The diploma thesis deals with the use of recycled asphalt with aggregate in a hydraulically bound mixtures. The mixture is determined in the base or sub-base course of the pavement. The theoretical part of the diploma thesis describes the base course of the pavement, the production of recyclates from construction demolition waste, the acquisition and processing of recycled asphalt, the road reuse and recycling. The thesis is enriched by a contribution from the implementation of recycled asphalt laying into the base course of the communication company SKANSKA a.s. and ČNES a.s. The next chapter describes detailed experiences with recycling abroad. The thesis also contains a description of laboratory tests, which are important for evaluating the properties of mixtures with recycled asphalt. The practical part verifies the suitability of the mixture of recycled asphalt and aggregate for the road surface by testing the transverse tensile strength, compressive strength and frost and water resistance. The mixtures used are found to be suitable for pavement base course.

Subject of this diploma thesis is to describe the effect of adding different amount of aged binder recovered from RAP on the change of properties of polymer modified bitumen. The RAP containing unmodified bitumen and the RAP where we can expect bitumen modification are used to recover binder. The binder obtained from RAP is dosed into the virgin binder in amount of 15 %, 30 % and 50 %. The methods of recycling of flexible pavements, extraction and regeneration of asphalt binders, rejuvenating of their properties and methods of empirical and functional laboratory tests are described in the theoretical part. The practical part deals with evaluating and comparison of the results mixed binders properties.

För att uppnå ett hållbart samhälle krävs en omställning av transportsystemet. Region Stockholmsmålsättning är att andelen cykelresor ska mer än dubbleras till år 2030 och stå för 20% av alla resor ilänet. Bristande underhåll och dålig utformning på cykelbanor står för ca 60% av allvarligasingelolyckor på cykel. Denna ökning av cykelresor ställer därmed höga krav på utformning ochunderhåll av cykelinfrastrukturen. För att cykelbanans komfort ska vara god, krävs det attcykelbanan är jämn, vilket kan komma i konflikt med brunnslock, då det ofta uppstår sättningar ibeläggningen omkring brunnarna. Brunnslocken kan upplevas som obehagliga att cykla över och haräven lägre friktion än omkringliggande yta. Detta kan resultera i halka vilket särskilt är påtagligt närvägbanan är fuktig. Brunnslock är vanligt förekommande på cykelbanor, i denna studie inventeradesde centrala delarna av elva regionala cykelstråk och där förekom ca 1200 brunnslock. Dessa var avvarierande storlek, position i cykelbanan och höjdläge jämfört med den omkringliggandebeläggningen. Brunnslock kan vara ett potentiellt hinder på cykelbanor, vilket minskar cykelbananstillgängliga bredd. Cykelbanans tillgängliga bredd är den yta som är funktionellt möjlig att cykla på.Konstruerad bredd är däremot den bredd cykelbanan byggdes med utan hänsyn till eventuellahinder.Syftet med studien är att undersöka ifall brunnslock, specifikt manhålsbrunnar och kabelbrunnar,anses vara ett hinder för cyklister på cykelbanor och hur brunnslocken påverkar den tillgängligabredden på de fyra studieplatserna. Den tillgängliga bredden på studieplatserna jämförs medrekommenderade cykelbanebredder i handböcker. Studien avgränsades för att eftersträvastudieplatsernas likvärdighet och att enbart brunnslockens egenskaper skilde studieplatserna åt. Destuderade brunnslocken var: manhålsbrunn med och utan kant samt kabelbrunn med och utan kant.Studiens resultat visar det finns en skillnad mellan situationer med och utan mötande cyklist.Majoriteten av cyklisterna håller sig till höger om brunnslocken oberoende av möte eller ej möte,vilket kan bero på deras naturliga sidledsposition. När det inte är möte väljer många att cykla tillvänster om brunnslocken. Däremot, i situationer med möte väljer nästan ingen att cykla till vänsterom brunnslocken. Minskningen i antal som cyklar vänster om brunnslocken vid möte motsvararungefär ökningen i antal som cyklar höger om brunnslocken i samma situation. Antalet som cyklaröver brunnslock skiljer sig marginellt mellan situationer med och utan möte. Detta kan tolkas somatt cyklister byter sida om brunnslocken och undviker att cykla över dem. Vid de fyra studieplatsernaär det få som cyklar över brunnslocken vilket gör att dessa brunnslock troligen bör ses som etthinder som minskar den tillgängliga bredden.Det kan konstateras att de undersökta kabelbrunnarna är ett större hinder för cyklister änmanhålsbrunnarna. Brunnslock med kant är ett större hinder än brunnslock utan kant. Fler brunnarbehöver studeras innan det går att dra mer generella slutsatser om brunnslock på cykelbanor. Dettagäller både de undersökta brunnarna och andra sorters brunnar.Den tillgängliga bredden på studieplatserna jämfördes med rekommenderade cykelbanebredder idessa handböcker: VGU, GCM-handboken, Stockholms läns regionala cykelplan, Stockholmscykelplan, Cykeln i staden och Solnas cykelplan. Bredderna som rekommenderas i handböckernauppfylls inte sett till den tillgängliga bredden på studieplatserna. / The transport system must transform to achieve a sustainable society. Region Stockholm's goal is forthe proportion of bicycle trips to more than double by 2030 and account for 20% of all trips in thecounty. Lack of maintenance and poor cycle paths account for about 60% of serious single accidentson bicycles. This increase consequently places high demands on the design and maintenance of thebicycle infrastructure. For the cycle path's comfort to be good, it is required that the cycle pathremains even, which can come into conflict with manhole covers, as subsidence often occur at andaround the manholes. The manhole covers can be experienced as unpleasant to cycle over and havelower friction than the surrounding surface. This can cause skidding, especially if the road surface iswet. Manhole covers are common on cycle paths, in this study 1 200 manhole covers were found onthe central parts of eleven regional cycle paths. These were of varying size, position in the cycle pathand height compared to the surrounding pavement. Manhole covers can be a potential obstacle oncycle paths, which reduces the available width of the cycle path. The available width of the cyclepath is the surface that is functionally possible to cycle on. Constructed width, on the other hand, isthe width the cycle path was built with without regard to any obstacles.The purpose of the study is to investigate whether manhole covers are considered an obstacle forcyclists on cycle paths and how the manhole covers affect the available width of the four study sites.The available width of the study sites is compared with recommended cycle path widths inguidelines. The study was delimited to strive for the equivalence of the study sites and that only theproperties of the manhole covers separated the study sites. Two types of manhole covers werestudied and these two types were also studied with and without edges.The results of the study show that there is a difference between situations with and without anoncoming cyclist. A majority of cyclists stay to the right of the manhole covers regardless ofoncoming cyclist or not, which may be due to their natural lateral position. When there is nooncoming cyclist, many choose to cycle to the left of the manhole covers. However, in situations ofencounter, almost no one chooses to cycle to the left of the manhole covers. The decrease in thenumber of cyclists to the left of the manhole covers at an encounter roughly corresponds to theincrease in the number of cyclists to the right of the manhole covers in the same situation. Thenumber who cycle over manhole covers differs marginally between situations with and withoutoncoming cyclists. This can be interpreted as cyclists changing sides of the manhole covers andavoiding cycling over them. At the four study sites, few people cycle over the manhole covers, whichmeans that these manhole covers should probably be seen as an obstacle that reduces the availablewidth.It can be stated that the manhole covers with edges are a greater obstacle than manhole coverswithout edges. More manholes need to be studied before it is possible to draw more generalconclusions about manhole covers on cycle paths. This applies to both the investigated manholesand other types of manholes.The available width of the study places was compared with the recommended cycle path widths inthese guidelines: “VGU”, “GCM-handboken”, “Stockholm County's regional cycle plan”, “Stockholm'scycle plan”, “Cykeln i staden” and “Solna's cycle plan”. The widths recommended in the guidelinesare not met in terms of the available width of the study places.

The subject of this master’s thesis is a solution of chosen parts of building construction project. The project solves industrial hall that contains productions and administrative space. This thesis includes technological regulations for substructure, study of performing the main technological stages, design of using machines, checking and testing plans. Other phrases parts are time schedules, budget, calculations, design of site equipment including engineering report and report for performing access road. Starting materials, which were used for this thesis, were engineering report also including working drawings.

The task of my diploma work is the study of the parking area on the motorway D1 near Vyškov. This place will be connected with the motorway D1 between the present exit Vyškov – West (226) and Vyškov – East (230/1) in the direction to Kroměříž. The parking area (the parking place, the petrol station, the restaurant) and the truckpark will be designed with the reason of the high intensity of cars and lorries on the motorway D1 and with the reason of the lack of the parking places for the lorries.

This work deals with a new building – block of flats on land no. 1799/1, 1800/1 cadastral Újezd u Brna, region Brno - venkov. This building contains 15 individual flats. The object is geometrically divided on central part with gabled roof and 2 side parts with hip roof. Slopes of roofs 10°. Building is designed as three-storey object without a cellarage, whence all three storeys are residential . The building is accessible from local road and it is possible to park a car next to the object in new-build parking place. Residential rooms are positively rotated to south and ventilated naturally. All the residential rooms are exposed to direct day light. Sidewalk and hard surface are treated as concrete and scrubbed pavement. Construction peripheral bearing masonry, interior bearing masonry and cross buntons effected from ceramic breeze-block POROTHERM. Ceilings plates are made of reinforced concrete. Staircase are made of reinforced concrete as well.