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The main goal of this diploma thesis is a design and verification of a steel footbridge crossing the river Dřevnice in Zlín. As the basic material steel S355 and for selected members steel S235 was chosen. There are two structural variants designed in the introductory part of the thesis. These variants are then compared and in the next part only selected, more favourable variant, is addressed. The selected variant is a truss footbridge with a bridge deck at the bottom and curved top chords. The bridge deck consists of floor beams and steel plate with longitudinal stiffeners. The span of the structure is 35.0 m, the width of the footbridge is 3.9 m and its height in the middle of the span is 4.2 m.

Master´s thesis describes the design of the railway bridge in Ústí nad Labem. Length of the structure is 200.00 meters, the height of the structure is 32.61 m and width of the structure is 12.10 m. Main structural system is composed of a spatial strut-frame structures. The bridge carries an important railway stations between Usti nad Labem Západ, Usti nad Labem Střekov. Part of the proposal is a footbridge for pedestrians.

The thesis Building Investigation and Diagnosis of Reinforced Concrete Structure is focused on analyzing two reinforced concrete bridge structures. It discusses different evaluation surveys and its influence on later evaluation of the bridges. In this thesis there is included static evaluation finding supports at one of reinforced concrete bridges. Practical part is complemented by the necessary theoretical part, which deals with exploring bridges, ways of their implementation, and a summary of the most commonly used diagnostic methods for bridges.

The diploma thesis deals with design and assessment of the main structure of the road bridge which leads the road I/55 over the highway D1. The thesis contains three designs of the construction. One design was chosen for detail solution. The thesis includes statical analysis, drawing documentation and visualization.

Proteins are substances with great usage. For industrial usage, proteins are often taken from their natural enviroment. In foreign environment, it proteins can unfold and their function can be compromised. This is the reason for stabilization of proteins and one of ways to stabilization is using disulphide bonds. This work describes basic terms related to protein stabilization - proteins, their structure and interactions within them, basic terms from thermodynamics. Problem of protein stability is discussed and the factors which stabilize or destabilize protein are enumerated with the emphasis on disulphide bonds. Existing approaches to disulphide bonds design, dataset for testing own tool are described. Implementation of the tool using geometrical properties of the bonds and fl exibility of places in protein is described. The tool was tested on proteins with native disulfide bonds and compared to existing tools, also metrics FRO (fractional rank order) was used. Native disulfide bond was found in 64 % of cases, in 60 % of cases this native disulfi de bond was in the first quarter of ordered found disulfi de bonds.

The objectives of this research were to 1) investigate bridge deck condition assessment methods used in the field and laboratory, methods of managing bridge decks, and methods for estimating remaining bridge deck service life using computer models through a comprehensive literature review on these subjects; 2) collect and analyze field data from representative concrete bridge decks in Utah; and 3) develop a decision tree for concrete bridge deck management in Utah. As a result of the literature review performed for objective 1, a synthesis of existing information about condition assessment, bridge deck preservation and rehabilitation, bridge deck reconstruction, and estimating remaining service life using computer models was compiled. For objective 2, 15 bridge decks were strategically selected for testing in this research. Five bridge decks had bare concrete surfaces, five bridge decks had asphalt overlays, and five bridge decks had polymer overlays. Bridge deck testing included site layout, cover depth measurement, chloride concentration testing, chain dragging, half-cell potential testing, Schmidt rebound hammer testing, impact-echo testing, and vertical electrical impedance testing. Two-sample t-tests were performed to investigate the effects of selected bridge deck features, including polymer overlay application, deck age at polymer overlay application, overlay age, asphalt overlay application with and without a membrane, stay-in-place metal forms (SIPMFs), SIPMF removal, internally cured concrete, and use of an automatic deck deicing system. For objective 3, condition assessment methods were described in terms of test type, factors evaluated, equipment cost, data collection speed, required expertise, and traffic control for each method. Unit costs, expected treatment service life estimates, and factors addressed for the preservation, rehabilitation, and reconstruction methods most commonly used by the Utah Department of Transportation (UDOT) were also summarized. Bridge deck testing results were supplemented with information about current bridge deck management practices and treatment costs obtained from UDOT, as well as information about condition assessment and expected treatment service life, to develop a decision tree for concrete bridge deck management. Based on the results of field work and statistical analyses, placing an overlay within a year after construction is recommended. Removing SIPMFs after a deck age greater than 18 years is not likely to be effective at reversing the adverse effects of the SIPMFs on bridge deck condition and is not recommended. Bridge deck construction using internally cured concrete is not recommended for protecting against rebar corrosion. To the extent that excluding an automatic deck deicing system does not compromise public safety, automatic deck deicing systems are not recommended. To supplement the typical corrosion initiation threshold of 2.0 lb Cl-/yd3 of concrete for black bar, a corrosion initiation threshold of 8.0 lb Cl-/yd3 of concrete is recommended in this research for bridge decks with intact epoxy-coated rebar. For chloride concentrations less than 20 lb Cl-/yd3 of concrete as measured between reinforcing bars, an increase of up to 70 percent should be applied to estimate the corresponding chloride concentration of the concrete in direct contact with the rebar. The decision tree developed in this research includes 10 junctions and seven recommended treatments. The junctions require the user to address questions about surface type, degree of protection against water and chloride ion ingress, degree of deterioration, and years of additional service life needed; the answers lead to selection of treatment options ranging from repairing an overlay to full-depth bridge deck reconstruction. Revisions to the decision tree should be incorporated as additional methods, data, treatments, or other relevant information become available.

In the current thesis, the Banafjäl Bridge located on the Bothnia line (Botniabanan) in northern Sweden was studied. The bridge is a 40m long composite ballasted high-speed railway bridge. A 3D FE model of the bridge was developed using a commercial FE software, Abaqus. The FE model was calibrated against the measured data of the bridge. The dynamic response of the bridge's FE model was investigated under the dynamic load of the passing HSLM-A train using modal dynamic analysis. The vertical acceleration induced by excitation of the passing train exceeded the permissible limit of 3.5 m/s2 for the speed range of 220-240 km/h. Thus, damping solutions using multiple tuned mass dampers (MTMDs) were investigated. According to the results of this study, a 4 tonnes MTMD system consist of 5 parallel TMDs attached to the mid-span of the bridge could effectively control the undesired vibration of the bridge. The suggested solution could account for the changes in the stiffness of the bridge caused by freezing and ice forming in the ballast.

Bridges are vital links in many transport networks and represent a big capital investment for both governments and taxpayers. They have to be managed in a way that ensures society's needs are optimally met. In many countries, bridges are mainly managed using bridge management systems (BMSs). Although many BMSs contain some forms of life-cycle costing (LCC), the use of LCC in bridge engineering is scarce. LCC in many BMSs has mainly been applied within the bridge operation phase, even though it has several useful applications within the bridge entire life, from cradle to grave. This licentiate thesis discusses the need of a BMS with integrated comprehensive LCC tools that can assist decision-makers at all levels and within all phases in selecting the most cost-effective alternative from an array of applicable alternatives. The thesis introduces the Swedish Bridge and Tunnel Management System (BaTMan). Acomprehensive integrated LCC implementation scheme is illustrated, taking into account the bridge investment and management process in Sweden. The basic LCC analytical tools as well as other helpful LCC techniques are addressed. Detailed case studies for real bridges at different investment phases are presented to demonstrate the recent improvement of BaTMan practically in the LCC integration. Cost records for 2,508 bridges extracted from BaTMan inventory data are used as input data in the presented case studies. Considering the same records, the average real and anticipated initial costs of different bridge types in Sweden will schematically be presented. The thesis introduces a bridge LCC program developed over this research named "BaTMan-LCC". The reason for which this program was developed is to combine all possible LCC applications for bridges in one tool and facilitate its implementation. The sensitivity analysis as well as the LCC saving potential highlighted in the presented case studies emphasizes the feasibility and the possibility of developing BaTMan to accommodate the applications of BaTMan-LCC. / QC 20120301 / ETSI

The purpose of the project is to investigate the difference in performance between ballasted and ballastless railway bridges dedicated to high speed trains by taking into account both static and dynamic requirements. The main questions are: a) whether choosing a ballastless bridge results in a more slender section due to the lower self-weight b) if the design of bridges for high speed trains is governed by the static or by the dynamic requirements. The method followed was to first make a complete static design of a ballasted and a ballastless bridge, and then subject them to a 2D dynamic analyses in order to see if the cross section dimensions must be changed. Some of the bridges required a more thorough dynamic analyses, and for these, a 3D model was developed. The analysed bridge is a simply supported beam with a T section carrying one track. Some variations were also considered, namely a simply supported bridge with a double T section carrying two tracks, as well as a single track bridge in two spans. It was found that all of the analysed bridges are somewhat more slender for the ballastless alternative, and require a 10 -30% less reinforcement. Simply supported bridges carrying one track are governed by the dynamic requirements; the bridges in two spans are for shorter spans governed by the statics and for longer spans by the dynamics. Bridges in double T fulfilled all the requirements according to the 2D analyses, but were found to be greatly affected by the 3 dimensional effects and failed to satisfy the criteria when these were taken into account. Finally, the optimal design according to these analyses is a ballastless bridge in a simple T section. If the bridge constructed should carry two tracks, then it should be constructed as two T beams that are not connected to one another in order to avoid the unfavourable 3D effects.