In the modern era of metal-free minimally-invasive dentistry, there is a growing tendency toward using metal-free restorative alternatives that provide not only excellent aesthetics but also enable superior durability. Fibre-reinforced composite (FRC) is one cost-effective alternative that fulfils the requirements of aesthetics and durability, and offers favourable physico-mechanical properties. Many FRC applications are well-documented in the literature, such as crowns and fixed partial dentures (FPD); however, their clinical implementation is still limited, owing to the lack of significant knowledge about their longevity, deterioration signs, optimum design and overall performance. This in-vitro research aimed to address these uncertainties by investigating the performance of FRC restorations, and the influence of fibre reinforcement on particular physcio-mechanical properties, including surface hardness, edge-strength, shear bond strength, fatigue and wear resistance. Basic testing models were used to investigate the effect of incorporating differently-oriented FRCs on the surface hardness, edge-strength and shear bond strength of particulate-reinforced composite (PRC). The results revealed that the incorporation of FRC significantly enhanced surface hardness (by 12 - 19 %) and edge-strength (by 27 -75 %). However, this incorporation significantly reduced the shear bond strength (SBS) between PRC and other restorative materials, including lithium disilicate ceramic (10.9±3.1 MPa) and Co-Cr metal alloy (12.8±2.3 MPa), compared to the control (15.2±3.6 MPa, 15.0±3.7 MPa). The orientation of FRC was also found to affect the efficiency of reinforcement as bidirectional FRCs exhibited significantly higher hardness (76.8±1.2 VHN), edge-strength (67.7±8.2 N) and SBS (14.1±3.9 MPa) values than unidirectional FRCs (72.4±1.2 VHN, 56.8±5.9 N, 9.8±2.3 MPa).Clinically-relevant testing models, employing accelerated aging techniques, were performed to investigate the fatigue and wear behaviours of anatomically-shaped FRC restorations in-vitro. Direct inlay-retained FRC-FPDs with two framework designs, were tested for their fatigue behaviour and load-bearing capacity. Type-I design (with an additional bidirectional FRC layer incorporated perpendicular to the loading direction) yielded significantly higher fatigue resistance (1144.0±270.9 N) and load-bearing capacity (1598.6±361.8) than Type-II design (with a woven FRC embedded around the pontic core) (716.6±72.1 N, 1125.8±278.2 N, respectively). However, Type-19II design exhibited fewer delamination failures. Both framework design and dynamic fatigue were found to have a significant influence (p < 0.05) on the load-bearing capacity of FRC-FPDs. Additionally, the in-vitro fatigue and wear behaviours of FRC crowns, fabricated conventionally from bidirectional FRC and indirect PRC (Sinfony), were compared with those made of two CAD/CAM alternatives, namely Lava Zirconia (LZ) and Lava Ultimate (LU). A chewing simulator was employed to induce some fatigue wear in crowns, while an intraoral 3D scanner was used to quantify the resultant morphological changes. The results showed that FRC crowns had significantly lower mean cumulative wear (233.9±100.4 μm) than LU crowns (348.2±52.0 μm), but higher than LZ crowns (16.4±1.5 μm). The mean load bearing-capacity after fatigue simulation was also the highest for LZ crowns (1997.8±260.2 N) compared with FRC (1386.5±258.4 N) and LU crowns (756.5±290.9 N).Accordingly, the incorporation of FRC in resin-composite restorations is advocated since it increases surface hardness and marginal integrity, improves fatigue and wear behaviours, and enhances load-bearing capacity and overall performance.

This thesis deals with the development of a complex methodology for probabilistic analysis of reliability and durability of reinforced concrete structures, especially road bridges. An estimation of load-bearing capacity is carried out using probabilistic methods in combination with the nonlinear finite element method analysis and also with respect to reliability requirements according to standards. The current state of the structure is taken into account based on the mathematical modeling of the degradation processes, such as concrete carbonation, chloride ingress and subsequent corrosion of reinforcement. Then the load-bearing capacity and reliability is predicted over time. Attention is focused on the upgrade of the analytical models for modeling of degradation processes with regard to the effect of mechanical load on the structure or its components, the development of an artificial neural network-based response surface method for efficient approximation of the original limit state function with respect to the accuracy and a minimization the number of simulations, and an interconnection of individual processes and advanced methods in an automatic process.

The theme of the dissertation is structural survey of designed sewage clarification plant. The work deal about designed of reinforcement of the sewage clarification plant. The diameter of the reservoir is 17,8 m and the depth is 6,2 m.

Many older bridges on the highways and roads in the Czech republic and all arend the world have been designed by codes, which are distinct of currently valid codes. Considering current codes, it is possible to set load bearing capacity in few different ways. In presented diploma thesis nonlinear finite element analysis using deterministic methods is compared with fully probabilistic nonlinear finite element analysis. Girder I-73 is analysed. Also the influence of degradation processes and following corrosion of reinforcement is taken into account, when load capacity is predicted for residual service life.

The current Swedish building code (Boverkets Byggregler, BBR) is very strict regarding fire-safety in high-rise timber structures because of the heightened risk of fast flame spread or structural failure in case of fire. Fire safety solutions, that are used in timber structures must therefore be optimal to contain flames from spreading in the event of fire. The current building code requires that load-bearing elements must withhold their load-bearing capacity for 60 minutes under fire. The purpose of this study was to research the effect that different fire-retardant surface treatments, have on fire protection of a load bearing, laminated timber element. Thereafter, a short analysis was made on the environmental impact of the fire-retardant surface-treatments in question and finally, a cost analysis and comparison were conducted with regard to different fire-safety solutions such as fire-resistant gypsum board and a combination of fire-resistant gypsum board and stone-wool. The methods used in this study are a combination of theoretical reviews and theoretical calculations. A theoretical review was conducted in order to collect the information needed to understand the behavior of timber under fire, the impact of fire-resistant surface treatments on fire protection, and the environmental impact of the actual surface treatments. Therefore, a series of theoretical calculations were made in accordance with European standards (Eurocodes) in order to present the impact in numbers. The calculations made were concerning a laminated timber beam with the dimensions of 145 x 450 x 6000 [mm] and took into account the remaining cross-section of the timber element under various timestamps during fire with regard to fire-stage, charring-rate, and fire coating. The results of this study indicate that the moment-capacity and shear-capacity of an untreated beam decrease constantly under fire and does not fulfill the requirements of the Swedish building code. Thereafter, in case that the same timber beam is fire-treated with a fire-retardant surface treatment. The moment-capacity is observed to increase in the first stage of fire, were the fire-protection of the surface-retardant treatment is still in action. Therefore, after fire-protection ceases, the moment-capacity of the timber beam is calculated to decrease in different rates with regard to fire-stage. The shear capacity of the treated beam is calculated to decrease under fire with a time-displacement of 30 &amp; 60 minutes in comparison to the untreated element. The conclusions are that the studied surface treated timber beam and the actual fire treatments fulfill the requirements of the Swedish building code. Have insignificant environmental impact and are in comparison to other solutions cheaper.

Bostadsbristen ökar i samhället och många byggföretag vill hitta en lösning som gör att det går att tillverka snabbare, billigare och säkrare byggnader. Att bygga moduler med trästomme är en lösning men användning av trä kräver särskilda kunskaper när det gäller brandskydd. Att skydda trästomme med gipsskivor kan vara en metod för att öka brandsäkerheten. Syftet med studien är att undersöka om Vida Building AB kan byta ut den bärande väggkonstruktionen i deras volymelement där reglarna skyddas av två gipsskivor av typ A med tjockleken 12,5 och en plywoodskiva med tjockleken 12,5 mm, mot en skiva av märket Fermacell, en så kallad fibergipsskiva. Bärförmågan har beräknats efter 60 minuters brand i väggkonstruktionen när gips-och plywoodskivor bytts mot skivor av Fermacell. Bestämning av bärförmågan hos konstruktionen gjordes med hjälp av två beräkningsmodeller. Resultatet visar att det går att använda en Fermacell skiva på 18 mm om reglarnas dimensioner ökas från 45x95 mm till 45x120 mm eller till 45x145 mm. Alternativt kan en bärförmåga motsvarande den för nuvarande konstruktion erhållas om två skivor av Fermacell med tjockleken 12,5 mm används.

I och med att klimatfrågan blir allt viktigare ökar även intresset för miljövänligt byggande. Förbyggnader av högre karaktär är förädlade träprodukter något som syns mer av på marknaden.Element av KL-trä, korslimmat trä, är en stabil träprodukt med stora användningsområden förhela byggnaden men dessa måste på något sätt förankras i varandra. För att få en djupareförståelse om hur förband i KL-trä verkar i en skarv utvärderar detta examensarbete totalt åtta(8) stycken olika skarvtyper teoretiskt, varav några mer ingående. De mekaniska- ochekonomiska egenskaperna jämförs för att bedöma bästa kapaciteten ochanvändningsområdet för olika bjälklag.De skarvar som beaktas är bland annat plywoodskarven där en plywoodremsa läggs ned i etturfräst spår i överkant längs KL-träskivans långsida. Halvt i halvt-skarven med urfräsning tillhalva djupet i över- och underkant för att passas ihop och rakskarv med skråskruvning. IRakskarv 2D skråskruvas skruven 45° i YZ-planet, Rakskarv 3D skruvas också i 45° men där vridsäven skruven 45° i XY-planet. Skarvarna behandlas för tillämpning i bjälklag för flerbostadshus,parkeringshus och tak. Genom att testa olika teoretiska beräkningsmetoder, från Eurokod ochvidare forskning inom ämnet, kontrollera hur dessa skiljer sig emot tidigare gjorda tester. Föratt jämföra skarvarnas kapacitet har en fem (5) meter lång skarv i en mindre konstruktion med200 mm tjocka KL-träskivor använts som referens. Fästdonen har begränsats till ett fåtal därvinkeln mot virkets yta varierar. Kostnaden för tillverkning, montage och fästdon sätts emotkapaciteten för att kunna jämföra vilken skarv som är mest kostnadseffektiv, då det alltid ären viktig fråga inom projekt.Kostnaden för Rakskarv 3D är 63 % av kostnaden för en Plywoodskarv 12 mm. För att klarapåfrestningen från tvärkraften behövs cirka 18 stycken SW-D-skruvar men upp emot 95stycken ankarspikar. Resultatet blev att den mest kostnadseffektiva skarven ur tillverkningochmontageperspektiv samt behovet av smide per löpmeter är Rakskarv 3D. För skarvtypermed SW-D skruv blir ofta den horisontella skjuvkraften dimensionerande då de vertikalakrafterna är lägre och utdragsbärförmågan är hög för dubbelgängad skruv. För bjälklag ibostäder är Rakskarv 2D att rekommendera, då den är en beprövad metod som har godkapacitet och är snabb att montera. Att också vrida skruvarna 0-45° i XY-planet, Rakskarv 3D,för att möta tvärkrafterna har positiv inverkan. Även för takbjälklag är rakskarven det bättrealternativet. Vad gäller parkeringsbjälklag rekommenderas också Rakskarv 3D även om Halvti halvt har likvärdiga mekaniska egenskaper på grund av pris och c/c-avstånd.Stora skillnader mellan beräkningsmetoder och tester framkommer för både kapacitet ochstyvhet. Vid horisontell skjuvning kan detta leda till att utfallet av brottmod, som normalt blir”f” enligt tester, blir fel. Högsta horisontella styvhet enligt beräkningarna har Halvt i halvt,däremot är enligt tester Rakskarv 3D den med högst styvhet. Utifrån detta kan man ifrågasättahur säkra beräkningsmetoderna verkligen är eller om variationen i träet för stora. Bortser manifrån att Rakskarv 3D får låga värden på kapaciteten enligt beräkningar och bara tittar tillutförda tester tillsammans med vetenskapliga publikationer är den allmänt ett bra val avskarvmetod. / As the climate issue becomes more important, the interest in environmentally friendlyconstruction also increases. For buildings of higher character, refined wood products aresomething that is more common at the market. Elements of cross-laminated timber (CLT) arestable wood products with large uses for the entire building, but these must in some way beanchored in each other. To gain a deeper understanding of how joints in CLT works, this thesisis evaluating a total of eight (8) different types of joints theoretically, some of which are moredetailed. The mechanical- and economical properties are compared to assess the best capacityand area of application for different slabs.The joints that are considered include the spline joint, where a plywood strip is laid down in amilled groove at the top along the long side of the CLT slab. Half-lap joint, with cut to halfdepth at top and bottom to fit together, and butt joint with screw in shear. In Butt joint 2D,the screw is screwed 45 ° in the YZ plane, Butt joint 3D is also screwed in 45 ° but the screw isalso turned 45 ° in the XY plane. The joints are treated for application in flooring for apartmentbuildings, parking garages and roofs. By testing different theoretical methods of calculation,from Eurocode and further research in the subject, check how these differ from previous tests.To compare the capacity of the joints, a five (5) meter long joint in a smaller structure with a200 mm thick CLT slab has been used as reference. The fasteners have been limited to a fewwhere the angle to the surface of the wood varies. The cost of production, assembly andfasteners is set against the capacity to be able to compare which joint is the most costeffective,as it is always an important issue within projects.The cost of a 3D joint is 63% of the cost of a 12 mm spline joint. In order to cope with the strainfrom the transverse force, about 18 SW-D screws are needed, but up to 95 anchor nails. Theresult was that the most cost-effective joint from the manufacturing- and assemblyperspective, as well as the need for fastener per meter was Butt joint 3D. For joint types withSW-D screws, the horizontal shear force is often dimensioned as the vertical forces are lowerand the withdrawal capacity is high for double threaded screws. For slab in homes, Butt joint2D is recommended, as it is a proven method that has good capacity and is quick to assemble.Also turning the screws 0-45 ° in the XY plane, like Butt joint 3D, to meet the transverse forceshas a positive effect. Even for roof joists, the butt joint is the better option. Regarding jointsin parking garages, Butt joint 3D is also recommended even though Half-lap joint has similarmechanical characteristics due to the price and c/c- distances.Differences between calculation methods and tests appear for both capacity and stiffness.Horizontal shear can result in wrong type of failure, which normally becomes "f" according totests. The highest horizontal stiffness according to the calculations has Half-lap joint, however,according to tests Butt joint 3D is the one with the highest stiffness. Based on this, one canquestion how accurate the calculation methods really are or whether the variation in wood istoo great. Apart from the fact that Butt joint 3D receives low values of capacity according tocalculations and only looks at tests carried out together with scientific publications, it isgenerally a good choice of joint method.

Glasträger sind in einer auf Transparenz ausgerichteten Bauweise zunehmend gefragt. Üblicherweise bestehen diese lastabtragenden Elemente aus mehreren Glasscheiben, verbunden mit Polyvinylbutyral-Folie (PVB-Folie), und gleichen in ihrem Aufbau somit Verbund-Sicherheitsglas (VSG). VSG-Träger besitzen bei vollständigem Glasbruch keine Resttragfähigkeit und werden daher in Dicke und Aufbau mit dem Ziel ausgelegt, vollständigen Glasbruch zu vermeiden. Hybride Glasträger kombinieren in der Regel Glas mit einem duktilen Material und besitzen im Falle des vollständigen Glasbruchs ein duktiles Versagensverhalten. Sie stellen damit eine vielversprechende Option zur Erfüllung des geforderten Sicherheitsniveaus bei Glasträgern dar. Die in der vorliegenden Arbeit betrachteten hybriden Träger entstehen durch die flächige Verklebung von Glas- und transparenten Kunststoffscheiben mit einem ebenfalls transparenten Klebstoff. Bei vollständigem Glasbruch stellt sich ein Tragverhalten ein, bei dem infolge des Klebstoffverbunds der Kunststoff die Zugspannungen und das gebrochene Glas weiterhin Druckspannungen aufnimmt. Die erste Auswahl von Klebstoff und Kunststoff basiert auf Voruntersuchungen an kleinformatigen Prüfkörpern. Die erforderliche Kantenqualität von Floatglas wurde anhand von Vierpunkt-Biegeuntersuchungen bestimmt. Zur weiteren Beurteilung der Eignung des Klebstoffs dienen Klimawechseltests an kleinformatigen Hybridbauteilen, da zwischen Glas und Kunststoff deutliche Unterschiede in der Temperaturausdehnung vorliegen. Aufbauend auf den durchgeführten Untersuchungen wurden das Kunststoffmaterial Polycarbonat und ein niedrigviskoser UV- und strahlungshärtender Acrylatklebstoff, der im ausgehärteten Zustand über hohe Nachgiebigkeit verfügt, für die weiteren mechanischen Untersuchungen an Prüfkörpern im Bauteilformat ausgewählt. Kurzzeitversuche mit kraftgesteuerter Belastungsaufbringung und unter Variation von Polycarbonatdicke, Trägerhöhe und Glasart geben Aufschluss über das Trag- und Resttragfähigkeitsverhalten. Sie stellen die prinzipielle Wirkweise der Hybridträger vor und nach Bruch dar. Vergleichende Versuche an VSG-Trägern demonstrieren die fehlende Resttragfähigkeit dieser Elemente. Belastungsversuche an reinen Polycarbonatscheiben verdeutlichen die Notwendigkeit der Stabilisierung der Hybridträger durch das gebrochene Glas. Langzeitversuche fanden bei statischer Belastung der intakten und gebrochenen Hybridträger statt. Lasthöhe und Belastungsdauer der gebrochenen Träger orientieren sich an realistischen Einsatzbedingungen. Die Versuche zeigen die Unterschiede bei der Entwicklung des Bruchbilds aufgrund der geringeren Last und ermöglichen die Untersuchung des Resttragfähigkeitsverhaltens unter Dauerlast sowie des Ablaufs und der Hintergründe des Trägerversagens. Aufbauend auf den durchgeführten Versuchen erfolgt eine Einteilung der unterschiedlichen Trägerzustände in drei Stadien mit Angaben zu einer einfachen analytischen Betrachtung. Die Diskussion der erhaltenen Ergebnisse sowie ein Ausblick auf weiteren Untersuchungsbedarf schließen die Arbeit ab. / In transparency-oriented architecture, glass beams are increasingly in demand. These load-bearing elements usually consist of multiple glass panes, bonded with polyvinyl butyral foil (PVB foil), and are comparable to laminated safety glass. These glass beams do not assure any level of post-breakage performance after complete glass breakage. Therefore glass thickness and assembly of the beams are chosen with the objective of avoiding complete glass breakage at all costs. Hybrid glass beams typically combine glass with a ductile material and offer a ductile failure mode in case of complete glass breakage. For this reason they represent a promising solution to meet the required safety levels for glass beams. This study deals with hybrid glass beams which are made by bonding panes of glass and transparent plastics using a transparent adhesive. In case of complete glass breakage the plastic material, which is connected to the glass by the adhesive bond, bears the tensile stress whereas the glass is still able to carry the compressive stress. The pre-selection of plastic and adhesive is based on preliminary tests on small specimens. The required quality of the edges of annealed glass was determined by specific four-point bending tests. Because of the considerable difference in thermal expansion between glass and plastics, alternating climate tests were executed on small hybrid components to further evaluate the suitability of the adhesive. Based on the research conducted, the plastic material polycarbonate and a UV- and light-curing acrylate adhesive, which shows a very flexible behavior when hardened, were chosen for further mechanical tests on larger specimens. Short-term tests with constantly increasing load and varying polycarbonate thickness, beam height and glass type provide information on the load-bearing capacity before and the residual load-bearing capacity after glass breakage of the hybrid beams. Comparative tests on laminated glass beams demonstrate the missing residual load-bearing capacity of these components. Loading tests on polycarbonate panes illustrate the need for stabilization of the hybrid beams by the broken glass. Long-term tests were executed by static loading of the intact and broken hybrid beams. The load level and the load duration of the broken beams are based on realistic working conditions. The tests show the difference in the development of the fracture pattern resulting of the lower load and allow the examination of the residual load-bearing capacity at continuous load as well as the process and the reasons behind the beam failure. Based on the tests conducted, three different states of the hybrid beams are categorized and detailed for their easy analytical approach. A discussion of the obtained results and an outlook on further needed research complete the study.

Climate change due to greenhouse gases is an important challenge the world is facing. In the manufacture of building materials, concrete accounts for about 50% of all greenhouse gas-emissions. A general way of reducing emissions is to replace concrete with other materials with lower climate impact. Replacing concrete in foundations is not entirely straightforward. A foundation needs to be moisture-proof, have the required load-bearing capacity and be an energy-efficient part of a well-insulated climate shell.  When laying foundations, a lot of concrete is used and is often cast as slabs on the ground. The purpose of this study is to evaluate alternative foundations to the traditional slab that have equivalent load-bearing capacity and causes lower emission levels. In this study indoor airventilated crawlspace, Hybrid foundation and Composite foundation are compared with a traditional slab. Calculations of load-bearing capacity are made and set in relation to the level of carbon dioxide each foundation method causes.  The results show that all four foundations have similar load-bearing capacity. The Hybrid foundation accounts for half as much carbon dioxide emissions as a traditional slab and the Composit foundation lies in between. It would be a better choice from an environmental point of view to use these two foundations where possible. / Klimatförändringar på grund av växthusgaser är en utmaning som världen står inför. Byggbranschen står idag för cirka 33 procent av världens växthusgasutsläpp och förbrukar cirka 40 procent av världens energi. Vid tillverkning av byggmaterial står betong för ca 50 % av alla utsläpp av växthusgaser till atmosfären. Ett allmänt sätt att minska utsläppen av växthusgaser i byggbranschen är att ersätta betong med andra material som har en lägre klimatpåverkan. Att byta ut betongen i grundkonstruktioner är dock inte okomplicerat. En grund behöver vara fuktsäker, ha erforderlig bärförmåga samt vara en energieffektiv del i ett väl isolerat klimatskal. En grundläggningsmetod som är vanligt förekommande, och som innehåller mycket betong, är en platta på mark. Syftet med denna studie är därför att undersöka om det finns alternativ till en traditionell platta på mark som har likvärdig bärförmåga och som resulterar i lägre utsläppsnivåer. Här jämförs varmgrund, Hybridgrund och Composit-grund med en traditionell platta på mark där beräkning av bärförmåga görs och ställs i relation till de nivåer koldioxidutsläpp som varje grundläggningsmetod orsakar. För att besvara frågeställningen ovan har beräkning av bärförmåga gjorts. För en traditionell platta på mark har beräkning gjorts i EPS-Peps, för de anda grundläggningsmetoderna har manuella beräkningar gjorts. För beräkning av koldioxidutsläpp från de olika grundläggningsmetoderna har mängdberäkningar gjorts av materielinnehållet i varje grund. Dessa har sedan använts i mjukvaran BM 1.0 för beräkning av koldioxidutsläpp för respektive grundläggningsmetod. Resultatet visar att alla fyra grundläggingsmetoder har likvärdig bärförmåga. De kan alla bära de laster som en villa med små till måttliga laster ger upphov till. Varmgrunden är den grund som klarar störst laster. Vidare visar resultatet att hybridgrunden orsakar ungefär hälften så mycket koldioxidutsläpp som en platta på mark och Composit-grunden ligger mitt emellan. Varmgrunden orsakar i aktuellt utförande nästan lika höga utsläppsnivåer som en traditionell platta på mark, vilket var oväntat. Konsekvensen av detta är att grundläggningsmomentet i byggskedet skulle ge upphov till mindre mängder koldioxidutsläpp om hybridgrunden och Composit-grunden får ersätta den traditionella grundläggningsmetoden platta på mark där så är möjligt.

Modern-day terrorist attacks present a considerable danger for commercial aircrafts. This thesis analyzes potential methods of such attacks with a critical analysis of the most dangerous type: an attack from the outside of the aircraft via a fragmentation missile warhead. Such missiles cause damage to the airframe of the aircraft through fragments created by the explosion. In this thesis, analytical geometry is used to determine the area of the aircraft affected by the fragmentation. The aircraft’s geometry and the fragments’ dispersion are calculated by analytical functions, and the effect of the damage is analyzed. A shooting experiment was also carried out, in which fragments were shot at a reinforced skin panel that was manufactured according to the real design of commercial aircraft. The results of the experiment revealed that only directly hit sections of the structure are damaged. Data obtained by the experiment was then used for the creation and improvement of the model used in the simulation by means of the finite element method. This model is used for the numerical calculation of the damage sustained. Further included in the thesis is an analysis of the change in the load-bearing capacity after such an attack. The relationship between the size of the damage and its effect on the load-bearing capacity of the component as well as the entire structure is defined. First, the effect of component damage is analyzed via the FMEA/FMECA methods. This analysis is then extended using fuzzy logic. Fuzzy logic analysis is based on the determination of the size of the damaged component area and the component’s importance on the structure’s carry loads. Application of the defined approach is described for several parts of an aircraft’s life cycle, including development, operation after the terrorist attack, and assessment of causes after a crash caused by a fragmentation missile warhead.