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The purpose of the master thesis is the design of the concrete highway bridge by European standards. The highway is situated on two independent prestressed load-bearing structures with cross-section area of constant dimensions over its length. The bridge deck is built on a falsework considering its proportions and obstacles under the bridge. The thesis contains the design and the assessment of the load-bearing structure in longitudinal and transverse direction including the calculation of cross beams and an anchorage zone.

The object of this diploma thesis is the design and review of a bridge on a ramp. The bridge is part of a junction between the expressway R35 and the highway D1. Three case studies were made. The bridge construction is solved as continuous beam with six spans. The resulting design was made of prestressed concrete according to valid standards. The gradual construction was taken into consideration.

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Changes in load characteristics, deterioration with age, environmental influences and random actions may cause local or global damage in structures, especially in bridges, which are designed for long life spans. Continuous health monitoring of structures will enable the early identification of distress and allow appropriate retrofitting in order to avoid failure or collapse of the structures. In recent times, structural health monitoring (SHM) has attracted much attention in both research and development. Local and global methods of damage assessment using the monitored information are an integral part of SHM techniques. In the local case, the assessment of the state of a structure is done either by direct visual inspection or using experimental techniques such as acoustic emission, ultrasonic, magnetic particle inspection, radiography and eddy current. A characteristic of all these techniques is that their application requires a prior localization of the damaged zones. The limitations of the local methodologies can be overcome by using vibration-based methods, which give a global damage assessment. The vibration-based damage detection methods use measured changes in dynamic characteristics to evaluate changes in physical properties that may indicate structural damage or degradation. The basic idea is that modal parameters (notably frequencies, mode shapes, and modal damping) are functions of the physical properties of the structure (mass, damping, and stiffness). Changes in the physical properties will therefore cause changes in the modal properties. Any reduction in structural stiffness and increase in damping in the structure may indicate structural damage. This research uses the variations in vibration parameters to develop a multi-criteria method for damage assessment. It incorporates the changes in natural frequencies, modal flexibility and modal strain energy to locate damage in the main load bearing elements in bridge structures such as beams, slabs and trusses and simple bridges involving these elements. Dynamic computer simulation techniques are used to develop and apply the multi-criteria procedure under different damage scenarios. The effectiveness of the procedure is demonstrated through numerical examples. Results show that the proposed method incorporating modal flexibility and modal strain energy changes is competent in damage assessment in the structures treated herein.

This thesis deals with the diagnostics reinforced concrete girder bridge near the village Bílčice. The aim is to inspect the bridge, to describe disorders and their causes, propose and evaluate diagnostic methods to obtain the necessary data for determining the load capacity bridge.

Master’s thesis describes the design of a highway bridge over the road II/434 and inundation territory. There are some studies designed, from which the main structure was designed as a prestressed concrete double-girder bridge with 5 spans. Loading, design and assessment of structure is solved according to applicable standards CSN and EN. Calculate the effects of the load are carried in calculation program Scia Engineer 2015. Design and asses are carried only by the manual calculation. The thesis includes used materials, construction process, statically analysis and drawing documentation.

The aim of this thesis is to design a bridge over an expressway and a railway. There have been designed three alternatives. For detailed solving was chosen variant transferring directionally divided communication by two identical bridges, formed by a cell box girder. The thesis includes drawings, representation of the construction process, visualisations and a structural analysis. Designing and checks were carried out according to European standarts.

The subject of the master thesis is a prestressed double girder bridge with four spans. The bridge carries the D1 motorway over the Olše river and a crossing ramp. The structure is modelled in Scia Engineer and then assessed according to the standards for ultimate and serviceability limit states.

Concrete girder bridges are a commonly used type of bridge which can be reinforced withboth regular and post-tensioned reinforcement. At a certain span length, the use of tensionreinforcement becomes a must because regular reinforcement won’t be enough. To get anidea of where this boundary lies, we studied a bridge in this research which is a half-throughbridge intended for railway traffic with the use of post-tensioned reinforcements. Thisbridge has a span of 22,15 metres and it is compared to bridges at the same span andshorter span using regular reinforcements. The analysis in this thesis is made using the finiteelementsprogram Brigade Standard.Two previously executed projects are used as references. A literature study will be carriedout initially, where Eurocodes, old examination projects and other literature on tensionreinforcement are examined.The acquired result is that the tension-reinforced bridge relates to a bridge with about 3/4span with regards to torque over the middle support. The torque over the support is thelimiting factor which causes an exponential increase in the amount of reinforcement atlonger spans. At about 20 metres the amount of necessary reinforcement starts to increaseexponentially and above this span post-tensioning is the preferred method.Torsion at the end support is also a crucial parameter since a regular-reinforced bridge with20-metre span cannot be reinforced to handle this with the current geometry. At a 20-metrespan, actions are therefore required to improve the torsion capacity, for example, increasingthe girder width. This increased girder width could be considered a saving in materials dueto the avoided increment of concrete in the case of tension-reinforced design, where thisincreased width is unnecessary.The total amount of reinforcement, independent of the reinforcement type, is greater in themiddle support of the regular reinforced bridge than the tension reinforced with the samespan. However, the total amount of reinforcement over the entire bridge is higher in thetension reinforced alternative.The result also shows that the tension reinforcement increases the compression force in thebridge and eliminates tension cracks which were expected according to our literature study.