Study on Economic Partnership Projects. in Developing Countries in FY2007. Study on the Danube Crossing Bridge in BELGRADE CITY.

Transcription

1 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.

2 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

3 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 (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 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.

4 North Tangent (NT) Highway E75 (in-service) 5 Highway E70 (in-service) 7a 6a Highway E70 (in-service) New Belgrade Port (Planned) 4a International Airport 9 Inner Semi-Ring Road (ITRR) 8 Outer Trunk Tangent (SMT) 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 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

5 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 This preliminary design will also include the plan and longitudinal profile for the roughly 3.3 km-long section at the starting point. Junction Junction point Access point Access point Access point Junction i t Highway E70 (in service) Access point 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

6 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 (CO 2 ) 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.

7 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 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.

8 Table 1 Progress schedule until the start of construction in the SMT project ID Task Name 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 8-1 Danube Crossing Bridge Construction 8-2 SMT Road Tender and Agreement / Construction 8-3 Visnjicka Street Tender and Agreement / Construction J F M A M J J A S O N D J F M A M J J A S O N D J F M A M J J A S O N D J F M A M J J A S O N D J F M A M J J A S O N D Remarks Completion Year Year 2013 Year 2013

9 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 billion or approx. US$ 276 million)

10 Table 2 Estimated Project Costs Works costs Other Costs Item (Thousand EUR) Japanese (Thousand ) Dollars (Thousand US$) Remarks Construction Costs 140,381 22,983, ,953 Consulting Fee 11,230 1,839,000 15,276 Contingency 13,645 2,234,000 18,561 Subtotal 165,256 27,056, ,790 Land Compensation 4, ,000 5,892 Costs Project Administration 7,019 1,149,000 9,548 (1) 5% Costs Value Added Tax (VAT) 24,675 4,040,000 33,566 Tax rate: 18% Import Tax 1, ,000 2,693 Tax rate: 10% Subtotal 38,005 6,222,000 51,697 Total 203,261 33,278, ,487 1 = US$ 1 = 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 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 Vaiations -30% -20% -10% Cost Variations Base +10% +20% +30% -30% % % Base % % %

11 (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.

12 (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 Plan 1 winter. 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

13 Bridge type Evaluation Through arch bridge Economy: 1.24 Structure: Many past examples and Plan 3 no problem 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 Plan 6 no problem Construction: No problem Maintenance: Superior to other plans Landscape: Superior as a landmark

14 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) kg/day (96) (4% improvement) 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.

15 Table 6 Current environmental conditions of the project site and environmental impact of the implementation of this project Category Air quality Surface water Current environmental Assumed impact of conditions implementation of the project There is no large-scale Pollution caused by emissions source of air pollution in the from construction equipment surrounding area. There during construction work and 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 Belgrade stays in and around the harbor on the right bank, resulting in eutrophication (visual inspection). Water contamination by excavation, etc. as foundation work for the bridge Hydrologic effect from the erection of bridge piers in the waters of the Danube River Countermeasures and mitigation of impact The effect will be small because there is no densely built-up area. The effect can be minimized by employing appropriate construction methods such as cofferdams. The effect can be minimized by selecting an optimum shape through analysis using hydrologic models, etc. Ground water Drinking water Erosion and contamination Climate Change Groundwater may be used as drinking water in some areas on the left bank. The Danube River is the source of tap water in Belgrade. The quality of the intake water to water treatment plants fully meets the standards. There is a waste disposal site on the right bank. Groundwater contamination by bentonite during excavation work. Water contamination by excavation, etc. as foundation work for the bridge. Effect of excavation as foundation work; effect on soil contamination with bentonite. Soil erosion in excavation and earthwork areas. There are no factors which will cause significant climate change. The effect can be reduced by making a settling basin, etc. as needed. The effect can be minimized by employing appropriate construction methods such as cofferdams. The effect can be minimized by employing appropriate methods and employing the fast greening method for the earthwork area.

16 Category Presence of rare species, breeding and habitat environment Protected areas Health Residence Culture & History Infrastructure Waste Current conditions While the presence of rare species has not been confirmed, the floodplain forest in the inundated area outside the embankment on the left bank of the Bridge is a paradise for birds. environmental Assumed impact of Countermeasures implementation of the project mitigation of impact The bringing-in and operation of construction machinery and the excavation as foundation work may have some effect such as loss of the breeding and habitat environment, noise, and water contamination. 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 as a natural reserve in the planned construction site. There is no facility or factor There will be no effect on which may affect human population or health. health. 16 households of approx. 90 Roma people live on the planned route. (In the nearby area, there are 19 houses for about 90 Roma people and a camp for Serbian refugees from Bosnia.) It is considered that there is nothing applicable in the planned area. There is a pleasure boat harbour and a waste disposal site on the right bank. It will be necessary to relocate the dwellings on the planned route. There are also similar dwellings near the road, forming a community. Thus, it is necessary to take community severance into consideration in the relocation. There may be an effect on the facilities during construction and the use of the facilities after completion. Generation of waste material from construction work. and Since the same breeding and habitat environment continues along the Danube River and the planned road will be constructed as an elevated structure, the effects are expected to occur only for a certain period of time during construction. Note that this is not a registered area under the Ramsar Convention. The effect can be minimized by implementing an appropriate relocation plan. The effect can be minimized by implementing an appropriate land-use plan or relocation plan and by providing compensation as needed. The effect can be minimized by securing appropriate waste disposal sites and employing appropriate waste disposal methods.

17 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 WORK ITEMS D/D and Tender Procedure 1st year 2nd year 3rd year 4th Detailed Design Tender Prodcedure Preparation Temporary Main Bridge (Extradosed) L=420m Approach Bridge 1 L=640m Span=40m Approach Bridge 2 L=560m Span=80m Approach Bridge 3 L=670m Span=27.5~40m Approach Road L=1,015m Substructure Superstructure Pavement Substructure Superstructure Pavement Substructure Superstructure Pavement Substructure Superstructure Pavement Road works Pavement

18 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 m 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

19 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 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).

20 Bending Axial force Bending Axial 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 * The red portions are webs. Corrugated Steel Sheet Web Bridge 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.

21 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 Corrugated steel sheet web Outer cable Lower concrete floor 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 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. Hontani Bridge Himeyume Great Bridge

22 6. Map of the specific project implementation points in Serbia Corridor 10b E75 Republic of Serbia E70 E70 Belgrade City E763 Corridor 10 E75 Corridor 10c E80 E80 Belgrade City Map (Project Site Map) E75 (in service) Danube River E70 (in service) Pancevo Port E70 (in service) Belgrade International Airport Pancevo Bridge Belgrade Port Project Site Belgrade Central Station Sava River Freight Railway Junction E75 (in service) N