Aluminium is a commonly used material in constructions in general and as a structural material in many types of transport modes. Going back to the 1950s, aluminium is found in aircraft fuselages and wing structures as well as building facades and bridge structures. As an example, the Arvida bridge in Canada that opened in 1950 was an all-aluminium 92 meter span bridge designed as a parabolic arch. Moreover, aluminium is widely used in automotive chassis parts, sub-frames, suspension systems and cross-bars, withstanding dynamic loads, different corrosion modes and crash impact. Despite the steadily growing global demand for aluminium, both primary and post-consumer material, the outreach into larger structures within the infrastructure, energy and maritime sector is still limited. Some attempts are to be found in energy transmission towers, small to medium sized bridges, ship hulls and topside installations in the oil- and gas sector. However, these initiatives are sporadic and somehow cyclical due to price spread compared to steel, concrete, and polymer composites.

Preliminary findings show that aluminium gets attention with regards to light weight properties, durability and the potential for recycling and high post-consumer scrap content - supporting the transition from a linear to a circular economy. This criteria is weighted steadily higher in purchasing decisions both in the private and public sector. However, the aluminium value chain has to prove more local and efficient manufacturing chains as well as improved and reliable properties due to joining, fatigue and corrosion.

This paper aims to investigate enablers and barriers related to aluminium as a structural material, looking into the environmental, technical, economic, and social aspects of market entrance. The study rests on numerical case studies conducted the last 5 years, spanning from bridges, fish farming, offshore wind, energy pylons and ship hulls.