Concrete is widely utilized across various industries as a containment material. One essential property related to its performance is permeability, which determines its ability to allow the passage of gases or liquids through its pores and capillaries and even the transmission of aggressive agents. This study focused on investigating the permeability of gases with varying atomic weights and molecular volumes, such as helium, nitrogen, oxygen, and argon, to pass through concrete. The primary objective was to determine the significance of variation in permeability and to evaluate and differentiate their behavior. To achieve this, concrete test specimens were employed, and factors such as cold joint impact, gas pressure, and specimen saturation levels were considered. Throughout the study, changes in weight, specimen humidity, resistivity, and ultrasonic pulse velocity were monitored. The findings suggested that within concrete, the variation in permeability for these gases is negligible. By utilizing the acquired data, the present study estimated the permeability of hydrogen through mathematical models based on gas pressure and concrete thickness. These insights contribute to a deeper comprehension of concrete gas permeability and its potential impact on improving hydrogen containment.

This paper presents a comprehensive study on the development of a cost‐effective, high‐performance fiber reinforced concrete (HPFRC) for the construction of a 60 m‐span U‐girder roadway bridge without stirrups in the webs, meeting the design requirements of f_ck ≥ 100 MPa and the post‐cracking flexural strength f_R3k ≈ 8–10 MPa. The main objective of this research is to develop a F5 workability class HPFRC that meets the specified design criteria without exceeding 2.5–3.0 times the cost of a C70/85. To achieve this goal, the concrete mix was obtained using 500 kg/m³ of cement and 50 kg/m³ of silica fume. This mix was investigated with nine different combinations of fibers and fiber contents, resulting that 80 kg/m³ of 4D‐fibers (l_f = 60 mm) provided the optimal f_R3k without compromising workability and cost. Subsequently, an extensive experimental campaign was conducted to cast the U‐girder following the conventional casting techniques involving casting prismatic samples, L‐shaped and rectangular‐shaped panels to represent different parts of the U‐girder. Innovative techniques were used to study the effect of different waiting times between concrete pours. Results from the testing of the prismatic specimens evidenced the need of stitching by means of a poker vibrator planes between successive concrete layers. Furthermore, the study of the panels evidenced that a waiting time of 90 min allows the HPFRC to achieve enough bending and compressive strength to bear internal vibration of the element without liquefying and, at the same time, avoiding cold joints. The results confirm the applicability of the developed HPFRC for the structural element under study following conventional casting techniques.

A local and global finite element analysis of the stringer-floor beam connection of a 19th century riveted railway bridge in Spain made of puddle iron were performed to obtain the maximum principal strains in the riveted connecting angles corresponding to bending moments from train loading on the bridge. Due to the anisotropic nature of puddle iron, the connecting angles were modelled using Hill anisotropic plasticity potential and a parametric study in the local FE model of the connection was performed. A laboratory specimen fabricated with original stringers dismantled from the railway bridge was tested to calibrate the numerical models, so the yield stress ratio that best fitted experimental results was obtained. Based on the method of constant fatigue-life diagram and modified Goodman fatigue failure criterion, it was detected that the connecting angles were prone to fatigue crack initiation, as the combination of mean stress and alternating stress amplitude at the toe of the angle fillet remained outside the infinite fatigue-life region. An innovative strengthening system based on adhesively-bonded carbon-fiber reinforced polymer (CFRP) angles was designed to prevent fatigue crack initiation in the connecting angles of the stringer-floor beam connection. Different CFRP laminate layouts were numerically evaluated and a proper configuration was obtained that reduced both the mean stress and the alternating stress amplitude in the connecting angle to shift from finite fatigue-life region to infinite fatigue-life region in the constant fatigue-life diagram. To validate the effectiveness of the proposed CFRP strengthening method, its application on a second laboratory specimen fabricated with original stringers was evaluated experimentally and compared with numerical results. The research study conducted showed that the use of adhesively-bonded CFRP angles was an effective strengthening system in reducing the stress level in the fillet region of the puddle iron connecting angles (where fatigue cracks are prone to initiate) and consequently could increase fatigue life of the stringer-floor beam connection.

In the year 2013, Acciona Infraestructuras, a Spanish contractor, designed and manufactured a Fibre Reinforced Plastic (FRP) road bridge which is expected to be installed in Gabon in 2014. The bridge girders, originally designed in steel reinforced concrete, were redesigned employing FRPs to take advantage of the lightweight of these materials and the high prefabrication inherent with their use. In fact, concrete, which must be mixed in situ due to the unavailability of concrete plants at a reasonable distance from the worksite, results to be expensive, since the transportation of the aggregates to the worksite is made difficult by the lack of proper roads and bridges. This lack of infrastructure also hampers the use of prefabricated reinforced concrete beams, since it makes extremely difficult moving heavy goods and machineries. The design and the manufacturing process of these two girders are presented in this paper.