Mechanical Behavior of Reinforced Concrete Beams with Locally
Corroded Shear Reinforcement
Rahmat Ullah
Candidate for the degree of Masters of Engineering
Supervisor: Yokota Hiroshi
Division of Engineering and Policy for Sustainable Environment
Introduction
Numerous studies in the past have showed that corrosion
of reinforcing steel has adversely affected the mechanical
behavior of RC (reinforced concrete) structures.
According to these studies, the structural performance of
RC beam reduces with increase in corrosion level. It can
cause premature deterioration and failure of a member
which can endanger the serviceability and safety of the
structures. Aggressive external agents such as chloride ion
ingress and carbonation facilitate corrosion process and
the corrosion becomes more faster in their presence. RC
structures which are exposed to severe environment
conditions, where de-icing salts are sprayed during
winters often encounter chloride ion penetration. Marine
or coastal structures are always in contact with sea water
and are more prone to chloride ion attack resulting in
faster corrosion.
Corrosion causes expansion of reinforcing steel which
exerts pressure on the surrounding concrete and cracks
start occurring on the surfaces of concrete. Cracking
results in delamination and subsequent spalling of
concrete cover. This phenomenon keeps on increasing
with the higher levels of corrosion. The study of these
cracks is very important to assess durability and service
life of RC structures.
Many previous research show the behavior of RC
beams when the main longitudinal reinforcement and
transverse (shear) reinforcement, such as stirrup are
corroded simultaneously. There is a considerable loss in
ultimate strength and maximum deflection when both the
reinforcement is simultaneously corroded. The failure
mode may also change because of corrosion and ductility
loss. However, there are not much literature available
when only the stirrup is corroded. When the stirrup is
corroded, there will be reduction in cross section with
some volumetric changes and spalling of concrete cover.
These losses in an RC beam can lead to diagonal tension
failure or shear failure which will cause brittleness and
sudden failure. The ductility of RC beam relies on
longitudinal reinforcement elongation and good flexure
control design but with the corrosion of stirrup it can
result in diagonal tension and sudden failure which is not
at all desired. The corrosion of stirrup aggravates
localized failure which is more vulnerable as it is difficult
to predict and control. Field investigations and tests on
beams have showed that cover cracking and spalling is
more prominent in areas with stirrups. If the stirrups are
closely spaced the effect is more adverse. Therefore, the
effect of stirrups corrosion on crack initiation, crack
propagation and cover spalling needs to be investigated in
more detail.
A detailed research program is carried out to
investigate the effect of corrosion of stirrups in this study.
The main longitudinal bars were epoxy coated to avoid
corrosion. Beams with dimensions 1800 mm long  100
mm wide  150 mm high with stirrup spacing of 120 mm
and 160 mm were prepared and corrosion of only stirrup
was accelerated by applying direct current. Stirrups were
corroded in the shear span, the flexure span, or the full
span with two different levels of corrosion: i.e. mild and
heavy corrosion. Mild corrosion refers to 10% average
weight loss whereas heavy corrosion as 20% average
weight loss of stirrups after corrosion.
Two-point loading test results showed that the
corrosion of stirrups has an effect on the performance of
beams but this effect is varied for every case. The ultimate
capacity was decreased in all the cases but ductility
increased in some cases. The design failure mode for most
of the beams did not change and they failed in flexure
before and after corrosion. Two beams with high
corrosion level (26.2% and 34.7% average weight loss of
shear stirrups) were failed in shear after corrosion.
Experimental Procedure
Materials and Beam Specifications
Fifteen beams were casted with concrete f’c = 32 MPa and
W/C = 0.52. The casting of beams were carried out in two
phases I and II. Phase I consists of 10 beams with 2 epoxy
coated deformed steel bar of 13 mm diameter and fy = 395
MPa as longitudinal reinforcement. Seven beams have
120 mm stirrup spacing while 3 beams have 160 mm
spacing. Phase II comprise of 5 beams of the same size
and specification as phase I beams except that 2 epoxy
coated deformed steel bar of 16 mm diameter and
fy = 395MPa as longitudinal reinforcement. All beams of
phase II has stirrup spacing of 120 mm. For stirrups,
deformed steel bar of 6 mm diameter with fy = 395MPa
was used. Tables 1 and 2 present the beam casting plan of
phase I and phase II, where P denotes the nominal load
carrying capacity of the control beams without corrosion.
 Table 1. Beam Casting Plan for Phase I
Stirrup Spacing
(P = 41 kN)
Call No.
120 mm 160 mm
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
No corrosion
Beam No. 1
(Control beam)
No corrosion
Beam No. 2
(Control beam)
Mild Corrosion
Beam No. 3
Full span
Heavy Corrosion
Beam No. 4
Full span
Mild Corrosion
Beam No. 5
Full span
Heavy Corrosion Figure 1: Beam Layout and Specification
Beam No. 6
Full span
Mild Corrosion The height of solution was up to the sponge level.
Beam No. 7 Accelerated current technique was applied for corrosion.
Shear span
Heavy Corrosion Current of 2.6 mA/cm2 was passed for 7 days and 14 days
Beam No. 8 for mild and heavy corrosion respectively. Corrosion was
Shear span
Mild Corrosion allowed only in stirrups.
Beam No. 9
Flexure span
Beam No. Heavy Corrosion Beams Testing
10 Flexure span
Corrosion cracks distribution and width were marked after
Table 2. Beam Casting Plan for Phase II corrosion and then two-point load was applied to observe
the ultimate load carrying capacity of the beams. After the
120mm Stirrup Spacing beams were failed flexure cracks distribution and widths
Call No.
(P = 61 kN) were also marked and compared with each other. Finally
No corrosion the concrete was crushed and stirrups were taken out to
Beam No. 11
(Control beam) measure weight loss. All the stirrups were weighted after
Mild Corrosion cleaning with 10% diammonium hydrogen citrate solution
Beam No. 12
Full span and ensuring that all corrosion products are washed away.
Heavy Corrosion
Beam No. 13
Full span
Mild Corrosion TEST RESULTS AND DISCUSSION
Beam No. 14
Shear span
Heavy Corrosion
Beam No. 15
Shear span
Weight Loss

The weight loss of each stirrup depends on the amount of

Specimen Preparation
A wire was connected at the top of stirrups using
soldering to facilitate current for corrosion. All stirrups
were weighed after attaching wire with soldering. Steel
cage was prepared with 30 mm concrete cover. A sponge
was placed at the bottom of beam and then wrapped with
three towels all around after curing. The towel and sponge
around the beam ensures the damp conditions for
corrosion of stirrups. Figure 1 shows the beam layout and
specifications.
Corrosion Process
After 14 days of curing, the beams were subjected to
direct current to induce corrosion. After preparing the
beams, they were placed in a pool with 3% NaCl solution.
current passed through them. Different amounts of current
passed from all stirrups as the resistance changes for each
of them. The resistance depends on the distance between
the electrodes and the electrolyte present between them. In
this case, the resistance depends on the pour size
distribution and non-homogeneity of concrete. Different
amounts of current resulted in different percentages of
weight loss which also resembles natural conditions
because corrosion is not uniform throughout the member.
Figures 2 and 3 show the results of weight loss for mild
and heavy corrosion. For mild corrosion, 10% average
weight loss of stirrups was expected and for heavy
corrosion, 20% average weight loss was expected.
 35 60
Beam No. 3 (Full span) Beam No. 5 (Full span) Beam No. 4 (Full span) Beam No. 6 (Full span)

30 Beam No. 7 (Shear span) Beam No. 9 (Flexure span) Beam No. 8 (Shear span) Beam No. 10 (Flexure span)
50
Beam No. 12 (Full span) Beam No. 14 (Shear span) Beam No. 13 (Full span) Beam No. 15 (Shear span)
25
%age Weight Loss

%age Weight Loss

40
20
30
15

20
10

5 10

0 0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Stirrup Location Stirrup Location
Figure 2: Weight Loss for Mild Corrosion Figure 3: Weight Loss for Heavy corrosion

Corrosion Cracks
Flexure Cracks
All the visible cracks appeared were marked and
measured. The cracking followed somewhat particular Wider flexure cracks were observed for the mild corrosion
sequence. For mild corrosion (10% weight loss) and for 120 mm stirrups spacing. Maximum cracks lied in the
120 mm stirrups spacing, the maximum number of cracks crack width range of 0.3-0.59 mm for phase I mild
lied in the crack width range of 0.1-0.29 mm. For the corrosion 120 mm stirrup spacing. For phase I heavy
heavy corrosion (20% weight loss) micro cracking corrosion the 120 mm stirrup spacing beam, maximum
formation was observed. The number of cracks was more number of flexure cracks were measured in the crack
for narrower cracks unlike the case of mild corrosion width range of 0.1-0.29 mm. The phase I 160mm stirrup
(10% weight loss). As the crack widths increased the spacing beams did not follow the trends of 120 mm
number of cracks decreased. To estimate the degree of spacing beams and maximum cracks lied in the crack
corrosion, measuring the crack width will not only be width range of 0.1-0.29 mm. The design failure mode of
sufficient as the crack widths are less for higher corrosion all phase I beams were yield of tensile reinforcement,
level. which did not change after corrosion. All phase I beams
In case of 160 mm stirrups spacing, the maximum failed due to yielding of tensile reinforcement and ductile
cracks lied in the crack width range of 0.06-0.099 mm. failure was observed. The design failure mode of phase II
The corrosion cracks were not affected by the degree of beams was crushing of concrete; therefore, the flexure
corrosion. This implies that as the spacing of stirrups cracks appeared were not considerable. Beams 13 and 15
increase, the degree of corrosion was insignificant in failed in shear after corrosion of stirrups.
causing corrosion cracks. Figures 4 and 5 show the
corrosion crack width frequency for mild and heavy
corrosion respectively.
50 45
Beam No. 3 (10% full span) Beam No. 4 (20% full span)
45
Beam No. 5 (10% Full span) 40 Beam No. 6 (20% Full span)
40
Beam No. 7 (10% shear span) 35 Beam No. 8 (20% shear span)
35
Frequency (No.)

Frequency (No.)

Beam No. 9 (10% flexure span) 30 Beam No. 10 (20% flexure span)
30
Beam No. 12 (10% full span)
25 Beam No. 13 (20% full span)
25
Beam No. 14 (10% shear span)
20 Beam No. 15 (20% shear span)
20
15
15

10 10

5 5

0 0
0.03-0.059 0.06-0.099 0.1-0.29 0.3-0.59 0.6-0.99 0.03-0.059 0.06-0.099 0.1-0.29 0.3-0.59 0.6-0.99
Crack width range (mm) Crack width range (mm)
Figure 4: Corrosion Crack Widths Frequency for Figure 5: Corrosion Crack Widths for Heavy
Mild Corrosion Corrosion
 45 Beam 2 (Control Beam) Beam 3 (10% full span) Beam 2 (Control Beam) Beam 4 (20% full span)
Beam 5 (10% full span) Beam 7 (10% shear span) 45 Beam 6 (20% full span) Beam 8 (20% shear span)
40 Beam 9 (10% flexure span)
40 Beam 10 (20% flexure span)
35
35
30
30
Force (kN)

Force (kN)
25
25
20
20
15
15
10 10
5 5
0 0
0 5 10 15 20 25 30 35 0 5 10 15 20 25 30 35 40
Deflection (mm) Deflection (mm)
Figure 6: Load-Deflection Curve for Phase I Mild Figure 7: Load-Deflection Curve for Phase I Heavy
Corrosion Corrosion

stirrup corrosion. For heavily corroded beams of phase II,

Load Deflection Curves shear failure occurred which was brittle.

Figures 6, 7 and 8 show that the ultimate capacities of all CONCLUSIONS

the beams were reduced after stirrups corrosion. Although
the stirrups have no contribution in flexure strength but
results show that the flexure capacity is reduced when
stirrups are corroded in flexure span. The capacity was
also reduced when stirrups were corroded in the shear
span and the design failure was flexure. This depicts that
with stirrup corrosion, the damage is induced to concrete
and the bond between stirrup and concrete resulting in the
reduction of strength. The reduction in strength was more
for heavy corrosion in all the cases despite the narrower
corrosion cracks. The maximum deflection increased in
some cases after stirrup corrosion. For phase I 160 mm
stirrup spacing beams, the reduction of strength was about
10% irrespective of the degree of corrosion. This shows
that the spacing of stirrup is very important to determine
the load-carrying capacity degradation.
The flexure reinforcement ratio of phase II beams was
more and the strength loss observed was also more after
Beam 11 (Control Beam)
Beam 13 (20% full span)
80
Beam 15 (20% shear span)
70
60
Force (kN)
Beam 12 (10% full span)
Beam 14 (10% shear span)
Following conclusions can be drawn from this research:
 For mild corrosion, maximum corrosion cracks lie in
the crack width range of 0.1-0.29 mm.
 For heavy corrosion, the maximum number of cracks
gradually decreases with the increase in crack width
ranges. Narrower corrosion cracks (0.03-0.059 mm) were
observed. Just measuring corrosion cracks will not be
helpful in determining the corrosion level.
 The degree of corrosion has no significant effect on
corrosion cracks for wider shear stirrup spacing.
 For heavy corrosion, narrower flexure cracks are more
common than the mild specimens.
 For higher flexure reinforcement ratio, the design
failure is crushing of concrete but shear failure occurs for
heavily corroded beams. Failure mode can change with
stirrup corrosion.
 The ultimate capacities of all the beams are less than

50
that of the control beam and loss in capacity is more in
40 heavy corrosion. For beams with widely spaced stirrups,
30 the degree of corrosion does not affect the capacity loss.
20  With the increase in the flexure reinforcement ratio,
10 the strength loss also increases.
0  The maximum deflection increases in most of the
0 15 30 45 60 75 90
Deflection (mm) cases after corrosion. Shear stirrup corrosion has a
Figure 8: Load-Deflection Curve for Phase II Mild tendency to increase ductility.
and Heavy Corrosion