Study on Economic Partnership Projects

in Developing Countries in FY2007

Study on the Danube Crossing Bridge in BELGRADE CITY

of SERBIA

SUMMARY

March 2008

CHODAI CO., LTD.

Mitsui Consultants Co., LTD.
 SUMMARY

1. Background to and Necessity of the Project

1.1 Background to the Project

With an approximate population of 1.6 million, Belgrade, the capital of Serbia where this
project is located, is the most densely-inhabited city in the Western Balkans and serves as an
important traffic base for the EU and Western Balkan countries, through which run an
international river the Danube River (European Corridor VII) as well as European Highways E70
and E75 (European Corridor X). To the eyes of visitors to Serbia, the scars left by NATO air
strikes in 1999 are apparent everywhere and these damaged buildings seem to recount the
harshness of economic sanctions. After the lifting of economic sanctions, Serbia's economic
situation is steadily improving as a result of its own efforts and assistance from the international
community. With recent privatization policies and a rapid increase in direct foreign
investment(DFI), the country is expected to maintain an economic growth rate of around 6% in
the future.
Since the conflict in the former Yugoslavia in the 80s, the difficulty of maintaining normal
economic activities in Serbia has made it impossible to secure a sufficient budget for the
development and maintenance of the traffic infrastructure. Consequently, a critical situation has
been reached wherein the current traffic infrastructure and transport systems are no longer able to
meet the growing traffic demands of recent years. In the central area of Belgrade in particular,
the average traffic speed has dropped to between 20 and 26km/h, a speed low enough to cause
chronic traffic congestion in the peak morning and evening rush hours.
At present, the only bridge across the Danube River in Belgrade is the Pancevo Bridge. The
traffic volume on this bridge, however, is expected to exceed its traffic capacity in the near future.
Moreover, the location of the bridge is causing many heavy trucks and vehicles carrying
hazardous materials to pass through the central downtown area day and night, thereby
exacerbating the traffic environment in the city. Furthermore, the location of the existing
Belgrade Port (Danube River port) adjacent to the central downtown area is also making the
determination to review the transport system from a comprehensive and efficient viewpoint and
make a plan of the construction of a new river port at the left bank of the Danube River for the
expansion of port functions.
The Belgrade Master Plan 2021 established by the City of Belgrade in September 2003 covers
the Central Zone and Middle Zone of the existing downtown area (on the right bank of the
Danube River) and the strategic northern development area (on the left bank of the Danube River),
and sets out a strategy for comprehensive expansion of the urban region. Matching this future
image of the city, the City of Belgrade is giving high priority to the development of the City Ring
Road and considers it an urgent necessity that the road come into full service in 2014.

(1) Belgrade City Ring Road Project

The City of Belgrade is responsible for the planning, construction and maintenance of the City
Ring Road Project, and the Land Development Public Agency of Belgrade is in charge of
implementation of the project.
The target year for completion of the Belgrade City Ring Road Project is 2014. The total length
of the planned City Ring Road is approx. 55.8km (average radius of 9km). A total length of
approx. 49 km, excluding part of the Novi Belgrade area (approx. 6.8km), is scheduled for new
construction (38.4km) or improvement (10.6km). The City of Belgrade has estimated the total
cost for the construction and important sections to be € 560 million. Figure 1 shows a plan map
of Belgrade City Ring Road.
The financing for the new construction section is arranged as follows: For the construction of
the Danube-crossing road bridge section included in the SMT (Spoljne Magistralne Tangente,
meaning Outer Trunk Tangent in English), a request by the City of Belgrade for a yen loan has
been confirmed. The Inner Semi-Ring Road (ITRR) includes the construction of a bridge across
the Sava River (a bridge to carry both automobile traffic and the urban railway), for which finance
from the European Bank for Reconstruction and Development (EBRD) has been arranged. It is
planned for the North Tangent (NT), running along the northern contour in the Belgrade City
Urban Plan, to be constructed with funding by the city itself.
In addition to the Danube Crossing Bridge (the New Bridge) to be built in this project with
financing from a yen loan, another is being planned for the NT Zemun area. However, taking
into consideration the effect of the alleviation of urban traffic congestion, expansion of the traffic
capacity of the significantly aged Pancevo Bridge, and the necessity for large-scale improvement
of the exixting Pancevo Bridge in the future, the City of Belgrade is giving high priority to this
New Danube Crossing Bridge Construction Project, in line with the planned SMT route.
 North Tangent (NT)
Highway E75 (in-service) 5

6 5
Highway E70 (in-service)
6a
7
New Belgrade Port (Planned)
Highway E70 (in-service)
7a
4a

International Airport 8 Outer Trunk Tangent (SMT)

9
Inner Semi-Ring Road (ITRR) 4

1
3
2
Freight Railway Junction
Highway E75 (in-service)
Planned improvement section
Planned construction section
Planned construction section
Constructed (partly under const.)
On-going section EBRD finance of EURO 70 million for the construction of the New Bridge over the Sava River

Figure 1 Belgrade City Ring Road Plan

(2) SMT Project

The specific examination of the SMT project started in 1987. The latest Belgrade Master Plan
2021, established in 2003 after confirmation of the importance of the SMT project, adequacy of
the route and location of the bridge across the Danube River, basically follows the recommended
plan established in the 1980s.
The planned road of the SMT project is a trunk road about 11 km in total length, which it is
planned will run north-south on the eastern border of Belgrade and constitute part of the Belgrade
City Ring Road.
A section about 3.3 km in length from the starting point is planned as a road bridge to be
constructed across the Danube River. On the left bank of the Danube River, the road is planned
to provide access via a junction to the European Highway E70 currently in service. At the
starting point, the road will connect to the planned road NT and consequently to the Belgrade City
Ring Road. The road will also provide access to the New Belgrade Port (to which the functions
of the existing Belgrade Port will be transferred by 2025), which is currently undergoing a
pre-feasibility study. On the right bank of the Danube River, the road is planned to provide
access via a junction to the Visnjicka road currently in service (which will be partially widened in
the SMT project).
The plan for the remaining section, about 7.7 km in length, which passes through an undulating
hilly terrain, adopts a longitudinal incline of 6%. At the endpoint, the road will connect via a
junction to the European Highway E75 currently in service. The City of Belgrade is currently
drawing up a preliminary design for these sections, which will be completed in December 2007.
This preliminary design will also include the plan and longitudinal profile for the roughly 3.3
km-long section at the starting point.

Access point
Access point
Junction point Junction
Access point
Junction i t
Access point
Highway E70 (in service)
Visnjicka (in service) Highway E75 (in service)

Figure 2 SMT overall plan

1.2 Necessity of the Project

(1) Construction of a road network contributing to the resolution of traffic problems

Belgrade currently suffers from chronic traffic congestion, which is a major obstacle to economic
activities and nation life. The completion of a bridge in this project will allow diversion of the
traffic that currently passes through the downtown area, because the bridge will form part of the
City Ring Road. In particular, the diversion of heavy-duty and dangerous vehicles will greatly
contribute to the improvement of nation life and the environment by alleviating traffic congestion
and improving air quality and safety downtown.

(2) Rehabilitation and enhancement of the function allowing traffic across the Danube River

At present only the Pancevo Bridge, which is very old and significantly damaged, connects the
downtown area and the northern part of Belgrade across the Danube River. In the near future, the
volume of traffic is expected to exceed the capacity of the bridge. If the bridge were to fail and
become unusable, Belgrade would be cut in two by the Danube River, causing immeasurable
impact on nation life and physical distribution. When the new bridge is completed, there will be
two bridges across the Danube River, stabilizing physical distribution over the Danube River.
While the large-scale reinforcement and repair of the aging Pancevo Bridge is being carried out,
traffic will be smoothly diverted via the New Bridge. In the case of a disaster, the New Bridge can
serve as an alternative route.

(3) Construction of an efficient freight transport system (Promotion of modal shift)

Belgrade is located in the center of the Balkan region and serves as a hub for traffic; it serves as
an important base for physical distribution for neighboring countries such as Greece, Bulgaria,
Romania and Hungary, as it is there that water transport on the Danube River connects with the
highway called the European Corridor. In addition, a freight train yard and an international airport
are also located close to the downtown area, so greater economic development with a control of
emissions of Carbon Dioxide (CO2) can be expected from the provision of access to the water
transport base on the left bank of the Danube River and from the modal shift in the traffic networks
which will be developed in the future through the implementation of this project.

(4) Improvement of traffic infrastructure contributing to promotion of the investment

environment

The financial condition of Belgrade and Serbia have been greatly improved since the lifting of
the economic sanctions. Recently, an increasing number of projects is being financed by
investment from Europe and Japan. The implementation of this project will improve access to
neighboring countries and surrounding areas, which is expected to improve the investment
environment and lead to the reconstruction of the industrial infrastructure and lead to the correction
of the gaps in income between various areas by activated the distribution among the southern part,
the central part, and the northen part where a income gap is large. In particular, the realization of
the STEP yen loan and the introduction of Japanese technologies will not only contribute to
meaningful technology exchange but also result in the expansion of the Japanese market share in
Serbia and surrounding countries, and what is called "aid with a visibility.", which will
conspicuously remain in the future.
2. Basic Policies for Determining the Content of the Project

2.1 Basic Policies of Recipient Government Organizations regarding Project

Implementation and Project Content

The JETRO study team confirmed the following through meeting at the related organizations.

- The executive organization of this project is the City of Belgrade.

- The Ministry of Infrastructure is willing to provide full support for the implementation of this
project.
- The schedule plan up until the start of construction in the SMT project is as shown in Table 1.
In this schedule plan, the target year for completion of both the Danube-crossing section and
the SMT road section is set at 2013.
- The functions of the existing Pancevo bridge (a bridge that carries both a four-lane road and a
double-track railway) will be maintained in the future.
- The road to be constructed in this project will be a city road, which will be made available at
no charge.
- Consideration will be given in the implementation of this project to consistency with the
content of the Preliminary Design of SMT, to be completed by the City of Belgrade in
December 2007.
 Table 1 Progress schedule until the start of construction in the SMT project

2007 2008 2009 2010 2011

ID Task Name Remarks
J F MA MJ J A S ON D J F MA MJ J A S ON D J F MA MJ J A S ON D J F MA MJ J A S ON D J F MA MJ J A S ON D
1 Procedure needed to approval for Yen Loan
Feasibility Study with Preliminary design and Preliminary EIA
Prior Notification
Exchange of Notes / Ratification of Serbian Parliament
Loan Agreement

2 Detailed Urban Plan

Program for Detailed Urban Plan
Approval Program and Decision for Plan elaboration
Detailed Urban Plan and Strategic EIA elaboration
Public participation and Approval Plan
Strategic assessment report

3 Land Acquisition
3-1 Danube Crossing Bridge
Forming Parcels and Land Acquisition Program
Land Acquisition
3-2 SMT Road
Forming Parcels and Land Acquisition Program
Land Acquisition
3-3 Visnjicka Street
Forming Parcels and Land Acquisition Program
Land Acquisition

4 Preliminary Design
4-1 Danube Crossing Bridge
Tender and Agreement
Preliminary Design
4-2 SMT Road
Preliminary Design

5 Environmental Impact Assessment (EIA)

5-1 Danube Crossing Bridge
The decision on the need for impact assessment of project
The definition of the content and scope of an impact assessment
The EIA Study elaboration
The decision on the approval for an EIA Study
5-2 SMT Road
The decision on the need for impact assessment of project
The definition of the content and scope of an impact assessment
The EIA Study elaboration
The decision on the approval for an EIA Study

6 Main Design
6-1 Danube Crossing Bridge
Selection of Consultant
Engineering Design
Tender Assistance / Selection of Contractor
6-2 SMT Road
Tender and Agreement
Main Design
Technical Supervision

7 Construction Permit
7-1 Danube Crossing Bridge
7-2 SMT Road
7-3 Visnjicka Street

8 Construction Completion Year

8-1 Danube Crossing Bridge
Construction Year 2013
8-2 SMT Road
Tender and Agreement / Construction Year 2013
8-3 Visnjicka Street
Tender and Agreement / Construction
2.2 Basic Policies for Determining the Content of the Project
In conformity with the SMT project on which the City of Belgrade is working, this project is
considering a road width of 30m with a cross section of Three lanes each way including an
effective sidewalk width of 1.5m. For the sake of rationalization the main bridge is planned as
an extradosed bridge with a maximum span of 200m. Furthermore, it is planned to use PC
girders with corrugated steel webs, for the sake of economic efficiency.

1 Bridge width 30.0m (3 lanes each way + sidewalk)

2 Bridge length Total length: 3,305m
Main bridge (Extradosed bridge) :420m
Approach bridge 1 (PC-T girder) :640m
Approach bridge 2 (PC-box girder) :560m
Approach bridge 3 (PC-T girder) :670m
Approach road :1,015m
3 Extradosed bridge Superstructure: Hybrid cable-stayed / Corrugated steel webs
Substructure: Steel pipe pile (Pipe diameter: 2,000mm)
Maximum span :200m
4 Approach bridge 1 Superstructure :PC-T girder: 40m, 32 piers
Substructure :Steel pipe pile (pipe diameter: 1,200mm)
5 Approach bridge 2 Superstructure :PC-box girder: 80m, 14 piers / Corrugated steel
webs
Substructure :Steel pipe pile (pipe diameter: 1,200mm)
6 Approach bridge 3 Superstructure :PC-T girder: 40m, 30 piers
Substructure :Steel pipe pile (pipe diameter: 1,200mm)
7 Ramp (Access road) Belgrade side :Elevated portion 540m, Earthwork portion
340m
Pancevo side :Earthwork portion 600m

3. Outline of the Project

3.1 Total Cost

The estimated total cost for this project is approx. € 203 million (approx. ¥ 33.3 billion or
approx. US$ 276 million)
 Table 2 Estimated Project Costs

€ Dollars
Japanese ¥
Item (Thousand (Thousand Remarks
(Thousand ¥)
EUR) US$)
Construction Costs 140,381 22,983,000 190,953
Works costs

Consulting Fee 11,230 1,839,000 15,276

Contingency 13,645 2,234,000 18,561
Subtotal 165,256 27,056,000 224,790
Land Compensation 4,332 709,000 5,892
Costs
Other Costs

Project Administration 7,019 1,149,000 9,548 (1) ×5%

Costs
Value Added Tax (VAT) 24,675 4,040,000 33,566 Tax rate: 18%
Import Tax 1,980 324,000 2,693 Tax rate: 10%
Subtotal 38,005 6,222,000 51,697
Total 203,261 33,278,000 276,487
€ 1 =¥ 163.72 US$ 1 =¥ 120.36

3.2 Economic and financial Analyses

(1) Results of the Analysis

The economic internal rate of return (EIRR) is 7.34% and this is higher than the set social
discount rate of 7%. As a result, the net present value is € 9.83 million and the present value of
the total benefit during the life of this project exceeds the present value of the project expenditure,
and the cost benefit ratio is 1.07.
The change in the EIRR is studied by fluctuating the costs and benefits of this project by 30%
each. As shown in Table 3, the EIRR changes by an almost constant fraction for the project cost
and benefit variations and is considered to be stable against the variation risk.

Table 3 EIRR Changes for Cost and Benefit Variations

Benefit Cost Variations

Vaiations -30% -20% -10% Base +10% +20% +30%
-30% 7.33 6.63 6.04 5.53 5.07 4.66 4.30
-20% 8.05 7.33 6.72 6.19 5.72 5.30 4.92
-10% 8.71 7.97 7.34 6.79 6.30 5.87 5.48
Base 9.32 8.56 7.91 7.34 6.85 6.40 6.00
+10% 9.89 9.11 8.44 7.86 7.35 6.89 6.48
+20% 10.42 9.62 8.93 8.34 7.82 7.35 6.93
+30% 10.92 10.10 9.40 8.79 8.26 7.78 7.35
(2) Financial Analysis
- The contribution of the City of Belgrade to the project cost will be € 38 million (average of €
7.6 million per year); however, as € 73 million was allocated for one year as the budget for
the construction of transport-related facilities under the municipal budget in 2006, the
above-mentioned contribution will not be a big burden to the City of Belgrade.
- Regarding yen loans, for instance in the case of the STEP loan, the annual expenditure
including the maintenance cost will be € 5.9 million, but this will be around 1% of the 2006
municipal budget and only 3.3% of the transport-related budget, and so will not become a
problem, assuming economic development in the future.

3.3 Result of the comparison of alternative measures and reasons for the selection

(1) River crossing method

There are two possible plans for a road facility to cross the Danube River, which is about 2km
in width and serves as a waterway: a bridge plan and a tunnel plan. The bridge plan has been
selected for the following reasons:

- If the tunnel plan is adopted, the route on the downtown side (right bank) will encounter a
mountain soon after crossing the river. Even if the longitudinal slope is set to 6%, the tunnel
length will be about 3.6km, about 1.6 times longer than the bridge plan, and therefore
uneconomical. The construction cost will be about 1.8 times higher than the bridge plan
adopted in this project.
- If the tunnel plan is adopted, the junction to the downtown side cannot be connected to an
existing road as in the bridge plan, resulting in poor access to the downtown area.
Furthermore, the installation of sidewalks will be difficult.

- If the longitudinal incline is set to 6% to shorten the tunnel length, the facility for exhaustion
will become large and therefore uneconomical.
(2) Bridge location

The Bridge location is shouwn in Figure 3.

Project location

Figure 3 Route and bridge location

(3) Evaluation of bridge types

Table 4 Evaluation of bridge types for the main bridge section

Bridge type Evaluation

Continuous steel box girder Economy: 1.05

Structure: Inferior; Road freezes in

winter.
Plan 1
Construction: No problem

Maintenance: Inferior to other plans

Landscape: Inferior as a landmark

Steel continuous truss Economy: 1.07

Structure: Many past examples and

no problem

Plan 2 Construction: No problem

Maintenance: Inferior because of too

many structural members

Landscape: A little inferior

 Bridge type Evaluation

Through arch bridge Economy: 1.24

Structure: Many past examples and

no problem
Plan 3
Construction: No problem

Maintenance: A little inferior

Landscape: Can serve as a landmark

Cable-stayed steel bridge Economy: 1.36

Structure: Many past examples and

no problem

Plan 4 Construction: No problem

Maintenance: Inferior

Landscape: Superior as a landmark

Extradosed bridge (corrugated steel webs) Economy: 1.00

Structure: Many past examples and

no problem

Plan 5 Construction: No problem

Maintenance: Superior to other plans

Landscape: Superior as a landmark

PC cable-stayed bridge Economy: 1.27

Structure: Many past examples and

no problem
Plan 6
Construction: No problem

Maintenance: Superior to other plans

Landscape: Superior as a landmark

3.4 Environmental and Social Impact
(1) Environmental Improvement Effect
Significant environmental improvement effects can be expected in the central area of Belgrade.
A decrease of 4% can be expected as a result of comparison of the total amount of exhaust gas
calculated by multiplying the estimated traffic volume and travel speed in Belgrade by the exhaust
gas unit requirement of vehicles before this project and after the construction of the new bridge.

Table 5 Comparison of automobile emissions

Emissions With Project Without Project

NOx (Nitrogen Oxide) 103.2 kg/day (96) (4% improvement) 108.1 kg/day (100）

SPM (Suspended 5.5 kg/day (96) (4% improvement) 5.7 kg/day (100）
Particulate Matter)
CO2 (Carbon Dioxide) 120 tons/day (96) (4% improvement) 124 tons/day (100)

(2) Existing Environment and Impact of Project Implementation

The results of the study for environmental impact by implementation of this project are as
shown below. As a result of the study, it is confirmed that there will be no major impact on the
environment as long as appropriate measures are taken for each item when implementing the
project.
Table 6 Current environmental conditions of the project site and environmental impact of
the implementation of this project

Current environmental Assumed impact of Countermeasures and

Category
conditions implementation of the project mitigation of impact
There is no large-scale Pollution caused by emissions The effect will be small
source of air pollution in the from construction equipment because there is no densely
surrounding area. There during construction work and built-up area.
Air quality
may be some impact from from vehicles using the road
emissions from boats/ships after the bridge comes into
and refuse trucks. service.
The drainage water from Water contamination by The effect can be minimized
Belgrade stays in and around excavation, etc. as foundation by employing appropriate
the harbor on the right bank, work for the bridge construction methods such
resulting in eutrophication as cofferdams.
(visual inspection).
Surface water
Hydrologic effect from the The effect can be minimized
erection of bridge piers in the by selecting an optimum
waters of the Danube River shape through analysis using
hydrologic models, etc.

Groundwater may be used as Groundwater contamination The effect can be reduced by

Ground
drinking water in some areas by bentonite during making a settling basin, etc.
water
on the left bank. excavation work. as needed.
The Danube River is the Water contamination by The effect can be minimized
source of tap water in excavation, etc. as foundation by employing appropriate
Belgrade. The quality of work for the bridge. construction methods such
Drinking water
the intake water to water as cofferdams.
treatment plants fully meets
the standards.
There is a waste Effect of excavation The effect can be minimized
disposal site on the as foundation work; by employing appropriate
right bank. effect on soil methods and employing the
Erosion and contamination with fast greening method for the
contamination bentonite. earthwork area.
Soil erosion in
excavation and
earthwork areas.
There are no factors
which will cause
Climate Change
significant climate
change.
 Current environmental Assumed impact of Countermeasures and
Category
conditions implementation of the project mitigation of impact
While the presence of rare The bringing-in and operation Since the same breeding and
species has not been of construction machinery habitat environment continues
confirmed, the floodplain and the excavation as along the Danube River and
forest in the inundated area foundation work may have the planned road will be
outside the embankment on some effect such as loss of the constructed as an elevated
the left bank of the Bridge is a breeding and habitat structure, the effects are
paradise for birds. environment, noise, and water expected to occur only for a
Presence of rare contamination. certain period of time during
species, construction.
breeding and Note that this is not a
habitat registered area under the
environment Ramsar Convention.
While a detailed fauna and There may be some effect on
flora field survey is necessary the ecosystem due to changes
to provide confirmation, the in the breeding and habitat
inundated area is generally environment after the bridge
unspoiled and it is highly comes into service.
likely that a wide variety of
species including rare species
breed and live there.
There is no area designated
Protected areas as a natural reserve in the
planned construction site.
There is no facility or factor There will be no effect on
Health which may affect human population or health.
health.
16 households of approx. 90 It will be necessary to The effect can be minimized
Roma people live on the relocate the dwellings on the by implementing an
planned route. planned route. There are appropriate relocation plan.
(In the nearby area, there are also similar dwellings near
Residence 19 houses for about 90 Roma the road, forming a
people and a camp for community. Thus, it is
Serbian refugees from necessary to take community
Bosnia.) severance into consideration
in the relocation.
It is considered that there is
Culture &
nothing applicable in the
History
planned area.
There is a pleasure boat There may be an effect on the The effect can be minimized
harbour and a waste disposal facilities during construction by implementing an
site on the right bank. and the use of the facilities appropriate land-use plan or
Infrastructure
after completion. relocation plan and by
providing compensation as
needed.
Generation of waste material The effect can be minimized
from construction work. by securing appropriate waste
Waste disposal sites and employing
appropriate waste disposal
methods.
4. Implementation Schedule

The implementation period of this project from the detailed design to the completion of works
is planned as follows:

Detailed design and tender procedure : approx. 18 months

Construction work : approx. 37 months

Table 7 Project Implementation Schedule

D/D and Tender Procedure 1st year 2nd year 3rd year 4th
WORK ITEMS
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2

Detailed Design
Tender Prodcedure
Preparation
Temporary

Substructure
Main Bridge
(Extradosed) Superstructure
L=420m
Pavement
Substructure
Approach Bridge 1
L=640m Superstructure
Span=40m
Pavement
Substructure
Approach Bridge 2
L=560m Superstructure
Span=80m
Pavement
Substructure
Approach Bridge 3
L=670m Superstructure
Span=27.5～40m
Pavement

Approach Road Road works

L=1,015m
Pavement
5. Technological Superiority of Japanese Companies

The bridges planned under this project include an extradosed bridge with corrugated steel sheet
webs and a PC box girder bridge also with corrugated steel sheet webs. The design and
construction of this kind of bridge require highly advanced techniques/materials,
machinery/equipment and work experience.
Many extradosed bridges have been constructed in Japan and it can be safely said that Japan
leads the world in the design and construction of extradosed bridges. While the PC box girder
bridge with corrugate steel sheet webs. originated in France, Japan made it a practical design
after many technical improvements, and has long experience of designing and constructing it.
Thus, it can also be safely said that Japan leads the world in this technology, as in the case of the
extradosed bridge. Japanese companies have a good chance of participation in this project
thanks to these technologies.

(1) Japanese Technologies

(a) Extradosed Bridge
1) Comparison of Extradosed, Girder and Cable-stayed Bridges
- The extradosed bridge has a structure in which cables which are set in concrete girders are
taken out to allow greater bearing capacity of the cables.
- The stress fluctuation of the cables is smaller than that of a cable-stayed bridge.
- The structural characteristic is a cross between a girder bridge and a cable-stayed bridge.

PC Girder Bridge Extradosed Bridge Cable-stayed Bridge

Max. Span ∼ 100m 100 ∼ 200m 200m ∼

Figure 4 Comparison of Extradosed, Girder and Cable-stayed Bridges

2) Advantages of Extradosed Bridge

- It creates a beautiful scenic attraction.
- It is more economical than a cable-stayed bridge when the span is 200m or less.
- It is possible to make the span longer than a girder bridge.
- It is possible to make the bridge tower half the height of that of a cable-stayed bridge and
 easier to construct
- It is easier to make the foundations.

3) Superiority of Japanese Technology

Japan has world superiority in the field of extradosed bridges.
- The first extradosed bridge was constructed in Japan in 1995.
- Even now, most of the world’s extradosed bridges are in Japan.
- FIB (fédération internationale du béton), an international association, recognises Japan’s
standards.
- “Design and Construction Standards of Extradosed Bridge” was published in 2000 by the Japan
Prestressed Concrete Engineering Association.

Ritto Bridge Twinkle Kiso River Bridge

(b) PC Box Girder-corrugated Steel Web Bridge

1) Corrugated Steel Sheet
The corrugated steel sheet which is a wave-shaped steel sheet was developed in Japan in the
1960s. It has a higher shearing capacity than regular flat steel sheets and weaker axial stiffness,
and it elongates and contracts like an accordion (accordion effect).
 Bending Bending
Axial Axial
force force

High Shear Force Accordion Effect

Figure 5 Characteristics of corrugated steel sheet

2) Corrugated Steel Web Bridge

This is a PC bridge of composite structure comprised of concrete and steel in which prestressed
concrete webs are replaced with corrugated steel webs. In Japan, many bridges of this type have
been employed for expressways in recent years.

PC Bridge Corrugated Steel Sheet Web Bridge

* The red portions are webs.

Figure 6 Characteristics of corrugated steel web bridge

3) Advantages of Corrugated Steel Web Bridge

The corrugated steel web bridge has advantages over the PC bridge in terms of longer span,
reduced construction cost, easier erection and improved earthquake resistance.
・ Weight Reduction of Superstructure
The weight of the superstructure is reduced by about 20% by using light-weight corrugated
steel sheets for the webs.
・ Rationalization
It is possible to employ more efficient prestressing due to the accordion effect of the
corrugated steel sheets. It has stronger shearing capacity and is rational.
・ Elimination of Web Concrete Work
Web concrete work is eliminated and it is possible to rationalize execution and reduce the
construction period.

Upper concrete floor

Corrugated steel sheet web

Lower concrete floor

Corrugated steel sheet web
Outer cable

Inner cable

Figure 7 Structure of corrugated steel web

4) Superiority of Japanese Technology and Construction Record

Japan has advanced technology regarding corrugated steel web bridges.
Employment of corrugated steel webs for extradosed bridges is a unique Japanese technology.
・ Corrugated Steel Web Bridge
A corrugated steel web bridge was built in France for the first time in 1986. Japan put it to
practical use after many technical improvements. Japan has constructed around 100
corrugated steel web bridges so far, having the advanced technology. In recent years, these
rational bridges have also been constructed in Germany and Korea, indicating that they are
spreading to other countries.
・ Application of Corrugated Steel Webs to Long-span Bridges
Increasing use is being made of corrugated steel sheet webs in long-span bridges such as
cable-stayed and extradosed bridges, due to the light weight of the superstructure.
In 2004, Japan employed corrugated steel webs for an extradosed bridge, the “Himiyume
Great Bridge,” for the first time in the world. The use of corrugated steel sheet webs in
long-span bridges is technology that originated in Japan.

Himeyume Great
Hontani Bridge
Bridge
6. Map of the specific project implementation points in Serbia
Republic of Serbia
Corridor 10b
E75

E70
E70

Belgrade City
Corridor 10
E763
E75

Corridor 10c

E80 E80

Belgrade City Map

(Project Site Map)

E75
（in service）

E70
（in service）
Pancevo Port
Danube River

Pancevo Bridge Project Site

Belgrade Port
E70
Belgrade International Airport
(in service)

Belgrade Central Station

Sava River

Freight Railway Junction

E75
（in service）