Comer 2019b - Revision history

Julio at 07:52, 15 May 2020

2020-05-15T07:52:49Z

Anthony.comer: Anthony.comer moved page Draft Comer 907369091 to Comer 2019b

2020-05-11T19:21:05Z

Anthony.comer moved page Draft Comer 907369091 to Comer 2019b

Anthony.comer: Created page with " == Abstract ==
Fibre-reinforced polymer (FRP) composite materials find increasing acceptance and application in a

2020-05-11T19:21:03Z

Created page with " == Abstract == <div><span style="font-size: 10.24px;">Fibre-reinforced polymer (FRP) composite materials find increasing acceptance and application in a</span></div> <div..."

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== Abstract ==

<div><span style="font-size: 10.24px;">Fibre-reinforced polymer (FRP) composite materials find increasing acceptance and application in a</span></div>

<div><span style="font-size: 10.24px;">number of transport sectors (aviation, land & waterborne transport) due to their lightweight nature, which</span></div>

<div><span style="font-size: 10.24px;">provides a significant advantage in terms of lower fuel consumption and greenhouse gas emissions, in line</span></div>

<div><span style="font-size: 10.24px;">with relevant EU directives. Particularly in waterborne transport and shipbuilding, FRP composites are</span></div>

<div><span style="font-size: 10.24px;">currently dominating the manufacture of vessels up to 50 m in length, with liquid resin infusion (LRI) being</span></div>

<div><span style="font-size: 10.24px;">the most frequently used manufacturing technique and vacuum-assisted resin transfer moulding (VARTM)</span></div>

<div><span style="font-size: 10.24px;">in particular the most widely adopted LRI variant. The wide-scale adoption of FRP composites into large</span></div>

<div><span style="font-size: 10.24px;">marine structures is often hindered by the lack of guidelines available for qualification of these materials</span></div>

<div><span style="font-size: 10.24px;">by classification societies. FIBRESHIP is a Horizon 2020 funded EU project that aims to further the use of</span></div>

<div><span style="font-size: 10.24px;">FRP composites in long-length ship construction by addressing this issue in addition to tackling numerous</span></div>

<div><span style="font-size: 10.24px;">other challenges associated with manufacturing FRP composite ships. This work represents part of a</span></div>

<div><span style="font-size: 10.24px;">selection process for materials for the construction of long-length ships from FRP composites and focuses</span></div>

<div><span style="font-size: 10.24px;">on a commercially available fire-retardant composite system (SAERTEX LEO®). As part of the selection</span></div>

<div><span style="font-size: 10.24px;">procedure for these materials, material properties, such as the flexural strength and modulus, are obtained</span></div>

<div><span style="font-size: 10.24px;">using coupon-sized test-pieces and are subsequently used as the basis for numerical models for ship design.</span></div>

<div><span style="font-size: 10.24px;">However, the actual material that is used in the final ship structure is significantly thicker than the coupons</span></div>

<div><span style="font-size: 10.24px;">from which the original material properties were derived. Additionally, the scale of the manufacturing</span></div>

<div><span style="font-size: 10.24px;">process of laminates for the extraction of coupons is drastically different to that of the manufacturing</span></div>

<div><span style="font-size: 10.24px;">process of a ship’s hull. The aim of the study is, therefore, to compare the flexural properties obtained from</span></div>

<div><span style="font-size: 10.24px;">a thin monolithic laminate manufactured in a research laboratory (University of Limerick, Ireland) to the</span></div>

<div><span style="font-size: 10.24px;">flexural properties obtained from a thick monolithic laminate representative of the thickness of a ship hull</span></div>

<div><span style="font-size: 10.24px;">manufactured in a shipyard (iXBlue Division H2x, Marseille, France) using the same material under</span></div>

<div><span style="font-size: 10.24px;">investigation. This will give an indication of how representative the thin test coupons are of the material</span></div>

<div><span style="font-size: 10.24px;">manufactured by the shipyards at the thickness used in the final structure. Unidirectional laminates are</span></div>

<div><span style="font-size: 10.24px;">manufactured in both the research and shipyard facilities by VARTM using the Saertex LEO Glass/Vinyl</span></div>

<div><span style="font-size: 10.24px;">ester system (the system includes a fire-retardant gel coat, however the gel coat was not applied for the</span></div>

<div><span style="font-size: 10.24px;">purpose of obtaining the mechanical properties of the FRP component of the system only). Dynamic</span></div>

<div><span style="font-size: 10.24px;">Mechanical Analysis (DMA) is performed on specimens from the thin and thick laminates to establish that</span></div>

<div><span style="font-size: 10.24px;">the laminates have been fully cured. Three-point-bend tests in accordance with ISO 14125 are performed</span></div>

<div><span style="font-size: 10.24px;">on 0° and 90° specimens extracted from thin and thick laminates. Another set of 0° and 90° specimens</span></div>

<div><span style="font-size: 10.24px;">extracted from thin and thick laminates are tested according to Bureau Veritas guidelines (NR456) in order</span></div>

<div><span style="font-size: 10.24px;">to investigate the comparison between the properties obtained using both methods. Fracture mechanisms in</span></div>

<div><span style="font-size: 10.24px;">thick and thin specimens are examined using scanning electron microscopy.</span></div>

== Full document ==
<pdf>Media:Draft_Comer_907369091-4004-document.pdf</pdf>