The increasing number of vehicles does not stop, axle loads get higher and wheel contact surfaces have decreased causing bridges to show significant fatigue damage. Demolishing and building a new bridge is out of the picture due to the current ideas on sustainability and environmental impact. Therefore renovation is necessary, as much of the existing structures should be reused in the design of a new structure. This results in massive challenges especially in the design of new movable bridge leaves which should reuse the pillars and foundation of the current bridge. The weight of the new movable bridge is limited to the same or even less than the old one, but should outperform it by many years. Parametric models have been created for both bridge types, orthotropic and hybrid, using finite element software RFEM to quantify this added. Both bridge models have been exposed to the same load cases stated in the Eurocode for traffic loads and fatigue loads. Maximum deflection and stresses have been verified in the steel of both bridges for the traffic loads. The sandwich panel has been verified for buckling and fatigue using a local model. The fatigue load cases have been used to verify the bridges steel frame. Global fatigue details in the connection between main girder and crossbeams have been investigated. Results showed a clear favour towards the hybrid bridge for all of the spans and widths investigated. The difference in weight of the hybrid bridges showed a decrease of 15 to 30% as opposed to the orthotropic steel bridge. This decrease in weight was mainly caused by the difference in deck structure. The sandwich panel, with a weight of 85 kilograms per square meter, shows far less weight contribution in the hybrid bridge than the stiffeners and deck plate, with a combined weight of 256 kilograms per square meter, have in the steel orthotropic bridge. A cost comparison showed that the OSD bridge and hybrid bridge are competitive in pricing in an early design stage. However there are many uncertainties that could result in one of the bridge types being significantly more expensive than the other. More experience with FRP and the hybrid interaction is needed to create better cost indications in such an early design stage. The environmental impact showed a difference ranging from 10% to 30% in favour of the hybrid bridge for both the CO2 impact analysis and the life cycle analysis by GWW. This difference was obtained when considering the production of the movable bridge including the counterweight and span. The difference is mainly due to the large amount of steel needed for the bridge leaf of the steel orthotropic bridge which also means that more material is needed for the counterweight. Although further research is necessary, this report shows the added value of hybrid bridges with full hybrid interaction and creates a step towards more use of hybrid steel and fibre reinforced polymer structures.

Currently the transport & planning (transport & logistics) group from Royal HaskoningDHV makes their pre-design for steel orthotropic bridge decks by using rules of thumb and experience. In the final design-stage this is verified whereby the force distribution is checked with the help of 3D finite element software (FEM). In this stage only small design changes can be made and therefore the design cannot be optimized to its full extend. The final design is highly dependent on experienced engineers and the rules of thumb. Since the rules of thumb are safe estimates this might result in an overdesigned design with more material than necessary, making it economically and ecologically unattractive. Furthermore, the fatigue calculation, which is always done in the final design stage, is very extensive and makes doing the calculations very expensive and labour intensive