Tests results of three flanged and two rectangular cross-section concrete beams reinforced with carbon fibre reinforced polymer (CFRP) bars are reported. In addition, a companion concrete flanged beam reinforced with steel bars is tested for comparison purposes. The amount of CFRP reinforcement used and flange thickness were the main parameters investigated in the test specimens. One CFRP reinforced concrete rectangular beam exhibited concrete crushing failure mode, whereas the other four CFRP reinforced concrete beams failed owing to tensile rupture of CFRP bars. The ACI 440 design guide for FRP reinforced concrete members underestimated the moment capacity of beams failed owing to CFRP tensile rupture and reasonably predicted deflections of the beams tested. A simplified theoretical analysis for estimating the moment capacity of concrete flanged beams reinforced with FRP bars was developed. The experimental moment capacity of the CFRP reinforced concrete beams tested compared favourably with that predicted by the theoretical analysis developed.

The most common cause for revision total hip replacement surgey is aseptic loosening of the acetabular component. This thesis explores the effect of three techniques to improve the depth and quality of cemented acetabular component fixation in primary total hip replacement. This may have beneficial effects on the longevity of cemented acetabular components and reduce the rate of revision surgery for aseptic loosening. Aims: 1. Determine the effect of the rim cutter on cement pressure during cup insertion. 2. Examine the effect of the rim cutter on cement penetration distance. 3. Evaluate the effect of bone grafting of the acetabular notch. 4. Determine the effect of iliac suction during cement pressurisation. 5. Compare the behaviour of bone cement with Play Dough. Materials and Methods: 1. Sawbones hemi pelvis models were fitted with pressure transducers at the rim and apex of the acetabulum. Peak pressure was measured upon insertion of cups with different flange sizes and when the acetabulum was prepared with the rim cutter. 2. Foam cavities were used to measure the depth of cement penetration when the same cups and rim cutter were used. 3. Hemi pelvis models were modified to simulate bone grafting of the acetabular notch. Again, pressure sensors were mounted at the apex and rim of the acetabulum. Intra-acetabular cement pressure was compared with native acetabulae. 4. A back bleeding model of the acetabulum was fitted with a suction catheter. The effect on cement penetration into cancellous bone was measured compared with no suction. 5. Play Dough pressurisation and penetration into hemi pelvises and foam was compared to bone cement. Results: 1. Significant increase in peak apex and rim pressures when flanged cup inserted into an acetabulum prepared with the rim cutter compared with both flanged and unflanged cups alone. 2. Significant increase in cement penetration at the rim of the acetabulum when rim cutter used and flanged cup inserted when compared with flanged and unflanged cups alone. 3. Significant increase in intra-acetabular pressure when cement pressurised in presence of simulated acetabular notch bone grafting compared with normal acetabulae. 4. Significant increase in cement penetration distance when suction used compared with no suction. 5. Significant differences in the flow characteristics between bone cement and Play Dough. Conclusion: The authors recommend preparation of the acetabular rim with the rim cutter and bone grafting of the acetabular notch to improve the depth and uniformity of the cement mantle in cemented primary THA. Play Dough at room temperature is not a suitable substitute for bone cement in in-vitro cementing studies.

This bachelor’s degree project aimed to improve the wheel profile of a rail mounted trolley and determine the cause of wheel failure. The proceedings of this project where modelled after an approach for solving wear problems with an emphasis on designing for sustainability. A case study and root cause analysis (RCA) was performed and the flanged wheels were deemed insufficient for the given heavy-haul system. Possible areas of wheel profile improvement were identified and further researched with multiple literature reviews. Throughout the projects duration several limitations were introduced that reduced the concept testing to exclusively theoretical prediction models. Archard’s model was implemented to predict wear and operating time for the proposed material and wheel tread profile concepts. The wheel flange dimensions were chosen based on recommendations from wheel and rail interference handbooks among other sources. The final wheel and rail profile suggestion improved operating time by approximately 300% and wear resistance by 50% compared to its predecessor. This result was achieved by applying the same theoretical prediction model to both current and suggested profiles. The findings of this project are meant to aid SCA among others in similar cases and additionally highlight the value of product improvement from a technological, sociological, and environmental perspective.

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