case a clamping device is to be attached to the rail.
  • the (permanent) load capacity of this level crossing by using freely between the rails of hanging metal profiles is only moderate.
  • a level crossing, in which the road carriageway in the track area is formed by concrete slabs, is in WO 1986/006428 A1 disclosed. Concrete slabs stored on the rails span the space between the two rails in a cantilevered way.
  • This self-supporting construction has the disadvantage that the plastic bearings supporting the concrete slabs wear out relatively quickly, especially in the case of heavy goods traffic crossing the track, whereby the load-bearing capacity or longevity of such a level crossing is severely restricted. In addition, often arise when installing and removing such plates damage to the tracks.
  • a level crossing comprehensively mounted on the sleepers of a track transition plates is in WO 2014/040199 A1 shown.
  • the transition plates consist of a trough-shaped rubber molding, in which a reinforced concrete slab is placed.
  • the reinforced concrete plate is clamped by the rubber molding between the rails and mounted on the sleepers.
  • a level crossing is known in which a plurality of longitudinally of the tracks successively arranged moldings are braced against each other by also extending in the longitudinal direction Fixierstangen so that the moldings do not slip each other.
  • the fixing rods extend through all successively arranged moldings.
  • clamping nuts are provided, which are screwed onto the fixing rods.
  • the object of the invention is to provide a level crossing railroad level, which can be integrated with little technical effort into an existing track system, the above-mentioned disadvantages of the prior art, in particular the lack of longevity cantilever concrete slabs or threshold-mounted rubber moldings are eliminated by the arrangement.
  • this object is achieved by an arrangement for forming a transition of a roadway over a same crossing track, wherein the roadway in the track area is at the level of the rail heads.
  • the arrangement according to the invention for a rail level crossing comprises between the rails of a track and in the longitudinal direction of the track consecutively einbringbare center plates made of concrete, at least one Fixierstangenthesis for positive and non-positive connection of the middle plates, Verschiebe Anlagens institute, rail chamber elements in the middle of the track (ie Inwardly facing rail chambers are introduced, and rail chamber stones, which are introduced into the outwardly facing (ie, facing away from the central axis of the track) rail chambers.
  • the middle plate has an upper side with a substantially flat surface and a lower side, wherein the upper side in the installed state of the middle plate is a component of the traffic surface guided over the track.
  • the middle plate has two hereinafter referred to as end faces (the middle plate) side walls, which are arranged in the installed state of the center plate transverse to the rails, d. H. where the center plates arranged one behind the other in the track contact each other directly or indirectly.
  • the top surface has a rectangular geometry, with the width of the center panel across the track being substantially equal to the internal dimension between the two railheads (i.e., gauge).
  • the upper side has a step-shaped depression to form a (flat) wheel rim track groove.
  • the step-shaped lowering is usually positioned with the step edge substantially parallel to the running direction of the rails extending in the edge regions on the upper side of the middle plate.
  • the middle plate has on its underside rail foot bearing surfaces for supporting the middle plate on the rail feet (located in the track).
  • These Schienenfußauflager vom have at intervals of the cross sleepers of the track recesses, so that a cavity for receiving the attachment of the rails on the sleepers serving fasteners is formed.
  • a plastic intermediate layer is applied, for example glued, to the rail foot contact surfaces which come into contact with the rail feet.
  • the underside also has elongated bulges arranged parallel to each other at a distance from the sleepers. These are designed in shape and size such that they rest in the installed state of the center plate accurately on the sleepers of the track and thus act as a bearing surface of the center plate on the sleepers of the track. On these bulges is on the with the Cross sleepers in contact bearing surfaces applied a plastic liner, for example by gluing.
  • the height of the center plate is selected such that, when installed, the portion of the top formed as a traffic surface is at the height level of the top edges of the rail heads so that there is a stepless transition from the road surface to the rail (apart from the wheel rim ruts).
  • the middle plate also has through holes introduced across the entire center plate, parallel to the top and perpendicular to the bottom lobes (i.e., parallel to the rails in the installed state of the rail plate and at the level of the rail chambers). In these through holes a round hollow steel profile is accurately inserted. Through this hole or the hollow steel profile, the Fixierstangensch is introduced.
  • the Fixierstangenstoff serves the non-positive connection between the rails successively arranged center plates.
  • On one of the end faces (i.e., the sidewalls disposed transverse to the rails in the installed condition) of the center plate the diameter of the bore is widened to a length of up to ten centimeters from the rest of the bore so as to accommodate fastener bar means.
  • the Fixierstangenstoff preferably consists of threaded rods having a length which substantially corresponds to the extension of the central plate along the track, and long nuts for mutually frictional connection of the threaded rods.
  • the threaded rods are arranged in a row arranged one behind the other through the holes of the middle plates, wherein the threaded rods are non-positively connected at the joints of the middle plates by means of the long nuts.
  • the holes are widened in the middle plates on one end face, a long nut is fully adjustable at this position.
  • the preferred material of the Fixierstangenstoffs is a metal, in particular a steel.
  • the displacement securing elements are plate-shaped, wherein the plate thickness is for example 15 mm.
  • the length of a displacement securing element is greater than the track width of the track.
  • the mutually facing, rail chambers of the two rails of a track corresponds to the displacement securing element is fixed at installation with its longitudinal axis in the horizontal direction perpendicular to the rails in the direction of its longitudinal axis, since it is virtually clamped between the two rails.
  • the anti-shift element is also fixed in the vertical direction between the rails, since the length of the anti-slip element exceeds the track width and thus can not be moved over the rail heads, d. H. it is held firmly in position in the vertical direction by the rail heads or feet.
  • the displacement securing elements lie flat on the end faces of the middle plates, wherein the middle plates at the end faces preferably a recess corresponding in shape and size a recess securing element recess with a depth of, for example, 5 mm, but not more than the strength of the sliding securing element, in which the sliding securing elements at least a part of its plate thickness, d. H. Thick, customizable.
  • the displacement securing elements have through holes whose inner diameter substantially correspond to the outer diameter of the threaded rods of the Fixierstangenstoffs, so that these threaded rods are feasible through the through holes of the sliding securing elements.
  • the positioning of the through holes in the slide securing elements is selected such that they come to lie substantially congruent in the installed state in the track of the middle plates and sliding securing elements, so that the threaded rods of Fixierstangenstoffs are smoothly performed by both through holes.
  • the width of the anti-slip elements (i.e., their height when installed) is such that, when installed, they do not protrude beyond the top of the center plates.
  • a groove between two adjacent center plates is formed, this groove, for example, 1 cm wide and 2 cm deep.
  • the rail level crossing arrangement further comprises rail chamber elements which are located in the inner rail chambers, i. H. are arranged at a track in each case in the direction of the track center rail chambers of the two rails.
  • the dimensions of the rail chamber elements are in this case selected such that they are accurately inserted into the cavity formed between a built-in center plate and the respective rail chamber.
  • the length of a rail chamber element corresponds to the distance between two fastening elements, which serve for fastening the rails on the sleepers.
  • the dimensions of the rail chamber elements are designed such that the rail chamber elements inserted into the rail chamber (side by side in a row) are behind the fastening elements (ie, they are located between the rail chamber wall and the fasteners).
  • the rail chamber elements may be made of a plastic.
  • the rail level crossing arrangement also includes rail chamber stones which are located in the outer rail chambers, i. H. the at a track respectively in the direction of the track edge facing rail chambers, the two rails are arranged.
  • the dimensions of the rail chamber stones are chosen such that they can be inserted precisely into the cavity formed by a rail chamber.
  • the rail chamber facing away from the longitudinal side of the rail chamber stones is preferably made smoothly, this longitudinal side is arranged substantially vertically in the installed state of the rail chamber stones, which protrude perpendicular to the rails on the (side) edge of a rail head, for example, about 66 mm wide.
  • the height of the rail edge stones in the installed state is chosen so that they complete slightly below the top rail head. For example, its top is positioned about 8 mm below the top of the rail head.
  • the length of the rail chamber stones preferably also corresponds to the distance between two fastening elements for fastening the rails on the sleepers.
  • the rail chamber stone on both its (adjacent to the fasteners) edge regions recesses, so that in adjacent to each other in a row inserted into the rail chamber rail chamber bricks cavities for receiving the fasteners are formed.
  • the rail camstones are preferably made of concrete, wherein at its lower bearing surfaces, with which they rest on the rail and / or the cross sleeper, a rubber spacer can be applied.
  • the rail chamber stones enable the formation of a vertical connection surface starting from the ballast bed up to the level of the rail head. This allows the asphalt to be installed and compacted very well.
  • the pavement is paved in the form of an asphalt pavement at the level of the rail head. Due to the geometry of the rail chamber stone a slightly lowered to the rail head area is prepared, which is necessary so that the wheel of the rail vehicle does not run on the pavement.
  • An advantage of the inventive arrangement for a level crossing rail level is the storage of the center plates on both the rail feet and on the sleepers. This gives the level crossing a high stability and resilience.
  • the plastic interlayers serve both as resilient pads as well as to compensate for any small bumps or dimensional inaccuracies.
  • the modular design of the railroad crossing also allows a time-saving and easy to carry out construction and dismantling, wherein the level crossing according to the invention is characterized by a non-essential structural requirements of the track body.
  • Such a level crossing for crossing a railway track can be provided, for example, at crossings with light signal or barrier systems, but also at unsecured crossings transitions.
  • the traffic surface crossing the rails may be, for example, a walkway, a cycle path or a roadway for motor vehicles.
  • the width of the track crossing point ie the number of center plates used, can be adapted to the requirements. So z. B. for a pedestrian crossing the track only a single Central plate of 120 cm width and z: For a highway five center plates of 120 cm each can be used.
  • At least one plate-shaped decoupling element made of a plastic is arranged between the middle plate and the displacement securing element, which is connected to the at least one Fixierstangenthesis, wherein in the sliding securing element facing end side of the middle plate for each decoupling element is introduced a corresponding shape and size recess.
  • the decoupling element is designed as a rectangular plate with a central through hole for receiving a threaded rod of Fixierstangenstoffs.
  • the decoupling element is used to decouple the middle plate of concrete from the adjacent in the installed state anti-slip element made of steel.
  • the upper side of the center plates has, at least in part, a profiling or surface structuring, preferably in the form of a grid-like groove structure.
  • this profiling is arranged on the surface of the upper side in the region between the stepped depressions, d. h., the top is profiled with the exception of the wheel rim ruts.
  • the top may also be provided with a tactile guide or guide for e.g. Be provided blind or visually impaired people profiling surface profiling.
  • the margins of the top i.e., the edges of the center panel adjacent to the top) may additionally be chamfered.
  • the sliding securing elements each have on the side facing a middle plate two pins in the form of dowels and the middle plates on their the Verschiebe Anlagens instituten facing end faces two recesses, the pins of the sliding securing elements inserted into the recesses of the center plates or in the assembled state of the Rail crossing are introduced.
  • the middle plates can be dovetailed with each other in addition to and over the sliding securing elements.
  • a foam rubber is glued in between adjacent center panels, which is connected to the level of the traffic area, i. H. completing the top of the middle plates and forms an upper cover of the anti-slip elements.
  • the foam rubber may be a sponge rubber.
  • the invention may be further designed such that the extension of a center plate in the longitudinal direction of the track corresponds to 120 cm, d. H. the width of the center plate is 120 cm and its length 143 cm. Since sleepers are laid in the usual way in a grid with a distance of 60 cm, this center plate width corresponds to the grid spacing of 2 sleepers.
  • a center plate is mounted on in each case three sleepers of the track.
  • a width of the center plate of 120 cm and in the usual way every 60 cm installed sleepers is provided that two middle plates are mounted on each second tie.
  • the underside of the center plate on three bulges (for storage on the sleepers), wherein the at the edge regions (in the region of the end faces of the center plate) arranged bulges can be only half as wide as the centrally arranged on the bottom bulge.
  • a connection of a traffic area at the level crossing according to the invention, d. H. to the outer rail cam stones, is in a known manner, for. B. by bitumen or paving stones possible.
  • the track 1 is composed of the rails 2 and the sleepers 3, wherein the rails 2 are fastened with the fasteners 8 on the sleepers 3.
  • the middle plates 4 are arranged consecutively.
  • the top 4.1 of the middle plates 4 is formed as a traffic area and has a profiling in the form of a crossed groove structure.
  • the upper side 4.1 furthermore has, along a rail 2 in each case, a stepped depression, through which the wheel rim track groove 9 is formed. In the area of the wheel rim ruts 9, the top 4.1 of the center plate 4 is unstructured.
  • the rail chamber stones 5 are arranged consecutively. In their lower region, the rail chamber stones 5 have recesses 5.1 for receiving the fastening elements 8 in the longitudinal direction at their two end regions.
  • the (inner) rail chamber elements 6 are arranged consecutively in the longitudinal direction of the track 1.
  • the distance between two successive middle plates 4 is about 10 mm in each case.
  • the length of the rail chamber stones 6 or rail chamber elements 5 along the track is about 600 mm.
  • the level crossing has at its two (located at right angles to the track) end portions 24 of the level crossing covering system in each case a displacement securing element 12 made of steel, said displacement securing elements 12 are arranged on the (relative to the longitudinal direction of the track) front boundary surfaces of the center plates 4. Also, between the middle plates 4 such a displacement securing element 12 is arranged in each case (in Fig. 1 not visible).
  • the middle plates 4 and displacement securing elements 12 are non-positively connected by means of Fixierstangenstoffs 7 and braced to form a unit.
  • FIG. 2 illustrates the assembly of the center plate 4 and the displacement securing element 12 with the Fixierstangenstoff 7.
  • the displacement securing element 12 has in each case on the central plate 4 facing side surface two welded dowels 15 which are inserted into the recesses 14 on the end faces 4.3 of the middle plate 4.
  • the front side 4.3 of the middle plate 4 has a the securing element 12 in the form and size corresponding indentation, in which the displacement securing element 12 is partially inserted in the construction of the system.
  • the sliding securing element 12 Due to the bracing of the middle plate 4 and the sliding securing element 12 by the Fixierstangenstoff 7 also the sliding securing element 12 is fixed in the manner in the inner rail chambers 2.4 that the center plate 4 in the installed state against slipping upwards, ie in the vertical direction, as also to the side, ie across the track, is secured.
  • FIG. 3 shows the underside 4.2 of the center plate 4. In the edge region of the bottom 4.2, the rim spur groove 9 opposite, the Schienenfußauflage lake 18 can be seen.
  • a plastic intermediate layer 11 is glued to the rail foot support surface 18.
  • Schienenfußauflage crab 18 are interrupted at the positions at which come in the installed state of the middle plate 4, the fasteners 8 to lie.
  • the bulges 10 for supporting the middle plate 4 on the sleepers 3 can be seen.
  • a plastic liner 11 is also glued.

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

Claims (10)

  1. Système pour un passage à niveau sans dénivelé, qui mène par dessus une voie ferrée (1), présentant des rails (2) et des traverses (3) pour le logement des rails (2), comprenant une multiplicité de plaques centrales (4) en béton armé, devant être positionnées les unes à la suite des autres dans la direction longitudinale de la voie ferrée (1), faisant un pont par dessus l'espace interne entre une paire de rails, avec leur face supérieure (4.1) formant une zone de circulation praticable s'étendant à hauteur des rails ajustée à la hauteur du champignon de rail (2.1) et logées de manière élastique avec leur face inférieure (4.2) orientée vers les traverses (3) au moyen de surfaces d'appui de patin de rail (18) sur les patins de rail (2.2) situés à l'intérieur, à l'extérieur contre les rails (2) dans des blocs de pavés d'âme de rail (5) s'adaptant aux âmes de rail (2.3), où la face supérieure (4.1) des plaques centrales (4) présente un abaissement sous forme de marches d'escalier respectivement le long d'un rail (2), par lequel est formé une ornière de jante de roue (9) et où les éléments de l'âme de rail (6) en matière plastique sont rapportés par complémentarité des formes et des matières entre les plaques centrales (4) et les âmes de rails (2.4) orientées vers la partie interne du rail, caractérisé en ce que
    - les plaques centrales (4) sont couplées ensemble ou peuvent être couplées ensemble formant un élément constitutif par l'intermédiaire d'au moins un moyen de fixation sous forme de tige (7) s'étendant à l'intérieur des plaques centrales (4) le long des rails (2),
    - les plaques centrales (4) présentent, sur leur face inférieure (4.2), des renflements (10) parallèles les uns aux autres et formés espacés par rapport aux traverses (3) avec chacun une couche intermédiaire en matière plastique (11) disposée dessus, où les renflements (10) sont conçus au niveau de la forme et de la taille de sorte qu'ils soient en contact par complémentarité des formes avec les traverses (3) à l'état monté de la plaque centrale (4) avec la couche intermédiaire en matière plastique (11); et
    - des éléments de sécurisation anti-glissement (12) en acier sont disposés entre les plaques centrales (4) et aux deux zones d'extrémité (24) du passage à niveau situées dans la direction longitudinale de la voie ferrée (1) pour le soutien des plaques centrales (4) dans les directions transversales et en hauteur de la voie ferrée (1), où les éléments de sécurisation anti-glissement (12) peuvent être couplés solidement avec les plaques centrales (4) avec l'au moins un moyen de fixation sous forme de tige (7).
  2. Système selon la revendication 1, caractérisé en ce qu'au moins un élément de découplage (13) en forme de plaque à base d'une matière plastique est disposé entre la plaque centrale (4) et l'élément de sécurisation anti-glissement (12), lequel est relié avec l'au moins un moyen de fixation sous forme de tige (7), où des évidements correspondant en forme et en taille aux éléments de découplage (13) sont rapportés dans les faces latérales (4.3) de la plaque centrale (4) orientées vers l'élément de sécurisation anti-glissement (12).
  3. Système selon la revendication 1, ou 2, caractérisé en ce que la face supérieure (4.1) des plaques centrales (4) présente au moins sur une partie un profil sous la forme d'une structure rainurée de type grille.
  4. Système selon l'une des revendications précédentes, caractérisé en ce que les éléments de sécurisation anti-glissement (12) présentent chacun deux pommeaux (15) sur la face latérale orientée vers une plaque centrale (4), pommeaux qui sont insérables ou peuvent être insérés dans des évidements (14), lesquels se présentent sur les plaques centrales (4) sur leurs faces latérales (4.3) orientées vers les éléments de sécurisation anti-glissement (12).
  5. Système selon l'une des revendications précédentes, caractérisé en ce qu'entre des plaques centrales (4) voisines, un élastomère expansé est collé, lequel est adjacent avec le plan de la zone de circulation et forme un revêtement supérieur des éléments de sécurisation anti-glissement (12).
  6. Système selon l'une des revendications précédentes, caractérisé en ce que les plaques centrales (4) présentent une extension de 120 cm dans la direction longitudinale du rail (1).
  7. Système selon l'une des revendications précédentes, caractérisé en ce que les plaques centrales (4) sont logées sur respectivement trois traverses (3).
  8. Système selon l'une des revendications précédentes, caractérisé en ce que le moyen de fixation sous forme de tige (7) est formé par une multiplicité de tiges filetées (16) et de d'écrous longs (17), où des tiges filetées (16) disposées à la suite les unes des autres peuvent être reliées ou sont reliées respectivement par un écrou long (17), qui est positionné dans des évidements rapportés dans respectivement une surface latérale (4.3) des plaques centrales (4) perpendiculaire aux rails (2).
  9. Système selon l'une des revendications précédentes, caractérisé en ce que les plaques centrales (4) présentent un enfoncement correspondant en forme et en taille à l'élément de sécurisation anti-glissement (12) sur au moins l'une de leurs surfaces latérales (4.3) orientée vers les éléments de sécurisation anti-glissement (12), où la profondeur de l'enfoncement est inférieure à la largeur de l'élément de sécurisation anti-glissement (12) le long de la direction des rails.
  10. Système selon l'une des revendications précédentes, caractérisé en ce que la couche intermédiaire en matière plastique (11) comprend plusieurs couches respectives d'une matière plastique pour le logement des plaques centrales (4) sur les rails (2), respectivement les traverses (3).
EP15181497.7A 2014-09-16 2015-08-19 Systeme de pavage de passage a niveau Active EP2998439B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL15181497T PL2998439T3 (pl) 2014-09-16 2015-08-19 System nawierzchni przejazdu kolejowego

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102014113295.5A DE102014113295B3 (de) 2014-09-16 2014-09-16 Bahnübergangsbelagssystem

Publications (2)

Publication Number Publication Date
EP2998439A1 EP2998439A1 (fr) 2016-03-23
EP2998439B1 true EP2998439B1 (fr) 2017-01-04

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EP15181497.7A Active EP2998439B1 (fr) 2014-09-16 2015-08-19 Systeme de pavage de passage a niveau

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EP (1) EP2998439B1 (fr)
DE (1) DE102014113295B3 (fr)
PL (1) PL2998439T3 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
HRPK20160575B3 (hr) * 2016-05-28 2019-03-22 Slobodan Rajić Sustav povezivanja gumenih podnica za gumeni željezničko cestovni prijelaz
CN109763858B (zh) * 2019-02-21 2023-12-22 中铁八局集团电务工程有限公司 一种通用型疏散平台
US20240052579A1 (en) * 2020-12-18 2024-02-15 Solafix Sa Device and method for securing functional objects between two rails
EP4680807A1 (fr) * 2023-03-15 2026-01-21 Solafix Sa Dispositif pour la fixation d'objets fonctionnels entre deux rails d'une voie ferrée

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US4093120A (en) * 1977-01-24 1978-06-06 Park Rubber Company Railroad crossing structure
CH661547A5 (de) * 1981-03-20 1987-07-31 Ampack Gleistechnik Ag Bahnuebergang.
AT390085B (de) * 1985-04-19 1990-03-12 Gmundner Fertigteile Gmbh Schienengleicher strassenuebergang
AT382178B (de) * 1985-10-02 1987-01-26 Getzner Chemie Gmbh & Co Gleiskoerper
AT404266B (de) * 1995-10-03 1998-10-27 Gmundner Fertigteile Gmbh Schienengleicher bahnübergang
DE19623135A1 (de) * 1996-06-10 1997-12-11 Kraiburg Elastik Vorrichtung zur Lagefixierung von Formkörpern einer Gleisübergangseinrichtung an einer Gleisanlage
FR2852335B1 (fr) * 2003-03-14 2006-05-05 Seco Rail Procede de realisation d'une voie de type plate-forme circulable
DE102004043240A1 (de) * 2004-09-07 2006-04-06 Gummiwerk Kraiburg Elastik Gmbh Gleisübergangseinrichtung
AT8456U1 (de) * 2005-02-09 2006-08-15 Gmundner Fertigteile Gmbh Schienengleicher bahnübergang
CN102146652A (zh) * 2011-02-17 2011-08-10 上海大屯能源股份有限公司 铁路道口一体化橡胶道口板
CH706987A2 (en) * 2012-09-17 2014-03-31 Rex Articoli Tecnici Sa Transition plate for rail level crossing.

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Title
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DE102014113295B3 (de) 2016-02-11
EP2998439A1 (fr) 2016-03-23
PL2998439T3 (pl) 2017-07-31

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