## 1 Introduction  
Reinforced concrete (RC) became the predominant building material in construction during the 20 th century and remains widely used today. RC buildings are estimated to account for approximately 60% of all buildings constructed in this period in Europe [1]. Furthermore, an analysis of the European Union's (EU) building stock reveals that concrete is utilised in over 95% of floor structures [2]. Its dominance is similarly evident in infrastructure: according to [PERSON] et al. [3], 67% of all bridges within the EU are made from RC. Similarly, in the United States (US), RC bridges constitute 65% of the total bridge inventory [4]. Many of these structures are currently exceeding their design service life of 50 years and are exhibiting signs of degradation. In the US alone, 15% of the bridges were observed to be structurally deficient due to corrosion [4], and according to [PERSON] et al. [5], even modern structures are not immune to degradation. Moreover, [PERSON] et al. [6] and [PERSON] al. [7] raised concerns about the efficiency of current repair strategies, reporting that as many as 50% of repaired structures in the European region require additional interventions within just 10 years. In 2016, the US-based National Association of Corrosion Engineers (NACE) reported on the global economic impact of corrosion. Expressed as a percentage of gross domestic product (GDP), the annual cost was estimated at 2.7% in the US, 3.8% in the European region and up to 5.0% in the Middle East, with a global average of 3.4% [8]. A similar figure was reported by [PERSON] et al. [4] for the US (3.1% of GDP per annum), identifying the annual direct cost related to infrastructure corrosion at USD 22.6 billion, with indirect costs (e.g., due to closures, delays and increased transportation times) potentially reaching USD 226 billion. Although these figures encompass all types of corrosion, chloride-induced corrosion likely constitutes a significant share, since it is recognised as one of the primary causes of RC structure degradation [9; 10; 11]. The potentially high cost of chloride-induced corrosion may be further supported by demographic trends: approximately 25% of the world's population live close to the coast (i.e., less than 50 km from the sea), and this population is growing faster than inland population [12]. This drives coastal development and, consequently, the number of structures exposed to marine environments. For example, airborne sea salts were detected as far as 50-80 km inland [13]. Furthermore, in many of the coastal zones, the use of de-icing salts is common throughout winter months, and the risk of corrosion is further increased. Given the significant costs associated with corrosion and the growing need for more efficient use of resources, as well as sustainable infrastructure solutions, this study aims to investigate alternative approaches to the current construction practices. In this regard, one potential alternative is the transition from traditional RC to fibre-reinforced concrete (FRC) or rebar-reinforced-fibre-reinforced concrete (RR-FRC) as structural materials, since the addition of fibres improves post-cracking performance. Furthermore, FRC offers advantages by partly (or completely) reducing the need for rebar, thereby lowering labour costs and construction time. Its adoption as a structural material is already supported by standards like the new Eurocode 2 [14] or ACI 544 [15]. Reflecting this institutional endorsement, the global FRC market is projected to grow at a compound annual growth rate of 6.77% [16]. This study seeks to provide an overview of the current state of knowledge regarding the structural performance of chloride-corroded RR-FRC elements, with an emphasis on the degradation of load-bearing capacity, since the simultaneous sustained loads and chloride exposure may lead to structural failures, resulting in loss of life and significant material damage [17; 18].