SUPERSTRUCTURE OF A STREET, A ROAD OR A SQUARE

Description

[0001] The invention relates to a superstructure of a road, path, square or the like, wherein the superstructure comprises several strip-shaped structural elements.

[0002] Such a superstructure is known, for example, from GB 194 347 A. All structural elements are identically shaped and have inclined side surfaces.

[0003] EP 3 101 176 A2 discloses a method for producing a road structure, wherein the soil or a layer is profiled so that an arch-like elevation is created.

[0004] The superstructure forms the uppermost part of the road structure. It is laid directly on the previously constructed substructure or on natural ground, with the so-called subgrade located between the substructure and the superstructure.

[0005] In road construction, roads are often renewed under a partial closure in order to at least partially maintain traffic on the relevant section of the route.

[0006] To ensure traffic safety and compliance with workplace regulations for employees, safety distances between traffic and the work area must be maintained, and safety measures must be implemented. This means that many narrow streets with a total width of less than 7.2 meters cannot be partially resurfaced. Full closures with extensive detours are necessary.

[0007] Even if a partial closure is possible, the safety measures, e.g. for preventing vehicles from falling into the excavations to be made, involve considerable additional financial and time expenditure.

[0008] It is therefore desirable to construct roads, paths, and squares from the outset in such a way that they have the longest possible service life, in particular to withstand heavy traffic loads over a long period. On the other hand, it is desirable to be able to replace an existing superstructure with a new, possibly improved, one as quickly as possible. The object of the present invention is therefore to provide a superstructure for a road, path, or square that can absorb traffic loads particularly well and over a long period, and to provide a method by which such a superstructure can be produced.

[0009] According to a first aspect of the invention, this problem is solved by a superstructure of a road, path or square with the features of claims 1 and 8.

[0010] The angled side surfaces allow the strips to interlock, significantly improving the load-bearing capacity of the pavement compared to current technology. At the end of the manufacturing process, the strips interlock so tightly that their load-bearing capacity even surpasses that of a completely intact slab. Such a pavement not only has a longer lifespan but is also particularly easy to manufacture. While the use of modified equipment is possible and advantageous, it is not mandatory. Conventional equipment currently available on the market can also be used for this specific type of base course production. A unique aspect of the construction process involves removing the bound or unbound material in strips during road rehabilitation or utility installation work on an existing road, and then immediately replacing the new material in the same strips.The order of the strips varies depending on the subsoil and the installation equipment to achieve the desired effect. A strip, as defined in the invention, is present when the length of the component is equal to or greater than its width, with the width being the direction in which another type of component connects to it, for example, the direction in which an intermediate strip connects to a foundation strip.

[0011] Trenches can be excavated in a linear pattern and immediately refilled with a setting or hardening material. Suitable materials include concrete or asphalt. The material in a refilled trench can harden before the adjacent trench is excavated and refilled.

[0012] The advantages of the invention lie particularly in the fact that completed strips can be made available to traffic on the opposite side.

[0013] Except for very deep foundation trenches, wedge-shaped strips are always formed, which are longer or wider on their upper side than on their lower side. Thus, the strips interlock or block each other.

[0014] The self-locking, pre-defined fracture surfaces designed or produced in this way are already of such small dimensions that further deterioration is virtually impossible. Simultaneously, reflection cracks caused by temperature fluctuations in the superstructure layers are reduced to such an extent that only thin superstructures are required. The strips no longer fracture but instead form a permanent masonry structure.

[0015] Due to the immediate backfilling, there are no significant negative construction pits / fall hazards outside of construction activities, and therefore no long-term construction sites. Outside of construction activities, areas can even be used fully on a temporary basis.

[0016] The principle of interlocking strips can also be applied to the already more subdivided concrete paving construction.

[0017] If you lay the foundation strips first, you can then insert and lay the intermediate and crown strips from above.

[0018] In the case of continuous laying joints that are not interrupted by offset stones, stabilization in the third dimension can be achieved in this way.

[0019] The principle of interlocking the stones can also be implemented with staggered joint patterns. In the case of paving stones, the slopes of the outer edges do not require parallel strips of equal width, but simply a coordinated geometry between adjacent stones.

[0020] Particular advantages arise when the crown strip is symmetrical with respect to a central longitudinal plane. In particular, the entire superstructure can be symmetrical with respect to the central longitudinal plane of the crown strip. This makes it especially easy to construct a vault support layer. The upper surfaces of the structural elements can form a flat surface. This makes it particularly easy to apply a flat top layer.

[0021] The building elements can be made of a hardening or setting material, in particular concrete or asphalt.

[0022] The superstructure is designed, at least in one area, as a wedge-shaped, interlocking vault.

[0023] This creates a wedge-shaped arch that is self-locking under traffic loads with regard to downward vertical movement. This allows for a significantly reduced effort, particularly when repairing heavily trafficked areas, through the recycling of local materials and less intervention than with deep-level installation.

[0024] The intermediate strips and foundation strips can be wider than the crown strip(s). The crown strips result from the existing or desired road width as a residual strip compared to the foundation strips and intermediate strips, which are approximately the same width. Specifically, they can have a width ranging from 10 cm to 1 m. The intermediate strips can have widths ranging from 0.5 m to 1.5 m. The foundation strips can have widths between 0.5 m and 2 m and depths ranging from 20 cm to 80 cm.

[0025] The crown strips can be higher than adjacent intermediate strips. In particular, they can be designed so that they form an interlocking pattern at the bottom by means of a small undercut, thus interlocking against vertical upward lifting.

[0026] The superstructure features at least one wedge arch, comprising at least two foundation strips, two intermediate strips, and a crown strip. This allows, for example, the design of one half of the road with a particularly high load-bearing capacity. At least one further wedge arch can be provided, also comprising at least one foundation strip, two intermediate strips, and a crown strip. Thus, for example, an entire road width can be constructed with two wedge arches, with each half of the road having its own wedge arch and the two halves sharing a central foundation strip.

[0027] Preferably, the superstructure has a road surface on the top of the structural elements. This can, for example, be made of asphalt.

[0028] The invention also includes a method for manufacturing a superstructure according to the invention, comprising the following process steps: a) Excavation of a first trench for a foundation strip or a crown strip; b) Filling the first trench with curable material; c) Excavation of a second trench for an intermediate strip; d) Filling the second trench with curable material; e) Excavation of a third trench for the other strip according to step a); f) Filling the third trench with curable material, wherein the sloping side surfaces of the strips are created by shaping the trenches accordingly or by removing appropriate trench fill material.

[0029] According to one method variant, a superstructure can be applied to the strips.

[0030] First, an existing superstructure can be milled off or a road can be demolished.

[0031] Utility lines can be installed before the trenches are dug.

[0032] In particular, the following procedures can be used for the rehabilitation of roads with thicker bound pavement: 1. Milling of a working level using milling machines; 2. Excavation of a foundation trench in the center of the road using an excavator or milling machine, followed immediately by the replacement of the new road material, its compaction, and leveling to the working level; 3. Excavation of an adjacent shoulder trench using an excavator or milling machine, followed immediately by the replacement of the new road material, its compaction, and leveling to the working level; 4. Repeating steps 2 and 3 on the first half of the road to be completed; 5. Excavation of a central crown trench between the two already completed outer arches using an excavator or milling machine, followed immediately by the replacement of the new road material, its compaction, and leveling to close the gap to the overall arch; 6. Repeating steps 4 and 5 on the opposite side of the road; 7.In the case of greater road widths, the construction of one or more additional arches may also be necessary; 8. Superstructure of the arched superstructure with one or more layers of asphalt or concrete as the road surface.

[0033] If, in addition to the partial renovation of roads, utility lines are to be installed, the following procedure can be used: 1. Partial demolition of the road; 2. Excavation and installation of the new utility lines; 3. Backfilling of a working level up to the level of the final superstructure layers; 4. Excavation of a crown trench in the center of the rehabilitation using an excavator or milling machine, followed immediately by the replacement of the new road material, its compaction, and leveling to the working level; 5. After the crown strip has hardened, excavation of an adjacent trench for an intermediate strip using an excavator or milling machine, followed immediately by the replacement of the new road material, its compaction, and leveling to the working level; 6. After the intermediate strip's fill material has hardened, excavation of an adjacent foundation trench using an excavator, followed immediately by the replacement of the new road material, its compaction, and leveling to the working level; 7. Excavation of a trench for an intermediate strip and backfilling on the other side of the crown strip; 8.After the intermediate strip has hardened, an adjacent foundation trench is excavated using an excavator or milling machine, and the new road material is immediately replaced, compacted, and leveled to the working surface; 9. The superstructure of the arched support layer (the strip) is then laid with one or more layers of asphalt or concrete as the road surface.

[0034] Currently, the teaching for trenches in existing roads, in the course of excavations for supply and disposal lines or repairs, is to cut open their bound superstructure with vertical cuts and also to reattach the bound repair materials to these vertical cut edges.

[0035] But it would be possible to implement the principle of interlocking strips here as well, at least starting as a first step in the expansion process.

[0036] When repairing or constructing new supply and disposal lines in the roadbed of existing roads, the separating opening cuts of the trench walls in the bound superstructure could be incorporated diagonally into the existing bound superstructure, depending on their position in the cross-section, as foundation strips, intermediate strips or crown strips.

[0037] Depending on the total width of the required trenches, at least one or more wedging strips would be constructed when closing the construction areas. The remaining road sections would remain in their original condition until they require repair. This allows the infrastructure to be gradually upgraded during utility work or partial renovations.

[0038] Even if the existing strip sections were only constructed to the same thickness as the existing bonded layers, a sloping cut edge within the existing bonded pavement is certainly a first step and better than the currently common perpendicular or vertical edges. A conically cut trench cover also wedges itself under traffic load, unlike the currently only vertical cuts, and can be excavated particularly well if work continues much later, but until then, it cannot be pushed in.

[0039] A superstructure according to the invention can be produced by producing at least two strips simultaneously and using a slipform paver.

[0040] In particular, if a road is to be newly constructed, the following procedure can be followed: 1. Preparation of the subgrade for the new road; 2. Backfilling with unbound pavement layers, partial pre-profiling of a cambered subgrade; 3. Leveling of one side to the mass equalization level as a drivable road; 4. Installation of two foundation strips and a crown strip using a slipform paver; 5. Installation of the two remaining intermediate strips; 6. The first construction phase now serves as a construction road, profiling of the subgrade for the second half of the road; 7. Installation of an opposing foundation strip and the crown strip; 8. Installation of the two remaining intermediate strips; 9. Paving of the cambered subgrade (the strips) with one or more layers of asphalt or concrete as the road surface.

[0041] A slipform paver can produce all strips simultaneously by producing leading strips whose walls are coated with a release agent, and then immediately filling in the remaining intermediate strips. A trailing smoother can then apply the finish to the entire surface of all the still-fresh strips at once.

[0042] Because of the required feeding of the paver, it makes sense to construct the road on one side at a time, so that the material does not have to be delivered on the pre-profiled subgrade.

[0043] In contrast to the undesirable central seam in traditional road construction, a wedge arch constructed in two halves of the road has no final weak point in the middle of the road.

[0044] It is also conceivable to manufacture the pavement across the entire width of the road with a uniform layer thickness. This would still result in a pavement structure with interlocking strips, but without vertical joints. This is advantageous for load distribution.

[0045] If only the surface layer of a road is renewed, it is conceivable to cut the remaining bound base layers underneath into wedge-shaped strips using appropriately differently inclined cuts, in order to improve their load distribution and to prevent later uncontrolled, unfavorable cracking by means of wedge-shaped cutting.

[0046] The process can be further refined by spraying freshly milled or exposed flanks of the already installed and hardened strips with bituminous material before the subsequent strips are applied. This serves to retain water during the setting of the newly applied material, to distribute stresses from later compressive forces without stress peaks, and to seal the joint surfaces in the finished wedge arch formed from the strips.

[0047] Additional angled recutting of the already hardened material in one of the previously excavated trenches can be carried out if the stability or shape of the trench excavation or defects have led to an unsightly joint shape.

[0048] If the central crown trenches are dug somewhat deep, some material can also spread under the intermediate strips. After hardening, this creates an interlock, preventing the crown strip from shifting upwards.

[0049] To prevent reflective cracking in asphalt, no additional measures are required across the width of the strips due to their relatively narrowness. Regular longitudinal transverse cracks can be created by heavy rollers through microcracking.

[0050] However, specific joint patterns can also be created using vibrated joints to achieve even better shear strength. A desired reduced grid spacing can also be optimized so that hydraulically bound materials can be covered with just a thin layer of asphalt.

[0051] In the event that the wedge vault were to be constructed as a finished concrete slab on the surface, the joint design could also be optimized in this way.

[0052] According to the invention, the road is produced with small-scale fractures but with precisely defined three-dimensional fracture points, so that these cracks cannot spread apart and the structure remains intact.

[0053] Further features and advantages of the invention will become apparent from the following detailed description of exemplary embodiments of the invention, with reference to the figures in the drawing, which show essential details of the invention, and from the claims. The features shown therein are not necessarily to scale and are depicted in such a way that the inventive features are clearly visible. The various features can be implemented individually or in any combination in variants of the invention.

[0054] The schematic drawing shows exemplary embodiments of the invention in various stages of use, which are explained in more detail in the following description.

[0055] They show: Fig. 1 shows a first embodiment of a road with a superstructure according to the invention; Fig. 2 shows a second embodiment of a road with a superstructure according to the invention; Fig. 3 shows a representation of a third embodiment of a superstructure according to the invention, which is not arched; Figs. 4a - 4k illustrate a method according to the invention for producing a superstructure; Figs. 5a - 5i illustrate an alternative method; Figs. 6a - 6i illustrate the process sequence using a slipform paver.

[0056] The Figure 1Figure 1 shows the superstructure 1 of a road. The superstructure 1 comprises foundation strips 2, crown strips 3, and intermediate strips 4. The two outer crown strips 2 have only one inclined side surface 5, while the other strips 2, 3, 4 have two inclined side surfaces. In particular, the side surfaces of the remaining strips 2, 3, 4 have an angle to the vertical that is greater than 0° and less than 90°. The inclination of the side surfaces of adjacent strips 2, 3, 4 is aligned with each other. Due to the inclined side surfaces, the strips 2, 3, 4 are wedged together.

[0057] Strips 2, 3, 4 are made of a hardening or setting material, in particular concrete or asphalt.

[0058] The vertex strips 3 have a narrower width than the intermediate strips 4 and the foundation strips 2.

[0059] Strips 2, 3, 4 in the left half form a first wedge arch 6, while strips 2, 3, 4 in the right half form a second wedge arch 7. Both wedge arches 6, 7 share the central foundation strip 2. The entire road therefore has two wedge arches 6, 7. One wedge arch 6, 7 is provided for each half of the road. On the upper surface, strips 2, 3, 4 form a flat surface on which a road surface 8 is laid.

[0060] Furthermore, it can be seen that the foundation strips 2 have a top surface O which has a smaller width than their bottom surface U.

[0061] The intermediate stripes 4 have a top surface O that is wider than the bottom surface U. The same applies to the vertex stripes 3.

[0062] The Figure 2 Figure 1.1 shows a second embodiment of a superstructure. In contrast to the representation of the Figure 1Two intermediate strips 4 are arranged between the foundation strips 2 and the crown strips 3. Two wedge arches 6, 7 are also formed. In principle, it is conceivable to provide only one wedge arch for the entire width of the road. It is also conceivable to provide several wedge arches, in particular more than two, for a given road width.

[0063] In the design of the superstructure 1.3 according to the Figure 3It can be seen that this is not designed as a wedge-shaped arch. Nevertheless, the foundation strips 2 also have side surfaces inclined to the vertical, to which an intermediate strip 4 with a correspondingly inclined side surface is attached. Here it can be seen that the intermediate strips 4 are also designed such that the upper surface O has a greater width than the lower surface U, but that the upper and lower surfaces O, U are aligned parallel to each other. In the previous embodiments, the upper and lower surfaces O, U of the intermediate strips 4 were not aligned parallel to each other. This only applied to the foundation strips 2 and the crown strips 3.

[0064] Also through a design in accordance with the Figure 3However, a wedging effect is achieved, creating a superstructure 1.3 that can withstand higher traffic loads than previously used superstructures. A crest strip 3 is again provided in the center of the superstructure 1.3. Figure 3 All stripes 2, 3, 4 have parallel top and bottom surfaces.

[0065] Furthermore, it can be seen that the inclinations of the cut walls of the intermediate strips 4, starting from the vertex strips 3, increase slightly towards the outside with each additional strip.

[0066] The Figure 4 shows various work steps that must be carried out to rehabilitate a road and install a superstructure according to the invention.

[0067] In the Figure 4a A working level 10 is created by milling with a milling machine. Subsequently, a trench 11 for a foundation strip is excavated in the center of the road using an excavator or a milling machine, see Figure 4b .

[0068] According to the Figure 4c Trench 11 is filled with road material 12. The road material 12 is compacted and leveled to the working level 10. Subsequently, trench 13 is also excavated using an excavator or milling machine. Here it can be seen that on the left side, a portion of the road material 12, which forms a foundation strip 2, is removed, creating a sloping side surface 5. Trench 13 is excavated in such a way that a bottom surface U is inclined to the horizontal and a side surface S is inclined to the vertical.

[0069] Then, according to Figure 4d Trench 13 is filled with road material, creating an intermediate strip 4. The road material is also compacted and leveled to the working level 10. Subsequently, trench 14 is excavated for another foundation strip. This trench 14 is then filled according to... Figure 4eThe trench is filled with road material, compacted, and leveled. Then, another trench (15) is excavated for a further intermediate strip, again creating appropriately sloping side surfaces.

[0070] After filling trench 15 with road material, creating an intermediate strip 4 (see Figure 4f A trench 16 is excavated for a summit strip. This is shown to Figure 4g It is filled with road material, compacted, and then leveled again. In the Figure 4g A wedge vault has been completed on the left side of the street. To create a wedge vault on the right side of the street, another trench 17 is excavated to the right of the central foundation strip 2 for an intermediate strip with sloping sides. This will, as can be seen from the Figure 4hThe trench is filled with road material and compacted. A further trench (18) is then excavated for a right-hand foundation strip.

[0071] This is evident from the fact that Figure 4i The trench is filled with road material and compacted. After the road material has hardened, another trench 19 is excavated for an intermediate strip. After trench 19 is filled with road material and compacted, a trench 20 is excavated, again using, for example, an excavator or milling machine, and then, see... Figure 4k , filled with road material. A road surface 21 is then applied, see Figure 4k .

[0072] During the Figure 5 The described procedure variant is carried out in the Figure 5a First, the existing superstructure in area 30 will be demolished. Furthermore, a trench 31 will be excavated, see [link / reference]. Figure 5bUtility lines 32 are installed in this trench 31. The trench 31 is then backfilled with unbound road material up to the working level 34, see [reference]. Figure 5c .

[0073] Then, accordingly Figure 5d A trench 35 was excavated in the center of the remediation area using an excavator or milling machine. This trench 35, which is intended for a crown strip, will be, according to the information provided, Figure 5e The trench was filled and compacted with road material. Trench 35 was already created with appropriately sloping sides. A further trench 36, intended for an intermediate strip, is then excavated. Trench 36 is shown to be Figure 5f The trench was filled with road material and compacted. Then, a trench 37 was excavated for a foundation strip. This was, according to the information provided, Figure 5gThe area is filled and the fill material is compacted. Subsequently, a trench 38 is excavated on the left side of the summit strip 3 for a further intermediate strip. This trench 38 is shown in the Figure 5h The area is filled and compacted with road material. Subsequently, a trench 39 is excavated for another foundation strip. This will be, according to the information provided... Figure 5i The area is filled and compacted with road material. A road surface can then be applied.

[0074] In the Figures 6a to 6i The production of a track superstructure using a slipform paver is shown. According to the Figure 6a A 40 mm subgrade is created by excavation. According to the Figure 6b New unbound building materials 41 are introduced. On the left half, a pre-profiling of a curved substrate 42 takes place. Subsequently, half of the level 43 is constructed from unbound material, as described in the Figure 6cThis level 43 can be seen. It can be used as a drivable construction road.

[0075] Following this, according to [source / information] Figure 6d Two foundation strips 2 and one crown strip 3 were produced using a slipform paver. A slipform paver can produce strips 2 and 3 simultaneously by producing leading strips whose walls are coated with a release agent. The remaining intermediate strips can then be filled immediately afterwards, see [reference]. Figure 5e , f. A trailing smoother can perform the finishing on the entire surface of all still fresh stripes simultaneously.

[0076] Because of the required feeding of the slipform paver, it makes sense to construct the road on one side at a time, so that the material does not have to be delivered on the pre-profiled subgrade.

[0077] According to the Figure 6fThe left half of the road is complete. The right half of the road will then be profiled.

[0078] According to the Figure 6g The right foundation strip 2 and the crown strip 3 are manufactured simultaneously using the slipform paver.

[0079] According to the Figure 6h The intermediate strips 4 are then produced using a slipform paver.

[0080] In the Figure 6i Superstructure layers 44 are applied.

[0081] The inventive method provides that trenches can be created both vertically from top to bottom and diagonally from top to bottom using milling and excavating equipment. A trench excavated in loose building material will settle slightly, resulting in sloping walls rather than vertical ones. Inclines exceeding this natural slope angle can be further shaped. Due to its settling properties, loose material can also be excavated under or beside an overhanging slope.

[0082] Trenches milled or cut diagonally through bonded or hardened material remain standing even with overhanging walls without collapsing.

[0083] Milling machines can also remove or mill away sections of previously placed and already hardened material such as concrete or HGT (high-density concrete). The consistency of fresh concrete and HGT can be controlled so that, when manufactured using slipform pavers, walls with inclined and even slightly overhanging shapes can be produced.

[0084] In summary, self-locking wedge arches can be economically produced in both new construction and renovation projects using milling machines, excavators, and slipform pavers.

Claims

1. Superstructure (1, 1.1, 1.3) of a road, a path or a square, the superstructure (1, 1.1, 1.3) having a plurality of strip-shaped structural elements, of which a. at least one structural element is designed as a foundation strip (2), the upper side (O) of which has a smaller width than its underside (U) and which has at least one side surface (5) which has an angle of between 0O and 90O to the vertical, b. at least one structural element is designed as an apex strip (3), the upper side (O) of which has a greater width than its underside (U), and which has side faces on opposite sides which have an angle of between 0O and 90O to the vertical, c. at least one structural element is designed as an intermediate strip (4), the upper side (O) of which has a greater width than its lower side (U) and which has lateral surfaces on opposite sides which have an angle of between 0O and 90O to the vertical, the inclinations of the lateral surfaces of adjacent structural elements being matched to one another, characterized in that the superstructure (1, 1.1) has at least a first wedge vault (6, 7) which is self-locking under traffic loads with regard to vertical downward movements and which has at least two foundation strips (2), two intermediate strips (4) and an apex strip (3).

2. Superstructure according to claim 1, characterized in that the apex strip (3) is symmetrical with respect to a central longitudinal plane.

3. Superstructure according to one of the preceding claims, characterized in that the upper sides (O) of the structural elements form a flat surface.

4. Superstructure according to one of the preceding claims, characterized in that the structural elements are formed from a hardening material or setting material, in particular concrete or asphalt.

5. Superstructure according to one of the preceding claims, characterized in that the intermediate strips (4) and the foundation strips (2) are wider than the apex strip or strips (3).

6. Superstructure according to one of the preceding claims, characterized in that the apex strip (3) is higher than adjacent intermediate strips (4).

7. Superstructure according to one of the preceding claims, characterized in that at least one further wedge vault (6, 7) is provided, which has at least one foundation strip (2), two intermediate strips (4) and an apex strip (3).

8. Superstructure according to the preamble of claim 1, characterized in that the foundation strips (2) have side surfaces inclined to the vertical, each of which is adjoined by an intermediate strip (4) with a correspondingly inclined side surface, and an apex strip (3) is provided in the middle of the superstructure (1. 3) is provided, wherein the upper and lower sides (O, U) of all strips (2, 3, 4) have parallel upper and lower sides and the inclinations of the cut walls of the intermediate strips (4) starting from the apex strip (3) increase slightly outwards with each further strip, whereby wedging is achieved.

9. Superstructure according to one of the preceding claims, characterized in that it has a road surface on the upper side of the structural elements.

10. Method for producing a superstructure (1, 1.1, 1.3) according to one of the preceding claims, comprising the method steps: a. Excavation of a first trench (11, 35) for a foundation strip (2) or an apex strip (3); b. Filling the first trench (11, 35) with hardenable material; c. Excavation of a second trench (13, 36) for an intermediate strip (4); d. Filling the second trench (13, 36) with hardenable material; e. Excavating a third trench (16, 37) for the respective other strip according to step a; f. Filling the third trench (16, 37) with hardenable material, whereby the side surfaces of the strips, which are inclined to the vertical, are formed by producing the trenches with a corresponding shaping or by correspondingly removing trench filling material.

11. Method according to claim 10, characterized in that a top structure (21) is applied to the strips.

12. Method according to one of the preceding claims 10 or 11, characterized in that an existing superstructure (30) is first milled off or a road is demolished.

13. Method according to one of the preceding claims 10 to 12, characterized in that supply lines (32) are installed before the trenches are made.

14. Method according to one of the claims 10 to 13, characterized in that during the repair or new construction of supply and disposal lines in the road body of existing roads, separating opening cuts of the trench walls in the bound superstructure, depending on the position in the cross-section as foundation strips, intermediate strips or apex strips, are also introduced obliquely in the existing bound superstructure.

15. Method for producing a superstructure according to one of claims 1 to 9, characterized in that at least two strips are produced simultaneously and a slipform paver is used.