WO2018145169A1

WO2018145169A1 - Railway track support system, components thereof and construction method

Info

Publication number: WO2018145169A1
Application number: PCT/AU2018/050111
Authority: WO
Inventors: Glynn Jones; Nigel Walrond; Ian Saul
Original assignee: Mercury Rail Pty Ltd
Current assignee: Mercury Rail Pty Ltd
Priority date: 2017-02-13
Filing date: 2018-02-13
Publication date: 2018-08-16
Anticipated expiration: 2019-08-13
Also published as: AU2018218192A1

Abstract

A transverse brace (4) gauge bar maintains spacing between two opposed and parallel longitudinal rail (1, 21) bearers (6a, 6b). A locking arrangement (10) has a locking mechanism (15) with portion (17) that slots into a recess (16) in the respective bearer. Latches or arms lock into respective latch recesses (19) inside the longitudinal beam when levers (12, 14) are operated. A railway track (100) mounts onto rails ((21) of an existing railway track system. A plinth rests on sleepers (40) of an existing railway track system or is supported on the rails of the existing railway track. Resilient material (38), such as HDPE, is between a plinth (36) and the top of each rail (21) to help reduce vibration transfer to the existing rail system. An elevated railway track (200) has a support frame (204).

Description

RAILWAY TRACK SUPPORT SYSTEM, COMPONENTS THEREOF AND

CONSTRUCTION METHOD

FIELD OF THE INVENTION

[0001 ] The present invention relates to railway Infrastructure.

[0002] In particular, one or more forms of the present invention relates to structure and/or components/systems used in or applicable to a railway ladder track structure.

[0003] Another form of the present invention relates to the construction method and applications for which it can be used.

BACKGROUND TO THE INVENTION

[0004] Railway rails are traditionally held down to horizontal concrete, steel or wooden sleepers by some form of fastening arrangement.

[0005] For example, wooden or formed steel wedges that are hammered into the space between the side of the rail and an upward extending arm of a rail 'chair', have been used to hold the rail steady and prevent lateral movement or rail tilt with respect to the chair and sleeper.

[0006] The wooden or steel wedges can work their way out of the gap over time due to vibration of passing trains, heat expansion and cooling contraction of the rail relative to the chair.

[0007] Alternative track systems include 'ladder track' systems, which are traditionally used in situations where the use of ballast is problematic and a robust ground level solution is required. [0008] Ladder tracks have been in operation in the railways since the 1830's, and are an excellent method of creating a railway where traditional ballasted track would be either expensive or impractical.

[0009] Ladder track systems have historically had an issue with sinking, because the longitudinal beams are thin and easily wear away the surface on which they sit as vibration from the trains is passed through them.

[0010] Preassembled ladder track systems also have the issue of

transportation. Due to its shape, a preassembled ladder track will have large material gaps between the rails during transportation.

[001 1 ] Furthermore, due to its difficult-to-transport form, ladder tracks are notorious for arriving to a worksite damaged beyond repair. The rungs are intended to maintain gauge between the opposed lengths of rail tend to twist during loading and unloading for transportation, which will render the spacing between the rails out of gauge for the passage of trains.

[0012] Unlike sleeper constructed rail track systems that use transverse wooden, metal or concrete sleepers joining the two opposed rails, ladder track systems have longitudinal bearers/supports under the rails, these

bearers/supports being connected by transverse braces i.e. the 'rungs', hence the name 'ladder track'.

[0013] If the transverse braces or 'rungs' are not attached securely to the longitudinal bearers/supports, and optionally provided with an adjustment system, the spacing between the bearers/supports can vary and, detrimentally, the rails can go out of gauge.

[0014] Periodic/cyclic maintenance costs are also a major drain on resources and capital. Being able to reduce such costs and resources provides substantial benefits to the railway operator and/or track maintenance personnel. [0015] It has also been realized that the cost of crushed stone ballast is a significant economic cost in railway infrastructure maintenance. Removing existing rails and sleepers, digging out the old ballast and laying new ballast, then replacing the track and sleepers takes a significant amount of time and financial input.

[0016] Alternative ballast-less track systems are currently too costly, with unnecessarily high material costs and complex and time consuming construction methods.

[0017] For most systems, the most complex type of construction to address on railway track alignments are in renewals areas, where site surveys have found that most of the alignment is in less than perfect condition.

[0018] Regularly in such areas the existing ballast appears to have degraded to dust, which has then mixed with run-off/flood and rain waters to create a material with density close to a low-grade concrete, often heavily polluted.

[0019] Lack of drainage to remove rain water or run-off water from the track can also result in damage to existing railway infrastructure. Elevating the track helps to avoid such problems. However, elevating ballasted track is not practical unless more ballast is simply added under the sleepers, which only adds to the cost of ballast and risks damage to drainage systems and possible collapse of the rails through spreading/sinking ballast.

[0020] One or more forms of the present invention is/are uniquely suited to suited to such applications to simplify and reduce costs on a number of aspects of a railway track infrastructure build project.

[0021 ] Removal of the dense and polluted material, and the sleepers which are encased in it, would not be a financially viable solution and is often the reason for high cost "variations", project overruns or project cancellation as costs increase in the planning phase.

[0022] It is with one or more of the aforementioned issues associated with railway rail infrastructure that the present invention has been developed.

[0023] It has been found desirable to provide one or more forms of the present invention that alleviate(s) one or more of the aforementioned problems.

SUMMARY OF THE INVENTION

[0024] It has been realised that a marginally elevated ballast-less railway track system, which is preferably modular in construction and preferably includes one or more such design features as removable rungs or embedded services routes or high levels of vibration reduction.

[0025] An aspect of the present invention provides a railway track system including a plurality of spaced plinths supporting at least one beam between two such spaced plinths, the at least one beam supporting thereon at least one rail extending longitudinally along the respective beam.

[0026] Preferably, the railway track system is a ballast-less railway track system.

[0027] More preferably, the railway track system is arranged and configured to mount over existing railway track. For example, the railway track system may be installed above existing railway track infrastructure.

[0028] Preferably the plinth or each plinth may be mounted onto one or more rails of an existing railway track system. [0029] Preferably the existing railway track system is a ballasted railway track system.

[0030] The at least one plinth may be supported by the at least one rail of the existing railway track or may be supported by the ground or on the ballast of the existing track or on a ground structure, such as a concrete track bed for the existing track.

[0031 ] Thus, the ballast-less railway track system may be mounted/installed above existing rail infrastructure with the at least one plinth mounted on the existing ground formation and located on existing rails.

[0032] It will be appreciated that the ballast-less railway track system can add height to the railway track structure, allowing for a reduction in the requirements for more expensive elevated systems when clearance to the rail is a key design requirement.

[0033] It will be appreciated that the ballast-less railway track system according to one or more forms of the present invention reduces requirements for preparative construction works of standard ballasted railway track systems.

[0034] With the aforementioned in mind, a further aspect of the present invention provides a method of installing a railway track system, including the steps of placing a plurality of plinths at spaced intervals over an existing railway track, providing at least one beam extending between adjacent plinths, supporting at least one rail on the at least one beam to provide the railway track system over the existing railway track system.

[0035] Preferably the method includes the steps of supporting two said beams extending onto and between each of two spaced said beams, the two spaced said beams being laterally spaced with respect to one another, and each of the two spaced said beams supporting a rail such that the rails are spaced laterally with respect to one another.

[0036] Preferably the two spaced beams are connected together by at least one brace. Preferably the at least one brace is removably connectable to at least one of the two beams.

[0037] One or more of the plinths may include ground engagement means. Preferably the ground engagement means includes at least one projection to engage into the ground.

[0038] The method of installation may include positioning the at least one plinth onto the existing railway track. Preferably the method includes positioning the at least one plinth onto the rails of an existing railway track.

[0039] Preferably a resilient material is positioned between the top of the existing rail(s) and a contact portion of the respective plinth.

[0040] Alternatively, the method may include positioning the at least one plinth onto the ground and spanning the rails of the existing railway track.

[0041 ] With the aforementioned in mind, an aspect of the present invention provides a railway rail support system including at least two longitudinal railway rail bearers, each having multiple spaced recesses; each said recess arranged to receive a railway rail retention system.

[0042] A further aspect of the present invention provides a bracing and gauge holding system including at least one transverse brace to maintain a desired spacing between two opposed longitudinal railway rail bearers. This system can be used to maintain the spacing between the longitudinal beams and forms the lateral connections of the 'ladder'. [0043] The transverse brace or each transverse brace may be removable from connection with the two longitudinal bearers.

[0044] The transverse brace or each transverse brace of the bracing and gauge holding system may include a locking mechanism to hold it to the respective longitudinal bearer(s).

[0045] The longitudinal bearers may include a plasticized composite material utilising recycled materials.

[0046] An alternative form of the longitudinal bearers may utilise a concrete beam.

[0047] Preferably, the transverse brace or each transverse brace is predominantly are of a steel, preferably of hollow section, and more preferably including a retention plate at a first end and a locking mechanism a second end opposite the first end.

[0048] An assembled railway rail support system embodying one or more forms of the present invention can be located on top of a concrete plinth at each end of the longitudinal bearers, providing a stable foundation not prone to differential settlement.

[0049] Preferably, each plinth includes a locating means, such as a bracket, for locating and restraining the respective ends of the longitudinal bearers at the plinths.

[0050] The locating means may be made of steel, may preferably be cast into the top of the respective plinth. [0051 ] For the concrete version of the longitudinal bearer, there a

rubberized/resilient pad may be provided between the locating means and the respective bearer to protect from abrasion between the surfaces. This is optional for the aforementioned plasticized version of the bearer.

[0052] The locking mechanism at one or both ends of the transverse brace may include a lock arrangement having multiple locking bars to the exterior that, when thrown, activate respective pressure locks that move into recesses internal to the longitudinal beam surface.

[0053] Preferably the lock arrangement forms part of the transverse brace, locking it to the longitudinal bearer. This locking mechanism preferably remains open during installation.

[0054] The other end of the transverse brace preferably features a plate (such as a welded plate, preferably square), which sits in a housing on the other, opposed, longitudinal bearer.

[0055] Once that other plate type connection of the transverse brace is made to the other longitudinal bearer, the locking mechanism is operated at the opposite end of the transverse brace to lock the transverse brace into position.

[0056] Preferably, on an upper side of the longitudinal bearer is a rail retention unit. This rail retention unit connects the rail to the upper side of the bearer.

[0057] The bearer or each bearer may include concrete containing cement (such as Portland cement) or be a geo-polymer concrete, containing proportions of fly ash and slag or of a plasticized composite material, utilising recycled plastics and rubber. [0058] The bearer and plinth arrangement may be formed as a cast or extruded concrete/geo-polymer concrete beam or it may be formed through an injection molding process when plasticized materials are used.

[0059] The longitudinal bearers may preferably include a combined services route installed on the outside of each Beam. The services route can be sufficiently large enough to contain a number of utility services..

[0060] The services route preferably features a "J" shaped conduit route to allow for easy cable installation whilst protecting the services.

[0061 ] The services route may be covered by a High Density Polyethylene (HDPE) cover with a cover locking mechanism. This cover locking mechanism prevents the cover from being removed without the use of a tool/key.

[0062] The services route cover can be robust enough to protect against impact damage from moderate concussive blows.

[0063] Another aspect of the present invention provides a railway way track support system provided as a ladder track system for assembly in situ, the ladder track system including at least two longitudinal bearers, each said bearer configured to receive a number of rail retainers along an upper surface thereof, and a number of releasably lockable transverse braces arranged to releasably connect the longitudinal bearers in spaced parallel relationship to each other.

[0064] Each of the transverse braces may include a lock arrangement configured to engage into a receiver on at least one of the longitudinal bearers and releasably lock the respective transverse brace thereto.

It will be appreciated that one or more forms of the present invention provides for enhanced track stability and safety at higher elevations than the traditional elevated track version, without the expense of a fully elevated track option. [0065] Construction methodology for renewal of existing track.

[0066] Depending on the pre-construction survey results, either the "On Rail" or "On Track" solution is utilised.

[0067] At least two alternative methods of assembling the ladder track system embodying the present invention are envisaged and described.

[0068] The gauge bar linking together the two supports for the rails of the ladder track system can be assembled to the supports prior to transport to site, or can be applied on-site to reduce transportation costs.

[0069] The gauge bars may be attached to the rail supports using bolts or a releasable locking mechanism, or a combination of both.

[0070] A shim arrangement may be employed for final adjustment of rail height.

[0071 ] If required, one or more shims is installed between the plinth and the rail support beam that extends in line with and under the rail and between plinths.

[0072] The shims are preferably of steel or include steel, but can also be cast iron or a polymer depending on individual requirements, or a combination thereof.

[0073] Any differential settlement over time is easily remedied by replacing the shim with a thinner or thicker shim as required.

[0074] Preferably a services route may be embedded within the (longitudinal) support beam. The services route may be protected by a lockable cover, preferably a hinged cover. Preferably, the cover may be hinged at the bottom for ease of use and safety.

[0075] The railway track system incorporated in one or more forms of the present invention may include at least one beam mounting bracket.

[0076] Preferably the beam mounting bracket may be cast into, onto or bolted to a concrete plinth.

[0077] A resilient pad will be fitted between the beam mounting bracket and the beam for vibration mitigation. The resilient pad may be termed a vibration mitigation pad. Such a pad may be formed of laminations of materials.

[0078] The laminated materials may include resilient materials of the same or differing density.

[0079] Preferably the resilient material or materials may include HDPE.

[0080] The laminated materials may include layers of composite materials.

[0081 ] At least one shim may be provided between the respective resilient pad and the beam to mitigate abrasive wear.

[0082] The at least one shim may include a metal, a hardened polymer, or combination thereof. For example, the shim or each shim may include steel.

[0083] The at least one shim may be or include a predominantly flat plate of one or more layers. The plate may be formed of multiple layers. The plate may include a mesh. [0084] The plinth may include at least one projection extending from the base thereof. For example, the projection or each projection may be in the form of a peg or stub of material, such as a continuation of the material of the plinth, which may preferably be concrete.

[0085] The projection or each projection from the plinth may be part of the plinth casting, and may have reinforcement (e.g. rebar).

[0086] It will be appreciated that an installation procedure may include compressing the ground, such as to CBR 20%. CBR stands for Californian Bearing Ratio, which is a standard used to determine the compressive strength of a soil.

[0087] The installation process then includes core-drilling holes into the ground that correspond to the spacing and depth of the projections. Preferably, the holes are partially filled with epoxy and the respective plinth lowered into position with the projections. This aims prevent drifting of the plinth under normal operating conditions.

[0088] In addition to the projections, the plinth or each plinth may be pinned to the ground when additional stability is required under operating railway operating and soil/environmental conditions.

BRIEF DESCRIPTION OF THE DRAWINGS

[0089] One or more embodiments of the present invention will hereinafter be described with reference to the accompanying Figures, in which:

[0090] Figure 1 shows an assembled view of a railway rail support system and a bracing and gauge holding system incorporating at least one embodiment of the present invention. [0091 ] Figure 2 shows a transverse brace for a ladder track railway rail support system according to an embodiment of the present invention.

[0092] Figure 3 shows detail of part of a locking mechanism at one end of the transverse brace of Figure 2.

[0093] Figure 4 shows detail of part of a fixed mounting arrangement at an opposite end of the transverse brace of Figure 2.

[0094] Figure 5 shows an alternative arrangement for releasably attaching a brace between spaced rail supports according to a further embodiment of the present invention.

[0095] Figure 6 shows a railway track system mounted onto the rails of an existing railway track system according to an embodiment of the present invention.

[0096] Figure 7 shows a railway track system mounted over the rails and supported on the sleepers of an existing railway track system according to an embodiment of the present invention.

[0097] Figure 8 shows an example of a resilient material for damping vibration as adopted for one or more embodiments of the present invention.

[0098] Figure 9 shows an example of an elevated railway track system for mounting at a height above ground or above an existing railway track system, according to an embodiment of the present invention.

[0099] Figures 10a to 10d show views of a plinth according to an embodiment of the present invention. [00100] Figure 1 1 shows an elevated railway track system according to an embodiment of the present invention.

[00101 ] Figure 12 shows a bracket for locating respective ends of support beams as utilised in a railway track system according to an embodiment of the present invention.

DESCRIPTION OF PREFERRED EMBODIMENT(S)

[00102] A rail 1 is attached to a rail retainer system 2. The rail is made of steel, may be head hardened and can be in a variety of sizes and weights.

The rail retainer system attaches the rail to the longitudinal bearer 6. The rail retainer can be a known type of retainer that does not form part of the present invention. The rail retainer can be manufactured using a variety of materials and will attach to the longitudinal bearer with metal bolts/screws.

[00103] The transverse brace 4 acts as a gauge bar maintaining required spacing between the two opposed and parallel longitudinal bearers.

[00104] The transverse brace is preferably formed of steel and preferably has a hollow section.

[00105] As shown in Figure 2, a locking mechanism 15 of the locking

arrangement 10 is provided at a first end of the transverse brace, and a steel plate 23 (preferably square) on the other (second) end.

[00106] The locking mechanism 15 end (first end) of the transverse brace includes a lock arrangement 17 and a portion that slots into a recess in the respective longitudinal bearer. [00107] After the portion a the first end is received into the recess in the bearer, the other end (second end) of the transverse brace is to be received into and locked in a housing unit on the other longitudinal bearer.

[00108] The transverse brace locking mechanism 15 includes metal (preferably steel) and resilient (preferably rubber based) materials that engage into

respective receiving recesses in the longitudinal bearer.

[00109] Preferably the locking mechanism includes two steel members 18, 20, such as arms, preferably with rubber covers, received into respective recesses 16 inside the longitudinal beam when the locking mechanism is activated.

[001 10] For removal of the bearer, such as for replacement, the locking mechanism 15 can be released and the bearer removed from the other fixed end incorporating the plate at the longitudinal bearer, and then the locking mechanism end removed from its longitudinal bearer.

[001 1 1 ] The locating means 5 on the plinth 7 can be provided as a bracket, preferably cast into the top of the plinth and preferably made from steel. The locating means 5 can be located at the central point of the plinth for maximum strength and stability.

[001 12] The Longitudinal bearer 6 (on which the rail retainer 2 sits supporting retaining the rail) can include concrete containing cement (such as Portland cement) or be of a geo-polymer concrete, containing for example, proportions of fly ash and slag, or of a plasticized composite material, utilising recycled plastics and rubber.

[001 13] The plinth 7 can be a concrete unit with prestressed steel

reinforcement. The upper surface of the plinth is preferably angled, and the plinth can be wider at its bottom to spread the forces from the movement of trains over the infrastructure. The plinth can have a cast-in locating means (e.g. a bracket) to restrain the longitudinal beams.

[001 14] The locating means can include locating portions for the ends of two longitudinally aligned said bearers to help ensure correct continuation of support for the rail above.

[001 15] Stabilised ground material 8 can be provided as subgrade, which can be stabilised by one of a number of methods including limestone stabilisation or Renolith™ - a chemical stabilisation product. This provides a stable base for the plinth and helps to avoid both cracking of the subgrade and sinking of the plinths. The stabilised ground will preferably have the strength of a mild concrete. (The stabilising material Renolith™, and/or its manufacturing processes, is not part of this patent specification.)

[001 16] As shown in Figure 2, the transverse brace 4 has a central, cylindrical body portion 4a, which is preferably hollow. A first end 4b includes a locking arrangement 10 including a locking mechanism 15 to releasably attach that first end of the transverse brace 4 to the longitudinal bearer 6a.

[001 17] The transverse brace includes a projecting portion 17 which projects into a recess 16 within the longitudinal bearer.

[001 18] The locking arrangement 10 at the first end of the transverse brace includes two levers 12, 14, which operate respective latches 18a, 20a that engage into respective latch recesses 19 within the longitudinal bearer. When the levers are up, the latches are released, and when down the latches extended outwards and engage into the latch recesses 19 within the bearer.

[001 19] The opposite end 4c of the transverse brace includes a plate 22 which engages with a holder on the second longitudinal bearer 6b. [00120] During installation, the first end 4b of the transverse brace is slotted into the recess in the longitudinal bearer 6a. The second end of the bearer is then held into the holder on the second longitudinal bearer 6b. The latch levers are then operated to lock the transverse brace into position and correctly gauge and hold the track.

[00121 ] As shown in Figure 3, the two latch levers 12, 14 are provided at a narrowed section at the first end 4b of the transverse brace 4.

[00122] And in figure 4, the second end 4c of the transverse brace 4 is slotted into a holder 23 on the second longitudinal bearer 6b.

[00123] In Figure 5, an arrangement is shown for releasably attaching a transverse brace 4 between spaced rail supports 6a, 6b according to a further embodiment of the present invention. The brace includes two lever lock arms 12, 14 at each end thereof.

[00124] Each lever lock arm has two positions. One position extends a respective expansion lock 18, 20 to engage the lever lock with a recess in a support beam 6a, 6b.

[00125] The second position retracts the respective expansion lock 18, 20 to release from engagement with the recess of the support beam 6b, 6a.

[00126] A rail 22 is supported on a rail support or chair 24 that in turn is supported on a support plate and/or elastomer pad arrangement 26 on the respective support beam 6a, 6b.

[00127] The support beams 6a, 6b are themselves supported on respective pad arrangements 28 (which can provide additional sound and vibration damping) supported on a concrete base 30. [00128] Figure 6 shows a railway track system 100 mounted onto the rails 21 of an existing railway track system. A plinth 36 supports the rails on elongate beams 6a, 6b directly on the tops of the rails 22 of an existing railway track system. Resilient material 38, such as HDPE, is provided between the plinth 36 and the tops of the rails 21 to help reduce vibration transfer to the existing rail system.

[00129] A recess 33 can pass along the side edge of the plinth, and can be covered by a cover 32, such as a hinged door. Cabling, such as signal cables and/or data cables and/or power cables can pass along the recess. Alternatively clips or brackets can retain such cabling in place.

[00130] Figure 7 shows an alternative embodiment to that of Figure 6. Figure 7 shows a railway track system 100 mounted over the existing rails 21 of an existing railway system, and supported on the sleepers 40 of an existing railway track system. The plinth 39 spans the existing rails and rests directly or indirectly on the existing sleepers 40.

[00131 ] Alternatively, the plinth may rest on the rails of the existing railway track but the side edges of the plinth extend downward to provide further cover to exposed sides of the existing railway track.

[00132] As shown in Figure 8, a resilient material for damping vibration may be provided between the plinth and the top of the existing rail.

[00133] The resilient material 38 may include multiple layers and/or various density resilient material(s). For example, rubber 38b sandwiched between HDPE 38a, 38c.

[00134] Figure 9 shows an example of an elevated railway track system 200 for mounting at a height above ground or above an existing railway track system. The elevated railway system of the present invention includes a support frame 204, such as comprising elongate beams extending between spaced plinths 202, and upright members 206 to support additional elongate beams 208, and cross members 210 connecting the uprights and elongate beams together.

[00135] Figures 10a to 10d show views of a plinth 202 according to an embodiment of the present invention.

[00136] The upper side 203 of the plinth includes sloping faces 205 for runoff purposes, such as for helping to shed dirt and rainwater..

[00137] The underside of the plinth 207 includes projections 212 to engage into the ground and help stabilise the plinth against movement, such as induced by vibration. The plinth is preferably formed of concrete, preferably cast concrete.

[00138] Figure 1 1 shows an elevated railway track system according to an embodiment of the present invention incorporating a bracket 220 (shown in detail in Figure 12) for locating respective ends of support beams.

[00139] Each bracket locates the respective end of two of the beams 222 end on. Each bracket has at least one, preferably two, receiver 224 to help to prevent lateral and longitudinal movement of the end of the respective beam. Between two receivers, a spacer channel 226 provides an end wall 228 of the respective receiver. Drainage apertures 230 aid drainage of any water from within the channel 226.

[00140] Each bracket can include a movement allowance to accommodate (thermal) expansion, but prevents substantial creep movement of the beam laterally and longitudinally.

[00141 ] The cross brace 4 may be combined into or with the brackets 220 such that location of the ends of the beams and lateral connection of the beams is achieved in one assembly or device.

Claims

THE CLAIMS DEFINING THE INVENTION ARE AS FOLLOWS:

1 . A railway rail support system including at least two longitudinal railway rail bearers, each of the longitudinal railway rail bearers having multiple spaced recesses, each said recess arranged to receive a railway rail retention system.

2. The system of claim 1 , including at least one transverse brace provided for releasably connecting together the two longitudinal bearers in spaced

relationship.

3. The system of claim 2, wherein the at least one transverse brace forms at least part of a bracing and gauge holding system, each said transverse brace including a releasable locking mechanism to selectively hold the respective transverse brace to one or both of the longitudinal bearers.

4. The system of any one of claims 1 to 3, wherein one or more of the longitudinal bearers includes a plasticized composite material utilising recycled materials.

5. The system of any one of claims 1 to 3, wherein one or more of the longitudinal bearers includes a concrete beam.

6. The system of claim 2, wherein the transverse brace or each transverse brace is predominantly of steel.

7. The system of claim 6, wherein the transverse brace or each transverse brace has a hollow section.

8. The system of claim 6 or 7, the transverse brace or each transverse brace including a retention plate at a first end and a locking mechanism a second end opposite the first end.

9. The system of any one of the preceding claims, including at least one predominantly concrete plinth to support each respective end of the longitudinal bearers.

10. The system of claim 9, each said plinth including locating means, such as a bracket, for locating and restraining the respective ends of the longitudinal bearers at the plinths.

1 1 . The system of claim 10, the locating means being predominantly of steel and cast or bolted into the top of the respective plinth.

12. The system of claim 3, the locking mechanism at one or both ends of the transverse brace including a lock arrangement having multiple locking bars to the exterior that, when thrown, activate respective pressure locks that move into recesses internal to the longitudinal beam surface.

13. The system of claim 3 or 12, the locking mechanism being open during installation until in final position and then locked.

14. The system of claim 3, 12 or 13, the other end of the transverse brace opposite the locking mechanism including a plate which positions in a housing on the other, opposed, longitudinal bearer.

15. The system of claim 14, once plate connection of the transverse brace is made to that other longitudinal bearer, the locking mechanism is operated at the opposite end of the transverse brace to lock the transverse brace into position.

16. The system of any one of the preceding claims, one or both of the opposed, parallel, longitudinal bearers including a combined services route.

17. The system of claim 16, the services route including a J shaped conduit route.

18. A transverse brace for a railway rail support system, the transverse brace maintaining gauge between opposed railway rails of railway track, the transverse brace including a locking mechanism at a first end thereof, the locking

mechanism arranged and configured to releasably engage with a recesses in a longitudinal bearer for supporting a railway rail, and at a fixed plate provided at a second end of the transverse brace for engagement with another longitudinal bearer for supporting the other railway rail of the railway track.

19. A railway way track support system provided as a ladder track system for assembly in situ, the ladder track system including at least two longitudinal bearers, each said bearer configured to receive a number of rail retainers along an upper surface thereof, and a number of releasably lockable transverse braces arranged to releasably connect the longitudinal bearers in spaced parallel relationship to each other.

20. The system of claim 19, each of the transverse braces including a lock arrangement configured to engage into a receiver on at least one of the longitudinal bearers and releasably lock the respective transverse brace thereto.

21 . A railway track system including a plurality of spaced plinths supporting at least one beam between two such spaced plinths, the at least one beam supporting thereon at least one rail extending longitudinally along the respective beam.

22. The railway track system according to claim 21 , provided as a ballast-less railway track system.

23. The railway track system according to claim 21 or 22, arranged and configured to mount over existing railway track.

24. The railway track system according to any one of claims 21 to 23, including at least one said plinth mounted onto one or more rails of an existing railway track system.

25. The railway track system according to claim 24, wherein the existing track system is a ballasted track.

26. The railway track system according to any one of claims 21 to 25, wherein the at least one plinth is supported by the at least one rail of the existing railway track.

27. The railway track system according to any one of claims 21 to 25, wherein the at least one plinth is supported by the ground or on the ballast of the existing track or on a ground structure.

28. A method of installing a railway track system, including the steps of placing a plurality of plinths at spaced intervals over an existing railway track, providing at least one beam extending between adjacent plinths, supporting at least one rail on the at least one beam to provide the railway track system over the existing railway track system.

29. The method according to claim 28, including the steps of supporting two said beams extending onto and between each of two spaced said beams, the two spaced said beams being laterally spaced with respect to one another, and each of the two spaced said beams supporting a rail such that the rails are spaced laterally with respect to one another.

30. The method according to claim 28 or 29, wherein the two spaced beams are connected together by at least one brace.

31 . The method according to claim 30, wherein the at least one brace is removably connectable to at least one of the two beams.

32. The method according to any one of claims 28 to 31 , including positioning the at least one plinth onto the existing railway track.

33. The method according to claim 32, wherein the method includes positioning the at least one plinth onto the rails of an existing railway track.

34. The method according to any one of claims 28 to 33, including positioning a resilient material between a top of each of the existing rail(s) and a contact portion of the respective plinth.