A Systematic Approach for Selection of Fit-for-Purpose Low-Carbon Concrete for Various Bridge Elements to Reduce the Net Embodied Carbon of a Bridge Project

Australia consumes approximately 29 million m3 of concrete each year with an estimated embodied carbon (EC) of 12 Mt CO2e. High consumption of concrete makes it critical for successful decarbonization to support the achievement of ‘Net Zero 2050’ objectives of the Australian construction industry. Portland cement (PC) constitutes only 12–15% of the concrete mix but is responsible for approximately 90% of concrete’s EC. This necessitates reducing the PC in concrete with supplementary cementitious materials (SCMs) or using alternative binders such as geopolymer concrete. Concrete mixes including a combination of PC and SCMs as a binder have lower embodied carbon (EC) than those with only PC and are termed as low-carbon concrete (LCC). SCM addition to a concrete mix not only reduces EC but also enhances its mechanical and durability properties. Fly ash (FA) and granulated ground blast furnace slag (GGBFS) are the most used SCMs in Australia. It is noted that other SCMs such as limestone, metakaolin or calcinated clay, Delithiated Beta Spodumene (DBS) or lithium slag, etc., are being trialed. This technical paper presents a methodology that enables selecting LCCs with various degrees of SCMs for various elements of bridge structure without compromising their functional performance. The proposed methodology includes controls that need to be applied during the design/selection process of LCC, from material quality control to concrete mix design to EC evaluation for every element of a bridge, to minimize the overall carbon footprint of a bridge. Typical properties of LCC with FA and GGBFS as binary and ternary blends are also included for preliminary design of a fit-for-purpose LCC. An example for a bridge located in the B2 exposure classification zone (exposed to both carbonation on chloride ingress deterioration mechanisms) has also been included to test the methodology, which demonstrates that EC of the bridge may be reduced by up to 53% by use of the proposed methodology.