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ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
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TRAFFIC
EXECUTION
ACCIDENTAL
POLLUTION
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POLLUTION
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ATMOSPHERE
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ECONOMIC
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133
The production bases that supply construction and half-finished materials (concrete and asphalt
mixtures) for the work sites are located as close to the sources of raw material (ballast, pits) or to the
railway network as possible. A production base may include the following:
-
Raw material warehouses (aggregates, chipping, ballast, cement, lime, filer, bitumen etc.);
Asphalt mixture station;
Concrete preparation station;
U-beams production station, necessary for the construction of art works;
Stabilized ballast station;
Machine shop;
134
The areas affected by these types of works must be restored from the point of view of their stability
and landscape.
The impact of these works upon the environment, including the human one, and measures to prevent
and restrict the negative impact will be discussed in chapters 5 and 6.
4.3.
WATER
POLLUTION
SOURCES
AND
POLLUTANT
EMISSIONS
4.3.1.
CONSTRUCTION PERIOD
During the execution period of the motorway, the possible sources of water pollution may be:
Execution of works;
The earthworks determine the carrying away of some fine earth particles that may reach the surface
waters.
135
If the asphalt and concrete stations are located near a water stream, they may represent polluting
sources of the surface waters due to the rain water that washes the specific pollutants in the air or on
the soil.
Fuel reservoirs may also be a source of pollution in case they are not sealed.
The equipment and transport vehicles maintenance stations release oils, fuels and waste water.
The layouts of construction works generate waste water from the canteen and toilet spaces.
According to the assessments of the Contractor, the number of employees within each site
organizations will be of approx. 650 750.
4.3.2.
The water pollution sources are the rain waters which wash the highway motorway and the waste
waters discharged by the constructions afferent to the activity of highway operation (short-term
parking, service spaces, motorway maintenance and coordination centers).
136
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
As a consequence of the intense traffic that runs on the highway, rain waters that wash the pollutants
deposited on the motorway are polluting waters which must be purified before being drained into an
outlet or on the surrounding lands.
The types of pollutants of different chemical nature, depending on their various origin are:
waste generated by combustion of fuels: hydrocarbons, lead;
waste generated by the wear of vehicle tyres: macromolecular hydrocarbon substances, zinc,
cadmium;
metal waste caused by the corrosion of vehicles: iron, chrome, nickel, copper, cadmium and
from the electroplated guardrails: zinc;
oils and mineral greases;
waste determined by the wear of the road surfacing: solid materials.
The count was performed for a highway section with a length of 500 m, for half of the motorway.
The quantities of pollutant were calculated for the traffic forecast for the year 2020.
The concentration of polluting substances in the water: C = K/V (mg/l), where:
K quantity of pollutant washed by rain water,
V water volume containing it.
The water volume was calculated as follows:
V = S x I x (m3), where:
S the surface of the basin where water is collected from (m2),
i the height of the average count rain (mm),
drain coefficient for paved lands = 0,9.
The period of pollutant accumulation on the motorway, namely the interval between two successive
rainfalls, was considered as of 10 days, the area of the highway route being characterized by frequent
rainfalls.
Table no. 4.3. 1. Volume of water
Section
Codlea - Fagaras
Fagaras - Sighisoara
Sighisoara Targu Mures
Volume (l)
76050
70200
70200
The quantities of pollutants that are washed by rain water were assessed starting from the
recommendations of CETUR (Centre dEtudes des Transports Urbains), from 1986, being more
recent than the methodology SETRA - Protection des eaux contre la pollution dorigine routiere,
which recommends certain values, established according to some studies performed in 1977 - 1978.
137
Section
CCO
Codlea - Fagaras
41,95
20,98
Fagaras
Sighisoara
26,74
13,37
Sighisoara Targu
25,06
12,53
Mures
As we explained in chapter 2.4., the design of the works
Pb
Zn
Hydrocarbons
0,06
0,12
7,30
0,04
0,08
4,65
0,04
0,07
4,36
was done for the traffic forecast for 2020 year. If the traffic forecast for 2030 will come true, the
necessity to provide supplementary environmental protection works will be studied.
Table no. 4.3. 3. Quantities of pollutants washed by the rain water, on a 500 m long section
(Kg/500 m) 2030 year
Section
Codlea - Fagaras
Fagaras
Sighisoara
Sighisoara Targu
Mures
b) Highway fittings
Total solid
materials
CCO
Pb
Zn
Hydrocarbons
72,93
36,47
0,11
0,21
12,69
52,27
26,13
0,08
0,15
9,09
48,99
24,49
0,07
0,14
8,52
The second source of pollution consists of waste domestic and rain water coming from the
constructions afferent to the activity of highway operation: parking, toll stations, maintenance
centers.
The service spaces include: parking lots for cars, trucks and buses, fuel stations, auto-service,
restaurants, motels.
138
4.4.
SOURCES
OF
AIR
POLLUTION
AND
POLLUTANT
EMISSIONS
4.4.1.
The execution of motorway construction works represents, on the one hand, a source of dust
emissions, due to the heavy traffic, and on the other hand, the source of pollutant emissions specific
to fossil fuels combustion (distilled oil products) both inside the vehicle engines, and also of the
employed transport means. Additionally, during the works execution period we must consider the
impact upon the environment generated by the operation of asphalt mixture and concrete stations.
In this respect, for the evaluation of the impact upon the environment during highway construction
works we have analyzed separately the emissions of polluting substances released into the air by:
Linear sources, consisting of the daily road traffic from the Lay-outs of construction works to
the working sites;
Surface sources, consisting of the operation of the equipment in the area of working sites;
Point sources, consisting of Lay-outs of construction works: asphalt, concrete and stabilized
sand stations.
A) Linear sources
The emissions of polluting substances released into the air are the result of the traffic of transport of
materials, prefabs, personnel etc.
The traffic of transport means represents an important source of environmental pollution on
construction sites in the area of working sites.
The pollution characterizing vehicle traffic is assessed by:
139
and the respective distances (polluting substances: material particles on the road surface
suspended by the vehicle traffic).
We assume that the air pollution during the activities of fuel supply, maintenance and repairs of the
transport means is small and irrelevant.
The site traffic is determined by the traffic of heavy vehicles from the material discharge points
(railway station) to the production bases and from there to the working sites.
The following types of raw materials and materials will be transported within the site:
earth,
asphalt,
stabilized ballast,
ballast and sand,
aggregates for asphalt,
concrete.
B) Surface sources
The emissions of polluting substances released into the air are determined by the operation of the
equipment at working sites.
The Contractor has estimated that the following equipment will be necessary for the construction of a
50 Km long section:
Earthworks
dozers (Cat D8/D9/D10): 17 pc.;
backhoes: 3 pc:
excavators: 17 pc.;
loaders: 9 pc.;
articulated dump-trucks 35 40 t: 20 pc.;
off highway dump trucks 50 t: 10 pc.;
highway dump trucks 12 m3: 50 pc.;
hydraulic drills: 5 pc.;
hydraulic hammers: 2 pc.;
road graders: 3 pc.;
scrapers: 5 pc.;
water wagons: 3 pc.;
light plants: 33;
140
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Considering that the construction works are developed on a 40 m wide and approx. 0,5 km long strip
(for a working site), the monthly particles emissions on this sector are of 2 ha x 2,69 t / ha = 5,38 t /
month, respectively 5,38 t / 0,5 km / month, which corresponds to 269 kg / km / day.
The impact of suspended particle emissions upon the environmental factors is maximum in
unfavorable weather conditions (wind at a speed equal or smaller than 1 m/s).
Suspended particles generated by the activity of the equipment join those generated by the transport
means, on the sections where either activity is developed.
By cumulative effects on these areas, the concentrations may reach values above the maximum
accepted values under the above mentioned weather conditions, however for short intervals.
142
C) Point sources
The Production Bases are considered to be the point sources of air pollution during the highway
execution works. Basically, production bases will include: asphalt stations, concrete stations and
aggregate crushing stations.
Operation of the Asphalt Station
The quantities of asphalt mixtures to be placed depend on the solution to be adopted for the
superstructure.
143
144
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
PRE-DOSING OF
AIR:
CO, CO2,
NOx,
SO2,
powders
Bitume
n
AGGREGATES
CLU
MELTING OF BITUMEN
SOIL:
CLU
bitumen
DRYING OF
AGGREGATES
SOIL:
CLU
AIR:
CO, CO2,
NOx,
SO2,
powders
Filler
Melted bitumen
MIXING
SOIL:
Asphalt
mixture
LOADING
OF BIN WITH
MIXTURE
TRANSPORT OF
ASPHALT MIXTURE
TO WORK LOCATIONS
Figure no. 4.4. 1 Sources of pollution specific to the production process of the asphalt mixture
145
For the evaluation of polluting emissions generated by the production activity we assumed that the
Asphalt Stations will be fitted with filters.
According to the methodology AP - 42 , the emission factors and the mass flows of polluting
substances have the values in table no. 4.4. - 3.
Table no. 4.4.- 3 Flows of polluting substances for the asphalt mixture station
Flows of polluting substances (kg)
Nature of the pollutant
Hourly
Daily
(k g/ 270 t/ h)
(kg / 1620 t / day)
CO
54
324
NOx
16,2
97,2
COV
1,107
6,642
SO2
13,068
78,405
CH4
1
6
Total Particles (allowing filtering +
5,67
34,02
condensation)
In case of the asphalt mixture station, the particle emissions released on the burnt gas chimney are
concentrated emissions. In order to meet the Romanian regulations for emissions (CMA - 50
mg/Nmc), the asphalt station must be fitted with filters of textile bags. The observance of the
146
147
E k 0,0016
2,2
1, 3
1, 4
(kg/t),
where:
E = emission factor
K = multiplication factor for the dimensions of the particles, k = 0,74 for d < 30 m
U = wind speed (m/s), we selected U = 6,7 m/s
M = moisture content (%), we selected m = 0,25
The maximum quantities of dust emissions from the aggregate storage paddocks are generated under
conditions of dry and windy weather.
E 0,74 * 0,0016 *
1, 3
6,7
2,2
0,25
1, 4
= 0,093 kg/t
148
4.4.2. AIR
OPERATION PERIOD
The main source of air pollution during the motorway operational period is generated by the fuel
combustion inside the vehicle engines. As a consequence of this process, a series of toxic substances
are released into the air. The main pollutants from the combustion gas are: carbon oxides (CO and
CO2), azote oxides (NOx), sulphur oxides (SOx in case of diesel vehicles), non-burnt
hydrocarbons, lead and lead compounds (due to the gasoline additives), as well as aerosols (smoke
due to incomplete burning of diesel).
The nature and level of the emissions of polluting substances released into the air by a vehicle
depend on a series of factors among which we mention: fuel characteristics, physical properties of
the fuel mixture, the operation regime and the level of controls, the constructive parts of the engine,
the fuel supply system particularities. Some pollutants are specific to the type of fuel: lead (for
gasoline) and sulphur dioxide (for diesel).
For the evaluation of the emissions specific to the road traffic, we have employed the methodology
COPERT III, which sets the emission factors (g /Km) for vehicles. The estimations were made for a
traffic flow corresponding to the year 2030.
The methodology considers the type of vehicles (cars, trucks, motorcycles, tractors, etc.), type of fuel
(gasoline, gas or liquid gas), traffic speed, traffic characteristics, technical status of vehicles
(progressive improvements of the engines). Concerning the estimate premises, we make the
following specifications:
We assumed that all the heavy vehicles run on diesel, and the light ones on gasoline;
The count was performed separately for heavy and light vehicles,
For the evaluation of the emissions of polluting substances generated by road traffic, we
employed a distribution of the car stock corresponding to 2010 (since for 2030 there is no data
149
MP (g/s)
0,250
1,393
0,436
0,121
NOx (g/s)
7,169
39,343
12,099
3,347
SO2 (g/s)
0,977
5,422
1,808
0,500
Pb (g/s) CO (g/s)
0,022
23,773
0,124 134,340
0,033
36,835
0,009
10,188
COV (g/s)
3,242
18,297
5,068
1,402
Table no. 4.4.- 7 - Emissions of polluting substances (g/s) year 2030, DN 1 - alternative with
motorway
Section
Codlea
Codlea - Persani
Persani - Mandra
MP (g/s)
0,023
0,128
0,032
Pb (g/s)
0,002
0,009
0,002
CO (g/s)
COV (g/s)
1,832
0,253
10,006
1,382
2,655
0,365
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Pb (g/s)
CO (g/s)
COV (g/s)
0,009
9,844
1,356
151
MP (g/s)
0,063
0,144
0,163
0,060
0,014
0,021
0,012
0,045
0,184
NOx (g/s)
1,657
3,843
4,339
1,070
0,359
0,518
0,289
1,101
4,472
SO2 (g/s)
0,344
0,761
0,894
0,168
0,036
0,052
0,029
0,115
0,496
Pb
(g/s)
0,001
0,002
0,003
0,001
0,002
0,002
0,001
0,004
0,017
CO (g/s)
1,498
3,338
3,777
1,838
1,685
2,431
1,360
4,811
18,199
COV (g/s)
0,259
0,566
0,658
0,352
0,225
0,325
0,182
0,665
2,543
During the period of motorway execution works, the soil pollution sources are of three types, similar
to the pollution of air:
Linear sources, represented by the traffic of heavy vehicles and equipment that runs from the
production bases to the working sites. The emissions of polluting substances released into the air by
152
4.5.2. SOURCES
During the operational period of the motorway, the soil pollution sources are:
The polluting emissions resulted as a consequence of road traffic. The main pollutants
released by means of exhaust gas of the vehicles are: carbon monoxide (CO), azote oxides (NOx),
paraffin and aromatic hydrocarbons (Hc), sulphur oxides (SO, SO 2), particles (smoke), lead and its
compounds. These pollutants have both singular, and also synergist effect. Under certain climate
153
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
conditions these pollutants can be transferred into the other environment factors (surface and
underground water, soil, vegetation, fauna);
Rain water which washes the pollutants settled on the highway platform. The pollutants can
reach the soil, and by percolation enter the underground water layer, modifying the characteristics of
the water bed;
Solid waste and/or the waste water coming from the service spaces;
Accidental pollution caused by the occurrence of car crushes, generating losses of toxic
substances, oil products, etc;
Season pollution, occurring for a limited time duration (approx. 4 months - winter), however,
it may have a longer term influence. The salts used for defrost (in solid condition (NaCl, CaCl 2) or as
a solution) represent a direct or indirect soil polluting source.
The impact of these sources upon the environment, including the human one, and the measures of
prevention and limiting the negative impact will be discussed in chapters 5 and 6.
The flora and fauna pollution sources specific to the motorway construction period are:
emissions of pollutants and noise generated by the site traffic: heavy vehicles transporting
earth for earthworks, asphalt, ballast, fuels, concrete, prefabs, workers to the work locations, etc;
emissions of pollutants and noise generated by the activity of the construction equipment in
the area of working sites: bulldozers, loaders, rammers, distributors, etc;
emissions pollutants and noise generated by the activity developed within the lay-outs of
construction works: asphalt stations, concrete stations, manipulation of construction materials, etc.
4.6.2. FLORA
AND
FAUNA
POLLUTION
SOURCES
AND
EMISSIONS
OF
The road traffic represents the pollution source acting directly upon the flora and fauna in the area.
The flora may be influenced by the emissions of polluting substances that may settle on plants or
may enter their body by settling on the soil and percolating together with the rain water.
On the other hand, the motorway may represent a physical barrier for the fauna, changing its habitat.
The fauna may also by influenced by the noise generated by the road traffic or by the lights at night.
154
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
AND
VIBRATING
POLLUTION
SOURCES
DURING
THE
CONSTRUCTION PERIOD
Lw 115 dB(A);
Wolla loaders
Lw 112 dB(A);
excavators
Lw 117 dB(A);
auto-graders
Lw 112 dB(A);
rammers
Lw 105 dB(A);
road finisher
Lw 115 dB(A);
dumper
Lw 107 dB(A).
Besides the acoustic impact, the construction equipment, characterized by large own weights, due to
their traveling and to the activity developed at the work locations, are sources of vibrations.
The second noise and vibration source on site is the traffic of transport means.
155
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
For the transport of materials (earth, ballast, prefabs, concrete, asphalt, etc.) we suppose that heavy
vehicle are to be used, with a load between few tons and over 40 tons. For the assessment of
emissions, we have considered an average of 16 t for heavy vehicles.
The evolution of the acoustic level depends on the evolution of works and the relocation of working
sites.
The localities crossed by the heavy traffic afferent to the Lay-out of the construction works are
influenced by noise and vibrations. At this moment, we do not now the number and position of Layouts of construction works, which is to be established by the contractor.
From the expert literature and the observations carried out on site in time, we may say that, when the
site dumpers cross a locality, the equivalent acoustic levels that may be reached, for the reference
periods of 24 h, are over 50 dB(A), if the number of passages exceeds 20. The equivalent acoustic
levels are of 60 - 62 dB(A) in case of more than 100 of passages, and over 65 dB(A) in case of
approx. 200 passages. It is obvious that the average site traffic cannot be directed through localities.
The third noise source is the operation of the installations and equipment within the Production
Bases.
The location of the Production Bases is to be chosen by the contractor. It is likely that they are
located nearby railway stations.
In case of the asphalt mixture preparation station, the acoustic levels are generated mostly by
operation:
Burners,
Compressors,
Ventilators,
Electric generator,
Engines.
The fourth source of noise consists of the operation of service equipment afferent to the sorting
coarse crushing station:
Machines of aggregate operation: dragline, loaders, bulldozers,
Machines of the sorting washing coarse crushing installation,
Transport means, dumpers.
156
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
An important aspect of the works impact upon the human environment consists of the evolution of
the noise level in the areas crossed by the highway.
Bellow, we will present an estimation of the noise level along the highway route.
For the assessment of the equivalent sound level (Leq) stage 2020, we used the count methodology
according to The Acoustic Guide of Ground Transport - CETUR (Centre dEtudes des Transports
Urbains), Departament Environnement et Nuisances for the open field, which was affected by the
reduction coefficients due to the soil effect, distance between the source and receiver and to height.
The methodology considered:
the intensity of hourly traffic (no. of light vehicles, respectively heavy vehicles / h);
factor of acoustic equivalence between heavy and light vehicles, depending on the highway
slope. The noise produced by light vehicles is less influenced by the road slope. However,
the acoustic power released by the heavy vehicles is very much influenced by the slope;
distance of the receiver from the edge of the carriageway (m);
traffic speed (Km / h) we considered the speed separately on characteristic sections;
width of the roadway (m).
For the noise evaluations, we considered the traffic values of 2020, presented in chapter no. 2.4. The
counts were performed for the average traffic values (the average hour per day) on specific highway
sections. Figures no. 4.7. 1, 4.7. 2 and 4.7. - 3 and Appendix no. 8 present the average daily
values of the acoustic level at different distances from the motorway (the edge of the platform - 450
m).
157
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
158
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Fig. 4.7.-3 Sighisoara Targu Mures Section - The equivalent acoustic level
According to STAS 10009-88, the motorway Bucuresti Brasov is considered as a main road, the
equivalent noise level being Lech = 75 - 85 dB. As we may notice, the noise level generated by the
traffic running on the motorway, counted at the edge of the motorway territory observes the
acceptable limits.
However, the maximum acceptable limit at a distance of 2 m from the building facades, respectively
50 dB(A), is reached at a distance of approx. 450 m from the highway.
Also, we estimated the sound level in certain points where the highway traffic overlaps other existing
sources, nearby some inhabited areas.
For the count of the acoustic level along the motorway route, we have considered the following:
vulnerable areas nearby buildings;
areas where the sound level generated by the motorway traffic is added to the sound level of
the railway, and also to the sound level generated by the traffic developed on other roads it
intersects or passes by at small distances.
Along the motorway, the route runs parallel and at small distances or intersects national roads DN 1
and DN 14 and the railway 200 Bucuresti Brasov and CF 300 Bucuresti - Oradea.
For the evaluation of the cumulated noise level, we have considered the following specific sections
(table no. 4.7.- 1):
159
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Objective
Noise sources
Equivalent noise
level - cumulated
(dB (A))
have considered the noise levels additionally induced on the motorway, as well as those generated by
the already existing sources (railway, national roads). The cumulated noise level was assessed for the
houses which are the nearest to the highway.
For the railway, the evaluation was based on the number of passenger trains and cargo trains that
circulate on a period of 12 h, between 8 20h.
The maximum sound level Lmax generated by a train, was assessed according to the methodology
The Acoustic Guide for Ground Transport - CETUR (Centre dEtudes des Transports Urbains),
Departament Environnement et Nuisances
The methodology considers the following elements:
The reference sound level generated by a certain type of train circulating at a speed v 0
(dB(A));
Multiplication coefficient depending on the train length;
distance between receiver and the railway axis (m);
train speed (Km/h);
exposure time (s).
In order to determine the equivalent sound level generated by the railway traffic between 8 20 h,
we have used the passenger train and cargo trains flow according to the analyzed period of time.
160
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
The equivalent sound level was obtained by cumulating the sound level of passenger trains sound
level of cargo trains
The motorway construction will have a benefic influence upon human dwellings along national roads
DN 1 and DN 13, by attracting one part of the traffic that runs currently through the respective
localities.
In order to evaluate the reduction of the noise level inside localities, on the two arteries, the count
was performed for the two versions, namely with and without motorway, for the prognosis for 2030,
using the count methodology according to The Acoustic Guide for Ground Transport - CETUR
(Centre dEtudes des Transports Urbains), Departament Environnement et Nuisances for U
streets, namely those that are bordered on both sides by buildings.
The methodology considered the following elements:
intensity of hourly traffic (no. of light vehicles, respectively heavy vehicles/ h);
acoustic equivalence factor between heavy and light vehicles, depending on the highway
slope. The noise produced by light vehicles is less influenced by the road slope. However,
the acoustic power released by heavy vehicles is very much influenced by the slope;
the height correction, depending on the height of the receiver from the road;
speed correction;
correction depending on the road slope.
Applying this methodology, we obtain the noise level for the building facade.
In our situation, we have operated the count considering the distance between buildings of 20, 25
and 30 m.
Tables no. 4.7.- 2 and 4.7. - 3 present the values of the acoustic level in stage 2020 on national
roads DN 1 and DN 13 given the two versions (with and without motorway).
Table. 4.7. - 2 Average daily values of the equivalent average acoustic level Leq (year 2020)
on DN 1 given the two versions with and without motorway
Distance
between
buildings (m)
20
Codlea
Codlea - Persani
Persani - Mandra
77,35
77,19
78,20
161
67,28
67,01
66,64
25
30
Mandra - Fagaras
Codlea
Codlea - Persani
Persani - Mandra
Mandra - Fagaras
Codlea
Codlea - Persani
Persani - Mandra
Mandra - Fagaras
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Equivalent acoustic level at the faade
of the buildings (dB(A))
Without motorway
With motorway
78,20
78,07
76,38
66,31
76,22
66,05
77,23
65,67
77,23
77,10
75,59
65,52
75,42
65,25
76,43
64,88
76,43
76,31
buildings (dB(A))
Without motorway
With motorway
79,02
79,24
70,31
71,73
162
25
30
Maerus Hoghiz
Hoghiz Rupea
Rupea Bunesti
Bunesti Vanatori
Vanatori Sighisoara
Sighisoara Balauseri
Balauseri Targu
Mures
Brasov Feldioara
Feldioara Maerus
Maerus Hoghiz
Hoghiz Rupea
Rupea Bunesti
Bunesti Vanatori
Vanatori Sighisoara
Sighisoara Balauseri
Balauseri Targu
Mures
Brasov Feldioara
Feldioara Maerus
Maerus Hoghiz
Hoghiz Rupea
Rupea Bunesti
Bunesti Vanatori
Vanatori Sighisoara
Sighisoara Balauseri
Balauseri Targu
Mures
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Equivalent acoustic level at the facade of
buildings (dB(A))
Without motorway
79,04
78,99
78,43
78,43
78,43
78,26
With motorway
70,48
70,10
60,34
60,34
60,38
62,85
78,80
78,05
78,27
78,07
78,02
77,46
77,46
77,46
77,29
71,59
69,34
70,76
69,51
69,13
59,37
59,37
59,41
61,88
77,83
77,26
77,48
77,28
77,23
76,67
76,67
76,67
76,50
70,62
68,55
69,97
68,72
68,34
58,58
58,58
58,62
61,09
77,04
69,83
163
164
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
165
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
According to the European Waste Catalogue - CED the main waste generated by road construction
activities, except for insulating materials, do not meet the requirements for the dangerous waste
category.
The category of municipal waste and the waste that can be reintegrated into trade, industry etc
includes as dangerous waste the paints, inks, adhesives and resins, solvents, fluorescent tubes and
other waste containing mercury. All these illuminating substances and objects will be used on site, in
167
4.9.2. MANAGEMENT
OPERATION PERIOD
During the operation period, toxic and dangerous substances may be generated only as a
consequence of car accidents involving vehicles that transport such substances.
The transportation of toxic and dangerous substances is regulated and must be observed by the
transporters.
168
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
5. ENVIRONMENTAL IMPACT
5.1. THE IMPACT ON THE WATERS
5.1.1. THE IMPACT ON THE WATERS DURING CONSTRUCTION WORKS
Works Execution
The earthworks determine the entrainment of fine particulates of earth that may get into the surface
waters. The deposits of solid particulates in water courses modify the granulometry of the riverbed
bottom and may affect the water flora and fauna.
The handling and placement of the construction materials (concrete, bitumen, aggregates etc)
determine emissions specific to every type of material and construction operations. In case that the
works are carried out in the vicinity of the water courses, all these represent sources of direct
pollution of waters. Also, rainfall washing the site platform can entrain deposits and thus, indirectly,
they reach the water courses, and the ground water table as well.
Improper handling, near water courses, of vehicles transporting various types of materials or
machinery represents potential sources of pollution as a result of accidental discharges of materials,
fuels and oils.
Site Traffic
Heavy traffic, specific top site activities, produce different emissions of pollutant substances into the
atmosphere resulted from fuel combustion in car engines (NO x, CO, SOx, COV, suspension
particulates, etc). On the other hand, some of the heavy traffic is a source of sedimentary particulates
as they entrain dust particulates from unpaved roads. Also, during the execution works, there are also
particulates resulting from the friction of the rolling tracks and the wearing of the tires. The
atmosphere is washed by the rain, so that air pollutants are transferred to the other environmental
factors (surface and ground waters, the soil etc).
Site organizations
If the asphalt and concrete stations are located in the vicinity of a water course, they may constitute
sources of pollution by washing specific pollutants from the atmosphere or from the soil by
rainwater. Special care should also be given to the areas where the level of the water table is raised,
as here is the place where pollution could take place due to losses of fuel or bitumen.
Fuel reservoirs may constitute a source of pollution if they are not tight.
From the maintenance stations for transporting equipment and machines there could result oils, fuels
and waste waters from machine washing.
169
Total solid
matters
CCO
Pb
Zn
Hydrocarbons
Codlea - Fagaras
551,64
275,82
0,83
1,59
95,98
Fagaras
380,89
190,44
0,57
1,10
66,27
Sighisoara
Sighisoara Targu
356,94
178,47
0,54
1,03
62,11
Mures
Water changed with pollutants washed from the motorway are collected in ditches and then
discharged into a water course or from the surrounding lands.
NTPA 001 / 2002 Technical norms regarding the collection, purification and discharge of urban
waste water states limit values for pollutant charges in waste waters disposed in natural receivers:
MTS: 60 mg/l,
CCO: 125 mg/l,
Pb:
0,2 mg/l,
Zn:
1,0 mg/l,
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Pb: 2 mg/l,
Zn: 2 mg/l.
For reducing the pollutants concentrations it is recommended to build settling tanks, followed by oil
separators (see chapter 6.5.). In settling tanks a coarse decantation takes place. In the oil separators,
greases are separated through flotation (substances lighter than water), but some of the colloidal
suspensions will sediment too.
When the cleaned water are discharged onto the terrain, dispersion tanks will be provided in order to
avoid the erosion of the soil.
Settling tank
Oil separator
171
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
A n ro ca m e n t
S e p a ra to r d e g r a s im i
A n ro c a m e n t b e to n a t
Dispersion tank
The efficiency of these constructions is thought to be approximately 90% for retention of
suspensions, lead, zinc and hydrocarbons and approximately 60% for retention of organic matters
(CCO).
e = (ci ce) x 100 / ci,
ci = pollutant concentration in influent
ce= pollutant concentration in effluent
Applying these efficiencies at the concentration values, the values of the polluting concentrations in
the purified water are:
Table no. 5.1.2. 2. Concentrations of pollutants in purified water 2020 year
Section
Codlea - Fagaras
Fagaras
Sighisoara
Sighisoara Targu
Mures
Total solid
matters
CCO
Pb
Zn
Hydrocarbons
55,16
110,33
0,08
0,16
0,57
38,09
76,18
0,06
0,11
0,39
35,69
71,39
0,05
0,10
0,37
It has been noted that after purification, the pollutant concentrations are below the limits set by the
above mentioned normative.
As we explained in chapter 2.4., the design of the works provided for the environmental protection
was done for the traffic forecast for 2020 year. If the traffic forecast for 2030 will come true, the
necessity to provide supplementary environmental protection works will be studied.
We present the values of the concentrations of the polluting substances in the pluvial water and in the
purified water for 2030 traffic forecast.
172
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Table no. 5.1.2. 3. Concentrations of pollutants in rainwater washing the motorway platform
(mg/l) 2030 year
Section
Codlea - Fagaras
Fagaras
Sighisoara
Sighisoara Targu
Mures
Total solid
matters
CCO
Pb
Zn
Hydrocarbons
958,97
479,49
1,44
2,76
166,86
618,52
309,26
0,93
1,78
107,62
628,07
314,03
0,94
1,81
109,28
Total solid
matters
CCO
Pb
Zn
Hydrocarbons
95,90
191,79
0,14
0,28
33,37
61,85
123,70
0,09
0,18
21,52
62,81
125,61
0,09
0,18
21,86
173
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
5.2.2. THE
Air pollution in case of road traffic is a result of fuel combustion inside engines, on one hand, and the
result of wear by friction of contact surfaces materials, on the other hand.
This type of pollution is a result of:
releasing combustion products into the air,
producing different kinds of powders resulting from the wear of the rolling track and tyres,
brake and clutch devices and other body units.
174
175
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
height of the linear source oriented in winds direction, is given by the formula:
2
2
Ql
1
(z
H)
(z
H)
exp
C(x, z)
exp
2
2
2 u(sin ) z
2 z
2 z
where:
u = wind speed
= the angle between the linear source and the direction of the wind
H= the emission height
The yearly average concentration is calculated using a function of weather conditions scattering
triplets (the direction of the wind, wind speed and stability class) motorway section, therefore, there
were used triplets associated to the regions Brasov and Targu Mures. This way, as the mathematical
patterning includes the use of a statistical function of the weather conditions specific to the region,
the results obtained have a good statistical validity, containing data associated to all possible weather
conditions.
Required data to be entered in the pattern are as follows:
Emission rate per each road section, for each pollutant,
A map containing the configuration of the motorway,
The characteristics of the region (urban/ rural),
176
NOX
PM 10
COV
SO2
Pb
< 50 m
130
85
2,2
11
11
0,15
50 100 m
100
65
1,7
8,5
8,5
0,115
100 250 m
70
45
1,2
0,08
250 500 m
40
25
0,7
3,5
3,5
0,045
> 500 m
10
0,2
0,01
40*/30**
40*
20**
0,5*
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Table No. 5.2-2. Results of dispersion calculations for Fagaras Sighisoara section
Distance to
motorway axis
< 50 m
50 100 m
100 250 m
250 500 m
> 500 m
Limit values acc. to
Ord. nr. 592/2002
CO
150
115
80
45
10
-
Pb
0,13
0,1
0,07
0,04
0,01
0,5*
Analyzing the results presented in table no. 5.2-2 and the corresponding dispersion maps, it was
found that the pollution levels at different distances to the main axis of Fagaras Sighisoara section,
for the analyzed pollutants are within the limits stated in Order no. 592/2002, without exceeding the
limit values. NOx is the exception, the value exceeds maximum allowable concentration at distances
less than 100 m from the axle of the motorway. Until this distance, there is one building (livestock
farm), no houses.
For 2020 traffic forecast emissions, the NOx concentration does not exceed the limit value for
peoples health protection, but it exceeds the limit value for the protection of ecosystems, until 100 m
distance.
Table no. 5.2-3. Results of dispersion calculations for Sighisoara Targu Mures section
Yearly average concentration (g/m3)
Distance to
motorway axis
CO
NOX
PM 10
COV
SO2
Pb
< 50 m
85
45
1,1
5,7
5,3
0,085
50 100 m
65
35
0,85
4,4
4,1
0,065
100 250 m
45
25
0,6
3,1
2,9
0,045
250 500 m
25
15
0,35
1,8
1,7
0,025
> 500 m
0,1
0,5
0,5
0,005
40*/30**
40*
20**
0,5*
Analyzing the results presented in table no.. 5.2-3 and the corresponding dispersion maps, it was
found that the pollution levels at different distances to the main axis of Sighisoara Targu Mures
section, for the analyzed pollutants are within the limits stated in Order no. 592/2002, without
exceeding the limit values. NOx is the exception; the value exceeds maximum allowable
concentration at distances less than 50 m from the axle of the motorway (limit value for peoples
health protection) and until 100 m (limit value for the protection of ecosystems). Until these
distances, there are 7, respectively 12 objectives (dyke maintenance construction, courtyards, court
of the railway block station), but no houses.
For 2020 traffic forecast emissions, the NOx concentration does not exceed the limit values.
The assessment was carried out for maximum traffic values, in 2030, but for a configuration of the
car fleet in the year 2010, as there are no data available for 2030. In these conditions, the pollutant
178
A significant positive impact is represented by the reduction in pollutant emissions resulting from
road traffic taking place on the national roads. This is a consequence of the decreasing traffic on
these roads.
Subchapter no. 4.4. presents a comparison of the emission values in the variants with operational and
non-operational motorway.
This way, polluting substances emissions will decrease as follows:
-
DN 1:
- Material particles (PM): ~90% Codlea Mandra and ~2,8% Mandra Fagaras;
- NOx: ~90 92% Codlea Mandra and ~2,8% Mandra Fagaras;
- SO2: ~90 92% Codlea Mandra and ~2% Mandra Fagaras;
- Pb: ~92% Codlea Mandra and ~3,35% Mandra Fagaras;
- CO: ~92% Codlea Mandra and ~3,4% Mandra Fagaras;
- COV: ~92% Codlea Mandra and ~3,3% Mandra Fagaras.
DN 13 between Brasov and Targu Mures:
- Material particles (PM): ~78 97%;
- NOx: ~77 97%;
- SO2: ~78 97%;
- Pb: ~76 - 97%;
- CO: ~76 - 97%;
- COV: ~76 - 97%.
WORKS
The main impact on the soil during the construction of the motorway is represented by the temporary
occupation of the land for: site organizations, temporary roads, platforms, supply and production
bases, site organization, waste dumps. The ecologic reconstruction of the area after the completion of
the works represents a compulsory measure.
During the execution of the motorway large areas of land will be taken for the location of the
production bases and the site organizations. The number, the location and the areas taken by the
179
Distance to the
motorway route
(Km)
Approximate
kilometer position
along the motorway
Ghimbav
Vladeni
18
Hoghiz / Valea
Bogatii
30
40
Fagaras (Sud)
20
40
Exploited material
Estimated
area (ha)
Sand
and
gravel
70
(Pleistocene deposit)
Sand
and
gravel
12
(Pleistocene deposit)
Basalt
1,5
Sand
and
gravel
> 25
(Pleistocene deposit)
Sand and gravel
> 12
Andesite
Sand and gravel
> 12
Sand and gravel
> 16
the necessary quantity of aggregates is approximately
9,920,000 tones for the construction of the Brasov Targu Mures section.
The constructor has also conducted an estimation of the necessary areas to be occupied for the
location of the crushing, asphalt and concrete stations:
Table no. 5.3.-2 Areas necessary for the location of crushing, asphalt and concrete stations
180
181
5.4.1. THE
IMPACT
ON
THE
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
FLORA
AND
THE
FAUNA
DURING
THE
CONSTRUCTION WORKS
The site, on the whole, has a negative complex impact on the vegetation. The temporary occupation
of lands, the possible pollution of the soil, the waste dumps etc, all these have a negative effect on
the vegetation in the sense of reducing vegetal areas and sometimes the loss of the initial qualities.
Given the rather great length of the motorway, it is estimated that one of the most important impacts
will be the occupation of land areas, which at present have other uses.
The estimation of the types of areas to be occupied was shown in subchapter 5.3.1 and is presented
in detail, for each locality, in Appendix no. 3. In such conditions, in certain areas, the construction
works will require land clearing and tree cutting. There are also areas where the motorway
construction will need clearing works for reduced forest areas.
If form a chemical point of view, air pollution will not be harmful for the vegetation, suspended
particulates pollution (dust) however might have negative effects. These are manifest mainly in the
droughty periods, lacking rainfall and on limited areas. Dust is deposited on leaves and reduces the
intensity pf the photosynthesis, respiration and transpiration processes. Plants do not develop in a
normal way, and the outputs are reduced. The effect on the forests is less visible. However, the high
concentrations of dust in the air are showing for limited periods of time.
The international norms elaborated by the International Union of the Organisations for Forest
Research (Uniunea Internationala a Organizatiilor pentru Cercetarea Padurilor) recommend the
following concentrations as guiding values for the protection of the plants:
SO2
- yearly average:
- average per 30 minutes: 150 g/m3 of air to maintain the entire output,
25 g/m3 of air to maintain the entire output and to protect the
environment.
NOx
- tentative value for protection for an interval of 4 hours: 95 g/m3 of air.
183
5.4.2. THE IMPACT ON THE FLORA AND THE FAUNA DURING OPERATION
Road traffic represents a source of pollution acting differently on the flora and the fauna in the area.
Flora can be affected by the emissions of pollutant substances which are deposited on the plants or
which can get into their body by depositing on the soil and infiltrating with the pluvial waters. On the
other hand, the motorway can be a physical barrier for the fauna, modifying their habitat. The fauna
can also be affected by noise or nights lights.
The main impact on the vegetation generated by the motorway construction is represented by the
reduction of the forestry fund by cutting forest. According to the information obtained from the
representatives of Brasov, Mures and Sibiu Forest Administration, in the motorway impact area there
are no regions with special protection regime of the reservation type and no rare species will be
affected.
Forest areas to be occupied are the following:
Table no. 5.4.- 1 Forest areas occupied in Brasov, Sibiu and Mures counties
No.
County
1.
BRASOV
Commune
Codlea
Dumbravita
Sinca Veche
Sercaia
Mandra
Fagaras
Soars
TOTAL
2.
SIBIU
Iacobeni
Laslea
Hoghilag
Dumbraveni
TOTAL
3.
MURES
Danes
Sighisoara
Viisoara
Bahnea
Suplac
Coroisanmartin
Craciunesti
Gheorghe Doja
Ungheni
Sinpaul
Ogra
TOTAL
184
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Commune
Forest areas (ha)
149,67
As shown in the previous chapters, the concentrations of pollutant substances in the air will be below
the maximum admissible ones, estimating that the vegetation in the vicinity of the motorway will not
be considerably affected.
By providing fencing for the motorway animals access from one side to the other will be limited,
thus disrupting their migration routes. To meet their vital needs, wild mammals use an area with
rigorous traditional boundaries which are not crosses unless under the pressure of constraints. This
vital area is not used uniformly throughout the entire year. Certain sections are frequented nearly
regularly either under the action of factors related to the biology of the species (e.g. the stags belling
place), or under the action of environmental factors (e.g. the place of hibernation at the bottom of a
dale during the snowy season).
- in forest areas: H = 2,60 m
The fragmentation of the habitat is a specific effect of the linear infrastructure on the natural and
human factors, but also the landscape. The fragmentation effect can be permanent as a separation of
the ca o habitat into smaller and isolated units. This effect is exerted on: natural habitats,
185
seasonal areas for feed and mating. Where the motorway is not provided with fencing, the field
literature The Manual regarding roads and the environment drawn up by the World Bank
emphasize the death rate of animals moving slowly which reaches up to 1/10.
186
5.5.
THE
IMPACT
ON
HUMAN
FACTOR
AND
OTHER
OBJECTIVES
5.5.1. THE
The impact of noise and vibration during the construction works will be temporary. The location of
the Production Bases must be in the extravillan of localities so that the impact on the residents should
be minimum.
Within the Production Bases, the high noise level could affect the personnel, thus requiring special
sound protection measures.
The level of the noise generated by the heavy vehicle traffic going from the Production Bases to the
working sites represent a stress factor not only for the human factor, but also for wild animals, by
disturbing their natural habitat. This is sensed particularly in the areas where the motorway route is to
cross forest areas. In such areas special protection measures must be taken.
Based on data regarding the acoustic strength of the noise sources, and the data presented by the field
literature, it is estimated that in the area of the working sites noise levels reach la 90 dB(A), for
certain time intervals.
187
5.5.2. THE
OPERATION
188
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Noise barrier
On the other hand, the motorway is to draw part of the traffic currently taking place on the national
and county roads crossing localities. A reduction in traffic will entail a decrease in the noise level in
such localities. Subchapter 4.7. presents the evolution of the noise level in the localities crossed by
two of the main national roads from which the motorway is to draw traffic. The reduction of the
noise level is considerable, reaching 10.17 dB(A) on DN 1 (Codlea Persani section) and even down
to 18.09 dB(A) on DN 13 (Rupea Vanatori).
The construction of the motorway will have a positive effect for the human factor from the following
points of view as well:
- it will ensure traffic conditions at an European level, fluency, this having direct effect on
people as it is saving time and fuel;
- it will create new hobs, mainly for residents, during the execution of the motorway, but also
after their completion and following the development of activities to take place at the edge
of the motorway (fuel filling stations and car service, restaurants, motels etc.);
- it will ensure the safety of the users by placing along the motorway a signalling and marking
system for direction and warning, in keeping with the Romanian and the international
norms.
189
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
RISK
OF PRODUCING
The risk of producing accidents or damages nearing a major impact on the environment is
determined by:
- handling of potentially polluting substances for the soil (paints, solvents, fuels);
- supply and handling of machinery and transport facilities with fuel;
- possible fuel losses in the deposits area in case that the tank walls or foundations are not
tight.
Such potential sources of accidental pollution, in case of producing ecologic accidents, will affect
limited areas and will determine local depreciation of the soil, surface waters and ground water
quality. Taking into account the location of such sources of pollution and the migration means of
pollutants, we believe that the impact on the targets (soil, surface and ground water) will not be a
significant one.
In order to prevent accidental pollution during construction works, a plan is to be drawn up for
prevention and emergency in case of accidental pollution.
5.6.2. THE
The Water
190
N (VF/day)
19038
191
Tp (t / Km /
m (yearly no. of
year)
11137230
scatterings / Km)
0,1160
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
12654
7402590
0,0771
12012
7027020
0,0731
The effects on the receiver depend on the discharged product and the nature of the receiver.
Specialty studies show that there are three categories of hazardous materials:
A Category substance determining a change in the water pH (acid or basic);
B Category substances of low toxicity, but making water improper for consumption
purposes due to the modification of the organoleptic characteristic;
C Category products of high toxicity.
The effect of accidental pollution is manifest through a quick dispersion in the environment of the
hazardous substances transported. The impact is sensed at the level of the aquifer layers, the lakes,
the ponds or the fresh waters in the area. The impact depends both on the quantity of substances
discharged reaching the receiver and its self-purifying capacity.
The effects on ground water
If the accident took place in an area where ground water is to be found in alluvial soils, the advance
time of the water is long enough to avoid the risk of distributing polluted water. Depolluting is a
difficult process, but there can be established polluted areas.
The effect of toxic or hazardous spillages on ground water depend on:
the level of the water table,
the general direction of the water flow,
filtration degree.
Along the motorway route, the levels of water table, where pollutants could accumulate most easily,
vary between 2 - 6 m in Brasov County, 1 10 m in Sibiu County and 1 7 m in Mures County.
In Brasov County, in the area of Codlea locality, the aquifer layer is currently polluted due to
discharges from industrial facilities. In such areas accidental pollution may be a supplementary
aggression factor.
192
193
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Activity/Action
Site organization management
According
to
the
constructors proposal, there will be underground water or from surface water courses, areas of historical importance - with
three site organizations along the route archeological sites and historical monuments).
It is recommended to avoid placing Site Organizations near water courses (Bradeni Lake,
of Brasov Targu Mures section,
Olt, Mures, Tarnava Mare, Tarnava Mica and Hartibaciu Rivers, as well as their tributaries
located near the locality of Persani
and valleys).
(Sinca commune, Brasov County),
The location of the site organizations and the production bases are recommended to be so as
Movile (Iacobeni commune, Sibiu
to reduce the distances traveled by the construction equipment
County) and Suplac (Mures County).
The space occupied with the site setting up will be limited to the necessary area and will be
surrounded to ensure the area security.
Ensuring the required utilities for a proper progress of works (drinking water source, places
for having lunch, sanitary facilities, containers for waste disposal).
It will be considered the auto and railway access.
The material deposits will be well delimited and protected against the spreading due to the
wind of rain.
The fuel deposits will be correspondingly arranged from the environmental protection and
PSI point of view. It is recommended the building of an over ground construction, located
in a concrete tub capable of retaining at least 50% of the storage capacity.
The depositing of the dangerous substances will be made in special places. The laquers and
194
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Proposed mitigation measures
paintings will be deposited in warehouses from the site setting up, away from fire sources.
The warehouse will have the possibility of airing. The sulphuric acid necessary to the
batteries will be deposited in glass recipients located in baskets with protection and will be
handled only by special personnel.
The selective collection of the waste of any type the organization of the spaces for the
temporary depositing, in safety conditions, of the waste up to their transport to the final
depositing ramps or to their utilization.
The selective collection of the waste of any type the organization of the spaces for the
temporary depositing, in safety conditions, of the waste up to their transport to the final
depositing ramps or to their utilization.
The site platform should be designed so that rainwater is also collected through a system of
lined ditches and drainage channels, where sedimentation is to take place before discharge,
or box culverts could be provided, wherefrom water is to enter the modular purification
station provided for domestic waters
After the execution of the works, the constructor will return the terrain to its original use,
without being degraded.
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Proposed mitigation measures
The location of the site organizations and the production bases are recommended to be so as
The Constructor estimates that the to reduce the distances traveled by the construction equipment between these and the works
execution of the works for Brasov places.
The constructor provided the location of the asphalt stations at distances of approximately
Targu Mures section is to be done as
20 25 Km. Also, with few exceptions, material sources (sand and gravel) were chosen at
follows:
small distances, of approximately 2 5 Km, from the motorway route,.
Section 1C (Km 0 Km 53, Brasov
Marking the cadastral limits of the site in order to respect the perimeter assigned to the
Fagaras): January 1, 2007 construction
December 31, 2010;
The appropriate setting-up of access roads to the working places in order to not affect the
programs of production bases with those of working site equipment. It will be also taken
into consideration the weather forecast for the respective area in order to eliminate the
possibility of the rejection of already prepared material charges as a result of its discharge,
without using it in due time.
Ensuring security of the equipment from the site.
Technological processes which produce a lot of dust, as for instance earth fills, will be
reduced during strong wind periods, or surfaces will be more intensely watered.
Site roads will permanently be maintained by leveling and water sprinkle in order to reduce
dust. As far as possible, in the case of earth transportation, routes running over filling body
196
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Proposed mitigation measures
will be provided, so as to obtain additional compaction and to restrain the dust and exhaust
discharge gas emissions areas.
At the end of a work week, cleaning of the working lines will be done, when wastes will be
2.
Material management
3.
4.
Ecological reconstruction
2.
Activity/Action
The stripping of overburden of the
vegetal soil
Temporary deposits
thickness.
The terrain occupied with the temporary deposits will also be reduced to the strictly
necessary. The locations will be established having the approval of the local authorities,
including environmental protection authorities.
197
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Proposed mitigation measures
Upon the completion of the construction works, the vegetal layer will be laid on slopes and
used for the reconstruction of the landscape in the area. In case there is excessive vegetal
soil, this could serve for the improvement of the productive characteristics of the degraded
lands in the area.
If the trees will be cut, the mitigation measures proposed by the forestry administration will
be applied (replanting of the trees in the places indicated by them or material rewards).
Activity/Action
Choosing the location
2.
should be minimum.
Protection measures will be applied, as follows: fencing for avoiding illegal storing of
198
3.
Air pollution
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Proposed mitigation measures
waste in the borrow pits, guard ditches around so as to avoid the collection of the rain water
in the borrow pit.
At the borrow pits exit, there will be installed portal-type structures which will spray water
on the earth that pass below, in order to form a crust that would prevent earths driving by
wind or by the air currents occurred during transportation.
In the case of using public roads for the transportation of earth there will be provided
manual or mechanical cleaning points of tires out of mud or other site or borrow pits
4.
Ecological reconstruction
residues.
Her are three types of borrowing pits depending on land configuration.
a) The first is intended for excavations below the 0 ground level, in which case, after the
exploitation of a certain volume of earth, the remaining area shall be filled with noncorresponding earth resulting from the earthworks; reaching finally the initial level (if there
are is not other requests on the part of the owner).
b) The second type of exploitation is intended for excavations of a ground elevation to be
evened out down to the zero level of the ground in the respective area, in which case no
fillings are required, but the vegetal layer should be re-placed on the ground.
c) The third type of exploitation of the borrow pits refers to excavations in the slope, which
require preventive measures against slips by geometrical, physical or hydrological methods.
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Proposed mitigation measures
It is recommend to avoid placing site organizations near surface waters within the
motorway route (Dumbravita Lake, Rivers Olt, Tarnava Mica, Tarnava Mare and Mures, as
well as their tributaries and valleys).
Norms shall be observed for the protection of the water supply sources of ground or surface
2.
waters.
For Site Organizations and Production Bases it is recommended to design a sewerage,
and
purification and discharge system for both domestic waters, resulting from the canteen and
pluvial
waters
from
site
organization
toilets, and for rain water washing the platform of the site organization.
Depending on the number of persons to use water for domestic purposes, a solution with
one or more septic tanks is to be adopted, which should be emptied periodically, or a onepiece purification station, which is to ensure the required degree of purification. In the latter
3.
4.
case, purified water can be discharged into an emissary or the surrounding lands.
Process waters resulted from the preparation of construction materials require a local prepurification in the settler type plants.
Waters resulted from the washing of vehicles and machinery should be collected and
purified before being discharged.
Storage of the fuels and chemical products in sealed tanks in order to avoid the accidental
loss.
The collection of used-up oils into an appropriately tank should be carried out, from where
they will be periodically removed in a special tank-truck owned by an authorized
5.
Accidental pollutions
contractor.
In order to reduce the risk to have accidental pollutions, the construction materials will be
transported in covered vehicles.
Announcement of the Olt or/and Mures Water Directorate in case of accidental water
200
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Proposed mitigation measures
pollution, as well as the water users potentially affected.
Devising, according to the legislation [84- see Appendix no. 1], of a Prevention Plan of
accidental pollution and naming a responsible with the protection of the environmental
factors from the site setting up, as well as the works site.
Showing in visible places of the intervention teams in case of accidental pollution of the
6.
waters.
When locating the structures (bridges, viaducts) one should avoid:
- Altering the water leaking dynamics by riverbed section reduction;
7.
watercourses
avoided:
- Modifying the flow speed and the water depth in pits or deposits of ballast and
construction materials on the riverbed;
8.
Activity/Action
The gathering and the purification of
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Proposed mitigation measures
In settling tanks a coarse decantation takes place.
In the oil separators, greases are separated through flotation (substances lighter than water),
but some of the colloidal suspensions will sediment too.
The dimensions of the constructions intended for the purification of the meteoric waters
have been set for the following classes of flows:
1) Q = 11.92 101 l/s, representing the flow rate of the water collected on half of the
motorway platform + the flow rate of the water collected from an embankment /fill
with heights of between 0 and 10 m;
2) Q = 101 142 l/s, representing the flow rate of the water collected on half of the
motorway platform + the flow rate of the water collected from an fill with heights of
between 11 and 20 m);
3) Q = 142 183.5 l/s, representing the flow rate of the water collected on half of the
motorway platform + the flow rate of the water collected from an embankment with
heights of between 21 and 30 m.
These flow rates represent the rate of flow collected from a 500 m long section.
- Settling tanks: are ditches lined with concrete, with a horizontal bottom, having the
following dimensions:
Type 1
- b = 0,5 m (tank width at the bottom side);
- h = 0,65 m (tank height);
- B = 1,8 m (tank width at the top side);
202
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Proposed mitigation measures
- L = 12 m (tank length).
Type 2
-
Type 3
- b = 1,0 m (tank width at the bottom side);
- h = 0,8 m (tank height);
- B = 2,6 m (tank width at the top side);
- L = 15,5 m (tank length).
Oil separators: are concrete constructions, with baffle walls, covered, of a rectangular
form. Grease flotation is carried out here, as well as the decantation of part of the
suspensions that were not retained in the settling basins.
Grease separators are to be placed after the settling basins.
The dimensions of the grease separators are the following:
Type 1
- B = 2,50 m (separator width);
- h = 2,0 m (separator height);
- L = 6,50 m (separator length).
Type 2
- B = 2,5 m (separator width);
- h = 2,0 m (separator height);
- L = 9,5 m (separator length).
Type 3
203
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Proposed mitigation measures
- B = 2,5 m (separator width);
- h = 2,0 m (separator height);
- L = 12,0 m (separator length).
- Dispersion tanks: are ditches lined with riprap or concreted riprap, wherefrom
previously purified water is discharged into the surrounding fields, thus reducing the
erosion of the soil. They are provided only when water is discharged on the surrounding
2.
fields.
It is recommended that the platforms where the services areas are to be located should be
built with slopes so that rainwater can be collected. Then, water is to be introduced into a
maintenance centers
modulated construction for purification, where it is to take place the settlement of slurries
and the separation of oil substances, as well as mineral oils washed from the parking lots,
car service facilities etc.
It is also recommended that the sewage water is collected and introduced in the modulated
facilities for water purification, where the mechanic-biological purification shall be
ensured. Treated water is to be discharged then to the drain canals in the area or to the
3.
Accidental pollution
outlet.
Announcement of the Olt or/and Mures Water Directorate in case of accidental water
pollution, as well as the water users potentially affected.
Devising, according to the legislation [84- see Appendix no. 1], of a Prevention Plan of
4.
accidental pollution.
Design and maintenance of the water leaking system so that it protects the road and the
adjacent fields. In case of humid areas, or areas close to water courses, specific works will
be executed to avoid water bogging.
Maintaining the functioning capacity of the ditches and gutters and of all the purifying
204
5.
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Proposed mitigation measures
devices of pluvial waters and domestic wastewaters.
The correct management of the wastes from the services areas and parking areas and of the
materials used for the motorway maintenance.
Activity/Action
Production bases (the working of the
concrete and asphalt mixture stations equipped with plants for the purification of released
etc)
gases and dust retention, so that the level of the concentrations should not exceed the limits
set by Order no. 592/2002 regarding the establishment of the limit values, threshold values
and the criteria and methods for assessing the content of sulphur dioxide, nitric dioxide and
nitric oxides, suspension powders, lead, benzene, carbon monoxide and ozone in the air.
In the case of asphalt mixture stations, the emissions of particulates through the exhaust gas
stack are concentrated emissions. For compliance with the Romanian regulations for
emissions Order 462/93 Technical Requirements regarding air protection. The norms for
limiting the pollutant emissions for burning plants, (CMA 50 mg/Nm 3) asphalt stations
should mandatory be provided with textile bag filters. The observance of the concentration
of particulates in emissions shall be checked periodically through measurements.
As far as the concrete stations are concerned, the highest emissions are those of cement
particulates. The provision of textile filters at silos for cement storage and the checking of
the pneumatic cement loading/unloading installation for tightness are obligatory for
205
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Proposed mitigation measures
reducing cement losses and for compliance with legal provisions for concentration of
material particulates in the air.
The thermal stations and the asphalt mixture stations should use proper fuel (natural gas or
light liquid fuel LLF with sulphur content S maximum 1 %). Burning equipment
should be properly maintained and periodically checked to ensure maximum efficiencies in
fuel burning and compliance with the acceptable limits set for the pollutant substances
2.
Materials deposits
3.
Also, measures are taken for covering the storage yards for fine aggregates.
The equipments will be periodically checked from a technical in order to increase their
performance.
Other possibility for limiting pollutant emissions resulting from machinery consists in using
machinery and trucks of a recent generation, equipped with high performance systems for
4.
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Activity/Action
The traffic along the national and
along the national and county roads from which the motorway is to draw traffic. This is to
is to draw traffic
be materialized in traffic fluency on these roads and, implicitly, will lead to a reduction in
pollutant emissions released in the air.
At present, the traffic on these roads is taking place with frequent braking and stopping.
The construction of the motorway will have a contribution in relieving traffic and
2.
3.
- Ensuring a telephonic system for the announcement of the accidents and traffic jams
Avoiding the unpleasant smells from the parking spaces are by:
- Arranging the waste depositing spaces;
- Organizing the periodical collection and the transport to ecological deposits for their
definitive storage;
- Maintaining the drainage and purification system.
207
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
2.
3.
Activity/Action
The location of the site organizations,
system for gathering of the pluvial and waste waters will be provided.
Provisional measures will be applied during the execution work.
The main consolidation works are:
- The collected waters drainage from the versant and the road embankment;
- The high slope protection against erosions and ravines;
- Works for retaining the road platform;
- The stoppage of the capillarity effect in the main part of the road;
- The improvement of the bearing capacity and the decrease of the natural ground
4.
etc.
5.
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Proposed mitigation measures
Waste resulted from fuel storage tanks generally have a low sulphur content, < 2%, and
they could be collected, packed in plastic bags and destroy through incineration.
Waste resulted from accidental losses of oil products from the concrete platform could be
collected and discharged into a grease separator. In case that the Production Base should not
have a grease separator, oil products must be collected, periodically emptied and
transported to the nearest purification station able to take over these quantities and purify
6.
them.
Domestic waters resulted from sanitary activities generally have a normal biologic charge
thus they can be disposed into the existing sewerage network within the objectives
premises and then conducted to a septic tank.
A local pre-purification decantation basin is necessary for process waters before
7.
Accidental pollution
8.
Ecological reconstruction
Activity/Action
Waste management
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
administrator who is responsible for waste management.
Sludge resulted from the purification of waste waters in service areas will be periodically
collected and transported to purification stations near by.
Sludge and separated grease in these constructions will be collected periodically and
2.
Waste waters
Activity/Action
The location of the site organizations,
210
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Proposed mitigation measures
After the completion of the motorway construction works, the contractor must take a series
of measures intended for the restoration of the affected environment. This category includes
borrowing pits that require ecologic measures. For such purpose, it is necessary to monitor
the environmental factors in the sense of observing the modifications taking place in
relation to the initial state.
Lands temporarily occupied by the site organizations or for other purposes restored to the
initial use and/or made available to the local authorities for other uses (fuel filling stations,
car repair shops, etc), with the observance of the legislation in force.
Activity/Action
Fauna protection
Grating (network) of the fence must have a mesh with such dimensions so as to prevent
animals passage and having the following characteristics:
- to ensure good visibility;
- wires should be tied or welded, with a diameter of >2.5 mm, made of
211
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Proposed mitigation measures
galvanized or corrosion proofed metal;
- the netting shall have a mesh with progressive dimensions (smaller at the
lower area and greater and the upper area) or a fine mesh (coarse mesh may be
doubled with fine mesh on the first 70 cm of netting).
- The fencing height must be chosen so as not to be able to be crossed by animals. Thus,
according to the animals specific to the region, the fencing was established to have the
following heights (see table no. 6.8.-1):
- in forest areas: H = 2,60 m
- in areas without forests: H = 1,50 m
2.. Fencing continuity must be ensured in all places and the following requirements
regarding positioning must be observed:
- fencing is fitted up close on the ground, but so as to allow rainwater runoff;
- it is recommended that the fencing is fitted up on the slope;
- the wire netting is fitted up on poles (metallic, concrete or wooden) on the
forest side.
The fences interfere with the usual migration behavior of animals, creating an obstacle in
the way of the daily journey to seek food, a partner for reproduction and seasonal
migrations.
This is why, where required to ensure the continuity of the natural space in order to
preserve wild life, it is highly necessary to complete the road facilities with culverts
(underpasses) allowing an overhead crossing of the road.
The establishing of the position of such crossings was done in keeping with SETRA
recommendations stating that culverts should be set up a distances of 2 3 Km in dense
forest areas and approximately 10-15 Km rare forest areas.
212
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Proposed mitigation measures
To this purpose, the establishment of the position of the crossings was done together with
the representatives of the Forest Administration responsible for the forests crossed.
Although there were repeated requests for information from the County Forest Departments
and the Forestry Administrations, we received some answers only partially. Codlea, Fagaras
and Sercaia Forestry Administrations offered answers in this sense.
In view of those mentioned above, 4 culverts were proposed to be set up in the following
positions: Km 22+950, Km 27+275, Km 113+700, Km 136+750.
Large animals can also use numerous viaducts provided for the crossing of valleys.
It ahs also been estimated that smaller animals can cross the motorway underneath culverts
for water drainage.
The dimensions of the crossings have been chosen in accordance with the provisions of the
documentation Passages pour la grande faune that is:
height: H = 5.50 m;
span: l = 12.0 m.
It is recommended that in the areas where culverts are provided, vegetation arrangements
be made to increase the chances of meeting the animals necessities and improving the
capacity to accept the crossings.
The planting should be done within a very short time, even during the construction of the
crossings so that they could become an attractive environment and to avoid situations when
animals, during the development period of the vegetation, permanently change the territory,
abandoning the crossing.
213
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Activity/Action
The identification of the areas
2.
archaeological research.
The representatives of Sibiu museum have also requested the presence of a specialist from
works
their behalf to monitor the progress of the construction works, to prevent the destruction of
possible vestiges.
During construction period the unloading of the historical charge will be done.
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Activity/Action
The location of the site organization,
production bases
2.
Site traffic
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Proposed mitigation measures
Site signalling shall be ensures by warning signs to urge the driver to reduce speed, in the
area of the works, and pay attention to traffic in order to avoid accidents involving roadside
residents travelling on the connection roads.
The contractor must ensure that the road is maintained clean during the execution of the
3.
works.
Special care shall be given for handling machinery in the vicinity of the inhabited areas and
objectives carrying out their activity near the road.
The execution of the works will generate significant noise levels produced by the traffic of
construction machinery, concrete vibration, the beating of piles etc. In the area of the
working sites it is necessary to take all sound protection measures for the working
4.
Ecological reconstruction
personnel.
After the dismantling of the site, the land used temporarily for the site organization or for
other purposes, will be restored to its initial use /or made available for the local authorities
for other uses (fuel filling stations, car repair shops etc), with the observance of the
legislation in effect.
6.10.2. MEASURES FOR THE PROTECTION OF THE HUMAN FACTOR DURING OPERATION
No.
1.
Activity/Action
Level of the noise
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Proposed mitigation measures
450 m measures should be adopted for the reduction of the noise level.
The estimation of the noise level was carried out for the maximum traffic forecast for the
year 2020. We recommend the implementation of the protection measure after the
commissioning of the motorway and the measurements of the noise level by means of a
sonometer.
At this phase we propose to put noise barrier in the areas presented in table no. 6.10.-1.
The height of the soundproofing panels was established depending on the receivers
position to the source (height, distance):
-
when distance between motorway and buildings is: d = 0 250 m, H noise barrier = 3,0
m;
2.
Traffic safety
when distance between motorway and buildings is: d = 250 450 m, H noise barrier =
2,50 m.
The motorway will be provided with fencing to avoid accidents produced by jaywalking
from one side of the motorway to the other. The two directions of traffic will be completely
separated by a central reserve so that ongoing traffic should not interfere.
For emergency interventions carried out by the road administrator side access ways have
been provided with gates in the fencing, and detachable parapets for the central reserve
3.
Access (severance)
every 5 Km.
The project also provides culverts to ensure peoples access with machinery and
agricultural facilities to the land parcels. For maximum efficiency, local authorities have
been requested to offer their support in stabilizing the positions where to place such
culverts. Mention should be made that only part of the Town halls have responded to such
217
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Proposed mitigation measures
appeal.
6.12. LANSCAPING
No.
Activity/Action
2.
Landscaping
Grass will be sown along the motorway, and complex landscaping arrangement will be set
up in certain areas, such as: interchanges, service areas, maintenance and coordination
bases.
General requirements for the green areas:
-
to contribute, through their presence in dull areas crossed by the motorway and,
through specific features of the vegetation used for such purposes, in creating optical
comfort for car drivers, which would lead to an increased traffic safety thus avoiding
accidents;
to act as screens against dust, exhaust gases and noise, by means of bushes planted in
groups or as hedge.
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Proposed mitigation measures
-
the period of time between foliation and defoliation should be the longest possible;
the root system should be deep and not superficial; in the safety area the species with
pivoting root resist better to the action of string winds and there is no danger of the
root extending superficially over a large area, disturbing the pavement;
to tolerate crown cutting, which are often necessary, either to obtain regular forms, or
to maintain the required height so as not to disturb eventual above-ground power,
telephone, etc. lines
the trunk of the alignment trees must be straight, with minimum heights of 2.50 m;
to avoid monotony, it is recommended not to plant the same species of trees along the
entire length of the section. Species may alternate every 1.50 2.00 km. A change in
the type of plantation can be done at intersections or where there is a change in the
traveling direction.
It is recommended to use local species, so as to ensure the organic integration of the new
vegetation by maintaining a connection with the surrounding vegetation.
In the case of the studied motorway section, it is recommended the use of species such as:
-
deciduous trees: black sycamore maple, red oak, willow, acacia tree, hag berry,
deciduous shrubs: small acacia, cornel, white thorn, mallow, forsythia, box thorn,
lilac.
The vegetation proposed for landscaping are resinous trees and shrubs that are green all
year round and deciduous species as well with falling leaves, but presenting the advantage
of a chromatic variation according to season.
219
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Proposed mitigation measures
The basic fund of the landscaping is the grass sowing. Covering embankment and fill
slopes, grass areas not only ensure the stabilization of the soils but provide the ground for
shrub vegetation. Horizontal areas within premises and parking lots are proposed to have
lawns with trees and shrubs.
220
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
h=1,50 m
Km 0+000 Km 9+700
Km 9+700 Km 10+000
Km 10+000 Km 10+500
Km 10+500 Km 11+000
Km 11+000 Km 12+000
Km 12+000Km 12+600
Km 12+600Km 22+200
Km 22+200Km 28+500
Km 28+500Km 51+900
Km 51+900Km 57+500
Km 57+500Km 63+000
Km 63+000Km 64+500
Km 64+500Km 68+500
Km 68+500Km 69+750
Km 69+750Km 85+500
Km 85+500Km 91+000
Km 91+000Km 95+300
Km 95+300Km 100+500
Km 100+500Km 103+100
Km 103+100Km 104+000
Km 104+000Km 105+250
Km 105+250Km 105+750
Km 105+750Km 110+500
Km 110+500Km 111+200
Km 111+200Km 112+250
Km 112+250Km 113+600
Km 113+600Km 116+200
Km 116+200Km 117+000
Km 117+000Km 117+900
Km 117+900Km 118+200
Km 118+200Km 120+300
Km 120+300Km 121+000
Km 121+000Km 134+000
Km 134+000Km 138+200
Km 138+200Km 157+352
TOTAL
9,7
h=2,60m
0,3
0,5
0,5
1,0
0,6
9,6
6,3
23,4
5,6
5,5
1,5
4,0
1,25
15,75
5,5
4,3
5,2
2,6
0,9
1,25
0,5
4,75
0,7
1,05
1,35
2,6
0,8
0,9
0,3
2,1
0,7
13
Section
Right
h=1,50 m
Km 0+000 Km 9+000
Km 9+000 Km 10+000
Km 10+000 Km 10+800
Km 10+800 Km 11+000
Km 11+000 Km 12+000
Km 12+000Km 12+600
Km 12+600Km 22+200
Km 22+200Km 28+500
Km 28+500Km 51+900
Km 51+900Km 57+500
Km 57+500Km 62+500
Km 62+500Km 64+500
Km 64+500Km 68+500
Km 68+500Km 71+000
Km 71+000Km 85+500
Km 85+500Km 91+000
Km 91+000Km 99+700
Km 99+700Km 100+500
Km 100+500Km 103+100
Km 103+100Km 104+000
Km 104+000Km 105+250
Km 105+250Km 105+750
Km 105+750Km 110+500
Km 110+500Km 114+400
Km 114+400Km 116+000
Km 116+000Km 117+000
Km 117+000Km 117+900
Km 117+900Km 118+200
Km 118+200Km 120+300
Km 120+300Km 121+000
Km 121+000Km 134+000
Km 134+000Km 136+800
Km 136+800Km 157+352
h=2,60m
9,0
1,0
0,8
0,2
1,0
0,6
9,6
6,3
23,4
5,6
5,0
2,0
4,0
2,5
14,5
5,5
8,7
0,8
2,6
0,9
1,25
0,5
4,75
3,9
1,6
1,0
0,9
0,3
2,1
0,7
13
2,8
20,552
4,2
19,152
121,152
36,2
122,752
34,6
It has to be mentioned that the fencing will be interrupted in the area with structure works , thus the
total length will be less than the above presented value.
The exact positions will be established at Technical Design Phase.
Table no. 6.10. 1 Noise barriers
Commune
(Village)
Distance in Kilometers
Length
(m)
Side of the
motorway
Distance from
the localities to
the motorway (m)
Codlea
Km 11+150 - Km 11+200
50 m
Total = 50m
left
230 - 250 m
Dumbravita
(Vladeni)
Km 13+970 Km 14+200
Km 14+750 Km 15+200
230 m
450 m
left
left
50 250 m
400 450 m
221
Distance in Kilometers
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Length
(m)
Side of the
motorway
Distance from
the localities to
the motorway (m)
left
left
left
left
left
left
left
left
left
left
left
200 210 m
200 m
250 275 m
100 125 m
50 80 m
90 150 m
100 180 m
50 m
90 150 m
175 225 m
120 175 m
right
180 120 m
right
360 375 m
left
left
left
left
left
left
left
120 160 m
50 m
125 150 m
175 225 m
260 275 m
310 320 m
60 235 m
Km 62+300 Km 62+600
Km 62+650 Km 62+700
Km 62+700 Km 63+000
Km 63+100 Km 63+200
Km 63+200 Km 63+250
Km 63+300 Km 63+550
Km 63+580 Km 63+650
Total = 680 m
175 m
120 m
125 m
200 m
200 m
150 m
300 m
50 m
250 m
400 m
200 m
Total = 2170 m
100 m
Total = 100 m
150 m
Total = 150 m
300 m
50 m
300 m
100 m
50 m
250 m
70 m
Km 66+670 Km 66+750
Km 66+750 Km 66+860
80 m
110 m
right
right
170 200 m
350 m
Soars
(Selistat)
Iacobeni
(Movile)
Iacobeni
Km 72+250 Km 72+550
300
Total = 1610 m
75 m
left
375 - 450
left
400 - 425 m
Km 79+150 Km 79+600
Km 80+700 Km 80+800
450 m
100 m
Total = 550 m
right
right
290 400 m
400 - 425 m
Danes
(Stejareni)
Km 92+850 Km 92+950
Km 93+200 Km 93+550
Km 93+550 Km 93+750
100 m
350 m
200 m
right
right
right
400 - 450 m
150 200 m
175 225 m
Danes (Danes)
Km 102+500 Km 103+900
Km 103+980 Km 104+150
left
left
250 m
100 m
Craciunesti
(Tirimioara)
Km 137+400 Km 137+600
Km 137+600 Km 137+900
Km 137+900 Km 138+050
Km 138+050 Km 138+150
Km 138+150 Km 138+220
1400 m
170 m
Total = 2220 m
200 m
300 m
150 m
100 m
70 m
Total = 820 m
right
right
right
right
right
150 225 m
200 m
180 230 m
120 160 m
160 175 m
Gheorghe
Doja
Km 143+500 Km 143+950
Km 143+950 Km 144+325
Km 144+450 Km 144+750
450 m
200 m
300 m
left
left
right
350 400 m
200 m
50 200 m
Sinca
(Persani)
Km 26+325 Km 26+500
Km 26+650 Km 26+770
Km 30+100 Km 30+225
Km 30+250 Km 30+450
Km 30+450 Km 30+650
Km 30+650 Km 30+800
Km 30+800 Km 31+100
Km 31+100 Km 31+150
Km 31+150 Km 31+400
Km 31+400 Km 31+800
Km 31+800 Km 32+000
Sercaia
Km 36+700 Km 36+800
Mandra
(Mandra)
Soars
(Soars)
Km 44+450 Km 44+600
Km 77+800 Km 77+875
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Distance in Kilometers
Km 144+825 Km 144+975
Ungheni
Km 145+450 Km 145+650
Ungheni
(Recea)
Sanpaul
(Valea
Izvoarelor)
Km 149+250 Km 149+500
ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Length
(m)
150 m
Total = 1100 m
200 m
250 m
Total = 450 m
Km 152+725 Km 152+850
125 m
Km 152+900 Km 152+950
50 m
Km 152+950 Km 153+050
100 m
Km 153+050 Km 153+150
100 m
Total = 375 m
TOTAL 10,275 Km
Side of the
motorway
Distance from
the localities to
the motorway (m)
right
250 - 350 m
right
350 m
right
350 400 m
right
right
right
right
30 - 50 m
60 m
120 - 180 m
140 175 m
To evaluate if the provided measures has as effect the diminishing of the negative impact.
Some of the measures provided for the environment protection which must be monitorized are:
-
The use of the culverts for animals crossing by the target species, the frequency of the use;
The identifying of the other problems such as fences which are not properly installed etc;
The verifying the noise reduction effect as a result of the noise barriers existence;
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ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
asphalt stations. Main pollutants exhausted in the air when the station is operational are as
follows: CO, CO2, SO2 and NOx;
The supervision of the operation of the cleaning devices and the measures for their period
cleaning;
The periodic checking of the fleet of machinery for defects;
The periodic checking of fuel and toxic substances storage tanks for tightness, if need be;
Controlled management of waste resulted from the Production Bases, Site Organizations and
working sites;
The devising of an emergency program in case that the quality indices of the environmental
factors: the air, water, soil are not within the limits imposed by the legislation in force;
The devising of plan to prevent and fight accidental pollution: measures that need to be taken,
emergency teams, emergency equipment in case of accidents;
The organization of a system through public could inform the constructor on its dissatisfaction
in connection with pollution for the given period of time, traffic safety etc. Thus, it is proposed
to set up a telephone hotline inside the Site Organizations and to appoint one of the
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ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Constructors employees which to take down the opinions expressed by telephone, and then
formulate a reply, having analyzed the situation. The hotline number will be advertised in the
local press, and by notices at the town halls of the localities crossed by the motorway etc.
The monitoring of the environmental factors throughout the construction works and the
implementation of the measures proposed under chapters 6.5 6.10 are intended to ensure the
functionality of the site given a minimum impact on the natural habitat.
Air
For the protection of air quality, measures are recommended to be taken, especially in areas
where the motorway passes near localities (Persani, Soars, Danes, Laslau Mare, Trimioara). The
specified polluting substances are: CO, NOx, SO2, Pb. The values must be lower than the values
provided by Order no. 592/2002.
Flora and fauna
The measures adopted for the protection of the fauna, by providing fencing and crossing
culverts, must be periodically monitored with the assistance of the relevant Forestry
Administrations representatives.
Noise
The monitoring of the noise levels reached during the operation of motorway is a measure
necessary to be applied especially for the supervision of the localities within less than 450 from
the motorway (see table no. 6.10-1). The values must be lower than the values provided by
STAS 10009/1988.
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ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
The monitoring process shall aim at supervising the efficiency of the applied measures for the
protection of the environment and establishing objectives intended to resolve problems, if there are
any.
226