- cap 4,5,6

Zone sensibile

BRASOV ORADEA MOTORWAY ENVIRONMENTAL IMPACT

SECTION 1 BRASOV TARGU MURES ASSESSMENT STUDY

4. sources of pollutants of the objective

A general scheme of the environment pollution caused by the transport, explained for the road transport (figure 4.- 1.), takes into evidence the direct or indirect action of the environment on the 3 components of this transport category:

The transport way;

The traffic;

The merchandises that are transported, and as result of an accident can affect the environment factors.

Fig.4. 1.- General Diagram of pollution caused by the road transport

4.1. Types of pollution characteristic to the roads

Depending on its intensity and duration, the pollution specific to roads and traffic is of the following types:

pollution generated during the highway construction works. This type of pollution is temporary and reaches high values during the service periods of production bases at their maximum capacity. The pollution sources that characterize the execution period include:

linear sources represented by the daily traffic at the production bases on site,

surface sources represented by the operation of the equipment on sites,

point sources represented by the operation of production bases, respectively of asphalt, concrete, coarse crushing stations within them.

Chronic pollution generated during the operational period of the motorway, due to daily traffic. This type of pollution is chronic, and the pollution level may reach different levels, depending on the amount and characteristics of the traffic;

Accidental pollution, as a result of traffic accidents involving vehicles that transport liquid hydrocarbons or other toxic or corrosive products. These substances, by their rapid dispersion into the environment may damage the aquatic layers, may change the quality of lakes, ponds or even streamy waters; Seasonal pollution, as a result of the works executed in order to preserve the traffic during winter time, on the roads with glazed frost and ice.

4.2. THE construction period

According to the Order of the Ministry of Water, Forest and Environment Protection no. 860/2002, the evaluation study of the environmental impact must assess the environmental pollution level and the measures to diminish it both during the motorway construction period, and also during its service.

The Contractor will establish the work technologies; job management, temporary works of traffic diversion (in the area of road interchanges, bridges and passageways) or the development of technological processes, and has the obligation to obtain all the necessary notices and approvals for the work development, according to the current legislation. Consequently, the contractor will request the necessary approvals (including those from the environment authorities) for temporary works which are his exclusive responsibility.

The works for the motorway construction are, mainly, the following: road system, water drainage system, intersections and road interchanges, art works (passageways, bridges), signaling and marking etc.

During the execution period, the main pollution sources are: the execution of works, traffic on site, concrete and asphalt mixtures stations and job management.

The execution of works requires the removal from the agricultural or forest circuit of some areas, both for the location of the highway, and also for the job management, the equipment stock, material and fuels warehouses, asphalt and concrete station. The areas that are temporarily occupied by the site organizations will be released to the natural circuit after the completion of construction works.

Various vehicles will circulate within the site (concrete mixer, material and equipment transporters, vehicles for the transport of workers, etc.). The afferent traffic will temporarily release toxic gas into the air, and will also increase the noise level which may be a discomfort for the inhabitants of the region or for those that run their activity near the site.

The impact of these works upon the environment, including human environment, and the measures to prevent and limit the negative impact will be discussed in chapters 5 and 6.

4.2.1. Site organizationsThe site organizations is an assembly of necessary elements for the motorway construction. Here part of the personnel working for the motorway construction will run their activity.

According to the proposal of the highway Contractor, along the section Brasov Targu Mures, there will be three lay-outs of construction works, located approximately in the area of the localities of Persani (the village of Sinca, county of Brasov), Movile (village of Iacobeni, county of Sibiu) and Suplac (county of Mures).

Generally, the site organization includes:

Spaces for offices;

Laboratory;

Canteen;

Parking lots;

Accommodation spaces (if necessary);

Water supply and distribution systems;

Sewage system and waste water purifying station;

Gas supply station;

Power conversion station;

Heating station;

Containers for solid waste disposal;

Telecommunications system;

Enclosure;

Door keeper cabin.

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;

Metal workshop;

Fuel distribution station to supply the vehicles employed for the transport of materials and works to their working sites, as well as the equipment employed for the highway construction;

Power conversion station;

Water supply system and water distribution system;

Sewage system and waste water purifying station;

Telecommunications system;

Warehouse for solid waste disposal;

Equipment yard;

Door keeper cabin

Concreted parking platform, etc.

4.2.2. Borrow pits

The completion of motorway works requires relocations of earthworks, and borrow pits are necessary if there is a lack of material or some earth deposits in case of a surplus of material resulted from excavations.

Borrow pits are surfaces where excavations are being carried out in order to obtain some large amounts of earth necessary to complete earthworks.

Depending on the possibilities, we recommend to use of the earth dug from the cutting areas for the execution of earthworks in the filling areas, so that the quantity necessary to fill in with earth from other areas or the amount of surplus materials deposits may be minimal.

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. water pollution sources and pollutant emissions during the 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.

The handling and placing of construction materials (concrete, bitumen, aggregates, etc.) generate emissions characteristic to each type of material and to each operation of construction.

Traffic on site, resulted from the traffic of heavy vehicles of transport of materials and personnel to the working sites, equipment;

The heavy traffic, characteristic to the site, generates different emissions of polluting substances into the air, due to the combustion inside the engines of the vehicles (NOx, CO, SOx, COV, suspended particles etc). On the other hand, heavy traffic is the source of depositing particles due to the entrainment of dust particles on unpaved roads. Also, during the work execution period, particles are generated by the friction processes of the carriageway and the wear of the tyres.

The lay-outs of construction works include: asphalt and concrete stations, maintenance stations of the equipment and transport vehicles, canteens, accommodation spaces, offices, etc.

According to the proposal of the motorway builder, along the section Brasov Targu Mures, there will be three lay-outs of construction works, located approximately in the area of the localities of Persani (Sinca village, county of Brasov), Movile (Iacobeni village, county of Sibiu) and Suplac (county of Mures).

Near these localities, we have the rivers of Hartibaciu (approximately at Km 80+395, the region of the Iacobeni village) and Tarnava Mica (approximately at Km 130+080, the region of the Suplac village).

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. water pollution sources and emissions of pollutants during the operation period

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).

a) Rain waters that wash the highway motorwayAs 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

SectionVolume (l)

Codlea - Fagaras76050

Fagaras - Sighisoara70200

Sighisoara Targu Mures70200

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. CETUR mentions that the loads presented in SETRA represent the maximum measured values. Under these circumstances, we assessed that these values do not characterize the traffic in 2020, at a distance of approximately 50 years since they have been determined.

We considered that a part of the emissions are dispersed, and are not deposited on the roadway (approx. 10%).

Table no. 4.3. 2. Quantities of pollutants washed by the rain water, on a 500 m long section (Kg/500 m) 2020 yearSectionTotal solid materials CCOPbZnHydrocarbons

Codlea - Fagaras41,9520,980,060,127,30

Fagaras - Sighisoara26,7413,370,040,084,65

Sighisoara Targu Mures25,0612,530,040,074,36

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.

Table no. 4.3. 3. Quantities of pollutants washed by the rain water, on a 500 m long section (Kg/500 m) 2030 yearSectionTotal solid materials CCOPbZnHydrocarbons

Codlea - Fagaras72,9336,470,110,2112,69



b) Highway fittings

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. In this project phase we shall not detail the service space development.

The domestic waste water shall be discharged to the sewer network. Here, it will be introduced through a mechanic-biological treatment station or through a septic tank, wherefrom it will be transported into the nearest outlet.

The rainwater collected from the services areas platforms are to be collected into the sewer networks and then introduced in the hydrocarbon separators.

4.4. sources of air pollution and pollutant emissions

4.4.1. air pollution sources and pollutant emissions during the construction period

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: Fuel consumption (polluting substances: NOx, CO, COVNM, particles, materials resulted from the fuel combustion, etc.)

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;

rollers/compactors: 17 pc.;

walk behind compactors: 3 pc.;

farm tractors: 8 pc.;

lime spreader: 1 pc.;

stabilizer mixers: 1 pc.

Structures

flight augers: 5 pc.;

crawler cranes: 1 pc.;

truck mounted cranes: 2 pc.;

mobile cranes: 22 pc.;

tower cranes: 9 pc.;

concrete pumps: 5 pc.;

boom trucks: 17 pc.;

elephantine: 5 pc.;

tractor trailer: 10 pc.;

concrete trucks: 27 pc.;

light plants: 22 pc..

Road structure

dump trucks: 170 pc.;

road reclaimer: 1 pc.;

graders: 7 pc.;

power brooms: 2 pc.;

vibrator compactors 15 t: 5 pc.;

dozer with spreader box: 1 pc.;

paver: 2 pc.;

bitumen spray trucks: 5 pc.

The activity of the equipment mainly includes the removal and disposal of vegetal soil, cutting and filling of earth and ballast in the roadbed, manipulation of materials at the railway station and at the production bases to prepare the concrete and asphalt, etc.

The quantities of pollutants released by the equipment into the air depend mostly on the following factors: technological level of the engine, power of the engine, the consumption of fuel per unit of power, capacity of the equipment, age of the engine/equipment, the provision with devices to reduce the pollution.

It is obvious the fact that the polluting emissions if the engine performances are more advanced, the tendency being to produce engines with consumptions as low as possible per power unit and a more restrictive control of the emissions.

The specific pollution of the activity of the equipment is appreciated by the consumption of fuels (polluting substances NOx, CO, COVNM, material particles caused by burnt fuels etc.) and the development area of these activities (the polluting substances are: suspended and settling material particles).

We assume that the pollution specific to the fuel supply, maintenance and repairs activity of the equipment is reduced.

Operation of the equipment in the area of working sites

The emissions of suspended particles varies from one day to another depending on the specific of the operations as well on the weather conditions.

The pollution specific to the equipment is assessed depending on the area where these activities are developed (the polluting substances are: suspended and settling material particles) and on the fuel consumption (polluting substances NOx, CO, COVNM, material particles caused by fuel combustion, etc.).

According to the methodology AP 42, the slurry emissions resulted from the activity of the construction equipment, during the development of works, will be assessed to 2,69 t/ha/month.

The quantity of suspended particles is proportional to the area of the surface where works are developed.

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.

The emissions of polluting substances released into the air due to the fuel combustion inside the engines of the engines depend on the number and type of the equipment that operates simultaneously at a working site.

For the activity of the equipment, the environmental pollution, especially of the air, is assessed by means of the diesel consumption (for the emissions of pollutants specific to fuel combustion: NOx, CO, SO2, particles) and by means of the characteristic activity (for the emissions of suspended and settling material particles).

Important polluting emissions are generated during the discharge of asphalt at working sites. According to the methodology AP 42, total organic carbon emissions in the first 8 minutes after loading / discharging of asphalt can be estimated with an emission factor of 0.00055 kg/t of loaded / discharged asphalt. A discharge represents maximum 16 t, respectively the capacity of a heavy transport vehicle. Under these circumstances, the emission of total organic carbon for the discharge is of approx. 0,0088 kg / vehicle.

Similarly, the emissions of carbon monoxide were assessed by multiplying the emission factor specific to total organic carbon with a value of 0,32, resulting a value of approx. 0,0028 kg/t of discharged asphalt.

Lately, at working sites, the solution of the mixture bitumen + cutback solvent type was replaced by the solution of a cationic type emulsion. This one uses bitumen mixed with water and emulsifier, for which reason the emissions of volatile substances during placing in a working site (specific to the solvent contained in the mixture type cutback) are excluded. 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.

The Contractor assumes that the mixture stations on the section Brasov Targu Mures will be located at: Km 30, Km 70, Km 110 and Km 145. These locations have been selected so that the distance between the station and the site may be of approx. 20 25 Km.

Asphalt stations will have an hourly production of 270 t.

The emissions generated by the asphalt stations are of two types:

fugitive emissions specific to the activity previous to the preparation of the mixture and to some operations during the production of mixtures,

directional emissions - specific to the production process.

The dust emissions previous to the phase of asphalt mixture preparation are associated to the vehicle traffic developed on the roads within the site organizations (whether paved or not), and also to the manipulation of the aggregates. Fugitive dust emissions include particles with dimensions between 0,1 300 (m.

Fugitive emissions that occur during the production process of asphalt mixtures consist of combinations of gas pollutants and material particles and are associated to the following operations:

discharge of the asphalt from the transport means generating organic vapors and aerosols,

bitumen storage.

The directional emissions specific to the production process are collected and evicted into the air in a controlled manner by chimneys. The main sources of directional emissions are:

drier generating material particles, combustion outputs: CO2, NOx and SOx, carbon monoxide and small quantities of different types of compounds: COV, CH4 generated by the incomplete fuel combustion;

bitumen melter generating material particles, combustion outputs: CO2, NOx and SOx, carbon monoxide.

SHAPE \* MERGEFORMAT

Figure no. 4.4. 1 Sources of pollution specific to the production process of the asphalt mixture

Fugitive emissions resulted from the production process

The fugitive emissions generated by the Asphalt stations were evaluated based on the emission factors presented by the methodology AP 42, depending on their source:

Table 4.4. - 1 Emissions generated by the storage of bitumen

PollutantHourly flow of polluting substance

(kg/h)

Total material particles0,073764

Organic material particles0,014472

Total organic carbon1,389528

Carbon oxide0,134541

Table 4.4. - 2 Emissions generated by the discharge of asphalt into the transport means

PollutantHourly flow of polluting substance

(kg/h)

Total material particles0,442584

Organic material particles0,086832

Total organic carbon8,337168

Carbon oxide0,807246

The emission factors were evaluated per ton of asphalt. We assumed that an Asphalt Station produces an average quantity of 270 t/h, respectively 1620 t/day.

Directional emissions generated by the production process

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

Nature of the pollutantFlows of polluting substances (kg)

Hourly

(k g/ 270 t/ h)Daily

(kg / 1620 t / day)

CO54324

NOx16,297,2

COV1,1076,642

SO213,06878,405

CH416

Total Particles (allowing filtering + condensation)5,6734,02

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 concentrations of particles for emissions of max. 50 mg/Nmc must be regularly checked by measurements.

Operation of the Concrete Station

The pollution specific to this activity refers exclusively to the fabrication of concrete.

The concrete preparation formula consists of a mixture of water, cement, sand and aggregates. The concrete preparation station provides the storage, transport (on belt carrier), weighing and discharging of the constituents into transport vehicles to the working site.

Starting from the concrete production process, the only interesting polluting emissions are the material particles (cement particles, aggregates and sand). The pollutant emissions are of two types: fugitive emissions and point emissions.

Fugitive emissions are generated by: the transfer of sand and aggregates, loading of transport vehicles, loading of mixer, heavy traffic, the erosion of wind in the storage area of sand and aggregates.

Point emissions occur in one single area, namely the transfer of cement into silos. The emissions may also occur if the Concrete Station is not fitted with sealing gaskets or when these are worn.

For the construction of art works (bridges, passageways, viaducts), we shall use U type beams. The total quantity of concrete estimated to be necessary for this section is of 99700 m3. We assume a concrete station will be necessary, with a production of 50 m3/hour.

The location of the station has not been established yet.

Table no. 4.4.- 4 - The emissions of material particles generated by the concrete stations were assessed based on the emission factors presented by the methodology AP 42:

Polluting sourcesFlows of polluting substances (kg)

Hourly

(kg/50 m3/h)Daily

(kg/400 m3/zi)

Transfer of sand and aggregates to the elevator silo1,7514

Pneumatic discharge of cement into silos16,22129,76

Loading of the scale1,2510

Loading of mixer2,520

Traffic of vehicles on unpaved roads5624496

Wind erosion in the areas of sand and aggregate storage4873896

In order to evaluate the quantities of pollutants released into the air, we have considered a concrete station fitted with dust filters.

Emissions generated by the manipulations operation of aggregates and the wind erosion in the storage areas

Additionally, particle emissions occur within the Production Bases due to the manipulation of aggregates and to their storage in areas that are called paddocks. The quantity of emissions generated by the operation of manipulation depends on the amount of aggregates which is stored. The emissions also depend on a series of parameters specific to the storage conditions such as: moisture contents and the percentage of fine aggregates. Lately, we have adopted the solution of covering the fine aggregates such as sand (especially fine aggregates for asphalt), with dimensions smaller than 3 mm, due to the property of retaining the moisture on long periods of time. The emissions of particles are larger during the first days after the storage of aggregates.

The dust emissions due to the manipulation of aggregates appear mainly in the discharge area of the aggregates into paddocks.

The quantity of particles generated by the aggregate manipulation operations was assessed based on the formula recommended by the methodology AP-42:

(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.

= 0,093 kg/t

The emission factor was calculated per ton of stored aggregates.

The aggregates are used within the Production Bases in order to produce asphalt, concrete and stabilized ballast.

The total emission resulted from loading the aggregate storage paddocks for the preparation of asphalt, concrete and stabilized ballast is of approx. 275 kg/day.

Additionally, dust emissions occur due to the wind erosion in the aggregate storage areas. For the evaluation of the emissions, we assumed a number of 13 paddocks distributed per sorts and specific production (5 paddocks for the storage of aggregates for asphalt, 4 for concrete and 4 for stabilized ballast). The maximum capacity of a paddock was considered for 200 m3, with a surface of 0,02 ha.

The emission factor was selected according to the methodology AP-42: E = 3,9 kg/ha/day.

Given these premises, the total emission of dust particles, with the dimension of < 30 (m, generated by the wind erosion in the aggregate storage areas, is appreciated to approx. 1,01 kg/day.4.4.2. Air pollution sources and polluting emissions during the 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 available concerning the evolution of the car stock in Romania). Under these circumstances, in 2030, due to the improvements of the engines of the car stock, the emissions of polluting substances into the air will be smaller than the estimations.

Table no. 4.4.- 5 presents the emissions of polluting substances (g/s) on specific sections released into the air as a consequence of the road traffic that runs on the Brasov Targu Mures highway, on the premises of year 2030.Table no. 4.4. 5 Emissions of polluting substances (g/s) characteristic to the traffic on the motorway year 2030

SectionMP (g/s)NOx (g/s)SO2 (g/s)Pb (g/s)CO (g/s)COV(g/s)

Codlea Fagaras6,984287,40932,6200,487450,98833,387

Fagaras - Sighisoara7,169137,74518,6380,339370,46736,239

Sighisoara Targu Mures3,397137,06216,2010,246232,37116,970

Where: MP material particles

Table no. 4.4. 5 Emissions of polluting substances (g/s) characteristic to the traffic on the motorway year 2020

SectionMP (g/s)NOx (g/s)SO2 (g/s)Pb (g/s)CO (g/s)COV(g/s)

Codlea Fagaras4,3480189,711821,02520,2748245,327918,4292

Fagaras - Sighisoara4,726482,130012,76040,1885212,705522,6515

Sighisoara Targu Mures3,352059,16218,99850,1369153,964616,1571

The Brasov Targu Mures highway, objective of national importance, will undertake part of the traffic that currently runs on the national roads:

DN 1,

DN 13.

Under these circumstances, the impact study evaluated analogically (COPERT III) also the emissions of the two above mentioned national roads in the two versions, with and without highway.

Tables no. 4.4.-6 and 4.4.- 7 present the emissions of polluting substances released into the air (g/s) due to the fuel combustion inside the engines of the vehicles concerning the traffic on the national road DN 1, the prognosis for 2030 in the version with and without motorway.Table no. 4.4. 6 Emissions of polluting substances (g/s) year 2030, DN 1 - alternative without motorwaySectionMP (g/s)NOx (g/s)SO2 (g/s)Pb (g/s)CO (g/s)COV (g/s)

Codlea0,2507,1690,9770,02223,7733,242

Codlea - Persani1,39339,3435,4220,124134,34018,297

Persani - Mandra0,43612,0991,8080,03336,8355,068

Mandra - Fagaras0,1213,3470,5000,00910,1881,402

Table no. 4.4.- 7 - Emissions of polluting substances (g/s) year 2030, DN 1 - alternative with motorwaySectionMP (g/s)NOx (g/s)SO2 (g/s)Pb (g/s)CO (g/s)COV (g/s)

Codlea0,0230,6700,1000,0021,8320,253

Codlea - Persani0,1283,7530,5570,00910,0061,382

Persani - Mandra0,0320,9130,1390,0022,6550,365

Mandra - Fagaras0,1173,2610,4900,0099,8441,356

Figure no. 4.4. 2 Reduction of emissions of polluting substances on DN 1

Tables no. 4.4. - 8 and 4.4. - 9 present the emissions of polluting substances released into the air (g/s) due to fuel combustion inside the engines of the vehicles concerning the traffic on the national road DN 13 prognosis for 2030 the version withy and without motorway.Table no. 4.4. 8 - Emissions of polluting substances, year 2030, DN 13 alternative without motorway

SectionMP (g/s)NOx (g/s)SO2 (g/s) Pb (g/s)CO (g/s)COV (g/s)

Brasov Feldioara (1)0,47412,8182,1170,02832,0314,511

Feldioara Maerus (2)0,99827,0314,4460,05966,7829,401

Maerus Hoghiz (3)1,22833,2525,4890,07382,84911,669

Hoghiz Rupea (4)0,53011,9301,4410,03842,7276,159

Rupea Bunesti (5)0,65215,1471,7690,05257,4248,136

Bunesti Vanatori (6)0,94121,8582,5530,07582,87011,741

Vanatori Sighisoara (7)0,52012,0671,4090,04145,7526,482

Sighisoara Balauseri (8)1,06224,7532,8920,08593,77013,287

Balauseri Targu Mures (9)0,84019,8472,2730,07077,38110,891

Table no. 4.4. 9 - Emissions of polluting substances year 2030, DN 13 - alternative with motorwaySectionMP (g/s)NOx (g/s)SO2 (g/s)Pb (g/s)CO (g/s)COV (g/s)

Brasov Feldioara (1)0,0631,6570,3440,0011,4980,259

Feldioara Maerus (2)0,1443,8430,7610,0023,3380,566

Maerus Hoghiz (3)0,1634,3390,8940,0033,7770,658

Hoghiz Rupea (4)0,0601,0700,1680,0011,8380,352

Rupea Bunesti (5)0,0140,3590,0360,0021,6850,225

Bunesti Vanatori (6)0,0210,5180,0520,0022,4310,325

Vanatori Sighisoara (7)0,0120,2890,0290,0011,3600,182

Sighisoara Balauseri (8)0,0451,1010,1150,0044,8110,665

Balauseri Targu Mures (9)0,1844,4720,4960,01718,1992,543

Figure no. 4.4. 3 Reduction of the emissions of polluting substances on DN 13

4.5. soil and sub-soil pollution sources

4.5.1. Sources of soil and subsoil pollution and emissions of polutants during the construction period

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 the fuel combustion (CO, NOx, SO2), both those caused by the traffic, and also by the operation of the equipment in the area of working sites (powders, CO, NOx, SO2, Pb, Hc), settle on the soil and may lead to the temporary modification of the natural properties of the soil. The dust quantities released into the air during the motorway execution works may be significant. The pollution manifests during a limited time duration (during construction work), and on a limited area.

Surface sources, represented by the operation of the equipment in the area of working sites. Additionally, here we face the risk of accidental leakage of oil or fuel as a consequence of some technical malfunctions of the equipment.

Point sources, represented by the site organizations. Within the site organizations, the potential sources of soil pollution are:

Asphalt station, due to the following operations: heating of aggregates (source: the light liquid fuel employed), bitumen melting (sources: light liquid fuel used in order to heat the bitumen and the bitumen), loading of the asphalt mixtures into vehicles (source: asphalt mixture);

The activities developed within the Production Base require the manipulation of some significant quantities of substances potentially polluting for the soil. This category includes: paints, solvents, fuels, etc;

Fuel storage, caused by leakage, in case the walls or the bottom of tanks are not sealed;

The fuel supply operations for the equipment or the transport means;

The waste generated by the Production bases. The waste may be domestic, generated by the activity of the personnel, and those generated by the technological processes. The last category includes, for example: the slime generated by the concrete production process or the slimes generated by the fuel storage tanks: liquid waste, solid sediments imbibed with fuel, oil products accidentally spilled on concreted platforms;

Waste domestic water and technological water generated on the locations of Production Bases.

4.5.2. Sources of soil and subsoil pollution and polluting emissions during the operation period

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, SO2), particles (smoke), lead and its compounds. These pollutants have both singular, and also synergist effect. Under certain climate 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, CaCl2) 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.

4.6. sources of flora and fauna pollution

4.6.1. Sources of flora and fauna pollution and emissions of pollutants during the construction periodThe 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 pollutants during the operation periodThe 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.

4.7. acoustic and vibrating pollution sources4.7.1. Acoustic and vibrating pollution sources during the construction periodThe motorway construction works involve 4 sources of noise and vibrations: The technological processes of road execution, due to the operation of some groups of machines having corresponding functions. These machines at work represent just as many noise sources.

The traffic of transport means from the Production Bases to the working sites.

The operation of installations and equipment within the Production Base.

The operation of installations within the Sorting coarse crushing station.

The acoustic level depends mostly on the following factors:

Weather events, namely: the wind speed and direction, the gradient of temperature and wind;

The soil absorption of acoustic waves, a phenomenon called soil effect;

The air absorption, depending on pressure, temperature, relative humidity, the spectral composition of noise;

The land topography;

The vegetation.

The main source of noise and vibrations is represented by the operation of the machines.

Bellow, we have a list of the types of machines employed and their associated acoustic power:

dozers

Lw ( 115 dB(A);

Wolla loadersLw ( 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.

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 Lay-outs 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.

4.7.2. Acoustic and vibrating pollution sources during the operation period

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).

Fig. 4.7.-1 Codlea Fagaras Section The equivalent acoustic level

Fig. 4.7.-2 Fagaras - Sighisoara Section - The equivalent acoustic level

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):

Table no. 4.7. - 1 Characteristic sectionsCharacteristic sectionsObjectiveNoise sourcesEquivalent noise level - cumulated (dB (A))

Km 14+500Houses of Vladeni Highway: 54,28 dB(A)

DN 1: 58,26 dB(A)

CF 200: 59,09 dB(A)62,46

Km 30+000Houses of Persani Highway: 59,89 dB(A)

DN 1: 60,02 dB(A)

CF 200: 59,09 dB(A)65,24

Km 103+000Houses of Danes Highway: 55,05 dB(A)

CF 300: 67,42 dB(A)67,92

Km 103+500Houses of Danes Highway: 55,05dB(A)

DN 14: 61,70 dB(A)

CF 300: 76,35 dB(A)76,85

Km 104+000Houses of Danes Highway: 55,05dB(A)

DN 14: 61,70 dB(A)

CF 300: 77,63 dB(A)78,13

For the evaluation of the noise level cumulated on the above mentioned characteristic sections, we 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 v0 (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.

The equivalent sound level was obtained by cumulating the sound level of passenger trains ( sound level of cargo trainsThe 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 motorwayDistance between buildings (m)SectionEquivalent acoustic level at the faade of the buildings (dB(A))

Without motorwayWith motorway

20Codlea77,3567,28

Codlea - Persani77,1967,01

Persani - Mandra78,2066,64

Mandra - Fagaras78,2078,07

25Codlea76,3866,31




30Codlea75,5965,52




Fig. 4.7. 4 Reducing the noise level on DN 1 by constructing the motorwayTable. 4.7. 3 Average daily values of the equivalent acoustic level Leq average (year 2020) on DN 13 given the two versions without and with motorwayDistance between buildings (m)SectionEquivalent acoustic level at the facade of buildings (dB(A))

Without motorwayWith motorway

20Brasov Feldioara79,0270,31

Feldioara Maerus79,2471,73

Maerus Hoghiz79,0470,48

Hoghiz Rupea78,9970,10

Rupea Bunesti78,4360,34

Bunesti Vanatori78,4360,34

Vanatori Sighisoara78,4360,38

Sighisoara Balauseri78,2662,85

Balauseri Targu Mures78,8071,59



















Fig. 4.7. 5 Decrease of the noise level on DN 1A due to the motorway construction

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.Figures no. 4.7. 6, 4.7. 7 and 4.7. - 8 present the forecast of the noise level produced by the traffic for 2030 year.

Fig. 4.7.-6 - Codlea Fagaras Section The equivalent acoustic level

Fig. 4.7.-7 - Fagaras Sighisoara Section The equivalent acoustic level

Fig. 4.7.-8 - Fagaras Sighisoara Section The equivalent acoustic level

4.8. waste management

4.8.1. Waste management during the construction periodAccording to the Governmental Decision no. 155 of March 1999 concerning the Introduction of the waste management and of the European Waste Catalogue, the contractor, as a waste generator, is obliged to keep a monthly evidence of the production, temporary storage, treatment and transport, recycling and final disposal of waste. The contractor will conclude a contract with a specialized company which will transport and dispose the waste at the developed ramps.

Annex 1 of the above mentioned decision is presented in the Internal record of waste management. Construction and demolition waste (including road constructions) are classified according to the European Waste Catalogue code 17 00 00 in annex 2 of the respective decision. The waste amounts may be globally assessed by means of the work quantities lists.

Sources of wasteBesides the waste generated by the technological processes for the motorway construction, specific waste will gather within the equipment bases and at the asphalt and concrete stations. Important quantities of engine oil will be generated due to the maintenance of the equipment, metal parts (spare parts from equipment repairs), tyres, remainders of concrete and asphalt, etc.

The site organizations will generate domestic waste, however the quantities of domestic waste are much under those generated by the construction activity. Domestic waste must be collected in standard bins and regularly collected by the salubrity services in the area.

The waste generated as residues by the fuel storage tanks are combustible and have no sulphur, which allows their collection, packed into plastic bags and burnt.

Waste water generated by site organizations will be collected and purified within purifying settlements. The sludge resulted after purification must be regularly collected and transported to the nearest town purifying station.

Waste recycling

The current tendency is to reduce the consumption of materials, including waste recovery, recycling and reuse actions. Part of the resulted waste due to construction works can be reused. The waste reuse has a positive impact upon the environment due to:

reducing the necessary of stone materials extracted from pits;

reduction of the production of construction material factories and, implicitly, the decrease of the pollution caused by the technologies they use;

decrease of the power consumption for the production of construction materials; decrease of the volume of waste dumps, which occupy important land areas and represent chemical pollution sources of the air, soil, water, and also contribute to the landscape damage.

4.8.2. Waste management during the operation periodDuring the motorway operation period, waste will be generated by the service spaces, by the other activities running along the motorway, of cleaning the constructions provided to purify the rain water that washes the highway platform.

The waste is of the following types:

domestic (from the public food units, motels);

decanted sludge and separated greases from the waste water collected and purified, generated by the above mentioned units;

oils, hydrocarbons (deposits from the waste water collection plants in the fuel stations);

sludge and separated greases in the purifying stations of the rain water that washes the pollutants settled on the highway.

The resulted waste quantities depend on the number of persons that use the utilities within service spaces. Contracts will be concluded with specialized salubrity units which will collect, transport and dispose the waste.

The motorway administrator will have the obligation to maintain the purifying plants of the rain water collected from the motorway, to regularly collect the sludge and transport it to the nearest purifying stations.

4.9. Toxic and dangerous substances management

4.9.1. The management of toxic and dangerous substances during the construction periodAccording 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 significant amounts. We may also use, in small amounts, other toxic or dangerous substances and materials.

The toxic and dangerous substances management will be performed by observance of the current legal provisions.

The contractor is obliged to store and use these substances in safety. The contractor will also have to keep a strict evidence of these materials. The generated waste, as well as the packages of toxic or dangerous substances, will be safely stored and delivered to the specialized units for final disposal, recycling or burning.

4.9.2. Management of toxic and dangerous substances during the operation periodDuring 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.

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 (NOx, 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.

At Site Organizations there are domestic waste waters resulting from the canteen and the toilettes. Generally, these waters have a normal biologic charge. The rain waters at the location of the Site Organizations are considered to be conventionally clean waters. There are also process waters resulting from the location of the Production Bases. For these it is necessary a local pre-purification.5.1.2. The impact on the waters during operation

The calculus was carries out for a 500 m long motorway section, for half of the motorway pavement. The quantities of pollutants were calculated for the traffic corresponding for the prognosis of the year 2010.

The concentration of pollutant substances in water: C = K/V (mg/l), where:

K the quantity of pollutant washed by rainwater,

V the volume of water where it can be found.

Table no. 5.1.2. 1. Concentrations of pollutants in rainwater washing the motorway platform (mg/l) 2020 yearSectionTotal solid matters CCOPbZnHydrocarbons

Codlea - Fagaras551,64275,820,831,5995,98



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,

Hydrocarbons: 20,0 mg/l.

It has been found that the all the indices exceed the admissible limits.

Thus, rainwater purification id required to reduce the pollutant concentrations until they are complaint with the above mentioned norms.In cases of waters discharged into the surrounding lands it is recommended to observe the limits set in STAS 9450-1988 Technical Quality Conditions of irrigating waters for the agricultural fields. Among studies pollutants, the normative sets the limit only for lead and zinc:

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

Dispersion tankThe 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 yearSectionTotal solid matters CCOPbZnHydrocarbons

Codlea - Fagaras55,16110,330,080,160,57



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.

Table no. 5.1.2. 3. Concentrations of pollutants in rainwater washing the motorway platform (mg/l) 2030 yearSectionTotal solid matters CCOPbZnHydrocarbons

Codlea - Fagaras958,97479,491,442,76166,86



Table no. 5.1.2. 4. Concentrations of pollutants in purified water 2030 yearSectionTotal solid matters CCOPbZnHydrocarbons

Codlea - Fagaras95,90191,790,140,2833,37



5.2. THE impact ON THE AIR

5.2.1. The impact on the air during construction works

The execution of construction works represents, on one hand, a source for dust emissions and, on the other hand, a source of pollutant emissions specific for fossil fuel combustion (distilled oil products) both in machinery and transport means engines.

Construction works could have, temporarily (during execution), a significant local impact on the quality of the air. The impact on the air is significant within the Site Organizations due to the operation of asphalt and concrete stations and heavy vehicle traffic.

The action of air pollutants on the peoples health is manifest when they exceed a maximum level of concentrations, called the harmful threshold. The harmful effect is dependent on their concentration, and the duration of the exposure as well. Their effects on peoples health are the following:

carbon monoxide (CO): inhaling it may lead to intoxications, causing sight disorders, headaches, dizziness, fatigue, palpitations and even death, when 66% of the hemoglobin existing in the blood is transformed in carboxihemoglobin;

nitric oxide (NOx): in certain concentrations can cause serious intoxications (chronic respiratory diseases and inflammatory injuries);

hydrocarbons (Hc): especially the aromatic monocyclic (benzene) and polycyclic (benzopirene) ones are hemato and neurotoxic, having carcinogenic effects;

sooth particulates (smoke): smoke can contain lead particulates and polycyclic aromatic hydrocarbons causing respiratory disorders and carcinogenic effects at the level of the larynx, bronchia and the lung;

lead and lead compounds: may enter the body through the lungs, the digestive system and through skin, its toxic action being caused by the disruption of hemoglobin biosynthesis, the central nervous system and it may cause anemia as well or have an adverse effect on intellectual abilities;

sulphur oxides (SOx): have an irritating effect au on the respiratory system.

The impact on the air during the construction works may be significant. However, it is manifest throughout a limited and relatively short period of time. In general, the site will not be located in the vicinity of localities; however there are some isolated areas where the motorway route will come near groups of houses:

the locality of Persani, Km 30+450 Km 30+650 and Km 31+100 Km 31+150, distance ~ 50-80 m;

the locality of Danes, Km 103+800 Km 104+150, distance ~ 100 m;

the locality of Tirimioara, Km 138+050 Km 138+150, distance ~ 120 -160 m;

the locality of Valea Izvoarelor, Km 152+725 Km 152+850, distance ~ 30-50 m.

Thus, it is estimated that the residential population will not be affected.

5.2.2. The impact on the air during operation

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.

With petrol engines, pollutants resulting from the combustion of the fuel mixture are: CO2, CO, nitric oxides (NOx), burnt and unburnt hydrocarbons (HC) and SO2. Their ratios are dependent on the air/fuel ratio. In case of vehicles with diesel engines, the emissions are less than 10 times for CO, 3-4 times for HC, and 2-3 times for NOx.

Escape fumes contain, depending on the type of fuel: lead particulates in case of petrol (with additives) and fume particulates in case of diesel oil.

Pollution with CO

Air pollution with CO is influenced by a series of factors, among them:

fuel type: petrol or diesel oil. It has been shown that in case of petrol, the CO emission is much higher.

traffic speed: in case of petrol, minimum emissions are recorded se with speed values of approximately 80 km/h. for very low speeds, 10 km/h or greater, 120 km/h the value of the emissions may raise to up to 5 times the normal value.

traffic conditions: when accelerating or braking, emissions increases of up to 1.5 - 2 times, whereas with idle running the increase could be up to 25 times.

Traffic intensity: CO emission increases proportionally with the increase of the number of vehicles per given section;

Ramp traffic: CO emission increases by 15 % for each increase of ramp by 2 percents.

One of the aspects related to CO pollution is the long time of retention into the air, varying between 1 to 2 months.

Pollution with NOx

According to researches carried out to date, the following basic factors have been identified, which are influencing the degree of pollution with NOx:

The type of fuel. It as been found out that in case of petrol, the NOx emission is 2-3 times greater than in case of diesel oil engines.

Traffic speed: an increase in vehicles speed to over 60 km/h leads to an increase in NOx emissions, the more powerful are the engines, the greater the emissions.

Ramp traffic: NOx emissions increase by 35% for each 2% increase in the ramp.Pollution with hydrocarbons

Air pollution with hydrocarbons is influenced by a series of factors, among them: Traffic speed: the minimum values of the hydrocarbon emission concentration is reported at constant traffic speeds of 80100 km/h, but it is 5-6 times greater with a speed of 10 km/h,

Traffic conditions: hydrocarbon emission concentration is minimum at constant speed, slightly increasing by acceleration, and increasing by 20 times with idle running and up to 50 times when braking.

To emphasize the contribution brought in by opening the traffic on Brasov Targu Mures motorway to the general pollution background, it has been carried out a theoretical evaluation of the concentration fields. For such purposes, a dispersion pattern was used for linear emission sources, based on the Gaussian solution (Johnson and others, 1976) for calculating the concentration for a linear source (Hanna, OMM-Geneva, 1982). The pattern can generate both an average concentration in the long run (yearly average) as well as concentrations in the short run (maximum concentrations per 30 minutes). The average concentration in a receiver placed at a distance and positioned at the height of the linear source oriented in winds direction, is given by the formula:

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), The coordinates of the road sections and subsections extremities defined as distinct linear sources,

Calculation grid,

Frequency of weather conditions occurrence triplets for each section.

The patter was run for each motorway section chosen for the following pollutants: CO, NOx, PM 10, volatile organic compounds (COV), SO2 and Pb.

The use of such dispersion pattern made possible the representation of the isobars of equal concentration for each section. The results are summarized in the tables below, following the values of the concentrations for each pollutant at various distances from the main axis of the motorway section and comparing with the limits imposed by Order no. 592/2002 regarding the establishment of limit values, threshold values and criteria and methodology for assessing sulphur dioxide, nitric dioxide and nitric oxides, suspended powders, lead, benzene, carbon monoxide and the ozone in the surrounding air.Table No.5 .2-1 Results of dispersion calculations for Codlea Fagaras section

Distance to

motorway axis Yearly average concentration

(g/m3)

CONOXPM 10COVSO2Pb

< 50 m130852,211110,15

50 100 m100651,78,58,50,115

100 250 m70451,2660,08

250 500 m40250,73,53,50,045

> 500 m1050,2110,01

Limit values acc to Ord. no. 592/2002-40*/30**40*-20**0,5*

*- limit value for peoples health protection

** - limit value for the protection of ecosystems

Analyzing the results presented in table no. 5.2-1 and the corresponding dispersion map, it was found that the pollution levels at different distances to the main axis of Codlea Fagaras 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 250 m from the axle of the motorway (both limits). Until this distance, there are 11 buildings (railway stations, pump stations, poultry farms), but no houses.

For 2020 traffic forecast emissions, the NOx concentration exceeds the limit value until 100 m distance (limit value for peoples health protection), respectively 250 m (limit value for the protection of ecosystems)Table No. 5.2-2. Results of dispersion calculations for Fagaras Sighisoara section

Distance to

motorway axisYearly average concentration (g/m3)

CONOXPM 10COVSO2Pb

< 50 m150532,6137,30,13

50 100 m115412105,60,1

100 250 m80291,473,90,07

250 500 m45170,842,20,04

> 500 m1050,210,50,01

Limit values acc. to Ord. nr. 592/2002-40*/30**40*-20**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

Distance to

motorway axisYearly average concentration (g/m3)

CONOXPM 10COVSO2Pb

< 50 m85451,15,75,30,085

50 100 m65350,854,44,10,065

100 250 m45250,63,12,90,045

250 500 m25150,351,81,70,025

> 500 m550,10,50,50,005

Limit values acc. to Ord. nr. 592/2002-40*/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 concentrations will be less than estimated, if we are to consider the improvements to be brought in time to vehicles and fuels, improvements that will lead to a reduction in the pollutant emissions.

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%.

5.3. THE IMPACT ON THE SOIL AND SUBSOIL

5.3.1. The Impact on the soil and subsoil during the construction 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 production bases and the site organizations will be established by the constructor, according to the necessities and the adopted technologies.

This way, for the construction of the motorway between Brasov and Targu Mures, the constructor has made estimation, revealing the following:

Site organisations: n=3, located in the area of the localities of: Persani (Sinca commune Brasov county), Movile (Iacobeni commune Sibiu county) and Suplac (Mures county); Asphalt stations: n=4, located at Km 30, Km 70, Km 110 and Km 145 (having a hourly output of 270 t per installation);

Concrete stations: n=1 pcs. This is necessary for manufacturing U beams and other prefabricated items necessary for the engineering works. The total quantity of concrete required will be approximately 99700 m3. The Constructor has not established yet its location;

Fixed stations for crushing aggregates: n=2 pcs., at Km 40;

Mobile washing and crushing stations: n = 1 pcs., located in the area of Ghimbav locality, approximately Km 5.

Also, the constructor ahs identified some areas where material sources could be exploited for the construction of the motorway:

Table no. 5.3.-1 Sources of materials

LocationDistance to the motorway route (Km)Approximate kilometer position along the motorwayExploited materialEstimated area (ha)

Ghimbav20Sand and gravel (Pleistocene deposit)70

Vladeni218Sand and gravel (Pleistocene deposit)12

Hoghiz / Valea Bogatii3040Basalt1,5

Fagaras (Sud)2040Sand and gravel (Pleistocene deposit)> 25

Raul Tarnava Mare 5104Sand and gravel> 12

Suseni30135Andesite

Raul Tarnava Mica5135Sand and gravel> 12

Raul Mures20 - 25145Sand and gravel> 16

The constructors estimates have shown that 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

InstallationsDimension in plane/ unit (m2/pcs)Area (m2)

Quarry, crushing station, deposits300 x 600180000

Asphalt, concrete and stabilized ballast station200 x 40080000

Mobile crushing and sorting station 100 x 15015000

The performances of the motorway works require earthworks, as borrowing pits or earth deposits are necessary in case there are excessive materials. The amount of earth will be estimated by the designer. The works executed within the borrowing pits will have a significant impact on the soil. The achievement of such works requires excavations of large amounts of earth over relatively large areas. The earth excavation works can have a significant impact on the soil in areas of high vulnerability, as a result of erosion phenomena. This phenomenon however is local and can be avoided by applying some protection measures throughout the execution of the works.

The impact of the traffic taking place from the Production Bases to the working sites is temporary and is exerted by entraining pollutants resulted from fuel combustion by the rain waters. These waters infiltrate in the upper layers of the soil.

The impact determined by fuel or oil loss de because of the faulty functioning of equipment is significant. It is also manifested on restricted areas. The de-polluting of areas polluted with oil products is money and time consuming.

The impact on the soil caused by improper deposits of waste is so much more intense as the stored substances are more aggressive. The rain water washing the waste deposits carrying along mainly organic substances. A significant matter in the case of uncontrolled deposits is represented by the lixiviation resulted from decomposing organic substances. There are characterized by a reduced flow, but carry a very high change of organic substances, which makes them very difficult to purify.

Domestic and process used waters resulted on the location of the Production Bases easily infiltrate in the soils in case that there are no concreted platforms or drainage, collection and treatment systems for used waters.

5.3.2 The impact on the soil and subsoil during operation

The sources of soil pollution during motorway operation are as follows:

Pollutant emissions resulting due to traffic,

Pluvial waters washing pollutants deposited on the road platform,

Solid waste and/or used waters resulting from service areas.

The main pollutants eliminated through the exhaust gases of vehicles are: carbon monoxide (CO), nitric oxides (NOx), paraffinic and aromatic hydrocarbons (Hc), sulphur oxides (SO, SO2), particulates (smoke), lead and its compounds.

Another issue is that of the lead emissions specific to road traffic that are responsible for the increase

- cap 4,5,6

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