[雙語翻譯]--（節(jié)選）外文翻譯---叉樁對樁承碼頭結構動力反應的影響（原文）

1、 Influence of Batter Piles on the Dynamic Behavior of Pile-Supported Wharf Structures Scott M. Schlechter1, PE, M. ASCE; Stephen E. Dickenson2, Ph.D., M. ASCE; Nason J. McCullough3, Ph.D., M. ASCE; and Jonathan C. Bo

2、land4, M. ASCE Abstract Recent experience has demonstrated that waterfront structures are highly susceptible to earthquake-induced damage. In the western United States, port waterfront structures are commonly construc

3、ted using pile-supported wharves in combination with rock dike structures retaining hydraulically placed fills. Many ports use batter piles to limit deflections from lateral loads, such as ship berthing and seismic lo

4、ads. Extensive earthquake-induced damage to batter piles has been observed at several ports worldwide. Consequently, batter piles are now used cautiously in the design of new wharves in seismically active regions ev

5、en though many wharves with batter piles have performed adequately. They have also been used as part of the unique “structural fuse” concept that has been adopted on major projects in the western United States. The

6、continued use of batter piles combined with the significant number of existing wharves supported with batter piles creates the need for a better understanding of their seismic performance. In order to augment the limi

7、ted number of instrumented earthquake case studies for modern wharves and evaluate the performance of the soil-foundation-structure system, a series of large-scale centrifuge models have been constructed and tested wi

8、th typical pile-supported wharf configurations. This paper presents the results of the final two models where batter piles were incorporated. Tests were carried out with and without the batter piles attached for each

9、 model at identical input accelerations. To the authors’ knowledge, the tests provide the first recording and quantification of seismic force distribution for pile-supported wharf structures with batter piles. This p

10、aper summarizes 1) quantification of seismic lateral loads on vertical and batter piles, 2) pile shear and moment data with emphasis on the wharf deck connection, 3) embankment displacements with comments regarding th

11、eir influence on pile loading. Introduction Pile-supported wharves are commonly chosen for the construction of new waterfront port facilities around the world. Historically, many of these wharves have 1 Staff Enginee

12、r, GRI, Portland, Oregon (sschlechter@gri.com); 2Associate Professor, Department of Civil, Construction and Environmental Engineering, Oregon State University (sed@engr.orst.edu); 3Staff Engineer, CH2M Hill, Corvallis,

13、 Oregon (nmccullo@ch2m.com); 4Staff Engineer, Raney Geotechnical, Sacramento California (jboland@raneygeotechnical.com). Copyright ASCE 2004 Ports 2004 Copyright ASCE 2004 Ports 2004Ports 2004 Downloaded from ascelib

14、rary.org by Changsha University of Science and Technology on 03/14/14. Copyright ASCE. For personal use only; all rights reserved.3had a maximum model payload of 2,500 kg, a bucket area of 4.0 m2, and a maximum centrifu

15、gal acceleration of 40 g (Wilson, 1998). Kutter, et al. (1991) covers additional details of the CGM facility and equipment. The model container used for this series of tests was the Flexible Shear Beam (FSB1) containe

16、r. The dimensions of this container are approximately 1,720 mm long, 685 mm wide, and 702 mm deep. The box consists of six hollow aluminum rings separated by layers of neoprene rubber. In order to reduce the boundary

17、 effects at the edge of the model container, the container was designed such that the shear modulus in the direction of shaking is approximately equal to that of a liquefied soil deposit. Model Geometry As mentioned pr

18、eviously, a total of five pile-supported wharf centrifuge models were tested as part of this research effort. Each model had a slightly different geometry representative of generalized conditions at the ports of Long

19、Beach and Oakland, California. The original three tests in the series consisted of multi-lift rock dike geometries with soft soil layering. The two tests presented within this paper (SMS02 and JCB01) focused more sp

20、ecifically on the influence of batter piles. For this reason, a relatively simple soil configuration with a single-lift rock dike was chosen for model SMS02 as shown on Figure 1. The bottom layer of the model consist

21、ed of a relatively dense (Dr = 70%) sand, used to provide a bearing and termination layer for the piles. A single monolithic rock dike with a 2.0:1.0 (H:V) slope was the waterfront face of the model. The reverse fac

22、e (land-side) had 1.5:1.0 (H:V) slope. Additional dense sand was placed behind the rock dike as a backfill material. The rock dike geometry for JCB01 was modified to a 6-foot-thick (prototype scale) sloping rock facing

23、 (2:1 slope) placed over loose (Dr = 40%) sand (Figure 2). This geometry represents a typical configuration where ground improvement has been used in the backland, but omitted beneath the wharf deck where any improvem

24、ent scheme would be expensive and difficult to implement due to limited access. This particular profile is similar to actual conditions at port facilities in the Oakland area that suffered earthquake-related damage

25、during the 1989 Loma Prieta earthquake. In addition to the loose sand, the backland area incorporated an improved (Dr = 70%) region. This relatively simple geometry, with no loose sand regions in the backland area,

26、was chosen to enable direct comparison with the previous monolithic rock dike configuration of SMS02. The structural geometry, piles, and model wharf were identical for both tests. In plan view, a total of 21 vertical

27、piles were used in three rows of seven piles. When attached, two sets of batter piles were spaced between the three rows of piles near the outboard face of the wharf. To record data during the dynamic centrifuge test

28、, approximately 100 sensors were placed within the model including pore pressure transducers, accelerometers, linear potentiometers, axial and moment strain gage bridges, and a load cell. The geometry and location of

29、 the instrumentation is shown on Figures 1 and 2. Complete details of model construction are given in the corresponding data reports (Boland, et al., 2001a; Boland, et al., 2001b). Copyright ASCE 2004 Ports 2004 Copy