This paper reports the analysis of methods for determining temperature stresses and deformations in bridge structures under the influence of climatic temperature changes in the environment. A one-dimensional model has been applied to determine the temperature field and thermoelastic state in order to practically estimate the temperature fields and stresses of strengthened beams taking into consideration temperature changes in the environment. The temperature field distribution has been determined in the vertical direction of a reinforced concrete beam depending on the thickness of the structural reinforcement with methyl methacrylate. It was established that there is a change in the temperature gradient in a contact between the reinforced concrete beam and reinforcement. The distribution of temperature stresses in the vertical direction of a strengthened reinforced concrete beam has been defined, taking into consideration the thickness of the reinforcement with methyl methacrylate and the value of its elasticity module. It was established that the thickness of the reinforcement does not have a significant impact on increasing stresses while increasing the elasticity module of the structural reinforcement leads to an increase in temperature stresses. The difference in the derived stress values for a beam with methyl methacrylate reinforcement with a thickness of 10 mm and 20 mm, at elasticity module E=15,000 MPa, is up to 3 % at positive and negative temperatures. It has been found that there is a change in the nature of the distribution of temperature stresses across the height of the beam at the contact surface of the reinforced concrete beam and methyl methacrylate reinforcement. The value of temperature stresses in the beam with methyl methacrylate reinforcement and exposed to the positive and negative ambient temperatures increases by three times. It was established that the value of temperature stresses is affected by a difference in the temperature of the reinforced concrete beam and reinforcement, as well as the physical and mechanical parameters of the investigated structural materials of the beam and the structural reinforcement with methyl methacrylate

Transdisciplinarity in higher education involves the formation of competence that enables the practical use of acquired knowledge, skills, and abilities from various disciplines in order to solve applied problems. The purpose of the academic paper lies in highlighting the features of using the transdisciplinary approach in the modern system of higher education. The present research is based on the transdisciplinarity concept as a way of solving complex social problems due to the properties and competencies of the individual to use knowledge, skills and abilities for solving complex problems. Results. Transdisciplinarity (TD) in the system of higher education is manifested as a form of education that ensures the formation of competence in specialists for solving complex problems based on a holistic approach and knowledge that is on the border of different disciplines. It has been revealed that TD is a new form of problem solving due to the specialist’s transdisciplinary knowledge and his competence to apply it to the existing problem in the subject area. Thus, transdisciplinarity in higher education is the formation of knowledge, skills and abilities in order to find a way for solving complex social problems. Higher educational institutions form transdisciplinary competence as a personal quality.

The perspective of urban fabric transformation is formulated in connection with the reduction of the influence of industrial factors and the development of a highly informatized society.A key element of the practical implementation of the impulse development strategy of the city in the 21st century is the prediction of the development of a basic urban unit of a post-industrial city, which in this work is called the local cluster. The phenomenon of impulse development of urban fabric is analyzed, the system of laws and principles that transform urban complexes into post-industrial ones is outlined. It has been found that the impulse strategy, in modern conditions, should be made of two components and contain both city-wide and local levels of management and modeling. The level of local clusters, that is being discussed, involves the presence of a combination of impulse factors, the content and names of which are presented in this work.

The issue of impulse development of cities caused by different infrastructural factors is considered. It has been determined that rapid development of urban planning structure which occurred over a short period of time can be viewed as an effective urban planning impulse, with the exception of the following conditions, when they: a) did not lead to sustainable results, b) did not solve the basic problems of life support; c) originated from the modernist legacy of total urban planning, which considered the possibility of creating a large urban structure from scratch, based on a one-time master plan). According to the history of their development, urban structures fall into two major categories: evolutionary and impulse-based. Evolutionary category includes the cities which have developed gradually, without any significant spurts from the original core, through the long-term accumulation of complications. While the cities, which fall into the impulse-based category are characterized by a stage of sharp acceleration of development or a kind of a growth spurt, followed by either stabilization or a relative slowdown. Given the task set in this study, this category of the cities was selected as the object of further consideration. Based on the analysis of the source base, four basic factors of historical urban planning have been outlined, which can be considered as impulse factors in the form of clearly expressed changes - infrastructural, demographic, economic, myth-making. Taking Tenochtitlan, Stockholm and Alexandria as the example, the content and functional structure of infrastructural impulse changes have been outlined. By these we mean rethinking of life support systems, which leads to sharp population growth and employment diversification. To become a ‘growth spurt’ factor, such changes must contain a number of special qualities: convenience, accessibility and uniqueness. Convenience is the difference in the use of infrastructural benefits between the locality in which the impulse change takes place and other similar cities. Accessibility means the ability to use (access) the infrastructural benefits by as many residents as possible. While uniqueness stands for a feature or set of infrastructure features that are notably absent in the cities of the competing area.

We examined post-industrial urban planning and problems of impulse development as well as city management in the conditions of the information society, which turned out to be the most urbanized in the history of mankind. It was found that for specific conditions of a post-industrial city, the design of the impulse model should consist of two stages-city-wide, and cluster-wide. Moreover, given the danger of hyper-urbanization, the first stage has to focus only on those factors that have a 'transformative' character, and those whose potential is mainly 'inhabiting' should be left behind. It should be considered as an object of activity of city-wide institutions, applying such impulse factors as accessibility, favourability, self-sufficiency, and nobility. This paper lists practical tasks of city-wide management institutions within the framework of the universal impulse layer, which are derived from the universal factors of the spin-off development of urban structures.