纤维增强聚合物(FRP)有可能to fulfil all needs. However, since the key to FRP’s structural properties comes from the fibers (stronger than steel) inside it, their orientation plays a major role. Unlike steel, which is homogenous, FRP is an engineered material. It always consists of structural fibers fixed in a matrix of thermoset resin. The material properties are a result of the type, amount and orientation of the fibers inside it. The fibers can be compared to the steel reinforcement in concrete: the reinforced bars are placed where they are most effective, and always come in multiple directions to ensure integrity. Safety is paramount, also in the case of unforeseen loading. By their nature, loading on infrastructural works is demanding: heavy loads and impacts, in many load-cycles. The impact not only comes from vibrations of the vehicles, but also from little stones stuck in the profiling of the tyres, and any unforeseen accidents that may occur. While FRP potentially has high capacity, it is the fiber-layout inside it, together with the fabrication method, that sets the real qualities. FRP is the material of choice to realise integrated detailing and architectural geometries. This was recently demonstrated in a series of projects, and for a very modest budget. In the infusion-technique that traffic-resistant InfraCore is based on, there is maximum freedom to shape the structure to the specific needs. This is different to construction based on standardised elements such as profiles. InfraCore was designed to combine resistance to heavy loading with full integrity against impacts. This technology was developed by FiberCore Europe over the course of 15 years, and has meanwhile been tested and applied in panel-like form in bridges, bridge decks and lock gates. At the heart is a three dimensionally designed fiber-layout. These fibers run not only in the longitudinal direction (as standard elements tend to do), but also in orthogonal- and transverse direction. This gives InfraCore its resistance, coherence and integrity in all directions. Coming back to the comparison with the reinforcement-layout in concrete: InfraCore is exactly that, but at a much more refined level, and at a much lower weight.
In the construction phase of the structure, many layers of glassfiber fabrics are shaped on a mould and around foam blocks. These blocks act as lost formwork only, but are the key to the shaping potential of creating special shapes. These could be curves and folds, varying cambers and non-constant cross-sections. For its new range of bridges, the city of Rotterdam choose for long-lasting FRP, all built with the InfraCore-technology. The design potential of FRP and the infusion technique came to full strength here. The geometrical variations could be handled within the system’s variables without requiring costly interventions. In another project, the traditional camber of a bridge was replaced by a sine-shaped wave. Rotterdam in The Netherlands has an extensive network of ageing wooden pedestrian and cyclist bridges. Instead of traditional wood or concrete and steel when erecting replacement bridges, plastic has become the preferred material. Since a plastic bridge can be installed in just a single day, it minimizes detours and other disruptions while saving time, money and resources. Plastic composite-based bridges offer exceptional longevity and are relatively low-maintenance compared to conventional building materials. Repairs and routine upkeep are rather easy while the need for total replacement every couple of decades is almost null, as FRP bridges last for almost a 100 years.

泰晤士河上的一座老化的桥已被用纤维增强聚合物制成的桥取代。英国环境局委托ECS工程服务替换其位于泰晤士河Mapledurham的现场老化桥梁，并设计，供应和安装新的桥梁。为了确保新的桥梁将持续数十年，而维护的维护时间很少，ECS使用了Infrracore。尽管Fibrecore已在欧洲大陆建造了超过450座桥梁，但在英国，FRP的桥梁建筑方法相对较新。ECS有两个主要目标：提高枫木堰的本地访问路线的能力，并升级现有桥梁结构的大小和强度。为了实现这两种方法，EC需要一种材料来帮助它打击更换桥梁所涉及的挑战 - 例如远程站点位置，有限的车辆访问和安装所需的短时间框架。FRP技术与现场制造方法相结合，可以在短时间内构造和交付复合桥甲板。使用轻质的Infracore FRP甲板意味着EC可以通过将其漂浮在泰晤士河上的驳船上来传递到现场的桥梁。安装本身相对简单，站点准备占用大部分构建时间。一旦粉底准备工作完成并且新桥从水中拆下，实际安装就在一天之内完成了，这是利用预先建造的桥梁解决方案的关键优势。 According to ECS, the bridge deck itself is molded in a single piece, with an integrated bonded anti slip wearing surface. The FRP deck is custom manufactured to have the most efficient combination of strength and stiffness for the particular bridge span and loading required, which results in bridge decks that are around one-third the weight of steel or concrete equivalents. With no physical joints, and no exterior paint finish required, the bridge decks are maintenance free and are expected to have a service life in excess of 100 years.

A new bridge deck in Ohio has been made with fiber-reinforced polymer. Rotting timbers and corroding steel forced the National Park Service to close the Hillside Pedestrian Bridge in Ohio’s Cuyahoga Valley National Park. The Federal Highway Administration specified that fiber-reinforced polymer (FRP) material be used in the new deck. Composite Advantage won the bid to replace the structure with its FiberSPAN bridge deck system. Weathering steel, a new surface wear product and different color choices were some of the features that attracted the National Park Service to its FRP product says Composite Advantage President Scott Reeve. “We worked with the Federal Highway Administration in 2013 on the installation of a FiberSPAN bridge deck for a 3-span steel superstructure at Wolf Creek National Park near Vienna, Virginia,” he says. “Their experience with the product on that job influenced their decision to include FRP in the design for the Hillside Pedestrian Bridge project.” The FiberSPAN bridge deck with attached curbs was installed in March 2016 on a new substructure comprised of weathering steel stringers. Ten FRP panels were attached with stainless steel connection clips. With a live load rating of 90 psf and a maintenance vehicle loading of H-5, the large prefabricated panels eliminated the man-hours typically associated with assembly of multiple smaller components and tasks such as pouring concrete. The deck with its Matacryl quartz aggregate wear surface weighs 7 lbs per square inch. To address the corrosion issues previously associated with Hillside’s steel superstructure, high elongation sealant was applied to panel-to-panel joints. Drainage scuppers were also added to select deck panels. The color teak was chosen for deck and wear surface to match the color of the weathering steel and make rust stains from the steel less noticeable over time.