Life Cycle Sustainability Assessments of an Innovative FRP Composite Footbridge

Jena, Timothy; Kaewunruen, Sakdirat

doi:10.3390/su132313000

Cited by 13 publications

(6 citation statements)

References 35 publications

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“…In the case of the alternative use of concrete reinforcement in bridge construction, namely variants of bars made of different composite materials [16], the net difference between the variants has been shown to be approximately 35.500 kg in CO 2 production. Composite materials in bridge structures [37][38][39] may be an alternative to the currently most widely used steel. Therefore, WCB is trying to replace concrete and steel and instead use composite materials based on renewable raw materials, i.e., wood.…”

Section: Life Cycle Impact Assessment Of Wcbmentioning

confidence: 99%

“…Therefore, WCB is trying to replace concrete and steel and instead use composite materials based on renewable raw materials, i.e., wood. In their study, Jena and Kaewunruen [38] compared the use of LCA two bridge systems for footbridges made from modern composite materials. The results showed the importance of composite materials in reducing the environmental demands of bridge infrastructure.…”

Section: Life Cycle Impact Assessment Of Wcbmentioning

confidence: 99%

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Life Cycle Assessment of a Road Transverse Prestressed Wooden–Concrete Bridge

Mitterpach

Fojtík

Machovčáková

et al. 2022

Forests

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Through its anthropogenic activities in construction, human society is increasingly burdening the environment with a predominantly adverse impact. It is essential to try to use building materials that allow us to build environmentally friendly buildings. Therefore, this article deals with the determination of the environmental performance of a cross-prestressed timber-reinforced concrete bridge using life cycle assessment (LCA) compared with a reinforced concrete road bridge with a similar span and load. The positive environmental performance of the wooden concrete bridge was proved, with a relatively small (22.9 Pt) total environmental damage. The most significant impact on the environment is made by the wood–concrete bridge materials in three categories of impacts: Respiratory inorganics (7.89 Pt, 79.94 kg PM2.5 eq), Global warming (7.35 Pt, 7.28 × 104 kg CO2 eq), and Non-renewable energy (3.96 Pt, 6.01 × 105 MJ primary). When comparing the wood–concrete and steel concrete road bridge, a higher environmental performance of 28% per m2 for the wood–concrete bridge was demonstrated. Based on this environmental assessment, it can be stated that knowledge of all phases of the life cycle of building materials and structures is a necessary step for obtaining objective findings of environmental damage or environmental benefits of building materials or structures.

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Section: Life Cycle Impact Assessment Of Wcbmentioning

confidence: 99%

Section: Life Cycle Impact Assessment Of Wcbmentioning

confidence: 99%

Life Cycle Assessment of a Road Transverse Prestressed Wooden–Concrete Bridge

Mitterpach

Fojtík

Machovčáková

et al. 2022

Forests

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“…At present, passengers choose the railway transport system as it is safe, reliable and fast [ 1 , 2 , 3 ]. Currently, railway bridges play a crucial part in the transportation system in several countries worldwide [ 4 , 5 ]. However, railway bridges are complex structural systems by nature and can deteriorate under different circumstances, such as through environmental impacts, inadequate inspection and poor maintenance management [ 6 ].…”

Section: Introductionmentioning

confidence: 99%

Digital Twins for Managing Railway Bridge Maintenance, Resilience, and Climate Change Adaptation

Kaewunruen

AbdelHadi

Kongpuang

et al. 2022

Sensors

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Innovative digital twins (DTs) that allow engineers to visualise, share information, and monitor the condition during operation is necessary to optimise railway construction and maintenance. Building Information Modelling (BIM) is an approach for creating and managing an inventive 3D model simulating digital information that is useful to project management, monitoring and operation of a specific asset during the whole life cycle assessment (LCA). BIM application can help to provide an efficient cost management and time schedule and reduce the project delivery time throughout the whole life cycle of the project. In this study, an innovative DT has been developed using BIM integration through a life cycle analysis. Minnamurra Railway Bridge (MRB), Australia, has been chosen as a real-world use case to demonstrate the extended application of BIM (i.e., the DT) to enhance the operation, maintenance and asset management to improve the sustainability and resilience of the railway bridge. Moreover, the DT has been exploited to determine GHG emissions and cost consumption through the integration of BIM. This study demonstrates the feasibility of DT technology for railway maintenance and resilience optimisation. It also generates a virtual collaboration for co-simulations and co-creation of values across stakeholders participating in construction, operation and maintenance, and enhancing a reduction in costs and GHG emission.

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“…In recent years, adopting sustainable materials, either in engineering industries or in daily life, has become common sense to curb carbon emissions and climate change [1]. Fibre reinforced polymer (FRP) composite material is one important candidate among sustainable materials due to the lower environmental pollution in its production.…”

Section: Introductionmentioning

confidence: 99%

Crashworthiness and Failure Analyses of FRP Composite Tubes under Low Velocity Transverse Impact

Wei

Chen

2022

Sustainability

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Currently, FRP composite tubes are drawing increasing attention in many industrial applications, due to their excellent mechanical and lightweight properties, with reduced energy consumption and enhanced sustainability. This study investigates the failure mechanisms and crashworthiness performance of glass and carbon fibre reinforced polymer (GFRP and CFRP) composite tubes under low velocity transverse impact. Finite element methods were developed to establish numerical models to predict the failure responses of FRP composite tubes with a complex ply sequence of both woven and unidirectional layers. In the modelling, continuum damage mechanics and cohesive zone method were used to calculate the intralaminar and interlaminar failure behaviours, respectively, in FRP composite tubes. The numerical models were validated by corresponding experiments, and the effects of the impact energy and material type were investigated. The experimental results show that the initial impact energy does not significantly affect the specific energy absorption (SEA) and peak force (PF) of GFRP composite tubes, and the SEA and PF are generally around 0.5 kJ/kg and 600 N, respectively, when the impact energy varies from 10 J to 50 J. Failure mechanism analyses show that GFRP tubes and CFRP tubes with totally unidirectional plies present global bending deformation with significant matrix damage, and CFRP tubes with “hybrid layer type” exhibit local penetration with severe fibre and matrix damage. The crashworthiness analyses indicate that CFRP tubes perform better in SEA while GFRP tubes possess smaller PF when subjected to low velocity transverse impact.

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Life Cycle Sustainability Assessments of an Innovative FRP Composite Footbridge

Cited by 13 publications

References 35 publications

Life Cycle Assessment of a Road Transverse Prestressed Wooden–Concrete Bridge

Life Cycle Assessment of a Road Transverse Prestressed Wooden–Concrete Bridge

Digital Twins for Managing Railway Bridge Maintenance, Resilience, and Climate Change Adaptation

Crashworthiness and Failure Analyses of FRP Composite Tubes under Low Velocity Transverse Impact

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