A curva de transição apresenta um raio de curvatura variando de um valor infinito no fim da tangente até um valor igual ao raio da curva circular no final da curva de transição. Nos projetos rodoviários, o tipo de curva mais utilizado é a clotóide, pois esta corresponde à trajetória descrita pelo veículo, com uma velocidade constante e o volante girando com velocidade angular constante. Consequentemente, é uma situação em que não requer esforço do motorista, proporciona uma trajetória mais natural e um aumento/redução da aceleração radial de um veículo de forma gradual. O presente trabalho admite que o comprimento desejável da espiral de transição em rodovias rurais e urbanas, baseado na recomendação da AASHTO (2011), é igual à distância correspondente a um tempo de percurso de 2 segundos ao longo da via à velocidade de projeto. É recomendável que o comprimento considerado como desejável seja suficiente para se realizar a transição da superelevação, e por outro lado, deve ser menor que o comprimento crítico de hidroplanagem, ou seja, comprimento a partir do qual o veículo passa a perder contato do pneu/pavimento em uma pista coberta com lâmina dágua, a uma velocidade crítica. Visto que os manuais brasileiros não introduzem a hidroplanagem como um dos fatores considerados para estabelecer estes comprimentos, pretende-se desenvolver uma ferramenta de trabalho que auxilia na determinação do comprimento desejável da espiral de transição, possibilitando uma análise do risco de ocorrência do fenômeno da hidroplanagem. No estudo de caso, são calculados comprimentos da espiral de transição de três curvas, onde serão feitas também simulações com diferentes parâmetros para analisar as situações críticas de hidroplanagem. Os resultados obtidos demonstram que comprimentos muito longos da espiral de transição, combinado com uma declividade longitudinal muito baixa pode aumentar o risco de hidroplanagem. / The transition curve has a radius of curvature varying from infinity at the end of the tangent to a value equal to the radius of the circular arc at the end of the transition curve. In highway design, clothoid is the most commonly used spiral type because it corresponds to the path described by the vehicle, with a constant speed and the less need for steering. Consequently, it\'s a situation that doesn\'t require driver effort, providing a more natural path and a gradual increase / reduction of the centrifugal force of a vehicle. Based on AASHTO (2011)\'s recommendation, this study establishes that the desired length of the spiral transition in highways and streets is equal to the distance traveled in 2 seconds in the design speed. It\'s recommended that the spiral length considered as desirable is sufficient to perform the superelevation runoff and on the other hand, should be shorter than the critical length of hydroplaning, in other words, it\'s a phenomenon caused by the increase of the water film above the contact pressure of tire and road. Since the manuals do not introduce hydroplaning as one of the criteria considered in establishing these lengths, a tool will be developed to define the desirable spiral length, allowing an analysis of the risk of hydroplaning. In the study, the lengths of three spiral transition curves are calculated; furthermore simulations with different parameters of these three curves are also calculated to analyze critical situations of hydroplaning. The results demonstrate that longer lengths of spiral transition combined with lower grades may increase the risk of hydroplaning.

A curva de transição apresenta um raio de curvatura variando de um valor infinito no fim da tangente até um valor igual ao raio da curva circular no final da curva de transição. Nos projetos rodoviários, o tipo de curva mais utilizado é a clotóide, pois esta corresponde à trajetória descrita pelo veículo, com uma velocidade constante e o volante girando com velocidade angular constante. Consequentemente, é uma situação em que não requer esforço do motorista, proporciona uma trajetória mais natural e um aumento/redução da aceleração radial de um veículo de forma gradual. O presente trabalho admite que o comprimento desejável da espiral de transição em rodovias rurais e urbanas, baseado na recomendação da AASHTO (2011), é igual à distância correspondente a um tempo de percurso de 2 segundos ao longo da via à velocidade de projeto. É recomendável que o comprimento considerado como desejável seja suficiente para se realizar a transição da superelevação, e por outro lado, deve ser menor que o comprimento crítico de hidroplanagem, ou seja, comprimento a partir do qual o veículo passa a perder contato do pneu/pavimento em uma pista coberta com lâmina dágua, a uma velocidade crítica. Visto que os manuais brasileiros não introduzem a hidroplanagem como um dos fatores considerados para estabelecer estes comprimentos, pretende-se desenvolver uma ferramenta de trabalho que auxilia na determinação do comprimento desejável da espiral de transição, possibilitando uma análise do risco de ocorrência do fenômeno da hidroplanagem. No estudo de caso, são calculados comprimentos da espiral de transição de três curvas, onde serão feitas também simulações com diferentes parâmetros para analisar as situações críticas de hidroplanagem. Os resultados obtidos demonstram que comprimentos muito longos da espiral de transição, combinado com uma declividade longitudinal muito baixa pode aumentar o risco de hidroplanagem. / The transition curve has a radius of curvature varying from infinity at the end of the tangent to a value equal to the radius of the circular arc at the end of the transition curve. In highway design, clothoid is the most commonly used spiral type because it corresponds to the path described by the vehicle, with a constant speed and the less need for steering. Consequently, it\'s a situation that doesn\'t require driver effort, providing a more natural path and a gradual increase / reduction of the centrifugal force of a vehicle. Based on AASHTO (2011)\'s recommendation, this study establishes that the desired length of the spiral transition in highways and streets is equal to the distance traveled in 2 seconds in the design speed. It\'s recommended that the spiral length considered as desirable is sufficient to perform the superelevation runoff and on the other hand, should be shorter than the critical length of hydroplaning, in other words, it\'s a phenomenon caused by the increase of the water film above the contact pressure of tire and road. Since the manuals do not introduce hydroplaning as one of the criteria considered in establishing these lengths, a tool will be developed to define the desirable spiral length, allowing an analysis of the risk of hydroplaning. In the study, the lengths of three spiral transition curves are calculated; furthermore simulations with different parameters of these three curves are also calculated to analyze critical situations of hydroplaning. The results demonstrate that longer lengths of spiral transition combined with lower grades may increase the risk of hydroplaning.

The study site, Ta-pon Bay, is located in southwestern Taiwan that has the total volume of 9.92 x 106 m3, surface area of 4.46 x 106 m2, and an average depth of 2.19 m. The Ta-pon Bay is a shallow and semi-enclosed lagoon. The tidal regime at the Ta-pon Bay inlet is mixed, with diurnal dominance. There is noticeable amount of land-derived freshwater inflow in Ta-pon Bay and the mixing between the sea water and freshwater is largely determined by the tide. In order to understand the tidal exchange process between Ta-pon Bay and the coastal sea, the observation focused on the physiographic and hydrographic characteristics of this lagoon. The bathymetry of the study area was also surveyed. From the spatial sediment grain-size distribution pattern, the high energy region is at the inlet and the low energy region is in the interior of the lagoon. Our observation results indicate that freshwater outflow from the Kao-ping River was not transported into Ta-pon Bay. Tides are also the dominant cause for the water level fluctuations in the lagoon. In our winter observation, the local wind effects and atmospheric forcing dominated the subtidal sea surface fluctuations. In summer observation, the subtidal variability was strongly influenced by freshwater inflow. In Ta-pon Bay, the spatial salinity distribution was controlled by the flood and ebb tides, and the spatial temperature distribution was controlled by the different seasons. The tidal prism model can help us understand the tidal exchange between a shallow coastal lagoon and the open sea, and estimate the volume of freshwater inflow, return flow factor, and the turn-over time. Furthermore, we used a one-dimensional model to simulate the hydrodynamics of tidal inlet. The model results show good agreement with observations. We found that the superelevation of the lagoon was 20 cm. This mean sea level difference was caused by freshwater inflow and accumulation of lagoonward tidal transport of water.

Master‘s thesis is created in a form of a study and deals with the level crossing of the railway line in Chropyně. Thesis solves modification of existing crossover in two variants in the road design cathegory marked as S7,5. This master‘s thesis verify a direction of road by underpass beneath the railway line number 300. Although mainly this study solves the option of overcoming the railway overpass in the displaced position. At the same time it deals with various possibilities of connecting the displaced option to the existing road network.

The objective of this master´s thesis is a design of modernization of railway line no. 300 Brno – Přerov in Vyškov area and its vicinity for speed 200 km/h. The track section is located between railway station Luleč and Ivanovice na Hané. The track is designed in two variants. The first variant is proposed keeping railway line through Vyškov railway station including necessary modification of the railway station. The second variant suggests keeping track outside Vyškov and a connection with the railway station by bridging is designed.

The master‘s thesis focuses on the optimization of the design values of curves of the horizontal alignments of the roads. It deals with the comparison of values between czech and foreign standards and differences between them. The practical part examines the values of the real speeds of vehicles passing through the curves of various parameters that were measured during measurements of selected curves during 2014. From these data a new design values are derived that could be used for the design of horizontal alignments.

The subject of this masters thesis is preliminary design of III. phase connector road of D7 and D8 motorways near Kralupy nad Vltavou. The reason for this highway design is high traffic intensity. The highway is designed as a road type S9,5/90. Highway design includes two junctions. Junctions are designed in two variants, only one variant of each junction was finalized to more in-depth detail.