<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
    <description></description>
    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>HEADED REINFORCEMENT A VIABLE OPTION</title>
      <link>https://trid.trb.org/View/475324</link>
      <description><![CDATA[Headed reinforcement has not been widely used in typical building construction primarily because there is a lack of experimental data necessary to develop design requirements. Studies are needed to address the required embedment length within the joint for headed reinforcement. If the required embedment length exceeds that required for a 90 degree hook, then use of headed reinforcement may not be economical. In addition, since a headed bar is anchored by concrete bearing on the head, studies are needed to assess if current design provisions for concrete cover and transverse reinforcement within the joint can be applied to joints where bars are terminated with heads in place of standard hooks.]]></description>
      <pubDate>Tue, 20 Jan 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/475324</guid>
    </item>
    <item>
      <title>THREE-DIMENSIONAL MODELING OF CONCRETE STRUCTURES. II: REINFORCED CONCRETE</title>
      <link>https://trid.trb.org/View/577544</link>
      <description><![CDATA[A three-dimensional (3D) model for finite-element analysis of reinforced concrete (RC) based on the smeared cracking approach is presented.  The constitutive model for plain concrete has been presented and verified in a companion paper; a simple hypoelastic formulation with modification to approximate the postpeak behavior in compression is used.  The postcracking model is based on the fracture energy concept with particular emphasis on mesh objectivity through automatic generation of crack band widths using 20-noded solid isoparametric elements. A distinct feature of the present RC model is the inclusion of bond-slip in the context of embedded representation of reinforcement in 3D, which has been verified by analyzing a RC bar under uniaxial tension.  Additional analyses of test specimens, including a beam-column-slab assembly, are presented to evaluate the merits of the current formulation in 3D applications.]]></description>
      <pubDate>Mon, 03 Nov 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/577544</guid>
    </item>
    <item>
      <title>STANDARD SPECIFICATIONS FOR STRUCTURAL CONCRETE</title>
      <link>https://trid.trb.org/View/459516</link>
      <description><![CDATA[These specifications are a reference standard.  The document covers materials and proportioning of concrete; reinforcing and prestressing steels; production, placing, and curing of concrete; and formwork design and construction.  Methods of treatment of joints and embedded items, repair of surface defects, and finishing of formed surfaces are specified. Separate chapters are devoted to slab construction and finishing, architectural concrete, massive concrete, and materials and methods for constructing post-tensioned concrete. Provisions governing testing, evaluation, and acceptance of concrete as well as for acceptance of the structure are included.]]></description>
      <pubDate>Tue, 14 May 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/459516</guid>
    </item>
    <item>
      <title>COMPONENT DOWEL-BAR MODEL FOR LOAD-TRANSFER SYSTEMS IN PCC PAVEMENTS</title>
      <link>https://trid.trb.org/View/425542</link>
      <description><![CDATA[To simulate the doweled joint in portland cement concrete (PCC) pavements, the authors of this technical paper developed a component dowel-bar model.  The model consists of two bending beams of finite length, embedded in concrete, connected by a shear-bending beam.  The aim is to simulate the dowel-bar load-transfer mechanism in PCC pavements.  The new model considers the interaction between concrete and embedded dowels, and allows a rigorous numerical analysis without increasing the number of unknowns.  The model can be integrated into a finite element program to predict the responses of the load transfer system, including distributions of bending moment, shear force, and bearing stress of each dowel without using the assumption of effective length.  A numerical comparison between analytical and experimental results demonstrates that the model can be employed to simulate the behavior of dowel load-transfer systems.]]></description>
      <pubDate>Tue, 09 May 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/425542</guid>
    </item>
    <item>
      <title>EFFECT OF STRAND BLANKETING ON PERFORMANCE OF PRETENSIONED GIRDERS</title>
      <link>https://trid.trb.org/View/98139</link>
      <description><![CDATA[BLANKETING BY PLASTIC TUBING IS USED TO PREVENT BOND BETWEEN STRAND AND CONCRETE NEAR THE ENDS OF PRETENSIONED PRESTRESSED GIRDERS. TESTS OF FIVE 34-FT. T-BEAMS INDICATED THAT THE BONDED EMBEDMENT LENGTH REQUIRED BY SECTION 2611 OF THE 1963 ACI BUILDING CODE IS INADEQUATE FOR BLANKETED STRAND. TWICE THIS ANCHORAGE LENGTH IS NEEDED TO DEVELOP THE ULTIMATE FLEXURAL AND SHEAR STRENGTH OF GIRDERS WHEN BLANKETING IS USED. /AUTHOR/]]></description>
      <pubDate>Thu, 29 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/98139</guid>
    </item>
    <item>
      <title>PERFORMANCE OF COMPOSITE LIGHTWEIGHT CONCRETE DECKS ON STEEL STRINGERS</title>
      <link>https://trid.trb.org/View/102114</link>
      <description><![CDATA[RESULTS ARE PRESENTED OF A FIELD AND ANALYTICAL STUDY INTO THE CAUSES OF CRACKING OF LIGHTWEIGHT CONCRETE BRIDGE SLABS IN LOUISIANA. THE FIELD STUDY INVOLVED THE DETERMINATION OF THE PRESENT CONDITION OF 389 SIMPLY SUPPORTED LIGHTWEIGHT CONCRETE BRIDGE SLABS BUILT COMPOSITELY WITH STEEL STRINGERS. THIS INCLUDED A CRACK SIZE AND DISTRIBUTION STUDY AND A DETERMINATION OF REINFORCEMENT EMBEDMENT DEPTH. AVAILABLE CONSTRUCTION RECORDS WERE REVIEWED, CLIMATIC CONDITIONS TO WHICH THE STRUCTURES HAD BEEN SUBJECTED WERE STUDIES ALONG WITH THE TRAFFIC HISTORY OF EACH BRIDGE. THE ANALYTICAL STUDIES ATTEMPTED TO RELATE DESIGN CRITERIA, DYNAMIC BEHAVIOR OF THE STRUCTURE AND CONCRETE SHRINKAGE TO THE PRESENT CONDITION OF THE BRIDGE. SOME OF THE CONCLUSIONS PRESENTED WERE: (1) THERE APPEARS TO BE NO REASONABLE RELATIONSHIP BETWEEN SLAB DETERIORATION AND MOST OF THE VARIABLES INVOLVED IN DESIGN AND CONSTRUCTION. (2) IF THE CONCRETE COVER WAS LESS THAN 3/4 INCHES, THE CRACKS TENDED TO COINCIDE WITH REINFORCEMENT ORIENTATION. IF THE COVER WAS LARGER, NO RELATIONSHIP BETWEEN CRACKS AND REINFORCEMENT ORIENTATION EXISTED, (3) SHRINKAGE STRAINS AS ANALYTICALLY DETERMINED ARE AS GREAT AS THE APPROXIMATE TENSILE STRENGTH OF THE CONCRETE, (4) THE DYNAMIC BEHAVIOR ANALYSIS POINTED TO THE SUPPOSITION THAT FOR SOME SPAN LENGTH AND LOADING COMBINATIONS, CRACK PROPAGATION IS CAUSED MAINLY BY OSCILLATIONS DUE TO MOVING VEHICLES. /BPR/]]></description>
      <pubDate>Wed, 21 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/102114</guid>
    </item>
    <item>
      <title>DEVELOPMENT LENGTH FOR ANCHOR BOLTS</title>
      <link>https://trid.trb.org/View/105313</link>
      <description><![CDATA[THIS PAPER SUMMARIZES FINDING OF A RESEARCH PROGRAM TO STUDY DESIGN CRITERIA FOR THE PROPER LENGTHS FOR ANCHOR BOLT EMBEDMENT INTO DRILLED SHAFTS. THE PROGRAM INCLUDED A SERIES OF TESTS ON 36 ANCHOR BOLTS RANGING FROM 1 1/4 TO 3 IN. IN DIAMETER WHICH WERE EMBEDDED NEAR THE EDGE OF A SQUARE SHAFT SPECIMEN AND WERE UNDER A COMBINATION OF FLEXURAL TENSION, BOND, AND SPLITTING CONDITIONS APPROXIMATING THOSE IN THE PROTOTYPE. LOADED-END SLIP BEHAVIOR WAS DETERMINED AT NOMINAL WORKING LOADS, AT FIRST YELDING, AND IN MANY CASES AT ULTIMATE CAPACITY. IMPORTANT TRENDS AFFECTING DESIGN PRACTICES ARE INDICATED. /AUTHOR/]]></description>
      <pubDate>Fri, 18 Nov 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/105313</guid>
    </item>
    <item>
      <title>STRENGTHENING OF PRESTRESSED CONCRETE COMPOSITE BEAMS USING EXTERNAL PRESTRESSED STIRRUPS</title>
      <link>https://trid.trb.org/View/413806</link>
      <description><![CDATA[Strengthening of older bridges designed for relatively light loading and traffic is necessary in many places around the world.  This paper presents experimental results on the use of external prestressed stirrups to improve the shear strength and concrete-to-strand bond strength of pretensioned composite beams.  5 beams were tested under stationary static loads until failure.  The basic unstrengthened beam showed a very dramatic shear failure.  The strengthened beams with external prestressed stirrups, however, performed well, even with very short strand embedment lengths.  External prestressed stirrups considerably increased the shear capacity of the strengthened beams.  Also, when prestressed to adequate levels the stirrups allowed the development of the flexural capacity of the beams with strand embedment lengths as short as 100 times the strand diameter.]]></description>
      <pubDate>Tue, 15 Nov 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/413806</guid>
    </item>
    <item>
      <title>STUDY OF THE PERFORMANCE OF REINFORCED CONCRETE BRIDGES AND BRIDGE DECKS IN LOUISIANA</title>
      <link>https://trid.trb.org/View/101756</link>
      <description><![CDATA[THE REPORT PRESENTS THE RESULTS OF A FIELD AND ANALYTICAL STUDY INTO THE CAUSES OF CRACKING OF LIGHTWEIGHT CONCRETE BRIDGE SLABS IN LOUISIANA. THE FIELD STUDY INVOLVED THE DETERMINATION OF THE PRESENT CONDITION OF 389 SIMPLY SUPPORTED LIGHTWEIGHT CONCRETE BRIDGE SLABS BUILT COMPOSITELY WITH STEEL STRINGERS. THIS INCLUDED A CRACK SIZE AND DISTRIBUTION STUDY AND A DETERMINATION OF REINFORCEMENT EMBEDMENT DEPTH. AVAILABLE CONSTRUCTION RECORDS WERE REVIEWED, CLIMATIC CONDITIONS TO WHICH THE STRUCTURES HAD BEEN SUBJECTED WERE STUDIED ALONG WITH THE TRAFFIC HISTORY OF EACH BRIDGE. THE ANALYTICAL STUDIES ATTEMPTED TO RELATE DESIGN CRITERIA, DYNAMIC BEHAVIOR OF THE STRUCTURE AND CONCRETE SHRINKAGE TO THE PRESENT CONDITION OF THE BRIDGE. SOME OF THE CONCLUSIONS PRESENTED WERE' 1. THERE APPEARS TO BE NO REASONABLE RELATIONSHIP BETWEEN SLAB DETERIORATION AND MOST OF THE VARIABLES INVOLVED IN DESIGN AND CONSTRUCTION. 2. IF THE CONCRETE COVER WAS LESS THAN 3/4 INCHES, THE CRACKS TENDED TO COINCIDE WITH REINFORCEMENT ORIENTATION. IF THE COVER WAS LARGER, NO RELATIONSHIP BETWEEN CRACKS AND REINFORCEMENT ORIENTATION EXISTED. 3. SHRINKAGE STRAINS AS ANALYTICALLY DETERMINED ARE AS GREAT AS THE APPROXIMATE TENSILE STRENGTH OF THE CONCRETE. 4. THE DYNAMIC BEHAVIOR ANALYSIS POINTED TO THE SUPPOSITION THAT FOR SOME SPAN LENGTH AND LOADING CONBINATIONS, CRACK PROPAGATION IS CAUSED MAINLY BY OSCILLATIONS DUE TO MOVING VEHICLES. /BPR/]]></description>
      <pubDate>Tue, 01 Nov 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/101756</guid>
    </item>
    <item>
      <title>EXPERIMENTS ON A BLOCK FOUNDATION SUBJECTED TO VIBRATIONS</title>
      <link>https://trid.trb.org/View/126771</link>
      <description><![CDATA[THE DEVELOPMENT OF PRESSUREMETRIC TECHNIQUES IN SOIL INVESTIGATION HAS LED TO A MORE ACCURATE STUDY OF SOIL DEFORMATION PROBLEM, AND IN PARTICULAR TO MORE PRECISE CALCULATIONS OF THE REACTION MODULI UNDER STATIC OR ALTERNATING LOADS. THIS RESEARCH PROGRAMME HAS BEEN SUPPLEMENTED BY A STUDY OF THE BEHAVIOR OF FOUNDATIONS SUBJECTED TO THE ACTION OF VIBRATING DEVICES. A FOUNDATION BLOCK WAS SUBJECTED EXPERIMENTALLY TO VIBRATION STRESSES BY ECCENTRIC MASS ROTARY VIBRATORS WITH ADJUSTABLE TORQUE AND RATATION SPEED. DISPLACEMENTS OF THE BLOCK WERE MEASURED UNDER WIDELY VARYING RATES OF FREQUENCIES AND STRESS, AND FROM THESE MEASUREMENTS THE CORRESPONDING REACTION MODULI & CRITICAL FREQUENCIES WERE DEDUCTED. THE BLOCK WAS STUDIED UNDER DIFFERENT EMBEDDING CONDITIONS: /TOTALLY EMBEDDED, SEMI-EMBEDDED AND SHALLOW FOUNDATIONS/ AND IN EACH CASE VIBRATION STRESSES, EITHER CENTERED OR EXCENTRIC, WERE APPLIED. A GEOTECHNICAL INVESTIGATION WAS MADE OF THE GROUND USING LABORATORY IDENTIFICATION TESTS, BOREHOLES AND PRESSUREMETER LOADING TESTS. RESULTS INDICATE THAT: /1/ THE REACTION MODULUS VALUES DEFINED FOR ALTERNATE LOADINGS UNDER PRESSUREMETER TEST CAN BE VALIDLY APPLIED TO CONVENTIONAL FORMAULAE FOR VIBRATING MASSES, WHICH ENABLE IN PARTICULAR THE CRITICAL FREQUENCY AND THE AMOUNT OF THE MASS DISPLACEMENT TO BE STUDIED, /2/ THE EMBEDDING OF THE FOUNDATION SIGNIFICANTLY AFFECTS THE REACTION MODULUS AND DAMPLING COEFFICIENT VALUES, /3/ EVEN SLIGHT HETEROGENEITY OF THE GROUND GIVES RISE TO CONSIDERABLE ROCKING OF THE FOUNDATION MASS, PARTICULARLY IN THE CASE OF A SHALLOW FOUNDATION, AND /4/ THE VIBRATIONS CREATED BY THE EXCENTRIC MASS ROTARY VIBRATORS GIVE RISE TO INCREASED SETTLEMENT, SOMETIMES CONSIDERABLE, IN NEIGHBORING FOUNDATIONS WHEN SUBJECTED TO PERMANENT STATIC LOADS.]]></description>
      <pubDate>Tue, 23 Aug 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/126771</guid>
    </item>
    <item>
      <title>STUDY OF PIPE WITH CONCRETE BEDDING</title>
      <link>https://trid.trb.org/View/106809</link>
      <description><![CDATA[BURIED PIPES ARE OFTEN PARTLY OR COMPLETELY EMBEDDED IN CONCRETE TO ENHANCE THEIR STRENGTH UNDER EARTH LOADING. LITTLE OR NO STUDY HAS BEEN MADE OF THE FACT THAT UNDER THESE CONDITIONS, THE PIPE AND BEDDING MAY ACT TOGETHER AS A HOMOGENEOUS STRUCTURE. A METHOD FOR ANALYSIS OF THIS STRUCTURE IS DEVELOPED. EARTH LOAD, DEAD LOAD, AND INTERNAL PRESSURE ARE CONSIDERED. THE EQUATIONS DEVELOPED APPLY SPECIFICALLY TO BEDDING ANGLES OF 180 DEGREES AND OF 360 DEGREES (FULL ENCASEMENT). CALCULATIONS OF STRESSES THROUGHOUT A TYPICAL STRUCTURE SHOWS THAT THERE IS NO TENDENCY FOR SEPARATION OF PIPE AND BEDDING UNDER LOAD. TABLES HAVE BEEN PREPARED TO AID IN THE CALCULATION. /AUTHOR/]]></description>
      <pubDate>Thu, 02 Jun 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/106809</guid>
    </item>
    <item>
      <title>IMPACT TESTS ON PIPES BURIED UNDER ROADS</title>
      <link>https://trid.trb.org/View/110080</link>
      <description><![CDATA[IN BRITAIN, SEWER PIPES PASSING UNDER A ROAD ARE DESIGNED TO SUPPORT THE WEIGHT OF THE BACKFILLING AND ROAD CONSTRUCTION PLUS HB TYPE LOADS UP TO 45 TONS ON A 4-WHEELED AXLE, MULTIPLIED BY AN IMPACT FACTOR OF 2-0 TO ALLOW FOR THE ADDITIONAL LOAD GENERATED BY PASSAGE OF THE VEHICLE OVER ROAD SURFACE IRREGULARITIES. MEASUREMENTS ARE REPORTED OF THE IMPACT FACTOR PRODUCED BY SEVERAL DIFFERENT TYPES OF TRUCKS TRAVELLING OVER A SEVERE SURFACE IRREGULARITY---A PLANK 1-3/4 IN. THICK BY 10 IN. WIDE---USING CONCRETE SEWER PIPES OF 18 IN. AND 36 IN. INTERNAL DIAMETER BURIED AT DEPTHS 4 FT. AND 9 FT. BELOW THE ROAD SURFACE. THE TESTS WERE MADE WITH VEHICLES TRAVELLING AT SPEEDS BETWEEN 20 AND 30 MILES/H. AND IN ALL CASES THE IMPACT FACTOR INCREASED WITH SPEED. THE RELATION BETWEEN THE IMPACT FACTOR AND THE VEHICLE SPEED IS INDEPENDENT OF THE SIZE OF PIPE, ITS DEPTH BELOW THE ROAD SURFACE, THE TYPE OF PIPE BEDDING, AND THE MATERIAL USED TO BACKFILL THE TRENCH. THE RATE OF CHANGE OF IMPACT FACTOR WITH VEHICLE SPEED DECREASES WITH INCREASE OF WHEEL LOAD AND WITH REDUCTION OF THE TIRE INFLATION PRESSURE . /AUTHOR/]]></description>
      <pubDate>Wed, 25 May 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/110080</guid>
    </item>
    <item>
      <title>SNOW FREE TOLL PLAZA</title>
      <link>https://trid.trb.org/View/110597</link>
      <description><![CDATA[A TOLL PLAZA AREA ON THE GARDEN STATE PARKWAY IS EQUIPPED WITH AN EXPERIMENTAL AUTOMATIC SNOW REMOVAL SYSTEM. THE SYSTEM COVERS A PANEL AREA OF APPROXIMATELY 7000 SQ. FT. THE GRID AND SERPENTINE SYSTEM CONSISTS OF 1-IN. AND 3/4-IN. WROUGHT IRON PIPE SPACED ON 12-IN. CENTERS. THE SYSTEM WAS DESIGNED TO MELT 1-IN. OF SNOW PER HOUR WITH THE AIR AT 25 DEGREES FAHRENHEIT, WIND VELOCITY OF 15 MPH, SNOW DENSITY OF 6 LB. PER CU. FT. THE SYSTEM IS IMBEDDED IN A 9-IN. PAVEMENT SLAB AND IS DIRECTLY FIRED IN THE BOILER HOUSE BY CIRCULATION OF A MIXTURE OF 42 PERCENT GLYCOL SOLUTION AND WATER AT AN AVERAGE TEMPERATURE OF 131.5 DEGREES F.]]></description>
      <pubDate>Wed, 18 May 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/110597</guid>
    </item>
    <item>
      <title>CALCULATION OF LATERAL SUPPORTS. A NEW METHOD INCLUDING TRUE CONDITIONS OF EMBEDMENT</title>
      <link>https://trid.trb.org/View/123582</link>
      <description><![CDATA[A NEW METHOD OF CALCULATION OF EITHER STEEL SHEET PILE WALLS OR CAST IN SITU CONCRETE DIAPHRAGMS IS PRESENTED. IN THE CONVENTIONAL THEORIES ORIGINATED IN EUROPE THE GROUND IS ASSUMED TO BE INFINITELY RIGID AND THE PASSIVE RESISTANCE FULLY MOBILIZED, WHATEVER THE RELATIVE DISPLACEMENT OF THE WALL, ALTHOUGH THIS IS NOT IN AGREEMENT WITH THE ELEMENTARY LAWS OF THE STRENGTH OF MATERIALS. FURTHERMORE, IN THESE THEORIES THE TOE OF THE DIAPHRAGM IS SUPPOSED TO BE IMMOBILE AND VERTICAL, AT LEAST WHEN THE CONSTRUCTION IS FIXED, WHICH COULD ONLY BE POSSIBLE IN A GOOD QUALITY ROCK MASS OR IN CONCRETE. IN OTHER METHODS ORIGINATED IN ENGLISH SPEAKING COUNTRIES ON THE CONTRARY, NO FIXITY IS ASSUMED, WHICH IS, OF COURSE, GENERALLY UNFAVORABLE FOR THE DESIGN OF THE WALL. THUS CORRECTIVE COEFFICIENTS HAVE BEEN SUGGESTED TO LEAD TO MORE REALISTIC RESULTS /STRESS REDUCTION FACTOR EXPRESSED AS A FUNCTION OF THE MOMENT OF INERTIA OF THE WALL AND THE SOIL COMPRESSIBILITY, THE METHOD OF THE EQUIVALENT BEAM AFTER TSCHEBOTARIOFF, ETC./. THE DEVELOPMENT OF THE USE OF PRESSUREMETER TESTS IN SOIL INVESTIGATION AND THE ACHIEVEMENT OF RESEARCH ON FULL SCALE WALLS ARE BEING CONDUCTED.]]></description>
      <pubDate>Sun, 01 May 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/123582</guid>
    </item>
    <item>
      <title>STRAIN METERS AND STRESS METERS FOR EMBEDMENT IN MODELS OF CONCRETE STRUCTURES. REPORT 1. SUMMARY OF INFORMATION AVAILABLE AS OF MARCH 1, 1967</title>
      <link>https://trid.trb.org/View/110149</link>
      <description><![CDATA[A SUMMARY IS GIVEN OF THE RESULTS OF AN EXTENSIVE LITERATURE REVIEW AND A WORLDWIDE SURVEY TO DEVELOP INFORMATION ON SMALL, EMBEDDED STRESS METERS AND STRAIN METERS SUITABLE FOR MODEL WORK AND LONG-TERM INVESTIGATIONS. FOLLOWING A DISCUSSION OF GENERAL PROBLEMS OF INTERNAL STRAIN AND STRESS MEASUREMENT IN CONCRETE, INCLUDING A BRIEF REVIEW OF THE ADVANTAGES AND DISADVANTAGES OF VARIOUS SYSTEMS OF MEASUREMENT, NUMEROUS PARTICULAR METERS ARE DESCRIBED IN DETAIL, AND THEIR APPLICABILITY TO MODEL WORK IS TENTATIVELY ASSESSED. THE INFORMATION COLLECTED REVEALS A LACK OF SMALL, EMBEDDED METERS SUITABLE FOR LONG-TERM MODEL STUDIES. A NUMBER OF OTHER SYSTEMS OF MEASUREMENT (INDUCTANCE-CAPACITANCE, SEMICONDUCTOR, HYDRAULIC, AND PNEUMATIC METERS) THAT APPEAR RATHER PROMISING FOR INTERNAL STRESS AND STRAIN MEASUREMENT IN CONCRETE HAVE HARDLY BEEN INVESTIGATED TO DATE. BASED ON THE RESULTS OF THIS PRELIMINARY STUDY, IT IS CONCLUDED THAT FURTHER EFFORTS TO SELECT OR DEVELOP SUITABLE INSTRUMENTATION SHOULD CONCENTRATE ON THE EVALUATION AND IMPROVEMENT OF BONDED WIRE METERS, ON THE DEVELOPMENT OF NEW INDUCTANCE AND SEMICONDUCTOR METERS, AND ON THE USE OF EXISTING SMALL ACOUSTIC METERS. /AUTHOR/]]></description>
      <pubDate>Sun, 01 May 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/110149</guid>
    </item>
  </channel>
</rss>