Shinkansen Br. (fatigue cracks at coped end of girder)
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開始行:
*Shinkansen Br. (fatigue cracks at coped end of girder) [#f58f5170]
*新幹線の橋梁（桁端切り欠き部での疲労き裂）[#f58f5170]
**1.Field of application [#d5f9688c]
>
Steel bridge on Shinkansen-railway, Japan.
&br;
>新幹線の鋼橋
&br;
The Tokaido Shinkansen is the first bullet train system in Japan. This line connects between Tokyo and Osaka 515km in length, has been carrying almost 300 trains a day since 1964.
&br;
東海道新幹線はわが国最初の高速鉄道である。東京と大阪515kmを結び1964年の開業以来、一日約300車両の列車を支え続けている。
&br;
There are totally 1511 steel bridges, about 27 km in length, in Tokaido Shinkansen.
&br;
東海道新幹線には1511橋の鋼橋があり、その延長は約27kmに及ぶ。
&br;
<
**2.Circumstances of repair [#i5683290]
>
-Location of fatigue cracks
&br;
-疲労き裂の位置
&br;
Main girder, end of girder, web and upper surface of the lower flange.
&br;
主桁端部の下フランジの上面
&br;
-Traffic and service time
&br;
-運行状況
&br;
Opened in 1964, found in 1994, found by periodical inspection
<
1964年に開業し、き裂は1994年の定期点検で見つかった。
**3.Types of structure [#x2b1f804]
>
Deck plate girder with box section.
&br;
>上路箱桁橋
&br;
End of girder are copes.
&br;
>桁端部に切り欠きがある。
&br;
Curve R=2500m. The girder is slanted considering centrifugal force
&br;
>曲線半径R=2500m。主桁は遠心力を考慮して勾配が付けられている。
&br;
<
CENTER:;&attachref(copese6.gif);&br;
CENTER:Fig.1 Bridge type where fatigue cracks occurred.&br;
CENTER:図.1 疲労き裂が見つかった橋梁.&br;
**4.Details of loading [#vd3d17db]
<
Fluctuating loads due to Shinkansen trains traffic.
>新幹線荷重
**5.Description of damage and repair method applied [#n396a03b]
>
-Detail of fatigue cracks
&br;
-疲労き裂の詳細
&br;
CENTER:Table 1
&br;
CENTER:表1
&br;
|COLOR(#000000):LEFT:Web copes of radius|COLOR(#000000):RIGHT:r=100mm|
|COLOR(#000000):LEFT:Size of weld|COLOR(#000000):RIGHT:12mm|
|COLOR(#000000):LEFT:Settlement of supporting point|COLOR(#000000):RIGHT:0.05mm|
&br;
There is a difference of web height at left and right side at supported points. Crack was originated around weld bead of vicinity of notched corner with the lower height of web, and propagated web and the lower flange.
&br;
左右の支点におけるWEB高さに相違がある。き裂はノッチのあるコーナー部近傍の溶接ビードを起点とし、WEBと下フランジへ進展した。
&br;
CENTER:&attachref(copese7.gif);&br;
CENTER:&attachref(copese8.gif);&attachref(copese9.jpg);&br;
&br;
CENTER:Fig.2 Crack at the coped end of girder &br;
&br;
CENTER:図.2 桁端切り欠き部のき裂 &br;
&br;
-Probable causes of fatigue cracks
&br;
-疲労き裂の原因
&br;
Stress concentration due to the cope.
&br;
切り欠きによる応力集中
&br;
It was found stress in the tangent direction surpassed from the result of stress measurement. Comparing inner and outer stress in the tangent direction is doubled or tripled and the change of neutral axis was remarkable. It is influenced by the difference of depth of notch of inner and outer.
&br;
応力測定の結果によれば、曲線のタンジェント方向の応力が卓越することが確認された。（（以降、意味取れず））
&br;
CENTER:&attachref(copese10.gif);&br;
&br;
CENTER:Fig.3 result of stress measurement &br;
&br;
CENTER:図.3 応力測定の結果 &br;
-Table 2 Repair procedures and effects
&br;
-表2 補修方法と効果
&br;
|COLOR(#000000):LEFT:Temporary retrofitting|COLOR(#000000):LEFT:Reinforcement by splice plate|
|COLOR(#000000):LEFT:Permanent retrofitting|COLOR(#000000):LEFT:Reinforcement by truss structure of angle members|
&br;
&br;
CENTER:&attachref(copese11.gif);&br;
CENTER:Fig.4 temporary retrofitting &br;
CENTER:図.4 応急的処置 &br;
終了行:
*Shinkansen Br. (fatigue cracks at coped end of girder) [#f58f5170]
*新幹線の橋梁（桁端切り欠き部での疲労き裂）[#f58f5170]
**1.Field of application [#d5f9688c]
>
Steel bridge on Shinkansen-railway, Japan.
&br;
>新幹線の鋼橋
&br;
The Tokaido Shinkansen is the first bullet train system in Japan. This line connects between Tokyo and Osaka 515km in length, has been carrying almost 300 trains a day since 1964.
&br;
東海道新幹線はわが国最初の高速鉄道である。東京と大阪515kmを結び1964年の開業以来、一日約300車両の列車を支え続けている。
&br;
There are totally 1511 steel bridges, about 27 km in length, in Tokaido Shinkansen.
&br;
東海道新幹線には1511橋の鋼橋があり、その延長は約27kmに及ぶ。
&br;
<
**2.Circumstances of repair [#i5683290]
>
-Location of fatigue cracks
&br;
-疲労き裂の位置
&br;
Main girder, end of girder, web and upper surface of the lower flange.
&br;
主桁端部の下フランジの上面
&br;
-Traffic and service time
&br;
-運行状況
&br;
Opened in 1964, found in 1994, found by periodical inspection
<
1964年に開業し、き裂は1994年の定期点検で見つかった。
**3.Types of structure [#x2b1f804]
>
Deck plate girder with box section.
&br;
>上路箱桁橋
&br;
End of girder are copes.
&br;
>桁端部に切り欠きがある。
&br;
Curve R=2500m. The girder is slanted considering centrifugal force
&br;
>曲線半径R=2500m。主桁は遠心力を考慮して勾配が付けられている。
&br;
<
CENTER:;&attachref(copese6.gif);&br;
CENTER:Fig.1 Bridge type where fatigue cracks occurred.&br;
CENTER:図.1 疲労き裂が見つかった橋梁.&br;
**4.Details of loading [#vd3d17db]
<
Fluctuating loads due to Shinkansen trains traffic.
>新幹線荷重
**5.Description of damage and repair method applied [#n396a03b]
>
-Detail of fatigue cracks
&br;
-疲労き裂の詳細
&br;
CENTER:Table 1
&br;
CENTER:表1
&br;
|COLOR(#000000):LEFT:Web copes of radius|COLOR(#000000):RIGHT:r=100mm|
|COLOR(#000000):LEFT:Size of weld|COLOR(#000000):RIGHT:12mm|
|COLOR(#000000):LEFT:Settlement of supporting point|COLOR(#000000):RIGHT:0.05mm|
&br;
There is a difference of web height at left and right side at supported points. Crack was originated around weld bead of vicinity of notched corner with the lower height of web, and propagated web and the lower flange.
&br;
左右の支点におけるWEB高さに相違がある。き裂はノッチのあるコーナー部近傍の溶接ビードを起点とし、WEBと下フランジへ進展した。
&br;
CENTER:&attachref(copese7.gif);&br;
CENTER:&attachref(copese8.gif);&attachref(copese9.jpg);&br;
&br;
CENTER:Fig.2 Crack at the coped end of girder &br;
&br;
CENTER:図.2 桁端切り欠き部のき裂 &br;
&br;
-Probable causes of fatigue cracks
&br;
-疲労き裂の原因
&br;
Stress concentration due to the cope.
&br;
切り欠きによる応力集中
&br;
It was found stress in the tangent direction surpassed from the result of stress measurement. Comparing inner and outer stress in the tangent direction is doubled or tripled and the change of neutral axis was remarkable. It is influenced by the difference of depth of notch of inner and outer.
&br;
応力測定の結果によれば、曲線のタンジェント方向の応力が卓越することが確認された。（（以降、意味取れず））
&br;
CENTER:&attachref(copese10.gif);&br;
&br;
CENTER:Fig.3 result of stress measurement &br;
&br;
CENTER:図.3 応力測定の結果 &br;
-Table 2 Repair procedures and effects
&br;
-表2 補修方法と効果
&br;
|COLOR(#000000):LEFT:Temporary retrofitting|COLOR(#000000):LEFT:Reinforcement by splice plate|
|COLOR(#000000):LEFT:Permanent retrofitting|COLOR(#000000):LEFT:Reinforcement by truss structure of angle members|
&br;
&br;
CENTER:&attachref(copese11.gif);&br;
CENTER:Fig.4 temporary retrofitting &br;
CENTER:図.4 応急的処置 &br;
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