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Figure 19.3
Figure 19.3
It has been pointed out that, for narrow footings, small increases in soil
pressure may lead to such large increases in settlement that the movement
would be considered a bearing-capacity failure. Hence, any acceptable
procedure for proportioning footings on sand must provide assurance that,
even if the settlement under the anticipated conditions would appear not to
exceed 1 in., the margin against a bearing –capacity failure would be ample
in spite of the inevitable differences between anticipated and real conditions.
Figure 19.4
Figure 19.4
Figure 19.4
=‘
= Eq. 19.2
= Eq. 19.3b
= Eq. 19.3b
For a particular value of and a given deposit of sand, the expression within the
brackets is a constant. Thus, the relation between the width of footing and the
net soil pressure for a given factor of safety can be expressed in a plot such as
Figure 19.3 as a family of straight lines radiating from the origin. Each line
corresponds to a sand having a different N-value.
1. The chart is based on the behavior of shallow footings of the normal
dimensions and depths below the ground surface.
3. It has been shown that a rise of the water table from a depth greater than
about B below the base of the footing up to the top of the surcharge has the
effect of reducing the bearing capacity to about one half of its value for moist,
dry, or saturated sand.
For a depth to groundwater level equal to Dw, measured from the surface of the
surcharge surrounding the footing, the correction factor may be obtained with
sufficient accuracy by linear interpolation, or
= Eq. 19.4
After the dimensions of each of the smaller footings have been determined
on the basis of the soil pressure selected for the largest footing, Fig. 19.3 is
entered with the width B and the approximate value of Df / B of each of the
smaller footings to check whether the allowable soil pressure for the footing
may be governed by the bearing capacity; i.e., whether the value of B
corresponds to the left-hand rising branch of the design curve. If it does the
footing must be reproportioned for the for the smaller pressure.
However, inasmuch as relatively high pressures act over only part of the
base, the allowable soil pressure can be estimated on the assumption that the
effective with B of the footing is less than the real with b.
Because of the larger size of rafts compared to that of footings, the factor of
safety against a bearing-capacity failure of the underlying sand is always very
great. With increasing width of the raft or increasing relative density of the
sand, the ultimate bearing capacity increases rapidly. Hence, the danger with a
large raft may break into a sand foundation is too remote to require
consideration.
On account of the larger size of rafts, the stresses in the underlying sand
are likely to be relatively high to considerable depth. Therefore, the net soil
pressure at the base of the raft is:
= Eq. 19.6
= Eq. 19.6
The ultimate bearing capacity of piers exceeds that calculated on the basis
of eq.19.2 because the shearing resistance along the surface bd through the
surcharge(Fig.19.4)is no longer negligible, as assumed in the derivation of eq.
19.2. However, if the material above the level of the base of the piers is weak or
compressible, the increase in bearing capacity may be small. Moreover, if there
is a possibility that the surrounding material may even occasionally be
removed by scour, its beneficial influence must be neglected. Therefore, in
general, it is conservative and justifiable to determine the safe bearing capacity
by means of eq. 19.2 with an appropriate factor of safety. In many instances the
weight of a concrete pier itself is a large fraction of the total load transferred by
the pier to the sand, but the settlement that occurs before the pier is completed
may be of no significance. The bases of tall pier shafts supporting bridge
spans, for example, may be allowed to settle appreciably, while the concrete of
the shafts is being placed, with no detrimental effects.
Under these circumstances the weight of the pier can be subtracted from
the total net load before the base area is determined by the procedures
described in the preceding paragraph. The requirements for an adequate factor
of safety, however, must be satisfied for the total net load, including the weight
of the pier.
2. They may be driven into loose sand to compact it and increase its
bearing capacity.
3. They may be driven into a bed sand to establish the foundation below
the greatest depth to which the sand may be removed by scour.
Driving piles into a bed of loose sand compacts the materials, partly
because of the decrease in void ratio necessary to compensate for the
compacting effect of the vibrations produced by pile driving. Once the piles are
driven, the settlements of the structure are approximately the same as those
estimated according to the procedures described for footings and rafts on
relatively dense sand.
In the foregoing discussions it has been assumed that the sand into or
through which the piles are driven is previous enough to permit dissipation of
the pore pressures due to driving almost as rapidly as they develop. This
condition is not satisfied in fine sand and silts. The consequences depend on
whether the soil loose or dense. As successive piles are driven into such soils
in a loose state, the pore pressures accumulate, reduce the effective stresses
between the particles, and correspondingly reduce the shearing resistance of
the soil. If the pore pressures become large enough, the soil is transformed into
a viscous liquid in which previously driven piles are readily displaced laterally
and upward. Timber or hollow-shell may in extreme cases actually float. Such
behavior is especially undesirable if the piles are intended to derive their
support from an underlying bearing stratum.
The resistance to uplift of a pile driven into a sand depends on the relative
density of the sand, the length, diameter, and taper of the pile, the use or
absence of jetting, and several other factors. For this reason realiable values of
the uplift resistance can be obtained only by means of load tests.
COMPACTION
If the relative density of a deposit of sand is too low for the establishment of
a raft or footing foundation, it may be increased by several means. One of
these is the driving of compaction piles. Another is the use of the patented
method known as the vibroflotation process.
In this method, a heavy steel capsule containing an internal vibrator is lowered into
the deposit of sand. At the same time, powerful jets of water are forced into the sand
beneath the capsule. Under the combined action of jetting and vibration the device sinks
rapidly and creates a crater in the ground surface. As the crater develops, it is filled with
sand. Compaction to the depth of penetration for a diameter of 6 to 8 ft is generally quite
satisfactory. The procedure may, under some circumstances, be less expensive than
driving piles. It is most effective in clean medium to coarse sands, but is not an effective
in silty sands or silts.
SETTLEMENT