transport structure

Abstract

The invention relates to a part of a transport structure, the part comprising: a lower structure comprising a plurality of piers, a first plurality of girders formed from girders (6), the first plurality of girders positioned on at least some of the piers and forming a first transport path; a first assembly formed from tube sections (14), the first assembly being capable of being placed under low air pressure and through which a pod can travel substantially air friction free, the first assembly formed from tube sections being positioned on the first transport path, and each tube section comprising: a main tube having legs (27) distributed along the length of the main tube and adapted to rest the main tube on its legs on the lower structure; shims (28) positioned between the lower structure and at least some of the legs, the thickness of each shim being adapted such that deflection of the lower structure between the piers is counteracted.

Description

Technical Field

[0001] This invention relates to a transportation structure comprising a component formed by tubular sections, which can be placed under low air pressure and through which a cabin can travel substantially without air friction. This type of transportation system is commonly referred to as hyperloop technology. Background Technology

[0002] Hyperloop technology is a proposed high-speed transportation system for both passenger and freight transport. This high-speed transport system is essentially a sealed tube system with low air pressure, through which cabins can travel with virtually no air resistance or air friction. The high-speed transport system has three main components: the tube, the cabin, and the station. The tube is a large, sealed, low-pressure system that can be built above, below, or on the ground. The high-speed transport system includes the necessary infrastructure to ensure levitation / suspension, propulsion, braking, etc. The vehicles operate within this controlled environment and are generally referred to as cabins. Cabins employ electrolevitation (electromagnetic or electric levitation) or aerodynamic levitation (using air bearings for gliding) and electromagnetic or aerodynamic propulsion to glide along fixed guide rails. The station is a facility where cabins can be started or stopped, and where passengers can board / disembark and cargo can be loaded / unloaded. A station is located at each end of the sealed tube system.

[0003] In the eyes of artists, the structure of a hyperloop on the ground is often represented in the form of tubular segments, the ends of which are simply resting on regularly spaced piers. This design is very appealing, but it does not provide a full understanding of the important challenges associated with such a structure. One of these challenges is that the tubular segments are massive pieces that flex between their support points. As a result, the components formed by the tubular segments are not straight enough to allow the cabin to move smoothly inside. Summary of the Invention

[0004] Therefore, the object of the present invention is to overcome the shortcomings of the prior art by providing a transport structure in which the straightness of the components formed by the pipe sections is improved, so that the cabin can move smoothly in the components formed by the pipe sections.

[0005] For this purpose, a first subject of the present invention includes a portion of a transport structure, the portion comprising:

[0006] - Substructure, comprising a plurality of piers and a first plurality of beams formed by main beams, the first plurality of main beams being positioned on at least some of the piers and forming a first transport path extending from a first end portion of the substructure to a second end portion.

[0007] - A first assembly formed by tube segments, the first assembly being capable of being placed under low air pressure and through which the cabin can travel substantially without air friction, the first assembly formed by tube segments being positioned on a first transport path, and each tube segment comprising:

[0008] ○ The main body, whose legs are distributed along its length, and is adapted to allow the main body to rest on its legs on the substructure.

[0009] ○ Gaskets, positioned between the substructure and at least a portion of the legs, each gasket being of a thickness suitable for offsetting deflection of the substructure between the piers.

[0010] The transport structure according to the invention may also have optional features listed below, either individually or in combination:

[0011] - The main body is made of steel.

[0012] - The legs are regularly distributed along the length of the mantle.

[0013] -The legs include a support.

[0014] - The legs are part of the lateral reinforcement that connects to the main tube.

[0015] - Each transverse stiffener extends substantially in a plane perpendicular to the longitudinal axis of the main tube.

[0016] - The transverse reinforcement is essentially a hollow rectangle in the center to allow passage for the main pipe.

[0017] - The lateral reinforcement includes two legs.

[0018] The transport structure also includes longitudinal reinforcements positioned between the transverse reinforcements.

[0019] - The thickness of each gasket is suitable to ensure that the deflection of the main pipe between the supports is less than 10 mm.

[0020] - The thickness of each gasket is a function of its distance from the pier.

[0021] The transport structure also includes a second component formed by pipe sections, which can be placed under low air pressure and through which the cabin can travel with virtually no air friction.

[0022] - The second component formed by the pipe section is positioned on the first component formed by the pipe section.

[0023] - A second component formed by a pipe section is positioned on a second transport path that extends from the first end of the substructure to the second end alongside the first transport path and is formed by a second plurality of large beams positioned on at least some of the piers.

[0024] Clearly, the present invention is based on the construction of a substructure consisting of piers and beams that support the pipe sections and thus prevent them from deflecting. Furthermore, gaskets are positioned between the substructure and the pipe sections, and the thickness of each gasket is suitable for further compensating for deflection of the substructure between the piers.

[0025] Other features and advantages of the invention will be described in more detail in the following description. Attached Figure Description

[0026] The invention will be better understood by referring to the following figures and reading the following description, which is provided for illustrative purposes only and is in no way intended to be restrictive:

[0027] - Figure 1 This is a partial view of a transport structure according to a first variation of the present invention.

[0028] - Figure 2 This is a detailed view of a portion of the transport structure according to a second variation of the present invention.

[0029] - Figure 3 This is a view of the pipe section.

[0030] - Figure 4 yes Figure 3 Detailed view of the central section.

[0031] - Figure 5 This is a detailed view of the connection between the main beam and the pipe section.

[0032] - Figure 6 This is a partial view of a transport structure according to a third variation of the present invention.

[0033] - Figure 7 This is a partial view of the transport structure according to the fourth variant of the present invention.

[0034] - Figure 8 yes Figure 8 A longitudinal sectional view of a portion of the transportation structure.

[0035] - Figure 9 The diagram illustrates the erection of piers for a portion of the transport structure.

[0036] - Figure 10 The diagram illustrates the erection of the first section of the substructure of the transport structure.

[0037] - Figure 11The illustration shows the vehicle positioned on the first section of the lower structure of the transport structure, where the main beam at the storage point is loaded.

[0038] - Figure 12 The diagram illustrates the transport of the main beam along the first transport path of the substructure to the construction site.

[0039] - Figure 13 The diagram illustrates the positioning of the main beam at the construction point.

[0040] - Figure 14 The diagram illustrates the positioning of the platform at the construction point.

[0041] - Figure 15 The illustration shows the vehicle positioned on the first section of the lower structure of the transport structure, where the storage section is loaded onto the pipeline section at the storage point.

[0042] - Figure 16 The diagram illustrates the transport of the pipe section along the first transport path of the substructure to the construction site.

[0043] - Figure 17 The diagram illustrates the location of the pipeline section at the construction point.

[0044] - Figure 18 The diagram illustrates the transport of the pipe section along the first transport path of the substructure to the construction site.

[0045] - Figure 19 This is an overall view of a portion of the transportation structure under construction. Detailed Implementation

[0046] It should be noted that the spatial relative terms used in this application, such as "lower," "below," "inner," "inward," "outer," and "outward," refer to the position and orientation of different components of the transport structure when the transport structure has been erected. The terms "upstream" and "downstream" used in this application refer to the direction of assembly starting from the storage point.

[0047] Reference Figure 1 and Figure 2 According to the present invention, part 1 of the transport structure firstly includes a lower structure 2, which includes: a plurality of piers 3; and a first plurality of beams 4 formed by beams 6, the first plurality of beams 4 being positioned on at least a portion of the piers (i.e., positioned on at least some piers) and forming a first transport path 7 extending from a first end portion of the lower structure to a second end portion.

[0048] according to Figure 1 and Figure 2 The illustrated embodiment of the present invention has a lower structure with only one transport path 7.

[0049] The transport structure comprises multiple segments, preferably at least three segments. The segments are defined by the length of the main beams. The segments are preferably matched to the distance between two consecutive piers along the longitudinal axis X of the transport structure segment.

[0050] Pier 3 is an upright support for a structure or superstructure, such as an arch or bridging member. Pier 3 supports the superstructure and transfers the load of the superstructure to the foundation. The shape of the piers according to the invention is not particularly limited, as long as these piers can support the aforementioned first transport path and optionally the service path.

[0051] according to Figure 1 The first variant illustrated is a frame pier, which consists of two or more columnar members supporting a pier cap. The pier extends substantially in a plane perpendicular to the route, i.e., perpendicular to the length of the main beam.

[0052] according to Figure 6 The second variation illustrated has a V-shaped pier. A V-shaped pier extends essentially in a plane perpendicular to the route, i.e., perpendicular to the length of the main beam. The pier comprises two outwardly extending, inclined arms. The pier may also include a pier cap in the form of a horizontal beam connecting the two arms. This pier cap provides additional support for the main beam and better distributes the load from the main beam to the pier.

[0053] Other shapes such as Y-shaped piers, X-shaped piers, H-shaped piers, hammerhead-shaped piers, cantilever piers, trestle-type piers, solid piers, and simple columnar members are also possible.

[0054] The piers are preferably spaced substantially regularly along the longitudinal axis X of the transport structure.

[0055] The lower structure 2 of the transport structure 1 according to the invention further includes a first plurality of beams 4 formed by beams 6, the first plurality of beams 4 being positioned on at least some of the piers 3 and forming a first transport path 7 extending from a first end portion of the lower structure to a second end portion.

[0056] The main beam (6) is a supporting beam used in construction. The main beam can be made of steel or concrete, or it can be a composite structure. The main beam can be in the form of an I-beam cross-section, formed by two load-bearing flanges separated by a stabilizing web. The main beam can also be in the form of multiple longitudinal members connected by transverse members. Figure 1 and Figure 2 In the illustrated variant, the main beam is a box girder, that is, a beam forming a closed tube with multiple walls. A significant advantage of the box girder is that electrical wiring can be located internally.

[0057] Preferably, each main beam 6 extends from one pier to an adjacent pier. Specifically, a first end of the main beam rests on a given pier, and a second end of the main beam rests on an adjacent pier along the longitudinal axis X of the transport route or part of the transport structure. Thus, the main beams can be easily installed by simply positioning them on the piers. Alternatively, the main beams can extend on more than two piers.

[0058] A first plurality of beams 4, formed by beams 6, are positioned along the longitudinal axis of a portion of the transport route or transport structure to form a first transport path 7. The transport path refers to at least one continuous track designed to support the transport of heavy components and vehicles, such as beams, platforms, or pipe sections, and designed to support the superstructure once it is positioned on the transport path. For clarity, the transport path is temporary; it only allows the transport of components during the erection phase. Once the components of a pipe section have been positioned on the transport path, the latter ceases to be a path. The transport path extends from a first longitudinal end of the substructure to a second longitudinal end of the substructure, regardless of the length of the substructure.

[0059] according to Figure 1 The illustrated first variation of the transport path, the first transport path 7, consists of a single continuous track formed by beams. In other words, all the beams 6 of the first plurality of beams 4 are positioned sequentially and continuously along the longitudinal axis X of the transport structure. In this case, the beams are large enough to allow vehicles to circulate on them. The transport path can be a substantially flat metal or concrete surface, preferably the upper surface of the beams. The transport path can also be a railway line that is part of the upper surface of the beams.

[0060] according to Figure 2 The second variation of the illustrated transport path, transport path 7, consists of two continuous tracks formed by beams 6, extending parallel to each other. In other words, half of the first plurality of beams 4 are positioned successively and continuously along the longitudinal axis of the transport structure, and these half-beams are positioned successively and continuously and parallel to the first half-beams. In this case, the beams are not large enough to allow vehicles to circulate on them, but the two continuous tracks are spaced apart so that vehicles can circulate with their inner wheels on the inner track and their outer wheels on the outer track. The track beams may be part of the upper surface of the beams, such that the two continuous tracks form a railway line.

[0061] Optionally, supports are positioned between the pier and the main beam. Supports are devices that support the main beam and transfer loads and movements from the main beam and superstructure to the substructure and foundation. Supports allow controlled movement and reduce the stresses involved.

[0062] During the construction phase, vehicles circulating over the already positioned components of the substructure can easily transport each additional element of the transport structure to its location thanks to the first plurality of beams 4 formed by the beams 6. Access to and from the ground along the construction route may no longer be necessary. This advantage will be further detailed in the description of the erection method. During operation, the first plurality of beams support the tube sections and contribute to the straightness of the tube section components. This straightness is crucial for the smooth movement of the compartment within the tube. Furthermore, the combination of the beams and the tube sections acts as a beam, which significantly increases the structure's lateral torsional buckling.

[0063] Reference Figure 1 and Figure 2 The transport structure according to the invention also includes an upper structure 11, which includes a first component 12 formed by a tube section 14 positioned on a first transport path. This first component is capable of being placed under low air pressure and allows the compartment to circulate substantially without air friction within the tube section. "Low air pressure" refers to air pressure below atmospheric pressure, preferably below or equal to 10 kPa, more preferably between 10 Pa and 10 kPa.

[0064] Reference Figures 3 to 5 Each section 14 includes:

[0065] ○ The main body 26 has legs 27 distributed along its length and adapted to allow the main body to rest on its legs on the lower structure.

[0066] ○ Gasket 28, which is positioned between the lower structure and at least a portion of the leg.

[0067] In practice, the ability of an assembly to be subjected to low air pressure is determined by the characteristics of the main pipe wall and the connection between the main pipe and the pumping equipment. Specifically, the main pipe wall must be airtight. Different methods of making the pipe wall airtight are well known, and those skilled in the art will know how to select the wall characteristics in each particular case. For example, the pipe can be a metal tube made of welded plate or a metal structure covered by an airtight membrane. Furthermore, the connection between the two main pipes must be airtight. Airtightness of the connection can be provided, in particular, by welding, by adding components such as elastomers between the bolted or clamped main pipes, or by means of expansion joints. Those skilled in the art know how to make the connection airtight and will adapt the connection to each particular case. In addition, the pumping equipment must be appropriately sized so that low air pressure can be achieved and maintained in the assembly within the pipe section, while taking into account air leakage during operation. Those skilled in the art know how to do this and will adapt the pumping equipment to each particular case.

[0068] In practice, the ability of the component to allow the cabin to circulate within the tube section with virtually no air friction is provided by infrastructure positioned within the tube section, specifically providing levitation / suspension, propulsion, braking, etc. Such infrastructure is already well known, and those skilled in the art will know how to adapt the infrastructure to each particular situation.

[0069] The design of the main pipe 26 is unrestricted, as long as the main pipe sections can be connected to each other directly or indirectly along the longitudinal axis through their longitudinal ends, thereby forming the assembly as described above. In particular, the cross-section of the main pipe is unrestricted. The cross-section of the main pipe can be obviously circular or polygonal.

[0070] According to a variation of the invention, the main pipe is made of steel plates welded together.

[0071] According to another variation, the tube section comprises multiple wall sections joined together by their longitudinal edges. Adjacent wall sections are arranged side-to-side along the joint line. Their edges may include flanges for easy assembly. Each wall section may include at least one central panel and two side panels. The side panels extend circumferentially on either side of the central panel of the tube section. The side panels laterally enclose the central panel. The side panels form an angle with the central panel. This type of wall section has the advantage of being easily obtained by simply folding the metal sheet. The side panels reinforce the wall section and increase the bending strength of the section in the longitudinal direction.

[0072] According to another variant, the pipe section is a double-walled pipe section, wherein the space between the outer pipe and the inner pipe is filled with a reinforcing compound.

[0073] According to another variation, the pipe section includes multiple longitudinal beams mounted to multiple circumferential sections to form a skeleton frame, and the skin section is airtightly attached to the skeleton frame.

[0074] According to another variation, the tube section includes a plurality of elongated outer skin panels forming the outer wall of the double-walled tube section. The panels are curved, such that the assembly of the panels forms a smooth cylindrical surface. The panels may have embossed indentations to improve resistance to buckling. The tube section also includes inner plate portions forming the inner wall of the double-walled tube section, the inner plate portions being welded together to achieve an airtight connection and welded to the elongated outer skin panels.

[0075] According to another variation, the tube section includes an elongated curved outer shell portion forming the outer wall of the double-walled tube section, an inner wall in the form of a regular N-sided polygonal tube, and a sandwich shell portion, the inner side of which is flat and the outer side of which has the same curvature as the elongated curved outer shell portion.

[0076] The main pipe is preferably made of steel. Steel has the advantages of being lightweight, easy to vacuum seal, and recyclable.

[0077] The main pipe 26 also includes legs 27 distributed along its length, and the legs 27 are adapted to allow the main pipe, i.e., to allow the pipe sections to stand independently on the substructure via their legs. The number of legs and their positions on the main pipe can be optimized during the structural design phase. Preferably, the legs are regularly distributed along the length of the main pipe.

[0078] The legs can be directly fastened to the main pipe. The legs can be clearly welded to the main pipe.

[0079] The footprint of the legs is unrestricted. The footprint of the legs can be easily optimized during the structural design phase. Legs may include localized enlargements of structural elements forming the tube elements. Legs may also include supports 29 to significantly increase the stability of the tube section.

[0080] The legs may be part of the lateral reinforcement 23. Figures 3 to 5In the illustrated variant, the transverse stiffeners 23 extend substantially in a plane perpendicular to the longitudinal axis X of the transport structure, i.e., perpendicular to the longitudinal axis X of the main pipe. The transverse stiffeners 23 are preferably spaced along the length of the main beam, i.e., along the longitudinal axis X. More preferably, the transverse stiffeners 23 are regularly spaced. The transverse stiffeners 23 preferably extend horizontally beyond the main pipe on each side to reinforce the main pipe to which they are connected. The transverse stiffeners 23 preferably extend vertically beyond the upper end of the main pipe to further reinforce it. The transverse stiffeners 23 can be made of, for example, a flat panel, a corrugated panel, or a flat panel reinforced with stiffeners. Each transverse stiffener preferably includes two legs. More preferably, each transverse stiffener includes one leg on each side of the main pipe.

[0081] according to Figures 3 to 5 In the illustrated variant, the lateral stiffener 23 extends horizontally to match the profile of the main pipe's cross-section. Specifically, the lateral stiffener is essentially a square or rectangle with a hollow center to allow passage for the main pipe. The lateral stiffener further reinforces the main pipe.

[0082] The lateral stiffener may include two lateral stiffening sections, one on each side of the pipe section. Specifically, the lateral stiffening section located on one side of the pipe section faces the lateral stiffening section located on the other side of the pipe section. More specifically, the two lateral stiffening sections are connected to each other.

[0083] Alternatively, the lateral stiffener 23 may include a lower horizontal beam positioned below the main pipe, an upper horizontal beam positioned above the main pipe, and at least one vertical beam connected to the lower and upper horizontal beams. The lateral stiffener preferably includes two vertical beams positioned on each side of the main pipe, connected to the lower and upper horizontal beams to form a square / rectangular cross-section embedded in the pipe section.

[0084] exist Figures 3 to 5 In the variant shown, the pipe section may include transverse stiffeners 23 and longitudinal stiffeners 24 between the transverse stiffeners. The transverse stiffeners may be as described above. The longitudinal stiffeners are preferably beams, particularly tubular beams. Each longitudinal stiffener is preferably connected to two consecutive transverse stiffeners. Each longitudinal stiffener is preferably positioned above the main pipe, i.e., in the area of ​​the pipe section that contracts due to the deflection of the main beam, which causes the pipe section to deflect. The longitudinal stiffeners further limit the deflection of the main pipe and thus further improve the straightness of the assembly formed by the pipe section. The longitudinal stiffeners further reinforce the pipe section during transport. The pipe section preferably includes two sets of multiple longitudinal stiffeners, one set on each side of the main pipe.

[0085] The gasket 28 is positioned between the lower structure and at least a portion of the leg. The gasket 28 is primarily defined by its thickness. The footprint of the gasket 28 is preferably similar to that of the leg.

[0086] The thickness of each shim is suitable for offsetting the deflection of the substructure between the piers. Therefore, the assembly formed by the pipe sections is straight. "Offset" means that the deflection of the main beam is adequately compensated by the shims, such that the straightness of the assembly formed by the pipe sections is sufficient to allow the cabin to move smoothly within the assembly formed by the pipe sections. Preferably, the thickness of each shim is suitable for ensuring that the deflection of the main pipe between the piers is less than 10 mm, more preferably less than 5 mm, and even more preferably less than or equal to 2 mm.

[0087] In the first variant of the pipe section, gasket 28 is pre-assembled to at least a portion of the legs 27 of the pipe section during its manufacturing. In this case, the location and thickness of the gasket are calculated using structural analysis during the structural design phase, i.e., prior to the erection phase, to minimize the deflection of the main pipe between the piers. This expedites the erection phase.

[0088] In the second variation of the pipe section, when the pipe section is positioned on the main beam, shims are added between the main beam and at least part of the legs. In this case, the location and thickness of the shims can still be calculated through structural analysis during the structural design phase, but adjustments can be made on the spot if the actual deflection of the main beam differs from the results of the structural analysis for some reason.

[0089] Depending on the span between the piers, the thickness of the gasket along the pipe section is typically between 0 mm and 50 mm.

[0090] The thickness of each shim is a function of the distance to the nearest pier. Standard formulas for deflection in common beam configurations and the loading conditions at discrete locations are well known. Otherwise, methods such as virtual work, direct integration, Castiglione's method, Macaulay's method, or direct stiffness methods are used. Deflection of beam elements is typically calculated based on the Euler-Bernoulli beam equations. Therefore, the thickness of each shim can be easily estimated.

[0091] according to Figure 1 and Figure 2 The first embodiment of the illustrated superstructure has only one component formed by pipe section 14, which is positioned on the substructure having only a first transport path 7.

[0092] According to a second embodiment of the superstructure, the superstructure includes a first assembly 12 formed by pipe sections 14 and a second assembly 13 formed by pipe sections 14. Each assembly formed by the pipe sections can be placed under low air pressure and allows the cabin to circulate substantially without air friction within the pipe sections. The features and variations of the pipe sections in the first assembly described in detail above also apply to the pipe sections in the second assembly. The pipe sections in the first assembly and the pipe sections in the second assembly can be identical to facilitate material flow.

[0093] According to a first variation of this embodiment, the substructure supporting the first and second components formed by pipe sections has only a first transport path 7. In this case, the second component 13 formed by pipe section 14 is positioned on the first component 12 formed by pipe section 14. Specifically, each pipe section in the second component formed by pipe sections is positioned on a pipe section in the first component formed by pipe sections. This positioning limits the footprint of the transport structure. This positioning also reduces the number of switches and facilitates surface use, particularly on surfaces biased towards the station. Optionally, each pipe section in the first component formed by pipe sections is connected to a pipe section in the second component formed by pipe sections before being transported to the construction point. The connection can be accomplished using transverse connectors and / or structures surrounding the two pipe sections. In this case, the pipe sections in the first component and the pipe sections in the second component are transported simultaneously along the first transport path 7, as will be described in further detail when describing the erection method. This speeds up the transport of the components to the construction point and thereby shortens the erection phase. According to this variant, the first transport path can be composed of a first plurality of beams 4 formed by beams 6, which are arranged indiscriminately in a single continuous track formed by the beams or in two continuous tracks formed by the beams 6, which extend parallel to each other.

[0094] according to Figure 6 and Figure 7 In a second variation of the illustrated embodiment, a second component 13 formed by pipe section 14 is positioned on a second transport path 10, which extends from a first end of the substructure to a second end alongside the first transport path 7, and is formed by a second plurality of beams 5 formed by beams 6 positioned on at least some piers within the piers. The definitions and variations described with respect to the first transport path apply herein. The beams in the first plurality of beams and the beams in the second plurality of beams may be identical to facilitate logistics.

[0095] The second transport route 10 extends alongside the first transport route 7. "Opposite" means that the two transport routes extend substantially parallel to each other and adjacent to one another. The transport routes are not limited to those located at the same elevation and / or strictly parallel. The space between the first and second transport routes and / or the elevations of the first and second transport routes can be adjusted according to the terrain.

[0096] like Figure 6 and Figure 7 As illustrated, the first plurality of main beams 4 and the second plurality of main beams 5 formed by the main beams 6 can each be positioned on all the piers. Generally, when each pier extends laterally sufficient to support both the first plurality of main beams and the second plurality of main beams, the first plurality of main beams 4 and the second plurality of main beams 5 formed by the main beams 6 are each positioned on all the piers. Alternatively, the first plurality of main beams 4 and the second plurality of main beams 5 formed by the main beams 6 may be positioned on only a portion of the piers, for example, in the case where the piers are in the form of columnar members, wherein half of the pier supports the first plurality of main beams and the other half of the pier supports the second plurality of main beams.

[0097] Optionally, the lower structure 2 of part 1 of the transport structure according to the invention may further include a plurality of platforms 8 positioned on piers or on beams connected to the first transport path, forming a service path 9 extending from a first end of the lower structure to a second end. A service path refers to at least one continuous track designed to support vehicle traffic. The service path differs from the transport path in that it is not designed to support the transport of heavy components such as beams, platforms, or pipe sections, and is not designed to support the superstructure. The service path extends from the first longitudinal end of the lower structure to the second longitudinal end of the lower structure, regardless of the length of the lower structure. For clarity, the service path is located above the ground. The service path extends substantially parallel to the first transport path.

[0098] The platform is a lightweight structure suitable for vehicle traffic. The platform is preferably made of steel. The platform preferably includes a traffic deck, i.e., a surface suitable for vehicle traffic, which may be reinforced underneath by longitudinal and / or lateral stiffeners. These stiffeners increase the structural rigidity of the traffic deck. For safety reasons, the traffic deck may also include safety rails along its longitudinal edges. The traffic deck, stiffeners, and safety rails are preferably made of steel. The traffic deck is preferably a perforated surface, such as perforated steel sheet or metal grating.

[0099] There are different ways to connect platform 8 to the rest of the lower structure 2. According to... Figure 1 and Figure 2The illustrated platform is positioned in a first variation, with platform 8 supported by pier 3. Preferably, the longitudinal ends of the platform are supported by piers. In this case, the platform preferably has the same length as the main beam.

[0100] Therefore, the pier may include a support region 19, which may be, for example, part of the pier's own shape or added to an anchor point of the pier. Figure 1 and Figure 2 In the illustrated case, the support area 19 takes the form of a protrusion extending from a portion of the pier cap. In this case, the platform of the service path, particularly the longitudinal end of the platform, can simply rest on the protrusion. Figure 6 In the illustrated case, support area 19 takes the form of a protrusion extending inward from the arm of the V-shaped pier. In this case, the platform of the service path, particularly its longitudinal end, can simply rest on the protrusion. Preferably, both arms include support areas. More preferably, the support areas of the two arms of a given pier are substantially flush, i.e., at the same height, so that the platform of the service path can rest more stably on the support areas. Alternatively, the platform of the service path can rest on other parts of the pier, such as on the horizontal beam of the H-shaped pier where applicable, or it can be anchored to a column.

[0101] For the first variation of platform positioning, service path 9 can extend at the same or different altitudes between the first and second transportation paths. Figure 6 The service path is laterally positioned between the first and second transport paths, and vertically positioned below both transport paths. Specifically, the platform is laterally positioned between the main beams of the first and second tiers, and vertically positioned below these two main beams. This positioning greatly facilitates vehicle circulation on the substructure during the construction phase, as will be explained in further detail when describing the erection method. Of course, service paths in other locations are also possible depending on the pier design and the location of the support area.

[0102] according to Figure 7 and Figure 8The illustrated platform is positioned in a second variation, with the platform supported by a main beam. In this case, the platform may have the same length as the main beam, or it may have a shorter length, preferably such that the length of the platform is a divisor of the length of the main beam. Preferably, the platform is positioned between the main beam of the first transport path 7 and the main beam of the second transport path 10. More preferably, the first longitudinal edge of the platform rests on the inward longitudinal edge of the main beam 6 in the first plurality of main beams 4, and the second longitudinal edge of the platform rests on the inward longitudinal edge of the main beam 6 in the second plurality of main beams 5. The platform may or may not be at the same height as the main beam. In particular, the traffic deck of the platform may be located at the height of the upper surface of the main beam, or it may be located above or below the upper surface of the main beam. The traffic deck of the platform is preferably located at the height of the upper surface of the main beam to facilitate vehicle passage.

[0103] During the construction phase, vehicles moving components to the construction point can return to the reserve point via service path 9 without hindering other vehicles from transporting the next component to the construction point. This expedites component transport to the construction point and thus shortens the erection phase. This advantage will be described in further detail when the erection method is described. During operation, the service path can be advantageously used for maintenance, inspection, and / or as an escape route. The service path can be permanent or temporary.

[0104] Reference Figures 9 to 19 A method for erecting part 1 of a transport structure according to a variation of the present invention will now be described. In general, the method includes a first step of erecting the lower structure 2 and a second step of erecting the upper structure 11. The step of erecting the lower structure will be described first.

[0105] exist Figure 9 In the first step of erecting the substructure 2, as illustrated, the piers 3 of the transport structure portion 1 are erected. These piers can be erected using any suitable method, such as using panel formwork. The pier erection method includes constructing pier foundations according to the requirements of the ground properties. This step can be performed before, or at least partially concurrently with, the step of positioning the main beam 6. In other words, the piers can be erected before the main beam positioning begins, for example, several weeks in advance. This specifically provides time for concrete drying and soil compaction. Alternatively, some piers may still be under construction when the main beam positioning begins on the first erected pier.

[0106] Since the area required for erecting piers is limited and only light vehicles (bulldozers, concrete mixers) are needed, piers are preferably erected by ground access to the construction point of each pier.

[0107] In the second step of erecting the lower structure 2, the main beam 6 and platform 8 of the transport structure part 1 are erected.

[0108] As described above, the erection of the main beams and platform begins at storage point 15, where at least a portion of the components of the transport structure are stored. Depending on the ease of transporting the components to the storage point, some components may be manufactured in a manufacturing facility at the storage point. This may be the case for large components such as main beams and / or pipe sections. Manufacturing some components at the storage point minimizes the erection time at the construction point and allows for better control over the quality of the manufactured components.

[0109] Reserve point 15 is preferably located at a future point of the station, particularly a passenger station and / or freight station. This limits the land area required for the construction phase. It also limits civil engineering works. In particular, the civil engineering works completed for establishing the reserve point and its optional manufacturing facilities can be used for erecting the station. The reserve point is preferably located at ground level.

[0110] like Figure 10 As shown, the first sub-step of erecting the main beam 6 and platform 8 is carried out at the reserve point 15. This sub-step includes erecting a first section of the substructure at the reserve point, the first section comprising at least one pier 3, at least one main beam 6 from a first plurality of main beams, and at least one platform 8. Specifically, this sub-step includes positioning the main beam from the first plurality of main beams onto at least one pier. This positioning is preferably accomplished using a crane 16, which can pick up components from the reserve point and move these components to the pier. The assembly sequence of the main beam and platform can be varied depending on the design of the substructure and, in particular, on how the platform is connected to the rest of the substructure.

[0111] According to the first variation, the first section of the substructure includes a single pier. This is especially true when the reserve point is located on higher ground. Then, the first end of the first main beam can rest on the higher ground, while the second end of the first main beam can rest on the downwardly positioned pier. In this case, the first sub-step involves positioning one of the first plurality of main beams between the higher ground and the pier.

[0112] according to Figure 10 The second variation illustrated includes a substructure with a first section comprising two piers. This is particularly true when the reserve point is located on generally flat ground. The first end of the first main beam can then rest on the first pier, and the second end of the first main beam can rest on the second pier. In this case, the first sub-step involves positioning one of the first plurality of main beams on the two piers.

[0113] This first sub-step may include erecting other sections of the substructure at the reserve point. The number of sections erected at the reserve point is limited by the crane's ability to position components on the piers from the reserve point.

[0114] Once the first section of the substructure has been erected, the first section includes a first end portion adjacent to the storage point and a second end portion located at the opposite end of the first end portion. The first end portion of the first section corresponds to the first end portion of the substructure of the portion of the transport structure erected according to the invention. Therefore, the position of the first end portion of the substructure of the portion of the transport structure erected according to the invention will not change over time during the erection of the portion of the transport structure. As for the second end portion of the first section, as long as no other section of the substructure is erected downstream of the first section, the second end portion corresponds to the second end portion of the substructure under construction. In other words, each time a new section is erected downstream of an already erected section of the transport structure, the position of the second end portion of the substructure under construction will change over time.

[0115] Because of the components constituting the substructure, vehicle 17 can circulate on a first transport path 7 formed by at least one of the first plurality of main beams 4 and a service path 9 formed by at least one platform 8. Specifically, the vehicle moving the component to be positioned along the construction route can circulate on the first transport path, that is, circulate from the first end of the substructure under construction to the second end. Once the component reaches its usage position, the vehicle can return to the first end via the service path.

[0116] Therefore, in the second sub-step of erecting the main beam 6 and platform 8, another section of the substructure can be erected as detailed below. For simplicity, this section will be referred to as the "second section" below, assuming that only the first section has already been erected at the reserve point.

[0117] The second section of the substructure includes at least one beam 6 from a plurality of beams 4, at least one platform 8 from a plurality of platforms, and at least one pier 3 of the substructure.

[0118] As explained above regarding the erection of piers, additional piers were erected at least downstream of the first section of the substructure.

[0119] Vehicle 17, suitable for transporting heavy components, is positioned on a first section of the substructure, specifically on a first transport path 7, and more specifically on a first beam 6 of a plurality of first main beams 4. The vehicle can be lifted by a crane 16, or its position can be reached by means of an access ramp or any other suitable equipment. The type of vehicle is not limited. The vehicle type can be a wheeled vehicle, such as a truck or a train locomotive. Depending on the type of vehicle, the components to be transported can be loaded onto one vehicle or several vehicles simultaneously, or the vehicles can be simply connected to the components, as is possible in the case of a train locomotive used for transporting components equipped with railway wheels. In this specification, the terms "assembly" and "pairing" are used equivalently to refer to the loading of a vehicle with a component and the connection of a vehicle with a component. The term "disconnection" is used equivalently to refer to unloading a component from a vehicle and disconnecting the vehicle from the component.

[0120] Some vehicles are equipped with beams and platforms for the second section of the substructure. Specifically, the vehicle is equipped with at least one beam 6 from a plurality of beams 4, and at least one platform 8. Components can be transported from a storage point onto the first section of the substructure, or can be lifted from the storage point onto the first section of the substructure using a crane. In the first case, the components can be transported by the vehicle itself. In the second case, the vehicle can be positioned and then assembled.

[0121] These components are then transported by vehicle from the first end of the under-construction substructure to the second end adjacent to their intended use location. Specifically:

[0122] - Transport at least one of the first plurality of main beams 4 along a first transport path 7 formed by the main beams of the first plurality of main beams positioned on the first segment of the substructure.

[0123] - Transport at least one platform 8 along the first transport route.

[0124] The order in which components are paired with the vehicle and transported to the second end is unrestricted. Furthermore, some components may be transported to the second end while others remain assembled on the vehicle.

[0125] Once the component has been delivered to the second end of the substructure under construction, it is positioned in its service location, i.e., its service location within the substructure. Specifically:

[0126] At least one of the first plurality of main beams 4 is positioned downstream of the first transport path 7. Specifically, the at least one main beam 6 is positioned after the main beam forming the second end of the substructure on the first transport path. More specifically, the at least one main beam 6 is positioned in a straight line along the longitudinal axis X with the main beam 4 forming the second end of the first transport path 7. Even more specifically, the at least one main beam 6 is positioned such that the first end of the beam rests on a pier forming the second end of the first section of the substructure, and the second end of the beam rests on at least one additional pier erected downstream of the first section of the substructure. The at least one of the first plurality of main beams is preferably positioned using a crane 18, more preferably using a main beam releaser crane supported by the substructure itself.

[0127] At least one platform 8 is positioned downstream of the service path 9. Specifically, the at least one platform 8 is positioned after the platform forming the second end of the substructure of the service path. More specifically, the at least one platform 8 is positioned in a straight line along the longitudinal axis X with the platform forming the second end of the service path. Even more specifically, the at least one platform 8 is positioned such that the first end of the platform rests on a pier forming the second end of the first section of the substructure, and the second end of the platform rests on an additional pier erected downstream of the first section of the substructure. The at least one platform is preferably positioned using a crane, more preferably using a girder launcher crane.

[0128] It is advantageous to use a crane 18 supported by a substructure. This crane 18 further limits the footprint of the erection by eliminating the need for ground preparation for access to and from the construction site and for crane ground preparation. It also makes the erection method more independent of the terrain and topographical roughness.

[0129] Once the component is positioned, the corresponding detached vehicle can return along the service path to the first end of the substructure. Specifically:

[0130] - A vehicle 17 detached from at least one of the first plurality of beams 4 moves from the first transport path 7 to the service path 9. If the service path is not at the same height as the first transport path, the vehicle can be lifted and placed on the service path using a crane. Preferably, a beam releaser crane is used to lift the vehicle.

[0131] - Vehicles 17 detached from at least one platform 8 move from the first transport path 7 to the service path 9. If the service path is not at the same height as the first transport path, the vehicles can be lifted and placed on the service path using a crane. Preferably, a beam-operated crane is used to lift the vehicles.

[0132] The order in which components are positioned is not restricted. Furthermore, some components may be positioned while others are still being paired with the vehicle or transported to the second end. Preferably, at least one platform 8 is positioned first, so that vehicles detached from at least one beam 6 of the first plurality of beams 4 can be more easily transferred to the service path.

[0133] Once the second section of the substructure has been erected as described above, the other sections of the substructure can be erected following a similar process, as described below regarding the erection of the xth section of the substructure.

[0134] The x-th segment of the substructure includes: at least the n-th main beam 6 among the first plurality of main beams 4, at least the y-th platform 8 among the plurality of platforms, and at least the z-th pier 3 of the substructure. By default, x, y, z, and n are different. When each segment of the substructure includes a single main beam from the first plurality of main beams and a single platform, x equals n and y. In this case, the n-th main beam among the first plurality of main beams is also the x-th main beam, and the y-th platform among the plurality of platforms is also the x-th platform. When the first segment includes 2 piers, and the first transport path 7 is composed of a single continuous track formed by the main beams, and each segment of the substructure other than the first segment includes a single pier, z equals n+1.

[0135] At least the z-th pier 3 has been erected downstream of the (x-1)th first section.

[0136] like Figure 11 As illustrated, vehicle 17, having returned to the first end of the lower structure after detaching from the main beams and platforms of the preceding segment of the lower structure, is equipped with a main beam and platform from the first plurality of main beams of the x-th segment of the lower structure. Specifically, the vehicle is equipped with at least the nth main beam from the first plurality of main beams, and the vehicle is equipped with the y-th platform from the plurality of platforms. If the x-th segment includes additional main beams and / or platforms from the first plurality of main beams, the additional main beams and / or platforms are paired with the vehicle in a similar manner.

[0137] like Figure 12 and Figure 13 As illustrated, starting from the first end of the substructure, a vehicle transports the main beam 6 and platform 8 of the xth segment of the substructure from the first end of the substructure under construction to the second end adjacent to its intended use location. Specifically:

[0138] - The nth beam 6 of the first plurality of beams 4 is transported along the first transport path 7 formed by the (n-1) beams of the first plurality of beams that were previously positioned. Specifically, the nth beam 6 is transported along the first transport path 7 formed by the beams of the first plurality of beams that were previously positioned.

[0139] - The yth platform 8 of the multiple platforms is transported along the first transport path 7 formed by the beams of the first multiple beams that were previously positioned.

[0140] If section x includes an additional beam and / or platform among the first plurality of beams, the additional beam and / or platform are transported in a similar manner. The order in which components are paired with the vehicle and transported to the second end section is not restricted. Furthermore, some components may be transported to the second end section while others remain paired with the vehicle.

[0141] like Figure 13 and Figure 14 As illustrated, once the component is transported to the second end of the substructure under construction, it will be positioned in its intended use location. Specifically:

[0142] - The nth beam 6 of the first plurality of beams is positioned downstream of the first transport path 7. Specifically, the nth beam 6 is positioned after the beam forming the second end of the substructure under construction in the first transport path. More specifically, the nth beam 6 is positioned in a straight line along the longitudinal axis with the (n-1)th beam of the first transport path. Even more specifically, the nth beam 6 is positioned such that the first end of the nth beam rests on the pier forming the second end (the (z-1)th pier), and the second end of the nth beam rests on the zth pier erected downstream of the substructure. The nth beam of the first plurality of beams is preferably positioned by a crane 18, more preferably by a beam releaser crane supported by the substructure itself.

[0143] - The y-th platform 8 is located downstream of the service path. Specifically, the y-th platform 8 is located after the (y-1)-th platform of the service path, that is, after the platform forming the second end of the substructure under construction. More specifically, the y-th platform 8 is positioned so that it is aligned with the platform forming the second end of the service path along the longitudinal axis. Even more specifically, the y-th platform 8 is positioned such that the first end of the y-th platform rests on the pier forming the second end (the (z-1)-th pier), and the second end of the y-th platform rests on the z-th pier erected downstream of the substructure. The y-th platform is preferably positioned using a crane 18, more preferably using a beam-laying crane supported by the substructure itself.

[0144] like Figure 13 and Figure 14 As illustrated above, once the components of the xth segment of the lower structure are positioned, the corresponding detached vehicle can return along the service path to the first end of the lower structure. Specifically:

[0145] - The vehicle that detaches from the nth beam in the first plurality of beams moves from the first transport path 7 to the service path 9.

[0146] - Vehicles detached from the y-th platform move from the first transport path 7 to the service path 9.

[0147] If the service path is not at the same height as the first transport path, a crane can be used to lift the vehicle and place it on the service path. Preferably, a beam-operated crane is used to lift the vehicle.

[0148] If the x-th segment includes an additional beam and / or platform among the first plurality of beams, the additional beam and / or platform are positioned in a similar manner, and the corresponding vehicle returns to the first end segment in a similar manner. The positioning order of the components of the x-th segment is not limited. Furthermore, some components of the x-th segment may be positioned, while other components of the x-th segment or subsequent segments are paired with the vehicle or transported to the second end segment. Preferably, the y-th platform 8 is positioned first, making it easier for the vehicle transporting the nth beam among the first plurality of beams to transfer from the first transport path to the service path.

[0149] At the end of the substructure erection step, the last of the first plurality of main beams is positioned on the last pier of the substructure. These piers may be adjacent to or shared with the second part of the transport structure, which is being erected or is being erected as an extension of the relevant part of the transport structure along the longitudinal axis of the transport route. The second part of the transport structure is erected from a second reserve point, possibly located downstream of the relevant part at a future station. The second part of the transport structure is constructed by erecting the substructure of the second part after the substructure of the relevant part has been erected. In other words, each part is constructed from one reserve point to another, and at some point, the two parts are connected. Therefore, the last of the first plurality of main beams of the relevant part is adjacent to the last of the first plurality of main beams of the second part, ensuring continuity in the first transport path.

[0150] Once all the substructure sections of the transport structure have been assembled one by one, the superstructure can be erected.

[0151] Overall, and as Figures 15 to 19 As illustrated, the superstructure assembly is accomplished by transporting pipe sections 14 along the first transport path 7 to the usage location of each pipe section by a vehicle, positioning each pipe section, and then returning the vehicle along the service path 9. Since the pipe sections are positioned on the substructure and obstruct the transport path, the superstructure assembly is performed in reverse order of the substructure assembly. In other words, the pipe sections are first positioned at the second end of the substructure, and then one pipe section is positioned in front of another pipe section, i.e., upstream of another pipe section, in the direction of the first end of the substructure.

[0152] The pipe section is stored at storage point 15 and transported from that location. Therefore, vehicle 17 is equipped with the pipe section 14 at the first end of the substructure and transports the pipe section 14 along the first transport path 7 from that first end to its usage location. Then, the vehicle disengages and returns to the first end of the substructure along the service path 7.

[0153] Specifically, in Figures 15 to 17 In the first step illustrated, the first pipe section 14 is transported by vehicle 17 to the second end of the substructure 2. The vehicle detaches from the first pipe section and can return along service path 9. The first pipe section 14 is positioned on the last main beam 6 forming the second end of the substructure. Detaching the vehicle from the pipe section and positioning the pipe section can be accomplished using a crane, possibly a main beam releaser crane. If the second part of the transport structure is adjacent to the last main beam of the substructure, the first pipe section can be connected to the pipe section of the second part, preferably in an airtight manner.

[0154] exist Figure 18 In the second step illustrated, the second pipe section 14 is transported by vehicle 17 to the first pipe section. The vehicle disengages from the second pipe section and can return along service path 9. The second pipe section is positioned adjacent to the first pipe section and upstream along the longitudinal axis X. The first and second sections can then be connected to each other, preferably in an airtight manner.

[0155] like Figure 19 As illustrated, the subsequent pipe sections are transported and positioned in a similar manner until the last pipe section is positioned at the first end of the substructure.

[0156] In a first variation of the pipe section positioning, the pipe section includes shims 28 pre-assembled onto at least a portion of the legs 27 of the pipe section. By simply positioning the pipe section on the main beam, the shims can counteract the deflection of the main beam between the piers. This speeds up the installation of the transport structure portion.

[0157] In the second variation of pipe section positioning, when the pipe section is positioned on a main beam, shims are added between the main beam and at least a portion of the legs. In this case, adjustments can be made immediately if the thickness of each shim differs from the results obtained from structural calculations.

[0158] In the case where the superstructure includes a first component 12 formed of pipe sections 14 and a second component 13 formed of pipe sections 14 positioned on the first component, the pipe sections in these two components can be transported individually along the first transport path 7. At their point of use, the pipe section in the first component is first positioned on the first transport path 7, and then the pipe section in the second component is positioned on the pipe section in the first component. Alternatively, each pipe section in the first component formed of pipe sections is connected at a storage location to a pipe section in the second component formed of pipe sections, and then the connected pipe sections are transported along the first transport path. The pipe sections in the first component and the pipe sections in the second component can be identical to facilitate logistics.

[0159] The above-described method for constructing a portion of a transport structure that includes only one transport route can be easily applied to portions of a transport structure that includes two transport routes.

Claims

1. A portion (1) of a transport structure, comprising: - Substructure (2), the substructure (2) includes a plurality of piers and a first plurality of beams (4) formed by beams (6), the first plurality of beams (4) being positioned on at least some of the piers and forming a first transport path (7) extending from a first end portion of the substructure to a second end portion. - A first assembly (12) formed by pipe sections (14), the first assembly (12) being capable of being placed under low air pressure and the cabin being able to travel through the first assembly (12) substantially without air friction, the first assembly formed by the pipe sections being positioned on the first transport path, and each pipe section comprising: ○ The main body (26), the legs (27) of which are distributed along the length of the main body and adapted to allow the main body to rest on the lower structure on its legs, ○ Gaskets (28), which are positioned between the lower structure and at least a portion of the legs, each gasket being of a thickness such that the deflection of the lower structure between the piers is offset.

2. A portion of the transport structure according to claim 1, wherein, The main body (26) is made of steel.

3. A portion of the transport structure according to claim 1 or 2, wherein, The legs (27) are regularly distributed along the length of the main body.

4. A portion of the transport structure according to claim 1 or 2, wherein, The legs include a support (29).

5. A portion of the transport structure according to claim 3, wherein, The legs include a support (29).

6. A portion of the transport structure according to any one of claims 1, 2, or 5, wherein, The leg (27) is part of the lateral reinforcement (23) connected to the main tube (26).

7. A portion of the transport structure according to claim 3, wherein, The leg (27) is part of the lateral reinforcement (23) connected to the main tube (26).

8. A portion of the transport structure according to claim 4, wherein, The leg (27) is part of the lateral reinforcement (23) connected to the main tube (26).

9. A portion of the transport structure according to claim 6, wherein, Each transverse reinforcement (23) extends substantially in a plane perpendicular to the longitudinal axis of the main tube.

10. A portion of the transport structure according to claim 7 or 8, wherein, Each transverse reinforcement (23) extends substantially in a plane perpendicular to the longitudinal axis of the main tube.

11. A portion of the transport structure according to claim 6, wherein, The lateral reinforcement (23) is essentially a rectangle with a hollow center for the passage of the main tube.

12. A portion of the transport structure according to any one of claims 7 to 9, wherein, The lateral reinforcement (23) is essentially a rectangle with a hollow center for the passage of the main tube.

13. A portion of the transport structure according to claim 10, wherein, The lateral reinforcement (23) is essentially a rectangle with a hollow center for the passage of the main tube.

14. A portion of the transport structure according to claim 6, wherein, The lateral reinforcement (23) includes two legs.

15. A portion of the transport structure according to any one of claims 7 to 9, 11, and 13, wherein, The lateral reinforcement (23) includes two legs.

16. A portion of the transport structure according to claim 10, wherein, The lateral reinforcement (23) includes two legs.

17. A portion of the transport structure according to claim 12, wherein, The lateral reinforcement (23) includes two legs.

18. The transport structure according to claim 6 further includes a longitudinal reinforcement (24) positioned between the transverse reinforcements (23).

19. A portion of the transport structure according to any one of claims 7 to 9, 11, 13, 14, 16, 17, further comprising a longitudinal reinforcement (24) positioned between the transverse reinforcements (23).

20. The transport structure according to claim 10 further includes a longitudinal reinforcement (24) positioned between the transverse reinforcements (23).

21. The transport structure according to claim 12 further includes a longitudinal reinforcement (24) positioned between the transverse reinforcements (23).

22. The transport structure according to claim 15 further includes a longitudinal reinforcement (24) positioned between the transverse reinforcements (23).

23. A portion of the transport structure according to any one of claims 1, 2, 5, 7 to 9, 11, 13, 14, 16 to 18, 20 to 22, wherein, The thickness of each gasket (28) is adapted to allow the main pipe to deflect less than 10 mm between the piers.

24. A portion of the transport structure according to claim 3, wherein, The thickness of each gasket (28) is adapted to allow the main pipe to deflect less than 10 mm between the piers.

25. A portion of the transport structure according to claim 4, wherein, The thickness of each gasket (28) is adapted to allow the main pipe to deflect less than 10 mm between the piers.

26. A portion of the transport structure according to claim 6, wherein, The thickness of each gasket (28) is adapted to allow the main pipe to deflect less than 10 mm between the piers.

27. A portion of the transport structure according to claim 10, wherein, The thickness of each gasket (28) is adapted to allow the main pipe to deflect less than 10 mm between the piers.

28. A portion of the transport structure according to claim 12, wherein, The thickness of each gasket (28) is adapted to allow the main pipe to deflect less than 10 mm between the piers.

29. A portion of the transport structure according to claim 15, wherein, The thickness of each gasket (28) is adapted to allow the main pipe to deflect less than 10 mm between the piers.

30. A portion of the transport structure according to claim 19, wherein, The thickness of each gasket (28) is adapted to allow the main pipe to deflect less than 10 mm between the piers.

31. A portion of the transport structure according to any one of claims 1, 2, 5, 7 to 9, 11, 13, 14, 16 to 18, 20 to 22, 24 to 30, wherein, The thickness of each gasket is a function of its distance from the pier.

32. A portion of the transport structure according to claim 3, wherein, The thickness of each gasket is a function of its distance from the pier.

33. A portion of the transport structure according to claim 4, wherein, The thickness of each gasket is a function of its distance from the pier.

34. A portion of the transport structure according to claim 6, wherein, The thickness of each gasket is a function of its distance from the pier.

35. A portion of the transport structure according to claim 10, wherein, The thickness of each gasket is a function of its distance from the pier.

36. A portion of the transport structure according to claim 12, wherein, The thickness of each gasket is a function of its distance from the pier.

37. A portion of the transport structure according to claim 15, wherein, The thickness of each gasket is a function of its distance from the pier.

38. A portion of the transport structure according to claim 19, wherein, The thickness of each gasket is a function of its distance from the pier.

39. A portion of the transport structure according to claim 23, wherein, The thickness of each gasket is a function of its distance from the pier.

40. A portion of the transport structure according to any one of claims 1, 2, 5, 7 to 9, 11, 13, 14, 16 to 18, 20 to 22, 24 to 30, 32 to 39, further comprising a second component (13) formed of a pipe section (14), the second component (13) being capable of being placed under low air pressure and the cabin being capable of traveling through the second component (13) substantially without air friction.

41. The transport structure according to claim 3 further includes a second component (13) formed by a pipe section (14), the second component (13) being capable of being placed under low air pressure and the cabin being capable of traveling through the second component (13) substantially without air friction.

42. The transport structure according to claim 4 further includes a second component (13) formed by a pipe section (14), the second component (13) being capable of being placed under low air pressure and the cabin being capable of traveling through the second component (13) substantially without air friction.

43. The transport structure according to claim 6 further includes a second component (13) formed by a pipe section (14), the second component (13) being capable of being placed under low air pressure and the cabin being capable of traveling through the second component (13) substantially without air friction.

44. The transport structure according to claim 10 further includes a second component (13) formed by a pipe section (14), the second component (13) being capable of being placed under low air pressure and the cabin being capable of traveling through the second component (13) substantially without air friction.

45. The transport structure according to claim 12 further includes a second component (13) formed by a pipe section (14), the second component (13) being capable of being placed under low air pressure and the cabin being capable of traveling through the second component (13) substantially without air friction.

46. ​​The transport structure according to claim 15 further includes a second component (13) formed by a pipe section (14), the second component (13) being capable of being placed under low air pressure and the cabin being capable of traveling through the second component (13) substantially without air friction.

47. The transport structure according to claim 19 further includes a second component (13) formed by a pipe section (14), the second component (13) being capable of being placed under low air pressure and the cabin being capable of traveling through the second component (13) substantially without air friction.

48. The transport structure according to claim 23 further includes a second component (13) formed by a pipe section (14), the second component (13) being capable of being placed under low air pressure and the cabin being capable of traveling through the second component (13) substantially without air friction.

49. The transport structure according to claim 31 further includes a second component (13) formed by a pipe section (14), the second component (13) being capable of being placed under low air pressure and the cabin being capable of traveling through the second component (13) substantially without air friction.

50. A portion of the transport structure according to claim 40, wherein, The second component (13) formed by the pipe section (14) is positioned on the first component (12) formed by the pipe section.

51. A portion of the transport structure according to any one of claims 41 to 49, wherein, The second component (13) formed by the pipe section (14) is positioned on the first component (12) formed by the pipe section.

52. A portion of the transport structure according to claim 40, wherein, The second component (13) formed by the pipe section (14) is positioned on the second transport path (10), which extends from the first end of the lower structure to the second end next to the first transport path (7) and is formed by a second plurality of beams (5) formed by beams (6) positioned on at least some of the piers in the pier.

53. A portion of the transport structure according to any one of claims 41 to 49, wherein, The second component (13) formed by the pipe section (14) is positioned on the second transport path (10), which extends from the first end of the lower structure to the second end next to the first transport path (7) and is formed by a second plurality of beams (5) formed by beams (6) positioned on at least some of the piers in the pier.

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