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Caltrans structural control for bridges in high-seismic zones

机译：高地震区桥梁的Caltrans结构控制

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The California Department of Transportation has nearly completed a $5.5 billion seismic retrofit program to retrofit strengthen over 2200 bridges on the state highway systems so they conform to the latest seismic hazard and performance criteria. Various unique solutions were developed and implemented to achieve the goals of the program. These techniques included the use of conventional steel and reinforced concrete jackets on bridge columns, advanced fiberglass and carbon fiber composite jackets, seismic isolation bearings and dampers, and seismic isolation silos. All of these techniques were designed to control the performance of a bridge by modifying or tuning its structural characteristics. This is much easier to achieve on a new bridge than on the retrofit of an existing bridge. Ideally a bridge should be designed with no deck joints and no bearings, with monolithic columns to superstructure framing, and with all columns the same length. While this ideal design is not achievable on many bridges, there are modifications that can reduce the vulnerability to damage during an earthquake. The structural control techniques illustrated are: hinge restrainer cables and extenders; fewer deck joints; column and foundation design to control the location of plastic hinge zones; conservative shear key design; pier rocking; steel jackets and carbon shells for external confinements; seismic isolation silos; shock transmission dampers; rubber-lead core isolation bearings; and inverted pendulum isolation bearings.
机译：加州交通部几乎完成了一项55亿美元的地震翻新计划，以翻新州立高速公路系统上的2200座桥梁，使其符合最新的地震危险性和性能标准。开发并实施了各种独特的解决方案以实现该计划的目标。这些技术包括在桥柱上使用常规的钢和钢筋混凝土护套，先进的玻璃纤维和碳纤维复合护套，隔震支座和减震器以及隔震筒仓。所有这些技术均旨在通过修改或调整桥梁的结构特征来控制桥梁的性能。在新桥上比在现有桥上进行改造要容易得多。理想情况下，桥梁应设计成不带甲板缝，不带轴承，整体式柱到上层建筑的框架，并且所有柱子的长度相同。尽管在许多桥梁上都无法实现这种理想的设计，但是可以进行一些修改以减少地震中损坏的脆弱性。所示的结构控制技术是：铰链限制器电缆和延伸器；甲板缝较少；立柱和基础设计可控制塑料铰链区域的位置；保守剪力键设计；码头摇摆外部封闭的钢外套和碳壳；隔震筒仓;减震器橡胶铅芯隔离轴承；和倒立摆隔离轴承。

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