International Journal of Advances in Science and Technology, Vol. 4, No.

1, 2012

Determination of Deflection Profile Using Modified Bransons Equation for Rubber Reinforced Concrete Beams
T. Senthil Vadivel1 and R. Thenmozhi2
1

Associate Professor, Department of Civil Engineering, KPR Institute of Engineering & Technology, Coimbatore 641 407, Tamilnadu, India. tsnsenthu@rediffmail.com Professor, Department of Civil Engineering, Thandhai Periyar Government Institute of Technology, Vellore 632 002, Tamilnadu, India. thenmozhigct@yahoo.com

Abstract
A global environmental issue expects to safeguard the natural resources and proposes for the recycling and reuse of wastes. One such burning waste management problem is disposal of tyre rubber. Efforts have been taken worldwide for the effective disposal and management of these rubber wastes. The authors already suggested the use of waste tyre rubber strip as reinforcement in their earlier studies [10]. Now this current study intended to develop an equation for the deflection profile of rubber reinforced beams. Two series of beams were cast and tested with 2 numbers of 15mm x 25mm size flat rubber strip as tensile reinforcement in concrete beams. The first series of beam result indicates that the ultimate strength, flexural stiffness and deflection of the rubber reinforced beams can be accurately predicted based on the design theory and also suggested modification in the Bransons equation for the deflection of these beams. The next series of beams proves an agreement of predicted and recorded behavior of the test specimens, which approves the validity of the predicted model to determine the deflection of rubber reinforced beams.

Keywords: Rubber Reinforced Beams, Rubber Strip, Deflection Profile. 1. Introduction

Construction industry is a major sector plays a vital role in the economic development of any country which always incurs platform for new invention. Concrete is the most used material in construction liable to the depletion of natural resources and increases the scarcity of the ingredients such as cement, steel and aggregates consequently there is a demand for these materials, time-honored by the commercial sector. Henceforth engineers are anxious to overcome this deficiency by alternatives, many researches underwent to identify the subsidiary use of the traditional materials. Present study is also one among such intention to develop a supplementary use of steel bars with abundantly available waste truck tyre rubber which are non-degradable and highly tensile in nature. But currently available design methodology of reinforced concrete is developed for steel bars not just as re levant to the rubber strips preferred to use for this study. Therefore, modifying the available formulae accord with rubber strip reinforcement is essential. Alsayed et al [3] suggested a modified Branson equation for the glass fiber reinforced plastic bar as reinforcement in concrete structures and validated the model using ACI -318 code which motivates us to derive a modified equation for the deflection of rubber reinforced beams and validate the suitability of modified design equation for flexure and deflection.

2. Experimental Investigation
2.1 Materials
The materials used in this study were ordinary Portland cement of 53 grade, natural river sand with specific gravity and fineness modulus of 3.14 and 2.8 and coarse aggregate 2.61 and 7.42. Fe 415 grade steel and Flat truck tyre rubber strips are used as reinforcement. As per the manufacturers specification the specific gravity of truck rubber strip was 1.14 0.02, tensile strength ranges from 35 300 Kg /cm2 & elongation at break was 200% or 2 L.

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2.2 Fabrication, Casting and Testing

Two series of beams were cast with different grades M25 and M30. The mix proportion adopted for M25 grade is 1:1.44:2.66 with a water cement ratio of 0.45 and for M30 grade, the ratio used is 1:1.28:2.36 with a water cement ratio of 0.40. A total of 18 beams were cast of size 150 mm x 230mm x 2100 mm. The beams were divided into two series, First series of beams of M25 grade named as sets namely A1, A2, A3, and second series as B1, B2 and B3. The test parameters are ultimate strength and deflection. Beam set A1 and B1 were cast as control specimens whereas set A2, B2, A3 and B3 were cast as concrete beams with Flat truck tyre rubber strip of size 15mm x 25mm as reinforcement. To have good bond between the rubber strip reinforcement and concrete, the binding wires of 100mm length were tied in the rubber strip reinforcement throughout the span at spacing of 50mm c/c in A3 and B3 set beams. This set of A3 and B3 beams were named as wire wound Scrap tyre Rubber reinforced beams. Two numbers of 8mm diameter bars of Fe 415 grade steel were used in the compression zone as hanger bars. Two legged 6 mm diameter mild steel round bars were placed at 200 mm c/c for shear reinforcement. The reinforcement details are shown in Figure 1. Steel moulds were used for casting; precast cover blocks were placed in position at five or six points to give proper cover to the reinforcing bars, reinforcement cage was placed over the cover blocks. The concrete was placed in two to three layers, each layer vibrating with a needle vibrator. The tops of the beams were floated off smoothly with a straight edge. The specimens were demoulded after 24 hours and then put in curing for 28 days. A precision reaction frame of 100 ton capacity fixed over strong floor was used for testing. The specimens were simply supported over a span of 2.1 m. Two point loads were applied transversely at one fourth distances from each support. Dial gauges of sensitivity 0.01 mm were used to measure the deflection of the beams. Loading was applied by means of a 30 ton hydraulic jack. The load applied by the jack was measured using a proving ring of capacity 30 ton. The behavior of the beams was keenly observed from the beginning till collapse. The development and propagation of cracks due to increase of load were also recorded. The testing arrangement is shown in Figure.2.

2.3 Test Results

The measured central load deflection is for the three groups of beams of series one is shown in Figure 3. The results are clearly indicates the influence of rubber strips on the load Vs deflection relationship. The rubber strips beams increases in deflection than the steel reinforced beams for the given load but ultimate load is 40% lesser than that of steel reinforcement. The results are shown in Table 1. The deflection requirement of the ACI limits the computed deflection , to the maximum permissible value of a, which depends on the span length of the beam and type of the member. Hence the deflection for the simply supported beam of span L, subjected to a two point symmetrical load to the centre line of the beam will be as: = Pa (3L2 4a2) 48 Ec Ie (1)

Where P is Total Load divided by two concentrated load each applied at the distance of a from the support, Ec is the modulus of elasticity of concrete, and Ie is the effective moment of inertia of the beam section. According Bransons equation (1963), the effective moment of inertia Ie , is determined as: I e = Ig Mcr Ma
3

+ Icr

1-

Mcr Ma

(2)

Where, Mcr = Cracking Moment, Ma = Maximum Service Moment, Icr = Moment of Inertia of the cracked section, Ig = Gross Moment of Inertia.

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Table 1 presents the test results of steel reinforced concrete and rubber reinforced concrete. It is clearly proves that there is a better correlation of experimental results and theoretical calculation as per Bransons equation for steel reinforcement. But predictions of the deflection of rubber reinforced beams are under estimated by the above said equation which has been clearly identified by comparatively very less deflection ratio of the rubber strip reinforcement than that of steel reinforcement. This motivates us to modify the current ACI recommendation for the deflection prediction.

3. Deflection Profile Model

According to the previous discussion, it is indeed to modify the current Branson equation to predict the deflection of service loads of rubber reinforced concrete. Hence the experimental results of beams set A2 and A3 were analyzed and the value of experimented effective moment of inertia I e were determined using the given equation mentioned below: Ie(exp) = P(exp) a (3L2 4a2) 48 Ec (exp) From the equation (2) the power value m can be written as: log m= log Ie - Icr Ig - Icr Mcr Ma (3)

(4)

The experimental effective moment of inertia now can be determined from the equation (3). With this result a regression analysis for the entire service load were performed. The results recommended the approximate average power value (m) for rubber reinforced beams as 7.4 and stiffness factor as 0.5. Thus, the recommended modified Branson equation to determine the effective moment of inertia for rubber reinforced beams is given below. Ie = Ig Mcr Ma
7.4

+ Icr

1-

Mcr Ma

7.4

x 0.5

(5)

6 mm @ 200 mm c/c

4 Nos. of 8 mm

6 mm @ 200 mm c/c

150 mm

2100 mm 230 mm Figure 1. (a) Reinforcement Details of the Control Beam

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6 mm @ 200 mm c/c

2 Nos. of 8 mm

6 mm @ 200 mm c/c

150 mm

2100 mm

2# 15 mm x 25 mm tyre rubber 230 mm

Figure 1. (b) Details of the Rubber Reinforced Beam

6 mm @ 200 mm c/c

2 Nos. of 8 mm

6 mm @ 200 mm c/c

150 mm

Binding Wire

2100 mm

2# 15 mm x 25 mm tyre rubber 230 mm

Figure 1. (c) Details of the Wire Wound Rubber Reinforced Beam

Figure 2. Test Setup

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Table 1. Results of the First Series Beams (M25 Grade) Service Load Ps (KN)
8.25 7.48

Beam Set
A1 A2

Reinforcement Details
4 nos 8mm (Steel) 2 nos 8mm (Steel) and 15 x 25 mm size Flat truck tyre rubber strips 2 nos 8mm (Steel), 15 x 25 mm size Flat truck tyre rubber strips and 100 mm wire wounded @50mm c/c

Ultimate Load Pu (KN)

19.32 11.59

Central Deflection (mm) Measured

2.86 5.01

Deflection Ratio (ACI/ Measured)

0.919 0.475

ACI
2.63 2.38

A3

12.56

7.50

3.90

2.39

0.613

25 20
Load (KN)

15 10 5 0 0 10 20
Deflection (mm)

A1 A2 A3

30

40

Figure 3. Average Load Vs Deflection Relationships for the First Series of Beams

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Table 2. Comparison between Predicted and Experimental Results of Second Series Beams (M30 Grade) Ulti mate Load Pu (KN)
25.12

Beam Set

Reinforce -ment Details

4 nos 8mm (Steel) 2 nos 8mm (Steel) and 15 x 25 mm size Flat truck tyre rubber strips 2 nos 8mm (Steel), 15 x 25 mm size Flat truck tyre rubber strips and 100 mm wire wounded @50mm c/c

Service Load Pa (KN) Predict ed

8.79

Central Deflection (mm) Predicted a u

2.82 26.03

Act ual
9.30

Actual a u
3.10 28.60

Deflection Ratio (Predicted/ Actual) a u

0.91 0.91

B1

B2

14.49

5.08

5.83

10.08

53.49

9.60

51.60

1.05

1.04

B3

15.56

5.45

5.83

12.21

72.39

13.06

58.08

0.94

1.25

18 16 14 12 10 8 6 4 2 0 0 20 40 60 Deflection (mm)

Load (KN)

B1 - Predicted B2 - Predicted

80

Figure 4. Load Vs Deflection Relationships of Second Series Beams Predicted Model

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18 16 14 12 10 8 6 4 2 0 0 20 40
Deflection (mm)

Load (KN)

B1 - Actual B2 - Actual

60

80

Figure 5. Load Vs Deflection Relationships of Second Series Beams Actual Experiment Results

4. Model Validation & Result Discussion

The validity of the predicted equation is planned to compare with the experimental results obtained by the second series of beam sets B2 and B3. On the first phase the deflection of the second set of rubber reinforced beams was predicted using the modified equation (3) & (5) and those deflections are compared with the experimental results are tabulated in Table 2. Predicted central deflection of B2 beams are very much closely performed in both service and ultimate loads of experimental behavior of B2 beams. The identified ultimate deflection for the load point is 53.49 mm and the actual was 51.60 mm. The attained deflection is almost near to the predicted model. The deflection or rubber reinforced beams shows it is worth by producing good flexural behavior as expected. There is mild higher performance in deflection ratio is shown in favor of predicted model compared than the experiment may be because of the grade of concrete. The central deflection of B3 beams 90% close to the actual deflection of B3 series under service load. But in contra the ultimate load deflection of predicted model over performed than the experimental deflection up to 18%. Henceforth the predicted flexural behavior of B3 series surprised us by providing factor of safety due to the assumed higher deflection. Figure 4 & 5 gives the clear indication of the better performance of predicted model in both sets of beams B2 & B3 and shows the excellent conformity with the experimental results for the load and deflections for the rubber strips reinforced beams.

5. Conclusion
The validity of the modified Branson equation developed based on the load and deflection requirements for designing rubber reinforced concrete beams are investigated. The following recommendations are provided. 1. The ultimate flexural strength of rubber reinforced concrete beams of M25 and M30 grades are determined and which provides 60% of ultimate strength of steel reinforced concrete. Wire wounded rubber reinforced concrete gives the ultimate strength of 65% of the steel reinforced concrete.

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2.

According to the experimental results a simple empirical equation is created and suggested a model to predict service load and deflection. The accuracy of model is very much appropriate to the measured values and verified experimentally and proves better agreement with the test result. Hence this simple prediction model is safe and will save the cost and time of further development of rubber reinforced practice.

6. References
[1] ACI Committee 318 Building Code Requirements for Reinforced Concrete and Commentary, (ACI 318-92/ACI 318R-92), American Concrete Institute, Detroit, pp.353, 1992. [2] Ali,A.M., and Goulias,D.G., Enhancement of Portland Cements Concrete with Tyre Rubber,12th International Conference On Solid Waste Management, University of Pennsylvania, Philadelphia,PA, 1996. [3] Alsyed S.H, Al-Salloum Y.A and Almusallam T.H. Performance of Glass Fiber reinforced Plastic Bars as a Reinforcing Material for Concrete Structures, Composites Part B: Engineering, Vol. 31, pp 555 567, 2000. [4] Bignozzi, M.C., and Sandrolini.F., Tyre Rubber Waste Recycling in Self-compacting Concrete, Cement & Concrete Research, Vol 36, Issue 4, pp 735-739, 2006. [5] Chou, L.H, Lu,C.K, Chang, J.R, & Lee, M.T., Use of Waste Rubber as Concrete Additive, International Solid Waste Association, 2007. [6] Eldin, N. N and Senuci, A.B., Rubber-tyre Particles as Concrete Aggregate, Journal of Materials in Civil Engineering, Vol. 5, No. 2, pp. 478-496, 1993. [7] Eldin, N. N and Senuci, A.B., Experts Join Panels to Guide Industry and Asphalt Rubber Technology Transfer, Advisory Committee-RPA, Annual Meeting, 2002. [8] Fairburn, B. and Larson, J., Experience with Asphalt Rubber Concrete An Overview and Future Direction, National Seminar on Asphalt Rubber, Cansas City, Missouri, pp 417-431, 2001. [9] Goulias, D.G. and Ali. A.H., Evaluation of Rubber Filled Concrete and Correlation between Destructive and Non-destructive Testing Results, Cement, Concrete and Aggregate, CCAGDP, Vol.- 20, No.1, pp 140-144, 1998. [10] Senthil Vadivel, T, Thenmozhi, R and Doddurani, M Experimental Study on Waste Tyre Rubber Reinforced Concrete, Journal of Structural Engineering, Structural Engineering Research Centre, Chennai, 2012.

Authors Profile
T. Senthil Vadivel is an Associate Professor in Civil Engineering in KPR Institute of Engineering and Technology, Coimbatore. He is currently pursuing his Doctoral Programme in Anna University of Technology, Coimbatore. His areas of interests are Construction Management, Innovative Construction Materials Research, Rubberized Concrete Composites, Rehabilitation of Structures, Waste Utilization and Management.

Dr. R. Thenmozhi is a Professor in Civil Engineering in Thandhai Periyar Government Institute of Technology, Vellore. She received her Ph.D in Bharathiyar University in Structural Engineering Discipline. She is contributed over a 2 decades of service in engineering and technical education. She is guiding more than 10 research scholars in

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International Journal of Advances in Science and Technology, Vol. 4, No.1, 2012 diversified areas of Civil and Structural Engineering. Her interested areas are Structural Engineering, Finite Elements, Fiber Reinforced Concrete, Steel Structures, Steel Concrete Composites, Ferro cements and Self Compacting Concrete.

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