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6.1 Introduction
In the previous chapters methods have been developed to ensure that beams will have a
proper safety margin against failure in flexure or shear, or due to in adequate bond and
anchorage of reinforcement at overload state.
Effects of deflection
Modern building structures often lack substantial walls and partitions, and the non
structural elements are prone to damage caused by deformations of the structural
members. More over; too large deflection may cause roof surfaces not to drain
properly, doors and windows will not operate properly, malfunction of sensitive
equipment and change in stress distribution of structural members. Hence the control
of defections of flexural members under service load is assuming greater importance.
Reinforced Concrete I
Chapter Six: Serviceability Limit States 2
(n - 1)A s'
εc fc
fs'
As' εs'
d h
As εs fs
εct fct b
b
(n - 1)A s
x-section strains stresses un cracked transformed section
The pre-cracking stage stops at the initiation of the first flexural crack when the
concrete strength reaches its tensile design strength fctd.
The calculations of deflection for this region are not important as very few reinforced
concrete beams remain uncracked under actual loading. However mathematical
knowledge of the variation of stiffness is important as segments of the beam along the
span in the actual structure can remain uncracked.
When flexural cracking develops, the contribution of concrete in the tension zone
reduces substantially. Hence the flexural rigidity of the section is reduced, making the
load deflection curve less steep in this region than in the precracking stage segment
(see Fig.6.1).
Reinforced Concrete I
Chapter Six: Serviceability Limit States 3
Stress and strain distributions across the depth of a typical cracked rectangular
concrete section are shown in Fig.6.3.
(n - 1)A s'
εc fc b
fs'
As' εs'
d h
As εs fs
(n - 1)A s
b
x-section strains stresses cracked transformed section
Fig.6.3 Behavior of reinforced concrete beam in the post-cracking service load stage
The moment of inertia of the cracked section designated as Ictr can be calculated from
the basic principles of mechanics.
Post-serviceability Cracking Stage: Region III
The load deflection diagram (see Fig.6.1) is considerably flatter in region three than in
the preceding regions. This is due to substantial loss in stiffness of the section as a
result of extensive cracking and considerable widening of the stabilized cracks though
out the span at this load level.
Stress and strain distributions across the depth of a typical cracked rectangular
concrete section at the ultimate load level are shown in Fig.6.4.
(n - 1)A s'
εc fc
b
As' εs'
d h
As εs fs
(n - 1)A s
b
x-section strains stresses cracked transformed section
Reinforced Concrete I
Chapter Six: Serviceability Limit States 4
Although, Post Yield deflection and limit deflection at failure are not of major
significance in design, to recognize the reserve deflection capacity as a measure of
ductility in structures in earthquake zones and in areas where the probability of
overload is high.
Computation of deflection
The decrease in flexural stiffness caused by cracking of the concrete also has an
appreciable effect on the deflection, and the uncertainty of the extent of cracking
makes the effective moment of inertia of members difficult to estimate. In most
practical cases, the deflection can be estimated in two steps: (1) the immediate
deflection that occurs at first loading, and (2) the additional deflection that occurs
with time, because of creep and shrinkage of the concrete.
Immediate Deflection
The immediate deflections caused by the service loads may be calculated using elastic
theories. It can be calculated based on the properties of either uncracked elastic
member, cracked elastic member or some combination of these.
Long-term deflection
The deflection of reinforced concrete beams increase with time. The additional
deflections are caused by creep and shrinkage of concrete. The rate of additional
deflections deceases as time proceeds. The long term deflection is about two to three
times the short term deflection.
Concrete shrinkage curvatures will have the same sign as the curvatures due to the
transverse loads; they will increase the deflections due to the transverse loads.
Concrete creep results in a shortening of the compressed part of the concrete cross
section, hence also cause additional curvature
Reinforced Concrete I
Chapter Six: Serviceability Limit States 5
It is evident that the additional deflection due to shrinkage and creep can be
substantially reduced by the presence of compression reinforcement.
All reinforced concrete beams crack generally starting at loads well below service level.
Consequently it is necessary to study its cracking behavior and control the width of
flexural cracks.
As the loads are gradually increased above the cracking load, both the number and
width of cracks are increased.
1) The deflection of a structure or any part of the structure shall not adversely
affect the proper functioning or appearance of the structure
2) This may be ensured either by keeping calculated deflections below the limiting
values or by compliance with the requirements for minimum effective depth.
Limits on Deflection
1) The final deflection including the effect of temperature, creep and shrinkage)
of all horizontal members shall not, in general, exceed the value.
Le
δ =
200
Where, Le = the effective span
Reinforced Concrete I
Chapter Six: Serviceability Limit States 6
of the deflection which occurs after the attachment of the non structural
elements shall not exceed the value.
Le
δ = ≤ 20mm
350
3) In any calculation of deflections, the design properties of materials and the
design loads shall be those defined for serviceability limit state (see chapter
two).
Immediate Deflections
1) Unless values are obtained by a more comprehensive analysis, deflections which
occur immediately on application of load shall be computed by the usual elastic
methods as the sum of two parts, δi and δii but not more than δmax as given by the
following equations.
M cr
δ i = βL2
Ecm I i
M k − M cr
δ ii = βL2
0.75 Es As z (d − x)
Mk
δ max = βL2
Es As z (d − x)
Reinforced Concrete I
Chapter Six: Serviceability Limit States 7
{ }
x ≅ − nρ + ( nρ ) 2 + 2 nρ d
( As − As ) x
'
Where ρ = , z ≅ d − and n=10
bd 3
2) Unless the theoretical moment which causes cracking is obtained by more
comprehensive method, it shall be computed by
M cr = 1.70 f ctk Z
Where δi is the deflection due to the theoretical cracking moment Mcr acting on
the uncracked transformed section.
δii is the deflection due to the balance of the applied moment over and
above the cracking value and acting on a section with an equivalent
stiffness of 75% of the cracked value
δmax is the deflection of fully cracked section
As is the area of tension reinforcement
Ecm is the short term elastic modulus (tangential modulus of the
concrete
Es is the modulus of elasticity of steel
Ii is the moment of inertia of the uncracked transformed concrete
section.
Mk is the maximum applied moment at mid span due to sustained
characteristic loads; for cantilevers Mk is the moment at the face of
the support
Z is the section modulus
d is the effective depth of the section
x is the neutral axis depth at the section of maximum moment
z is the internal lever arm at the section of maximum moment
β is the deflection coefficient depending on the loading and support
conditions
(e.g. b = 5/48 for simply supported span subjected to uniformly
distributed load)
Note: the value of x and z may be determined for the service load
condition using a modular ration of 10, or for ultimate load condition
1) Unless values are obtained by more comprehensive analysis, the additional long
term deflection of flexural members shall be obtained by multiplying the
immediate deflection caused by sustained load considered by the following
factor.
As
'
2 − 1.2 ≥ 0.6
As
Where As’ is the area of compression reinforcement
As is the area of tension reinforcement.
Reinforced Concrete I
Chapter Six: Serviceability Limit States 8
1) For reinforced concrete, two limit states of cracking: the limit state of crack formation
and the limit state of crack width are of interest.
2) The particular limit stare to be checked is chosen on the basis of the requirements for
durability, and appearance. The requirements for durability depend on the conditions
of exposure and sensitivity of the reinforcement to corrosion
1) The maximum tensile stresses in the concrete are calculated under the action of
design loads appropriate to the serviceability limit state and on the basis of
geometric properties of the transformed uncracked concrete cross section.
2) The calculated stress shall not exceed the following values:
σct = 1.70fctk , for flexure
σct = fctk , for direct tension
3) In addition to the above minimum reinforcement in accordance with chapter 5
shall be provided for the control of cracking
2) Checking of the limit state of flexural crack widths is generally not necessary
for reinforced concrete where
Reinforced Concrete I
Chapter Six: Serviceability Limit States 9
Table6.3 Maximum Bar Diameter for which Checking Flexural Crack Width may be
Omitted
Wk = 0.4mm Wk = 0.2mm
σs (MPA) Ø (mm) σs (MPA) Ø (mm)
160 40 160 25
200 32 200 16
240 25 240 12
280 20 320 6
320 16 400 4
Where: σs is the steel stress under service condition
Wk is the permitted characteristic crack width.
Note: where necessary linear interpolation may be used
Reinforced Concrete I