The subject of this Master's thesis is the design of a road bridge on the D1 in the section Lietavská Lúčka - Višňové in the Žilina Region, Žilina District, Slovak Republic. The bridge is used to cross the valley in KM 4,313 and the road in KM 4,410. Three variants of bridging were proposed, but further in the work an assessment is made on one of the variants. The total length of the superstructure is 354.00 m, the theoretical total span of the structure is 352.00 m. The bridge has 4 spans and is constructed by free cantilever method .The locations of the supports were limited by unsuitable geological conditions at the construction site (active shear area in Quaternary sediments), especially in span No. 3 (span lenght 104.00 m) and span No. 4 (span lenght 75.00 m). The monolithic part of the bridge structure will be concreted by free cantilever method with the largest length of the cantilever 52.00 m. The outermost parts of fields No. 1 and No. 4 will be cast-in-place using fixed scaffolding.

Der Demonstrator für das SPP 1542 sollte die Erkenntnisse der Teilprojekte „Querschnittsadaption für stabförmige Druckbauteile“ und „Leichte Deckentragwerke aus geschichteten Hochleistungsbetonen“ aufgreifen und widerspiegeln. Zudem sollte ein Tragwerk verwendet werden, dessen Kraftfluss für jeden Betrachter deutlich erkennbar ist und dessen Erscheinung dem Prinzip form follows force folgt. Da das Deutschen Museum in München im Zuge der Modernisierung zukunftsfähigen Innovationen mehr Raum bieten möchte, ergab sich die Möglichkeit, eine Ausstellungsbrücke in der Abteilung Brückenbau zu errichten. Das Deutsche Museum zählt zu den weltweit anerkanntesten Institutionen für Naturwissenschaft und Technik und gehört mit jährlich ca. 1,5 Millionen Besuchern zu den meistbesuchten Museen in Deutschland [1]. Für den Demonstrator steht ein ca. 9,5 m langer und ca. 2,0 m tiefer Bereich zwischen zwei Wänden zur Verfügung. Die Ausstellungsbrücke sollte in einer Höhe von ca. 3,50 m installiert werden, um diese sowohl von unten als auch von der in gleicher Höhe benachbarten Besucherbrücke von Jörg Schlaich [2] betrachten zu können. [Aus. Einleitung] / The demonstrator for SPP 1542 should take into account and reflect the findings of the SPP projects “Cross-section adaptation for bar-shaped compression components” and “Lightweight floor structures made of layered high-performance concretes”. In addition, a structure was to be designed where the flow of force is clearly recognisable to any observer from the external shape and whose design follows the principle of form follows force. Since the Deutsches Museum in Munich wants to of er more space to future-oriented innovations in the course of modernisation, the opportunity came up to erect an exhibition bridge in the bridge construction department. The Deutsches Museum is one of the world’s most renowned institutions for natural science and technology and, with around 1.5 million visitors a year, one of the most visited museums in Germany [1]. An area approx. 9.5 m long and approx. 2.0 m deep between two walls was available for the demonstrator. The exhibition bridge was to be installed at a height of approx. 3.50 m so that it could be viewed from below as well as from the neighbouring visitor bridge by Jörg Schlaich [2] at the same height. [Off: Introduction]

The aim of this Master’s thesis was to study the dynamic behaviour of a special type ofpedestrian timber bridge with a single diagonal arch - a design proposal made in a previousstudent project. The bridge is intended to be built as a gateway to the Alfred Nobel’s Björkbornin the municipality of Karlskoga. The original plan for this thesis was to build and test adownscaled model in order to verify theoretical investigations. The laboratory testing washowever not possible to be performed, therefore the study was conducted only by means ofanalytical and numerical tools. Both a downscaled model and a full-scale bridge model wereanalysed and compared in order to find proper scale parameters. Different studies wereperformed on the models by means of the finite element method in order to investigate theinfluence of relevant parameters on dynamic behaviour of the bridge. A scale factor wasdetermined which allows for the translation of results from the downscaled model to the fullscale model. Results showed that the dynamic behaviour of this type of bridge is rathercomplicated, and the original design needs to be somewhat modified to meet the comfortcriterion for pedestrians. An increase of the width of the arch, a proper arrangement of thecables, and adoption of longitudinal steel beams under the deck were found to be efficientmethods to improve the dynamic performance of the bridge. Future work should includeexperiments on a downscaled model to validate these theoretical solutions.

International Telemetering Conference Proceedings / October 18-21, 2004 / Town & Country Resort, San Diego, California / More and more aircraft system designs are incorporating a local-area-network (LAN) using either Fibre Channel (FC) or Ethernet. To date there hasn’t been a means for creating a FC node connection between an airborne network and a ground based FC network or for creating a reliable high-speed Ethernet connection between air and ground. Ethernet connections have had some success by using the IEEE 802.11 wireless LAN for these types of connections; however, these connections suffer from many inherent problems using this standard. Problems include the lack of telemetry spectrum control, security validation, high-speed data transfer efficiency, and channel acquisition time. This paper will describe a methodology that utilizes the IRIG-106 PCM standard for communicating between aircraft and ground-based networks. PCM can solve the aforementioned problems and it enables the user to take advantage of the many ARTM advances in PCM telemetry technology [1]. One such advance in technology has been the use of SOQPSK (Tier 1) or Multi-h CPM (Tier 2) to enable the user to effectively double or more their bandwidth efficiency compared to PCM/FM (or CPFSK) (Tier 0).

ITC/USA 2009 Conference Proceedings / The Forty-Fifth Annual International Telemetering Conference and Technical Exhibition / October 26-29, 2009 / Riviera Hotel & Convention Center, Las Vegas, Nevada / Google Soft Decom and the number of hits will be tenfold over the same search last year. The migration of hardware functionality toward software is relentless. On the telemetry front, Data Bridges that take Pulse Code Modulated (PCM) signals and transform them to ubiquitous network packets make it all too easy. The need for expensive hardware such as the Decommutator (Decom), Frame Synchronizer, Digital Recorder, and Oscillograph Recorder (StripChart) will diminish sharply. Software Decom packages will feel the squeeze too, from homegrown Soft Decom software that is easier to maintain and has no licensing issues. This paper airs the dirty laundry associated with this hardware and software. Latencies and ugly temporal aberration that really plague an analyst. Also discussed is how a few packet/file formats eliminate the need for most of the hardware in a traditional telemetry data processing facility.

With the passing of the MAP-21 (Moving Ahead for Progress in the 21st Century) Act in 2012, the United States bridge industry has had a significant push for the use of innovative technologies to advance the highway transportation system. Bridge Information Modeling (BrIM) is emerging as an important trend in the industry, in which various technologies and software are being used in all phases of the bridge lifecycle and have been shown to have a variety of benefits. However, most software are stand alone applications and do not efficiently exchange data among other software. This lack of interoperability creates impediments for the efficient and seamless transfer of information across the bridge lifecycle. In recent years, the building industry developed standards to promote interoperability for Building Information Models (BIM). Unfortunately, these standards lack the ability to incorporate bridges. Therefore, there major need for a standard for Bridge Information Modeling (BrIM). Moreover, as technology and modeling software have been coming more prevalent in other domains (roads, geotechnical, environment systems, etc.) there is an even larger need to expand interoperability standards across multi-disciplinary domains. The purpose of this research is to develop a methodology that would enable the interoperability of multi-disciplinary information models. The scope of the methodology is for Bridge Information Models, but the approach is extendable to other domains. This research is motivated by the fundamental issues of interoperability, such as semantic, logic, and software issues. In this research, the fundamental issues of interoperability are investigated as well as an in-depth review of literature proposing solutions. Additionally, current standards for interoperability of information models are reviewed. Based on the findings of the literature review, this research develops, evaluates, and validates a novel methodology for interoperability of information models. The fundamental issues of interoperability are addressed by the use of a taxonomy and ontology. A new standardization process to capture domain knowledge, called in “Information Exchange Standard” is outlined along with a novel method of developing an ontology based on industry workflows. This methodology has been used and validated by an industry domain case study. A software tool to automate the capturing of domain knowledge and development of a taxonomy is presented.

The Texas Department of Transportation (TxDOT) uses precast, prestressed concrete panels (PCPs) as stay-in-place formwork for most bridges built in Texas. The PCPs are placed on the top flanges of adjacent girders and topped with a 4-in. cast-in-place (CIP) slab. This thesis is directed towards identifying and quantifying the serviceability implications of reducing the deck reinforcement across the interior spans of CIP-PCP decks. The goal of this research is to understand how the PCPs influence cracking and crack control in the CIP slab and to make recommendations to optimize the top mat reinforcement accordingly. Several tests were conducted to evaluate the performance of different top mat reinforcement arrangements for ability to control crack widths across PCP joints. The longitudinal reinforcement was tested using a constant bending moment test, a point load test, and several direct tension tests. Because of difficulty with the CIP-PCP interface during the longitudinal tests, direct tension tests of the CIP slab only were used to compare the transverse reinforcement alternatives. Prior to testing, various top mat design alternatives were evaluated through pre-test calculations for crack widths. Standard reinforcing bars and welded wire reinforcement were considered for the design alternatives. During this study, it was found that the tensile strength of the CIP slab is critical to controlling transverse crack widths. The CIP-PCP interface is difficult to simulate in the laboratory because of inherent eccentricities that result from the test specimen geometry and loading conditions. Furthermore, the constraint and boundary conditions of CIP-PCP bridge decks are difficult to simulate in the laboratory. Based on the results of this testing program, it seems imprudent to reduce the longitudinal reinforcement across the interior spans of CIP-PCP decks. The transverse reinforcement, however, may be reduced using welded wire reinforcement across the interior spans of CIP-PCP decks without compromising longitudinal crack width control. A reduced standard reinforcing bar option may also be considered, but a slight increase in longitudinal crack widths should be expected. / text

論文摘要 在離散數學的領域中有一熱門的分支一圖學論就是將問題以圖形的觀念來研究，其中優美圖問題是由來已久，尤其是在太空訊息的接收，雷達站之設立位置等科學性的研究中廣泛的被討論，我們企圖將優美圖的必要條件cordial 圖作適當的推展以這算子為架構將圖形類別視為運算元則 { (運算元) ，運算子} ===新圖形 結合將可得到新的圓形使得新圖形是cordial 圖這樣一來就可製造出更多更複雄史實用的cordial 圖，有cordial 圖才有可能是優美圖. 研究之初我們收集有關優美圖的論文想知道一些優美圖標法與尚未解決的圖形，和由優美圖衍生出的特殊圖形，我們整理得到壹拾貳大類這些類別的圖形在簡單的情形時已有了不錯的結論，但是稍為複雜或條件放鬆則結果說不得而知，由於優美國的重要及熱門迫使我們不得不有這種動機嘗試將已無圓形配和圓形運算子而得到複雜的圖形式得到新類別的圓形並企圖使新圖形式複雜圖形是cordial 圖在論文中，我們找到一些還算子例如link ， corona, join , bridge and newcorona 並且導出一些結果. / Abstract Suppose G is a graph with vertex set V(G) and edge set E(G). Consider a labeling f: V(G) → { 0, 1} where f induces an edge-labeling i*: E(G) -+ {0,1} defined by f*(uv) = I f(u) - f(v) I for each edge uv E E( G). Let V f(i) be the set of vertices v of G with f( v)=i, and Ef(i) be the set of edges uv with f*(uv)=i. The cardinalities of Yf(i) and Ef(i) are denoted by vf(i) and ef(i), respectively. A labeling f of a graph is cordial if Ivf (0)-vf (1) ? I and lef(0)- ef(1)?1. A graph G is cordial if it has a: cordial labeling. In this paper, we will study some operators such as link (0), corona( *), join(+), bridge (?), and newcorona( ?), and derive some results on cordial graphs.

Electroporation is the process where externally applied electric fields cause significantly increased permeability of the cell membrane. The increased permeability allows the transport of external compounds into the cell. This is important for applications in electrochemotheropy, electrofusion and drug delivery. Electroporation also has applications in the disinfection of liquids. Given a high enough electric field across the cell membrane, the electroporation process can become irreversible, leading to cell destruction. With the cell membrane under an intense electric field, the cell membrane structure fails causing the cell to die. Conventional liquid beverage disinfection systems rely on slow heating methods requiring large power requirements; this can reduce the taste and quality of some liquids. Pulse generators provide the necessary electric fields to produce the required voltage potential across the cell membrane. The usefulness of electroporation depends on several parameters such as amplitude, frequency and rise/fall times of the electric field. The wave shape also has a bearing on performance, and is limited by the pulse generator topology. A multilevel bipolar waveform is desired with operating frequencies above about 1 kHz. The cascaded H-bridge or full-bridge topology is the most useful as it capable of producing multilevel bipolar waveforms at high frequency. This thesis presents the design and implementation of a multilevel high-voltage pulse generator, capable of creating very high-voltage AC pulses. MOSFET switching devices in conjunction with good layout practices were used to provide required fast switching speeds. The full-bridge topology is used to create a multilevel output profile through cascading of multiple stages. As a full-bridge topology inherently creates a RCL resonant network, there are many challenges associated with mitigating high-frequency noise sources. Two separate stages are built, a low voltage stage capable of outputting up to 200 Vp and a high voltage stage capable of switching up to 1 kVp. A control board was also built for pulse signal generation and user configuration of the output waveforms. The designed pulse generator can produce short pulses of up to 1.4 kVp at frequencies of up to 350 kHz using primarily resistive loads (that simulate a conductive liquid load). Little high frequency switching noise was observable on the output waveform. A single stage pulse generator was also tested with actual liquid loads using an electrode chamber, demonstrating electroporation. The liquid load testing was performed on water and milk derived from milk powder. Results showed that the liquid loads were consistent with primarily resistive loads.

A well-maintained bridge infrastructure is a fundamental necessity for a modern society that provides great value, but ensuring that it meets all the requirements sustainably and cost-effectively is challenging. Bridge investment and management decisions generally involve selection from multiple alternatives. All of the options may meet the functional demands, but their life-cycle cost (LCC), service life-span, user-cost, aesthetic merit and environmental impact may differ substantially. Thus, life-cycle analysis (LCCA, a widely used decision-support technique that enables comparison of the LCC of possible options), is essential. However, although LCCA has recognized potential for rationalizing bridge procurement and management decisions its use in this context is far from systematic and the integration of LCCA findings in decisions is often far from robust. Thus, the overall objective of the work underlying this thesis has been to contribute to the development of sustainable bridge infrastructures while optimizing use of taxpayers’ money, by robustly incorporating life-cycle considerations into bridge investment and management decision-making processes. The work has introduced a full scheme for applying LCCA throughout bridges’ entire life-cycle. Several practical case studies have been presented to illustrate how an agency could benefit from use of a bridge management system (BMS) to support decisions related to the management of existing bridges and procure new bridges. Further developments include a comprehensive approach incorporating a novel LCCA technique, “LCC Added-Value Analysis”, which enables procurement of the most cost-efficient bridge design through a fair design-build (D-B) tendering process. A further contribution is a novel, holistic approach designed to enable procurement of bridges with the maximal possible sustainability (life-cycle advantages) under D-B contracts. The approach combines LCC Added-Value analysis with other techniques that make bridges’ aesthetic merit and environmental impact commensurable using an adapted concept named the willingness-to-pay-extra (WTPE). The systematic analytical procedures and potential of LCCA to deliver major savings highlighted in this thesis clearly demonstrate both the feasibility and need to integrate LCCA into bridge procurement and management decisions. This need has been recognized by Trafikverket (the Swedish Transport Administration), which has implemented a software tool developed in the research (BaTMan-LCC) in its bridge and tunnel management system (BaTMan). This thesis introduces readers to the field, considers BaTMan and the bridge stock in Sweden, discusses the developments outlined above and obstacles hindering further implementation of LCCA, then presents proposals for further advances. / <p>QC 20131029</p>