JP6170268B1 - Ballast track subbase formation method - Google Patents

Abstract

The present invention provides a ballast track method for forming a ballast track associated with the dismantling of a railway bridge over which a reinforced concrete roadbed is bridged. A support 25 is assembled on the bottom side of an upper floor slab 12 as a reinforced concrete roadbed, an iron plate 23 is placed on the support 25, and a plurality of single-pipe pipes 24 are railed between the iron plate 23 and the upper floor slab 12. The support layer 22 is formed by sandwiching the support 25 in a state of being arranged in the orthogonal direction, filling the cement plate material from the lower end of the support 25 to the iron plate 23, and dividing the upper floor slab 12 in the rail orthogonal direction to divide it into a plurality of blocks 120. . By selecting any one of the blocks supported by the single pipe 24, removing the ballast ballast 4 around the selected block, pulling it out by sliding on the single pipe 24, and then pulling it out The crushed stone roadbed 31 is formed by throwing crushed stone into the generated space, and the roadbed ballast 4 is backfilled on the roadbed sequentially for each block 120 supported by the single pipe 24. [Selection] Figure 13

Description

  The present invention relates to a ballast track roadbed forming method, and more particularly to a ballast track roadbed formation method associated with the dismantling of a railway bridge over which a reinforced concrete roadbed is bridged.

  A ballast track for railroads is provided by shaping a ballast roadbed on the construction base of the roadbed, arranging a number of sleepers on the roadbed, and installing rails on the sleepers. For crushed stones used for the ballast roadbed (hereinafter referred to as “roadbed ballast”), the load of the railroad vehicle is widely distributed and transmitted to the roadbed, the noise vibration when passing through the railroad vehicle is attenuated, There are functions and roles such as suppressing fluctuations in the position of sleepers with respect to the expansion and contraction of the rails due to changes in temperature and providing a cushioning property to the track to improve the ride comfort. In order to build a ballast track over a river, a concrete bridge girder bridged over the river is used as a reinforced concrete roadbed, and a ballast track is installed on the roadbed, or an upper floor slab ( A box floor slab) may be used as a reinforced concrete roadbed, and a ballast track may be provided on the roadbed.

  The structure of a railroad track may be changed for various reasons. A slab track is a structure in which concrete plates are laid on a reinforced concrete roadbed, and rails are installed on the plates. As one of the labor-saving tracks, viaducts, subways, and long tunnels where the formation and maintenance of ballast roadbeds are difficult. Etc. Patent Document 1 discloses a technique related to a method for converting a ballast roadbed into a concrete roadbed. However, because the roadbed ballast has the functions and roles as described above, for example, a ballast track is adopted in a track section where a house where noise and vibration countermeasures are important is used, and the ballast can be properly used depending on the application. Has been made.

JP2011-225382A

  River flow paths may be artificially altered or naturally changed due to river improvement and maintenance for flood control or water use or long-term natural erosion of riverbanks. Along with the change of the river flow path, the crossing position of the railway business line and the river was changed, and bridges and box culverts (hereinafter referred to as “bridges, etc.”) installed to bridge the railway track on the old river ") May be unnecessary. In this case, from the viewpoint of reducing maintenance inspection costs for the safe operation of bridges, etc., the use of bridges, etc. is abolished, old rivers are reclaimed, and reinforced concrete roadbeds that have been used in the past are formed by crushed stone It is conceivable to change to a roadbed (hereinafter referred to as “crushed stone roadbed”). Such a request for the change of the roadbed structure can occur not only for bridges over rivers, but also for bridges over general depressions such as depressions.

  However, taking the method of dismantling and removing all bridges, etc. to change to a crushed stone roadbed requires extensive construction such as temporary construction of alternative routes, which hinders railway operation and increases costs. At the same time, the construction period will increase. On the other hand, in order to change to a crushed stone roadbed, burying all of the bridges with crushed stones, etc., and laying a rail on it, it will be necessary to work to raise the level of the rail, Problems such as affecting the operation speed occur. In addition, from the viewpoint of track maintenance, each railroad operator, when trying to embed a roadbed crossing such as an electric wire or a gas pipe under the track, put the roadbed crossing from the construction base of the roadbed to a predetermined depth. The following standard (for example, a depth of 300 mm or more from the construction base) is provided. However, in the method of embedding all bridges, etc., the buried object becomes an obstacle and the standard can be satisfied. Therefore, the track maintenance may be hindered.

  This invention is made | formed in view of the said subject, and it aims at providing the roadbed formation method of the ballast track | orbit accompanying the dismantling of the railway bridge over which the reinforced concrete roadbed was spanned.

The present invention is a method of forming a roadbed for a ballast track accompanying the dismantling of a railway bridge over which a reinforced concrete roadbed is bridged,
(A) Assembling a support for supporting an iron plate on the bottom side of the reinforced concrete roadbed, placing an iron plate on the support, arranging a plurality of circular cross-section members on the iron plate in the direction perpendicular to the rail, and height of the support Adjusting the circular plate member between the steel plate and the reinforced concrete roadbed by adjusting,
(A) a step of filling a cement-based material from the lower end of the support to the iron plate and forming a support layer that receives a load applied to the iron plate;
(C) cutting the reinforced concrete roadbed in the direction orthogonal to the rails so that the reinforced concrete roadbed is divided into blocks at desired intervals in the rail extension direction;
(D) Pulling out the reinforced concrete roadbed divided into blocks in the direction perpendicular to the rails for each block, and putting the crushed stone into the space created by the drawing, the reinforced concrete roadbed is sequentially changed to the crushed stone roadbed Process,
It is characterized by including. In the step (a), a pipe support is erected on the bottom side of the reinforced concrete roadbed and a support for supporting the steel plate is assembled, and the pipe support is stretched and adjusted so that the cross-sectional circular member is placed between the steel plate and the reinforced concrete roadbed. You may make it pinch. Further, the “divided state” referred to in the step (c) includes a substantially divided state, and when pulling out the block in such a state, an adjacent block-like portion is applied by applying striking force or the like. And after complete division, it is pulled out in the direction perpendicular to the rail.

The present invention is a method for forming a roadbed for a ballast track accompanying the dismantling of a railway bridge over which a reinforced concrete roadbed for supporting a roadbed ballast is bridged,
The step (d)
About each block on the cross-sectional circular member among the reinforced concrete roadbed divided into blocks,
(A) Select any one as a drawing target part,
(B) The crushed stone including the ballast ballast around the extraction target portion is removed, and the extraction target portion is extracted in the direction orthogonal to the rail so as to slide on the circular member in the cross section, and the crushed stone is created in the space on the iron plate generated by the extraction. After changing the section of the extraction target part from reinforced concrete roadbed to crushed stone roadbed by filling the roadbed ballast on the roadbed,
(C) A step of sequentially performing each of the blocks on the cross-sectional circular member individually by selecting the block adjacent to the section changed to the crushed stone roadbed as the next extraction target portion and performing the step (b). May be included.

  In the present invention, it is preferable that the drawing target portion selected in (a) is divided into blocks by a drilling hole continuously opened in the direction perpendicular to the rail.

  According to the present invention, the circular member in cross section is a single pipe pipe, and each block on the circular cross section member of the reinforced concrete roadbed divided into blocks is supported by at least two single pipes. As described above, in the step (a), it is preferable that a plurality of the single pipes are arranged side by side.

Before the step (a), the present invention forms an air mortar layer by placing an air mortar below the reinforced concrete roadbed, and places concrete on the air mortar layer to form a protective layer. Including the step of forming,
In the step (a), it is preferable that the load applied to the iron plate is received by the protective layer and the air mortar layer via the support and the support layer by assembling the support on the protective layer. .

Before the step (d), the present invention forms a belly fill with crushed stone to the vicinity of the height position of the iron plate to form a bellows on both sides of the support layer, and Including the process of laying a curing iron plate on
In the step (d), the block drawn in the direction orthogonal to the rail may be received by the cured iron plate.

  According to the present invention, the base of the ballast track is formed along with the dismantling of the railway bridge over which the reinforced concrete road base is bridged while maintaining the conventional rail height and ensuring the safety and operation of the railway vehicle according to a predetermined time schedule. Can be realized. ADVANTAGE OF THE INVENTION According to this invention, the use of the railway bridge over which the reinforced concrete roadbed was bridged can be abolished, and the maintenance inspection cost for operating a railway bridge safely can be aimed at. According to the present invention, a large-scale construction such as temporarily setting up an alternative transportation route is unnecessary, and the construction is surely and efficiently performed in time for the construction deadline in a limited time zone such as midnight when there is no operation of the railway vehicle. Can proceed.

  According to the present invention, in the railway bridge over which the reinforced concrete roadbed supporting the roadbed ballast is bridged, the reinforced concrete roadbed supporting the roadbed ballast is bridged without impeding the operation of the conventional railway. A new crushed stone roadbed can be formed in the section, and the ballast track can be reconstructed by refilling the roadbed bust on the crushed stone roadbed. Railroad bridges with a ballast track that can be returned to the normal driving mode during hours when there is a large amount of railcar operation such as during the daytime, without interfering with the operation of the railcar. The reinforced concrete roadbed can be disassembled and changed to a crushed stone roadbed with a ballast track.

It is a top view which shows typically the condition where the ballast track | orbit was laid on the upper floor slab of the box culvert for waterways installed in the old river. It is AA sectional drawing which shows the box culvert shown in FIG. 1 typically from a rail extending | stretching direction. It is a front view which shows typically the box culvert shown in FIG. 1 from a rail orthogonal direction. It is a front view which shows typically the condition which applied one form of placement processes, such as air mortar. It is a front view which shows typically the condition which applied one form of the support process. It is the elements on larger scale of FIG. It is a front view which shows typically the condition which applied one form of the support layer formation process. It is a front view which shows typically the condition which applied one form of the stomaching process. It is BB sectional drawing which shows typically the box culvert shown in FIG. 8 from a rail extending | stretching direction. It is a front view which shows typically the condition which applied one form of the division | segmentation process. It is a front view which shows typically the condition which applied one form of the removal process, and is a fragmentary sectional view which expands and shows the block periphery selected as an extraction object part. It is explanatory drawing which shows typically the condition in which one form of a drawing process is being applied from a rail extending direction. It is a front view which shows typically the condition which applied one form of a crushed stone injection | throwing-in process and a backfilling process, and is a fragmentary sectional view which expands and shows the extracted block periphery. It is a front view which shows typically the condition where one form of the removal process was applied with respect to the 2nd block, and is a fragmentary sectional view which expands and shows the 2nd block periphery. It is a front view which shows typically the condition which applied one form of a crushed stone injection | throwing-in process and a backfilling process, and is a fragmentary sectional view which expands and shows the extracted block periphery. It is a top view which shows typically the condition which installed the sandbag for preventing falling of the crushed stone etc. which were thrown in. It is a front view which shows typically the situation which removed the upper floor slab other than the side wall upper part, and is a fragmentary sectional view which expands and shows the extracted block periphery. It is a front view which shows typically the condition which applied one form of the removal process with respect to the block of a side wall upper part, and is a fragmentary sectional view which expands and shows the block periphery of a side wall upper part. It is a front view which shows typically the condition which applied one form of the backfilling process, and is a fragmentary sectional view which expands and shows the block periphery of the extracted side wall upper part. It is a front view which shows typically the condition which applied one form of the removal process with respect to the block of the upper left side wall, and is a fragmentary sectional view which expands and shows the block periphery of the upper side wall. It is a fragmentary sectional view showing typically the situation where one form of the shaping process was applied. It is CC sectional drawing which shows typically the box culvert shown in FIG. 21 from a rail extending | stretching direction. It is a front view which shows typically the condition by which the ballast track | orbit was laid on the bridge girder of the bridge installed in the old river from a rail orthogonal direction. It is a front view which shows typically the condition which applied one form of an air mortar placing process, a support process, and a support layer formation process with respect to the bridge shown in FIG. 23 from a rail orthogonal direction. It is a front view which shows typically the condition which applied one form of the stomaching process and the division | segmentation process with respect to the bridge shown in FIG. 24 from a rail orthogonal direction.

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. First, a box culvert for a water channel provided with a single-line ballast track will be described as an example based on FIGS. 1 to 22, but the application target of the present invention is not limited to this, and a bridge girder made of reinforced concrete is installed. It can also be applied to bridges that have been handed over (see Figs. 23 to 25), or where only one of the up and down lines is a reinforced concrete bridge, and moreover to bridges over rivers, etc. The present invention is not limited to this, and can be applied to all concrete railway bridges spanned in depressions such as depressions.

  FIGS. 1 to 3 show a waterway box culvert 10 used as a railway bridge before the present invention is applied. FIG. 1 shows a waterway box culvert 10 installed in an old river. FIG. 2 is a plan view schematically showing a situation where the ballast track 1 is laid on the upper floor slab 12, and FIG. 2 is a cross-sectional view taken along line AA schematically showing the box culvert 10 shown in FIG. FIG. 3 is a front view schematically showing the box culvert 10 shown in FIG. 1 from the direction perpendicular to the rail.

  First, the situation of the railway bridge before applying the present invention will be described based on FIGS. 1 to 3. The old river 9 shown in FIG. 1 was previously used as a waterway, and a box culvert 10 serving as a railway bridge crosses the old river 9 so as to cross the ballast track 1 over the old river 9. is set up. The upper floor slab 12 of the box culvert 10 is used as a reinforced concrete roadbed, and the ballast track 1 is laid on the roadbed. In other words, the railway bridge (box culvert 10) over which the reinforced concrete roadbed (upper floor slab 12) supporting the roadbed ballast 4 is installed is set across the old river 9, but the flow path of the river is changed. Accordingly, the old river 9 is not used as a waterway at the time of applying the present invention.

  The box culvert 10 is a rectangular reinforced concrete RC box structure having a substantially rectangular tunnel 11 (through hole). As shown in FIG. 3, the bottom slab is installed substantially horizontally on the ground surface. 13, a pair of side walls 14 rising vertically from both ends of the bottom plate 13, and an upper floor plate 12 that is arranged so as to be bridged over the respective side walls 14 and constitutes a ceiling portion (referred to as a “box floor plate”) There is also. A revetment wall is constructed on the banks 8 of both river banks, and a reinforced concrete wing 15 (a retaining wall) is integrally provided on the side wall 14 of the box culvert 10 along the inclined surface of the revetment wall. The inside of the tunnel 11 has been conventionally used as a river channel, but is no longer used as a channel when the present invention is applied.

  The upper floor slab 12 is a reinforced concrete roadbed, and a roadbed ballast 4 is laid on the roadbed. A number of sleepers 5 are arranged on the roadbed ballast 4 at predetermined intervals, and rails 3 are installed on these sleepers 5. Has been. A ground cover 6 projects from both ends (road shoulders) in the width direction of the upper floor slab 12 and the wing 15 and has a concave configuration in a side view (see FIG. 2), and the road bed laid on the roadbed The ballast 4 is prevented from falling. A crushed stone roadbed is formed on both banks of the old river 9 by a conventionally used construction method, and a roadbed ballast is shaped on the crushed stone roadbed. A rail 3 is installed on the road bed ballast on the both banks and on the road bed ballast 4 supported by the upper floor slab 12, and at the time when the present invention is applied, the ballast track has a predetermined time schedule. Railway vehicles are operating. Therefore, construction such as dismantling the box culvert as a railway bridge must be performed reliably and efficiently in a limited time zone such as midnight when there is no operation of the railway vehicle.

  In this embodiment, from the viewpoint of track maintenance, the upper floor slab 12 of the box culvert 10 is dismantled and removed so as to satisfy the above-described criteria. Since the tunnel 11 is hollow, the upper floor slab 12 is dismantled and removed so that a roadbed crossing object must not be buried below a predetermined depth from the construction base of the roadbed. It is possible to secure the thickness of the roadbed. However, since the upper slab 12 made of reinforced concrete is a heavy article of several tens of tons, in the present invention, not all of them are removed at once, but this is divided into blocks, and the divided reinforced concrete roadbed is used. They are individually pulled out and removed. In this respect, each block becomes lighter as the upper floor slab 12 is subdivided, but it may interfere with the safety in running the railway vehicle, and the construction period may be prolonged. Therefore, the present invention reliably removes the upper floor slab 12 in a block shape with a certain width or weight while reducing the friction at the time of pulling and enabling the pulling and removing within a limited construction period. Demolition and removal work.

  Next, each process is demonstrated, referring drawings suitably.

<Preparation process> First, using heavy machinery such as a backhoe, the inside of the old river 9 is filled with earth and sand, and a work yard is formed in the old river 9. At this time, a slope (not shown) leading to the tunnel 11 is created in order to construct a casting process such as air mortar described later. Carefully place an iron plate in the entrance area of heavy machinery. When a signal communication cable or the like for railway vehicle operation is wired, it is cut around the outer periphery of the work yard so as not to interfere with various operations. To protect the cable, place the cable in the U-shaped side groove embedded in the falling lid, or insert it into a high-density polyethylene pipe and protect it with a temporary enclosure steel plate (universal steel plate). May be. When steel sidewalks are set up along the ballast track, a scaffold is built and dismantled and removed by welding.

<Air Mortar Placing Step> FIG. 4 is a front view schematically showing a state in which one form of the air mortar placing step is applied to the box culvert 10 shown in FIGS. After passing through the preparation step, as shown in FIG. 4, an air mortar layer 20 is formed by placing air mortar up to a predetermined height in the tunnel 11 below the reinforced concrete roadbed, that is, below the upper floor slab 12. Then, concrete for forming the protective layer 21 is placed on the air mortar layer 20.

  Here, the situation where one form of this process is applied is demonstrated in detail. Regarding the formation of the air mortar layer 20, first, a formwork (not shown) is installed up to a predetermined height so as to close both the upstream and downstream tunnels 11, and an agitator truck and a concrete pump car are installed in the work yard. As shown in FIG. 4, the air mortar is driven from the bottom plate 13 in the tunnel 11 to a predetermined height position and solidified. Since the air mortar is lighter than concrete, it can support the weight of the support layer 22 described later, the load applied to the iron plate 23, and the like while reducing the load on the bottom plate 13 due to its own weight. The height for placing the air mortar is determined based on the height of the support 25 assembled by the support process described later.

  The protective layer 21 is formed by casting and solidifying concrete having a predetermined thickness (for example, about 20 cm) on the casting surface of the air mortar layer 20 after the air mortar is solidified. By forming the protective layer 21, it is possible to suppress the ingress of moisture into the bubbles of the air mortar layer 20 to suppress the deterioration of the air mortar layer 20, and to support the support 25 firmly. it can. A vinyl waterproof sheet may be laid in the protective layer 21, whereby the intrusion of moisture into the air mortar layer 20 can be more reliably suppressed.

  In addition, the placement of concrete for forming the air mortar or the protective layer 21 can be omitted. In other words, in the present invention, the formation of the air mortar layer 20 and the protective layer 21 is arbitrarily selected. For example, a support is provided from the bottom plate 13 to support a later-described iron plate 23. In this case, only the support layer that receives the load applied to the iron plate 23 may be formed by filling the bottom plate 13 that is the lower end of the support to the iron plate 23 with a cement-type material.

<Supporting Step> FIG. 5 is a front view schematically showing a state in which one form of the supporting step is applied to the box culvert 10 shown in FIG. 4, and FIG. 6 is an enlarged view of the periphery of the single pipe. It is the elements on larger scale of FIG. After the air mortar placing process, as shown in FIGS. 5 and 6, a support 25 for supporting an iron plate is assembled on the bottom surface side of the upper floor slab 12 which is a reinforced concrete roadbed, and the iron plate 23 is placed on the support 25. A single pipe 24 having a plurality of circular members in cross section is arranged between the iron plate 23 and the upper floor slab 12 in the direction orthogonal to the rail, and the height of the support 25 is adjusted to provide a single pipe between the iron plate 23 and the upper floor slab 12. The pipe 24 is sandwiched. Note that the circular member having a circular cross section is not limited to the hollow single pipe 24 but may be a solid round bar member having a circular cross section.

  Here, the situation where one form of this process is applied is demonstrated in detail. First, after passing through a placing process such as air mortar, an expandable pipe support 27 that is conventionally used is erected on the bottom side of the upper floor slab 12, which is a reinforced concrete roadbed, in this embodiment, on the protective layer 21, The support 25 for support is assembled. The pipe support 27 functions as a height adjusting means for the support 25. The pipe supports 27 are connected to each other by bracing to ensure rigidity. Next, the iron plate 23 is placed on the support 25. The iron plate 23 is supported by the support 25 in a state of being held substantially horizontally facing the back surface of the upper floor slab 12 which is a reinforced concrete roadbed, in other words, facing the ceiling surface 11a of the tunnel 11. In this embodiment, the iron plate 23 is supported by H steel 26 that is one component of the support 25. Each H steel 26 is laid sideways along the rail orthogonal direction (I-type state), and is arranged at regular intervals in the rail extending direction, and an iron plate 23 is placed on the upper surface side, and the lower surface The side is supported by a pipe support 27. In addition, how to assemble these supports 25 is only an example.

  Next, a plurality of single pipes 24 are arranged on the iron plate 23 in the direction perpendicular to the rails at predetermined intervals. The rail orthogonal direction is not limited to being strictly orthogonal to the rail, and may be substantially orthogonal. The single pipe 24 is longer than the depth dimension (girder width) of the box culvert 10. Each block-like portion (hereinafter also simply referred to as “block”) in a divided state is preferably arranged at an interval so as to be supported by at least two single pipes 24 (FIG. 11). reference). When the upper floor slab 12 is cut so as to be divided between the sleepers 5 as in this embodiment, the iron plate is spaced at intervals such that two single pipes 24 are arranged between the sleepers 5. Single pipes 24 are arranged on 23. Next, by operating the handle attached to the pipe support 27 and extending the pipe support 27, the iron plate 23 is pushed up, and the single pipe 24 is sandwiched between the tunnel 11 and the iron plate 23. This prevents the single pipe 24 having a circular cross section from rolling on the iron plate 23 and prevents the single pipe 24 from being crushed by an impact caused by the weight of the block 120 when the upper floor slab 12 is cut off or the like. Can be. In addition, a pile or a nail is struck on the side surface of the upper floor slab 12 and a steel wire wound around an end portion of the single pipe pipe 24 is tied to the side face of the upper floor slab 12 so that the positional deviation does not occur before the single pipe pipe 24 is inserted into a predetermined position. Thus, after the position is fixed, the single pipe 24 may be sandwiched at a predetermined position by operating and extending the pipe support 27 to push up the iron plate 23.

<Support Layer Forming Step> FIG. 7 is a front view schematically showing a state in which one form of the support layer forming step is applied to the box culvert shown in FIG. After passing through the supporting step, as shown in FIG. 7, the support layer 22 that receives the load applied to the iron plate 23 is formed by filling and solidifying the cement plate material from the lower end of the support 25 to the iron plate 23. In this embodiment, an agitator truck and a concrete pump car enter the work yard, and are filled with concrete, which is a cement-based material, from the upper surface of the protective layer 21 that is the lower end of the support 25 to the bottom surface position of the iron plate 23. A support layer 22 is formed on the protective layer 21, and the load applied to the iron plate 23 is received by the protective layer 21 and the air mortar layer 20 via the support 25 and the support layer 22.

  Each of the blocks 120 in a divided state is a considerable heavy object (even if divided into blocks at intervals of about 60 cm, which is an example of a sleeper installation span, its own weight is about 3 to 4 t per block). 25 and the support layer 22 can be firmly supported. The load of the divided block 120 and the like is transmitted to the protective layer 21 and the air mortar layer 20 through the support 25 and the support layer 22, but the support layer 22 has a thickness greater than the height of the pipe support 27 (see FIG. 7), since the load is considerably dispersed until the load is transmitted to the protective layer 21, even if the lower layer in the tunnel 11 is filled with the air mortar layer 20, it can be supported with sufficient strength. In this embodiment, the concrete for forming the support layer 22 is placed up to the height of the iron plate 23. However, the gravel is mixed into the concrete such as the concave and convex portions of the H steel 26. If it is difficult to enter, the concrete placement is stopped up to the height position of the lower end of the H steel 26, and the lower end of the H steel 26 to the height position of the iron plate 23 is filled with mortar. The support layer may be formed by filling the iron plate 23 with concrete and mortar which are a kind of cementitious material.

<Attaching process> FIG. 8 is a front view schematically showing a state in which one form of the applying process is applied to the box culvert shown in FIG. 7, and FIG. 9 shows the box culvert shown in FIG. It is a BB sectional view showing typically from a rail extension direction. Before the drawing step described later, as shown in FIGS. 8 and 9, a bellows embankment with crushed stone is performed to the vicinity of the height position of the iron plate 23, and bellows 31 a is formed on both sides of the support layer 22. . Then, a cured iron plate (not shown) is laid on the belly portion 31a, and the cured iron plate receives the block drawn in the direction perpendicular to the rail. The bellying step is sufficient if it is before the drawing step described later, and may be performed after the dividing step described later.

  Here, one form of this process shown in FIG.8 and FIG.9 is demonstrated in detail. First, the tunnel 11 is filled and solidified with a cement-based material such as mortar or concrete through a support layer forming step, and then a backhoe is inserted into the work yard. As shown in FIGS. On the upstream and downstream reclaimed land surfaces of 10, belly embankment with crushed stone or the like is performed to the vicinity of the height position of the iron plate 23, and bellows portions 31 a are formed on both sides of the support layer 22. A laminar pressure management material is appropriately inserted into the belly embankment. By this belly embankment, both sides of the tunnel 11 on both the upstream side and the downstream side are covered with crushed stone and buried. As shown in FIG. 22, the belly portion 31 a constitutes a belly portion on the lower side of the crushed stone roadbed. After forming the belly portion 31a, a slope (see FIG. 12) for moving the backhoe 7 for pulling out the block 120 to the vicinity of the upper floor slab 12 is built using a rock embankment material or the like. As the curing for pulling out the block 120, a curing iron plate (not shown) is laid on the upper surface of the belly portion 31a.

  From the above preparation process to the bellowing process, it is not accompanied by the dismantling / removal of the railway bridge over which the reinforced concrete roadbed (upper floor slab 12) that supports the roadbed ballast 4 is bridged, but the operation of the railway vehicle as usual is secured. can do.

<Division process> FIG. 10: is a front view which shows typically the condition which applied one form of the division process with respect to the box culvert shown in FIG. After passing the bellows process, as shown in FIG. 10, the upper floor slab 12 is placed in the direction perpendicular to the rail so that the upper floor slab 12 which is a reinforced concrete roadbed is divided into blocks at desired intervals in the rail extension direction. To cut. When the ground cover 6 is provided, the ground cover 6 is also divided. Since the working time is limited to a time zone when there is no operation of the railway vehicle such as late at night, in this embodiment, the upper floor slab 12 is divided into blocks at intervals of about 60 cm corresponding to the installation interval for each sleeper. In addition, the size and weight of the upper floor slab 12 that is pulled out and removed in one operation is limited to a predetermined range. As a result, it is possible to reduce the burden of the pulling work of the block 120 and the work time for forming the roadbed crushed stone and the roadbed ballast, and the work can be reliably finished within a limited time.

  Here, one form of this process shown in FIG. 10 is demonstrated in detail. In the present embodiment, the upper floor slab 12 is cut so as to be divided into blocks in a cross section between the sleepers 5, and in the case shown in FIG. 10, the upper floor slab 12 is divided into 14 blocks 120. Has been. As a cutting means for dividing the upper floor slab 12 into a plurality of blocks 120, in this embodiment, a core drilling machine and a wire sawing machine are used in combination as appropriate. However, a block 121 (hereinafter referred to as a “first block”) that is first selected as a drawing target portion uses a core drilling machine or the like to penetrate the drawing edge cutting hole 17 (φ150) penetrating in the direction perpendicular to the rail. It is preferable to divide into blocks by continuously opening in the vertical direction. By dividing by the drawing edge cutting hole 17, the contact area with the block adjacent to the first block 121 is reduced, and the side friction generated when the first block 121 is pulled out is reduced, so that it is easy to pull out.

  In order to divide the upper floor slab 12 into blocks, first, a core drilling machine is used to drill through-holes 18 (φ75) in the direction perpendicular to the rails, and cutting by cutting the through-holes 18 through a wire saw. Then divide. During the rotational cutting, a through hole 18 is provided at a position several cm (for example, 3 cm) below the upper surface of the upper floor slab 12, and a vertical cutting is performed from a position several cm below the upper surface of the upper floor slab 12. It is possible to prevent the wire saw from biting the crushed stone loaded on the roadbed. A part from the upper surface of the upper floor slab 12 to a depth of several centimeters or more can be completely divided from the adjacent block 120 by breaking with a breaker by applying a striking force before the drawing process. That is, the “divided state” may include a substantially divided state.

  Since the thickness of the ground cover 6 is only about several tens of centimeters, the ground cover 6 is cylindrical in a direction orthogonal to the rail using, for example, a core drilling machine as a cutting means for dividing the ground cover 6 into a block shape. This is performed by continuously opening the ground cover edge cutting holes 16. As shown in FIG.2 and FIG.9, the ground cover 6 protrudes from the both ends of the width direction of the upper floor slab 12 (the road shoulder portion of the bridge), and has a concave configuration in a side view. Among these, as for the ground cover 6 on the drawing direction side of the block 120, as shown in FIG. 10, a cylindrical ground cover cutting hole 16 is continuously formed in the vertical direction along the dividing surface set between the sleepers 5. Then, the adjacent ground coverings 6 are cut out by opening. On the other hand, if there is a possibility that the ground cover on the side opposite to the drawing direction of the block 120 may collide with the rail 3 during the drawing process due to its height dimension, it is cut using a core drilling machine and dismantled. In addition, as shown in FIG. 12, sandbags 30 are piled on the dismantled portions to prevent falling of crushed stones laid on the crushed stone roadbed 31.

  Each time the upper floor slab 12 is divided into blocks, adjacent blocks 120 are connected to each other by a plate-shaped connecting bracket 28 in order to ensure the safety of railway vehicle operation. As a result, the railway vehicle is allowed to pass safely over the box culvert 10. Further, a hook 29 is provided in each of the blocks 120 when the block 120 is pulled out and removed by a heavy machine by driving a U-shaped reinforcing bar anchor, for example. Each of the single pipes 24 that support each block 120 is loaded with its own weight of the block 120, a vehicle load when passing through the railway vehicle, and the like. Even if the lower layer is the air mortar layer 20, there is no problem in strength. In addition, since the load can be dispersed by using the single pipe 24 having a circular cross section, deformation of the pipe can be suppressed. In this regard, angle steel (angle steel) may be used in place of the single pipe 24, and the contact point with the block 120 may be reduced by arranging the angle steel with its bent portion facing upward. However, since the angle steel may be crushed by the weight of the block 120 or the like during drawing, it is preferable to use a circular cross-section member such as a single pipe pipe.

<Selection process> (first block) After passing through the division process, for example, each block 120 is pulled out and removed at a pace of one night, based on the scheduled passage time of the railway vehicle. One of the blocks 120 on the circular cross-section member (single pipe 24) in the reinforced concrete roadbed (upper floor slab 12) divided into blocks is selected as a drawing target portion. In the present embodiment, as described above, the first block 121 is selected as the first extraction target.

<Removal Step> (First Block) FIG. 11 is a front view schematically showing a state in which one form of the removal step is applied to the box culvert shown in FIG. 10, and is a block selected as a drawing target portion It is a fragmentary sectional view which expands and shows a periphery. In this step, the crushed stone including the roadbed ballast 4 around the drawing target portion, that is, around the block selected as the drawing target portion is removed. In this embodiment, as shown in FIG. 11, the crushed stone including the roadbed ballast 4 around the first block 121 that is first selected as the extraction target portion is removed in a slope shape so as not to cover the first block 121. To do. In order not to disturb the work, preferably, the sleeper 5 above the first block 121 is moved to the adjacent sleeper 5 at the start and end points and temporarily fixed.

<Drawing Step> (First Block) FIG. 12 is an explanatory view schematically showing a situation in which one form of the drawing step is being applied to the box culvert shown in FIG. The drawing direction is indicated by a left-pointing arrow in the figure. After passing through the removing step (first block), as shown in FIG. 12, the first block 121, which is the object to be pulled out, is slid on the single pipe 24, which is a circular member in cross section, in the direction perpendicular to the rail. Pull out. In this embodiment, the backhoe 7 is moved to the vicinity of the upper floor slab 12, the arm of the backhoe 7 and the hook 29 provided on the first block 121 are connected by a wire, and then fixed to the first block 121. After removing the connecting fitting 28 and removing the sandbag 30, the backhoe 7 is moved backward to pull out the first block 121 so as to slide on the single pipe 24. The first block 121 drawn in the direction perpendicular to the rail so as to slide on the single pipe 24 is received by a cured iron plate (not shown) laid on the belly portion 31a. After pulling out the first block 121, it is desirable to remove the single pipe 24 that has supported the first block 121.

  The upper floor slab 12 is pulled out and removed for each block 120, but if the block cannot be pulled out smoothly, there is a possibility that the construction cannot be completed within a predetermined time, so that excessive friction resistance does not occur when pulling out. It is necessary to take measures to ensure that In this respect, in the present embodiment, by pulling out the first block 121 so as to slide on the two single pipes 24, the contact point on the lower surface when the block is pulled out becomes smaller. The frictional force generated on the bottom surface of the block 121 can be reduced. By sliding on the two single pipes 24, it can be stably pulled out. Further, since the first block 121 is divided into blocks by opening the drawing edge cutting hole 17, the contact area with the adjacent block is small, and the frictional force generated on the side surface of the block 121 during drawing is reduced. As a result, the block can be pulled out smoothly. As described above, since the ground cover on the side opposite to the drawing direction of the block 121 has been dismantled, there is no possibility that the ground cover protruding from the block 121 will contact the rail 3 at the time of drawing. .

<Crushing Stone Input Step> (First Block) FIG. 13 is a front view schematically showing a state in which one embodiment of the crushed stone charging step and the backfilling step is applied, and is a partial cross section showing an enlarged view of the extracted block periphery. FIG. After passing through the drawing step (first block), crushed stone is thrown into the space on the iron plate 23 generated by pulling out the first block 121 to form the crushed stone roadbed 31. The crushed stone to be input is a particle size adjusted crushed stone. Since the places where the crushed stone is introduced are limited to the periphery of the block 121 selected as the extraction target portion, it can be performed in a short time including the rolling operation. Thereby, the area of the 1st block 121 selected as an extraction object part can be changed from a reinforced concrete roadbed to a crushed stone roadbed.

<Backfilling step> (First block) After passing through the crushed stone charging step (first block), the roadbed ballast 4 is backfilled on the roadbed as shown in FIG. The roadbed ballast 4 to be backfilled may reuse the roadbed ballast removed in the removal step (first block) or may include newly prepared roadbed ballast. Large sandbags 32 may be installed on both sides of the ballast track 1 where the block 121 is pulled out so that the roadbed ballast 4 does not collapse (see FIG. 16). Since the place where the roadbed ballast 4 is refilled is limited to the crushed stone roadbed around the block 121 and the unremoved reinforced concrete roadbed (upper floor slab 12), these railroad vehicles can be operated without hindering the operation of the railway vehicle. The work can be carried out in a short time. If the backhoe 7 for pulling out the block and the track backhoe for inputting crushed stone are prepared, the work can be completed more reliably within a limited work time. After loading the ballast ballast 4 and restoring the ballast roadbed on the crushed stone roadbed 31 or the unremoved upper floor slab 12, the sleepers 5 are returned to their original positions, the track is maintained, and the railway vehicle is ready for operation. Recover. Thereby, the area of the first block 121 can be changed to the crushed stone roadbed 31 on which the roadbed ballast 4 is laid. In addition, when a construction period is a temperature rise period like summer, you may make it prevent the buckling of the rail 3 by spraying a road bed stabilizer.

<Selection Step> (Second Block) The block 122 adjacent to the section changed to the crushed stone roadbed by pulling out and removing the first block 121 is referred to as the next extraction target portion (hereinafter referred to as “second block”). ) (See FIG. 14).

<Removal Step> (Second Block) FIG. 14 is a front view schematically showing a state in which one mode of the removal step is applied to the second block, and shows the periphery of the second block in an enlarged manner. It is a fragmentary sectional view. In this step, as shown in FIG. 14, the crushed stone including the roadbed ballast 4 around the next drawing target portion, that is, around the second block 122 is removed. As a result, the selected block 122 can be pulled out in the direction perpendicular to the rail so as to slide on the single pipe 24. This process is performed, for example, using a time zone in which there is no operation of the railway vehicle after the next day. As in the above-described removal step (first block), as shown in FIG. 14, the second block 122 is not covered with crushed stone including the roadbed ballast 4 around the second block 122 that is the extraction target portion. In addition, the sleeper 5 located above the second block 122 is preferably moved to the adjacent sleeper 5 at the start and end points and temporarily fixed. In addition, when the roadbed stabilizer is sprayed, the removal work is performed after spraying the ballast melting agent.

<Drawing Step> (Second Block) After removing the crushed stone around the second block 122 through the crushed stone removing step, the sandbags 30 and 32 installed at the position where the drawing work is obstructed are moved. Then, the second block 122 that is the extraction target portion is extracted in the rail orthogonal direction by the same process as the first block 121. Since the first block 121 is removed, the side surface (left side surface in FIG. 14) of the second block adjacent to the first block 121 is a free surface. Therefore, when the second block 122 is in close contact with the third block 123 adjacent to the right side surface in FIG. 14 (the block to be selected as the extraction target portion next to the second block), the second block 122 If the block 122 is pulled out so as to escape to the free surface side, the contact friction with the third block 123 can be cut off and can be pulled out more smoothly. Note that the friction generated on the bottom side is reduced by sliding on the single pipe 24, as described in the drawing process of the first block 121.

<Crushing stone input process> (2nd block) FIG. 15: is a front view which shows typically the condition which applied one form of the crushed stone charging process and the backfilling process, and expanded the 2nd block periphery extracted. It is a fragmentary sectional view shown. After passing through the drawing step (second block), the crushed stone roadbed 31 is formed by throwing crushed stone into the space on the iron plate 23 generated by pulling out the second block 122. Thereby, the area of the 2nd block 122 selected as the said extraction object part is changed from a reinforced concrete roadbed to a crushed stone roadbed. Since the places where the crushed stone is introduced are limited to the periphery of the block 122 to be pulled out, it can be performed in a short time including the rolling work.

<Backfilling step> (second block) After passing through the crushed stone charging step (second block), as shown in FIG. 15, the roadbed ballast 4 is backfilled on the roadbed, and the ballast roadbed is restored on the roadbed. Keep it. The sleepers 5 are returned to their original positions to maintain the track, and are restored to a state where the railway vehicle can be operated. Since other explanations are the same as those of the first block 121, they are omitted. It is desirable that the second block removal process, the drawing process, the crushed stone charging process, and the backfilling process be completed overnight, and the work target (section) is limited as described above. . Thereby, a part of the reinforced concrete roadbed constituting the railway bridge can be changed to a crushed stone roadbed on which a ballast track is laid without disturbing the operation of the railway vehicle.

  FIG. 16 is a plan view schematically showing a situation where a sandbag for preventing falling of crushed stones and the like that has been thrown in is installed, and particularly shows a situation after the backfilling process for the second block 122 is completed. Is. As shown in FIG. 16, large sandbags 32 are appropriately installed on both sides of the ballast track 1 where the blocks 121 and 122 are pulled out so that the crushed roadbed 31 and the roadbed ballast 4 do not collapse.

<After the 3rd block> The removal work after the 3rd block 123 is performed using the time slot | zone when there is no operation of the rail vehicle after the next day after the removal work of the 2nd block 122 was completed. For the third and subsequent blocks, one of the blocks adjacent to the section changed to the crushed stone roadbed is selected as the extraction target part (selection process), and the removal process, the extraction process, the crushed stone input process, and the backfill process are performed. This is sequentially performed for each block on the single pipe 24 having a circular section. For example, by performing selection process, removal process, drawing process, crushed stone input process and backfill process at a pace of 1 block per night, the ballast track was gradually laid at a pace of 1 block per night. It can be changed to a crushed stone roadbed. FIG. 17 is a front view schematically showing a situation in which the upper floor slab other than the upper part of the side wall is removed, and is a partial cross-sectional view showing the extracted block periphery in an enlarged manner. As shown in FIG. 17, all the blocks 120 on the single pipe 24 are removed, a crushed stone roadbed 31 is formed, a roadbed ballast 4 is laid on the crushed stone roadbed 31, and a ballast track on the crushed stone roadbed 31. Restore 1

  According to the present invention, while maintaining the conventional rails and ensuring the operation of the railway vehicle safely and according to a predetermined time schedule, the construction is reliably and efficiently performed in a limited time zone where there is no operation of the railway vehicle such as midnight. The upper floor slab 12 as a reinforced concrete roadbed can be dismantled and replaced with a crushed stone roadbed with a ballast track. According to the present invention, the interval (interval) until the next rail vehicle passes after the passage of the rail vehicle is limited to about one hour, as in a railway section in which a night sleeper rail vehicle or a long-distance cargo rail vehicle is operated. Even if it is, it is possible to apply, and if all of the removal process, drawing process, crushed stone input process and backfilling process cannot be performed or there is a possibility of it within one passage interval In the middle of the process, the railcar is passed by supporting the rail 2 by temporarily installing a sanddle in the empty space by removing the roadbed ballast 4 or removing the block. It is also possible to construct.

  FIG. 18 is a front view schematically showing a state in which one mode of the removing step is applied to the block on the upper side wall, and is a partial cross-sectional view showing the periphery of the block on the upper side wall in an enlarged manner. Also when pulling out the block 128 at the upper side of the side wall, after removing the crushed stone including the roadbed ballast 4 around the block 128 (see FIG. 18), the backhoe 7 is used to pull it out in the direction perpendicular to the rail and remove it. FIG. 19 is a front view schematically showing a state in which one embodiment of the backfilling process is applied, and is a partial cross-sectional view showing an enlarged block periphery of the extracted upper side wall. The crushed stone roadbed 31 is formed by throwing crushed stone into the space generated by pulling out the block 128 selected as a drawing target. As a result, the reinforced concrete roadbed is changed to the crushed stone roadbed, then the roadbed ballast 4 is backfilled, the sleepers 5 are returned to their original positions, the ballast track 1 is restored, and the railway vehicle is restored to an operable state. deep.

  FIG. 20 is a front view schematically showing a state in which one mode of the removing step is applied to the left upper block of the side wall, and is a partial cross-sectional view showing the periphery of the upper block of the side wall in an enlarged manner. When removing the block 129 at the upper left end of the side wall, after removing the crushed stone including the roadbed ballast 4 around the block 129, the crushed stone is put in the space generated by pulling out the crushed stone in the direction orthogonal to the rail. Therefore, the reinforced concrete roadbed will be changed to a crushed stone roadbed in sequence. The block on the upper right side wall is also removed by the same method.

<Shaping Step> FIG. 21 is a partial cross-sectional view schematically showing a situation where one form of the shaping step is applied. FIG. 22 is a CC cross-sectional view schematically showing the box culvert shown in FIG. 21 from the rail extending direction. After removing all the upper floor slabs 12 and changing to a crushed stone roadbed (see FIG. 21), while removing the large sandbag 32, by carrying out a flank embankment using a particle size-adjusted crushed stone on the abdomen 31a, FIG. As shown, the upper belly portion 31 b having a trapezoidal slope in side view is shaped on both sides of the crushed stone roadbed 31. Next, the road bed ballast 4 is laid on the upper belly portion 31b, and both sides of the ballast road bed are shaped. According to the above process, the crushed stone roadbed 31 and the ballast roadbed can be shaped while maintaining the height of the conventional rails and ensuring the operation of the railway vehicle in a safe and predetermined time schedule.

  The present invention can also be applied to a bridge-type railway bridge in which a bridge girder 42 as a reinforced concrete roadbed is bridged between abutments 41 (see FIGS. 23 to 25).

  FIG. 23 is a front view schematically showing the situation in which the ballast track is laid on the bridge girder of the bridge installed in the old river, from the direction perpendicular to the rail. The abutment 41 supports both ends of a reinforced concrete bridge girder 42. A ballast track 43 is laid on the bridge girder 42, and the roadbed ballast is supported by the bridge girder 42. Traditionally, a water channel (not shown) is provided between the abutments 41, but the use is abolished when the present invention is applied. For the bridge type railway bridge, first, as a preparation process, riverbed concrete 44 is prepared on the waterway. When there is no existing riverbed concrete, the old river is reclaimed and land is leveled, and then concrete is cast to form a new riverbed concrete 44. The existence of the riverbed concrete 44 facilitates the construction of the air mortar layer 45 such as the installation of a formwork, and also distributes and receives the loads of the air mortar layer 45, the support layer 46, the block 47, etc., which are constructed thereabove. There is an effect that is.

  FIG. 24 is a front view schematically showing, from the direction orthogonal to the rail, a state in which one form of the air mortar placing process, the supporting process and the support layer forming process is applied to the bridge shown in FIG. As shown in FIG. 24, an air mortar is formed below the reinforced concrete roadbed (bridge girder 42) to form an air mortar layer 45, and concrete is placed on the air mortar layer 45 to form a protective layer 51. After performing the forming step, a support 49 for supporting an iron plate is assembled on the bottom surface side of the bridge girder 42, an iron plate 48 is placed on the support 49, and a single pipe 50 as a plurality of circular members in cross section on the iron plate 48. Are arranged in the direction perpendicular to the rails, and the height of the support 49 is adjusted to sandwich the single pipe 50 between the iron plate 48 and the bridge girder 42. Next, a process of forming a support layer 46 that receives a load applied to the iron plate 48 by filling the support 49 with the cement-based material from the lower end to the iron plate 48 is performed. By assembling the support 49 on the protective layer 51, the load applied to the iron plate 48 is received by the protective layer 51 and the air mortar layer 45 via the support 49 and the support layer 46. The single pipe 50 is a steel plate at intervals such that each block 47 on the single pipe 50 in the bridge girder 42 divided into blocks is supported by at least two single pipes 50. 48 are sandwiched side by side. Details of these steps are the same as those of the above-described embodiment described with reference to FIGS. 1 to 22 as appropriate, and thus detailed description thereof is omitted.

  FIG. 25 is a front view schematically showing, from the direction orthogonal to the rail, a situation in which one form of the bellowing process and the dividing process is applied to the bridge shown in FIG. 24. After the support layer 46 is formed, a belly embankment with crushed stone is formed to the vicinity of the height position of the iron plate 48 to form a belly portion 52a on both sides of the support layer 46, and a cured iron plate is laid on the belly portion 52a. Perform the process. Next, a step of cutting the bridge girder 42 in a direction orthogonal to the rails using a wire sawing machine, a core drilling machine, or the like so that the bridge girder 42 as the reinforced concrete roadbed is divided into blocks at a desired interval in the rail extension direction. I do. In this embodiment, the first block 47a that is initially selected as the drawing target portion is divided into blocks by drawing edge cutting holes 53 that are continuously opened in the rail orthogonal direction. The divided blocks 47 are fixed to each other by the connecting metal 54 until they are pulled out. Details of the bellowing process and the dividing process are the same as those of the above-described embodiment described with reference to FIGS.

  Any one of the blocks 47 on the single pipe 50 in the bridge girder 42 divided into blocks is selected as a drawing target portion. Then, the roadbed ballast around the first block 47a, which is the extraction target portion, is removed, and the first block 47a is pulled out in the direction perpendicular to the rail so as to slide on the single pipe 50, and the iron plate 48 generated by pulling out. By throwing crushed stone into the upper space to form a crushed stone roadbed, the section of the drawing target portion is changed from a reinforced concrete roadbed to a crushed stone roadbed, and a roadbed ballast is refilled on the roadbed. By refilling the ballast ballast and restoring the ballast track 43, the train can be operated on the track. Next, the block 47 adjacent to the section changed to the crushed stone roadbed is selected as the next drawing target portion, and the process is performed individually for each block 47 on the single pipe 50. Thus, the bridge girder 42 can be sequentially removed and changed to a crushed stone roadbed in which the ballast track 43 is laid. Details of these steps are the same as those of the above-described embodiment described with reference to FIGS. 1 to 22 as appropriate, and thus detailed description thereof is omitted.

  As mentioned above, although the case where this invention was mainly applied to the box culvert 10 was mainly demonstrated, this invention dismantles and removes the railway bridge by a slab track, and a ballast track is newly provided in the area where the said railway bridge was bridged. The present invention can also be applied to the construction for forming a crushed crushed stone roadbed. In addition, it goes without saying that the technical scope of the present invention is not limited to the above embodiments or examples. For example, in this embodiment, the removal process, the drawing process, and the backfilling process are performed at a pace of one block per night. It is also possible to construct as a target. Further, the first block to be pulled out (first block) may be arranged in the center of the upper floor slab or the girder, and after pulling out the block, the pulling operation is performed simultaneously in the left-right direction. May be.

  INDUSTRIAL APPLICABILITY The present invention can be applied to the formation of a ballast track base that accompanies the dismantling of a railway bridge over which a reinforced concrete roadbed is bridged.

DESCRIPTION OF SYMBOLS 1 Ballast track 3 Rail 4 Road bed ballast 5 Sleeper 6 Ground cover 7 Backhoe 8 Bank 9 Old river 10 Box culvert 11 Tunnel 11a Tunnel ceiling surface 12 Upper deck (reinforced concrete roadbed)
DESCRIPTION OF SYMBOLS 13 Bottom plate 14 Side wall 15 Wing 16 Ground cover edge cut hole 17 Drawer edge cut hole 18 Through hole 20 Air mortar layer 21 Protective layer 22 Support layer 23 Iron plate 24 Single pipe pipe (section circular member)
25 Support 26 H Steel 27 Pipe Support 28 Connecting Bracket 29 Hook 30 Earthmoving 31 Crushed Stone 31a Abdomen 31b Upper Abdomen 31b Large Abdomen 32 Large Soil 40 Bridge 41 Abutment 42 Bridge Girder (Reinforced Concrete Subbase)
43 Ballast track 44 Riverbed concrete 45 Air mortar layer 46 Support layer 47 Block 47a First block 48 Iron plate 49 Support 50 Single pipe (cross-section circular member)
51 Protective Layer 52a Bellows 53 Pull-out Edge Cutting Hole 54 Connecting Metal 120 Block 121 First Block 122 Second Block 123 Third Block 128 Side Block Upper Block 129 Side Wall Upper Left Block

Claims (6)

A method of forming a ballast track subbase accompanying the dismantling of a railway bridge over which a reinforced concrete roadbed is bridged
(A) Assembling a support for supporting an iron plate on the bottom side of the reinforced concrete roadbed, placing an iron plate on the support, arranging a plurality of circular cross-section members on the iron plate in the direction perpendicular to the rail, and height of the support Adjusting the circular plate member between the steel plate and the reinforced concrete roadbed by adjusting,
(A) a step of filling a cement-based material from the lower end of the support to the iron plate and forming a support layer that receives a load applied to the iron plate;
(C) cutting the reinforced concrete roadbed in the direction orthogonal to the rails so that the reinforced concrete roadbed is divided into blocks at desired intervals in the rail extension direction;
(D) Pulling out the reinforced concrete roadbed divided into blocks in the direction perpendicular to the rails for each block, and putting the crushed stone into the space created by the drawing, the reinforced concrete roadbed is sequentially changed to the crushed stone roadbed Process,
A method of forming a roadbed for a ballast track, comprising: A method of forming a ballast track subbase along with the dismantling of a railway bridge over which a reinforced concrete roadbed supporting a roadbed ballast is bridged,
The step (d)
About each block on the cross-sectional circular member among the reinforced concrete roadbed divided into blocks,
(A) Select any one as a drawing target part,
(B) The crushed stone including the ballast ballast around the extraction target portion is removed, and the extraction target portion is extracted in the direction orthogonal to the rail so as to slide on the circular member in the cross section, and the crushed stone is created in the space on the iron plate generated by the extraction. After changing the section of the extraction target part from reinforced concrete roadbed to crushed stone roadbed by filling the roadbed ballast on the roadbed,
(C) The step of selecting the block adjacent to the section changed to the crushed stone roadbed as the next extraction target part and performing the step (b) is sequentially performed individually for each block on the circular cross-section member. The method for forming a ballast track roadbed according to claim 1, comprising:   3. The ballast track roadbed forming method according to claim 2, wherein the drawing target portion selected in (a) is divided into blocks by a drilling hole continuously opened in the direction perpendicular to the rail. The circular member in cross section is a single pipe pipe,
In the step (a), the single pipe is removed so that each block on the circular member in cross section of the reinforced concrete roadbed divided into blocks is supported by at least two single pipes. 4. The method for forming a ballast track roadbed according to claim 1, wherein a plurality of the ballast tracks are inserted side by side. Before the step (a), an air mortar is placed below the reinforced concrete roadbed to form an air mortar layer, and a concrete is placed on the air mortar layer to form a protective layer. Including
In the step (a), by forming the support on the protective layer, the load applied to the iron plate is received by the protective layer and the air mortar layer through the support and the support layer. The method for forming a roadbed for a ballast track according to claim 1. Prior to the step (d), a bellows embankment is made by crushed stone to the vicinity of the height position of the iron plate to form a belly portion on both sides of the support layer, and a cured iron plate is placed on the bellows portion. Including the laying process,
6. The method for forming a ballast track roadbed according to claim 1, wherein, in the step (d), the cured iron plate receives the block drawn in the direction perpendicular to the rail.

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