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Chapter Six: Serviceability Limit States 1

Chapter Five: Bond, Anchorage and Development length

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.

It is also important that member performance in normal service be satisfactory, when


loads are those actually expected to act i.e., when load factors are 1.0. This is not
guaranteed simply by providing adequate strength. Serviceability of a structure is
determined by its deflection, cracking, vibration, etc at service load level based on
elastic theory. This chapter deals with the evaluation of deflection and cracking
behavior of beams and one-way slabs in some details.

6.2 Limit State of Deflection

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.

Deflection behavior of beams

The load deflection behavior of reinforced concrete beam is basically trilinear, as


idealized in Fig. 6.1. It is composed of three regions prior to rupture.
Region I: Pre cracking stage, where the structural member is crack free (see Fig.6.1)
Region II: Post cracking stage, the structural member develops acceptable controlled
cracking both in distribution and width
Region III: Post serviceability cracking stage, where the stress in the tension
reinforcing steel reaches the limit state of yielding.

Fig.6.1 Load deflection curve of a reinforced concrete beam

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Chapter Six: Serviceability Limit States 2

Pre-cracking Stage: Region I


The pre-cracking segment of the load deflection curve is essentially a straight line
defining full elastic behavior. The maximum tensile stress in the beam in this region is
less than the tensile strength of concrete in flexure, fctd. Therefore, the flexural
stiffness EI of the beam can be estimated using the young’s modulus Ec of concrete and
the uncracked transformed moment of inertia Iut of concrete cross-section.
Stress and strain distributions across the depth of a typical uncracked rectangular
concrete section are shown in Fig.6.2.

(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

Fig.6.2 Behavior of reinforced concrete beam in the pre-cracking stage

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.

Post-cracking Service Load Stage: Region II


The pre cracking stage ends at the initiation of the first crack and moves in to region
II of the load deflection diagram (see Fig. 6.1). Most beams lie in this region at service
loads. A beam undergoes varying degree of cracking along the span corresponding to the
stresses and deflection levels at each section. Hence cracks are wider and deeper at
mid span, whereas only narrow Minor cracks develop near the supports in a simple beam.

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).

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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

Fig.6.4 Behavior of reinforced concrete beam in the post-serviceability cracking stage

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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.

Factors attributing to large deformations include:


- Magnitude and distributions of variable load
- Span and type of end restraints.
- Cross-sectional properties
- Types of concrete grade
- Stress in steel reinforcement

Computation of deflection

The accurate prediction of the deflection of reinforced concrete members at the


service load is difficult. Unsymmetrical reinforcement in beams (As > As’) leads
deflection due to shrinkage of concrete, which add to the gravity load deflection. Creep
of concrete leads to gradual increase of deflections of members under sustained
service loads. The shrinkage and creep that occur are influenced by temperature,
humidity, curing conditions, age of concrete at the time of loading and other factors.

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

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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.

6.3 Limit States of Cracking

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.

Method of prediction of crack widths are primarily based on test observations as


cracking of concrete is a random process, highly variable and influenced by many
factors.

Factors attributing to cracks are:


- Surface characteristics of reinforcing steel. Generally, smooth bars result in
small number of wide cracks and deformed bars will result in large number of
very fine cracks.
- Stress in reinforcing steel. Crack width is proportional to stress in the steel
- Concrete cover
- Diameter and spacing of reinforcement. Generally, to control cracking , it is
better to use a large number of small diameter bars to provide the required are
of steel than to use the minimum number of larger bars. More over bars should
be well distributed over the tension zone of the concrete.

Serviceability Limit States, as per EBCS 2

Limit State of Deflection

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

2) For roof or floor construction supporting or attached to non structural elements


(e.g. partitions, and finishes) likely to be damaged by large deflections, that part

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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).

Requirements for Effective depth


1) The following minimum effective depth shall be provided unless computation of deflection
indicates that smaller thickness may be used with out exceeding the above limits on
deflections.
f yk Le
d ≥ (0.4 + 0.6 )
400 β a
Where: fyk is the characteristic strength of the reinforcement (MPA)
Le is the effective span; and for two way slabs, the shorter span
βa is the appropriate constant from the following Table and for slabs carrying
150
partitions walls likely to crack, shall be taken as β a ≤
Lo
Lois the distance in m between points of zero moments; and for a
cantilever, twice the length to the face of the support.
Table 6.1 Values of βa
Member Simply End Interior Cantilevers
Supported Spans Spans
Beams 20 24 28 10
Slabs
(a) Span ratio = 2:1 25 30 35 12
(b) Span ratio = 1:1 35 40 45 10
Flat slabs ( based on longer span) 24 -
Note: for slabs with intermediate span ratios interpolate linearly.
Calculation of deflections

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)

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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

Long Term Deflections

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.

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Chapter Six: Serviceability Limit States 8

Limit States of Cracking

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

Limit State of Crack Formation

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

Limit State of Crack widths

1) Adequate protection against corrosion may be assumed provided that the


minimum concrete covers as per EBCS 2 are complied with and provided further
that the characteristic crack width Wk do not exceed the limiting values given in
the following Table.

Table 6.2 Characteristic Crack Width for Concrete Members


Type of Dry environment: Humid Environment: Sea water and/or
exposure Interiors of Interior aggressive chemical
buildings of components(e.g. environment:
normal laundries); exterior Components completely
habitation or components; and partially submerged
offices components in non- in sea water; components
aggressive soil in saturated salt air;
(Mild) and/or water aggressive industrial
atmosphere
(Moderate)
(Sever)
Characteristic
crack width, 0.4 0.2 0.1
Wk (mm)

2) Checking of the limit state of flexural crack widths is generally not necessary
for reinforced concrete where

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Chapter Six: Serviceability Limit States 9

a) at least then minimum reinforcement given by Art.5.3.2, EBCS 2 is


provided
b) the reinforcement consists of deformed bars
c) their diameter does not exceed the maximum values given in the
following Table.

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

3) If crack widths have to be calculated, the following approximate equations may


be used in the absence of more accurate methods
Wk = 1.7Wm
Wm = Srmεsm
Where Wk is the characteristic crack width
Wm is the mean crack width
Srm is average distance between cracks ( see Art.5.3.4.2, EBCS 2)
εsm is the mean strain of the reinforcement considering the contribution
of concrete in tension( see Art.5.3.4.2, EBCS 2)

Reinforced Concrete I

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