REINFORCED CONCRETE

DESIGN
Engr. Randy G. Policarpio

Introduction
Concrete is a mixture of sand, gravel, crushed rock, or other aggregates
held together in a rocklike mass with a paste of cement and water.
Sometimes one or more admixtures are added to change certain
characteristics of the concrete such as its workability, durability, and
time of hardening.
As with most rocklike substances, concrete has a high compressive
strength and a very low tensile strength.
Reinforced concrete is a combination of concrete and steel wherein the
steel reinforcement provides the tensile strength lacking in the concrete.
Steel reinforcing is also capable of resisting compression forces and is
used in columns.

Concrete Mixing and

Proportioning
Workability
Workability measured by slump test
12
1
1.
2.
3.
4.

slump

2
3
4
Layer 1: Fill 1/3 full. 25 stokes
Layer 2: Fill 2/3 full. 25 stokes
Layer 3: Fill full. 25 stokes
Lift cone and measure slump (typically 2-6 in.)

Advantages of Reinforced Concrete as a Structural Material

1.

It has considerable compressive strength per unit cost compared with most other materials.
2. Reinforced concrete has great resistance to the actions of re and water and, in fact, is the best structural
material available for situations where water is present. During res of average intensity, members with a
satisfactory cover of concrete over the reinforcing bars suffer only surface damage without failure.
3. Reinforced concrete structures are very rigid.
4. It is a low-maintenance material.
5. As compared with other materials, it has a very long service life. Under proper conditions, reinforced concrete
structures can be used indenitely without reduction of their load- carrying abilities. This can be explained by the
fact that the strength of concrete does not decrease with time but actually increases over a very long period,
measured in years, because of the lengthy process of the solidication of the cement paste.
6. It is usually the only economical material available for footings, oor slabs, basement walls, piers, and similar
applications.
7. A special feature of concrete is its ability to be cast into an extraordinary variety of shapes from simple slabs,
beams, and columns to great arches and shells.
8. In most areas, concrete takes advantage of inexpensive local materials (sand, gravel, and water) and requires
relatively small amounts of cement and reinforcing steel, which may have to be shipped from other parts of the
country.
9. A lower grade of skilled labor is required for erection as compared with other materials such as structural
steel.

Disadvantages of Reinforced Concrete as a Structural Material

1. Concrete has a very low tensile strength, requiring the use of tensile reinforcing.
2. Forms are required to hold the concrete in place until it hardens sufciently. In addition, falsework
or shoring may be necessary to keep the forms in place for roofs, walls, oors, and similar structures
until the concrete members gain sufcient strength to support themselves.
Formwork is very expensive.
It should be obvious that when efforts are made to improve the economy of reinforced concrete
structures, the major emphasis is on reducing formwork costs.
3. The low strength per unit of weight of concrete leads to heavy members. This becomes an
increasingly important matter for long-span structures, where concretes large dead weight has a
great effect on bending moments. Lightweight aggregates can be used to reduce concrete weight,
but the cost of the concrete is increased.
4. Similarly, the low strength per unit of volume of concrete means members will be relatively large,
an important consideration for tall buildings and long-span structures.
5. The properties of concrete vary widely because of variations in its proportioning and mixing.
Furthermore, the placing and curing of concrete is not as carefully controlled as is the production of
other materials, such as structural steel and laminated wood.

Design Codes
NATIONAL STRUCTURAL CODE OF THE PHILIPPINES
(NSCP)
VOLUME I : Building, Towers and other Vertical Structures.
VOLUME II: Roads, Highways and Bridges.

AMERICAN CONCRETE INSTITUTE (ACI Code)

Building Code Requirements for Structural Concrete (ACI
318)
This code is used primarily for the design of buildings.
Design requirements for various types of reinforced concrete
members are presented in the codes along with a
commentary on those requirements.
. The commentary provides explanations, suggestions, and

Portland Cement
Portland cement is a mixture of calcareous and argillaceous materials which are calcined in a
kiln and then pulverized. When mixed with water, cement hardens through a process called
hydration.
Types of Portland Cement
Type IThe common, all-purpose cement used for general construction work.
Type IIA modied cement that has a lower heat of hydration than does Type I cement and that can
withstand some exposure to sulfate attack.
Type IIIA high-early-strength cement that will produce in the rst 24 hours a concrete with a
strength about twice that of Type I cement. This cement does have a much higher heat of hydration.
Type IVA low-heat cement that produces a concrete which generates heat very slowly. It is used for
very large concrete structures.

Type VA cement used for concretes that are to be exposed to high concentrations of sulfate.

Admixtures
MOST COMMON TYPES OF ADMIXTURES
Air-entraining admixtures, conforming to the requirements of ASTM C260 and C618, are used primarily to increase concretes
resistance to freezing and thawing and provide better resistance to the deteriorating action of deicing salts. The air-entraining agents
cause the mixing water to foam, with the result that billions of closely spaced air bubbles are incorporated into the concrete. When
concrete freezes, water moves into the air bubbles, relieving the pressure in the concrete. When the concrete thaws, the water can
move out of the bubbles, with the result that there is less cracking than if air entrainment had not been used.
The addition of accelerating admixtures, such as calcium chloride, to concrete will accelerate its early strength development. The
results of such additions (particularly useful in cold climates) are reduced times required for curing and protection of the concrete and
the earlier removal of forms. (Section 3.6.3 of the ACI Code states that because of corrosion problems, calcium chloride may not be
added to concretes with embedded aluminum, concretes cast against stay-in-place galvanized steel forms, or prestressed concrete.)
Other accelerating admixtures that may be used include various soluble salts as well as some other organic compounds.
Retarding admixtures are used to slow the setting of the concrete and to retard temperature increases. They consist of various acids
or sugars or sugar derivatives. Some concrete truck drivers keep sacks of sugar on hand to throw into the concrete in case they get
caught in trafc jams or are otherwise delayed. Retarding admixtures are particularly useful for large pours where signicant
temperature increases may occur. They also prolong the plasticity of the concrete, enabling better blending or bonding of successive
pours. Retarders can also slow the hydration of cement on exposed concrete surfaces or formed surfaces to produce attractive exposed
aggregate nishes.
Superplasticizers are admixtures made from organic sulfonates. Their use enables engineers to reduce the water content in
concretes substantially while at the same time increasing their slumps. Although superplasticizers can also be used to keep water
cement ratios constant while using less cement, they are more commonly used to produce workable concretes with considerably higher
strengths while using the same amount of cement. (See Section 1.13.) A relatively new product, self-consolidating concrete, uses
superplasticizers and modications in mix designs to produce an extremely workable mix that requires no vibration, even for the most
congested placement situations.
Waterproong materials usually are applied to hardened concrete surfaces, but they may be added to concrete mixes. These
admixtures generally consist of some type of soap or petroleum products, as perhaps asphalt emulsions. They may help retard the
penetration of water into porous concretes but probably dont help dense, well-cured concretes very much.

Failure Mechanism of Concrete

Shrinkage Microcracks
are the initial shrinkage
cracks due to
carbonation shrinkage,
hydration shrinkage,
and drying shrinkage.

Failure Mechanism of Concrete

Bond Microcracks are
extensions of shrinkage
microcracks, as the
compression stress
eld increases, the
shrinkage microcracks
widen but do not
propagates into the
matrix. Occur at 15-20
% ultimate strength of
concrete.

Failure Mechanism of Concrete

Matrix Microcracks are microcracks that
occur in the matrix.
The propagate from
20% fc. Occur up to
30-45 % ultimate
strength of concrete.
Matrix microcracks
start bridge one
another at 75%.
Aggregate microcracks
occur just before
failure (90%).

Concrete Properties
The standard strength test generally uses a cylindrical sample. It is tested
after 28 days to test for strength, fc. The concrete will continue to
harden with time and for a normal Portland cement will increase with
time as follows:

Concrete Properties
Compressive Strength, fc

Normally use 28-day strength for

f
design strength
Ec
c

Poissons Ratio,

fc

~ 0.15 to 0.20 0.45fc

Usually use 0.17

Concrete Properties
Modulus of Elasticity, Ec

Corresponds to secant modulus at 0.45 fc

ACI 318-99 (Sec. 8.5.1):1.5

Ec ( psi ) 33 w

f 'c ( psi )

where w = unit weight (pcf)

90 pcf < wc <155 pcf
For normal weight concrete
(wc 145 pcf)

Ec ( psi ) 57,000

f 'c ( psi )

Concrete Properties
Concrete strain at max. compressive stress,
o

See Fig. 3.17 for typical

curves
in compression
o varies between 0.0015-0.003
For normal strength concrete, o ~
f
0.002
E
c

fc
0.45fc

Concrete Properties
Maximum useable strain, u

ACI Code: u = 0.003

Used for exural and axial
compression
fc

Ec

fc

0.45fc

Concrete Properties
Typical Concrete Stress-Strain Curves in Compression

Concrete Properties
Types of compression failure
There are three modes of
failure.
[1] Under axial
compression concrete
fails in shear.
[2] the separation of the
specimen into columnar
pieces by what is known
as splitting or columnar
fracture.
[3] Combination of shear
and splitting failure.

Concrete Properties
2. Tensile Strength

Tensile strength ~ 8% to 15% of fc

Modulus of Rupture, fr

f r deection
7.5 calculations,
f 'c ( psi
For
use:)
P

Test:
Mmax = P/2*a

ACI Eq. 9-9

unreinforced
concrete
beam

fr

fr

Mc 6 M
2
I
bh

Concrete Properties
2. Tensile Strength (cont.)
Splitting Tensile Strength, fct
Split Cylinder Test
P
Concrete Cylinder
Poissons
Effect

Concrete Properties
2. Tensile Strength (cont.)
2P
f ct
ld
f ct (5 to 7) f 'c ( psi )

(Not given in ACI Code)

Reinforcing Steel
The reinforcing used for concrete structures may be in
the form of bars or welded wire fabric.
Reinforcing bars are referred to as plain or deformed.
The deformed bars, which have ribbed projections rolled
onto their surfaces (patterns differing with different
manufacturers) to provide better bonding between the
concrete and the steel, are used for almost all
applications.
Instead of rolled-on deformations, deformed wire has
indentations pressed into it.
Plain bars are not used very often except for wrapping
around longitudinal bars, primarily in columns.

Reinforcing Steel
1. General

Most common types for non-prestressed

members:

hot-rolled deformed bars

welded wire fabric

Reinforcing Steel

Reinforcing Steel

Grades of Reinforcing Steel

Reinforcing bars may be rolled from billet steel, axle steel, or rail steel.
There are several types of reinforcing bars, designated by the ASTM.
These steels are available in different grades as Grade 50, Grade 60, and so on, where Grade 50
means the steel has a specied yield point of 50,000 psi, Grade 60 means 60,000 psi, and so on.

ASTM A615: Deformed and plain billet steel bars. These bars, which must be marked with the letter S (for type
of steel), are the most widely used reinforcing bars. Bars are of four minimum yield strength levels: 40,000 psi
(280 MPa); 60,000 psi (420 MPa); 75,000 psi (520 MPa); and 80,000 psi (550 MPa).
ASTM A706: Low-alloy deformed and plain bars. These bars, which must be marked with the letter W (for type
of steel), are to be used where controlled tensile properties and/or specially controlled chemical composition is
required for welding purposes. They are available in two grades: 60,000 psi (420 MPa) and 80,000 psi (550
MPa), designated as Grade 60 (420) and Grade 80 (550), respectively.
ASTM A996: Deformed rail steel or axle steel bars. They must be marked with the letter R (for type of steel).

When deformed bars are produced to meet both the A615 and A706 specications, they must be
marked with both the letters S and W.

Identifying Marks on
Reinforcing
Bars
Markings are described in the following list:
1. The producing company is identied with a letter.
2. The bar size number (3 to 18) is given next.
3. Another letter is shown to identify the type of steel (S for
billet, R in addition to a rail sign for rail steel, A for axle, and W
for low alloy).
4. Finally, the grade of the bars is shown either with numbers or
with continuous lines. A Grade 60 bar has either the number 60
on it or a continuous longitudinal line in addition to its main ribs.
A Grade 75 bar will have the number 75 on it or two continuous
lines in addition to the main ribs.

Identifying Marks on Reinforcing

Bars
1. General

Standard
Reinforcing Bar
Markings

Identifying Marks on
Reinforcing Bars

Identifying Marks on
Reinforcing Bars

Identifying Marks on
Reinforcing Bars

Reinforcing Steel
3. Stress versus
Strain
Stress-Strain curve
for various types of
steel reinforcement
bar.

Reinforcing Steel
GR 60 (less ductile)

Es = Initial tangent
modulus
= 29,000
ksi (all grades)

GR 40

Stress
E
Note:
GR40 has a longer
yield plateau

1s
0.20
Strain

Loads
Perhaps the most important and most difcult task
faced by the structural designer is the accurate
estimation of the loads that may be applied to a
structure during its life.
No loads that may reasonably be expected to occur may
be overlooked.
After loads are estimated, the next problem is to decide
the worst possible combinations of these loads that
might occur at one time.

Loads
Dead Loads
Dead loads are loads of constant magnitude that remain in one position.
They include the weight of the structure under consideration as well as any
xtures that are permanently attached to it.
For a reinforced concrete building, some dead loads are the frames, walls,
oors, ceilings, stairways, roofs, and plumbing.
To design a structure, it is necessary for the weights or dead loads of the
various parts to be estimated for use in the analysis.
The exact sizes and weights of the parts are not known until the structural
analysis is made and the members of the structure are selected.
The weights, as determined from the actual design, must be compared with
the estimated weights. If large discrepancies are present, it will be
necessary to repeat the analysis and design using better estimated weights.

Loads

Live Loads
Live loads are loads that can change in magnitude and position. They include occupancy loads,
warehouse materials, construction loads, overhead service cranes, equipment operating loads, and
many others. In general, they are induced by gravity.
Among the many other types of live loads are:
Trafc loads for bridgesBridges are subjected to series of concentrated loads of varying magnitude
caused by groups of truck or train wheels.
Impact loadsImpact loads are caused by the vibration of moving or movable loads. It is obvious that a
crate dropped on the oor of a warehouse or a truck bouncing on uneven pavement of a bridge causes
greater forces than would occur if the loads were applied gently and gradually. Impact loads are equal
to the difference between the magnitude of the loads actually caused and the magnitude of the loads
had they been dead loads.
Longitudinal loadsLongitudinal loads also need to be considered in designing some structures.
Stopping a train on a railroad bridge or a truck on a highway bridge causes longitudinal forces to be
applied. It is not difcult to imagine the tremendous longitudinal force developed when the driver of a
40-ton trailer truck traveling at 60 mph suddenly has to apply the brakes while crossing a highway
bridge. There are other longitudinal load situations, such as ships running into docks and the movement
of traveling cranes that are supported by building frames.
Miscellaneous loadsAmong the other types of live loads with which the structural designer will have
to contend are soil pressures (such as the exertion of lateral earth pressures on walls or upward
pressures on foundations), hydrostatic pressures (such as water pressure on dams, inertia forces of
large bodies of water during earthquakes, and uplift pressures on tanks and basement structures), blast
loads (caused by explosions, sonic booms, and military weapons), and centrifugal forces (such as those
caused on curved bridges by trucks and trains or similar effects on roller coasters).

Live Loads

Live Loads

Environmental Loads
Environmental loads are loads caused by the environment in which the structure is
located.
For buildings, they are caused by rain, snow, wind, temperature change, and earthquake.
Strictly speaking, these are also live loads, but they are the result of the environment in
which the structure is located. Although they do vary with time, they are not all caused by
gravity or operating conditions, as is typical with other live loads.

Various kinds of environmental loads.

1. Snow and ice.
2. Rain.
3. Wind
4. Soil pressure
5. Seismic loads.
6. Temperature Differentials

ANALYSIS vs DESIGN
ANALYSIS
Given the cross section, concrete strength, reinforcement size and
location, and yield strength, compute the resistance or strength and the
compare to the strength required.
In analysis there should be one unique answer.

DESIGN
Given a factored design moment, normally designated as , select a
suitable cross section, including dimensions, concrete strength, and solve
for required reinforcement.
In design there are many possible solutions.

LIMIT STATE
When a structure or structural element is no longer acceptable or
unt for its intended use, it is said to have reached the limit state.
Major groups for Reinforced Concrete Structural Limit States:
1. Ultimate
2. Serviceability
3. Special

ULTIMATE LIMIT STATE

These involve a structural collapse of part or all of the structure ( very low probability of
occurrence) and loss of life can occur.
The major Ultimate Limit States are as follows:
a.

Loss of equilibrium of a part or all of the structure as a rigid body (tipping, sliding of
structure).

b.

Rupture of critical components causing partial or complete collapse (exural failures,

shear failure).

c.

Progressive collapse
Minor local failure overloads causing adjacent members to failure until entire structure
collapsed.
d. Formation of plastic mechanism- yielding of reinforcement to form plastic hinges at
enough sections to make structure unstable.
e. Instability cased by deformations of structure causing buckling of members.
f. Fatigue- members can fracture under repeated stress cycles of service loads (may
cause collapse).

SERVICEABILITY LIMIT STATES

Functional use of structure is disrupted, but collapse is not expected. More often tolerated that an
ultimate limit state since less danger of loss of life.
The major Serviceability Limit States include the following:
a. Excessive deections for normal service caused by possible effects:
1.

Malfunction of machinery.

2.

Visually unacceptable.

3.

Damage to nonstructural members.

4.

Changes in the distribution of forces.

5.

Ponding of roof (collapse of roof).

b. Excessive crack width may be unsightly and may allow.

1. Leakage
2. Corrosion of the reinforcement
3. Gradual deterioration of the concrete

c. Undesirable Vibration
Undesirable vibrations may disturb the users includes,
1. Vertical vibrations of oors and bridges.
2. Lateral and torsional vibrations of tall buildings.
3. Vibrations due to change in loading.

SPECIAL LIMIT STATES

Damage or failures caused by abnormal conditions or abnormal
loadings and includes:
a. Damage or collapse in extreme earthquakes, oods.
b. Structural effects of re, explosions, or vehicular collisions.
c. Structural effects of corrosions or deterioration.
d. Long term physical or chemical instability (normally not a problem with
concrete structure).

DESIGN PHILOSOPHY
1.
WORKING STRESS METHOD
Also called the Allowable Stress Design, it is a method of design based
on elastic stage of an structural member. Hence, the member is designed
on working loads, also referred to as service loads or unfactored loads.
2. STRENGTH DESIGN METHOD
Also called the Ultimate Strength Design, it is a method based on
ultimate limit state design.
In the Strength Method, the service loads are increase sufficiently by
factors to obtain the load st which failure is considered to be imminent.
This load is called the factored load or factored service load.
The Strength Design Method requires:

STRENGTH DESIGN METHOD

for:
accounts

a. Probability of understrength of member due to material strength and

dimension.
b. Inaccuracies in design equation.
c. Degree of ductility.
d. Importance of the member in the structure.

Factored Load combinations for required strength (u)

ACI 318-99
Dead and Live Load
U = 1.4 DL
U = 1.4 DL + 1.7 LL (ACI 9.2.1)
Dead, Live, and Wind Loads
U = 0.9 DL 1.3 WL
U = 0.75 (1.4 DL + 1.7 LL 1.7 WL)

(ACI 9.2.2)

Dead, Live, and Earthquake Loads

U = 0.9 DL 1.3 * 1.1 EL
U = 0.75 (1.4 DL + 1.7 LL 1.7 * 1.1 EL) (ACI 9.2.3)

Factored Load combinations for required strength (u)

ACI 318-02

Factored Load combinations for required strength (u)

ACI 318-08

Factored Load combinations for required strength (u)

ACI 318-11