Prestressed Concrete: A Review

Kaushal chopra
Department of Civil Engineering, Lovely Professional University, Pharwara, Punjab

Abstract
This paper presents a review of different papers concerning the prestressed concrete, its
application and properties. This manuscript studied the structural performances of bonded
prestressed concrete (PC) beams at different low temperatures.. Theoretical models were
proposed to predict the cracking and ultimate resistances of the bonded PC beams at low
temperatures. Experimental Investigation on the Effect of Impact Loading on Behaviour of Post
Tensioned Concrete Slabs. Fatigue performance of prestressed concrete beams using BFRP bars.
some results studies on Fatigue behaviour of corroded prestressed concrete beams. this paper
also includes review on Analysis and design of floating prestressed concrete structures in
shallow waters and strength tests on prestressed concrete pressure vessel.

Introduction
Concrete is strong in compression, but weak in tension: its tensile strength varies from 8 to 14
percent of its compressive strength. Due to such a low tensile capacity, flexural cracks develop at
early stages of loading. In order to reduce or prevent such cracks from developing, a concentric
or eccentric force is imposed in the longitudinal direction of the structural element. Such an
imposed longitudinal force is called a prestressing force, i.e., a compressive force that prestresses
the sections along the span of the structural element prior to the application of the transverse
gravity dead and live loads or transient horizontal live loads. So to provide more strength to
concrete we use prestressed concrete. Prestressed concrete is a form of concrete used in
construction. It is substantially "prestressed" during production, in a manner that strengthens it
against tensile forces which will exist when in service

Review of Papers

Paper 1. Fatigue behaviour of corroded prestressed concrete beams.

Longitudinal variation of the cross-sectional area had a significant influence on the fatigue
behavior of corroded beams. Deformation behavior of corroded beams at Pmax under different
load ranges (a) midspan deflection versus number of cycles; (b) rebar strain versus number of
cycles; (c) top concrete fiber strain versus number of cycles; (d) crack width versus number of
cycles. All corroded beams failed at the minimum cross-section of one of the corroded rebars or
wires, which might not be subjected to the maximum action. Fatigue cracks of corroded rebars
initiated and propagated rapidly around corrosion pits under cyclic loading, instead of at the root
of transverse ribs for uncorroded ones. For the beams subjected to the same fatigue loading, the
crack propagation zone of corroded rebars significantly decreased with the increasing degree of
corrosion, leading to a shorter fatigue life. For beams with corroded prestressing wires, their
failure started from the fatigue fracture of prestressing wires instead of longitudinal rebars for
corresponding uncorroded beams. With the increased corrosion of the prestressing wires, the
deflection, strain and crack width exhibited a faster increase. With a larger PPR or load range,
the rebars or prestressing wires in corroded beams had a larger range and higher stress levels,
which always led to a faster stiffness degradation and a shorter fatigue life.

Paper 2.Analysis and design of floating prestressed concrete structures in shallow waters.

1. For concrete floating structures, the weight can be supported with sufficient ballast volumes,
and it is suggested to use LWAC so as to achieve a shallower draft. The design cylindrical
compressive strength is suggested to be at least 45 MPa.
2. For the LWAC mixture proportions, expanded clay, slate, shale coarse aggregates are
recommended for use due to their high aggregate strength. A low water to cementitious material
ratio (w/cm) coupled with the addition of silica fume can effectively reduce chloride diffusion
and improve chloride penetration resistance. Moreover, fly ash and PP fibers may be used to
improve fire and spalling resistance performance.
3. The minimum concrete cover for reinforcing and prestressing steel are recommended to be 50
mm and 70 mm in the concrete floating structures subjected to the seawater environment
respectively. When concrete with low-permeability and high chloride penetration resistance is
used, a reduction in concrete cover may be allowed.
5. Both serviceability and ultimate limit state should be considered in the design and analysis of
concrete floating structures. In addition, combination of accidental actions shall also be taken
into account, including boat impact, blast and fire, tsunami and others.
6. For concrete floating structures deployed in shallow waters, Model test is suggested for
verifying a floating concrete structure design in shallow waters. CFD technique can be applied to
provide practical estimation of viscous effect, which can then be applied in the global
hydrodynamic analysis.
7. Risk assessment should be performed to ensure the safety of concrete floating structures
throughout their service life, specifically, fire, explosion and ship collision. Compartment
ballasting approach is suggested for concrete floating structures to ensure sufficient stability.

Paper 3. Experimental and numerical studies on bonded prestressed concrete beams at low
temperatures.

In this manuscript, twelve bonded PC beams were firstly tested at different temperature levels
(+20 °C, 40 °C, 70 °C and 100 °C). Then, theoretical models were proposed to predict the
behaviours of bonded PC beams at different low temperatures. A 3-D nonlinear FE model has
been proposed for bonded PC beams with nonlinear material properties of both concrete and
steel at low temperatures. Numerical parametric studies were performed with this developed
FEM. Based on experimental results, theoretical and numerical analysis, the following
conclusions are drawn:
1) The 12 quasi-static tests on bonded PC beams showed that the low temperatures increased the
cracking Pcr and ultimate resistances Pu of the bonded PC beams. As the temperature decreased
from 20 °C to 40 °C, 70 °C and 100 °C, the ultimate resistance of the bonded PC beams was
increased by 9%, 15% and 33%, respectively. As temperature decreased from 20 °C to 40 °C, 70
°C, 100 °C, the Pcr for tested beams with prestress levels of 0 and 0.75fpu were linearly
increased by 51% (24%), 83% (49%) and 108% (56%), respectively.
2) Prestress levels showed significant influence on the Pcr of the PC beams, but exhibited
marginal influences on the elastic stiffness and ultimate resistance of bonded PC beams at low
temperatures. As prestress level increased from 0 to 0.75fpu, the Pcr for the tested beams at
different low temperatures of 20 °C,- 40 °C, 70 °C and 100 °C, were averagely increased by
29.5%, 6.9%, 5.2% and 5.0%, respectively.
3) A FEM was proposed to simulate the structural behaviours of bonded PC beams at low
temperatures. This FEM was developed on the basis of using material models at low
temperatures and interaction between the concrete and prestressing
strand at low temperatures. The accuracy of the FEM was validated by test results, and it proved
to be capable of simulating load-central deflection curves, cracking resistance, and ultimate
resistance of the PC beams at low temperatures. The FE model averagely overestimated the Pcr
of the PC beams at low temperatures by 4% with the COV of 0.16 for 12 predictions whilst the
model slightly overestimated Pu by 9% with a COV of 7% for 12 predictions.
4) Compressive tests were carried out on concrete after freezethaw cycles to obtain the
corresponding material properties. The test data showed that the modulus of elasticity and
ultimate compressive strength of concrete decreased with the increasing freeze-thaw cycles and
the decreasing of lowest temperature. Based on the experimental results, regression models were
proposed to predict compressive r e curves of the concrete after freeze-thaw cycles. The FE
parametric studies on bonded PC beams after freeze-thaw cycles were performed based on these
material models after freezethaw cycles. The studies showed that with the increase of the number
of freeze-thaw cycles and decrease of the lowest temperature in the freezing and thawing tests,
the ultimate resistance and stiffness of the bonded PC beams were decreased.

Paper 4. Experimental Investigation on the Effect of Impact Loading on Behavior of Post

This paper studies the behavior of PT slab under free falling impact load, at its centre of gravity,
in comparison to similar moment capacity RC slab. Also, similar analysis was done between two
identical PT slabs (PT1 and PT2) but by changing the impact point from the centre of gravity to
750mm from the free edge mid-span. The following points can be deduced about RC and PT1
slabs having the same moment capacity when being subjected to impact at their centre of gravity
from a 20m height:
❖ Both failed under punching shear.
❖ The RC slab showed a maximum deflection which was 14.9 % higher than that of the PT1
slab.
❖ The RC slab continued to wave for a relatively longer period than the PT1 slab and showed a
higher damping ratio than the PT1 slab by 40.13% at ACC0 and 65.56% at ACC2.
❖ The PT1 slab had an impact force which was 35.19% higher than that of the RC slab.
❖ PT1 slab had higher scabbing area than RC slab which was 17.39% higher in the top face of
the slab and 6.75% higher in the bottom face of the slab.
❖ PT1 slab had a higher punching cone angle than the RC slab by 47%. 19

Under impact load, the RC and PT slabs showed similar results to slabs under blast load by
comparing the failure mode, damage and behavior since it showed similar results. The following
points can be deduced about PT1 and PT2 slabs when being subjected to impact respectively at
their centre of gravity, at 750mm from their edge and from a 20m height:
❖ Both failed under the punching shear failure mode.
❖ The PT2 slab showed a maximum deflection that was 23.64% higher than that of the PT1
slab.
❖ PT1 and PT2 waved relatively in the same way and both showed similar damping ratios.
❖ The PT1 slab had impact force 54.39% higher than that of PT2 slab.
❖ PT2 slab had higher scabbing area than PT1 slab which was 37.04% higher in the top face of
the slab and 43.04% higher in the bottom face of the slab.
❖ PT1 and PT2 had close punching cone angles.
❖❖ PT1 and PT2 slabs under impact load showed similar results to slabs under blast load by
comparing the failure mode, damage and behavior since it showed similar results

Paper 5. Effectiveness of post-tensioned prestressed concrete road bridge realization in the light
of research under dynamic loads.

Practical experiences obtained from the dynamic tests of bridge, which were continuations of
already conducted static tests and comprehensive analysis of obtained results allows for
formulation of the following conclusions :

1) Based on dynamic coefficient values o determined for all the load variances 1-XXII,
which were obtained from displacements at midspan I and II of the bridge, have been
determined, among other things, the critical speed (Ver = 20 km/h). It was also noticed
that the values of dynamic coefficients were 5-19% lower than values calculated in
accordance with the Polish Bridge Load Standard of the load values PN-85/S-10030 [10].

2) It was noticed that the dynamic coefficient values are different depending on the type of
element, dynamic load scheme, speed of the loaded moving truck and above all, on the
location of the point of measurement (span I and II) on the bridge structure.
 3) Based on dynamic tests of bridge as well as on additional analysis of theory it seems
sensible that the normal values of dynamic coefficients for the post-tensioned prestressed
concrete structure have got an optimal value.

4) Simultaneously growth the normal values of dynamic coefficients for these bridge
structures will cause increase safety at various stages of its construction and in their
service, and which as well leads to a more rationality in their design and their application.

5) In the process of the research on dynamic load effects on bridges, no observation of

Wide range of dynamic tests conducted on led to versatile effort and evaluation of the elements
in the concrete structure of this bridge. Final conclusions confirmed the observations taken from
the research under static load. In effect, total analysis gave rise to basis on which the bridge was
qualified for normal service in accordance with the Polish standards in bridges .

Paper 6.Fatigue performance of prestressed concrete beams using BFRP bars.

A total of 16 beams reinforced with non-prestressed and prestressed basalt bars were tested to
failure. The first series consisted of six non-prestressed beams. The second series had six beams
prestressed to 40% of the ultimate strength of the BFRP bar and the third series had four beams
prestressed to 20% of the ultimate strength of the BFRP bar. All of the beams were tested under
fatigue loading in load control except two beams, one from the first series and the other from the
second series that were tested under monotonic loading in displacement control. A number of
conclusions and recommendations were drawn from the experimental results:
1. For fatigue lives less than 100,000 cycles, there was no improvement in fatigue strength due to
prestressing. At the stress ranges in the bars in this life range, results of fatigue tests indicated
that due to the loss of prestress caused by creep, crack closure due to the remaining prestress
would fall below the minimum load in the test cycle. However, at fatigue lives above 100,000
cycles creep, calculations indicated that enough prestress was retained to close the crack above
the minimum load and prestress significantly increased the fatigue strength of both 20% and 40%
prestressed beams.
2. The mode of failure of the prestressed beam reinforced with BFRP rebar tested under
monotonic loading was due to the concrete crushing followed by bar rupture. This unexpected
result may be because the concrete compressive strength of 50 MPa was lower than the target
compressive strength of 55 MPa.
3. The mode of failure of the non- prestressed beam under monotonic loading was by bar rupture
followed immediately by concrete crushing at the top of the beam.
4. The mode of failure of the prestressed RC beams reinforced with BFRP rebar tested under
fatigue load at the highest load range for both levels of prestressing was by concrete crushing at
the top; however, at all lower load ranges failure was by bar rupture.
5. Load ranges of 20% and 13% of the monotonic loading strength of the basalt beams
respectively are recommended as endurance limits for concrete beams reinforced with 40% and
20% prestressed BFRP, respectively.

Summary
Stressed concrete can be made through two methods a) pre tensioning, in which tension
developed in reinforcement before placing of concrete. b) post tensioning , in which tension in
reinforcement developed after placing of concrete. As shown in above papers Fatigue cracks of
corroded rebars initiated and propagated rapidly around corrosion pits under cyclic loading,
instead of at the root of transverse ribs for uncorroded ones. which make concrete weak. Risk
assessment should be performed to ensure the safety of concrete floating structures throughout
their service life, specifically, fire, explosion and ship collision. Compartment ballasting
approach is suggested for concrete floating structures to ensure sufficient stability. The studies
showed that with the increase of the number of freeze-thaw cycles and decrease of the lowest
temperature in the freezing and thawing tests, the ultimate resistance and stiffness of the bonded
PC beams were decreased. Final conclusions confirmed the observations taken from the research
under static load. In effect, total analysis gave rise to basis on which the bridge was qualified for
normal service in accordance with the Polish standards in bridges .
These result shown that prestressed concrete shows greater strength under control conditions

References
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Concrete Road Bridge Realization in the Light of Research Under Dynamic Loads.
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7. Prestressed Concrete a Fundamental Approach, Fifth Edition Update ACI, AASHTO, IBC 2009
Codes Version Edward G. Nawy Distinguished Professor Emeritus Department of Civil and
Environmental Engineering Rutgers, The State University of New Jersey(Book)