For better applicability, the new section 7 'Structural analysis' in the formal vote draft FprEN 1993-1-1 [1] has been restructured compared with the current section 5 in EN 1993-1-1 [2] on structural analysis, while largely retaining the same content. This new section links the calculation of internal forces with the verification for the ultimate limit state. Essentially, it is about the conditions under which determination of internal forces considering second order effects with the assumption of imperfections is required and whether a stability member check may be performed. Similar guidance is currently given in EN 1993-1-1 cl. 5.2.2.
<p>Recently, new developments in steel railway bridge deck design have been induced by noise emission and maintenance cost reduction. The tendency is towards simple and smooth deck designs because they need less maintenance to prevent corrosion. In addition, composite and concrete deck systems are designed for minimum noise emission and lower (track) maintenance costs. Traditional deck designs, consisting of cross and longitudinal steel beams with bridge sleepers on top of them, frequently give problems with respect to fatigue. Therefore, the bridge sleepers were replaced by new special silent longitudinal deck sections enhancing the lifetime of these bridges. In this paper, the developments in steel railway bridge deck design to meet noise emission and maintenance requirements for new and existing steel railway bridges are illustrated. These developments bring new opportunities for the use of steel as a construction material for railway bridges.</p>
<p>Probabilistic fatigue life prediction models of welded steel joints are often used to estimate the level of safety, which is given in terms of the probability of failure or the reliability index as a function of the applied load cycles. Prediction models based on fracture mechanics allow taking into account the effect of inspections on the estimated level of safety. Recent developments in fracture mechanics based fatigue prediction models allow modeling the behavior of short and long fatigue cracks under constant and variable amplitude loading. Short cracks are relevant since their growth characterizes most of the fatigue life, especially under service loading. A recently proposed model by the authors is considered and compared to a more traditional and simplified model as proposed in the standard BS7910, where no distinction is made between short and long cracks. The effect of the model uncertainty, the type of inspection, and the time of the inspection on the estimated level of safety are quantified for welded cruciform steel joints.</p>
<p>Among the Netherlands’ present infrastructure, some bridges do not conform to the prevailing Eurocode for new construction; some steel bridges are showing signs of (fatigue) damage. Over recent years, the Directorate-General for Public Works and Water Management (RWS) has been engaged in renovating the most critical bridges of the Netherlands, one bridge at a time. RWS is currently making preparations for the reinforcement of 3 steel bridges along the A27 motorway. Last year, Movares made complete recalculations for these bridges in order to determine what measures are necessary to reinforce them. This paper discusses the Merwede Bridge over the Upper Merwede river.</p>
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