EP2430239A1

EP2430239A1 - A method and equipment for arranging track banking, electric power supplies and tract covering

Info

Publication number: EP2430239A1
Application number: EP09840682A
Authority: EP
Inventors: Pentti Markus Ollikainen
Original assignee: PALOMAIR INVENTION Srl
Current assignee: PALOMAIR INVENTION S.R.L.
Priority date: 2009-02-24
Filing date: 2009-11-24
Publication date: 2012-03-21
Also published as: EP2430239A4; WO2010097498A1; WO2010097498A8

Abstract

The subject of this invention is a method and equipment for arranging banking of light metro train tracks and/or their electric power supplies and/or any tunnelling that covers the track. In a highly developed urban area such a track may rest on concrete foundations and supporting perpendicular pillars, for example made of steel, ideally 4.5 to 5 metres above street level, and may be constructed from building elements in which the bends may be prefabricated, for example by already prestressing and binding to the supporting structures at the production plant where the elements are made. These elements may then be assembled rapidly, for example, using a mobile crane, and will consist of straight sections interconnected with track saddles (7) and curved sections. Banking will be arranged for curved track sections using concentric U-shaped construction elements (Ia, 3a). This brings about track banking formed from the rails (2a, 2b), for example of 5 - 20 degrees corresponding to carriage speeds of 70 - 150 km/h, whereby the rails (2a, 2b) are set at mutually differing heights on the horizontal X-axis corresponding to carriage speed, centrifugal force and the sharpness of the bend so that there is no need to reduce the carriage speed at bends. Diagonal sections are made in the track extensions. The track is partly covered with a protective roof incorporating solar panels that generate electricity for the trains and for the national grid. The track of a train that moves on an air cushion or is lifted by a magnetic field, for example, may also be banked, and trains of this kind may be electrified in the foregoing manner.

Description

A method and equipment for arranging track banking, electric power supplies and track covering.

The subject of the invention is the method specified in the preamble to patent claim 1 and the equipment specified in the preamble to patent claim 1 1 for arranging track banking, electric power supplies and track covering.

BACKGROUND TO THE INVENTION

Railway lines were built by laying rails on wooden sleepers as long ago as the 19^th century. In more modern times, since the mid-20^th century, wooden sleepers have been replaced with concrete sleepers on many sections of track in Finland and elsewhere. The aim in constructing railway lines has been to use only gentle bends, with any necessary banking generally achieved by means of earthworks under the sleepers. The tracks and earthworks used for goods and passenger trains have been constructed in this way in order to bear the very considerable loads carried on goods trains. The tracks of metro trains are largely constructed in the same way, even though the weight of such trains is considerably lower than that of goods trains. Regardless of the type of train and cargo, however, the importance of banking grows with increasing speed, even on relatively gentle bends. On bridges and corresponding track sections, for example, where the use of earthworks is less common than on open ground, banking may even be constructed for heavy train or metro traffic using the methods described in this invention. The value of track banking as a means of increasing the speed of passenger transport by rail has not really been exploited, even though increasingly spectacular devices have recently been introduced to run on rails in amusement parks, where riders may even be upside down in certain track sections owing to sheer speed and the phenomenon commonly known as centrifugal force. Devices such as a hydraulic mechanism for tilting a passenger train have also been developed, but these solutions have proved susceptible to malfunction, and they are rather complex and costly. For these reasons, they have so far not been widely taken into use.

The growing need for rail transport It is also evident that climate change, the emissions trading processes introduced to combat this trend, and rising fuel prices due to a worsening shortage of fossil fuels will all increase the price of transport modes such as aviation, which is much more fuel-intensive than rail transportation. Air traffic congestion at major airports, prolonged security checks, and public awareness of emissions and their climate impact will probably also tend ro reduce the popularity of air travel in future. At the same time the rising speed of rail transport has already cut journey times between cities in Europe, for example, particularly when allowing for the fact that trains normally transfer passengers directly from one city centre to another, whereas airports are normally some distance away from downtown districts. This increases the total journey time from one city centre to another as well as the real total cost of the journey, while further increasing air pollution from sulphur dioxide, VOC and carbon dioxide.

Atmospheric loading as a factor

Rising passenger motor vehicle and other traffic has extended journey times by road even over relatively short distances in many large cities, particularly during rush hours. This is an outcome of the continuing global phenomenon of rapid urbanisation and urban population growth, especially in the most attractive major metropolitan regions, leading to increasing pressure to use public transport, and particularly electrically operated rail transport. Electric power may in turn be generated from various renewable sources such as hydropower, wind, wave and solar energy. Even when burning fossil fuels, the centralisation of electricity generating also facilitates control of air pollution in many respects compared to non-point emissions from thousands of motor vehicles. Nuclear power is also worth mentioning in this regard as an energy source that is quite benign with regard to conventional air pollution and greenhouse gas emissions.

Applications of light solutions

Lighter forms of rail transport than the conventional metro, for example those falling somewhere between trams and metro trains, are often cheaper to construct than a conventional metro system. These rail transport systems will not only reach all of the destinations that can be served by a metro, for example via various underground or underwater tunnels, but a lighter construction is also easier to lift above street level or other ground surfaces. Local geological conditions such as clay soils or watery ground, fractured rock or other problem formations can prevent the construction of underground tunnels, at least for reasons of cost. By contrast elevated tracks are often feasible, while permitting many land use benefits. For example, tracks may pass over streets, difficult terrain and even low-rise buildings such as warehouses, thereby eliminating any need to demolish these buildings or to construct flyover junctions for streets and trunk roads. There is seldom any need to modify the existing road or street network, as light rail traffic can be elevated to pass over these structures. One purpose of this invention is to present track banking concepts incorporating methods and equipment that may be best suited to light railway construction, but can also be employed for heavy and medium weight rail transport.

The method in accordance with the invention is characterised by the distinguishing features submitted in patent claim 1, and the equipment in accordance with the invention is characterised by the distinguishing features submitted in patent claim 11. The non-independent forms of application of the invention are presented in patent claims 2 to 10 with respect to method, and in patent claims 11 to 20 with respect to equipment. Claims 20 to 24 present methods or equipment connected especially with the Maglev track or hovercraft functions.

Benefits achievable with this invention

The foregoing somewhat lengthy and tortuous description of the standard of technological standard of the invention was formulated rather broadly. The reason for this was to assist comprehension of how even relatively minor novelties may directly affect global climate by enabling rational urban transport planning and modification of infrastructure, for example in a manner that retards the greenhouse effect and reduces air pollution. This then enables a reduction in the trend towards greater traffic congestion in growing conurbations, thereby relieving stress on the residents of these areas and ameliorating the worsening global transport fuel shortage. This may be achieved because the approaches outlined in this invention will enable the construction of rail transport infrastructure more easily, at lower cost, more rapidly, and in a manner that is more resilient in the face of earthquakes and other natural disasters. Tracks may also be designed for higher speeds, as they may be effectively isolated from other transportation and pedestrians, and may wind more flexibly through already developed areas or around or over difficult terrain, as sharper bends may be constructed and changes in elevation facilitated with no loss of speed. The track described in this invention together with its covers and various features may thereby be constructed more easily and centralised as a more prefabricated product of serial production, and then installed by lifting into position on the pillars as pre-assembled components using a mobile crane, for example, or moving to construction sites prepared at ground level in a manner that is more rapid and less costly than at present. For precisely the foregoing reasons, the track and transport concept in question may be readily approved and adopted by policymakers, planners, enterprises and the public. References to illustrations:

The invention is explained in greater detail below using representative example applications by referring to the attached illustrations in which:

Figure 1 A shows the front elevation of a supporting pillar and both tracks. Figure 1 B shows a partial cross-section of the front elevation of one half element carrying a track.

Figures 1C- IK show various flexible parts and fastening arrangements.

Figure IM shows the track illustrated from below and from the side, partly in transparent section and partly depicted as a cross-sectional image. Figure IN shows the track illustrated from above and from the side, partly in transparent section and partly depicted as a cross-sectional image.

Figure 2 A shows one of the track supporting structures illustrated from above and from the side, partly in transparent section and partly depicted as a cross-sectional image.

Figures 2Bl - 2B5 show track supporting structures, and parts for adjusting the track banking. Figure 2C shows a general image of a train carriage on the track together with the nearest supporting structure.

Figure 2D shows structures supporting both tracks, the walls protecting the track and the roof as • viewed from directly ahead.

Figure 2F shows the triangle standing on its apex that serves as a supporting element for one track.

Figure 2G shows the side elevation of a connecting point for the track supporting structures in cross section.

Figure 3 A shows a view from above of both tracks at a connecting point, as if installation work was in progress. Figure 3B shows a front elevation of the triangular supporting part.

Figure 3 C shows a plan view of one track together with the track saddle carrying the connection point for the rails.

Figure 4 shows a plan view of one track depicted at a connection point with the connection elements shown behind the other parts. Figure 5A shows a Maglev train application of the invention for banking the track of a train levitating on an electromagnetic field.

Figure 5B shows a front elevation of the supporting structures for both tracks at the point of a supporting pillar.

Figure 5C shows a partial image of support structures on top of a pillar. Figure 6A shows the front elevation of an adjustable supporting structure for relatively lightweight tracks at a supporting pillar.

Figure 6B shows a side elevation of some track supporting structures between pillars.

Figure 7A shows the front elevation of both tracks and a cross-section of supporting pillar structures.

Figure 7Bl shows a side elevation cross-section of some track supporting structures and their forms together with supporting parts.

Figures 7B2 A, 7B2 B, 7B3 A and 7B3 B show carriages of a light metro train and associated structures. Figure 7C shows a side elevation cross section of a track connection point and the forms of supporting parts.

Figure 7D shows a front elevation cross section of a connection point of both tracks together with a central support beam.

Figure 7E shows a side elevation cross section of a point of connection of track supports to a pillar together with beams.

Figure 8 A shows a view from below of supporting structures for one track.

Figure 8B shows one of the triangles standing on their apices that form the track saddles supporting the track extension point.

Figure 8C shows the banked track with fastening equipment. Figures 8C2 and 8C3 of Figure 8C show the fastening equipment for the tubular parts of the track.

Figures 2B2* and 2B3* associated with Figure 8C show the grade of banking, and Figure 2B4* shows the rubber support.

Figure 9A shows a view from below of supporting structures for one track. Figure 9B shows a plan view of supporting structures for one track.

Figure 10 A shows some track supporting structures viewed from below, excluding the supporting structures for the track on one side.

Figure 10 A shows some track supporting structures viewed from below, excluding part of the supporting structures for the track on one side. Figure 10 B shows a plan view of some track supporting structures, excluding part of the supporting structures for the track on one side.

Figure 1 IA shows a plan view of the track element.

Figure 11 B shows a side elevation of the track element and a support and fastening cable 199* joining the track elements, with fastening hooks 200* and tension nuts 201*. Figure I IC shows a connection point of track elements and the support ana tastening caoie

199* that joins them, with tension elements 200*, 201 *.

Figure HD shows a rubber train tyre 205* that is used, for example, when a hover train approaches and/or departs from a station. Figure 11 E shows a detail from an enclosure and basket structure in the intermediate space

102* between the hovercraft and the wall 207* directing it, and a rounded air cushion.

Figure 12 shows an amusement park device enabling the track to be banked and twisted to as much as 180 degrees, or even 360 degrees in certain structures.

Figure 13 shows a track bend element. Figure 14 shows a train moving in a trough-like causeway.

Figure 15 shows a track section elevated on pillars.

Figure 16 shows a track section elevated on pillars with station structures.

Figure 17 shows track intersection areas constructed, for example, high above ground level on three pillars as in the tracks in Figure 17. Figures 18A - 18D show train carriage structures moving in the foregoing trough-like causeway on an air cushion together with the wheels required at a station.

Figure 19 shows a side elevation cross section of further details of a connecting point for track supporting structures.

Figure 20 shows a train arrangement moving on an air cushion in a trough and the connection of structures to the banking parts previously shown.

Figures 21 and 23 show certain seals in the sidewalls of the trough for a hovercraft moving in a trough.

Figure 25 shows hydraulic operation for guide ailerons governing the direction of movement of a hovercraft, supplemented by Figure 22. Figures 24 and 26 show stern air blowers dirigible from the driver's cab for guiding the direction of movement of a hovercraft when driven outside of the trough.

Account and applications of the invention

The account of the invention describes a method that can be used to enable banking of the tracks of a train such as a light metro train, and the associated equipment, and presents examples of implementing the method and equipment in practice.

Similar track banking methods can also be applied for trams, and for devices such as roller coasters used in amusement parks, for example. The same basic concepts will also serve medium and heavy rail transport approaches after allowing for the necessary dimensioning and robustness, whereupon construction of all of the said equipment or assemblies will be simplified and facilitated in many ways.

Suitability for a wide range of track and rail solutions (Maglev)

The account of the invention describes, for example, a transport vehicle moving on rails (2a, 2b) as shown in Figure IA, especially of a light metro train (100), which has rails set in the track. The account of the invention describes a train moving with the aid of magnetic levitation along a causeway (102, 103) as shown in Figure 5 A, and also a train moving on an air cushion as shown in Figures 18A - 18D, at least to the extent necessary to be able to show that the track-banking methods and equipment are also suitable for trains of these types.

The application primarily described is the light metro shown in Figure IA, for example, or this type of rail vehicle. The banking methods and associated equipment are, for example, also adaptable to vehicles moving by electromagnetic levitation (maglev: an abbreviation of magnetic levitation), such as trains that hover on the magnetic field of two mutually repelling poles. In respect of parts, manner of installation, or methodology, such a train track and its supporting structures differ in no significant way from the rail equipment described in the account of this invention, and the track in question is broadly illustrated in Figure 5 A. Such train types, and trains that move on an air cushion, will be discussed again as the account of the invention progresses. Currently available information on trains operating by the EMS method (EMS: Electromagnetic Suspension) at the time of preparing this account of the invention could at least be found on the following website: httpV/science.howstuffworks.com/maglev-train.htm

(The German Maglev)

The EMS system that is used in Germany, or that has been developed and/or prevails in that country is referred to by the name Transrapid, after the German company Transrapid International that is the industry leader and main developer of commercial applications, or alluding to a rapid transportation system from which the Japanese method differs to some extent. While this invention includes no further description of either system or method, or of the equipment that is used for levitating and accelerating the train, Figure 5A does show an example illustrating how the conductor and operating power rails required for such a train, and I2009/000098

8 thereby the entire train, may be banked using the invention equipment. Under this arrangement, a construction is provided under the train that houses certain support structures and beams containing the conductors, which construction may then be banked in accordance with the method and structural concept of this invention as shown in Figure 5A, and in the manner that is described and explained in greater detail elsewhere in the invention.

An air cushion under the train

It may be understood from Figure 20 that the train may also travel in a U-shaped trough of corresponding form, for example on wings (201) operated by powerful electric motors (200) or on blower devices when compressed air or thrust from a turboprop engine, or even from a jet engine, is blown from the train into the trough. Such compressed air will then lift the train (100) off its platform and also push it forwards or backwards when necessary, for example by changing the direction of the jet. Such a train operates on similar principles to a hovercraft, but levitation on a column of air may be achieved more economically, as the trough forms a relatively even platform, unlike the situation in ordinary off-road conditions or a sea surface. This minimises the amount of air that ineffectively escapes from the air column, because no wavy surface of depressions and prominences, from which air can escape more easily than at other points with loss of pressure, remains between the trough-shaped platform and the train. The pressure thereby arising will more readily support a train (100B) than a sea surface, for example. The train then needs no tracks, or drive coils in the trough as in the Maglev train runway, but moves on the air cushion created by a column of air in the well-known manner of a hovercraft. It is nevertheless worthwhile retaining wheels in reserve, as with the wheels (203) shown on the air-cushion train (100b) in Figure 20, for example in the event of engine faults and towing. However, the jet engine thrust that was also noted above, for example, is at least unsuitable for passenger trains, especially for use at passenger stations, as opposed to compressed air. Hot exhaust gases could burn people or set fire to something, so wheels would have to be used instead of levitation at stations in any case, and thrust could be provided, for example using stored compressed air. The aim of this description is merely to demonstrate that the equipment and method of the invention are compatible with its application, for example, to a train (100b) carried on an air cushion or with any other purpose described above or below.

Description of the main points of the invention

The equipment required for the method and practical implementation consists of the mutually compatible components for arranging track banking, and/or electric power supplies and/or the covering structure over the track, ideally as elements thai uαw standardised. The key component of the invention may be the equipment and method required to achieve track banking, and the description of their use in practical applications.

Suitability of the EMS system

The devices on which rails or causeways, such as the foregoing German EMS system or any other track described in this invention, may be banked include at least one of the primary U- shaped or circular arc-shaped load-bearing structural elements (Ia), as shown, for example, in Figure IA and, where most cost-effective, another curving load-bearing structural element (3 a), the required banking and locking solutions for which may be seen, for example, in Figures 2Bl - 2B5.

Concise detailed description of the invention

Briefly described, the elevated twin-track carriageway for light and metro trains with a banking mechanism at bends comprises the following types of structures and devices:

- The support structure

A T-shaped support structure, which is shown in Figure IA as a vertical column (30a, 30b) and a horizontal beam (35). The horizontal beam (35) carries the U-shaped, of rather semicircular load-bearing structural elements (Ia, 3a), which support the tracks (18a and 18b). The left-hand lowest load-bearing structural element (Ia), and the right-hand load-bearing structural element

(Ia') are connected to horizontal elements, which together form two adjacent supporting arches.

One of these, namely the upper load-bearing structural element (3a) can be moved in relation to the lower support structure so that the track (18) banks to the desired position according to the structure of the said element. Parts on the right-hand side, such as (Ia', 3 a') and certain other parts that are otherwise identical to those on the left are repeatedly distinguished in this description of the invention, for example by use of the apostrophe. The banking equipment and the method itself will be discussed again in further detail as the description of the invention progresses.

The support arches (10a, 10b)

The support arch (10a) is shown on the left side of Figure IA, and the support arch (10b) is correspondingly shown on the right together with its outermost horizontal parts (13a, 13d) and its horizontal internal components (13c, 13d). In the concept set out in this invention the supporting arch (10a, 10b) includes an internal part comprising the lowest, or first load-bearing U-shaped structure (Ia). These U-shaped structural elements (Ia and 3a) can be moved relative to one another, thereby banking the track (18a), and in a corresponding manner the U- shaped structural elements (Ia' and 3a') can be moved relative to one another by changing the banking of track (18b). Both tracks (18a) and (18b) can then be banked away from the horizontal position at bends in the track (18a, 18b), as dictated by the speed of the train and the centrifugal force arising from the curve in the manner required by the track designer. This makes bends more comfortable for passengers. The track banking and locking mechanism and its fasteners are illustrated in the picture series 2B1-2B5, which will be explained below as the detailed description of the invention progresses.

Installing the banking mechanism

The bottom picture of the illustration series 2Bl - 2B5 in Figure 1 a shows part of the first or lower U-shaped structural element (Ia). This part shows three bolt holes (88, 89, 90). Figure 2B4 shows a flexible rubber element (20) mounted on top of these bolt holes so that the elongated oval bolt holes in this element (84*, 85*, 86*) align over the bolt holes in the first or lower U-shaped load-bearing structural element (Ia) so that each bolt hole (88, 89, 90) of the first U-shaped load-bearing structural element centres on the corresponding elongated holes (84, 85, 86) in the flexible rubber element. The second U-shaped load-bearing structural element (3a) is then mounted on top, as shown in part in Figure 2B3. The oval holes (84, 85, 86) allow a banking of 0 - 30 degrees on either side according to the scale shown on the middle hole. A mechanic engaged in train track installation work will see the inclination directly from the scale of the middle hole (85) to (87) in the manner shown in Figure 2B3.

Inclination specified by the designer

The designer can determine the banking of the curve, for example -10 degrees, -20 degrees, or even -30 degrees, or alternatively + 10 degrees, + 20 degrees, or even + 30 degrees. The installer then, for example, firstly inserts the middle bolt (82) shown in Figures 2Bl and 2B2 into bolt hole (89) from below, from which the bolt goes into the middle holes (85*) and (85), and installs the bolt at the centre point for the angle notified by the designer in question by moving the other U-shaped load-bearing structural element (3 a) one way or the other. He then installs the other bolts, and tightens the corresponding locking nuts (90, 91, 92) for each bolt to the specified torque, for example using a torque spanner. The track (18a) should be horizontal when the installer installs the bolt (82) at the middle 0 sign, while the right hand inside shown in Figure 2Bl together with the fastening bolt (41) falls by 30 degrees when the installer installs the bolt in the centre of the 30 sign, and the left-hand side and edge parts (101) move upward in proportion. Naturally any other angle between one and thirty degrees may also be selected, for example plus or minus 15 degrees.

Impact of the position of holes on the shape profile

To simplify the presentation, the method and apparatus described above is described in a form that is compatible with the basic idea when best considering a second, higher load-bearing U- shaped structural element (3a) of straight cross-sectional profile. In this invention, however a reinforced profile of the second load-bearing U-shaped structural element (3a) is shown in Figure 19, for example, as will be seen as the explanation of the invention progresses. In this case the holes are made broader if necessary, thereby leaving room in the centre for a stiffening flange or profile (102), which is seen as a curved T-beam shape in the second load-bearing U- shaped structural element (3a). A similar ridge-like or T-beam shaped profile (103) is also seen in the straight beam (21). The forms and profiles will be discussed again as the explanation of the invention progresses.

Piles

The reinforced concrete piles (30a) shown in Figure IA will be ready cast at the concrete plant for the suitable lengths required by the terrain derived in accordance with the best-known standard dimensions. They will then be transported to the site by lorry, lifted into position on pre-cast concrete platforms (12a) by a mobile crane, and fastened to these platforms, for example, using bolts or reinforcements, and/or by casting in the manner familiar to industry specialists (not shown). Alternatively, the reinforced concrete piles will be cast in place on the said platforms, for example, in box-like parallelogram or round moulds (not shown), and the finished concrete surface will be levelled to a predetermined height using a levelling machine determining the top surface (not shown) of the concrete casting and finished pillars (30a) according to the height of the position. The vertical columns (30b), which are best manufactured from steel tube, for example, will then be lifted onto the reinforced concrete pillars (30a), and bolted to a bolting ring (143a) surrounding them using nuts and bolts. This will enable the height of the track above sea level to remain the same, or to increase, for example, in the desired manner according to the requirements of the terrain.

The vertical columns, Figure IA

Furthermore, for example, an annular flange (36) with bolt holes is welded onto the top of the vertical pillars (30b) shown in Figure IA, to which is bolted (37) a disk-like weight-distributing flange (39) serving as the basis for a horizontal beam (35) and, for example, for the tracks (2a, 2b) of the railway line (18a). Some flexible material is cost-effectively inserted between the top of the vertical pillars (30a) and the flange (39). One such suitable flexible material, for example, is neoprene rubber, i.e. chloroprene rubber or an equivalent synthetic rubber material. This and other materials available for this purpose are commercially available for construction purposes at trade stores and other outlets. Applications previously used successfully in building construction include spacers for pre-cast concrete used, for example, when one concrete element is installed on a second concrete element, for example on top of a pillar. The rigidity and length of the horizontal beam (35) must enable it to bear the weight of trains under all circumstances, both at the same time and separately, and to accommodate a train moving in both directions (100).

Brief description of the supporting elements for the track (18a), Figures IA, 3 A The track (18a and 18b) is supported on two rail saddles, the left track (18a) rail saddle (7a and 7b) and the right track rail saddle (7c and 7d). The rail saddles will be shown and explained in more detail as the description of the invention progresses, for example in Figures (3 A, 3B and 3C). The triangular (5a) rail saddles (7a, 7b) standing on their apices and the tracks (2a, 2b) fastened thereto resting on the U-shaped load-bearing structural elements (Ia, 3 a), as shown in Figure IA (and 2F) from the front, and Figure 3A (and 3C) from above, and the resulting track (18a) may be banked along with the upper or second U-shaped load -bearing structural element (3a) in the manner described above. The lower U-shaped load-bearing structural element (Ia) then remains stationary. The lower load-bearing structure (Ia) is shown in cross-section in Figure 19 with one forward profile shape (102) visible.

The triangle standing on its apex (5 a, 5 b)

Similarly the other right-hand side triangular (5b) rail saddles (7c, 7d) standing on their apices and the tracks (2c, 2d) fastened thereto resting on the U-shaped supporting structures (Ia', 3a'), as shown in Figure IA, for example, and the resulting track (18b) may be banked along with the upper or second U-shaped load-bearing structural element (3 a), while the lower U-shaped load- bearing structural element (Ia) remains in place.

The two rail saddles (7a, 7b) that are consecutively mounted longitudinally with respect to the track (18a), as shown for example from above in Figures 3 A and 3C, form a bridging platform (31a) on which the track (18a) can continue. In the same way the two rail saddles (7c, 7d) that are consecutively mounted longitudinally with respect to the track (18b) form a bridging platform (31b) on which the track (18b) can continue. It can be seen in Figure 3 C, for example, that the continuation points (13) of the longitudinal tubes (124a, 124b, 124c) fall between the rail saddles (7a and 7b) at the bridge level (31 a).

The flexible elements, Figures IB-IK, IM, (3Ml, 3M2, 3M3) installation work,

Figure 3A, 4 On beginning to construct the track (18a), for example, the flexible element (20) of thickness approximately 10-20 mm and ideally 15 mm, ideally made of neoprene rubber or a corresponding flexible rubber capable of bearing a heavy load, is laid on top of the first load- bearing structural element (Ia). This installation may be performed, for example, in the manner described above with respect to illustration series 2Bl - 2B5.

Figure 4 shows how both tracks (18a) and (18b) are installed using the two rail saddles on a steel tube of the pillar (31a) and its associated parts, so that both tracks can be extended by installing the next new track elements and their associated longitudinal tubes (124a, 124b, 124c) onto the interfacing connectors (8a, 8b, 8c).

For example, grades and thicknesses of rubber used in assembling pre-cast concrete elements for buildings can be used as the flexible element shown in Figure 2B4. The rubber can be installed as a single long flat strip throughout the entire U-shaped trough, i.e. the structural element (Ia), or alternatively, but perhaps less effectively from the point of view of uniform strain, in several smaller pieces, with the countervailing benefit that these pieces could be separately replaced more easily as necessary while the track remained in scheduled or nearly scheduled use, thereby minimising system downtime due to servicing work. It should be noted, however, that flexible inserts made, for example, from neoprene rubber (20a) are very durable and usually last several decades with no need for changing. Dimensioning of the flexible rubber elements (20a) may in principle use the same values and the weight/area ratio as those designed for use in pre-cast concrete elements and bridging solutions for house and bridge building involving static conditions of corresponding weight, by multiplying the surface area by a ratio of, for example, 1.3 - 1.5, or by a larger coefficient in a manner that will be understood by the professionals who prepare strength calculations and construction plans in the building or bridge construction sector, such as bridge engineers, or ideally by engineers and professionals specialised in metro and train track design. Replacement of flexible elements with others, or with flexible element combinations This rubber tile or strip (20a) of the kind seen in part in Figure ID may alternatively be replaced, for example, with corrugated spring steel, such as can be seen in the corrugated spring steel (20b) in partial Figure 1C. The rubber tiles (20a) or rubber strips (2Oa') shown in Figure ID may also be replaced by coiled springs (20c) guided by the fastening bolts (81, 82, 83) shown in Figure 2Bl, between the first load-bearing structural element (Ia) and the second load-bearing structural element, i.e. the U-shaped parts, an example of which arrangement is shown in Figure 2OD. Any of the flexible elements described above, or any suitable combination of the flexible elements (20a, 20a', 20b, 20c) may serve as the flexible elements between the U-shaped parts.

Rubber parts or flexible elements elsewhere Any of the flexible elements described above, or any suitable combination of the flexible elements (20a, 20a', 20b, 20c), but ideally those made of neoprene rubber, may also be used elsewhere, for example on the steel tube pillar (30b) shown in Figure IA or inexpensively on the circular or annular flange bolt ring (36) associated with this pillar or, for example, with the round weight-distributing steel plate (39). The partial Figure 3A^" below Figure 3A shows a miniature view of the annular neoprene rubber element (135) that comes between the annular flange bolt ring (36) and the round flange (39) that is bolted to it.

The crosswise support (34)

The rubber elements may alternatively be mounted in a way that may be understood through Figures 5B and 5C, between the horizontal beam (35), and the crosswise transverse support (34) shown in sub-Figure 5C that is associated with this beam. In the latter case this rubber disk will then come below the horizontal widening beam (35) and the crosswise support (34) that is fastened thereto, for example by welding or casting, and on top of the round flange (39). The flexible element made, for example of neoprene rubber, between the round flange and the crosswise support (34) may, for example, be a cross-shaped rubber component. This cross- shaped rubber component may alternatively be replaced by four or five suitably-sized pieces of the rubber (20a) type shown in Figure ID, of which one in the case of five pieces should be central while the others intersect below part 34, or all in the case of four pieces intersect below part 34. The crosswise support itself may be best shown in Figure 5C, in which the crosswise support (34) appears on top of the round flange (39) and the pillar (30b). The neoprene rubber tiles (20a) shown in Figure ID, for example, are similarly used inexpensively between the I-beam resting on the centre of the horizontal beam (35), for example the central support beam (136) between the support arches (10a, 10b) visible in Figure 5B, and the innermost parts (13b, 13c) of the horizontal elements associated with the support arches.

Excluding the flexible elements

The flexible element, such as the neoprene rubber (20a), corrugated spring steel (20b), or coiled spring (20c) may also be left out entirely, at least from some of the above points or interfaces. In this case, however, the strains imposed on all structures, such as the load-bearing U-shaped structures (Ia, 3a), will increase as there will be no damping of vibrations transmitted from the metro train to the load-bearing structures that support it, or from the terrain to these structures due to traffic or to geological reasons such as vibration from minor earthquakes. If a flexible element is excluded, then the strength of the materials used for the load-bearing structures will have to be increased to meet this increase in strain.

Neoprene rubber in concrete structures where concrete structures are used

Use of a neoprene rubber flexible element to distribute the pressure over a wide area is a particularly good solution when used in reinforced concrete structures, for example as the material of the primary load-bearing structural element (Ia), which is also possible, particularly if used in pre-stressed concrete reinforced using the binding and strengthening solutions applied in spray concreting of underground caves and tunnels, such as various small-scale sprayable metal and/or fibre reinforcements. However, the invention may be implemented in the most cost-effective manner, for example, through steel structures or cast metal components such as cast iron parts. This invention nevertheless does not exclude the use of any material or composite material, and composite materials and aluminium can even be recommended for use in constructing the train (100) because it reduces the weight. If strength calculations and strain tests show, for example, that aluminium will endure in certain parts without fracturing, then it may be used where appropriate for any of the structures described in this invention. Structure thicknesses, any reinforcements used in concrete, and any pre-stressing in these reinforcements may be calculated in any manner that is familiar to or discovered by specialists. Comparison of surface resistance of steel and reinforced concrete with respect to flexible elements When a steel structure is used, this steel structure will bear a greater point strain than reinforced concrete without crumbling. In this case the coiled spring (20c) shown in Figure IE, which is placed, for example, around the fastening bolts (33) between the first load-bearing U-shaped structural element (Ia) and the second load-bearing structural element (3a), or also the corrugated steel plate or strip, comes more readily into question than in the event that the lower load-bearing U-shaped structural element (Ia) is reinforced concrete, for example. A steel plate may, however, be embedded in the reinforced concrete structure and fastened with reinforcements at each required location of a flexible element, whereupon the concrete part will not come into contact with the flexible material and no crumbling can occur in the said manner.

Shapes and profiles of the second load-bearing structural element (3a, 3a')

As two tracks (18a, 18b) for trains ideally running in opposite directions are now being described, as shown, for example, in Figures IA, 2D and 3A, one half of the track (18b) is distinguished by an apostrophe when described in some respects, for example in Figure 3A, in order to avoid excessively obscure numbering. As may be seen from Figures 2Bl and 2B4, a perforated rubber tile (20) is placed on top of the first load-bearing structural element (Ia), (Ia'). The flexible element and the said rubber tile may alternatively be replaced with the rubber tile (20a) or rubber strip (2Oa') shown in Figure ID, or even with more than one rubber strip (2Oa'). The second load-bearing structural element (3a, 3a'), for example shown in Figure IB, is installed on top of the said flexible element. The said upper or second load-bearing structural element (3a) has a lower portion (22a, 22a') that is curved, U-shaped, or ideally semicircular. This semicircle (22a, 22a') is associated with a transverse beam (21, 21') joined to the semicircle from above, which supports and reinforces both ends of the semicircle (22) from above, so that the semicircle retains its shape more effectively under the heavy weight and strain.

Profiles The profile of the load-bearing structural element (Ia) viewed from below ideally resembles an inverted U shape or the lower part of a letter H beginning at the crossbar. An example of this form is particularly well illustrated, for example, in the A - A section of Figure 7Bl. Thus, for example, the horizontal innermost parts of the supporting arches (10a and 10b) shown in Figure IA, the horizontal inner part (13b) of the supporting arch (10a), and the horizontal inner part (13c) of the supporting arch (10b) are of suitable shape, for example as shown in Figure 7A, for the horizontal beam (35) and central support beam (139a), so that the central support beam limits longitudinal forces or movements of the track, while holding the first load-bearing structural element (Ia, Ia') in place longitudinally using the inverted U-shape profile. The said U-profile has a flat top, so that another flat profile surface may be placed on top of it, this being the lower surface of the second load-bearing structural element (3 a).

Fastening together of the first and second U-shaped load-bearing structure There are fastening bolts (81, 82, 83) between the first load-bearing structural element (Ia, Ia') and the second load-bearing structural element (3a, 3a') in the manner shown in Figure 2Bl, which extend through the lower load-bearing structure and arc fastened with nuts (90. 91, 92). Alternatively the corresponding bolts (33) are screwed in the manner shown in partial Figure IE through troughs (26) in the upper load-bearing structure (3a) into threads (27) in the lower load- bearing structure.

Interconnection of parts 3 a and 21a

For example, the lower part of the second load-bearing structural element (3a, 3a') of the track

(18a) shown on the left-hand side of Figure IA, i.e. the upper semicircle (22a) is connected to the transverse beam (21a, 21a') connecting the U-shaped lower part, for example by welding. The bottom (22a) of the transverse beam (21a) and correspondingly the bottom (22a') of the other track (18b) are ideally made of profile steel, and this is cut and finished by bevelling as necessary so that the beam in question (21a or 21a') is ready for connecting to the bottom (22a or 21a') by welding. The welds will be visible in Figure 2Bl at all interfaces, for example between the flange forming a semi-circular edge (22a) and the brushlike profile (102) of the transverse beam (21), the points (111) in the Figure on the left, and (111') in the figure on the right, the brushlike profile of the second load-bearing structural element (3a), and between the brushlike profile of the transverse beam (21) at points (112) on the left and (112') on the right.

Fastenings and profile shapes

The A - A section in Figure 7A, for example, is shown in Figure 7Bl with the structure turned through an angle of 90 degrees, also illustrating certain cost-effective fastenings and profile shapes. The horizontal beam (35) is fastened with a bolt (40) attached to the middle of the lower, i.e. the first load-bearing U-shaped structural element, which is shown both in Figure 7A and in Figure 7B. This bolt may be extended all the way through the second load-bearing structural element (3a), thereby replacing the central bolt (82) shown in Figure 2Bl. In this case the bolt also secures the second load-bearing structural element in a position that is either flat or banked to an angle of plus or minus 0 - 30 degrees according to the angle of the bend. The horizontal beam (35) can also alternatively be hexagonal or octagonal in section if this achieves greater rigidity and/or cost-effectiveness than a rectangular form, having regard to the required wall thicknesses. Also alternatively, the horizontal beam (35) may be made of reinforced concrete, ideally pre-stressed as a beam of sufficient height.

The central support beam 139a

The central support beam (139a) shown in Figure 7 A, for example, is most cost-effectively a solid structure, as may be seen in Figure IB, made ideally of cast iron or steel, or alternatively even of reinforced concrete. Alternatively the middle beam (139a) will be assembled from three hollow profile beams, for example by welding. As also shown in Figure IB, the centre support beam (139a) is fastened to the first load-bearing U-shaped structural element (Ia) through the horizontal inner part (13b) from the top down, i.e. to the threads (42) in the centre support beam (139a). Alternatively the attachment is made, for example, using a bolt (41) screwed into the threads of a nut (not shown) fastened with reinforcements (not shown) into the reinforced concrete structure through the horizontal inner part (13c) of the structure (Ia).

Embodiment of the supporting structure One cost-effective embodiment of the supporting structure is shown in the B - B section on the centre line of Figure 7D, which mainly corresponds to the supporting structure shown in Figure 7E, but is not necessarily exactly the same, in a section rotated by 90 degrees, which shows, in relation to the horizontal beam (35), the crosswise transverse support (34) supporting the track (18a) longitudinally, and the overlying central support beam (139a).

Profiles of parts (Ia) and (3 a), Figure 7B

Figure 7B also shows that the first U-shaped load-bearing structural element (Ia) is shaped like an inverted U. The upper U-shaped load-bearing structural element (Ib), i.e. the second load- bearing structural element (3a) is of corresponding profile, but turned upside down to resemble an inverted letter T. The profile shape of the transverse beam (21) linking the tops of the semicircular bottom part (22a, 22b) resembles an upright T, and is therefore a mirror image in cross-section of the profile of the second load-bearing structural element. One purpose of the shape of the said lower U-shaped part, i.e. the first load-bearing structure (Ia), is to fasten to the transverse beam (35) in the longitudinal direction of the track (18a). The second supporting structure (3a) and the T-profiles of the beams (6a, 6b, 6c) forming a triangle standing on its apex (5a) help to stiffen the structure. The profiles are interconnected so that the profiles are locked in or fit together, or link to other parts, or are connectable to each other by welding in appropriate sections.

Manufacture of the beams 6a, 6b, 6c forming the triangle 5 a shown in Figure IA For example the base part (6a) shown in Figure IB belonging, for example, to the transverse supporting structure, and the ends of the beams (6b, 6c) associated with the base part and longitudinal support elements (4a, 4b) of the said beam and of other beams mounted in a V- shape will be most cost-effectively manufactured using an automatically controlled and guided plasma cutting appliance. For example Figure 7C shows these parts and the support elements (4a, 4b). The plasma cutting appliances will cut a suitable round shape in the tubes (4a, 4b, 4c) and any necessary welding bevels, depending on the material strengths. Plasma cutting equipment suitable for underwater use could be used, for example. Appliances of this kind are used in ship fitting docks, for example, when cutting thick underwater steel plates in ships, such as the deck plates, bulkheads and sides, and are accurate and fast. Similarly, welding robots will make strong, durable welds, and for example, linking of the shape steel (6a, 6b, 6c) to the tubes (4a, 4b, 4c) can be swiftly and reliably completed as an industrial production project with minimal human labour. Naturally the corresponding work may alternatively be performed using older technology, such as fuel cutting and cutting by disk or saw. and by grinding and welding, i.e. by investing more time in the work itself, but less money in working equipment, in programming robots and in similar cost items.

Support structure from below, Figure 8A

Figure 8 A shows the continuation point support structures of the track (18a) viewed from below, whereupon the central bottom tube (4c), and the connection of the top tubes (4a) and (4b) to the profile beams (6b and 6c) are visible from below, as the apex of the triangular (5a) transverse support structure (6a, 6b, 6c) is facing the viewer. This more effectively facilitates understanding of the foregoing profile and connecting structure between the tubes (4a, 4b, 4c) and the beams of the transverse support structure (6a, 6b, 6c) of the triangle standing on its apex (5a).

The fastening clamps 131a, 131b', 131b*

The series of Figures 8A, 8B, 8C shows the part assembly to be placed on the pillars (30a, 30b) forming one rail saddle (7a) with short tubes (4a, 4b, 4c), to which the long tubes (124a, 124b, 124c) are fastened between the steel pillars (30b). The triangular support structure (5a) described in Figure 8B is fastened with bolts (132) and fastening clamps (131a, 131b) to the transverse beam (21) with the fastening bolts (132) in Figure 8C and part Figure 8Cl and part Figure 8C2 separately magnified with respect to the former part Figure 8C 1 with the fastening clamp (131a) and bolt (132) shown from the outside, and the fastening clamps (13 Ib', 131b*) in part Figure 8C4 shown from the inside. A notch (133) is made in the outer fastening clamps as required, in which the base of the rails will fit, or alternatively the outer clamps are made so short that they do not extend over the base of the rail, in the same way as the inner clamps (131b ', 131b *). In this case it is possible to manage with one type of clamp (131b ', 13b *) that is merely turned through 90 degrees around each tube (4a, 4b) according to its direction, into the orientation dictated by the position of the clamp, inside or outside, left or right, with respect to the tube (4a, 4b).

Steep banking for rapid travel The steep banking of Figure 8C is suitable for fairly rapid Travelling, for example on the bend (135) shown in Figure 13. The fastening is then made more securely than in the case previously illustrated, for example using four bolts. The fourth bolt (81#) shown on the left of Figure 8C is a contact bolt (130), which is fastened to threads in a hole drilled in the lower load-bearing structural element (Ia).

Phases of the work

The rails (2a, 2b, 2c, 2d) are already installed at the track laying stage in the production plant, and are lifted into position in pre-assembled form by a mobile crane as a package incorporating the other tubular parts (124a, 124b, 124c), or from the metro or train track (18a, 18b) formed by the rails when installed on the ground. The choice of working method will depend on such factors as the length of journey, as preassembled track elements (18a, 18b) take up more space than closely packed separate parts, but on the other hand are easier and quicker to install on site. The support is made, for example, in the manner shown in Figure 9B for the rails (2a, 2b) of the track (18a) using the two rail saddle (7a, 7b), so that any continuation point (25a, 25b) of the rails (2a, 2b) will come between the rail saddles (7a and 7b) in the manner shown, for example, in Figure 9B, or in Figures 3A, 3C and 2G. Similarly the support is made for the rails (2c, 2d) of the track (18b) using a rail saddle (7c, 7d), so that any continuation point (25c, 25d) of the rails (2c, 2d) will come between the rail saddles (7c and 7d) in the manner shown, for example, in Figure 3A. Rail mountings: Point 1.

Both rails (2a, 2b) of track (18a) are fastened in parallel to the tube (4a, 4b) resting on top of the transverse beam (21a) running from the other, outer side. In this case the fastening is made, for example, using outside rail binders (14a, 14b) fastened with fastening bolts (15) to a thread made in the wall of the tube (4a, 4b) in the manner shown in Figures 2F and 2G.

Alternative rail mounting: Point 2.

Alternatively the rails (2a, 2b) are entirely bolted using screw bolts extending through both walls of the tubes (4a, 4b), and nuts installed on the other side of the tube. This also facilitates replacement of the screw bolts when required, even after decades, as any rusted nuts can then be detached more readily than bolts threaded into the wall of the tube, for example by opening the rusted screw threads using gas flame heating or by completely removing the nuts or the bases of the bolts (15b) by flame cutting.

Alternative rail mounting: Point 3.

In a further alternative the outer anchorage of the rails (2a, 2b). and their inner fastening are made to the beam (6a) of the third load-bearing structure, i.e. that forms the base of the triangle (5a) standing on its apex that carries the rails in the manner shown in part Figure IF. The clearance between the centre lines of the tubes (4a, 4b) will then to some extent exceed the track gauge of the train rails (2a, 2b), or the horizontal upper part of the beam in question (6a) will be shaped to fit the tube so that, for example, the topmost horizontal part (43) of the T- shaped, or of the alternative profile shown in Figure IG, namely of the I-beam shaped beam (6a "), goes on top of the transverse support structure, i.e. the base (6a) of the triangle (5a). The beams (6a, 6b, 6c) will not then precisely coincide, but will converge with respect to the longitudinal direction of the track (18a). The horizontal upper part (43) of the base (6a) of the triangle (5a) is shown in Figure IF. The I-beam (6a*) shown in the Figure may also alternatively be used instead of the foregoing T-beam. If the aim is therefore to attach the outer rail binders (14a), to the T-beam or I-beam as shown in Figure IF, then the clearance between the upper tubes (4a') must therefore, for example, be larger than the clearance between the upper tubes (4a and 4b) shown in Figure IA, whereupon the I-beam will reach sufficiently far below the outer bolt. The latter arrangement will, however, be neither as strong, nor as simple to install as the embodiment that was primarily described, in which the rail is bolted to the tube, which reinforces the structure and again highlights one inventive feature in the description of this invention. Support for the rail saddle 7a, 7b

The longitudinal, i.e. running in the direction of the rails (2a, 2b), tubes referred to above, i.e. the support elements (4a, 4b) that are made of tubing or tubular and attach to the rail saddle (7a and 7b), are mounted with the third carrier, i.e. the lowest tube (4c) so that a solid line drawn through their centres will take the form of the triangle (5a) standing on its apex, as shown, for example, in Figure 8B.

The triangle standing on its base 5a, Figure IA, IB, 2F The triangle standing on its base (5a) is fastened to the second U-shaped load-bearing structural element (3a), and this triangle forms a triangular support structure arranged transversely to the longitudinal direction of the rails (2a, 2b). The support elements (6a, 6b, 6c), which are transverse with respect to the said direction of the rails, form a third load-bearing structural element, i.e. the triangle standing on its apex (5a) that carries the rails (2a, 2b). In the case of track (18a) the inner binders (14a and 14d) of the rails (2a. 2b) are at least fastened on the supporting element (6a) forming the upward facing base of the said triangle (5a) supporting the rails. The rails (2a and 2b) rest at least partly on the longitudinal tubes (4a and 4b). In the same way the rails of track (18b) rest at least partly on the longitudinal tubes (4a' and 4b').

Rails attached to the secondary load-bearing structural element 3a

The rails (2a, 2b) that are fastened to the secondary load-bearing structural element (3 a), for example, as shown in Figure 2F, and can be banked together with the said structural element, are fastened to a support structure including longitudinal support elements (4a, 4b, 4c) installed on the same longitudinal, or Z-axis as the rails (2a, 2b). These longitudinal support elements are composed of tubes and are installed in a triangular arrangement, and fastened to the secondary load-bearing structural element (3a) by a triangular support structure running transversely to the direction of the rails that incorporates the support elements (6a, 6b, 6c) forming a triangle standing on its apex (5a), upon the supporting element (6a) forming the upward base of which rest the rails (2a, 2b). Alternatively the support elements (6a, 6b, 6c) may be made of profile steel, for example.

Rails resting on the said support elements

The rails will rest on the said support elements so that the secondary load-bearing structural element (3a) fastened to the rails (2a, 2b) or corresponding parts, along which the transport vehicle (100) in question passes may be banked when passing through the primary U-shaped or circular arc-shaped load-bearing foundation (Ia), in order to tilt the chassis of the transport vehicle such as a metro carriage (100), within certain limits, into any orientation in relation to the vertical Y axis shown in Figure (Ia) at bends in the track as required by the centrifugal force caused by the planned speed, for example, by 0-30 degrees in either direction.

The second load-bearing structural element 3 a

The secondary load-bearing structural element (3a) is also curved and made congruent with respect to the curve in the primary load bearing element (Ia, Ib), for example, into a U-shape or an arc of a circle, enabling the second structural element to be shifted in accordance with the method on the curve of the primary load-bearing structural element and fastened in various positions, for example by 0 - 30 degrees from the vertical or Y-axis to the left or, for example, by 0 - 30 degrees from the Y-axis to the right and 0 - 30 degrees from the Y-axis to the left. In this case the train (100) and its carriages will tilt, for example, to the left in the manner shown in Figure 2D, thereby deviating as shown in Figure IA from the horizontal axis X and from the horizontal position of the track (18a) in Figure IB. The train 100 which is shown, for example, in Figure IA banked to the left from the direction of the viewer, may therefore be tilted at bends in the track as the train (100) passes at speed in the longitudinal direction of the Z-axis in Figure IA by installing suitable banking at bends for the track speed planned in advance when installing the track.

Maglev train track, Figure 5A

Figure 5 A shows the track of the Maglev train previously described above, which includes the support beams (102, 103) and their drive coils (104, 105), and the supporting path for wheels the guides that serve as a supporting platform (105 and 106). The Maglev train thus normally "floats" on the magnetic field with no need to rely on the rapid movement of wheels except in reserve at stations and/or in exceptional circumstances such as power outages. The support structure shown in Figure 5A is similar to that of trains fitted with wheels, and the method of fastening, for example as shown in Figure 5 A, using bolts (6") and counterpart nuts (6'*) through the tubes (4a, 4b) will be readily understood by an industry professional.

The rail saddles 7a, 7b

At least the track continuation points are supported by rail saddles (7a, 7b), which are connected, for example, to pillars made of reinforced concrete and/or steel, or to some other load-bearing structure, such as supporting earthworks, rock, a bed of reinforced concrete, or similar.

Structure of the rail saddles 7a, 7b, Figures IM, IN, 2A, 2F, 2G The rail saddles will be fashioned from the beams (6a, 6b, 6c) that form the triangle (5a), ideally by plasma cutting equipment and robotic welding at a production plant. The rail saddles (7a) and (7b) will be linked to one another, and to long tubes (24a, 24b, 24c) between the pillars (30a, 30b) using longitudinal support structures (4a, 4b, 4c) made of tubing. Special connectors, i.e. connecting pieces (8a, 8b, 8c) ideally made of solid steel or very thick-walled tubing, will be inserted into the longitudinal supports (4a, 4b, 4c) to a given length. The longitudinal supports may consist of two pieces (4c* and 4c'), for example in the manner illustrated in Figures IM, 2G and 2A. There is a break point (13) between the parts of the said tube (4c), for example containing the flexible element 28* visible in part Figure 3M3. Both rail saddles (7a) and (7b) are thus made from corresponding triangles standing on their apices (5a, 5b) formed by the transverse supports (6a, 6b, 6c). The tubes (4c*) and (4c') on top of the connecting pieces (8a, 8b, 8c) may alternatively be replaced with a uniform tube made of one part (4c), in the same way as the corresponding upper tubes (4a, 4b), whereupon their rigidity will be somewhat greater than that of tubes (4c*, 4c') made of two parts. For example Figure 2G, 2 A shows that the tube is made of two parts (4c) and (4c'), between which there is a flexible seal, such as a neoprene rubber element or a flexible plate (28) (not separately shown), which allows minimal longitudinal movement of the track (18a), (18b), i.e. in the direction of the Z-axis shown in Figure IA. This separate structure assists in installation work when the rail saddles are linked together or when the mobile crane lifts the prefabricated elements into position, whereupon the pin or connecting part (8c), or equivalent top tube pins or connecting pieces (8a, 8b, 8c) will be somewhat easier to install.

Long tubes 124a, 124b, 124c between the supporting pillars, for example in

Figure IM Long tubes (124a, 124b, 124c) continue from the tubes (4a, 4b, 4c) of the track (18a), and these are fastened by inserting the end of the tube into the corresponding shorter tube (4a, 4b, 4c) connected to the rail saddles (7a, 7b) so that each long tube (124a, 124b, 124c) goes into the corresponding connection piece (8a, 8b, 8c) that already has a corresponding short tube (4a, 4b, 4c) inserted at the other end. Thus the rail saddles and the long tubes between them are fastened together, and the fastening is ensured, for example, with screw bolts (16) passing through and their associated nuts, or threads made at both ends of the tube wall (4a, 4b, 4c).

Reinforcing elements for diagonal rods, Figures 4, 15, 16, 17 Where strength calculations so require, for example, reinforcing elements are made for the long tubes (124a, 124b, 124c) shown in Figure 4 from rods running diagonally with respect to the tubes (124a, 124b, 124c) shown in Figure 4, i.e. from the tubes (126a, 126b) and the vertical supporting rods between the lower tube (4c) and the top tubes, i.e. from the tubes (125a, 125b), such as a rigid supporting structure of diagonal tubes to increase the load-bearing capacity of the train tracks (18a), (18b). Industry specialists will understand the norms and structures associated with the design of such structures, which are commonly used, for example, in radio masts, lattice jib cranes, bridges, scaffolding, and countless other locations.

Connecting elements, i.e. the pins 8a - 8c, Figures 3A, 2G, installation When the longitudinal tubes have been fastened together with diagonal tubes, they may be fitted precisely into the corresponding connection elements (8a - 8c), with all three inserted simultaneously, for example by lifting the track section into position with a mobile crane. This work can be done with each of two worker groups working on their own lifting platforms on two vertical pillars (30b, 30b') as one of them guides the tubes, for example onto a temporary support on top of the pillar (30a) of Figure 6B (support not shown). At the same time a worker group working on its own lifting platform above pillar (30a) fastens electro-hydraulic gripping clamps onto the tubes (124a, 124b, 124C) and the short tubes (4a. 4b, 4c), which already have the connection elements (8a, 8b, 8c), and pulls the said tubes together hydraulically, and puts the threaded bolts facing the long tubes (124a, 124b, 124c) into place. The support tubes (159, 161, 155, 158, 157, 162, 163, 160) also shown in Figure 6B can then hang ready for the lower tube (4c), mounted in place, for example, by welding and fastened at the same time or slightly later by subordinates to the corresponding bolt rings (143a, 143b) on the pillars (30a, 30b). The tube (160) shown in Figure 6B, for example, is fastened by a weld (180) that has been exaggerated in the said Figure for the purposes of illustration to the lower tube (4c).

Long tubes 124a, 124b, 124c between the rail saddles, for example in Figure IM,

IN, 2A, 2G, 3A When the diagonals visible in Figure 4H, and possibly also made in the tubes connected to the rail saddles (7a, 7b), have been made in the long tubes (124a, 124b, 124c) between the rail saddles (7a, 7b) the diagonal tubes in the direction of the tracks (18a), (18b) and the upright T/FI2009/000098

26 diagonals made in the vertical tube triangle for reinforcement between the top tubes (124a,

124b) and the bottom tube (124), this will also enable curves to be made, for example, having adequate regard for any additional need for upright pillars in the region of the curve. The curves can therefore be completely prefabricated when assembling stretches of track in the factory hall. Pre-stressing may also be manufactured in this way, for example, and any suitable upward curvature for the span between the pillars, of which it is cost-effective to design a few of a certain size having regard to a certain span and weight. The track curves are shown in Figure 13 and the track bending in Figure 17.

Break point 13 in tube 4a, 4b, 4c

' In the manner described above there may thus be a break point bexween the tubes associated with the (13) rail saddle, such as the tubes (4c') and (4c*) shown in Figure IM, which will probably facilitate the work of installing the rail saddles. The break point will, for example, cost-effectively include the flexible part (28) shown in Figure 7C, which can be compressed under high loads, and will rectify or otherwise return to the same dimensions. This flexible part may, for example, be the annular neoprene rubber part (28*) shown in part Figure 3M2 that appears in the middle below Figure IM, the coiled spring (28#) that appears in part Figure 3Ml, or the spring plate (28') that appears in part Figure 3M3. The latter spring plate (28'), for example, will be squeezed flat as the pressure increases in the manner of the spring washers that are sometimes used in nut fastenings, i.e. a metal ring bent up at one end that seeks to return to a round shape, but will be of such a size that its diameter fits over the pins, i.e. the connecting pieces (8a, 8b, 8c).

Allowing for the weight of metro trains in support structures Metro trains may be made particularly light using lightweight structures, such as fibreglass and composite materials, and aluminium. Further reinforcement may become necessary if the weight of the metro train (100) or the span between the pillars (30a, 30a') increases beyond a certain limit. When strength calculations indicate that further lateral reinforcement is required, then the cross-struts (140a, 140b) shown in Figure 6 A will be made from the vertical pillar (30b) to the edges of the horizontal support beam (35), for example by bolting the said cross- struts from the top to the said beam (35) with bolts using fastening shoes (144a, 144b). The said cross-struts (140a, 140b) will thereby together form a V-shaped support, or a Y-shaped support starting from the centre line of the concrete pillar (30b) and branching out diagonally on each side, whereupon the brace (140b) will absorb compression when the train (100) passes on the side of the said support (140b), i.e. on the right-hand track (18b) in the said Figure 6 A. When the train correspondingly passes down the other track (18a) shown in Figure 6A on the left-hand side, then the said brace (140b) will be extended. The brace (140a) is fastened, for example, by welding its lower part to the fastening shoe (140a) that appears in part Figure 6A2, which in turn is fastened with nuts to the bolt ring (143a) on the concrete pillar (30a). A structure of high transverse stability, i.e. the cost-effective solution shown in Figure IA which is stable along the X-axis, is achieved when both braces (140a, 140b) extend upwards beyond the corresponding horizontal edge (13a, 13b) of each curved support arch (10a, 10b), which has servicing levels on the said parts (13a, 13b). The cross-struts are fastened to the corresponding part (13a, 13b) with fastening shoes (148a, 148b) and fastening bolts (149). In this case the horizontal beam (35) is also fastened, carried and supported in a corresponding manner at roughly the middle distance between the pillar (30b) and the edge (13a, 13b), or slightly closer to the inner edge by a tube (150a, 150b). Each of these tubes (150a. 150b) ideally forms a V- shape at an angle of slightly less than 90 degrees to the corresponding long tube (140a, 140b) between the corresponding pillar (30a) and the edge part (13a, 13b), and ideally a V-shaped angle of precisely 90 degrees to the corresponding short tube (151a, 151b) fastened to the outer edge with fastening shoes (144a, 144b).

An easy mode of installation for lightweight transportation and recreational devices

If the weight of the metro train (100) or, for example, of the carriages of a roller coaster (10Oh) shown in Figure 12 that is designed for use in amusement parks or. for example, of travelling circus equipment, or cars are relatively light, for example, compared to conventional underground metro trains, then the tensioning tubes (146a, 146b) shown in Figure 6 A will be used, which have a left-handed internal thread (147a) and a right-handed internal thread (147b), so that the length of the cross-struts (140a) and (140b) may be adjusted, and the adjustment locked with lock nuts (148), for example, in the familiar manner for adjusting the steering angles of a motor vehicle. One cost-effective installation method in this case is achieved by raising the horizontal transverse beam (35) and its cross-struts (14Oa', 140b') into place and fastening it with bolts (37) to the annular flange (36) with bolt holes in the ring welded to the pillar (30b) from the top and to the round weight-distributing flange (39). The corresponding lower ends (140a*) and (140b*) of the cross-struts are then twisted into the tightening tubes (146a, 146b) and fastened to the bolt ring (143a) with the fastening shoes (145a, 145b) shown in part Figures 6A2 and 6 A3 and with nuts. Using the tightening tubes (146a, 146b) the cross- struts (140a, 140b) will provide pre-stressed pressure or may also pull against the respective point and where necessary.

Support in the longitudinal direction, Figure 6B Figure IA labels the horizontal direction X, the vertical direction Y, and the longitudinal direction Z. In the longitudinal direction the track (18a,^~18b). i.e. in the longitudinal direction Z shown in Figure IA, the left-hand cross-strut (141a) shown in Figure 6B is installed in the bolt ring (143a) on top of the concrete pillar (30a) and using the fastening shoe (142a) shown in part Figure 6B2. The cross-strut (142a) is fastened at the bottom to the said fastening shoe, for example by welding. The cross-strut (141b) is correspondingly installed in the bolt ring (143 b) on top of the concrete pillar (3Oa') in the manner shown in Figure 6B and part Figure 6B2 using a fastening shoe (142b), with the cross-strut (142b) attached at the bottom to the said corresponding bolt ring, for example by welding. Figure 6B shows the longitudinal cross-struts and Figure 6A shows the transverse cross-struts installed using the installation and working methods described in the explanations of the said Figures.

Longitudinal intermediate supports

The longitudinal cross-strut (141a) and (141b) of Figure 6B are each fastened to the lowest long tube (124c) and (124c') supporting the track (18a, 18b) from the top by any known method, for example by welding or eye linking. These longitudinal supports will also thereby become two assemblies fitting together in a V shape as may be understood from Figure 6A or Figure 5B, and these supports will appear in a V shape in relation to one another. At least one long uniform extended intermediate support (155) will be cost-effectively constructed between the said cross- struts (141a) and (141b), which support may be held to comprise a middle section (160), to which a vertical upright tube is attached, i.e. the vertical tube (156), and the diagonal tubes (161, 162) are attached to the lower longitudinal tube support element (4c) to be supported. The vertical support (156), i.e. the vertical tube can withstand compression and transmit this to the horizontal supports (155, 157). The vertical support (156) is joined to the horizontal supports (155, 157, 158), and to the lowest longitudinal tubes (124c, 124c'), for example by welded joints (163) or eye linking already at the track (18a, 18b) section prefabrication plant or on site.

Servicing equipment and power supply

The edges shown in Figure 2D have rails (2e, 2f) for service equipment, such as an automated machine for washing the transparent wall panels of the walls (133a, 133b). The transparent walls (133a, 133b) shown in Figure 2D surrounding the tracks (18a. 18b), that are fastened with bolts (16"), may also then be washed by a washing machine travelling along one rail on the side of the wall in question, for example along the track (2f) on the right-hand wall (133b) shown in Figure 2D (washing machine not shown). Figure 2D also shows the cable conduit (132) on the corresponding edge part (13a, 13b) of each track (18a, 18b), through which the power cord or rails (130, 130') pass, and the water supply pipe (131, 131') for the glass cleaning appliance and other servicing or cleaning appliances (equipment not shown). The power cable or rail (130) is connected via a conductor (172) and transformer (170) to the solar panel (171). This solar panel is mounted on the roof (173) on the sunnier side of the tracks (18a, 18b), such as a south-facing wall or half of the roof, or the sunnier wall (133a). There are several solar panels (171) that are ideal for suitably sunny stretches of track that, for example, are not shaded by trees or buildings, and their associated transformers (170) and other electrical appliances such as conductors (172) will be installed to the extent required by the solar panels (171) in any previously known or new manner. The solar panels will supply current via their transformers (170) to the nearest train (100) or to the national grid.

Covering of the tracks 18a, 18b

The support and supporting structures of the roof, such as glass or transparent plastic, covering the track partly shown in Figure 2D will be made self-supporting in the familiar manner. This self-supporting structure will then also help, at least to a minimal degree, to stiffen the supporting structures of the track (18a, 18b), and especially the horizontal edge of the track sections (13a, 13d), for example, through the fastening bolts (16") going through the said edge parts and its own rigidity, and through the horizontal structures underlying the tracks that form the base, such as the horizontal beam (35) and transverse beams (21). The support and supporting structure of the roof and the wall panels of the walls (133a, 133b) that are fastened thereto, and the roof panels of the roof (173) will be constructed by combining the said panels into a stiffening vault, for example with box girder structures, screws and/or adhesives (not shown in more detail).

The steel and reinforced concrete piles 30a, 30a' The reinforced concrete piles shown, for example, in Figure 6A, 6B, i.e. the vertical pillars

(30a, 30a') and/or the steel tube piles (30b) forming the narrower upper part of the pillar combination fastened to the said pillars, will ideally be ready cast at the concrete plant or steel mill for suitable lengths required by the terrain derived in accordance with a small number of the best-known standard dimensions. The concrete piles (30a) and the steel pillars (30b) that will stand on the said vertical pillars will then be transported to the site by lorry, lifted into position by a mobile crane, for example on the partly pre-cast concrete platforms (12a) shown in Figure IA, and fastened to these platforms, for example, using bolts or reinforcements, and/or by casting in the manner familiar to any industry specialist. When the reinforced concrete pile (30a) is in position and any associated partial casting of concrete has dried, then the steel tube pile will be lifted onto the reinforced concrete pile using a mobile crane and fastened thereto using the bolt ring (143a) and nuts. Alternatively, the reinforced concrete piles (30a) will be cast in place on the said platforms (12a), for example, in box-like parallelogram or round moulds (moulds, or box-like pillars not shown), and the finished cast concrete surface will be levelled to a predetermined height using a levelling machine determining the top surface of the concrete casting and finished pillars (30a) according to the height of the position. The vertical pillars (30b), which are ideally manufactured from steel tubing, will then be lifted onto the reinforced concrete pillars (30a), and bolted to the said pillars, for example, using nuts and bolts (143a) sunken into the casting and bound to reinforcements located on a surrounding ring. This will enable the height of the track above sea level to remain the same, or to increase, for example, in the desired manner according to the requirements of the terrain.

Servicing track, power rails and water supply lines

The platform (12a) for the pillar foundation, reinforced concrete pillar (30a), and tubular steel pillar (30b) with plate (39) and bolts will be made to provide space for a train (100) moving in both directions. The roof structure (not shown except in part in Figure 2D) will be fastened, for example, with bolts (16") to the horizontal edges (13a) and (13b) of the load-bearing structural element (Ia) on the horizontal beam (35) where the servicing tracks (2e, 2f) are, and may also be supported in the middle (13b, 13c) as necessary with vertical columns or upright beams (not shown), for example at stations and other wide points such as extensions and intersections.

Roof structures

Servicing equipment, such as power rails (131) and water supply lines (131) for washing appliances will be fastened to the roof structure, for example with screws or bolts. To keep the Figures clear and simple, the vertical and diagonal support tubes have not been shown, for example between the longitudinal support elements (4a, 4b, 4c) nor otherwise than in a small part of Figure 4H, but they may be used where required when implementing and constructing this invention in the manner required by calculations of strength or cost-effectiveness. Hovercraft-style train concept

The hovercraft-like train carriage (100b) shown in Figure 20 is equipped with one or more wings (201) that generate compressed air from powerful electric motors (200), whereupon the powerful blowing realised by the wings meets the trough cast in concrete, for example, i.e. the running tracks (202) or platform (208) of the moving air cushion vehicle, lifting it away from the bottom (203a) of the trough. The required motive power then procured by directed air jets, for example, is reduced as friction is minimised. The axle (204) and wheels (203*) are nevertheless retained, for example, with a view to movement in platform areas of the train track, i.e. of the running tracks (202), and in case of malfunctions.

Hovercraft-style train concept

As the hovercraft-like train carriage (100b) vehicle shown in Figure 20 is equipped with wings

(201) that generate compressed air from powerful electric motors (200), the powerful blowing meets the concrete trough, i.e. the base of the hovercraft moving in the running tracks (202a), (202b), (203a), lifting the base of the vessel (208) clear of the bottom (203a) of the trough (107k). The air seeking to escape from the said bottom of the trough (203 a) also first meets the sides (202a, 202b) as it moves upwards, whereupon the air prevents the train (100b) carriage chassis (202*) from impacting on the said sides (202a, 202b).

Elongated pneumatic seals

At least one corresponding flexible barrier that is rounded at the beginning and end and ideally as long as the entire side of the train (100b) carriage, i.e. a flexible enclosing element made, for example, of rubber, plastic, or malleable and flexible metal that prevents leakage of the air flow, such as (lOOesl, 100es2), or even more cost-effective flexible seals (lOOvetl) and (100vet2), will be fastened on each side of the wall (10OvI) and (100v2) of the chassis (202*) of the train carriage. In the latter case the lower of the said seals will comprise a semi-rigid pressure resistant seal (lOOvetl) that bends in the direction of air leakage from the bottom up towards the wall (100v2) of the train carriage (100b) and in so bending at its tip (lOOvkl) separates from the side wall and allows more air to pass, but with a bending resistance and rigidity that controls and prevents the air leakage.

The upper seal 100v2

The higher seal will be a semi-rigid element (100vet2) that resists pressure, becoming more solid at the tip (100vk2) when bending due to the incident air pressure from leakage, and when coming under air pressure in the flow direction described the tip (100vk2) will bend towards the side wall (202b). In this case pressurised air will remain as if in a bag or trap to eddy between the said seals (100vet2) and (lOOvetl), and their tips (lOOvkl) and (100vk2), and the air pressure will rise in the said clearance (207), and thus also in the entire space (205) below the base of the train carriage, and in the side spaces (208s, 209s) below the said seals. The air column at the side of the said carriage and the air below it will prevent the chassis (202*) of the train carriage (100b) from colliding with the said edges (202a, 202b) of the trough (107k) and it thereby continues its direction of movement without collision, and particularly without impact of the underside (205) of the train carriage (100b) on the bottom (203a) of the trough (107k).

Tips of the seals

The tips of the said seals will be fashioned in a manner broadly intelligible on the basis of

Figures 22 and 23 with a rounded shape so that they do not readily adhere to the side walls (202b) and thereby avoid substantial wear and tear. The other side of the sealing elements will be similar in function and ideally also in shape (installed as '"mirror images").

Steering equipment

The devices shown in Figure 25 will be installed at both ends of the train carriage (100b), in which opposing air control vanes (21OeI) and (210e2) that open and close using a hydraulic pump (213) and electric motor (212), (or alternatively, for example, a combustion engine), and hydraulic hoses (213) and (214) may be controlled by the driver (236) from the cab (215) of the train carriage (100b). The air flow on these ailerons (21OeI) and (210e2) from the space (205) below the train carriage chassis (208) may be allowed to flow in a manner generating thrust either out of the back of the train carriage or out of the front, by closing off the rear end and

X opening the front. The train carriage (100b) will then move forwards when sufficient air is released from the rear by opening the aileron (21OeI) while keeping the front aileron closed, and correspondingly backwards when air is released from the front by opening the front aileron

(210e2) while keeping the rear (21Or) aileron closed, as may be seen in Figure 22. At the same time the air column will be in the space (205) below the train carriage and in the spaces (208s) and (209s) at the sides. The fan-like propeller assemblies (20όap) and (206b) that are visible in Figure 24 from the side and in Figure 26 in plan view will also be fastened to the back of the train carriage enabling it to be directed, for example, to turn into a yard area or over open terrain when outside of the trough (107k). The motive power required to move the train carriage (100b), which is thereby procured by backwards-directed air jets, for example, will be reduced as friction is minimised. The axle (204) and wheels (203*) shown in Figure 20 will nevertheless be retained, for example, with a view to movement in the vicinity of passenger platform areas of the train track, i.e. of the running tracks (202a, 202b, 203a), eliminating the need to use the largest air blowers in these areas, and in case of any malfunctions.

Hovercraft / train-like vehicle 100c, Figures 18A - 18D

This kind of hovercraft-type train (100c) or a cost-effective implementation of such a device is shown in Figures 18A - 18D. At slightly higher energy and fuel consumption the hovercraft- type train (100c) can also move on water areas, for example, in addition to moving in the concrete trough (107k), i.e. in its running track (202a, 202b, 203a), as in the foregoing context of a train carriage and hovercraft (100b). Such a device could then be driven both out of and into opening and closing access ports arranged in the concrete trough (202), and could provide passenger and goods transportation and ambulance services to and from islands, as shown with stretcher patients (205) in Figure 18D. The device could also move under certain conditions, for example, on asphalted roads, and possibly even on more uneven terrain where necessary, for example, using hydraulically extendable wheels that would remain within or folded beneath the chassis at other times, and even without the full downward air blowing that requires higher fuel consumption. The front wheel (207a) shown in Figure 18B will be dirigible, enabling the transport vehicle (100c) to be steered using this wheel (207a) when the wheels (207a, 207b, 207c) are extended. At other times, for example when at sea or on open terrain, the said transport vehicle will be steered using air jets from the two dirigible air blowers (206a, 206b) in the rear that are shown from the side in Figure 18B and in plan view in Figures 18C and 18C.

Similar banking devices

The hovercraft-type / train-like vehicle (100c) in question will be inclinable in the same way as the other hovercraft-like transport vehicle (100b) shown, for example, in Figure 20, or the transport vehicle (10Od) shown in Figure 14 that moves in trough-like guiding tracks, or even the Maglev-type train track shown in Figure 5 A or the causeways (101) directing a Maglev-type device, using the equipment involving a triangle (5a) standing on its apex, as previously explained for the train (100) equipped to run on rails (2a, 2b). Figure 14, Maglev at a station or downtown area, air cushion on long journeys

The side troughs (220a, 220b) of the driveway trough (407) for the Maglev-type transport vehicle (10Od) shown in Figure 14 have been made deep so that Maglev suspension does not need to extend to all locations. In addition to realising movement of the transport device (10Od), for example, in the vicinity of stations, using magnetic suspension produced by the Maglev train conductors (104', 105') in the lower part of the side troughs and traction from the Maglev device, the device will have air blowers (221) and (222) with electric motors (223, 224) and fan wings (225, 226), whereby the device will continue to hover in track sections between stations that lack the costly wiring installations required for Maglev suspension. The rear of the transport device (10Od) (not separately shown) will include the same kind of fans (206a, 206b) as were fitted, for example, in the hovercraft-type transport device (100c). At the top of the sides of the transport device (10Od) are either special flexible air traps (230a, 230b) that slow down the excessively rapid flow of air between the device chassis (220c) and the side walls in the same way, for example, as described for the train carriage (100b), or seals of another type. The device also has cost-effective pressure mouldings (405, 406) fastened to the vicinity of the base (220c) of the trough (407), that only permit the flow of air through a narrow gap between the side troughs or side walls (220a, 220b) and the walls of the transport vehicle (10Od).

The air blowing can be arranged to occur using an internal combustion engine, for example, instead of an electric motor in any kind of hovercraft-type device described above in the present invention. It will be cost-effective to level and smooth the points in the trough (407), or in any trough described in this invention, where the seals can impact the wall more carefully than other parts. Any method described in this invention, for example with respect to hovercraft-type devices, may also be used to improve the characteristics of another similar devices presented in this invention. For example the concrete trough (407) or any other causeways presented in this invention may be replaced by a trough made of lighter materials such as steel, aluminium, plywood, fibreglass, or similar lighter materials when lighter foundations or some other vessel structure are required without failing to implement the principles of this invention.

Roller coaster

The roller coaster-type device (10Oh) intended for an amusement park that is shown in Figure

12 will ideally have rings forming a circle, in which bolt mounting points (301, 302, 303, 204) have been made, ideally with screw threads or holes for attaching bolts. The first load-bearing structural element (Ia), the second load- bearing structural element (3 a), and the triangles (5a) standing on their apices and the rail saddles that they form may then be installed in any position, for example between 0 and 90 degrees, and even in a 360-degree circular arc. by all of the methods presented in the drawings and description of the present invention, and the intermediate tubes (124a, 124b, 124c) may be bent between them in any required manner, such as mechanically from one fastening clearance to another, or from element to element (bending not shown).

Figure 12 shows the 360-degree supporting rings of an amusement park device enabling the track to be banked and twisted to as much as 180 degrees, or even 360 degrees in certain structures, which may be installed in preassembled form directly onto a base, such as pillars and beams, manufactured in any manner described above.

Figure 13 shows a track bend element 399 which may be installed in preassembled form directly onto a base, such as pillars and beams, manufactured in any manner described above. Figure 14 shows a train moving in a trough-like causeway which may be installed in preassembled form directly onto a base, such as pillars and beams, manufactured in any manner described above.

Figure 15 shows a track section elevated on pillars 400.

Figure 16 shows a track section elevated on pillars 404 with multi-storey station structures. Figure 17 shows track intersection areas constructed, for example, as shown in Figure 15, high above ground level on three pillars as in the tracks in Figure 15.

Evidently the invention is not limited to the embodiments that have been shown, and several variants may be realised through various combinations of all of the methods presented in this explanation and in the patent claims that follow.

Claims

The patent claims

1. A method and equipment for a transportation or amusement vehicle moving on rails (2a, 2b, 2c, 2d, 2e, 2f) or other causeways, especially in light metro trains, or at least a single carriage running on wheels, by magnetic levitation, or on an air cushion, for construction of the track (18a, 18b) and/or causeways (102, 103), and for arranging the parts and equipment associated with the track (18a, 18b) and/or causeways, especially for banking the track (18a, 18b) or causeways (102, 103) characterised in that the track (18a, 18b) and its rails (2a, 2b, 2c, 2d) or, for example, the causeways of a train moving by magnetic levitation or suspended on a cushion of compressed air (106, 107) are banked in an adjustable manner.

2. A method in accordance with patent claim 1, characterised in that the track (18a, 18b) and its rails (2a, 2b, 2c, 2d) or, for example, the causeways that direct a train moving by magnetic levitation (106, 107), are banked on an underlying support structure, such as the first load- bearing structural element (Ia), so that the upper support structure attached to the rails (2a, 2b) or conductors (106, 107) along which the transport vehicle (100) travels, such as the second load-bearing structural element (3a) is banked at bends in the track (18a, 18b) in order to tilt a transport vehicle (100) such as a metro train travelling through the underlying support structure, such as the first load-bearing structural element (Ia), with respect to the vertical axis Y in the manner required by centrifugal force due to speed.

3. A method in accordance with patent claims 1 or 2, characterised in that the track (18a, 18b) and its rails (2a, 2b, 2c, 2d) or, for example, the causeways that direct a train moving by magnetic levitation (106, 107) are banked, for example to between 5 and 30 degrees to the left or to the right in the most cost-effective way for a train or metro train, or by an even greater amount in a very fast metro train or in trains known as bullet or Maglev trains, or by as much as 30 - 90 degrees or even 360 degrees in amusement park equipment, for example.

4. A method in accordance with one of patent claims 1 to 3, characterised in that the underlying structural element, such as the first load-bearing structural element (Ia) is fashioned into a curve, semicircle or U-shape, or even into any arc of a circle, even exceeding 180 degrees, or into a full 360-degree circular shape.

5. A method in accordance with one of patent claims 1 to 4, characterised in that the upper load-bearing structural element (3a) is curved at the base (22a, 22a') and made congruent with respect to the curve in the primary load bearing element (Ia, Ib), such as into a semicircular or U-shape, or even into any arc of a circle, even exceeding 180 degrees or into a full circle shape, and that the second structural element and its curved parts (22a, 22a') are shifted, for example, by 5 - 30 degrees from the vertical or Y-axis zero line (87') to the left or, for example, by 5 - 30 degrees from the Y-axis zero line to the right.

6. A method in accordance with one of patent claims 1 to 3, characterised in that the rails (2a, 2b) associated with the second load-bearing structural element (3a) are fastened with rail fasteners (14a, 15a) to longitudinal supports (4a, 4b, 4c) previously installed in the same longitudinal or Z-axis direction as the rails (2a, 2b), which consist of tubes, ideally on the outer side of the rails (2a, 2b), and to a triangular support strucmre arranged transversely to the direction of the rails, such as a rail saddle (7a, 7b) the support elements (6a, 6b, 6c) of which form a standing triangle standing on its apex (5a), ideally on the inner side of rails (2a, 2b) on the base (6a) of the said triangle.

7. A method in accordance with one of patent claims 1 to 6, characterised in that at least the continuation points (25a, 25b) of the tracks (18a, 18b) are installed on the rail saddles (7a, 7b) so that the said continuation points remain between the said rail saddles, and the longitudinal support elements (4a, 4b) are installed to rest on a transverse beam (21), but the lower longitudinal support element (4c) is installed below the transverse beam (21).

8. A method in accordance with one of patent claims 1 to 7,, characterised in that the rail saddles (7a, 7b) are assembled to form a triangle (5a, 5b) of transverse supports (6a, 6b, 6c) standing on its apex, and joined together with longitudinal supporting structures (4a, 4b, 4c) formed from a tube, within which are inserted peg-like connection elements (8a, 8b, 8c) ideally made of solid steel.

9. A method in accordance with one of patent claims 1 to 8, characterised in that the long support tubes (124a, 124b, 124c) of the track are joined using peg-like connection elements (8a, 8b, 8c) inserted partly into the rail saddles (7a, 7b) and partly into the said long support tubes (124a, 124b, 124C) and into shorter transverse tubes (4a, 4b, 4c), and are locked in place, for example using fastening bolts (16').

10. A method in accordance with one of patent claims 1 to 9. characterised in that the service rails (2e, 2f) and cable conduits (132, 132') carrying the power cables or rails (130) required for servicing work, together with a water supply pipe (131), and the cover over the track (18a, 18b) such as the walls (133a, 133b) and roof (171), are mounted on the horizontal straight edge parts (13a, 13d) of the track supporting structure.

11. Equipment for a transportation or amusement vehicle moving on rails (2a, 2b, 2c, 2d, 2e, 2f) or other causeways, especially a light metro train (100), running on wheels, by magnetic levitation, or on an air cushion, for construction of the track (18a. 18b) and/or causeways (102, 103), and for arranging the parts and equipment associated with the track (18a, 18b) and/or the parts and equipment associated with the causeways, especially for banking the track (18a, 18b) or causeways (102, 103) characterised in that the first load-bearing element (Ia) and the second load-bearing element (3a) are below the track (18a, 18b) or the causeways (102, 103), and that the second load-bearing structural element (3a) is positioned at an optionally inclined angle to the first load-bearing structural element (Ia) for installation at, for example, between 0 and 30 degrees to the left or right of the Y-axis, and for secure fastening in the said inclined position, for example using bolts (81, 82, 83).

12. Equipment in accordance with patent claim 11, characterised in that at least the first load- bearing structural element (Ia) is curved or U-shaped, or takes the form of a circular arc or of a circle, and the second load-bearing structural element (3a) is also curved or U-shaped, or takes the form of a circular arc or of a circle, enabling the second structural element (3 a) to be moved and fastened within the curve of the first structural element (I a) in various positions with respect to the first structural element.

13. Equipment in accordance with patent claim 11 or 12. characterised in that the rails (2a, 2b) associated with the secondary load-bearing structural element (3 a) are fastened to a support structure incorporating longitudinal support elements (4a, 4b, 4c) installed in the same longitudinal or Z-axis direction as the rails (2a, 2b), which consist of tubes and are installed in a triangular arrangement, and fastened to the secondary load-bearing structural element (3 a) by a triangular support structure running transversely to the direction of the rails and incorporating support elements (6a, 6b, 6c) forming a triangle standing on its apex (5a), and that the rails (2a, 2b) rest at least in part on a supporting structure (6a) comprising the upward base of the said triangle.

14. Equipment in accordance with one of patent claims 11 to 13, characterised in that at least the continuation points of the tracks are supported on rail saddles (7a, 7b) joined through the first load-bearing structural element (Ia) and the second load-bearing structural element, for example to pillars made of steel-reinforced concrete and/or steel (30a, 30b).

15. Equipment in accordance with one of patent claims 11 to 14, characterised in that the rail saddles (7a, 7b) comprise triangles (5a, 5b) of transverse supports (6a, 6b, 6c) standing on their apex, and ideally solid steel fastening elements (8a, 8b, 8c) joining the longitudinal support elements formed from tube (4a, 4b, 4c) that are inserted to a given length into the hollow interior of the longitudinal supports (4a, 4b, 4c), and of tubes (4a, 4b, 4c) fastened onto the connecting pieces (8a, 8b, 8c), for example, by welding or with bolts (16'), and of the triangles (5a, 5b) standing on their apex made of transverse supports (6a, 6b, 6c) that unite them.

16. Equipment in accordance with one of patent claims 11 to 15, characterised in that the support structures (30a, 30b, 35, 7a, 7b, 4a, 4b, 4c) of the tracks (18a. 18B) involve triangles resting on a pillar (30a, 30b) forming cross-struts (141a, 141b. 141a', 159, 161, 162, 160) with the horizontal supports (155, (155a, 155b, 155') 158, 157) that support and give rigidity to the structures in both the transverse direction X and the longitudinal direction of each track (18a, 18b) from below the lowest long tube (124c), and/or from below the horizontal beam (35), and/or from below the edge part (13a, 13b), and that, together with the centre line of, for example, the steel reinforced concrete pillar (30a) leaving the ground, and the part rising up from the connection point of the said pillar (141a, 141 ', 140a, 140b'), form a Y-shaped support, at least in the X direction.

17. Equipment in accordance with one of patent claims 11 to 16, characterised in that there are rails (2e, 2f) on the edges (13a, 13b) of the track (18a, 18b) for servicing equipment.

18. Equipment in accordance with one of patent claims 11 io 17, characterised in that there are cable conduits (132, 132') carrying electric cables, or conductor rails (130, 130') and water pipes (131, 131') on the edges (13a, 13b) of the track (18a, 18b).

19. Equipment in accordance with one of patent claims 11 to 18, characterised in that the walls (133a, 133b) and roof (173) covering the track (18a. 18b) are freestanding, and are fastened to the edge parts (13a, 13b) with bolts.

20. Equipment in accordance with one of patent claims 1 1 to 19, characterised in that the solar panels (171) on the roof (173) or wall (133a, 133b) of the tracks (18a, 18b) feed electric power to the metro train (100) and at least sometimes to the public electric power grid.

21. A method in accordance with one of patent claims 1 to 10, characterised in that the method is applied to an air cushion type train (100c) or transportation vehicle.

22. A method in accordance with one of patent claims 1 to 10, characterised in that the method is applied to a Maglev type train (100c) or transportation vehicle capable of magnetic levitation.

23. A method in accordance with one of patent claims 1 to 10 or with patent claim 21, characterised in that a hovercraft hovers using an air column on a wing (201) created by engine-driven (200) blowing, when powerful blowing directed against a trough of concrete or other material, i.e. in its causeway (202) or the platform of a moving hovercraft, lifts the vessel off the bottom of the trough (203).

24. A method in accordance with one of patent claims 1 to 10, or with patent claim 21 or 22, characterised in that the method is applied to an appliance with both Maglev levitation properties and hovercraft properties, and that the method is used for banking the trough in which the appliance travels.