Discussions have been underway in fib (Fédération Internationale du Béton) about advancing the fib Model Code for concrete structures. These include the fib international workshop in The Hague (June 2015), the fib MC2020 Core Group meeting in Madrid (December 2015), and a series of follow‐up worldwide consultations on the fib ambition regarding the new developments in structural codes, including the special session on Model Code in the fib Symposium in Maastricht (June 2017). This paper discusses the main aspects of the development of fib MC2020, which is envisaged as a single‐merged general code fully integrating the provisions for the design of new concrete structures with matters relating to existing concrete structure. It needs to deal effectively with both the design of structures and all the activities associated with the through‐life management of existing concrete structures, including matters such as their in‐service assessment and interventions upon them. To that end, MC2020 will take sustainability as a fundamental requirement, based upon a holistic treatment of societal needs and impacts, life‐cycle cost and environmental impacts. This paper discusses the main aspects of the development of fib MC2020. As part of this, the envisaged contribution of fib T10.1: Model Code 2020 is reviewed. However, recognizing the overall ambition of the fib MC2020 project, it is clear that all fib commissions, along with other bodies able to make contributions on relevant topics, will need to work together to assemble the breadth of knowledge and expertise which will be required for the fib MC2020 project.

The design philosophy of the new fib Model Code for Concrete Structures 2010 represents the state of the art with regard to performance‐based approach to the design and assessment of concrete structures. Given the random nature of quantities determining structural behaviour, the assessment of structural performance cannot be well established by deterministic methods, instead requires a probabilistic approach. The performance‐based approach is introduced in Part I of fib Model Code 2010 by applying the concept of performance requirements and reliability management during service life. Correct understanding of the reliability concept of fib Model Code 2010 is a basic prerequisite for applying its design philosophy in an appropriate manner. Therefore, the main objective of this paper is to explain some decidedly non‐trivial issues related to safety and reliability management aspects. In this context, this paper indicates how this general philosophy in fib Model Code 2010 is further developed into a set of operational rules for the design and assessment of concrete structures.

The fib Model Code is a recommendation for the design of reinforced and prestressed concrete which is intended to be a guiding document for future codes. Model Codes have been published before, in 1978 and 1990. The draft for fib Model Code 2010 was published in May 2010. The most important new element in this Model Code is “Time” in the sense of service life. Additionally, the Model Code contains an extended state‐of‐theart chapter on the structural materials concrete and steel but regards non‐metallic reinforcement and fibres as reinforcement as well. Many loading conditions are considered, ranging from static loading to non‐static loading, considering earthquake, fatigue and impact/explosion. Five methods are offered to verify structural safety. Attention is given to verification of limit states associated with durability, robustness and sustainability. Finally, verification assisted by numerical methods and by testing is considered. Other elements that are links in the chain of life cycle design are construction and conservation. In the part on conservation the conservation strategy is treated in combination with conservation management, condition survey and assessment, and evaluation and decision‐making.

Conservation of concrete structures forms an essential part of the fib Model Code for Concrete Structures 2010 (fib Model Code 2010). In particular, Chapter 9 of fib Model Code 2010 addresses issues concerning conservation strategies and tactics, conservation management, condition surveys, condition assessment, condition evaluation and decision‐making, making interventions and the recording of information for through‐life management.Chapter 9 incorporates the overall philosophy adopted in the development of fib Model Code 2010, which introduces a new integrated life cycle perspective into the design of concrete structures. Accordingly, Chapter 9 provides a response to concepts introduced earlier within fib Model Code 2010 relating to the service life design process, which requires the structure and its component parts to be allocated to a condition control category at the time of design. Different condition control categories are defined depending on factors such as the importance of the structure, its function, design service life, impact on third parties, environmental conditions, ease of maintenance and cost. The condition control levels and inspection regimes are defined in conjunction with these requirements. A through‐life management process, outlined in Chapter 9, provides feedback for service life design and allows the associated theoretical model employed to be updated, in turn facilitating the assessment of compliance with the original design objectives.An example of concrete structure conservation according to the fib Model Code 2010 concept is also presented.

<p>Aiming to ensure the safety of the transport infrastructure during operation through the improvement of maintenance policies across Europe, the European Commission opened in 2019 the call for the Coordination and Support Action (CSA) “Monitoring and safety of transport infrastructure”. The main goal of this CSA is to support the preparation of a mandate for a CEN standard for the maintenance and control of the European transport infrastructure. In 2020, the CSA was granted to the IM-SAFE project consortium. Based on the analysis of standardisation needs, good practice and available knowledge and technology, the future perspectives of standardisation for the use of monitoring, inspection and testing in managing the safety risks to transport infrastructure has been studied.</p><p>This contribution presents the scope proposed by the IM-SAFE project for future harmonised European standards in the domain of monitoring, data-informed safety assessment and condition- based and risk-based predictive maintenance policies for bridges and tunnels, considering the integration of digital innovations as enabling technology.</p>