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Next Gen prototype
A prototype Next Gen car built by Richard Childress Racing (RCR, Welcome, N.C., U.S.) was test driven by RCR driver Austin Dillon in October 2019 and then by Team Penske driver Joey Logano in December 2019
A prototype Next Gen car built by Richard Childress Racing (RCR, Welcome, N.C., U.S.) was test driven by RCR driver Austin Dillon in October 2019 and then by Team Penske driver Joey Logano in December 2019
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Carbon fiber components
This 2019 car built by Hendricks Racing for driver Jimmie Johnson has 35% more carbon fiber than his 2002 car, which had a few carbon ducts but was almost entirely metal. The 2019 car has a carbon fiber hood, part of the nose, trunk, seat, bumpers and some small parts. The largest carbon fiber part is the seat.
This 2019 car built by Hendricks Racing for driver Jimmie Johnson has 35% more carbon fiber than his 2002 car, which had a few carbon ducts but was almost entirely metal. The 2019 car has a carbon fiber hood, part of the nose, trunk, seat, bumpers and some small parts. The largest carbon fiber part is the seat.
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The evolution of composites in NASCAR
There’s something uniquely American about stock car racing. In the U.S., the sport has origins tied to the distribution of bootleg whiskey, known as moonshine, during the 1920s in the Prohibition era. Bootleggers would lighten and modify their vehicles for increased speed and handling in order to evade police. Fascination with these souped-up street vehicles led drivers to begin racing them for prize money and bragging rights. The races became a popular form of entertainment, and the tradition eventually became an organized sport.
The National Association for Stock Car Auto Racing, better known as NASCAR (Charlotte, N.C., U.S.), officially got its start in 1948 when the organization was established to create a standardized set of stock car racing rules and regulations. Today the sanctioning body oversees more than 1,500 races at various tracks in the U.S., Canada, Mexico and Europe.
Lightweighting and improving a car’s speed go hand-in-hand, so naturally NASCAR vehicles have used composites for their inherent light weight, strength and stiffness for decades. A carbon fiber part manufactured at the same thickness as a steel part offers four times the strength at one third the weight. NASCAR teams, constantly looking for opportunities to legally remove weight from their vehicles, have increased use of composite materials in the sport over the years.
In addition to lightweighting, composite parts also offer other advantages. Tremendous heat is generated in brakes during racing, and under the hood temperatures can reach 300-400ºF. Carbon fiber’s heat-resistant qualities can help reduce fatigue on engine parts.
In the current Generation 6 vehicle specification (commonly referred to as Gen-6) used in the NASCAR Cup racing series, several body parts are made of composite materials. Gen-6 cars comprise a steel tube frame chassis and a mix of carbon fiber and stamped steel body panels. The car’s hood and rear deck lid are made of carbon fiber with Kevlar incorporated to decrease splintering and shattering in the event of a crash. The front and rear fascia also are made of composites. Other examples of composite components include cooling hoses, gear cooler housings, brake ducts and battery cases. When it comes to engine components, the emphasis on composite parts is placed on components mounted higher on the engine, which lowers the vehicle’s center of gravity. Carbon fiber seats are also often used. The current cars weigh 3,200 pounds (1,451 kilograms) without driver and fuel.
A new seventh-generation vehicle specification is currently in development for NASCAR, and many teams expect the so-called Next Gen car to allow for even more composites, possibly even an all-composite body. There is also speculation that the current body-on-frame construction of NASCAR vehicles would be replaced by a tub that would likely also incorporate carbon fiber.
According to Jeff Andrews, director of engine operations at NASCAR Cup Series team Hendrick Motorsports (Charlotte, N.C., U.S.), the Next-Gen car aims to be lighter than the current Gen-6 car and will likely be in the 3,000- to 3,100-pound range. “The sport could see widespread adoption of composite bodies within 2-4 years.” He added that a full composite body system could provide a more consistent surface over the length of the vehicle and possibly allow for more streamlined vehicle build times.
Though not yet introduced into NASCAR’s Cup Series, composite bodies are already being tested at other levels of NASCAR competition. An all-composite body was first introduced to NASCAR’s national competition level in three races during its Xfinity Series competition in 2017. In 2018, the composite body style was used in all races in the series except for the superspeedway races (Dayton International Speedway and Talladega Superspeedway). The Xfinity composite body is made up of 13 interlocking composite panels held together by flanges. Essentially, the panels lock and bolt into place, which eases replacement of damaged panels.
There’s something uniquely American about stock car racing. In the U.S., the sport has origins tied to the distribution of bootleg whiskey, known as moonshine, during the 1920s in the Prohibition era. Bootleggers would lighten and modify their vehicles for increased speed and handling in order to evade police. Fascination with these souped-up street vehicles led drivers to begin racing them for prize money and bragging rights. The races became a popular form of entertainment, and the tradition eventually became an organized sport.
The National Association for Stock Car Auto Racing, better known as NASCAR (Charlotte, N.C., U.S.), officially got its start in 1948 when the organization was established to create a standardized set of stock car racing rules and regulations. Today the sanctioning body oversees more than 1,500 races at various tracks in the U.S., Canada, Mexico and Europe.
Lightweighting and improving a car’s speed go hand-in-hand, so naturally NASCAR vehicles have used composites for their inherent light weight, strength and stiffness for decades. A carbon fiber part manufactured at the same thickness as a steel part offers four times the strength at one third the weight. NASCAR teams, constantly looking for opportunities to legally remove weight from their vehicles, have increased use of composite materials in the sport over the years.
In addition to lightweighting, composite parts also offer other advantages. Tremendous heat is generated in brakes during racing, and under the hood temperatures can reach 300-400ºF. Carbon fiber’s heat-resistant qualities can help reduce fatigue on engine parts.
In the current Generation 6 vehicle specification (commonly referred to as Gen-6) used in the NASCAR Cup racing series, several body parts are made of composite materials. Gen-6 cars comprise a steel tube frame chassis and a mix of carbon fiber and stamped steel body panels. The car’s hood and rear deck lid are made of carbon fiber with Kevlar incorporated to decrease splintering and shattering in the event of a crash. The front and rear fascia also are made of composites. Other examples of composite components include cooling hoses, gear cooler housings, brake ducts and battery cases. When it comes to engine components, the emphasis on composite parts is placed on components mounted higher on the engine, which lowers the vehicle’s center of gravity. Carbon fiber seats are also often used. The current cars weigh 3,200 pounds (1,451 kilograms) without driver and fuel.
A new seventh-generation vehicle specification is currently in development for NASCAR, and many teams expect the so-called Next Gen car to allow for even more composites, possibly even an all-composite body. There is also speculation that the current body-on-frame construction of NASCAR vehicles would be replaced by a tub that would likely also incorporate carbon fiber.
According to Jeff Andrews, director of engine operations at NASCAR Cup Series team Hendrick Motorsports (Charlotte, N.C., U.S.), the Next-Gen car aims to be lighter than the current Gen-6 car and will likely be in the 3,000- to 3,100-pound range. “The sport could see widespread adoption of composite bodies within 2-4 years.” He added that a full composite body system could provide a more consistent surface over the length of the vehicle and possibly allow for more streamlined vehicle build times.
Though not yet introduced into NASCAR’s Cup Series, composite bodies are already being tested at other levels of NASCAR competition. An all-composite body was first introduced to NASCAR’s national competition level in three races during its Xfinity Series competition in 2017. In 2018, the composite body style was used in all races in the series except for the superspeedway races (Dayton International Speedway and Talladega Superspeedway). The Xfinity composite body is made up of 13 interlocking composite panels held together by flanges. Essentially, the panels lock and bolt into place, which eases replacement of damaged panels.
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In addition to lightweighting, NASCAR’s goal with the Next Gen specification is to lower the cost of competing in NASCAR, opening the door for vehicle manufacturers beyond the big three — Chevrolet, Ford and Toyota — that dominate the sport. John Probst, NASCAR vice president of innovation and racing development, has said that the Next Gen bodies will likely be constructed from a flange fit composite material — meaning that the panels are interlocking — as with the cars used for the Xfinity series.
A prototype Next Gen car built by Richard Childress Racing (RCR, Welcome, N.C., U.S.) was test-driven by RCR driver Austin Dillon in October 2019 and then by Team Penske driver Joey Logano in December 2019. While development and testing continues, the Next Gen shell and chassis is expected to debut in 2021.
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A prototype Next Gen car built by Richard Childress Racing (RCR, Welcome, N.C., U.S.) was test-driven by RCR driver Austin Dillon in October 2019 and then by Team Penske driver Joey Logano in December 2019. While development and testing continues, the Next Gen shell and chassis is expected to debut in 2021.
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Graphene can help produce stronger carbon fibers
This shows the lab experiments and computer simulations used by the researchers to determine that adding graphene to the carbon fiber production process can greatly increase the strengthen of the material. Image: Margaret Kowalik and Adri van Duin/Penn State
A new way of creating carbon fibers – which are typically expensive to make – could one day lead to using these lightweight, high-strength materials to improve safety and reduce the cost of producing cars, according to a team of researchers. Using a mix of computer simulations and laboratory experiments, the team found that adding small amounts of graphene, a 2D carbon material, to the production process both reduces the production cost and strengthens the fibers.
For decades, carbon fibers have been a mainstay of airplane production. If created in the right way, these long strands of carbon atoms, narrower than a human hair, are lightweight, stiff and strong – a perfect application for keeping passengers safe in a vehicle soaring miles above the ground. But carbon fibers have proved too expensive for use in other applications, such as large-scale car production.
"Even though carbon fibers have really nice features, they would make a car far more expensive" with the way carbon fibers are manufactured now, said Adri van Duin, professor of mechanical and chemical engineering at Penn State. "If you can get these properties easier to manufacture then you can make cars significantly lighter, lower the cost of them and make them safer."
Carbon fiber sells for about $15 per pound today, and the team, which includes researchers from Penn State, the University of Virginia and Oak Ridge National Laboratory, in collaboration with industry partners Solvay and Oshkosh, wants to reduce that to $5 per pound by making changes to the complex production process. A lower production cost will increase carbon fiber's potential applications, including in cars. The team's research may also lower the cost of producing other types of carbon fibers, some of which sell for up to $900 per pound today.
"Currently most carbon fibers are produced from a polymer known as polyacrylonitrile, or PAN, and it is pretty costly," said Malgorzata Kowalik, a researcher in Penn State's Department of Mechanical Engineering. "The price of PAN makes up about 50% of the production cost of carbon fibers."
PAN is used to create 90% of carbon fibers found on the market today, but its production requires an enormous amount of energy. First, PAN fibers have to be heated to 200–300°C to oxidize them. Next, they must be heated to 1200–1600°C to carbonize them, driving off the non-carbon atoms. Finally, they have to be heated to 2100°C so that the carbon molecules are aligned properly. Without this series of steps, the resulting material would lack its needed strength and stiffness.
In a recent paper in Science Advances, the team reports that adding trace amounts of graphene – only 0.075% concentration by weight – to the first stages of this process allowed the team to create a carbon fiber that had 225% greater strength and 184% greater stiffness than the conventionally made PAN-based carbon fibers.
The team also gleaned insights into the chemical reactions taking place through a series of small- and large-scale computer simulations conducted on several supercomputers. They also studied the properties of each material using laboratories in Penn State's Materials Research Institute (MRI).
"We connected experiments of different scales to not only show that this process works, but it gave us an atomistic-scale reason why these types of additives work," said van Duin, also the director of the MRI's Materials Computation Center. "That knowledge allows us to optimize the process further."
This shows the lab experiments and computer simulations used by the researchers to determine that adding graphene to the carbon fiber production process can greatly increase the strengthen of the material. Image: Margaret Kowalik and Adri van Duin/Penn State
A new way of creating carbon fibers – which are typically expensive to make – could one day lead to using these lightweight, high-strength materials to improve safety and reduce the cost of producing cars, according to a team of researchers. Using a mix of computer simulations and laboratory experiments, the team found that adding small amounts of graphene, a 2D carbon material, to the production process both reduces the production cost and strengthens the fibers.
For decades, carbon fibers have been a mainstay of airplane production. If created in the right way, these long strands of carbon atoms, narrower than a human hair, are lightweight, stiff and strong – a perfect application for keeping passengers safe in a vehicle soaring miles above the ground. But carbon fibers have proved too expensive for use in other applications, such as large-scale car production.
"Even though carbon fibers have really nice features, they would make a car far more expensive" with the way carbon fibers are manufactured now, said Adri van Duin, professor of mechanical and chemical engineering at Penn State. "If you can get these properties easier to manufacture then you can make cars significantly lighter, lower the cost of them and make them safer."
Carbon fiber sells for about $15 per pound today, and the team, which includes researchers from Penn State, the University of Virginia and Oak Ridge National Laboratory, in collaboration with industry partners Solvay and Oshkosh, wants to reduce that to $5 per pound by making changes to the complex production process. A lower production cost will increase carbon fiber's potential applications, including in cars. The team's research may also lower the cost of producing other types of carbon fibers, some of which sell for up to $900 per pound today.
"Currently most carbon fibers are produced from a polymer known as polyacrylonitrile, or PAN, and it is pretty costly," said Malgorzata Kowalik, a researcher in Penn State's Department of Mechanical Engineering. "The price of PAN makes up about 50% of the production cost of carbon fibers."
PAN is used to create 90% of carbon fibers found on the market today, but its production requires an enormous amount of energy. First, PAN fibers have to be heated to 200–300°C to oxidize them. Next, they must be heated to 1200–1600°C to carbonize them, driving off the non-carbon atoms. Finally, they have to be heated to 2100°C so that the carbon molecules are aligned properly. Without this series of steps, the resulting material would lack its needed strength and stiffness.
In a recent paper in Science Advances, the team reports that adding trace amounts of graphene – only 0.075% concentration by weight – to the first stages of this process allowed the team to create a carbon fiber that had 225% greater strength and 184% greater stiffness than the conventionally made PAN-based carbon fibers.
The team also gleaned insights into the chemical reactions taking place through a series of small- and large-scale computer simulations conducted on several supercomputers. They also studied the properties of each material using laboratories in Penn State's Materials Research Institute (MRI).
"We connected experiments of different scales to not only show that this process works, but it gave us an atomistic-scale reason why these types of additives work," said van Duin, also the director of the MRI's Materials Computation Center. "That knowledge allows us to optimize the process further."
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The flat structure of graphene helps to align PAN molecules consistently throughout the fiber, which is needed in the production process. Further, at high temperatures graphene edges have a natural catalytic property so that "the rest of PAN condenses around these edges", said van Duin.
With the new knowledge gained from this study, the team is exploring further ways to use graphene in this production process with cheaper precursors. Their goal is to cut out one or more of the production steps altogether, thereby reducing costs even more.
This story is adapted from material from Penn State, with editorial changes made by Materials Today. The views expressed in this article do not necessarily represent those of Elsevier. Link to original source.
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With the new knowledge gained from this study, the team is exploring further ways to use graphene in this production process with cheaper precursors. Their goal is to cut out one or more of the production steps altogether, thereby reducing costs even more.
This story is adapted from material from Penn State, with editorial changes made by Materials Today. The views expressed in this article do not necessarily represent those of Elsevier. Link to original source.
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Focus on automation leads to Severstal’s second investment in Airborne
Russian mining and steel firm Severstal’s $10 million investment makes Airborne the first-choice partner in Russia for all composite projects.
Mining and steel company PAO Severstal (Cherepovets, Russia) announced on June 1 that it has made a second investment tranche into Dutch company Airborne (The Hague, Netherlands), a composites fabricator involved in digital automation manufacturing. The total investment in Airborne is more than $10 million.
Despite the coronavirus pandemic crisis, which has placed many of Severstal’s global venture projects on hold, the company says it has led the new investment in Airborne with support of existing shareholders, including HPE Growth. "COVID-19 has intensified the need for automation across most industries. Where before we pursued digitalization to increase our internal efficiency levels, we are now driven by a necessity to guarantee the safety of our people, and safeguard the continuity of our production processes,” says Andrey Laptev, Severstal director of business development and corporate venture products. “Severstal has also made this investment to support entrepreneurs engaged in breakthrough technologies, and to bring promising companies to the Russian market.”
Led by Airborne’s involvement in the automotive, construction, shipbuilding, aerospace and electronics sectors, Severstal and Airborne have entered into a technology partnership agreement in Russia. Under the agreement terms, Severstal will be Airborne’s first-choice partner in Russia for the implementation of all composite projects, including the automated production of composite parts.
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Russian mining and steel firm Severstal’s $10 million investment makes Airborne the first-choice partner in Russia for all composite projects.
Mining and steel company PAO Severstal (Cherepovets, Russia) announced on June 1 that it has made a second investment tranche into Dutch company Airborne (The Hague, Netherlands), a composites fabricator involved in digital automation manufacturing. The total investment in Airborne is more than $10 million.
Despite the coronavirus pandemic crisis, which has placed many of Severstal’s global venture projects on hold, the company says it has led the new investment in Airborne with support of existing shareholders, including HPE Growth. "COVID-19 has intensified the need for automation across most industries. Where before we pursued digitalization to increase our internal efficiency levels, we are now driven by a necessity to guarantee the safety of our people, and safeguard the continuity of our production processes,” says Andrey Laptev, Severstal director of business development and corporate venture products. “Severstal has also made this investment to support entrepreneurs engaged in breakthrough technologies, and to bring promising companies to the Russian market.”
Led by Airborne’s involvement in the automotive, construction, shipbuilding, aerospace and electronics sectors, Severstal and Airborne have entered into a technology partnership agreement in Russia. Under the agreement terms, Severstal will be Airborne’s first-choice partner in Russia for the implementation of all composite projects, including the automated production of composite parts.
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Composites Evolution introduces Evopreg EPC200 epoxy prepreg
Evopreg EPC200 enables variable temperature cure with good surface finish.
Prepreg supplier Composites Evolution (Chesterfield, U.K.) has expanded its Evoprep EPC component epoxy range with the launch of its variable temperature curing prepreg, Evopreg EPC200. Based on a toughened epoxy resin system, the company says it enables curing between 65°C and 120°C when using vacuum bag/oven, out-of-autoclave (OAA) or press-molding processes.
The company notes that Evopreg EPC200 is primarily aimed at fabricators using low-temperature, OOA molding processes who want to produce components with a high-quality surface finish. Composites Evolution also says the epoxy prepreg has a flexible cure profile, which makes it ideal for rapid processing at high temperatures, reducing production time while simultaneously maintaining the same level of performance.
Composites Evolution Evopreg EPC component resins are available in a range of carbon, glass, aramid and ampliTex flax reinforcements.
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Evopreg EPC200 enables variable temperature cure with good surface finish.
Prepreg supplier Composites Evolution (Chesterfield, U.K.) has expanded its Evoprep EPC component epoxy range with the launch of its variable temperature curing prepreg, Evopreg EPC200. Based on a toughened epoxy resin system, the company says it enables curing between 65°C and 120°C when using vacuum bag/oven, out-of-autoclave (OAA) or press-molding processes.
The company notes that Evopreg EPC200 is primarily aimed at fabricators using low-temperature, OOA molding processes who want to produce components with a high-quality surface finish. Composites Evolution also says the epoxy prepreg has a flexible cure profile, which makes it ideal for rapid processing at high temperatures, reducing production time while simultaneously maintaining the same level of performance.
Composites Evolution Evopreg EPC component resins are available in a range of carbon, glass, aramid and ampliTex flax reinforcements.
> source
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UK composite industry report
Composites UK, the trade association for the UK composites industry, has launched an annual report detailing the growth and changes of its supply chain.
The report, which includes data from 2014, covers businesses in the Composites UK Hub, companies by region, local enterprise partnerships, companies by primary market, companies by specialism, specialism by region, specialisms in different markets, and primary markets and regions.
This first Composites UK Hub Report provides industry, academia and both national and local government representatives with the most detailed picture of the make-up of the composites sector in the UK,’ said Composites UK’s CEO, David Bailey. ‘This report provides a comprehensive overview of where composites companies, and high value manufacturing jobs, can be found in the UK and what types of skills and capabilities they have.
Composites UK members can find a free copy of the report on the association website.
This story uses material from Composites UK, with editorial changes made by Materials Today. The views expressed in this article do not necessarily represent those of Elsevier.
> source
Composites UK, the trade association for the UK composites industry, has launched an annual report detailing the growth and changes of its supply chain.
The report, which includes data from 2014, covers businesses in the Composites UK Hub, companies by region, local enterprise partnerships, companies by primary market, companies by specialism, specialism by region, specialisms in different markets, and primary markets and regions.
This first Composites UK Hub Report provides industry, academia and both national and local government representatives with the most detailed picture of the make-up of the composites sector in the UK,’ said Composites UK’s CEO, David Bailey. ‘This report provides a comprehensive overview of where composites companies, and high value manufacturing jobs, can be found in the UK and what types of skills and capabilities they have.
Composites UK members can find a free copy of the report on the association website.
This story uses material from Composites UK, with editorial changes made by Materials Today. The views expressed in this article do not necessarily represent those of Elsevier.
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Teijin increases short carbon fiber capacity
Increased product capacity will enable the company to better react to European market demands and strengthen its carbon fiber portfolio.
Teijin Carbon Europe GmbH (Wuppertal, Germany), the Teijin Group’s carbon fiber business in Europe, reported on June 26 that it has increased production capacity of its chopped carbon fiber Tenax-E HT C604 6 mm by 40%. In addition to strengthening the development of its carbon fiber product portfolio, Teijin says its increased capacity is a response to the growing demand from European electronics manufacturers and the need for compounds for medical devices.
According to the company, C604’s quality, mechanical properties and electrical conductivity enable the production of high-grade compounds such as plastic granulate reinforced with carbon fiber. Teijin also supplies Tenax short fiber in chopped, pelletized or milled forms and in a variety of sizes to be used in thermoplastics and thermosets and in water-based processes. The products, produced at Teijin’s facilities in Japan and the U.S., will enable more flexible reactions to European market inquiries, says Teijin.
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Increased product capacity will enable the company to better react to European market demands and strengthen its carbon fiber portfolio.
Teijin Carbon Europe GmbH (Wuppertal, Germany), the Teijin Group’s carbon fiber business in Europe, reported on June 26 that it has increased production capacity of its chopped carbon fiber Tenax-E HT C604 6 mm by 40%. In addition to strengthening the development of its carbon fiber product portfolio, Teijin says its increased capacity is a response to the growing demand from European electronics manufacturers and the need for compounds for medical devices.
According to the company, C604’s quality, mechanical properties and electrical conductivity enable the production of high-grade compounds such as plastic granulate reinforced with carbon fiber. Teijin also supplies Tenax short fiber in chopped, pelletized or milled forms and in a variety of sizes to be used in thermoplastics and thermosets and in water-based processes. The products, produced at Teijin’s facilities in Japan and the U.S., will enable more flexible reactions to European market inquiries, says Teijin.
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3D printed FRP footbridge paves way for circular composites
The thermoplastic composite footbridge incorporates a short glass fiber-filled PET specifically designed for 3D printing.
Rendering of 3D printed footbridge. Source | Royal HaskoningDHV and DSM
Royal HaskoningDHV (Amersfoort, Netherlands), DSM (Geleen, Netherlands), a global science-based company in nutrition, health and sustainable living, and the city of Rotterdam announced on July 3 the intention to collaborate in the design and build of a composite footbridge with potential for use of circular composites. Composed of 3D printed fiber-reinforced polymer (FRP), the lightweight footbridge will be installed at Kralingse Bos park in Rotterdam, and is said to underpin the city’s goal to offer versatility, circularity and sustainability.
The bridge incorporates a fiber-reinforced plastic from DSM, Arnite, which is a short glass fiber-filled PET that is specifically designed for 3D printing. The current footbridge in Rotterdam uses virgin material, which can be recycled into feedstock for use in a new bridge. All parties note that the next step will be to add recycled content to end-of-life bridges, and that there will be investigation into whether future bridges can be made from recycled polymers, or mixed grades.
“The footbridge as a circular composite, aligned with our city’s aim for sustainability, targets a reduction in our carbon footprint. We are proud to be the first city to test, print and install it,” says Mozafar Said, asset manager from Rotterdam. “We see the use of composite bridges as a smart solution to replacing our older constructions. With more than 1,000 bridges in Rotterdam, we are constantly looking to push the boundaries to develop the next generation of bridges which will be more sustainable and circular with lower maintenance and lifecycle costs.”
According to the companies, the footbridge will be developed in line with the highest standards of safety for FRP bridge design, and the city of Rotterdam’s infrastructure experts in composite bridges will be closely involved in the design and build process.
Additionally, it is noted that sensors might also be included into the footbridge to build a digital twin of the bridge which will optimize maintenance, ensure safety and extend the life span of the bridge. It is estimated that the footbridge will be installed and in use by the end of 2020.
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The thermoplastic composite footbridge incorporates a short glass fiber-filled PET specifically designed for 3D printing.
Rendering of 3D printed footbridge. Source | Royal HaskoningDHV and DSM
Royal HaskoningDHV (Amersfoort, Netherlands), DSM (Geleen, Netherlands), a global science-based company in nutrition, health and sustainable living, and the city of Rotterdam announced on July 3 the intention to collaborate in the design and build of a composite footbridge with potential for use of circular composites. Composed of 3D printed fiber-reinforced polymer (FRP), the lightweight footbridge will be installed at Kralingse Bos park in Rotterdam, and is said to underpin the city’s goal to offer versatility, circularity and sustainability.
The bridge incorporates a fiber-reinforced plastic from DSM, Arnite, which is a short glass fiber-filled PET that is specifically designed for 3D printing. The current footbridge in Rotterdam uses virgin material, which can be recycled into feedstock for use in a new bridge. All parties note that the next step will be to add recycled content to end-of-life bridges, and that there will be investigation into whether future bridges can be made from recycled polymers, or mixed grades.
“The footbridge as a circular composite, aligned with our city’s aim for sustainability, targets a reduction in our carbon footprint. We are proud to be the first city to test, print and install it,” says Mozafar Said, asset manager from Rotterdam. “We see the use of composite bridges as a smart solution to replacing our older constructions. With more than 1,000 bridges in Rotterdam, we are constantly looking to push the boundaries to develop the next generation of bridges which will be more sustainable and circular with lower maintenance and lifecycle costs.”
According to the companies, the footbridge will be developed in line with the highest standards of safety for FRP bridge design, and the city of Rotterdam’s infrastructure experts in composite bridges will be closely involved in the design and build process.
Additionally, it is noted that sensors might also be included into the footbridge to build a digital twin of the bridge which will optimize maintenance, ensure safety and extend the life span of the bridge. It is estimated that the footbridge will be installed and in use by the end of 2020.
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