Steel bridge with eyebar-pin connections
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*Steel bridge with eyebar-pin connections [#k7051bb6]
*アイバー継手のある鋼橋 [#k7051bb6]
**1.Outline [#ka09f3bf]
>
In a Japanese railroad bridge, the case was reported that the fracture occurred through the head of a suspension eyebar at the pin-and-hanger assemblies of truss bridge in 1949. After this, next some similar localized failures of hanger and pinned connections were reported. The outline of the failure cases, which were reported in those days, are shown in [[Table.1>#table1]].
>日本の鉄道橋において、1949年にトラス橋に使用されていたアイバーの一部が破壊した事例が報告されている。これ以降もハンガーとピンの連結部の局部的な破壊事例が報告されている。[[表.1>#table1]]に破壊事例の概要を示す。
CENTER:&aname(table1);Table.1 The outline of the failure cases &br;
&br;
CENTER:&aname(table1);表.1 破壊事例の概要 &br;
&br;
|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Bridge|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Structure|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Failure time|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER: Years of service|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Failure location|
|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Second Mogami-gawa br.|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Schwedler truss|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Feb. 3.1949|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:35|BGCOLOR(#FFFFFF):COLOR(#000000):LEFT:Head of the diagonal eyebar at upper assemblies|
|~|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:span: 200ft|~|~|~|
|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Kurobe-gawa br.|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Schwedler truss|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Jul. 26.1951|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:41|BGCOLOR(#FFFFFF):COLOR(#000000):LEFT:Head of the diagonal eyebar at upper assemblies|
|~|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:span: 200ft|~|~|~|
|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Arakawa br.|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Platt truss|BGCOLOR(#FFFFFF):COLOR(#006100):CENTER:Jan. 1951|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:37|BGCOLOR(#FFFFFF):COLOR(#000000):LEFT:Connection rivet hole at the intersection of the diagonal members|
|~|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:span: 150ft|~|~|~|
|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Kiso-gawa br.|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Platt truss|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Oct. 1.1951|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:40|BGCOLOR(#FFFFFF):COLOR(#000000):LEFT:Pin center (Pin hole) at upper assemblies|
|~|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Span: 150ft|~|~|~|
|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Fuji-gawa br.|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Schwedler truss|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Jun. 18.1953|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:44|BGCOLOR(#FFFFFF):COLOR(#000000):LEFT:Pin center (Pin hole) at upper assemblies|
|~|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:span: 200ft|~|~|~|
|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Kono-kawa br.|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Schwedler truss|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Sep. 2.1963|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:55|BGCOLOR(#FFFFFF):COLOR(#000000):LEFT:Head of the diagonal eyebar at lower assemblies|
|~|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:span: 200ft|~|~|~|
&br;
&br;
**2.Structure and Damage [#m00235b8]
>
[[Figure.1>#fig1]] shows the Schwedler truss of Fuji-gawa bridge in the Toukaido line, Shizuoka. [[Figure.2>#fig2]] shows the failure pin and [[figure.3>#fig3]] shows the failure surface.
&br;
[[図.1>#fig1]]は東海道線（静岡）の富士川橋梁（シュウェドラートラス）である。
[[図.2>#fig2]]はピン部の破壊、[[図.3>#fig3]]は破断面である。
&br;
The fracture of the pin-and-hanger assemblies occurred in the head of a suspension eyebar. The fracture resulted from cyclic stress concentration unforeseen in design due to the in-plane bending of the hanger and vibration at the rail pass. Because it was reported that the hanger had thinned before fracturing due to corrosion, these hangers might have been sensitive for fatigue.
&br;
ピンとハンガーの集成材の破断は吊材のアイバーの頭部で生じた。設計段階で想定されていなかったハンガーの面内曲げと列車通過時の振動によって繰り返される応力集中が原因であった。破壊が生じる前に、ハンガーが腐食によって薄くなっていたとの報告もあり、疲労に対して敏感であったかも知れない。
&br;
CENTER:&aname(fig1);&attachref(eyebar1.jpg);&br;
CENTER:Fig.1 Schwedler truss of Fuji-gawa bridge.&br;
&br;
CENTER:図.1 富士川橋梁（シュウェドラートラス）.&br;
&br;
CENTER:&aname(fig2);&attachref(eyebar2.jpg);&br;
CENTER:Fig.2 The failure pin.&br;
&br;
CENTER:図.2 ピン部の破壊.&br;
&br;
&br;
CENTER:&aname(fig3);&attachref(eyebar3.jpg);&br;
CENTER:Fig.3 The failure pin.&br;
&br;
CENTER:図.3 ピンの破断面.&br;
&br;
**3.Repair method [#we47b478]
>Emergency repairs in those days were performed as follows.
>数日の間に以下のような応急的処置がとられた。
> 1.Limit of rail pass speed.
> 2.Load limit of rail which passed through these bridges.
> 3.Insert of compressible members for the remained pair members
>1.列車の通過速度を制限した。
>2.列車の荷重制限を行った。
>3.圧縮部材を挿入した。
>The example of emergency repair is shown in [[figure.4>#fig4]] ( In case of Second Mogami-gawa br. and Kurobe br. ).
>[[図.4>#fig4]]に応急的処置の例を示す（第二最上川橋梁と黒部橋梁のケース）。
>As a permanent repair, new U-type members were covered over the fractured eyebars and these tips were weld connected to the original eyebars ([[Fig.5>#fig5]]).These repairs were carried out in Fuji-gawa br. and so on. On the other hand, in Kiso-gawa br., the head of the fractured eyebar was replaced by a new one.
>恒久的処置として、新たにU型の部材を破壊したアイバーに取り付け、先端部分をもとのアイバーに溶接した([[図.5>#fig5]]).この補修方法は富士川橋梁他で採用された。一方で、木曽川橋梁では破壊したアイバーの頭部を新しいものと交換した。
>For reduced section of the pin due to rubbing activity and looser eyebar, repair that the eyebars were shortened have been performed after 1952 ([[Fig.6>#fig6]]). In recent years, 1990 and 1991, this repair were carried out in Tokusawa bridge and Ichinoto-kawa bridge, Fukushima ([[Fig.7>#fig7]]).
&br;
>擦れる動きやアイバーの緩みでピンの断面が欠損しているため、1952年以降にアイバーを短くする補修を行った([[図.6>#fig6]]). 1990年と1991年には徳沢橋梁と一ノ戸川橋梁（福島県）で同様の補修を行った([[図.7>#fig7]]).
&br;
CENTER:&aname(fig4);&attachref(eyebar4.jpg);&br;
CENTER:Fig.4. Emergency repair.&br;
&br;
CENTER:図.4. 応急的処置.&br;
&br;
CENTER:&aname(fig5);&attachref(eyebar5.jpg);&br;
CENTER:Fig.5. New U-type members.&br;
&br;
CENTER:図.5. 新たなU型の部材.&br;
&br;
CENTER:&aname(fig6);&attachref(eyebar6.jpg);&br;
CENTER:Fig.6. During shortening of the eyebar by flaming.&br;
&br;
CENTER:図.6. あぶりによるアイバーを短くする作業.&br;
&br;
CENTER:&aname(fig7);&attachref(eyebar7.jpg);&br;
CENTER:Fig.7. During shortening of the eyebar by heating.&br;
&br;
CENTER:図.7. 加熱によるアイバーを短くする作業.&br;
&br;
終了行:
*Steel bridge with eyebar-pin connections [#k7051bb6]
*アイバー継手のある鋼橋 [#k7051bb6]
**1.Outline [#ka09f3bf]
>
In a Japanese railroad bridge, the case was reported that the fracture occurred through the head of a suspension eyebar at the pin-and-hanger assemblies of truss bridge in 1949. After this, next some similar localized failures of hanger and pinned connections were reported. The outline of the failure cases, which were reported in those days, are shown in [[Table.1>#table1]].
>日本の鉄道橋において、1949年にトラス橋に使用されていたアイバーの一部が破壊した事例が報告されている。これ以降もハンガーとピンの連結部の局部的な破壊事例が報告されている。[[表.1>#table1]]に破壊事例の概要を示す。
CENTER:&aname(table1);Table.1 The outline of the failure cases &br;
&br;
CENTER:&aname(table1);表.1 破壊事例の概要 &br;
&br;
|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Bridge|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Structure|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Failure time|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER: Years of service|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Failure location|
|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Second Mogami-gawa br.|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Schwedler truss|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Feb. 3.1949|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:35|BGCOLOR(#FFFFFF):COLOR(#000000):LEFT:Head of the diagonal eyebar at upper assemblies|
|~|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:span: 200ft|~|~|~|
|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Kurobe-gawa br.|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Schwedler truss|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Jul. 26.1951|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:41|BGCOLOR(#FFFFFF):COLOR(#000000):LEFT:Head of the diagonal eyebar at upper assemblies|
|~|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:span: 200ft|~|~|~|
|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Arakawa br.|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Platt truss|BGCOLOR(#FFFFFF):COLOR(#006100):CENTER:Jan. 1951|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:37|BGCOLOR(#FFFFFF):COLOR(#000000):LEFT:Connection rivet hole at the intersection of the diagonal members|
|~|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:span: 150ft|~|~|~|
|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Kiso-gawa br.|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Platt truss|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Oct. 1.1951|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:40|BGCOLOR(#FFFFFF):COLOR(#000000):LEFT:Pin center (Pin hole) at upper assemblies|
|~|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Span: 150ft|~|~|~|
|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Fuji-gawa br.|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Schwedler truss|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Jun. 18.1953|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:44|BGCOLOR(#FFFFFF):COLOR(#000000):LEFT:Pin center (Pin hole) at upper assemblies|
|~|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:span: 200ft|~|~|~|
|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Kono-kawa br.|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Schwedler truss|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:Sep. 2.1963|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:55|BGCOLOR(#FFFFFF):COLOR(#000000):LEFT:Head of the diagonal eyebar at lower assemblies|
|~|BGCOLOR(#FFFFFF):COLOR(#000000):CENTER:span: 200ft|~|~|~|
&br;
&br;
**2.Structure and Damage [#m00235b8]
>
[[Figure.1>#fig1]] shows the Schwedler truss of Fuji-gawa bridge in the Toukaido line, Shizuoka. [[Figure.2>#fig2]] shows the failure pin and [[figure.3>#fig3]] shows the failure surface.
&br;
[[図.1>#fig1]]は東海道線（静岡）の富士川橋梁（シュウェドラートラス）である。
[[図.2>#fig2]]はピン部の破壊、[[図.3>#fig3]]は破断面である。
&br;
The fracture of the pin-and-hanger assemblies occurred in the head of a suspension eyebar. The fracture resulted from cyclic stress concentration unforeseen in design due to the in-plane bending of the hanger and vibration at the rail pass. Because it was reported that the hanger had thinned before fracturing due to corrosion, these hangers might have been sensitive for fatigue.
&br;
ピンとハンガーの集成材の破断は吊材のアイバーの頭部で生じた。設計段階で想定されていなかったハンガーの面内曲げと列車通過時の振動によって繰り返される応力集中が原因であった。破壊が生じる前に、ハンガーが腐食によって薄くなっていたとの報告もあり、疲労に対して敏感であったかも知れない。
&br;
CENTER:&aname(fig1);&attachref(eyebar1.jpg);&br;
CENTER:Fig.1 Schwedler truss of Fuji-gawa bridge.&br;
&br;
CENTER:図.1 富士川橋梁（シュウェドラートラス）.&br;
&br;
CENTER:&aname(fig2);&attachref(eyebar2.jpg);&br;
CENTER:Fig.2 The failure pin.&br;
&br;
CENTER:図.2 ピン部の破壊.&br;
&br;
&br;
CENTER:&aname(fig3);&attachref(eyebar3.jpg);&br;
CENTER:Fig.3 The failure pin.&br;
&br;
CENTER:図.3 ピンの破断面.&br;
&br;
**3.Repair method [#we47b478]
>Emergency repairs in those days were performed as follows.
>数日の間に以下のような応急的処置がとられた。
> 1.Limit of rail pass speed.
> 2.Load limit of rail which passed through these bridges.
> 3.Insert of compressible members for the remained pair members
>1.列車の通過速度を制限した。
>2.列車の荷重制限を行った。
>3.圧縮部材を挿入した。
>The example of emergency repair is shown in [[figure.4>#fig4]] ( In case of Second Mogami-gawa br. and Kurobe br. ).
>[[図.4>#fig4]]に応急的処置の例を示す（第二最上川橋梁と黒部橋梁のケース）。
>As a permanent repair, new U-type members were covered over the fractured eyebars and these tips were weld connected to the original eyebars ([[Fig.5>#fig5]]).These repairs were carried out in Fuji-gawa br. and so on. On the other hand, in Kiso-gawa br., the head of the fractured eyebar was replaced by a new one.
>恒久的処置として、新たにU型の部材を破壊したアイバーに取り付け、先端部分をもとのアイバーに溶接した([[図.5>#fig5]]).この補修方法は富士川橋梁他で採用された。一方で、木曽川橋梁では破壊したアイバーの頭部を新しいものと交換した。
>For reduced section of the pin due to rubbing activity and looser eyebar, repair that the eyebars were shortened have been performed after 1952 ([[Fig.6>#fig6]]). In recent years, 1990 and 1991, this repair were carried out in Tokusawa bridge and Ichinoto-kawa bridge, Fukushima ([[Fig.7>#fig7]]).
&br;
>擦れる動きやアイバーの緩みでピンの断面が欠損しているため、1952年以降にアイバーを短くする補修を行った([[図.6>#fig6]]). 1990年と1991年には徳沢橋梁と一ノ戸川橋梁（福島県）で同様の補修を行った([[図.7>#fig7]]).
&br;
CENTER:&aname(fig4);&attachref(eyebar4.jpg);&br;
CENTER:Fig.4. Emergency repair.&br;
&br;
CENTER:図.4. 応急的処置.&br;
&br;
CENTER:&aname(fig5);&attachref(eyebar5.jpg);&br;
CENTER:Fig.5. New U-type members.&br;
&br;
CENTER:図.5. 新たなU型の部材.&br;
&br;
CENTER:&aname(fig6);&attachref(eyebar6.jpg);&br;
CENTER:Fig.6. During shortening of the eyebar by flaming.&br;
&br;
CENTER:図.6. あぶりによるアイバーを短くする作業.&br;
&br;
CENTER:&aname(fig7);&attachref(eyebar7.jpg);&br;
CENTER:Fig.7. During shortening of the eyebar by heating.&br;
&br;
CENTER:図.7. 加熱によるアイバーを短くする作業.&br;
&br;
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