The problem of the study was to determine the better predictors of sprint performance for male and female sprinters from selected leg power and isokinetic strength tests. Ten male and five female sprinters volunteered to be measured for vertical jump performance, anaerobic power and capacity, peak isokinetic torque at the hip, knee, and ankle joint, and sprint performance. A forward stepwise multiple regression analysis was performed to allow selection from all strength and power variables regressed on the dependent variables of 30 meters, 60 meters, and flying 30 meter sprints. This procedure allowed one to examine the contribution of each predictor variable to the regression model. Only the independent variables that elicited a regression equation significant at the .05 level were used in final regression models. The regression models developed for the males were: 30 meters (crouch start) = 6.115 - .083(anaerobic power) - .055(vertical jump) - .044(plantarflex 120"/s) - .022(knee flex 60'/s); 60 meters (crouch start) = 11.111 - .145(vertical jump) - .086 (anaerobic power) - .172(hip flex 300'/s) - .098(knee flex 60'/s); and 30 meters (flying start) = 4.295- .055(anaerobic power) - .312(knee flex 180'/s) - .090(hip flex 300'/s). The regression models for the women were different than the males and were: 30 meters (crouch start) = 9.530 - .346(vertical jump); 60 meters (crouch start) = 18.083- .686(vertical jump); and 30 meters (flying start) = 8.733- .352(vertical jump) . By knowledge of the variance of the better strength and power measures, 83.2% to 98.0% of the variance of the respective sprint tests were explained. The regression models could allow for the identification of potential sprint performers and the development of optimal sprint training program.

The goal of the diploma thesis is the reconstruction of the Namest nad Oslavou railway station in aim to fulfill the requirements for the movement of persons with reduced mobility. It was necessary to design five platform edges with a height of the platform edge 550 mm above rail level in that context. Furthermore increased speed was designed in the main tracks. There was also included the design of reconstruction of drainage system of railway tracks.

The thesis discusses a constructional project of a simple handling truck for an easy taking out of a cone with the product of load capacity of 1500 kg from the line winder and removing it from the line. The aim is to propose a simple construction of the truck including a suggestion of a possible solution of the lift. It deals with its design including processing of important strength construction calculations and lifting parts. There is also a significant part of the work which includes the drawing documentation.

The aim of this thesis is the relocation of roads II/431 and III/4317 near Kojátky village. This is due to the unsuitable layout of current routes which were poorly arranged because of too many horizontal and vertical curves with small radius. Another reason was a bad technical state of bridge structures, one of them was in serious disrepair. The project deals with the relocation of current roads to more suitable routes including the option allowing access to the nearby estates and the connection to the existing cart tracks. The project also addresses two bridge structures across the streams.

The main aim of the diploma thesis is reconstruction of Viskafors railway station and its adjacent track at KM146+ 800 - 145+ 700 so as to satisfy the current traffic and at the same time the legislation is met. The tracks geometry and turnouts in the station was solved according to Swedish and Czech standards and conventions. As part of the reconstruction, the connection of the service track was resolved from the north side.

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A study has been conducted to compare conventional pavements and perpetual pavements with a particular emphasis on perpetual pavements. One of the main drawbacks of conventional pavements and motivations for this work is the maintenance required for hot mix asphalt (HMA) pavements with sub-drainage systems. Perpetual pavements, as the name suggests, are designed with a long life. However, this is a relatively new concept and there are still many unknowns concerning their performance. This dissertation was written to answer some of the questions. The study examines structural response and performance of perpetual pavements. Also, deterioration and performance of perpetual pavements will be contrasted to conventional pavements. Empirical data from the National Center of Asphalt Technology (NCAT) Test Track study was obtained, analyzed and used as a basis for evaluating theoretical models. Computational models for both conventional and perpetual pavements were constructed and analyzed using the general purpose finite element analysis software ABAQUS. Geometry, materials and loading are modeled with sufficient accuracy. This research examined several types of responses of perpetual pavements. It extends the traditional criteria of pavement distress by suggesting that longitudinal strain at the surface of a pavement HMA layer as an important criterion. Shear strain was studied and it provides a reasonable explanation of some distresses in pavements. By studying the FEA results from conventional and perpetual pavements and a thorough investigation of the thickness effects, it provides some rationale on why strain at the top of thick pavements is critical. The effects of dynamic wheel loadings are presented. Finally, the effect of environment, specifically temperature and moisture, on perpetual pavements are studied.

This study investigates the dynamic response of a railway bridge under train passage. Three load models designed around the Swedish Steel Arrow freight train are tested and compared. A series of Concentrated Forces, a succession of single degree of freedom Sprung-Masses, and a sequence of complex multi-degree of freedom Train Wagons. The increase in accuracy of the representation corresponds to taking into account the inertial properties of the wagons. The track-bed layer is substitute by a sequence of regularly spaced couple of springs and dampers at the sleeper distance. Under the assumption of this work, a portion of the ballast vibrates with the sleeper during train passage. Both bridge and rail are modelled under Bernoulli-Euler beam theory. The dynamic behavior of the bridge is investigated in presence or absence of vertical track irregularities. The main conclusions of the report can be summarized as:   • the dynamic amplification attains its maximum value, for every train model, at the critical train speeds of 120 km/h. Proper resonance has also been detected at the speed of 60 km/h in all the simulations;   • the Concentrated Forces model provided an upper boundary of the acceleration response of the bridge while the Sprung-Mass systems a lower boundary. The response of the two models is in very good agreement at non resonance speeds. The simulation with Train Wagons loading does not fit completely this trend, it adds two peaks on the diagram; Besides that, the bridge response lies between the two limits;   • the presence of track irregularities determines a variation of the bridge dynamics only if combined with Train Wagon load model. The Concentrated Force pattern couldn’t detect the modification of the profile while the Sprung-Masses case provided a diagram of maximum acceleration similar to the one over flat rail simply shifted upwards;   • the position of the track irregularities along the bridge influence its dynamics.