Reinforced concrete technology and construction.
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By bar I assume you mean reinforcing steel. Each size has a bend diameter. Go to the ASTM and pull up the chart. Next a hydraulic press is best to provide the action.
331395
I like the Civil Engineering Handbook.
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Do what they do at concrete batching plants. Get out your bucket wheelbarrow and shovel.\nTrial and error on small batches as the properties of the materials can vary from place to place. Strength also requires greater input of cement and hence more cost.\nSuggest you go to the local concrete batching plant and ask for an indicative mix for 20, 25, 32MPa strength concrete.\nGood luck.
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D. concrete.\nIt means definite, tangible, basically "real" descriptions
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The below site has the information\n\nPalm-Kernel Shell Concrete For Structural Use – A Preliminary Investigation \n\nhttp://www.ajol.info/viewarticle.php?id=21174
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Boy, where to start?\n\nAll except dirt roads have a "base" or "road base" under them consisting of gravel or other mineral soil (not clay or silt).  It serves many purposes - it distributes the load to a wide area of underlying native soil (forces from a point load bear within a 45-degree angle so a 2-foot-thick base spread a load to a 4' x 4' area).  For an interstate, that can be 3 or 4 feet of gravel top by as much as a foot of concrete.\n\nAnd, in freezeing climates, the base separates and therefore protects the pavements from freeze-thaw movement of wet ground beneath.  In extremely cold climates with wet, fine-grained soils beneath, as much as 15 or 20 feet of gravel can be needed.  The Alaskan Highway through northern BC and Yukon is an example.\n\nAsphaltic versus portland-cement concrete (they are both concretes but are often called blacktop/macadam/tarmac versus concrete):  Portland cemernt is a stronger and more versatile binder - for instance, you can use rounded gravels.  Asphaltic concrete requires crushed stone with its angular pieces with greater surface area.  Also, asphaltic concrete is senstive to creep at very high temperatures.\n\nBoth AC and PCC are available in many, many forms.  Strength, temp resistance, salt tolerance, cure times, etc are by selected as needed.  And the aggregate (the gravel inside) is important.  The concrete mix can't be stronger than the aggregate used to make it.\n\nPCC is rarely used without steel reinforcement.  They make a great composite material because the concrete is very strong in compression while the steel is great in tension.  That's why you see workers threading together an intricate cage of steel before pouring a concrete roadbed nad especially before pouring a wall, column or bridge.\n\nThermal expansion/contraction - yes, many roadways are poured with expansion gaps - they cause rhythmic bumps as you drive along.  AC is often poured continuously.  The cracks that naturally form get bigger in the cold when the pavement contracts.\n\nHope that helps a bit.  Engineers spend a few semsters studying concrete design and some people spend their whole careers on it.
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Multi story, cast in place concrete with post tensionined slabs. If the pool needs to be larger than that available above, steel framed with large girders will open it up.
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The Assyrians and Babylonians used clay as cement in their concretes. The Egyptians used lime and gypsum cement. In the Roman Empire, concrete made from Quicklime, pozzolanic ash/pozzolana and an aggregate made from pumice was very similar to modern portland cement concrete. In 1756, British engineer John Smeaton pioneered the use of portland cement in concrete, using pebbles and powdered brick as aggregate. In the modern day, the use of recycled/reused materials as concrete ingredients is gaining popularity due to increasingly stringent environmental legislation. The most conspicuous of these is pulverized fuel ash, recycled from the ash by-products of coal power plants. This has a significant impact in reducing the amount of quarrying and the ever-attenuating landfill space.
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Nice Calvin and Hobbes ref!!!\n\nTruth is they can calculate the breaking force given the construction materials and the construction layout of the bridge.  Then, after taking away a safety factor, they can find the maximum tolerance of the bridge.
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Architectural engineers apply the skills of many engineering disciplines to the design, construction, operation, maintenance and renovation of buildings while paying attention to their impacts on the surrounding environment.
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here is something:\nwww.mmsconferencing.com/nanoc/\npdf/finalcircular.pdf\nand here is something else:\nNano-concrete is an example of a non-exotic material made better through nanotechnology and coming to market.  The ability to see and analyze material at the nano-scale means that concrete can now be  manufactured in such a way as to enable 3-inch thick highway bridge decks.  There are 150,000 obsolete bridges in the U.S. alone.  Nano-concrete can enable them to be rebuilt more cheaply and faster, and to be stronger and longer lasting.  The key impediment will be standard aversion to new ideas in the construction industry.\nanyway, google it for more info
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As sophisticated as this question looks I doubt that any one will answer....\nSTATE AN ENGINEERING DEPARTMENT (i.e. Civil,architectural,mechanic, computer science)\n\nThere no such thing as a MULTI-PROFESSIONAL ENGINEER to answer your question...
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rubber cement, works well
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I work in a hardware store, just as an introduction.  So I am cheating because I know the "rule of thumb" that has all the other factors in it like density and stuff.  Quickcrete (TM) says that an 80lb. bag of premixed concrete will do 2/3 of a cubic foot.  There are 27 cubic feet per cubic yard, so it takes about 40 80lb. bags per cubic yard (at a hardware store they just say "yard" and mean cubic yard).  One bag does one two foot deep fence post, not that anyone asked.
411996
Maybe to help futur contractors make better buildings.
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Engineering.  Think, highways, bridges, dams and other government projects. \n\nhttp://www.leegreen.com/projects/index.html\n\nhttp://engineering.thingamajob.com/jobs/Colorado/Civil-CAD-Drafter-Designer/831562?vendor_id=29
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R&D Projects\nAdvanced Computations\n\n \n\nAlloy Selection System for Elevated Temperatures (ASSET)\n \nMany aspects of equipment design and operation as well as alloy selection and design are influenced by the expected lifetimes of equipment in high-temperature, corrosive gases.  Currently, many processes are limited by the inability to predict corrosion rates for equipment used in high-temperature processes. A new database is being developed to enhance the ability of the chemical industry to predict corrosion of commercial alloys.  Benefits in improving the ability to manage corrosion data for alloys in high temperature, corrosive gases will be far reaching in the chemical industry.   Better characterization of alloys under operating conditions will result in reduced energy use and maintenance, increased process safety, cost-effective use of expensive alloys in equipment designs, and improved productivity.   \n\nASSET will be an alloy selection and corrosion prediction system that includes a database linked to thermomechanical calculation programs.  The linked programs will use experimentally measured corrosion data obtained under well-controlled conditions to predict the corrosion rates for commercial alloys.   This project will include data on an extensive list of alloys exposed to a wide range of complex and corrosion gases for temperatures of 250 to 1,150oC.  The considerations being used to generate the corrosion data include oxidation, sulfidation, sulfidation/oxygenation and carburization.  The approach to this project includes improving and expanding the ASSET system and training participating companies in its use.