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BRASOV ORADEA MOTORWAY

SECTION 1 BRASOV TARGU MURES

ENVIRONMENTAL IMPACT
ASSESSMENT STUDY

8. CONCLUSIONS
The Brasov Oradea motorway, correlated with Bucharest Brasov motorway, will ensure a
connection between Romania and central and Western Europe. The motorway will draw highly from
the traffic in the Moldavian area, in the south-east (for the connections with Constanta Port) and the
northern area (by means of a national road network that are rehabilitated or in course of
rehabilitation), as well as for the traffic generated by the larger urban centers in the motorway area of
influence.
Brasov Oradea motorway is in accordance with the provisions of the Law regarding the Plan for
national land improvement the Department for Communication Routes Law no. 71/1995.

8.1. PROJECT DESCRIPTION


The alignment
Brasov Targu Mures section is part of the Brasov Oradea motorway. The total length of Brasov
Oradea motorway is 415 Km.
The length of the Brasov Targu Mures section is 157,350 Km.
From an administrative point of view, Brasov Targu Mures section crosses the territory of the
following counties:
Brasov: Km 0+000 Km 75+125;
Sibiu: Km 75+125 Km 85+625 and Km 105+750 Km 113+520;
Mures: Km 85+625 Km 105+750 and Km 113+520 Km 157+350.
The localities and the kilometer limits on the territories crossed by the motorway are summarized in
the table below:
Table no. 8.-1 Localities crossed by the motorway
Locality
Codlea Municipality

Km 0+000 Km 14+050

8. Dumbravita Commune

Km 14+050 Km 24+250

8. Sinca Commune

Km 24+250 Km 34+300

8. Sercaia Commune

Km 34+300 Km 40+150

8. Mandra Commune

Km 40+150 Km 51+430

8.

Brasov County

8.

Sibiu County

Kilometer limit

Fagaras Municipality

Km 51+430 Km 54+700

8. Soars Commune

Km 54+700 Km 75+000

8. Iacobeni Commune
8. Laslea Commune
8. Hoghilag

Km 75+125 Km 85+625
Km 105+750 - Km 107+950
Km 107+950- Km 112+050

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8. Dumbraveni Town
8. Danes Commune
8.

Sighisoara Municipality

8. Viisoara Commune
Bahnea Commune

Mures County

Suplac Commune

Coroisanmartin
Commune
Gheorghe Doja
Commune
Craciunesti Commune

ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
Km 112+050 - Km 113+520
Km 85+625 Km 95+200
Km 103+100 Km 105+750
Km 95+200 - Km 103+100
Km 113+520 - Km 120+560
Km 121+050 - Km 125+900
Km 120+560 - Km 121+050
Km 125+900 - Km 131+450
Km 133+350 - Km 134+250
Km 131+450 - Km 133+350
Km 138+400 - Km 140+000

Km 134+250 Km 138+400
Km 139+600 Km 140+100
Ungheni Commune
Km 144+650 - Km 150+850
Sanpaul Commune
Km 150+850 - Km 155+850
Ogra Commune
Km 155+850 - Km 157+350
From a geographic point of view, Brasov Targu Mures county of the motorway crosses the
following forms of relief:

The Brasov Depression (Km 0 Km 21), between the localities of Codlea and
Dumbravita.
The Brasov Depression is part of the southern group of the Oriental Carpathians, lying within the
carpathian arch.

The Persani Mountains (Km 21 Km 34), between the localities of Dumbravita and
Sinca.
The Persani Mountains is part of the southern group of the Oriental Carpathians and have low
altitudes, as few peaks are above 1200 m high. In the area crossed by the motorway, their altitudes
range in the area of 600 - 700 m.

The Transylvanian Plateau (Km 34- Km 157+350), between the localities of Sinca and
Ogra.
The Transylvanian Plateau is the geographic center of the country. It is a wide intracarpathic
depression, with plateau relief, hills and marginal (contact) depressions.
The cross section
The width of the roadway is 26,00 m, of which:
two one-way carriageways, with two lanes each, and lane width of 3,75 m;
the central reserve separating the carriageways, has a width of 3,00 m;
four guiding lanes bordering the carriageways, the width of a lane being 0,50 m;
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two hard shoulders for emergency use, arrange don the right side of each carriageway, 2,50 m
in width each;
two shoulders at roadway extremities, 0,50 m in width each.
The section located on a rough relief is to be achieved with a cross section having a roadway width of
23,50 m.
In the areas where the land has gradients of over 3% over greater lengths, a third lane is to be
achieved for heavy vehicles so as to prevent bottlenecks, the roadway having a width of 25,25 m.
Structures
The Brasov Targu Mures section includes the following engineering works: bridges, viaducts,
overpasses crossings over the motorway and tunnels.
The main water courses crossed by bridges are as follows: the Vulcanita Valley, the Calda Valley, the
Hamaradia Valley, the Carbunelui Valley, the Calului Valley, the Sofrana Valley, the Baesului Valley,
the River Olt, the Sercaia Valley, the Scurta Valley, the Iazului Valley, the Buciumelor Valley, the
River Soars, the River Fieh, the River Selistat, the Cris Valley, the Stejareni Valley, the River Tarnava
Mare, the River Santioara, the River Tarnava Mica, the River Niraj, the Cerghid Creek and the Cund
Creek.
Interchanges
Interchanges are to be set up at the motorway intersection with important national and county roads,
as well as in the vicinity of urban localities that may generate traffic
Km 0+000 Codlea, at motorway intersection with DN 1;
Km 47+325 Fagaras, at motorway intersection with DN 1;
Km 101+650 Danes, at motorway intersection with DN 14;
Km 139+430 Gheorghe Doja, la intersectia cu DJ 151D;
Km 143+450 Targu Mures, at motorway intersection with DN 15.
Interchanges have been proposed, for the future, in the following locations as well:
Km 80+550 Netus, at motorway intersection with DJ 106 Sibiu Agnita Sighisoara;
Km 109+500 Hoghilag, la intersectia cu DC 24 A;
Km 147+100 Ungheni, la intersectia cu DN 15.
Works for environmental protection
The project provided environmental protection works as well, to limit the negative impact on the
natural and human environment:

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Works for water and soil quality protection: settling tanks, oil separator settler,
dispersion tanks, purification constructions provided at service areas, maintenance and
coordination bases;
Works for protection against noises: noise barriers and secondary glazing in the area
where the motorway passes near residential areas, in case that the maximum acceptable
level is exceeded;
Works for fauna protection: fencing and split level underpasses for motorway crossing
by the wild animals;
Works to ensue continuity of community and life and economic activities (severance):
overpasses ensuring motorway crossing in completely safe conditions, ensuring the
continuity of the local road network, access culverts to agricultural lands with carts,
agricultural machines;
Landscaping works: grass sowing, tree and shrub planting at interchanges and service
areas etc.
The project also provides: consolidation works, water drainage works, signaling and marking, service
areas, parking areas, maintenance bases, lighting fixtures, telecommunications etc.

8.2. CURRENT

CONDITION

OF

THE

ENVIRONMENTAL

FACTORS
For a correct assessment of the impact of the motorway location and operation, an analysis of the
current quality of the environmental factors has been carried out along the motorway route. This was
achieved through measurements in several points along the route and by analyzing the existing data
from the county Environmental Protection Agencies. The measurements were carried out by Sibiu
Environmental Protection Agency.
Tests have also been performed to determine air quality and noise level in points in the immediate
vicinity of DN 1 and DN 13, two of the main national roads from which the motorway is to draw
traffic.
Below are the results of the analyses performed:
Sol: 8 points of analysis
The analyzed parameters have been oil products ad heavy metals.
The values obtained were compared with the values for the alert threshold for sensitive uses according
to the Order No. 756/1997 for the approval of the Regulations regarding the assessment of
environmental pollution.
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The results of the analyses have indicated values much lower than the values of the alert threshold.
These results are explained by the lack of pollution sources in the vicinity of the motorway repute.
Surface water : 5 analysis sections
In the analyzed sections there are excessive values of the maximum admissible concentrations for the
quality indices provide in the Order 1146/2002 for the approval of the Normative regarding the
reference objectives for quality classification of surface waters), as follows:
The River Olt, excessive values for: CCO-Mn, CCO-Cr, CBO 5, oil products, zinc and
cadmium;
The River Selistat, excessive values for: CCO-Mn, CCO-Cr, CBO5 and fixed residues;
The River Tarnava Mare, excessive values for: Cu, Cd and oil products;
The River Tarnava Mica, excessive values for: CCO-Mn, CCO-Cr, CBO 5, oil products, fixed
residues and cadmium;
The River Niraj no excessive values.
Such excessive values are the result of inexistent and/or improper operation of the waste water
purification stations, most localities lacking centralized sewerage systems and purification stations.
Ground water: 3 analysis sections (exploitation wells in the area of Persani, Netus and
Sanpaul localities)
Comparing the results with the maximum admissible concentrations provided by the Law no. 458 /
2002 regarding drinkable water quality, there have been noted excessive values in all three samples
for nitrates, and for chlorides as well at Persani and Sanpaul.
Such excessive values are also due to the inexistent domestic waste water collection and purification
systems, in households.
The air: 12 points along the motorway route, 1 point in the vicinity of DN 1 at Codlea
and 1 point in the vicinity of DN 13 at Sighisoara
The values have been compared to those provided in the Order no. 592/2002 regarding Setting Limit
Values, Threshold Values and Criteria and methods for determining the content of sulphur dioxide,
nitrate dioxide and nitrate oxides, powders in suspension, lead, benzene, carbon monoxide and ozone
in the air and to those in STAS 12574/1987 Quality Requirements for Air in Protected Areas for
the indices that are not set in the Order no. 592/2002 (lead and powders).
A compared analysis of the results with the maximum admissible concentrations have showed no
excessive values, except for lead content of the powders in suspension measured in the locality of
Sighisoara, along DN 13.
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Thus, at present in the area of the motorway route air is not polluted, as there are no sources of
pollution.

Noise: 8 points along the motorway route, 1 point in the vicinity of DN 1 at Codlea, 2
points in the vicinity of DN 13, at Danes and Sighisoara.
The registered values have been compared with those in STAS 10009/1988 Urban Acoustics.
Admissible Limits of the Noise Level.
The admissible noise level has not been exceeded in any of the points of the motorway, due to the lack
of other noise sources in the area.
However, the noise level in Codlea and Sighisoara exceeds the maximum admissible level. The
construction of the motorway will lead to a reduction in traffic and thus to a decrease in the noise
level.
A general remark would be that, at preset, the environmental factors are not polluted in the area of the
motorway route, with the exception of surface and ground water.

8.3. ENVIRONMENTAL IMPACT DURING THE MOTORWAY


CONSTRUCTION WORKS AND THE MEASURES FOR
REDUCING THE IMPACT
Working technologies, site organizations, temporary works for traffic deviation (in the area of the
interchanges, bridges and crossings) or intended for the technological processes are to be established
by the contractor who is responsible for obtaining all the approvals and authorizations required for the
performance of the works, in keeping with the legislation in effect. Thus, the contractor will apply for
the necessary approvals (including those granted by the environmental authorities) for the temporary
works which are his sole responsibility.
The water
During the execution of the motorway, possible sources of water pollution may be: the execution itself
of the works; site traffic and site organizations
It is recommended to avoid a location of the Site Organizations in the immediate vicinity of the
surface waters (the Dumbravita Lake, Rivers Olt, Tarnava Mica, Tarnava Mare and Mures, as well as
their tributaries and valleys).

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SECTION 1 BRASOV TARGU MURES
ASSESSMENT STUDY
According to the proposals submitted by the motorway Constructor, there will be three site
organizations along the Brasov Targu Mures section, located in the area of the localities of Persani
(Sinca commune, Brasov county), Movile (Iacobeni commune, Sibiu county) and Suplac (Mures
county).

In the vicinity of these localities there are the Hartibaciu Rivers (approximately at Km 80+500, in the
area of the Iacobeni locality) and Tarnava Mica (approximately at Km 130, in the area of the Suplac
locality).
For the Site Organizations and the production Bases, it is recommended to design a sewerage
purification and discharge system for both the domestic waters, resulting from the canteen and the
toilets and for the rainwater washing the organization platform.
Process waters require local purification in decantation basins and grease separator type facilities.
The Air
The assessment of the environmental impact during the motorway construction works includes a
separate analysis of the pollutant emissions released in the air by:
-

linear sources represented by daily traffic taking place from the Site Organizations to the
working sites;

surface sources represented by the machinery operating in the are of the working sites;

point sources represented by the facilities operating within the production bases: asphalt,
concrete stations, etc.

The Constructor estimates that the execution of the works for the Brasov Targu Mures section will
de performed as follows:
Section 1C (Km 0 Km 53, Brasov Fagaras): January 1, 2007 December 31, 2010;
Sections 1 A and 1B (Km 53 Km 161, Fagaras - Iernut): January 1, 2009 December 31,
2012
The Constructor estimates that for Brasov Targu Mures section, the asphalt mixture stations will be
located in the area: Km 30, Km 70, Km 110 and Km 145. Such locations were chosen so that the
distance between the station and the site would be approximately 20 25 Km. It was also estimated
that there will be needed a concrete station as well. It has been yet established a location for such
station.
As a general measure, it is recommended to adopt less polluting technologies, the use of concrete and
asphalt mixture stations equipped with plants for the purification of flue gases exhausted in the air and
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for dust retention, so that the immission level 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 case of dust emissions resulted from storing of aggregates, a temporary measure for emission
reduction would be to periodically wet them, which should be done only for aggregates used in
preparing concrete and the stabilizer.
Fencing or covering yards not being used represents a measure for reducing wind erosion. Also,
measures are taken for covering the storage yards for fine aggregates.
The Soil
During the motorway construction works there are three types of sources of soil pollution, similar to
those shown for air pollution.
The main impact on the soil during the execution of the works is a consequence of temporary
occupation of lands for temporary roads, platforms, supply and production bases, waste dumps etc.
The lands occupied temporarily for their location shall be restored to their initial use after the
completion of the construction works.
The performance of the works for the motorway requires earthworks and borrowing pits.
The ecological reconstruction of the area after the completion of the works represents an obligatory
measure.
The Flora and Fauna
The sources of pollution of the flora and the fauna, specific for the motorway construction period are
the following: pollutant and noise emissions generated by site traffic, resulted from the operation of
construction machinery or form the activities carried out within the site organizations.
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.
There are also areas where the motorway construction will require clearing works for reduced forest
areas.
It is recommended to place physical barriers so as not to affect areas other than those necessary for the
construction.

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ENVIRONMENTAL IMPACT
SECTION 1 BRASOV TARGU MURES
ASSESSMENT STUDY
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.

The Noises and Vibrations


The motorway construction works involve four sources of noise and vibration: technological
processes for the execution of the road, the operation of groups of machinery with various functions,
transport facilities traffic from the production bases to the working sites, the operation of plants and
machinery within the production bases, the operation of plants within sorting and crushing stations.
The location of the production bases should be in the extravillan of the localities so that their impact
on the residents should be minimum.
Inside the production bases an increased noise level affect the personnel, thus, special soundproofing
measures need to be taken.
During the construction works, within working sites and on certain sections, for limited periods of
time, the noise level could reach significant values, without exceeding 90 dB(A) expressed as Leq for
periods of maximum 10 hours. This is also valid for cement concrete and/or asphalt mixture stations.
The Impact on Residential Areas
For the duration of the motorway construction, the site may be a source of insecurity. The Constructor
will draw up the documentation for directing the traffic, establishing strict rules to ensure the fluency
of traffic and prevent collisions, using proper light signalling. Site traffic will be directed so as to
avoid traffic jams in the working areas.
For the working machinery, routes are to be established so as to ensure the simplest access way to the
site, with minimum disruptions.
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.

8.4. THE ENVIRONMENTAL IMPACT DURING THE OPERATION


OF THE MOTORWAY

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Pollution during the operation of the motorway may reach various levels of intensity according to the
volume of traffic.
The estimates for the level of water pollution and the noise level were based on the forecast for the
annual average daily traffic in 2020 and 2030.
As far as the estimation of air pollution is concerned, this has been carried out for the most
unfavourable situation, which is the best traffic prognosis for the year 2030.

Pollution due to traffic taking place during the operation of the motorway is generated by the emission
of noxes exhausted in the air through fumes, oil and fuel losses on the road, the wearing of tyres and
the entraining of particles detached from the surface layer of the road.
The project provides environmental protection works aimed at reducing the negative impact. Such
works are given in details drawings.
The mitigation measures were designed for the traffic forecast of the year 2020, because the traffic
values forecasted for year 2030 are significant and the need of very expansive protection measures
would have been arisen. These measures could not be justified from the beginning of the motorway
working period, when the traffic values are much lower. If those traffic values will be reached,
supplementary works will be subsequently provided.
The Water
The sources of water pollution are the meteoric waters washing the motorway platform and used
waters discharged from the constructions related to motorway operation activities (short time parking,
service areas, motorway maintenance and coordination bases).
The calculation of pollutant concentrations in pluvial water was carried out for a 500 m long
motorway section, for half of the motorway pavement, per characteristic traffic sections.
To reduce the pollutant concentrations, it is recommended to build settling basins, followed by grease
separators. In sedimentation basins a coarse decantation takes place. In the grease separators, greases
are separated through flotation (substances lighter than water), but some of the colloidal suspensions
will sediment too.
Waters charged with pollutants washed from the motorway is collected in ditches and the discharged
in a water course or on the surrounding lands after being purified in decantation basins and grease
separators.
In cases of waters discharged into the surrounding lands, after purification water passes through a
dispersion basin, thus diminishing soil erosion.
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It is recommended that the platforms where the service areas are to be located so as to be able to
collect pluvial water. Water is then introduced in modular purification facilities, where there takes
place the decantation of the suspensions and the separation of oil substances and mineral oils washed
from the parking areas, car services etc.
Domestic waters resulted from the service areas will be introduced in mechanical-biological
installations and the discharged into a water course nearby.

The Air
The main source of air pollution during the operation of the motorway it is given by the fuel burning
inside car engines.
For the evaluation of emissions specific to road traffic, COPERT III methodology was used,
methodology that determines the emission factors (g /Km) for vehicles. Estimates have been done for
the volume of traffic corresponding for the year 2030.
Air pollution is a result of:
- the release burning products in the air,
- the generation of various types of powders resulted from the wearing of the rolling tracks and
the tyres, braking and clutch devices, as well as body units.
An analysis of the dispersion results shows that the pollution levels at various distances from the main
axis of the Brasov Targu Mures section, for the analyzed pollutants, except for NOx, are within the
limits required 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.
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 to
vehicles and fuels in time, improvements that will lead to a reduction in the pollutant emissions.
The construction of the motorway will certainly have positive effects on the air quality. The motorway
is to draw part of the traffic currently taking place on the neighbouring national and county roads.
This is to be materialized in traffic fluency on these roads and, implicitly, will lead to a reduction in
pollutant emissions released in the air.
For instance, along DN 1, pollutant emissions will drop by 90 92% on Codlea Mandra section and
by 2 3.4 % on Mandra Fagaras section.
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The Soil

ENVIRONMENTAL IMPACT
ASSESSMENT STUDY

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.
It is estimated that there will not be any aspects that would require restrictions regarding the
cultivation of the nearby agricultural field.

As far as the waste resulting from the service areas, they are to be collected and transported to the
waste dumps of the near by localities. Such activity will be regulated through operation
authorizations. Each parking lot will have bins for waste collection. It is the motorway administrator
who is responsible for waste management.
The Flora and the Fauna
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. We
estimate that the flora will not be affected as the dispersion results show that admissible levels will not
be exceeded in the vicinity of the motorway. Pluvial waters will be discharged in the ground after
purification, thus diminishing the pollutant concentrations.
The main impact on the vegetation generated by the motorway construction is represented by the
reduction of the forestry fund by clearing some forest areas. Thus, approximately 150 ha of forests
will be occupied as follows: Brasov 50,24 ha, Sibiu 24,47 ha and Mures 74,96 ha.
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.
Fencing will be provided to prevent animals from entering the roadway. Fencing interferes with the
animals usual migration behaviour, 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 passageways allowing a split level crossing
of the road.
The fencing height must be chosen so as not to be able to be crossed by animals. Thus, depending on
the animals specific to the region, the fencing was established to have the following heights: 2,60 m in
forest areas, whereas in areas without forests 1,50 m fencing height has been chosen.
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Thus, 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 use numerous viaduct provided for crossing valleys.
It is believed that smaller animals will also able to cross the motorway under the crossings and bridges
set up, as well as under the culverts intended for water drainage.
Crossing height: H = 5,50 m;
Crossing span: l = 12,0 m.

The Noises and Vibrations


An important impact is the evolution of the noise level in the areas crossed by the motorway.
According to STAS 10009-88, Brasov Targu Mures motorway is considered a thoroughfare, with an
equivalent noise level of Lech = 75-85 dB.
Calculations for determining noise levels were made for average values of traffic for the year 2020
(average hour of the day) per specific motorway sections. The noise level produced by traffic taking
place on the motorway, calculated at the edge of the roadway is within the admissible limits.
However, the maximum acceptable limit at a distance of 2 m from the front of the buildings, that is
50 dB(A), is reached at approximately 450 m from the motorway.
This is why, soundproofing screens are to be provided in areas where local communities might be
affected.
It has also been calculated the noise level in certain points where motorway traffic overlaps other
existing sources.
An evaluation of the noise level cumulated in the specific sections mentioned above took into account
noise levels induced by other sources as well (railway, national roads) in the vicinity of the motorway
route.
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. The reduction of the noise level is considerable, reaching 11,56 dB(A) on DN 1
(Persani - Mandra section) and even down to 18,09 dB(A) on DN 13 (Rupea Vanatori).
The Impact on the Human Environment
The motorway will ensure traffic conditions at a European level, fluency, this having direct effect on
people as it is saving time and fuel.

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It will ensure the safety of the users by placing along the motorway a signaling and marking system
for direction and warning, in keeping with the Romanian and the international norms. Parapets are to
be provided at the edge of the roadway and at the edge of the central reserve.
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.
To allow access to the agricultural fields crossings will be built in the areas of the localities.

The construction of the motorway will create new jobs, mainly for residents, during the execution of
the motorway, but also after their completion and following the development of activities to take place
on the motorway side (fuel filling stations and car service, restaurants, motels etc.).
The basis matrix for the impact assessment is presented in Table 8.1. according to the TEM Guide.
This matrix adapted according to the TEM Guide consists of the list of important activities arisen
during the road construction, on the horizontal row (A to I) and enumeration of the effects caused by
these activities, on the vertical column (1 to 20). Where there is no correlation between the activities
and effects, the appropriate boxes will be highlighted.
In order to quantify the impact, i.e., the activity effect correlation, a scale from -3 to +3 will be used,
specifying the followings:
-3:

significant negative impact (malefic), requiring re-design or giving-up the work;

-2:

significant negative impact;

-1:

minor negative impact that can be decreased by protection measures;

0:

no impact;

+1:

minor positive impact;

+2:

significant positive impact;

+3:

very important positive impact.

Following the notes provided in Table 8.4.-1, there can be found that the significant negative impact is
registered during construction of the designed works and it can be felt both on the access ways and in
the works area.

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SECTION 1 BRASOV TARGU MURES

ENVIRONMENTAL IMPACT
ASSESSMENT STUDY

Table no. 8.4. -1 - Matrix to estimate the impact

Maintenance
and operation

Economical
Environment
Production

EFECTS

Traffic

Economical development

The effect of the motorway presence

Collateral activities to transport

Maintenance

Culverts

Bridges

Earthworks/ pavement works

Access roads

MATRIX TO ESTIMATE THE


IMPACT

Restablishment works

Construction

Collateral
activities

ACTIVITIES

Time saving

+3

+2

Fuel consumption

-1

-1

-1

-1

-1

+2

+2

+1

Other costs depending on


distance

+3

+3

Traffic safety

-1

+1

+2

+3

+1

Investment costs

-1

-2

-2

-1

-1

Operation costs

-1

Air pollution

-1

-2

-1

-1

+3

Noise

-1

-2

-1

-1

-1

+3

Severance

-1

-1

-1

-1

-1

Agriculture

10

-1

-1

-1

-1

Forest

11

-1

-1

Water supply

12

+1

+1

Recreation

13

-1

-1

-1

+1

+2

+1

+2

Landscape conservation

14

-1

-1

-1

-1

-1

244

ENVIRONMENTAL IMPACT
ASSESSMENT STUDY
ACTIVITIES
Maintenance
and operation

Social
Protection and aesthetic

The effect of the motorway presence

Traffic

Economical development

Collateral activities to transport

Maintenance

Culverts

Bridges

Earthworks/ pavement works

Access roads

Restablishment works

Construction

MATRIX TO ESTIMATE THE


IMPACT

Collateral
activities

BRASOV ORADEA MOTORWAY


SECTION 1 BRASOV TARGU MURES

Flora and fauna

15

-1

-1

-1

-1

-1

Cultural heritage

16

-1

-1

-1

-1

-1

Landscaping

17

-1

-1

-1

-1

-1

-1

Population moving

18

-1

-1

-1

-1

-1

+3

+3

+3

+3

Work places

19

+2

+2

+2

+2

+2

+2

+3

+3

+3

+3

Urbanization and human


settlements

20

+1

+3

+3

+3

+3

-11

-14

-11

-6

-4

+3

+15

+19

18

12

TOTAL

-46

+37

+30

The environmental factors influence is presented as follows:


Air
-

Construction period: Negative due to the emissions of dust, gases from the burnt
fuels, emissions coming from the concrete and asphaltic mixture plants;

Working period: Negative in the motorway alignment area, because no other


pollution source can be found here at the moment;
Positive, from the air quality point of view, in the localities run
by the roads where the motorway will attract traffic from.

Water
-

Construction period: Negative following discharge of the waste waters resulted from
the

technological process, from the site compounds, following


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ENVIRONMENTAL IMPACT
SECTION 1 BRASOV TARGU MURES
ASSESSMENT STUDY
extraction of the ballast from riverbeds and various works performed
in watercourse beds;
-

Working period:

Negative only in case of accidental pollution, road accidents


involving vehicles carrying dangerous materials.

Soil, vegetation and fauna


-

Construction period: The soil and vegetation will be affected considering the stripping
actions,

construction of the borrow pits, sedimentation of the pollutants

on the soil and on the plants leaves;


-

Working period: The wild fauna will be affected by the fragmentation of habitats,
as well as by changing the natural migration routes.

Local population
-

Construction period: The population will be negatively affected by pollution, land


acquisition, agricultural land split. A positive effect can be constituted
by the creation of new jobs;

Working period: The impact will be positive considering: the local and regional
development, traffic clearing in the localities run by the roads where the
motorway will attract traffic from, decrease of the time of running long
distances, decrease of the fuel consumption etc.

9. NON-TECHNICAL REPORT
The Brasov Oradea motorway, correlated with Bucharest Brasov motorway, will ensure a direct
connection between Romania and central and western Europe. The motorway will draw highly from
the traffic in the Moldavian area, in the south-east (for the connection with Constanta Port) and the
northern area (by means of a national road network that are rehabilitated or in course of
rehabilitation), as well as for the traffic generated by the larger urban centers in the motorway area of
influence.
Brasov Oradea motorway is in accordance with the provisions of the Law regarding the Plan for
national land improvement the Department for Communication Routes Law no. 71/1995.
Brasov Targu Mures section is part of the Brasov Oradea motorway. The total length of Brasov
Oradea motorway is 415 Km.
The length of Brasov Targu Mures section is 157,350 Km.

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BRASOV ORADEA MOTORWAY


ENVIRONMENTAL IMPACT
SECTION 1 BRASOV TARGU MURES
ASSESSMENT STUDY
From an administrative point of view, Brasov Targu Mures section crosses the territory of Brasov,
Sibiu and Mures counties.
The main desiderates on which the project is based, have taken into account the following:
-

to avoid demolishing the existing constructions; no construction will be demolished;

to avoid crossing military areas (the Cincu military grounds);

to ensure that natural reservations or archeological areas are not affected;

to ensure the connection of the motorway with the main traffic generating areas and the
continuity of the traffic on the routes of national, county and communal roads, disrupted
by the motorway;

to diminish the negative impact on the environment;

to avoid, as much as possible, tree cutting;

to choose geometrical elements of the alignment in plane and longitudinal section so as to


result a homogenous route over biggest possible lengths.

on difficult sections, with extended gradients, additional lanes are provided for slow
vehicles and rest areas.

The environmental study was drawn up to estimate the impact of the construction and the operation of
the motorway on the natural and human environment and to establish protection measures and works
that would lead to a reduction of the negative impact.
At present, along the motorway, the environmental factors are not affected, as there are no sources of
air, soil and sound pollution. The only affected environmental factor is surface and ground water,
which is likely to be a consequence of the quasi-general absence of used waters sewerage and
purification systems.
The sources of pollution, the impact on the environment and the measures proposed for the reduction
of the negative impact have been studied separately for the construction period and for the operation
period.
The impact during the execution of the construction works will be significant, especially on the
physical environment, but it will manifest for limited periods of time, and the study also proposes a
series of measures for its reduction.
The impact during the operation of the motorway will be a positive one, on the long term. The
motorway will create conditions for safe traffic, at high speeds, leading to a decrease in traveling time,
fuel saving, compared to the present situation.

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ENVIRONMENTAL IMPACT
SECTION 1 BRASOV TARGU MURES
ASSESSMENT STUDY
On the other hand, the creation of new high capacity thoroughfare may constitute a polluting factor in
the area, however, the project provides a series of works for the reduction of the negative impact on:
the quality of the water, soil, flora and fauna, the human environment.
The motorway will draw a significant part of the traffic which is now taking place on the national
roads within the motorway route. A decrease in traffic will lead to a reduction of the emission present
in the air and of the noise level.

Considering the conclusions of the study, underlining the negative aspects (which are temporary,
during the construction phase) and the positive ones (important in the long run, during the
operation of the motorway) it is estimated that the conditions required for the issuance of the
environment agreement for this project are met.

248