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ICE “UKRPROMINDUSTRIYA”

34-A Palladina Ave., Kyiv, 03143 Tel./fax: (044) 423 17 96, email: [email protected]

State license Design works Series AV no. 591524 of Aug. 25, 2011

PRINCIPAL MOTOR ROAD M-03 KYIV - KHARKIV - DOVZHANSKYI RECONSTRUCTION ON THE SECTION KM 333+800 - KM 347+280 IN THE POLTAVA OBLAST

BASIC DESIGN

VOLUME ___

Environmental Impact Assessment (EIA)

2011 ICE “UKRPROMINDUSTRIYA”

34-A Palladina Ave., Kyiv, 03143 Tel./fax: (044) 423 17 96, email: [email protected]

State license

Design works Series AV no. 591524 of Aug. 25, 2011

PRINCIPAL MOTOR ROAD M-03 KYIV - KHARKIV - DOVZHANSKYI RECONSTRUCTION ON THE SECTION KM 333+800 - KM 347+280 IN THE POLTAVA OBLAST

CONSTRUCTION DESIGN

VOLUME ___

Environmental Impact Assessment (EIA)

Director T.M. Konovalenko

Design & Survey Group Head V.G. Ivanova

Chief Developer Yu.Ye. Tyschenko, Ph.D.

2011 COMPLIANCE WITH THE EFFECTIVE NORMS, RULES AND STANDARDS OF UKRAINE

The Environmental Impact Assessment (EIA) Section of the Principal Motor Road M-03 Kyiv - Kharkiv - Dovzhanskyi Reconstruction Designs for the Section km 333+800 - km 347+280 in the Poltava oblast has been developed in compliance with the effective norms, rules and standards of Ukraine which: - impose requirements for the contents, essence and execution of design documents; - specify provisions (requirements) as to the designing, construction, operation and maintenance of transport facilities; - regulate healthcare, occupational and fire safety; - ensure environmental safety and protection; - set sanitary and epidemiological indicators.

Chief Developer Yu.Ye. Tyschenko, Ph.D. TABLE OF CONTENTS

APPENDIXES: 1. License (copy) 2. Opinion by the Ministry of Environmental Protection of Ukraine no. 532 dated August 08, 2007 3. Statement of Intent (copy) 4. Statement on Environmental Impacts from the Designed Activity 5. Specifications of On-Site Measurements 6. Adverse Impacts Mitigation Plan (draft) 7. INTRODUCTION

The Environmental Impact Assessment (EIA) Section is an integral part of the Principal Motor Road M-03 Kyiv - Kharkiv - Dovzhanskyi Reconstruction Designs for the Section km 333+800 - km 347+280 in the Poltava oblast. The Project Employer is the Service of Motor Roads in the Poltava Oblast. The General Designer is the state-run enterprise “Ukrdiprodor”. The EIA Section has been developed by ICE “Ukrpromindustriya” (Kyiv).

The motor road network condition is one of the national social and economic development indicators with the priority task of the state transport policies being the rehabilitation of existing, and construction of new, motor roads. The M-03 motor road Kyiv - Kharkiv - Dovzhanskyi connects the capital of Ukraine with the eastern border of the Russian Federation and passes through the oblasts of Kyiv, Poltava, Kharkiv, Donetsk and Lugansk, provides for local and transit motor road connections of the central and eastern regions of Ukraine and for international passenger and cargo traffic. In the Poltava oblast the highway starts on the border with the Yagotyn rayon of the Kyiv oblast, passes through the Pyriatyn, Lubny, Khorol, Velyka Bagachka, Poltava and Chutove rayons to the border of the Kolomak rayon of the Poltava oblast. The M-03 motor road reconstruction on the section km 210+000 - km 300+550, km 323+000 - km 329+050 is planned with a view of improving the Ukraine’s national transport and communication infrastructure. The need to reconstruct M-03 motor road is accounted for by the currently unsatisfactory condition of the road pavement, the insufficient number of convenient traffic interchanges and bypasses around Populated Localities, and the non-conformity of motor road riding qualities with modern standards. These factors have an adverse impact on the road traffic capacity, given increasing traffic density, road safety levels, environmental and sanitarian safety of adjacent territories and Populated Localities. The current road condition doesn’t fully ensure quick, comfortable, efficient and safe passenger and freight traffic, can’t foster further social and economic development, advance competitiveness of the national road network. In 2005-2006 the Feasibility Study for the development of the M-03 motor road, the then Kyiv - Kharkiv - Debaltseve - Izvarne motor road, was drawn up. The Feasibility Study was developed by SE “Ukrdiprodor” (as the General Designer) and its subcontractors based on the Terms of Reference no. 20-1/5 dated February 20, 2005, issued by the Service of Motor Roads in Kharkiv oblast and approved by the State Service of Motor Roads of Ukraine “Ukravtodor”. At the Feasibility Study stage the EIA section was developed by “Geotechnologii”, LLC, upon request of SE “Ukrdiprodor”. The design documents were awarded with a positive opinion by the comprehensive state expert assessment office, in particular a positive opinion was received from the state environmental expert assessment office. The M-03 Motor Road Reconstruction Designs for the Section km 333+800 - km 347+280 have been developed based on the Terms of Reference for designing issued by the Service of Motor Roads in the Poltava oblast and approved by the State Service of Motor Roads of Ukraine “Ukravtodor”. The reconstruction of M-03 motor road will enable to: - improve the transport infrastructure, increase the investment attractiveness of the central and eastern regions of Ukraine; - ensure due road performance characteristics, traffic speed and comfort; - increase the local and transit traffic; - increase the levels of environmental safety; and - increase the levels of road safety. Environmental protection is a priority task in road construction. It is important to prevent would-be negative environmental aftermaths of activities. This Section, the Environmental Impact Assessment (EIA), has been developed in order to determine environmental acceptability of the designed object and expected impacts in course of its construction and operation, as per the effective legal requirements in Ukraine. The following information has been used in the EIA: - design documents received from the General Designer; - EIA papers developed at the Feasibility Study stage; - references, guidelines, scientific, research and other information from open sources. 1. GROUNDS FOR THE DEVELOPMENT OF THE INVIRONMENTAL IMPACT ASSESSMENT

Information about the Employer and the Developer of the EIA

The EIA Employer is the Service of Motor Roads in the Poltava Oblast (address: 22-A Kuybysheva Str., the city of Poltava, 36039; Service Chief – Yuriy Ivanovych Ivahin, tel./fax: (05332) 2-05-46; [email protected]). The EIA Developer is the ICE “Ukrpromindustriya” 34-A Palladina Ave., Kyiv, 03143; Director K.G. Lysychenko; tel./fax: (044) 423 17 96, email: [email protected]).

Legal Rationale

Requirements to the EIA papers are set forth by the State Construction Norms (DBN) A.2.2-1-2003 “Content and Essence of the EIA Materials in Designing and Construction of Enterprises, Buildings and Facilities”. Requirements to environmental protection in the road industry are set forth by the Industrial-Specific Construction Norms (VBN) V.2.-3-218-007-98 “Environmental Requirements to Motor Roads (Designing)”. Environmental impacts are assessed according to the Industry-Specific Standard of Ukraine (GSTU) 218-02071168-096-2003 “Assessment and Forecasting of the Environmental Condition of Roads and Production Facilities”. Provisions of the following regulatory acts were used in developing the Environmental Impact Assessment: - DBN A.2.2-3-2004 “Content, Procedure for the Development, Clearance and Approval of Design Documents for Construction”; - DBN 360-92 “Urban Development. Planning and Construction in Urban and Rural Populated Localities”. - DBN A.3.1-5-96 “Management, Organization and Technology. Construction Manufacturing Organization”; - DBN V.2.3-4: 2007. “Transport Facilities. Motor Roads. Part І. Designing. Part ІІ. Construction”; - DBN V.2.3-5: 2001. “Transport Facilities. Streets and Roads in Populated Localities”; - DBN V.2.3-14: 2006. “Transport Facilities. Bridges and Pipes. Design Rules”; - The State Standard of Ukraine (DSTU) B A.2.4-4:2009 “System of Design Documents for Construction. Main Requirements to the Basic Design and Working Drawings. General”; - The State Sanitary Rules (DSP) 173-96. “State Sanitary Rules for Urban Development and Construction of Populated Localities”; - DSP 201-97. “State Sanitary Rules for the Atmospheric Air Protection in Populated Localities (from Contamination with Chemical and Biological Substances)”; - The Sanitary Norms (SN) 3077-84. “Sanitary Norms of Allowable Noise in Residential and Public Buildings, and Residential Construction Areas”; - The Construction Norms and Rules (SNiP) ІІ-12 “Noise Protection”. While assessing environmental impacts in course of the designing of construction of motor roads, engineering objects, road infrastructure and other facilities, due regard was given to compulsory provisions of the Ukraine’s regulations that impose environmental, sanitary, urban development and other requirements to the design documents. 1) The sanitary protection zone (SPZ) separation of objects that constitute sources of negative impacts from residential and public-use built-up areas: - Article 24 of the Law of Ukraine “On the Atmospheric Air Protection” no. 2707- XII dated October 16, 1992; - Clauses 4.10 and 10.12 of DBN 360-92 “Urban Development. Planning and Construction in Urban and Rural Populated Localities”; - Clauses 5.4-5.7, 5.25 and 8.8 of DSP 173-96 “State Sanitary Rules for Urban Development and Construction of Populated Localities”; - Item 3.3 of DSP 201-97 “State Sanitary Rules for the Atmospheric Air Protection in Populated Localities (from Contamination with Chemical and Biological Substances)”. 2) Air emission protection: - Article 40 of the Law of Ukraine “On the Environmental Protection” no. 1264-XII dated June 25, 1991; - Articles 10, 17 and 23 of the Law of Ukraine “On the Atmospheric Air Protection” no. 2707-XII dated October 16, 1992; - Article 19 of the Law of Ukraine “On Ensuring the Population’s Sanitary and Epidemic Well-Being” no. 4004-ХII dated February 24, 1994; - Article 49 of the Law of Ukraine “On the Road Traffic” no. 3353-XII dated June 30, 1993; - Article 46 of the Law of Ukraine “On Motor Roads” no. 2862-IV dated September 08, 2005; - Item 4.6 of DBN V.2.3-4: 2007 “Transport Facilities. Motor Roads. Part І. Designing. Part ІІ. Construction”; - Clauses 8.6 and 8.7 of DSP 173-96 “State Sanitary Rules for Urban Development and Construction of Populated Localities”; - Clauses 2.3, 3.3 DSP 201-97. “State Sanitary Rules for the Atmospheric Air Protection in Populated Localities (from Contamination with Chemical and Biological Substances)”; - Clauses 3.7 and 8.2 of VBN V.2.3-218-007-98. “Environmental Requirements to Motor Roads (Designing)”. 3) Acoustical impact protection: - Articles 40 and 54 of the Law of Ukraine “On the Environmental Protection” no. 1264- XII dated June 25, 1991; - Articles 13, 17, 21 and 23 of the Law of Ukraine “On the Atmospheric Air Protection” no. 2707-XII dated October 16, 1992; - Articles 19 and 24 of the Law of Ukraine “On Ensuring the Population’s Sanitary and Epidemic Well-Being” no. 4004-ХII dated February 24, 1994; - Article 49 of the Law of Ukraine “On the Road Traffic” no. 3353-XII dated June 30, 1993; - Clauses 10.21 and 10.22 of DBN 360-92 “Urban Development. Planning and Construction in Urban and Rural Populated Localities”; - Item 4.6 DBN V.2.3-4: 2007 “Transport Facilities. Motor Roads. Part І. Designing. Part ІІ. Construction”; - Item 8.38 of DSP 173-96 “State Sanitary Rules for Urban Development and Construction of Populated Localities”; - Item 3.5 VBN V.2.3-218-007-98 “Environmental Requirements to Motor Roads (Designing)”; - SN 3077-84. “Sanitary Norms of Allowable Noise in Residential and Public Buildings and on the Territory of Residential Construction Areas”; - SNiP ІІ-12 “Noise Protection”. 4) Soil protection from man-caused contaminations: - Articles 164, 166, 167 and 168 of the Land Code of Ukraine no. 2768-ІІІ dated January 25, 2001; - Article 40 of the Law of Ukraine “On the Environmental Protection” no. 1264-XII dated June 25, 1991; - Articles 35, 44, 45, 46, 47, 52 and 53 of the Law of Ukraine On the Land Protection” no. 962- ІV dated June 19, 2003; - Article 47 of the Law of Ukraine “On Motor Roads” no. 2862-IV dated September 08, 2005; - Item 10.20 of DBN 360-92 “Urban Development. Planning and Construction in Urban and Rural Populated Localities”; - Item 4.6 of DBN V.2.3-4: 2007 “Transport Facilities. Motor Roads. Part І. Designing. Part ІІ. Construction”; - Item 8.20 of DSP 173-96 “State Sanitary Rules for Urban Development and Construction of Populated Localities”; - Item 3.6 of VBN V.2.3-218-007-98 “Environmental Requirements to Motor Roads (Designing)”; - SN 4433-87. “Sanitary Norms of Allowable Concentrations of Chemical Substances in Soil”; 5) Top soil preservation: - Articles 91, 96, 164 and 168 of the Land Code of Ukraine no. 2768-ІІІ dated January 25, 2001; - Articles 37 and 52 of the Law of Ukraine “On the Land Protection” no. 962- ІV dated June 19, 2003; - Item 9.2 of DBN 360-92 “Urban Development. Planning and Construction in Urban and Rural Populated Localities”; - Item 6.1 of VBN V.2.3-218-007-98. “Environmental Requirements to Motor Roads (Designing)”; - Soviet State Standard (GOST) 17.4.3.02-85 “Protection of Nature. Soils, Requirements to the Soil Fertile Layer Protection in Earthworks”. 6) Protection of water content of rivers and ground water regimes, and aquatic environment pollution prevention: - Articles 37, 44, 70, 80, 81, 85, 97, 98, 99, 100, 101 and 105 of the Water Code of Ukraine no. 213/95-VР dated June 06, 1995; - Articles 40 and 51 of the Law of Ukraine “On the Environmental Protection” no. 1264- XII dated June 25, 1991; - Item 10.14 of DBN 360-92 “Urban Development. Planning and Construction in Urban and Rural Populated Localities”; - Item 4.6 of DBN V.2.3-4: 2007 “Transport Facilities. Motor Roads. Part І. Designing. Part ІІ. Construction”; - Clauses 8.14 and 8.15 of DSP 173-96 “State Sanitary Rules for Urban Development and Construction of Populated Localities”; - Clauses 9.1, 9.5, 10.9 and 10.10 of VBN V.2.3-218-007-98 “Environmental Requirements to Motor Roads (Designing)”; - Sanitary Rules and Norms (SanPiN) 4630-88 “Sanitary Rules and Norms for Surface Water Protection from Contamination”. 7) Waste water discharge requirements: - Article 70 of the Water Code of Ukraine no. 213/95-VР dated June 06, 1995; - Article 49 of the Law of Ukraine “On the Road Traffic” no. 3353-XII dated June 30, 1993; - Item 10.18 of DBN 360-92 “Urban Development. Planning and Construction in Urban and Rural Populated Localities”; - Clauses 8.16 and 8.17 of DSP 173-96 “State Sanitary Rules for Urban Development and Construction of Populated Localities”; - Clauses 9.3, 9.6 and 10.8 of VBN V.2.3-218-007-98 “Environmental Requirements to Motor Roads (Designing)”. 8) Flora and fauna protection: - Article 97 of the Water Code of Ukraine no. 213/95-VР dated June 06, 1995; - Article 207 of the Land Code of Ukraine no. 2768-ІІІ dated January 25, 2001 - Articles 45, 46, 81 and 86 of the Forest Code of Ukraine no. 3852-XII dated January 21, 1994; - Articles 40 and 51 of the Law of Ukraine “On the Environmental Protection” no. 1264- XII dated June 25, 1991; - Articles 4 and 18 of the Law of Ukraine “On the Protection of Plants” no. 180-ХIV dated October 14, 1998; - Articles 5, 15, 23, 24, 25, 26, 27 and 30 of the Law of Ukraine “On the Plant Community” no. 591-ХIV dated April 09, 1999; - Articles 9, 10, 16, 36, 37, 39, 40, 42, 43 and 44 of the Law of Ukraine “On the Plant Community” no. 2894-ІІІ dated December 13, 2001; - Article 6 of the Law of Ukraine “On the Nature Reserve Fund” no. 2456-ХІІ dated June 16, 1992; - Article 10 of the Law of Ukraine “On the Red Book of Ukraine” no. 3055-ІІІ dated February 07, 2002; - Article 48 of the Law of Ukraine “On Motor Roads” no. 2862-IV dated September 08, 2005; - Item 11.5 VBN V.2.3-218-007-98 “Environmental Requirements to Motor Roads (Designing)”. 9) Social Environment Impact Restriction: - Article 19 of the Law of Ukraine “On the Urban Development Fundamentals” no. 2780- XII dated November 16, 1992; - Article 17 of the Law of Ukraine “On the Atmospheric Air Protection” no. 2707- XII dated October 16, 1992; - Clauses 2.18 and 7.4 of DBN 360-92 “Urban Development. Planning and Construction in Urban and Rural Populated Localities”; - Clauses 5.26, 8.8 of DSP 173-96 “State Sanitary Rules for Urban Development and Construction of Populated Localities”; - Item 5.8 of VBN V.2.3-218-007-98 “Environmental Requirements to Motor Roads (Designing)”. 10) Cultural and historic heritage protection: - Articles 6, 7, 18 and 19 of the Law of Ukraine “On the Archeological Heritage Protection” no. 1626-IV dated March 18, 2004; - Articles 36 and 37 of the Law of Ukraine “On the Culture Heritage Protection” no. 1805- ІІІ dated August 07, 2000; 11) Classification of motor roads in Ukraine – as per the Resolution of the Cabinet of Ministers of Ukraine no. 865 dated June 24, 2006, “On the Approval of the List of Principal Public Motor Roads”.

Environmental, Sanitary and Epidemiology, Urban Development and Other Restrictions

In compliance with the effective legislation of Ukraine, while developing design documents for the construction of new objects, one has to take into account existing restrictions established depending on a type of the design activity and its location. The road construction regulations (i.e. Clauses 4.6.4-4.6.6 of DBN V.2.3-4:2007 and Item 1.6 of VBN V.2.3-218-007-98) set forth environmental grades of designed objects depending on the expected magnitude of effects on the environment and citizens. The below restrictions must be taken into account in assessing environmental impacts in designing the construction of motor roads, engineering objects, road infrastructure and other transport facilities having environmental impacts. 1) In order to protect the population from adverse effects of noise and emissions, transport facilities are separated from residential and public-use built-up areas with sanitary protection strips (SRS). The sanitary norms set forth the minimum distances (roadside clear zones) from motor roads to residential buildings, i.e. 100 m for category I roads. The industry- specific construction norms, in terms of environmental requirements, establish the ceiling zones of a motor road impact (Clauses 4.1 and 4.2 of VBN V.2.3-218-007-98), depending on their environmental grade, in particular the approximate size of protection strips (PS) is recommended to be 300 m subject to free expansion of effects (with no physical obstacles, protective structures) or 200 m subject to shielding obstacles (land forms, vegetation, facilities, etc.) which total length is no less than a half of the protection strip. 2) In order to limit atmospheric emissions, one must comply with the requirements to non-surpassing of the allowable ceiling concentrations (ACC) of harmful substances in the atmospheric air, as established by the sanitary norms. Expected volumes of emissions of contaminating substances (CS) and dynamics of their concentration (emission) in the atmospheric air are calculated for the operational period (20 years) in accordance with the effective road construction guidelines (GSTU 218-02071168-096-2003), taking into account the design traffic density. 3) In order to restrict acoustical effects, one must comply with the requirements as to non-surpassing of the sanitary allowable ceiling levels (ACL) of noise. Computations are similar to those mentioned in the previous item. 4) Preventing soil contaminations by means of introducing measures on their protection, lest the ACL of CS be surpassed. Computations are similar to those in item 2. 5) Top soil preservation and use in construction works and engineering preparation of the construction area. In accordance with the Land Code of Ukraine and the environmental protection legislation of Ukraine, top soil is a natural resource and requires protection. The whole volume of the fertile layer acceptable for recycling must be recovered, except for soil contaminated with CS above the ACL. It is advisable to use the latter with a view of strengthening engineering facilities (road shoulders, slopes, etc.). 6) Aquatic environment protection is achieved thanks to the application of the most environmentally friendly designs of bridge crossing pillars and construction technologies with the least destruction of bottom sediments, thanks to the introduction of engineering measures restricting carry-over solids and the elimination of penetration of combustibles & lubricants, waste and garbage into water reservoirs. In course of operation and maintenance one takes measures to preserve the water content of rivers and the ground water regime, as well as to purify polluted run-offs and to prevent aquatic environment contamination in compliance with the allowable ceiling concentration of contaminating substances in water objects. 7) Restriction of impacts on the plant and animal communities: preservation of biodiversity in objects of the plant and animal communities; preservation of conditions in locations of plant community objects; non-permissibility of worsening of living conditions, migration routes and adverse impacts on reproduction conditions for wild animals; prevention of undesired changes in natural plant groupings and an adverse impact on them from activities, etc. While building bridge crossings, losses caused to the fish fauna due to destruction of spawning sites, wintering pits, etc. should be compensated. While removing vegetation within the construction area, one should compensate losses caused to forestry. 8) In the event of allotment of privately- or municipally-owned/used land for construction purposes, demolishing of buildings and structures, other actions touching upon interests of particular persons or groups of persons, the national legislation guarantees adequate compensations. In terms of the traffic density indicator, as per DBN V.2.3-4:2007, the M-03 road falls into category Ib with a design speed of 140 km per hour. Some road sections pass through existing developed areas in populated localities with a speed limit of 60 km per hour. In accordance with table 1.2 of DBN 2.3-5-2001, the motor road on these sections belongs to the category of highway streets. Environmental protection requirements imposed on highway motor roads beyond populated localities are not applicable to these sections.

Brief Description of the Designed Activity The Need and Positive Aspects of the Road Reconstruction

The development of economic ties requires improving the national motor road network. The purpose of the designed activity is to ensure M-03 motor road operational characteristics’ compliance with the modern regulatory standards. The M-03 international motor road is an important component of the Ukraine’s transport network (see figure 1.1) passing from the capital to the eastern state border through the Kyiv, Poltava, Kharkiv, Donetsk and Lugansk oblasts.

Figure 1.1. The M-03 Motor Road in the Ukraine’s Network of Motor Roads

Currently, the M-03 motor road on the section km 333+800 - km 347+280 passes through the city of Poltava, which has an adverse impact both on operational indicators of the road and the environmental situation in urban areas of the municipality. The M-03 motor road reconstruction in the Poltava oblast with the construction of new bypasses around populated localities (i.e. the cities of Poltava and Kopyly), new traffic interchanges, rehabilitation of man-made structures, erection of new elevated roads, etc., will enable to: - ensure the modern riding qualities of the motor road; - reduce the cost and duration of passenger and freight transportation; - increase the levels of road safety; - increase the levels of environmental safety. The M-03 motor road reconstruction section passes through the Poltava rayon of the Poltava oblast. According to DBN V.2.3-4 and VBN 2.3-218-007-98, the designed activity (reconstruction with the highway section construction) and the designed object (category Ib motor road) belong to environmental grade I. The designed activity is an activity of heightened environmental danger and doesn’t constitute a cross-border impact source.

Figure 1.2. The M-03 Motor Road Section km 333+800 - km 347+280

The sequence of the development of the EIA papers has been set forth in the EIA Terms of Reference. The list of expected environmental impacts from the designed activity is given below: - geological environment: occurrence or activation of hazardous geodynamic processes (erosion, saturation, subsidence, etc.) isn’t expected; - landscapes: changes in local landscapes aren’t envisioned; - climate and microclimate: changes of the existing status aren’t expected; - atmospheric environment: gas-aerosol emissions, noise; vibration and dust pollution effects are expected in course of construction only; - aquatic environment: rainwater and snowmelt run-offs from the road covering; changes in surface discharge conditions; - earth: withdrawal of lands; changes in soil physical and mechanical properties, chemical and garbage pollution in course of construction works; - plant and animal communities, and protected areas: possible changes in the existing status of ecological systems, noise, aerosol fall-outs in the construction area; removal of vegetation; - social environment (population): withdrawal of lands for temporary and permanent use, inconveniences during construction works, air contaminations, physical impacts; - technological environment: an impact on buildings and structures from emissions, noise, and vibration. 2. PHYSICAL AND GEOGRAPHICAL PARTICULARIES OF THE CONSTRUCTION ROUTE

This Section is based on summarized informational data from the State Department for Environmental Protection in the Poltava oblast, as provided in source [1].

Physical and Geographical Conditions The Poltava oblast is located in the central part of Ukraine in the forest-steppe zone with the temperate continental climate. In the north the oblast has a border with the Chernigiv and Sumy oblasts, in the east – with the Kharkiv oblast, in the south – with the Dnipropetrovsk oblast and with the Kyiv, Cherkasy and Kirovograd oblasts in the west. The total border length is about 1,100 km, including 162 km along the Kremenchug and Dniprodzerzhinsk reservoirs [2]. The design activity will be carried out within the Poltava rayon. The Poltava rayon is situated in the northern-eastern part of the Poltava oblast. The rayon covers 1,259.89 sq. km. (4.4% of the oblast area). The Poltava rayon lies within the Pre-Dnipro Lowland. The surface is an undulating plain separated by the rivers of Vorskla, Kolomak, Svynivka with all of them belonging to the Dnipro basin. Out of the Poltava oblast total area equaling to 28,750 sq. km. (4.6% of the area of Ukraine) 9.8% are forests and other wooden land, 6.2% are surface reservoirs, 77.6% of the area are agricultural lands, while tillage covers 61.5% [2, 3]. The Poltava oblast is located within the Dnipro catchment basin with the largest part of its course being overregulated with reservoirs. Water objects cover 148.3 thousand hectares. The main oblast water streams are the Dnipro river (including the Kremenchug and Dniprodzerzhinsk reservoirs), the Vorskla river (which length is 226 km within the oblast, and volume of run-offs is 0.9 cub. km per year), the Sula river (which length is 213 km within the oblast and volume of run-offs is 1.15 cub. km per year), the Oril river (which length is 80 km within the oblast and volume of run-offs is 0.355 cub. km per year), the Psel river (which length is 350 km within the oblast and volume of run-off is 1.46 cub. km per year), the rivers of Udai and Khorol. Their total length within the oblast is 5 thousand km. The total volume of run-offs of the main rivers, formed within the oblast in an average water content year, is 1.94 bln. cub. m per year [2]. The drainage density is higher in the north and lower in the southern west. The largest part of the run-off falls onto March - April. The oblast rivers are fed mostly from snowmelt water (60% of the volume of run-off). On the designed section the motor road path crosses the Vorskla river (see table 2.1).

Table 2.1 Vorskla River Characteristics Number of populated Number of barrages Name Length within the oblast, km localities along the (reservoirs), pieces coast line, pieces Vorskla 226.0 48 5

The oblast area belongs to the insufficiently humid and warm zone, while its extreme southern east falls into the drought-afflicted and very warm agricultural climatic zone. The average annual precipitation varies from 524 to 639 mm, increasing from south to north [2]. The oblast climatic conditions are favorable for human’s living. The Poltava oblast is located in the temperate climate zone. The greatest effects on climate formation are attributable to the volume and character of solar emissions, territories’ remoteness from large water masses, oblast’s belonging to the zone mostly affected by Atlantic temperate and Arctic cold air masses, territory flatness. The average duration of the winter climate season (with a temperature below 0оС) is 120 days, the average duration of the spring climate season (from 0оС to 15оС) is 53 days, the average duration of the summer climate season (above 15оС) is 124 days and the average duration of the autumn climate season (from 15оС to 0оС) is 68 days. The average annual rainfall in the oblast varies from 460 to 560 mm with precipitation decreasing from west to east. On the whole, the oblast climatic conditions are favorable for people and agricultural production development. In terms of geological structure, the forest-steppe part of the oblast is located within the Dnipro-Donetsk Depression, and the formation of its landscapes is connected with the development of the Dnipro river valley and the availability of salt-dome structures. In the steppe zone it corresponds to the eastern part of the Ukrainian Shield [3]. Black soils are most wide-spread in the oblast. They cover almost two-thirds of the oblast area. Objects jeopardized with activation of landslide processes are located in the city of Poltava and the Poltava rayon, in the cities of Lubny and Gadiach, in the urban-type settlement of Shyshaky and in the Shyshaky rayon, in the city of Kobeliaky and in the Kobeliaky rayon, in the Zenkivskyi rayon, in the city of Karlivka and in the urban-type settlement of Velyka Bagachka. The total area affected by landslide processes is 63.9 km or 0.22% of the oblast area (see table 2.2). The activity of landslide processes is changeable and depends on the volume of precipitation.

Table 2.2 Spread of Exogenous Geological Processes (EGP) [2]

Type of EGP Spread area, sq. km. Number of % of the affected manifestations, pieces region area Landslides 63.9 824 0.22 Saturation 146.8 48 0.51

The density of emissions from permanent contaminating sources, per oblast area km, equaled to 2.9 t of harmful substances (which is 2.3 times lower than the Ukraine’s average). The emission density was 112.6 t per sq. km in Lubny, 19.3 t per sq. km in Poltava and 8.6 t per sq. km in the Lokhvytskyi rayon. The volume of emissions of harmful substances was 54.8 kg per oblast citizen (which is 1.6 times lower than the Ukraine’s average) [2]. More than one half of atmospheric emissions in the Poltava oblast stem from mobile sources, i.e. motor transport (see table 2.3). Table 2.3 Dynamics of Atmospheric Air Emissions of Contaminating Substances, Thousand Tons [3] Contaminating substance name 2008 2009 2010 1. Total emissions of contaminating substances, including: 202.239 183.529 172.752 1.1. those stemming from permanent sources: 93.447 82.437 72.811 metals and their compounds 0.871 0.830 0.896 persistent organic pollutants 0.013 0.014 0.016 carbon oxide 14.739 11.864 12.769 sulfur dioxide and other compounds 5.420 8.479 2.448 nitrogen oxides 13.695 11.789 12.625 substances in the form of suspended particulates 6.159 5.397 6.868 volatile organic components 17.135 15.151 13.904 methane 35.34 28.903 23.285 1.2. those stemming from mobile sources: 108.792 101.092 99.941 sulfuric anhydride 1.651 1.537 1.559 nitrogen oxides 0.126* 14.924 14.988 carbon oxide 76.902 71.805 70.678 non-methane volatile organic components 11.526 10.850 10.712 methane 0.333 0.315 0.306 substances in the form of suspended particulates, including 1.776 1.650 1.689 those from: 1.2.1. motor transport: 85.94 81.102 80.005 sulfuric anhydride 0.777 0.740 0.757 nitrogen oxides 0.043* 7.591 7.749 carbon oxide 66.239 62.455 61.314 non-methane volatile organic components 9.648 9.131 8.973 methane 0.277 0.264 0.254 non-methane volatile organic components 0.962 0.916 0.955

2. Total greenhouse gases, mln. СО2 equivalent 3830.58 3377.18 3780.877 7 0 * - “nitrogen oxide” exclusively – in line with the statistical survey held in 2008.

The temperate climate conditions combined with parent materials and plain landscapes fostered occurrence of fertile black soils in the Poltava oblast with their major part being fully provided with nutritive substances, micro- and macro-elements which endorse soil fertility. The Poltava oblast holds a priority place in Ukraine in terms of humus content in the soil. The oblast soils are rather diverse in terms of their origin, mechanical content and fertility. The central part of the area (up to 70%) is covered with pachic, low- and medium- humus black soils. The eastern part of the oblast, on the border with the Kharkiv oblast, is covered with regular medium-humus black soils which transit to pachic soils in some parts.

Landscape The oblast area falls into the grade of plain Eastern European landscapes. The majority of landscapes are of the forest-steppe type and only in the south and in the southern east they are of the steppe and northern-steppe types. Given the high level of agricultural activities, natural landscapes haven’t survived with man-made ones prevailing. Within their structure agricultural landscape type prevails (76.2%). The landscape of the designed activity area is plain. For this area: - an integral (isohypsometric) factor of landscape roughness (which reflects land slopes, landscape relative highs, horizontal roughness in a comprehensive manner) doesn’t exceed 0.5 [4]; - the density of horizontal roughness with permanent water flows doesn’t exceed 0.3 km/sq.km [4].

Nature Reserve Fund As of January 01, 2011, the nature reserve fund is comprised of 370 areas and objects with a total area of 133,134.385 ha, with 29 of them being of national importance: 2 national natural parks, 20 wildlife sanctuaries, 1 dendrological park, 1 botanic garden, 1 botanic natural landmark, 4 parks that are garden art landmarks [2]. The designed section of the M-03 motor road path doesn’t cross territories and objects of the Ukraine’s nature reserve fund. Areas and objects of the Ukraine’s nature reserve fund don’t fall into the zone affected by the motor road. The designed activity doesn’t bear an impact on the local nature reserve fund areas and objects falling into the zone affected by the designed motor road section.

Summary Features of Flora and Fauna The plant community is rich and diverse, being comprised of forest-steppes, steppes, meadows, flood plain and pine woods, oak woods, coast-water and water phytocenters. The modern plant coverage is of a transformed nature. Semi-natural cenosis has survived mostly in flood plains, sometimes on their terraces, tough it has also undergone large changes recently [2]. The zonal types of plants, deciduous forests and meadow steppes, cover insignificant areas. Forests occur mostly on the terraces of river valleys. In addition to the man-caused impact, their spreading is hampered by soil salinization which is typical for the oblast. In the Poltava oblast forests and other wood-covered areas occupy 279,600 ha (9.7% of the oblast area), forest lands – 266,600 ha (9.2%), including 253,800 ha (8.8%) covered with forest vegetation. In the Poltava oblast forests are characterized by average productivity with a total standing volume of forestation being 39.7 mln. cub. m [2]. The steppe plants cover slopes of balks and river valleys, non-demolished barrows. Oblast meadow steppes are characterized by the highest flora diversity. The fauna list of the Poltava oblast includes 66 types of mammals; 307 types of birds, including 150 types of permanently nestling ones; 10 types of amphibians and 11 types of reptiles; 38 types of fish and a large diversity of insects. In the totality of the types the most vulnerable are steppe zoocenosis with more than a half of them requiring special protection [2]. The oblast area covers 397 types of terrestrial vertebrate species. However, the status of many of them raises concerns and requires urgent protective measures; 156 types (i.e. some 40% of the total number of these types) have already vanished from the territory of the Poltava oblast or their number is dangerously low. Among them 15 types were found out to require special protection: 4 types (otter, white-tailed eagle, imperial eagle, daker hen) are in the European Red List, while 11 more types (badger, common weasel, steppe polecat, great jerboa, pond heron, gray crane, booted eagle, pied oyster catcher, Orsini’s viper, smooth snake) are in the Red Book of Ukraine [2]. The natural biotopes within the zone affected by the motor road are violated because of populated localities (buildings and facilities) and agricultural activities carried out by local citizens.

Features of Distribution of Adverse Factors While assessing physical and geographical particularities of the rayon where the designed motor road section is located, the following has been determined: 1. The designed activity area is characterized by insignificant engineering and geological territory development complexity. Landslides, saturations and subsidence are exogenous geological processes which bring about potential danger [4]. 2. The landslide development intensity is average [4]. 3. The construction area is inclined to large saturation [4]. 4. In the construction area the soil pollution resistance factor is mostly 0.29…14.2 with the resistance grade being “low”. 5. The soil self-purification capacity (according to the soil strength factor) is mostly “below the average” [4]. 6. The integral anthropogenic load index for the construction area is above 15 [4]. 7. In terms of the area environmental condition local citizens’ living conditions are mostly satisfactory [4]. 8. The areas and objects of the nature reserve fund of Ukraine don’t fall into the zone affected by the motor road. All the enlisted factors have been taken into account in designing the M-03 principal motor road Kyiv - Kharkiv - Dovzhanskyi reconstruction and in developing the EIA papers. The design solutions are aimed at preventing the adverse factors.

REFERENCE LIST: 1.1. www.menr.gov.ua – the official web-site of the Ministry of Environment and Natural Resources of Ukraine. 1.2. The Regional Report on the Status of the Environment in the Poltava Oblast in 2009. Poltava: The State Department for Environmental Protection in the Poltava Oblast, 2010. - 150 pages. 1.3. The Environmental Passport of the Poltava Oblast (2010). Poltava: The State Department for Environmental Protection in the Poltava Oblast, 2011. - 138 pages. 1.4. The National Atlas of Ukraine. - Kyiv: The State-run Research and Industrial Enterprise “Kartographiya”, 2007. - 440 pages. 3. GENERAL CHARACTERISTICS OF THE DESIGNED OBJECT

Density of Traffic Flows

The main indicator to define motor road parameters is the vehicle traffic density. The total annual traffic density per day is a sum of traffic densities for various vehicle types. For forthcoming years the traffic density has been calculated taken into account the economic growth, passenger and freight traffic directions. Traffic density annual growth rate factors are defined for every particular type of vehicles by means of analyzing the traffic density in previous years and the survey area economic development [forecast] for forthcoming years. By-settlement indicators of the existing and 20-year design traffic densities, received by the Economic Survey Section of SE “Ukrdiprodor”, are presented in table 3.1.

Table 3.1 Traffic Flow Density on the Section km 333+800 - 347+280 Total traffic Traffic density Ite Freight Passenger traffic, vehicles per density, in passenger car m traffic, day vehicles per equivalent units, no. vehicles per day vehicles per day day private Section Years buses total vehicles From the 2010 2,880 3,420 340 3,760 6,640 12,190 beginning to the 1 intersection with 2031 6,560 9,510 640 10,150 16,710 29,320 M-22 From the 2010 3,140 3,580 340 3,920 7,060 12,630 2 intersection with M-22 to the end 2031 7,160 9,950 640 10,590 17,750 30,420

In terms of vehicle traffic density, according to DBN V.2.3-4: 2007, the M-03 motor road belongs to category Ib. The traffic density indicators depict the environmental impact which parameters are in line with the first environmental grade of motor roads under VBN V.2.3-218-007-98. “Environmental Requirements to Motor Roads (Designing)”. The motor road reconstruction provides for the following: - a motor road - a linear complex of engineering and auxiliary facilities intended for continuous, safe and convenient passage of vehicles with normative technical characteristics which ensures domestic and international passenger and freight traffic; - engineering facilities - crossovers, drainage pipes, water-purification facilities, retaining walls, etc.; - auxiliary facilities – protective structures and vegetation, ramps, etc. The following three options of the bypass route have been considered under the Project: - with a length of 8.8 km, as per the Feasibility Study; - with a length of 4.3 km, an elevated road through the city of Poltava; - with a length of 11.017 km, an option suggested by the Service of Motor Roads in the Poltava oblast. The last option has been suggested by the Service of Motor Roads in the Poltava oblast, cleared with local authorities and approved by the Ukravtodor as a principal one. Table 3.2 Technical Parameters of the Category Ib Motor Road with 4 Traffic Lanes (under DBN V.2.3-4: 2007) Item Key technical Name Unit no. parameters 1 Design speeds km per h 140 2 Number of traffic lanes pieces 4 3 Traffic lane width m 3.75 4 Roadway width m 7.50х2 5 Road shoulder width m 3.75 6 Hard road shoulder width m 0.75 7 Central reserve width m 6.0 8 Hard central reserve width m 1.0 9 Roadbed width m 28.5

Path Characteristics

The M-03 motor road path is located within the Pre-Dnipro Lowland and crosses the area of the Poltava Accumulative Forest Plain Land. The reconstruction will be preceded by preparatory works which, among other things, include re-laying of utility lines, and removal of trees. The designing envisions the construction of bypasses around Poltava and the village of Kopyly with a new route and several new interchanges, and the reconstruction of a bridge across the Vorskla river.

Figure 3.1. The Interchange on km 333+800 Figure 3.2. The Designed Site with an Elevated Road

Figure 3.3. The Traffic Interchange with the Poltava – Olexandriya Motor Road (M-22) Figure 3.4. Section with the Traffic Intersection with the Existing M-03 Motor Road

Figure 3.5. The Bypass around the Village of Kopyly

The design solutions are described in relevant sections of the design documents.

Right-of-way The sizes of land plots to be withdrawn for the roadbed of the motor road have been determined based on computations subsequent to the designed longitudinal road profile and the roadbed cross profiles. The permanent right-of-way is comprised of areas for traffic interchanges, re-laying of utility lines and other structures provided for by the design documents. The right-of-way is widened as much as needed for the surface water discharge system. The temporary land withdrawal area has been computed subject to the accepted construction work technology. Such land plots withdrawn for temporary use include areas specified for near-road borrow pit excavation, places to store the top soil and peat, areas to build bypasses and areas for the passage of the building machinery. While carrying out preparatory works in land withdrawal areas, one needs to remove trees and bushes from existing forest belts. Quantitative and qualitative characteristics of vegetation subject to clearance have been established in the Vegetation Review Certificates. The Project envisions restoring vegetation which quantitative characteristics won’t be inferior to the current one. Beyond populated localities the minimum distance from the drive-way edge to the edge of a tree or to the end of a bush will be 14.00 m, as per DSTU 3587-97. The volumes of soil for roadbed filling are to be taken from explored reserves adjacent to the highway. Furthermore, while excavating, soils which are acceptable for building the roadbed due to their qualities will be used for dam filling. The distribution of soil masses by types and ways of transportation is provided in relevant specifications. The longitudinal profile has been designed subject to the last restriction and changes in traffic speeds in compliance with the principles of combination of lay-out and profile elements, recommendations on architectural and landscape leveling and preservation of elevation points of the roadbed of the existing motor road as much as possible. In order to ensure reliable surface water discharge from the drive-way, the cross side profile has been accepted for sections with a longitudinal profile of more than 30 ‰ on banked earth with a height of more than 3.0 m and for concave curve sections at a distance of 30 m on both sides of the curve peak. Water is discharged beyond the drive-way with reinforced concrete conduits and installation of waste chutes on slopes and dampers at the embankment foot. The design solutions for the above listed works are given in respective specifications and drawings with quantities specified.

The re-laying of utility lines in the motor road reconstruction area is performed in compliance with the technical regulations received, as issued by owners of utility lines in accordance with the currently effective instructions, rules and norms. It is envisioned to build new and reconstruct existing man-made facilities. They include two-level and dumb interchanges and intersections, bridges and crossovers, pedestrian crossings, rectangular and round-section reinforced concrete conduit pipes. Places to locate man-made facilities and their geometrical sizes have been determined by the general highway direction, hydrological and topographical conditions of the area, design solutions taken for multi-level intersections and junctions. In particular, purification facilities are designed. It is envisioned that production waste and construction debris will be stored in specially allocated plots for temporary storage and further transportation beyond the construction site.

The List and Characteristics of Main Sources of Environmental Impacts

The construction works will bring about the following permanent and temporary impacts: - irreversible landscape changes due to earthworks in order to level the highway pavement, construction of new engineering facilities, etc.; - changes in the surface water formation regime; - changes in the sheet wash regime; - linear erosion intensification, landslide formation threats; - changes in engineering and geological features of soils in the land withdrawal zone; - possible contamination of the soil surface and water facilities with combustibles & lubricants, and construction debris; - a temporary adverse impact on air from exhaust gases, noise and dust from the operating machinery; - a temporary adverse impact on the animal and plant communities due to violation of the existing migration routes of wild animals, noise and dust from the operating machinery as a result of artificial illumination, because of changes in the living environment from earth excavations and removal of vegetation. The sources of environmental impacts will include: - atmospheric air emissions of contaminating substances from fuel combustion; - an acoustical impact from vehicle traffic; - waste water discharge from the road covering; - waste contamination of earth and surface water reservoirs; - indirect effects on the animal and plant communities from emissions, noise and sewerage water; - possible occurrence of emergency situations of various danger degrees.

Atmospheric Air Contamination Mobile contamination sources, i.e. vehicles, are one of the main factors that bear an impact on the quality of air. The air environment quality is regulated by the sanitary norms.

Table 3.2 Allowable Ceiling Concentrations of Vehicle Exhaust Gases of Contaminating Substances in the Atmospheric Air ACC, mg/cub. m Danger Substance name Single-time Average daily grade ceiling ceiling sulfurous anhydride 0.5 0.05 3 acetone 0.35 0.35 4 butyl aldehyde 0.015 0.015 benzo[a]pyrene - 0.1 mg/100 m2 1 (oil, low sulfur in equivalent to С) gasoline 5 1.5 4 shaly gasoline in equivalent to С 0.05 0.05 4 butane 200 - 4 butyl acetate 0.1 0.1 4 vanadium pentoxide 0.5 0.002 1 hydrogen chloride 0.2 0.2 3 carbonic oxide 5.0 3.0 2 hexane 60 - 4 nitrogen dioxide 0.2 0.040 2 ethylene 3.0 3.0 3 isoprene, 2-methyl butadiene 0.5 0.5 3 black iron oxide - 0.04 3 suspended materials 0.5 0.05 3 shaly ash 0.3 0.1 3 sulfuric acid 0.3 0.1 2 cobalt 0.5 0.001 1 manganese and its compounds (in equivalent to Mn2) 0.01 0.01 2 methane 50 - - copper oxide - 0.002 2 nickel oxide - 0.001 2 nitrogen oxide 0.4 0.06 3 petroleum oil 0.05 - - abrasive metallic dust 0.4 - - rubber dust 0.1 - mercury 0.01 0.0003 1 soot 0.015 0.05 3 lead and its compounds 0.001 0.0003 1 sulfuretted hydrogen 0.008 0.008 2 formaldehyde 0.035 0.003 2 phenol 0.01 0.01 2 chrome 0.0015 0.0015 1

Noise Contamination. Vibration The main source of noise from vehicle traffic on the motor road is an engine, in particular exhaustion of waste gases and working tires, engine devices and systems, transmission, and freight in truck bodies. The noise from motor cars moving on the highway varies from 50 to 68 dBA. A transport noise equivalent level indicator depends on the following factors. Transport factors: - a number of vehicles (traffic density); - traffic composition; - operating condition of vehicles; - freight volume and nature; - application of motor car horns. Road factors: - traffic flow density; - longitudinal profile (elevations, descents); - availability and types of intersections and junctions; - pavement type and its roughness; - pavement evenness; - cross profile, availability of embankments and excavations; - a number of traffic lanes; - availability of a central reserve; - availability of transport stops. Natural and climatic factors: - atmosphere pressure; - air humidity; - air temperature; - wind speed and directions, turbulence of air flows; - precipitation.

Table 3.3 Normative Allowable Ceiling Equivalents and Maximum Noise Levels L.A equivalent L.A max Area purpose Regulations day night day night Residential and public-use SN 3077-84, DBN 360-92, 55.0 45.0 70.0 60.0 built-up areas DBN B.2.4-1-94, DSP 173-96 Accomplished built-up areas 60.0 50.0 75.0 65.0 SNiP 11-12-77, SN 3077-84 being further developed (+5 60.0 50.0 70.0 60.0 DBN 360-92* dBA) The first built-up echelon in SN 3077-84, Annex no. 16 to the zone affected by vehicles 65.0 55.0 80.0 70.0 (+10 dBA)1 DSP 173-96 The first accomplished built- up echelon being further SNiP 11-12-77, SN 3077-84, developed in the zone 70.0 60.0 85.0 75.0 Annex no. 16 to 173-96 affected by vehicles (5+10 dBA)

Vehicle’s move on a motor road is accompanied by the process of vibration which bears its impact, through the mechanical system, on a human being riding the vehicle and, through pavement surfacing, on facilities located in the zone of such impact. The intensity of vibration transmission to buildings and facilities in the zone adjacent to the road depends on a number of heavy trucks, their speed, road pavement evenness, road pavement structure, underlying soil type, etc. Vibratory frequency from traffic loads is equivalent to 10 - 40 Hz.

Table 3.4 Sanitary Norms for Allowable Vibration Levels in Residential Buildings Located in the Zone Affected by the Road Geometric mean frequencies of octave bands, Hz Indicator 2 4 8 10 31.5 63 Vibration speed 79 73 67 67 67 67 Vibration acceleration 25 25 25 31 37 47 Vibration degree 133 121 109 108 97 91

In highly porous water-saturated soils the intensity and distance of vibration spread is 2-4 times higher than in sandy or solid rocky (detrital) soils. Subject to layers of particulate non- cohesive materials, vibration acceleration decreases by a factor of 1.5-2.0. Special computations of vibration and protective structures may be required subject to availability of seismically sensitive buildings and structures or special types of manufacturing in the zone affected by vibration (as a rule up to 30 m from the drive-way edge). When vibration acceleration indicators (frequency, fluctuation amplitude) exceed the level allowable for this object, the design should provide for vibro-protective shields, i.e. trenches with a width of 0.5-1.0 m and a depth of 3-5 m (yet no less than the building foundation depth), filled with a particulate material (crushed stone, gravel) or with a material which density is largely different from the soil density (slag, etc.). The protective shields are installed as close as possible to the drive-way edge. Provided that parameters of the protective shields have been computed accurately, they may reduce vibration acceleration by 5-10 times.

Soil Contamination In the highway path zone soils may be contaminated with components included into exhausted engine gases, in particular with lead, be accumulated in the soil absorbing complex during forthcoming years.

Table 3.5 Allowable Ceiling Concentrations of Chemical Substances in the Soil Substance Soil ACC, mg/kg Substance Soil ACC, mg/kg benzo[a]pyrene 0.02 moving forms

1 For noise caused by vehicles a correction of + 10 dBA is applicable in determining the allowable ceiling equivalent and the maximum noise level. gasoline 0.1 manganese 700 vanadium 150.0 copper 3.0 vanadium + manganese 100.0+1000.0 nickel 4.0 lead 32.0 lead 6.0 sulfuretted hydrogen 0.4 zinc 23.0 formaldehyde 7.0 chrome 6.0 mercury 2.1 cobalt 5.0 nitrate 130.0 sulfuric acid 160.0

Surface Water Contamination Contamination of soils and water with non-purified effluents aggravates the quality of the environment, causes large fish losses and limits agricultural use of lands. In the aquatic environment oil products and other pollutants acidify, violating reservoir oxide regimes, which affects living organisms. Surface water and soils of the reserve-technological strip can also be contaminated with rainwater and snowmelt discharges with particulate materials and oil products from the road covering.

Table 3.6 Allowable Ceiling Concentrations of Chemical Substances in Water of Public and Household Water Objects

Substance ACC, mg/l Substance ACC, mg/l ammonia (by nitrogen) 2.0 gasoline 0.1 nickel 0.1 naphtha 0.1 nitrates (by nitrogen) 10.0 copper 1.0 lead 0.03 polysulphide oil 0.1 formaldehyde 0.05 other oil 0.3 vanadium 0.1 carbon sulfur 1.0 zinc 1.0 benzo[a]pyrene 0.000005 cobalt 1.0 mercury 0.005 tetrachloromethane 0.3 butyl acetate 0.1 iron 0.5 isoprene 0.005 kerosene 0.1 chrome 0.5 ethylene 0.5 phenol 0.001

Contamination of surface water streams and reservoirs with waste water from motor roads and bridges has an insignificant specific weight as compared to contamination of the aquatic environment with industrial and chemical waste. Being sediments on motor road surfaces, dust and wear products from surface, tires and brake blocks, emissions from vehicle engines, materials used in response to icing, dust, etc., are washed with rainwater and snowmelt and saturate surface discharge water with contaminating agents, including pending substances, oil products (gasoline, diesel fuel, lubricants, mazut, etc.) which may penetrate water flows.

Impact on the Plant Community The plant community is affected by removal of trees and bushes that fall into the zone of overhauling and construction according to the new direction of the motor road and interchanges. Indirect impacts arise from emissions of contaminating substances, when gas-aerosol and solidphase substances penetrate trophic chains. Noise may have an adverse impact on higher animals. In case of disruption or crossing of natural biotopes by the motor road, the impact on fauna will be represented by the violation of migration routes and forage lands.

Possible Emergencies Road safety is ensured thanks to the design solutions that meet the effective construction norms and regulations. Analyzing possible emergencies proves that they will not foster additional impacts on citizens and the environment beyond the reserve-technological strip. Implementing modern means of emergency-safety and eliminating unauthorized access to the road make it by far safer compared to the current status. In order to provide for the required traffic safety level, one ensures a number of measures and structural solutions which will facilitate safe operation of the road and vehicles: - arranging road shoulders along the drive-way edge; - arranging metal barriers; - applying road signs with a light-reflective surface; - marking with wear-proof materials; - extending the drive-way of bridge crossings; - arranging water discharge from the drive-way; - installing road signs. The technological risk from the motor road construction and operation has been assessed on the basis of data on the current status of the environment, motor road path conditions, traffic density with due regard to protective measures to be taken. 20-year perspective computations show that vehicle drivers’ compliance with the accident-free traffic regime enables ensuring risk levels not exceeding 10-5 (acceptable risk) under the cautious scenario.

Main Affected Objects and Limits of Boundary Impact Zones

Objects Affected by the Designed Activity The geological environment will be exposed to insignificant impacts. Land resources – land allotment. Soil surface contamination with combustibles & lubricants, construction debris within temporary and permanent land allotments. Possible contamination of adjacent areas with waste in course of the motor road operation. Landscape – changes in the landscape because of earthworks. The aquatic environment – temporary changes in the sheet wash regime in course of construction works. The air environment – a temporary adverse impact from construction works on the air environment because of exhaust gases, dust and noise from the operating machinery. The animal and plant communities – removal of grass, bushes and trees, more dust in the air and on the plants. Fauna will suffer from an adverse impact from noise, artificial illumination, changes in the living conditions. Compensating measures are envisioned. The social environment – an impact from air contaminations and the noise load. Transport communication and territory investment attractiveness will improve with new road maintenance and service jobs created. Assessing environmental safety is performed, taking into account the below-given impact groups and types: Transport contamination – (emissions) from vehicles moving on the road: exhaust gases, transport noise, dust as solid emissions and surface wear products polluting air, soil and water on the adjacent territory. Changes in the natural and economic systems as a result of the commissioning of the road and engineering facilities: land withdrawal, landscape re-arrangement, changes in the sheet wash conditions and regime, in the level and status of underground water movement, in the division of the biosystem and agricultural lands, in the existing infrastructure. Technological impacts in course of construction works are as follows: contamination of air, soil and reservoirs during the operation of road machinery, industrial noise, spread of dust, temporary withdrawal of contaminated lands. Objects of motor road’s environmental impact are the following components: - natural: air (contamination with gases, dust and noise); water (contamination of surface discharge, ground water); land, soil (stability of earth masses, erosion resistance); biosystems (plants, animals, agricultural manufacturing); - social and economic: citizens’ living conditions (sanitary, economic interests of the society, economic growth opportunities, jobs); land use (dwelling, agriculture, forestry, recreation, country houses), placement of industrial and other enterprises, transport infrastructure (accessibility of social sites, preservation of the established system of ties), scientific and spiritual sites (historic, cultural, archeological landmarks, conservation areas, natural phenomena), and (natural, cultural and urbanized) landscape aesthetics. Motor road boundary environmental impact zones The zone affected by the motor road is a territory where direct or indirect changes in the natural systems from road overhauling and operation occur. Transport contaminations for the design period of 20 years exceed the average annual fluctuations of the ambient level; however, except for the acoustical contamination, they fail to surpass the normative ceiling limits established by the sanitary authorities. Within the zones affected by the road one separates the protection strips (PS) adjacent to the right-of-way (ROW) and the reserve-technological strip (RTS) adjacent to the road where hygienic norms are permanently exceeded. The protection strip is an area adjacent to the right-of-way where: - traffic contaminations for the design period (subject to the most favorable combination of impact factors) may exceed the established allowable ceiling concentration levels; - significant changes in natural systems which can’t be eliminated through rehabilitation with re-vegetation methods may occur. The protection strip area is environmentally unsafe in terms of placing residential houses, other buildings and structures for the permanent stay of people, recreation, etc. The reserve-technological strip is an area adjacent to the road where the sanitary norms as to contamination of air, soil and reservoirs are exceeded on a permanent basis. The landscape is completely transformed. The lands are unacceptable for agricultural purposes and long-term stay of people. An approximate area of the zone affected during construction works is determined by the road section technical category and the fact that the designed activity belongs to environmental grade I. 4. THE ASSESSMENT OF ENVIRONMENTAL IMPACTS FROM THE DESIGNED ACTIVITY

4.1. Climate and Microclimate

The performance of construction works and the operation of the reconstructed M-03 motor road sections aren’t associated with large emissions of greenhouse gases, contaminating substances, significant landscape re-arrangement, changes in discharge and vapor, etc., and, therefore, won’t bring about any visible impact on climatic conditions of this area. Impacts on microclimatic characteristics of the area are insignificant, being associated with occurrence of the turbulence effect arising from high-speed traffic, heat pollution, increased gas content, etc. The impacts are localized within the right-of-way.

4.2. Atmospheric Air Contamination

The air impact is associated with emissions of contaminating substances from vehicle engines as a result of fuel combustion. Internal-combustion engine exhaust gases contain more than 170 harmful components, including 160 carbon derivatives. The availability of harmful substances in exhaust gases depends on a type and quality of fuel, add-ons and lubricants, fuel combustion conditions, an engine operational mode, a vehicle technical condition and driving conditions. Non-compliance of driving conditions with an optimal mode of vehicle engine operation stems from the road riding qualities. The road component impact on the gross volume of contaminating substances is estimated at 35%. The main portion of this impact arises from lower driving speeds resulting from poor road coverings. According to the effective guidelines2, masses of the following main contaminating substances shall be measured in exhaust gases of internal-combustion engines: carbon oxide (COx), hydrocarbons (CxHy), nitrogen oxides (NOx), sulfur oxides (SOx), soot (S), benzo[a]pyrene and lead compounds.

Calculation of Gross Emissions of Contaminating Substances Gross emissions of contaminating substances from internal-combustion engines are measured according to the following formula:

t t Mi = K i × B ,

where: Mi is a volume of contaminating substances, kg, t; t K i is a specific weight of emissions of i-substance in fuel combustion, t/t; Bt, is a volume of combusted fuel, t.

Table 4.1 t K i Factor Values for Various Fuel Types Contaminating substance Unit emissions, t/t diesel fuel gasoline Carbon oxide 0.1 0.6 Nitrogen dioxide 0.04 0.04 Hydrocarbons 0.03 0.1 Sulfur dioxide 0.02 0.002

2 “Instruction on the Determination of Allowable Atmospheric Emissions of Harmful Substances by Enterprises of the Ministry of Transport of the Ukrainian Soviet Socialistic Republic”, RD 238 of the UkrSSR 84001-106-89, Kyiv – 1989. Soot 0.016 0.00058 Benzo[a]pyrene 0.31×10-6 0.23×10-6

In calculations of gross emissions it was assumed that the normative fuel density was 0.74 kg/l for gasoline and 0.83 kg/l for diesel fuel. Combusting 1 kg of liquid fuel emits some 13 cub. m. of combustion products or flue gases. In calculations of emissions from a conventional car on the designed road sections it was assumed that the fuel consumption was 10 l of gasoline and 7 l of diesel fuel per 100 km with an average speed of 80 km per hour. The results of computations of gross emissions of CS are presented below.

Table 4.2 Current Volumes of CS Emissions from Motor Transport, as Computed for 2010 (for the Existing Highway) CS emissions, kg/day Av Nitroge Sulfur era Carbon Hydrocarbo Benzo- ge n dioxid Soot S oxide ns [a]pyrene traf dioxide e ec fic P P tio Ite de P P e e n e e r r P m nsi P Section le P r P r P er no ty, e ng e s e s Per e s s s . ve Per r Per th, r e r e sec r e e e hic km km k k c k c tion k c c cti les k m m ti m ti m t t o per m da o o i i n y n n o o n n 1 From the 12, 5. 5 2 4 2 9.2 4 0. 0.5 0. 1, 2. 1 beginning 19 4 3. 9 . 2. 9 5 4 34 84 5 . to the 0 8 0 2 6 . 4 5 3 intersectio . 7 3 7 n with M- 4 E- 9 22, kg/day 0 E 5 - 0 4 2 From the 12, 3. 5 1 4 1 9.5 30. 0 0 0 1 2. 8 intersectio 63 2 5 7 . 3 5 . . . . 6 . n with M- 0 . 8 3 . 5 5 3 1 4 4 22 to km 7 . 9 5 5 5 3 5 6 341+800, 3 E- 4 kg/day 0 E 5 - 0 5 The whole section, 8. 3 4 0 3 0.5 80. 0 1 0 2 1. 2 kg/day 6 . 6 . 6 2 . . . . 4 . 1 8 2 . 0 0 0 9 7 2 . 5 0 9 2 6 4 2 6 7 0 E- 5 0 E 6 - 0 4 Annual volume of emissions 1 1 8 1 19 29, 2 3 7 1 5. 8 for the whole section, kg , 7 8 3 3.9 27 . 9 . , 3 . 1 1 . , 5.7 6 7 2 0 7 1 3 , 2 3 . 8 8 2 2 0 2 8 1 E- 1 . 4 2 . 0 E 8 7 . 2 4 - . 7 0 3 2 CS gross emissions from the 1,424.7 section, kg/day CS gross emissions from the 215,124.7 section, kg/year

Table 4.3 Current Volumes of CS Emissions from Motor Transport, as Computed for 2012 (Following the Reconstruction) Av CS emissions, kg/day era Nitroge Benzo- Carbon Hydrocarbo Sulfur ge n Soot [a]pyren traf Se oxide ns dioxide It dioxide e fic cti e de on P P P P m nsi le e e e e P Section ty, ng P r P r P r P r P er n ve th, e s e s Per e s e s e s o Per hicl k r e r e sec r e r e r e . km es m k c k c tion k c k c k cti per m ti m ti m ti m ti m o da o o o o n y n n n n 1 From the 2 1 beginning . . to the 2 1 0 3 intersectio 13, 4 1 3 1 0. 0. 0. 1. 8 0 4. 6 n with M- 82 5. 0 . 6. 7.8 4 4 3 3 9 7 6 . 22, kg/day 1 8 . 6 5 7 7 0 7 E E 1 6 - - 0 0 5 4 2 From the 2 1 intersectio . . n with M- 3 2 9 4 3 0 0 0 22 to km 14, 9 3 2 6 0 8. 7 1 68. . . . 341+800, 32 8 . 8.1 . 8 5 4 . . 3 4 4 3 kg/day 4 . 7 6 E E 4 2 8 8 1 5 - - 0 0 5 4 1 2 . . 6 0 0 9 9 4 0 3 13 4 0 0 . . 2 1 The whole section, 7 0. 10 . . .0 . 9 . 0 0 9 2 kg/day . 7 4.4 9 9 0 0 . 3 0 2 E E 7 5 7 1 6 6 - - 0 0 6 4 7 1 2 1 3 . . 1 2 1 7 8 0 0 , 2 1 2 3 , , , 3 6 4 , 1 5 2 4 9 4 Annual volume of emissions 4 0 9 3 7 3 5 2 . 6 . 4 for the whole section, kg 0 8 Е Е 2 3 . . 3 . 6 7 6 9 - - . 6 3 3 8 . . . 4 . 9 7 8 0 0 3 4 1 CS gross emissions from the 1,851.8 section, kg/day CS gross emissions from the 279,627.5 section, kg/year

Table 4.4 Current Volumes of CS Emissions from Motor Transport, as Expected in 20 Years (Conventionally for 2031) without Section Reconstruction A CS emissions, kg/day v Nitroge Carbon Hydrocarbon Sulfur Benzo- e n Soot oxide s dioxide [a]pyrene r dioxide a g e

S t e r c a t f i f It o i e n c P P m P e e P Section l e d P r P r P P er n e P r e e s e s Pe Per e Per e s o n er s n r e r e r sect r sect r e . g k e s k c k c km ion k ion k ct t m ct i m ti m ti m m io h io t o o n , n y n n k , m v e h . / d a y 1 From the 1 4 9 5 beginning 3 . 1 . . to the , 6 2 , 1 5 1 1 8 3 1 1 1 6 intersectio 8 0 0 8 1 3 5 4 4 . . . . n with M- 2 2 9 6 4 7 . . . 9 9 2 6 22, kg/day 1 . 1 . Е E 6 5 6 5 5 3 3 2 . 6 - - 7 0 0 5 4 2 From the 1 8 3 9. intersectio 4 . . 6 n with M- , 4 2 6 1 0 1 5 3 1 1 1 3 5 22 to km 3 0 5 1 9 5 0 5 . . . , 9 341+800, 2 5 6 2 1 . . . 9 9 2 9 Е kg/day 4 . . . Е 9 8 1 8 8 5 9 - 3 8 3 - 0 0 5 4 The whole section, 5 8 kg/day 1 . . , 1 2 0 0 1 4 2 1 1 3 7 0 3 2 9 . . 0 4 2 3 1 . 4 . 5 . 8 0 0 . 9 8 . . 9 8 9 . 0 . 2 7 6 E E 0 6 3 . 3 9 6 0 2 - - 5 0 0 6 4 Annual volume of 6 3 4 1. emissions for the whole 4 3 1 3 . 9 9 section, kg , 8 3 7 0 1, , 0 , 2 8 2 , 2 2 9, 9 4 8 0 3 5 9 2 2 7 2 1 . 3 7 3 8 . Е 6 1 . . 0 5 5. 6 Е 0 7 - . 9 0 5 2. 0 . - . 0 6 . 8 6 0 1 3 8 1 CS gross emissions 5,311.4 from the section, kg/day CS gross emissions 802,014.6 from the section, kg/year

Table 4.5 Current Volumes of CS Emissions from Motor Transport, as Expected 20 Years after the Commissioning (Conventionally for 2031) CS emissions, kg/day Av Carbon Nitroge Hydrocarbo Sulfur Soot Benzo- era oxide n ns dioxide [a]pyrene ge Se dioxide traf cti P P P P Per Per P P P P Per P Ite fic on e e e e km sec e e e e km e m de le r r r r tion r r r r r Section no nsit ng k s k s k s k . y, th, m e m e m e m s s ve k c c c e e h./ m ti ti ti c c da o o o t t y n n n i i o o n n 1 From the 13, 4. 1 5 1 4 22. 1 1. 1. 0. 3.9 6. 2 beginning 82 6 3 9 0 6. 3 0 3 3 8 0 23 . to the 1 0. 9 . 9 2 3 3 5 1E 8 intersectio 3 . 2 . - 6 n with M- 6 7 05 6 22, kg/day E - 0 4 2 From the 14, 8. 1 1 1 8 22. 19 1 1 0 7 6. 5 intersectio 32 4 3 , 0 7 7 0.4 . . . . 32 . n with M- 4 2 1 . . 3 3 8 2 6E 3 22 to km . 1 4 0 5 5 6 4 - 1 341+800, 3 1 05 4 kg/day . E 5 - 0 4 The whole section, 13 8 kg/day .0 1 . 0 , 1 0 0 1 1 1 2 5.4 7 0 3 . . 1 8 1 1. 29 . 17 1 . 4 0 0 . 0 . 9 3.1 6 E- 1 9 . 1 7 1 E 3 8 06 . 0 8 4 4 - 1 0 4 Annual volume of emissions 6 1 1 2 4 for the whole section, kg 4 2 0 4 . . 8 , 4 3 7 6 9 , 9 9 , 2 1 , 2 0 , 6 7 0 7 8 8 6 3 5 3 8 9 . 7 6 7 6 9 . 6 5 . . 9 5 . 7 E E 6 9 . 1 8 6 5 1 . - - . 1 . . 2 0 0 2 9 7 3 1 CS gross emissions from the 5,201.9 section, kg/day CS gross emissions from the 785,488.3 section, kg/year

Thus, if the traffic density rises in line with the forecast, the gross emissions of contaminating substances will grow by more than 2.4 times in 20 years. The forecast calculations do not account for possible changes in fuel quality, technical features of engines, use of alternative energy sources in vehicles.

Calculations of Diffusion (Emission) of Contaminating Substances The methodic to calculate emissions provides for stage-by-stage determination of emissions of exhaust gases, concentration of air contamination with these gases at various distances from the road and comparison of received data with the allowable ceiling concentrations (ACC) of these substances in the air environment. The traffic density of various types of vehicles in a mixed traffic stream has been accepted as a calculation basis. The exhaust gases emissions intensity is determined for every gaseous substance separately, according to the following formula:

,

where: q is an intensity of emissions form a particular type of contaminations in the traffic stream on a particular road section, g/ms; is a factor to converse to acceptable measurements units; m is a factor to account for road and motor transport conditions; Gic is an average operational fuel consumption for a particular carburetor vehicle type (brand), l/km; Gid is the same for diesel vehicle, l/km; Nic is a design traffic density for every particular carburetor vehicle type (brand), vehicle/km; Nid is the same for diesel vehicle, vehicle/km; Kc & Kd are factors assumed for this contaminating component for carburetor and diesel engine types. The air emissions intensity from aerosol lead compounds is determined according to the following formula:

,

where: q is an intensity of air emissions form lead compounds on a particular road section, g/ms; is a factor to converse to acceptable measurements units; mp is a factor to account for road and motor transport conditions, it is assumed depending on an average traffic stream speed; Ko=0.8 is a factor to account for lead sedimentation in the exhaust gas system; Ko=0.2 is a factor to account for a portion of aerosol lead emitted in the total volume of emissions; Gic is an average operational fuel consumption for a particular carburetor vehicle type (brand), l/km; Nic is a design traffic density for every particular carburetor vehicle type (brand), vehicle/km; Pi is a lead content in fuel consumed by a vehicle of a particular type, g/kg. The Gaussian model for distribution of additives at low heights is used to calculate diffusion of emissions from motor transport and to determine concentration of toxic substances at various distances from the road. The along-the-road concentration of air contamination with carbon oxide, hydrocarbons, nitrogen oxides, lead compounds, etc. is measured according to the following formula:

where: C is concentration of a particular type of contamination in the air, g/m3; σ is a standard Gauss deviation in the vertical direction, m; V is a wind speed prevailing in the estimated summer month, m/s; φ is an angle of the wind direction to the road path. When the angle varies from 90 to 30 degrees, the wind speed should be multiplied by the angle sinus; when it is less than 30 degrees – by a factor of 0.5.

Table 4.6 Average Operational Fuel Consumption per 1 km of the Path Vehicle type Average operational fuel consumption, l per km Motor cars 0.11 Carburetor light trucks (≤ 5 tons) 0.16 Carburetor trucks (≥6) 0.33 Diesel trucks 0.34 Carburetor buses 0.37 Diesel buses 0.28

Table 4.7 Values of Factors Kc and Kd Emission type Engine type Carburetor Diesel Carbon oxide 0.6 0.14 Hydrocarbons 0.12 0.037 Nitrogen dioxide 0.06 0.015 Sulfur dioxide 0.02 0.002 Soot 0.016 0.00058 Benzo[a]pyrene 0.00000031 0.00000023

Results of emission diffusion computations. The computations have been performed for the following approximate limits of the zone affected: the reserve-technological strip (RTS) and the protection strip (PS).

Table 4.8 Expected Concentrations of Contaminating Substances from Vehicle Engine Emissions (the Ambient [Level] Exclusive) on the RTS Edge (30 m) Item Section Forecast calculation Traffi no. year c densit y in units Pb (air Benzo[a equiv CO, NOx, SO , CxHy, Soot, emission 2 ]pyrene, alent mg/m3 mg/m3 mg/m3 mg/m3 mg/m3 intensity mg/m3 to ), mg/m3 motor cars, vehicl e/day

2010 (current status) 12,190 1.184Е-01 7.891Е-03 3.945Е-04 1.973Е-02 7.299Е-04 1.191Е-07 1.420Е-04 From the Without beginning to 3.416Е-01 2.278Е-02 1.139Е-03 5.694Е-02 2.107Е-03 3.437Е-07 4.100Е-04 1 the intersection reconstruction 20 with M-22, 29,320 31 kg/day After 2.278Е-01 1.518Е-02 7.592Е-04 3.796Е-02 1.404Е-03 2.291Е-07 2.733Е-04 reconstruction

2010 (current status) 12,630 1.226Е-01 8.176Е-03 4.088Е-04 2.044Е-02 7.563Е-04 1.234Е-07 1.472Е-04 From the intersection Without 3.544Е-01 2.363Е-02 1.181Е-03 5.907Е-02 2.186Е-03 3.566Е-07 4.253Е-04 2 with M-22 to reconstruction km 341+800, 20 30,420 kg/day 31 After 2.363Е-01 1.575Е-02 7.877Е-04 3.938Е-02 1.457Е-03 2.377Е-07 2.836Е-04 reconstruction

Table 4.9 Expected Concentrations of Contaminating Substances from Vehicle Engine Emissions (the Ambient [Level] Exclusive) on the PS Edge (300 m) Traffi c densit y in units Pb (air Benzo[a Item Forecast calculation equiv CO, NOx, SO , CxHy, Soot, emission Section 2 ]pyrene, no. year alent mg/m3 mg/m3 mg/m3 mg/m3 mg/m3 intensity mg/m3 to ), mg/m3 motor cars, vehicl e/day From the beginning to 2010 (current status) 12,190 1.370Е-02 9.134Е-04 4.567Е-05 2.283Е-03 8.449Е-05 1.378Е-08 1.644Е-05 the intersection with M-22, Without kg/day 2.636Е-03 1.318Е-04 6.591Е-03 2.439Е-04 3.978Е-08 4.745Е-05 4.100Е-04 reconstruction 1 From the 20 29,320 beginning to 31 the intersection After 1.757Е-03 8.787Е-05 4.394Е-03 1.626Е-04 2.652Е-08 3.163Е-05 2.733Е-04 with M-22, reconstruction kg/day

2010 (current status) 12,630 1.420Е-02 9.463Е-04 4.732Е-05 2.366Е-03 8.754Е-05 1.428Е-08 1.703Е-05 From the intersection Without 2.735Е-03 1.368Е-04 6.838Е-03 2.530Е-04 4.127Е-08 4.923Е-05 4.253Е-04 2 with M-22 to reconstruction km 341+800, 20 30,420 kg/day 31 After 1.823Е-03 9.117Е-05 4.559Е-03 1.687Е-04 2.752Е-08 3.282Е-05 2.836Е-04 reconstruction

Thus, as the calculations show, it is not expected that the concentration of all the CS in the air environment will be exceeded. Unfavorable meteorological conditions (zero wind, low inversions, etc.) may elevate the calculated CS air concentration values on land plots adjacent to the road. Exceeding the ACC of CS in the air isn’t expected beyond the approximate protection strip in any case.

Table 4.10 Concentration of CS beyond the Built-up area Zone within the Protection strip 1) CO Distance from the Traffic density, road to the built- conventional 2010/12 2031 up area edge, m vehicles per day Ite m Populated locality Prior to After no After Without With Currentl reconstruc reconstruc . constru 2010 2031 reconstruc reconstru y tion tion ction tion ction (2010) (2012)

1 Suprunivka 50 50 12,190 29,320 8.315Е-02 6.047Е-02 2.182Е-01 1.636Е-01 2 Myltsi 80 50 12,190 29,320 5.392Е-02 6.047Е-02 1.415Е-01 1.636Е-01 3 Rozsoshentsi 1,090 200 12,630 30,420 4.353Е-03 1.689Е-02 1.144Е-02 4.576Е-02 4 Scherbany 1,520 200 12,630 30,420 3.126Е-03 1.689Е-02 8.213Е-03 4.576Е-02 Poltava city (motor 20 5 road towards 240 12,630 30,420 1.881Е-01 1.413Е-02 4.943Е-01 3.830Е-02 Trostianets) 6 Shmygli 1,330 150 12,630 30,420 3.570Е-03 2.232Е-02 9.381Е-03 6.048Е-02 Poltava city (motor 270 7 270 12,630 30,420 1.732Е-02 1.259Е-02 4.550Е-02 3.412Е-02 road towards Gora) 8 Nyzhni Mlyny 50 50 12,630 30,420 8.615Е-02 6.265Е-02 2.264Е-01 1.698Е-01 Poltava city 300 9 215 12,630 30,420 1.561Е-02 1.574Е-02 4.103Е-02 4.264Е-02 (railroad) 10 Kopyly 30 105 12,630 30,420 1.349Е-01 3.142Е-02 3.544Е-01 8.515Е-02 2) NOx Distance from the Traffic density, road to the built- conventional 2010/12 2031 Ite up area edge, m vehicles per day m Populated locality Prior to After no After Without With Curren reconstru reconstru . constru 2010 2031 reconstru reconstru tly ction ction ction ction ction (2010) (2012)

1 Suprunivka 50 50 12,190 29,320 5.54Е-03 4.03Е-03 1.45Е-02 1.09Е-02 2 Myltsi 80 50 12,190 29,320 3.59Е-03 4.03Е-03 9.43Е-03 1.09Е-02 3 Rozsoshentsi 1,090 200 12,630 30,420 2.90Е-04 1.13Е-03 7.62Е-04 3.05Е-03 4 Scherbany 1,520 200 12,630 30,420 2.08Е-04 1.13Е-03 5.48Е-04 3.05Е-03 Poltava city (motor 5 road towards 20 240 12,630 30,420 1.25Е-02 9.42Е-04 3.30Е-02 2.55Е-03 Trostianets) 6 Shmygli 1,330 150 12,630 30,420 2.38Е-04 1.49Е-03 6.25Е-04 4.03Е-03 Poltava city (motor 7 270 270 12,630 30,420 1.15Е-03 8.40Е-04 3.03Е-03 2.27Е-03 road towards Gora) 8 Nyzhni Mlyny 50 50 12,630 30,420 5.74Е-03 4.18Е-03 1.51Е-02 1.13Е-02 Poltava city 9 300 215 12,630 30,420 1.04Е-03 1.05Е-03 2.74Е-03 2.84Е-03 (railroad) 10 Kopyly 30 105 12,630 30,420 8.99Е-03 2.09Е-03 2.36Е-02 5.68Е-03

3) SO2 Distance from the Traffic density, road to the built- conventional 2010/12 2031 up area edge, m vehicles per day Ite m Populated locality Prior to After no After Without With Curre reconstr reconstr . constr 2010 2031 reconstru reconstr ntly uction uction uction ction uction (2010) (2012)

1 Suprunivka 50 50 12,190 29,320 2.77Е-04 2.02Е-04 7.27Е-04 5.45Е-04 2 Myltsi 80 50 12,190 29,320 1.80Е-04 2.02Е-04 4.72Е-04 5.45Е-04 3 Rozsoshentsi 1,090 200 12,630 30,420 1.45Е-05 5.63Е-05 3.81Е-05 1.53Е-04 4 Scherbany 1,520 200 12,630 30,420 1.04Е-05 5.63Е-05 2.74Е-05 1.53Е-04 Poltava city (motor 20 240 12,630 30,420 6.27Е-04 4.71Е-05 1.65Е-03 1.28Е-04 5 road towards Trostianets) 6 Shmygli 1,330 150 12,630 30,420 1.19Е-05 7.44Е-05 3.13Е-05 2.02Е-04 Poltava city (motor 270 270 12,630 30,420 5.77E-05 4.20Е-04 1.52Е-04 1.14Е-04 7 road towards Gora) 8 Nyzhni Mlyny 50 50 12,630 30,420 2.87Е-04 2.09Е-04 7.55Е-04 5.66Е-04 Poltava city 300 215 12,630 30,420 5.20Е-05 5.25Е-05 1.37Е-04 1.42Е-04 9 (railroad) 10 Kopyly 30 105 12,630 30,420 4.50Е-04 1.05Е-04 1.18Е-03 2.84Е-04

4) Cx Hy Ite Populated locality Distance from the Traffic density, 2010/12 2031 m road to the built- conventional no up area edge, m vehicles per day Prior to After After Without With Curre reconstr reconstr . constr 2010 2031 reconstru reconstr ntly uction uction uction ction uction (2010) (2012)

1 Suprunivka 50 50 12,190 29,320 1.39Е-02 1.01Е-02 3.64Е-02 2.73Е-02 2 Myltsi 80 50 12,190 29,320 8.99Е-03 1.01Е-02 2.36Е-02 2.73Е-02 3 Rozsoshentsi 1,090 200 12,630 30,420 7.25Е-04 2.81Е-03 1.91Е-03 7.63Е-03 4 Scherbany 1,520 200 12,630 30,420 5.21Е-04 2.81Е-03 1.37Е-03 7.63Е-03 Poltava city (motor 5 road towards 20 240 12,630 30,420 3.14Е-02 2.36Е-03 8.24Е-02 6.38Е-03 Trostianets) 6 Shmygli 1,330 150 12,630 30,420 5.95Е-04 3.72Е-03 1.56Е-03 1.01Е-02 Poltava city (motor 7 270 270 12,630 30,420 2.89Е-03 2.10Е-03 7.58Е-03 5.69Е-03 road towards Gora) 8 Nyzhni Mlyny 50 50 12,630 30,420 1.44Е-02 1.04Е-02 3.77Е-02 2.83Е-02 Poltava city 9 300 215 12,630 30,420 2.60Е-03 2.62Е-03 6.84Е-03 7.11Е-03 (railroad) 10 Kopyly 30 105 12,630 30,420 2.25Е-02 5.24Е-03 5.91Е-02 1.42Е-02

5) Soot Distance from the Traffic density, road to the built- conventional 2010/12 2031 up area edge, m vehicles per day Ite m Populated locality Prior to After no After Without With Curre reconstr reconstr . constr 2010 2031 reconstru reconstr ntly uction uction uction ction uction (2010) (2012)

1 Suprunivka 50 50 12,190 29,320 5.13Е-04 3.73Е-04 1.35Е-03 1.01Е-03 2 Myltsi 80 50 12,190 29,320 3.33Е-04 3.73Е-04 8.72Е-04 1.01Е-03 3 Rozsoshentsi 1,090 200 12,630 30,420 2.68Е-05 1.04Е-04 7.05Е-05 2.82Е-04 4 Scherbany 1,520 200 12,630 30,420 1.93Е-05 1.04Е-04 5.06Е-05 2.82Е-04 Poltava city (motor 5 road towards 20 240 12,630 30,420 1.16Е-03 8.72Е-05 3.05Е-03 2.36Е-04 Trostianets) 6 Shmygli 1,330 150 12,630 30,420 2.20Е-05 1.38Е-04 5.79Е-05 3.73Е-04 Poltava city (motor 7 270 270 12,630 30,420 1.07Е-04 7.77Е-05 2.81Е-04 2.10Е-04 road towards Gora) 8 Nyzhni Mlyny 50 50 12,630 30,420 5.31Е-04 3.86Е-04 1.40Е-03 1.05Е-03 Poltava city 9 300 215 12,630 30,420 9.63Е-05 9.70Е-05 2.53Е-04 2.63Е-04 (railroad) 10 Kopyly 30 105 12,630 30,420 8.32Е-04 1.94Е-04 2.19Е-03 5.25Е-04

6) Benzo[a]pyrene Distance from the Traffic density, road to the built- conventional 2010/12 2031 up area edge, m vehicles per day Ite m Populated locality Prior to After no After Without With Curre reconstr reconstr . constr 2010 2031 reconstru reconst ntly uction uction uction ction ruction (2010) (2012)

1 Suprunivka 50 50 12,190 29,320 8.36Е-08 6.08Е-08 2.19Е-07 1.65Е-07 2 Myltsi 80 50 12,190 29,320 5.42Е-08 6.08Е-08 1.42Е-07 1.65Е-07 3 Rozsoshentsi 1,090 200 12,630 30,420 4.38Е-09 1.70Е-08 1.15Е-08 4.60Е-08 4 Scherbany 1,520 200 12,630 30,420 3.14Е-09 1.70Е-08 8.26Е-09 4.60Е-08 Poltava city (motor 20 240 12,630 30,420 1.89Е-07 1.42Е-08 4.97Е-07 3.85Е-08 5 road towards Trostianets) 6 Shmygli 1,330 150 12,630 30,420 3.59Е-09 2.25Е-08 9.44Е-09 6.08Е-08 Poltava city (motor 270 270 12,630 30,420 1.74Е-08 1.27Е-08 4.58Е-08 3.43Е-08 7 road towards Gora) 8 Nyzhni Mlyny 50 50 12,630 30,420 8.67Е-08 6.30Е-08 2.28Е-07 1.71Е-07 Poltava city 300 215 12,630 30,420 1.57Е-08 1.58Е-08 4.13Е-08 4.29Е-08 9 (railroad) 10 Kopyly 30 105 12,630 30,420 1.36Е-07 3.16Е-08 3.57Е-07 8.57Е-08

7) Aerosol lead compounds Distance from the Traffic density, road to the built- conventional 2010/12 2031 up area edge, m vehicles per day Ite m Populated locality Prior to After no After Without With Curre reconstr reconstr . constr 2010 2031 reconstru reconstr ntly uction uction uction ction uction (2010) (2012)

1 Suprunivka 50 50 12,190 29,320 9.98Е-05 7.26Е-05 2.62Е-04 1.96Е-04 2 Myltsi 80 50 12,190 29,320 6.47Е-05 7.26Е-05 1.70Е-04 1.96Е-04 3 Rozsoshentsi 1,090 200 12,630 30,420 5.22Е-06 2.03Е-05 1.37Е-05 5.49Е-05 4 Scherbany 1,520 200 12,630 30,420 3,75Е-06 2,03Е-05 9,86Е-06 5,49Е-05 Poltava city (motor 20 240 12,630 30,420 2,26Е-04 1,70Е-05 5,93Е-04 4,60Е-05 5 road towards Trostianets) 6 Shmygli 1,330 150 12,630 30,420 4,28Е-06 2,68Е-05 1,13Е-05 7,26Е-05 Poltava city (motor 270 270 12,630 30,420 2,08Е-05 1,51Е-05 5,46Е-05 4,09Е-05 7 road towards Gora) 8 Nyzhni Mlyny 50 50 12,630 30,420 1,03Е-04 7,52Е-05 2,72Е-04 2,04Е-04 Poltava city 300 215 12,630 30,420 1,87Е-05 1,89Е-05 4,92Е-05 5,12Е-05 9 (railroad) 10 Kopyly 30 105 12,630 30,420 1,62Е-04 3,77Е-05 4,25Е-04 1,02Е-04

The forecast estimate shows that levels of emissions on the edge of the existing built-up areas will rise in parallel with increasing traffic density, yet won’t reach the ACC levels.

Protective measures Protective measures are performed by means of: - increasing an average traffic stream speed through streamlining technical parameters of the road on a selected highway section; - strengthening controls over technical conditions of vehicles; - arranging protection structures and vegetation. There will be less dust in the road operation thanks to: - arranging improved road covering; - strengthening the road shoulder with asphalt concrete and the adjacent strip with grass; - structures of ramps which meet the regulatory requirements stipulated in DBN V.2.3-4: 2007; - compliance of road covering structures with the requirements stipulated in DBN V.2.3-4: 2007 with the use of advanced materials and the application of modern technologies. In order to get approximate estimations of CS diffusion shielding, empirical formulas are applied. Subject to availability of a continuous integral frontal shielding (without passages and breaks), one should expect CO concentration lowering according to the following dependence:

Ce = C / (He + 1), where: Ce is a CO concentration subject to the availability of a shield; Ce is a computed CO concentration with no shield; Ce is a shield height, m. Concentration of harmful gases may be lowered with shielding green strips during the vegetation period only. The quantitative estimation of green strip absorption of various pollutants may be approximated based on empirical dependence.

Table 4.11 Contamination Concentration Reduction by Various Types of Protective Structures and Green Plants Measure Concentration reduction, % One row of trees with bushes with a height up to 1.5 m on a grass verge of 10 3-4 m Two rows of trees without bushes on a grass plot of 8-10 m 15 Two rows of trees without bushes on a grass plot of 10-12 m 30 Three rows of trees with two rows of bushes on a grass verge of 15-20 m 40 Four rows of trees with bushes with a height up to 1.5 m with a grass verge 50 of 25-30 m Continuous solid shields, building walls with a height of more than 5 m 70 above the roadway Earth dams, slopes during road making in excavations with difference in 50 elevation from 2 to 3 m Earth dams, slopes during road making in excavations with difference in 50 elevation from 2 to 3 m The same, from 3 to 5 m 60 The same, more than 5 m 70

4.3. Acoustical Contamination

In the road construction industry the noise level is computed for an average vehicle traffic stream speed (Vav) which is equal to 0.7Vest, where Vest is an estimated design speed. According to the Prof. P.I. Pospelov’s formula, at a distance of 7.5 from the closest traffic lane axis the traffic noise can be computed using the following equation:

L = 50 + 8.8lgN, dBA, where N is a design traffic density in conventional units. On motor roads with intensive traffic the so-called cylindrical sound wave is formed. Reductions of noise levels are computed for it depending on a distance between a source and a design point, according to the following formula:

L1 = L0 – 10 lgl/l0, dBA.

In computations of the equivalent noise level Lequiv. in the off-the-road shore one has to take into account adjustments for driving conditions:

Lequiv. = L + ∆Lv + ∆Li + ∆Ld + ∆Lc + ∆Ldies + ∆LLxKp, dBA,

where: ∆Lv is a driving speed adjustment, dBA; ∆Li is a surface type adjustment, dBA; ∆Lc is a traffic composition adjustment, dBA; ∆Ldies is an adjustment for a number of diesel vehicles, dBA; ∆LL is a value of noise level reduction depending on a distance l from the outer lane, m; Kp is a factor accounting for a surface type between the road and a design point.

Table 4.12 Values of Traffic Speed Adjustments

Traffic speed, km per hour ∆Lv adjustment value, dBA 30 -4.5 40 -3 50 -1.5 60 0 70 1.5

Table 4.13 Values of Longitude Inclination Adjustments

Drive-way longitude inclination value, ‰ ∆Li adjustment value, dBA Up to 20 0 40 +1 60 +2 80 +3 100 +4

Table 4.14 Values of Surface Type Adjustments

Road covering type ∆Ld adjustment value, dBA guss and sand asphalt concrete 0 fine bituminous concrete -1.5 black crushed stone +1.0 cement concrete +2.0 paving stone blocks +6.0

Table 4.15 Values of Traffic Composition Adjustments Fraction of trucks and buses, % 5-20 20-35 35-50 50-60 65-85

∆Lk adjustment value, dBA -2 -1 0 +1 +2

Table 4.16 Values of Adjustments for a Number of Diesel Vehicles Fraction of diesel trucks and buses, % 5-10 10-20 20-35

∆Ldies. adjustment value, dBA +1 +2 +3

Table 4.17 Values of Noise Level Reduction, Depending on a Distance to the Outer Traffic Lane

Distance, m ∆LL adjustment value, dBA Number of traffic lanes 2 4 6 Central reserve width, m 6 12 6 12 25 4.6 3.6 3.4 3.2 3.0 50 7.5 6.1 5.7 5.5 5.2 75 9.2 7.7 7.2 7.1 6.7 100 10.4 8.8 8.4 8.1 7.7 150 12.2 10.5 10.0 9.7 9.3 250 14.4 12.2 11.6 11.4 11.0 300 15.2 13.4 12.8 12.6 12.1 400 16.4 14.6 14.0 13.8 13.3 500 17.4 15.6 15.0 14.7 14.3 625 18.3 16.5 15.9 15.7 15.2 750 19.1 17.3 16.7 16.5 16.0 875 19.8 18.0 17.4 17.1 16.4 1,000 20.4 18.5 18.2 17.7 17.2

Table 4.18 Factors Accounting for a Surface Type between the Road and a Design Point

Road covering type Factor Kp Tillage 1.0 Asphalt concrete, cement concrete, ice 0.9 Green plots 1.1 Loose snow 1.25

Noise Load Computations Computations of the expected noise impact from the traffic stream have been made subject to conditions similar to those assumed for contamination forecasts: on the edges of the normative impact zones (RTS and PS) and in design points on the edge of existing built-up areas of populated localities; time parameters for noise estimation are: after the construction (2012, conventionally) and after the 20-year operation (2031). Technical (acoustical) features of vehicles have been assumed in accordance with the effective computation guidelines.

Table 4.19 Design Noise Levels on the Edge of the Approximate Zones Affected Traffic density it in units e equivalent to a RTS (30 m Section Design computation year PS (300 m) motor car, m) n vehicles per o. day 2010 (current situation) 12,190 63.3 53.3 From the 2 Without beginning to the 67.7 57.7 1 0 reconstruction intersection with 29,320 3 After M-22 59.7 47.7 1 reconstruction 2010 (current situation) 12,630 63.5 53.5 From the Without 67.8 57.8 2 intersection with 20 reconstruction 30,420 M-22 to the end 31 After 59.9 47.9 reconstruction The above results depict that if the traffic density is equal to the design (forecasted) one and the acoustical parameters of vehicles remain unchanged, the acoustical load levels on the edge of RTS will exceed the allowable sanitary levels subject to no reconstruction of the sections where the road pavement is to be extended up to four traffic lanes. Thus, in general, the design (forecasted) parameters of acoustical impacts within the zones affected by the road will meet the sanitary norms after the reconstruction. The following table presents noise levels on the edge of the existing built-up areas.

Table 4.20 Design Noise Levels on the Edge of Existing Built-up Areas3 in Populated Localities within PS Distance from the Traffic density, road to the built- conventional 2010/12 2031 up area edge, km. vehicles per day Ite m Populated locality Prior to After no After Without With Curre reconstr reconstr . constr 2010 2031 reconstru reconstr ntly uction uction uction ction uction (2010) (2012)

1 Suprunivka 50 50 12,190 29,320 61.1 52.0 65.5 57.1 2 Myltsi 80 50 12,190 29,320 59.1 52.0 63.4 57.1 3 Rozsoshentsi 1,090 200 12,630 30,420 47.9 44.3 52.2 50.0 4 Scherbany 1,520 200 12,630 30,420 46.4 44.3 50.8 50.0 Poltava city (motor 5 road towards 20 240 12,630 30,420 65.2 43.3 69.6 49.0 Trostianets) 6 Shmygli 1,330 150 12,630 30,420 47.0 46.0 51.4 51.5 Poltava city (motor 7 270 270 12,630 30,420 53.9 42.6 58.3 48.4 road towards Gora) 8 Nyzhni Mlyny 50 50 12,630 30,420 61.3 52.2 65.6 57.2 Poltava city 9 300 215 12,630 30,420 53.5 43.9 57.8 49.6 (railroad) 10 Kopyly 30 105 12,630 30,420 63.5 48.0 67.8 53.3

The analysis of the results shows that currently residential zones may incur the excess of the allowable noise load levels. This is confirmed by on-site noise measurements taken by “DerzhdorNDI” in 2005 and by SE “Ukrdiprodor” in 2010. If one refuses to reconstruct the road (and increase a number of traffic lanes), noise loads will be bound to exceed the ceiling levels imposed by the sanitary norms. The reconstruction will enable to reduce noise to acceptable levels. Noise protection measures are not envisioned, since within populated localities with vehicle speed limits the road will be considered as a highway street, while the sanitary requirements to principal roads won’t be applicable in this case. In order to assess the accuracy of calculations of noise levels, measured and design indicators were compared, taking into account the adjustments for traffic density and a measurement distance from the road. The correlation factor was 0.7 with the mean deviation being 1.5. Since currently there are no large noise sources in the affected zone other than vehicles, no additional impacts on the ceiling levels of the noise sanitary norms are expected.

Assessment of Noise Protection Measures Effectiveness When there is a need to reduce expected noise levels on the edge of the first line of residential buildings with a view of meeting the allowable ceiling indicators established by the

3 Computations have been made with no regard to available natural (landscape, vegetation) and man-made (buildings and structures) barriers on the noise propagation path. sanitary norms, upon request of citizens and local self-government bodies, subject to clearance with sanitary control bodies, the special protection measures and structures may be applied: - arranging a strip of trees and brushes; - applying noise protection barriers, shields and banks. If it is impossible to apply protection measures, design solutions may be adjusted, taking into account: - road path laying in an excavation; - re-location of the road path. While applying noise protection measures, noise levels in a design point are measured according to the following formula:

L = Lequiv. - ∆Lg - ∆L,

where: Lequiv. is a noise level equivalent, ∆Lg is a noise level reduction value for various types of green plants; ∆L is a shield noise level reduction value. Computations of effectiveness of noise attenuating shields are given below. Applying modern noise attenuating shields with a noise insulation capacity of 27.5 dBA, e.g. those manufactured by “Euroformat”, and placing them at an optimal distance from the road, as computed accounting for sound defracation (barrier rounding by sounds of various octave frequency) [as per K.I. Yevgenyev. Application of Noise Attenuating Shields on US Motor Roads / Review Information // Motor Roads and Bridges. Vol. 5. – Moscow: Informavtodor, 2005. – 80 pages] provide for the following figures.

Table 4.21 Computations of Noise Levels with Noise Attenuating Shields on the M-03 Motor Road Section km 333+800 - km 347+280 in 2012 (Traffic Density of 12,630 Conventional Vehicles per Day)

Distance between the road shoulder to 1.0 2.0 3.0 4.0 5.0 10.0 15.0 20.0 a shield, m Noise levels in front of a shield, dBA 74.2 71.2 69.5 68.2 67.3 64.2 62.5 61.2 Noise levels behind a shield, dBA 46.7 43.7 42.0 40.7 39.8 36.7 35.0 33.7

Dist Sound defracation adjustment, dBA Noise levels with a shield near a design point, dBA anc Distance between the road shoulder to a shield, m Distance between the road shoulder to a shield, m e Noi fro se m leve the ls road wit sho h no ulde shie 1.0 2.0 3.0 4.0 5.0 10.0 15.0 20.0 1.0 2.0 3.0 4.0 5.0 10.0 15.0 20.0 r to ld, a dB desi A gn poin t, m 6.0 66.5 6.75 6.24 5.60 4.69 3.16 46.5 44.0 42.8 42.4 42.9 7.0 65.8 7.15 6.73 6.23 5.59 4.69 46.1 43.5 42.2 41.5 41.4 8.0 65.2 7.49 7.13 6.72 6.22 5.58 45.8 43.1 41.7 40.9 40.6 9.0 64.7 7.79 7.47 7.12 6.71 6.21 45.5 42.8 41.3 40.4 39.9 10.0 64.2 8.05 7.77 7.46 7.11 6.70 45.2 42.5 41.0 40.1 39.5 11.0 63.8 8.28 8.03 7.75 7.45 7.10 2.96 45.0 42.2 40.7 39.7 39.1 39.7 12.0 63.5 8.49 8.26 8.01 7.74 7.44 4.49 44.8 42.0 40.4 39.4 38.7 38.2 13.0 63.1 8.68 8.47 8.24 8.00 7.74 5.38 44.6 41.8 40.2 39.2 38.5 37.4 14.0 62.8 8.86 8.66 8.45 8.23 8.00 6.01 44.5 41.6 40.0 39.0 38.2 36.7 15.0 62.5 9.02 8.83 8.65 8.44 8.23 6.50 44.3 41.4 39.8 38.8 38.0 36.3 16.0 62.2 9.17 9.00 8.82 8.64 8.44 6.90 2.92 44.2 41.3 39.7 38.6 37.8 35.9 30.1 17.0 61.9 9.31 9.15 8.98 8.81 8.63 7.24 4.45 44.0 41.1 39.5 38.4 37.6 35.5 31.0 18.0 61.7 9.45 9.29 9.14 8.98 8.80 7.54 5.34 43.9 41.0 39.3 38.2 37.4 35.3 31.3 19.0 61.5 9.57 9.42 9.28 9.13 8.97 7.80 5.97 43.8 40.9 39.2 38.1 37.3 35.0 31.4 20.0 61.2 9.69 9.55 9.41 9.27 9.12 8.03 6.47 43.6 40.7 39.1 38.0 37.1 34.8 31.4 21.0 61.0 9.80 9.67 9.54 9.40 9.26 8.24 6.87 2.92 43.5 40.6 39.0 37.8 37.0 34.6 31.4 26.2 22.0 60.8 9.91 9.78 9.66 9.53 9.39 8.43 7.21 4.45 43.4 40.5 38.8 37.7 36.8 34.4 31.4 27.4 23.0 60.6 10.01 9.89 9.77 9.65 9.52 8.61 7.50 5.34 43.3 40.4 38.7 37.6 36.7 34.2 31.3 27.9 24.0 60.4 10.11 9.99 9.88 9.76 9.64 8.77 7.76 5.97 43.2 40.3 38.6 37.5 36.6 34.1 31.3 28.2 25.0 60.3 10.20 10.09 9.98 9.87 9.75 8.92 7.99 6.47 43.1 40.2 38.5 37.4 36.5 33.9 31.2 28.4

Table 4.22 Computations of Noise Levels with Noise Attenuating Shields on the M-03 Motor Road Section km 333+800 - km 347+280 in 2012 (Traffic Density of 30,420 Conventional Vehicles per Day)

Distance between the road shoulder to 1.0 2.0 3.0 4.0 5.0 10.0 15.0 20.0 a shield, m Noise levels in front of a shield, dBA 77.6 74.6 72.8 71.6 70.6 67.6 65.8 64.6 Noise levels behind a shield, dBA 50.1 47.1 45.3 44.1 41.1 40.1 38.3 37.1

Dist Sound defracation adjustment, dBA Noise levels with a shield near a design point, dBA anc Distance between the road shoulder to a shield, m Distance between the road shoulder to a shield, m e Noi fro se m leve the ls road wit sho h no ulde shie 1.0 2.0 3.0 4.0 5.0 10.0 15.0 20.0 1.0 2.0 3.0 4.0 5.0 10.0 15.0 20.0 r to ld, a dB desi A gn poin t, m 6.0 69.8 6.78 6.26 5.62 4.72 3.19 49.9 47.3 46.2 45.8 46.3 7.0 69.2 7.18 6.76 6.25 5.61 4.71 49.5 46.9 45.6 44.9 44.8 8.0 68.6 7.52 7.16 6.74 6.24 5.60 49.2 46.5 45.1 44.3 43.9 9.0 68.1 7.81 7.50 7.14 6.73 6.24 48.9 46.1 44.7 43.8 43.3 10.0 67.6 8.07 7.79 7.48 7.14 6.73 48.6 45.9 44.4 43.4 42.9 11.0 67.2 8.30 8.05 7.78 7.47 7.13 3.00 48.4 45.6 44.1 43.1 42.5 43.1 12.0 66.8 8.51 8.28 8.04 7.77 7.47 4.53 48.2 45.4 43.8 42.8 42.1 41.6 13.0 66.5 8.70 8.49 8.27 8.03 7.76 5.42 48.0 45.2 43.6 42.6 41.8 40.8 14.0 66.1 8.88 8.68 8.48 8.26 8.02 6.05 47.8 45.0 43.4 42.3 41.6 40.1 15.0 65.8 9.04 8.86 8.67 8.47 8.25 6.54 47.7 44.8 43.2 42.1 41.4 39.7 16.0 65.6 9.19 9.02 8.85 8.66 8.46 6.94 2.97 47.5 44.7 43.0 42.0 41.2 39.3 33.5 17.0 65.3 9.33 9.17 9.01 8.84 8.65 7.28 4.49 47.4 44.5 42.9 41.8 41.0 38.9 34.4 18.0 65.1 9.47 9.31 9.16 9.00 8.83 7.58 5.38 47.3 44.4 42.7 41.6 40.8 38.6 34.7 19.0 64.8 9.59 9.45 9.30 9.15 8.99 7.84 6.02 47.1 44.2 42.6 41.5 40.6 38.4 34.8 20.0 64.6 9.71 9.57 9.44 9.29 9.14 8.07 6.51 47.0 44.1 42.5 41.3 40.5 38.2 34.8 21.0 64.4 9.83 9.69 9.56 9.43 9.29 8.28 6.91 2.97 46.9 44.0 42.3 41.2 40.4 38.0 34.8 29.6 22.0 64.2 9.93 9.81 9.68 9.55 9.42 8.47 7.25 4.49 46.8 43.9 42.2 41.1 40.2 37.8 34.8 30.8 23.0 64.0 10.04 9.91 9.79 9.67 9.55 8.64 7.54 5.38 46.7 43.8 42.1 41.0 40.1 37.6 34.7 31.3 24.0 63.8 10.13 10.02 9.90 9.78 9.66 8.81 7.80 6.02 46.6 43.7 42.0 40.9 40.0 37.4 34.7 31.6 25.0 63.6 10.23 10.11 10.00 9.89 9.78 8.96 8.03 6.51 46.5 43.6 41.9 40.8 39.9 37.3 34.6 31.8

Thus, given the expected traffic density, noise attenuating shields effectively ensure noise load reduction down to the acceptable levels. Figure 4.1 shows a diagram of noise levels in case of placement of shields at various distances from the road.

Figure 4.1. Design Noise Levels Subject to Application of Noise Attenuating Shields at Various Distances from the Road Shoulder

This diagram shows that the further a shield is from the road shoulder, the more effective noise protection is achieved.

4.4. Geological Environment

The impact assessment takes into account: - a geological environment impact from construction and operation; - an impact on the designed object from (endogenetic and exogenic) geological processes . The M-03 motor road reconstruction isn’t associated with intrusion into deep layers of primary rocks; there are no plans to arrange deep excavations which will destroy the geological environment integrity either. Thus, the construction impact won’t go beyond glacial (Neogene) deposits with no impact on crystalline rocks. There will be no direct impact after the construction completion (during the operation phase). Indirect impacts are possible subject to certain designing drawbacks as a failure to take into account, first and foremost, violation of underground water regimes and formation conditions which lead to activation and development of exogenic processes. In the event of adequate regard to geological and geomorphologic area particularities in the design solutions, risks of geological environment impacts are next to minimum.

No direct impact on the construction object from endogenetic geological processes are expected, since the highway path area is stable in terms of geotectonic conditions. Construction of linear objects, motor roads in particular, is often times followed by significant impacts on activation and development of natural exogenic geological processes (EGP), while unbalanced design solutions or violation of construction rules may result in emergencies incentivized by EGP. Occurrence, intensification or fading of EGP during road construction may arise from direct or indirect impacts. The Institute of Environmental Geochemistry of the National Academy of Science of Ukraine, based on library material, has gathered EGP data for the area adjacent to the designed bridge crossing zone and performed cartographic works to reflect them. Improvement and development of modern EGP stem from natural conditions and existing technogenic impacts on the area of the designed activity. Characteristics of various types of EGP are given below.

Karst Potential threats Karst-suffosion phenomena, in case of violation of their natural balance, may bring about significant problems for construction of linear objects through activation of karst manifestations. Karst activation due to increased underground water filtration factors may result from: removal of forests, soil removal, arrangement of excavations and embankments, quarry operation, surface run-off system violations, changes in gas exchange conditions, etc. Karst and suffusion may result in large losses, breaking the stability and integrity of technogenic and natural objects. There is in fact no effective means of protection from karst after its activation. Affect on the area. There are no karst manifestations in the area. Impact factors. During the road construction violations of underground water dynamics are connected with direct or indirect impacts from arranging excavations and embankments. Deep excavations below the level of water-bearing formations imply direct interventions, i.e. opening of water-bearing formations, which requires water discharge and drainage. Arranging embankments bears an indirect impact on underground water because of an increased static load and a partly under-pressure regime for water of the first underground formation. At that, depression is formed under the embankment body, while both intrusion zones (higher on the bank) and depression zones (lower on the bank) may form alongside. Being moved and compacted, earth masses change physical and mechanical characteristics of the soil layer, which leads to changes in ground water dynamics. Impact Prevention and Mitigation. In order to protect from karst activation, one has to eliminate impacts on the hydrogeological environment. In order to get secured from the action of karst-suffosion processes works, designing should be followed by detailed investigation of the hydrogeological situation. One has to assess the stability of coves discovered within the highway area. Computations of the stability of road structures have to be performed, taking into account this assessment. Depending on the latter, requirements to the roadbed are established. The stability of road structures during the construction phase is achieved thanks to: - refusal of arranging borrow pits next to the highway; - embankment height restrictions; - filling sink holes with clay and clayey soil; prior to filling-in, a hole should be drained with plants and soil removed; - sink holes in the unstable condition are subject to liquidation prior to commencing earthworks by means of roof demolishment or tamping with cementing solutions; - when sink holes are on the surface or at a shall depth (up to 20 m), explosions and vibration must be prohibited. Karst activation in course of road operation is associated with concentration of the surface discharge along the roadbed and in portals of culverts. Protective measures to be applied are as follows: - cut and fill laying-out of the area adjacent to the road, so that surface water stagnation be eliminated; - consolidation of the surface water drainage system in order to eliminate infiltration; - water-proofing of culvert inlets and outlets; - ensuring of the pressureless mode of operation of culverts.

Saturation. Potential Threats Saturation and mire formation because of it lead to degradation of biocenosis and reduction of bonitet of timber stands; illuviation of humus from soils which decreases their fertility. Saturation worsens the stability of structures, buildings and networks, bears an adverse impact on population’s living conditions. The overall adverse impact may manifest as worse conditions and aggravated quality of water from individual sources (ground water catchments and wells), which jeopardizes the sanitary and epidemiological well-being of citizens. Affect on the area

Figure 4.2. Saturation Spread (Shown in Darker Colors)

Impact Prevention and Mitigation Measures. Protective measures to eliminate saturation should be developed subsequent to detailed engineering and geological surveys of problematic sections on the designed activity area. On saturated sections construction works should be carried out in periods of low surface water levels (normal water levels). In order to prevent saturation and mire formation one has to provide for water diversion ditch discharge from closed low localities. The slope of ditches should be ≥5% in order to eliminate water stagnation and ditch silting; otherwise unwatering facilities or drainage should be used. The area adjacent to the upstream side in terms of surface run-off is arranged with a minimum inclination, water is discharged towards the bottom part without water stagnation. Embankments (their lower parts) should be arranged with draining soils. The cross-section of bridge crossings can be saturated because of ice blocks and gorges, when the latter is passing between pillars. One has to apply engineering solutions that make it possible to reduce a would-be scale of this phenomenon. When it is impossible to ensure effective protection against saturation by means of water discharge, one has to arrange protection embankments or dams.

Contraction Phenomena. Potential Threats On loessial soils soil contraction or compaction arising from external loads and/or its own weight activates in case of their saturation, while on all soil types either of them activates as a result of dynamic effects (pressure, vibration). On loessial soils contraction caused by an undercompacted condition of the soil, in which case physical connections of its particles sharply lose their strength during saturation. Soil humidity increase may result from both quick saturation because of water passing from both surface (precipitation, high water) or underground (in case of sharp underground water surge) sources, and as a result of gradual soil water collection thanks to surface infiltration. Depending on manifestations of soil contraction arising under gravity, there are two types of soil conditions of collapsing soil sections: - Type I: soil conditions under which there is no contraction under gravity or it doesn’t surpass 5 cm, though contraction arising from external loads is possible; - Type II: soil conditions under which, in addition to contraction arising from external loads, soil contraction under gravity up to 5 cm is possible. Surface subsidence arising from contraction can come up to 2 m. Contraction results in splits and cones of depression on the soil surface and body. At that, roadbed foundation is observed to lose stability, subside, while water-saturated loessial soils are seen to be pressed from under the structure. Affect on the area. There is no type II contraction. Fi gure 4.3. Type I Contraction (Shown in Darker Colors)

Prevention Measures While designing construction activities on loessial soils one has to take into account the following: - contraction of lower soil layers under pressure from higher layers which occurs starting from a depth where total vertical intensities exceed an initial contraction pressure; - contraction of upper soil layers from external loads which will occur down to a depth where vertical intensities from the structure weight and upper soil layers are counterbalanced by an initial contraction pressure; - unequal soil contraction on sections with various strength of loessial deposits; - horizontal movements of soil layers within the convoluted part of a sink hole. While assessing the degree of soil contraction and its inequality, one has to consider the following: - engineering and geological structure of a plot; - physical and mechanical characteristics of foundation soils and their irregularity; - dimensions of a road facility, in case of excavations – the depth of facility location, in case of embankments – their height; - loads on the roadbed from a road facility and vehicles; - adjacent territory leveling characteristics – availability of excavations and cuts, embankments and fills which may bear an impact on the stress condition of foundation soils, the type and sizes of contractions; - additional loads on soils under gravity which may result in contraction. In the event of high probability of foundation soil saturation, one has to envision water protection and structural arrangements. In order to preclude contraction features of soils, it is recommended to provide for: - within the upper contraction zone, compaction with heavy ramming, arranging soil beddings, widening with rigid materials, excavations with their ramming, which may be supplemented with chemical and thermal means of stabilizing collapsible soils; - throughout the whole contraction layer, in-depth ramming compaction with ground piles, pre- saturation of foundation soils, chemical and thermal stabilization.

Erosion A large part of the area is dangerous in terms of erosion.

Figure 4.4. Erosion Spread (Shown in Darker Colors)

Sheet water (illuviation of soil particles) and wind (eolian) erosion don’t have a direct impact on the stability of road structures. At the same time, inadequate territory leveling during road construction may activate erosion processes worsening the quality of land resources. Linear erosion (gullying) develops on non-stabilized slopes, thalwegs, in particular slopes of the roadbeds may be affected by it. Protection measures During road construction one has to apply measures on engineering protection from water corrosion and its prevention to soils which are light in terms of their mechanical composition. The general rule is to strengthen water diversion ditches, arrange chutes, cascade drops, plunge basins, etc. Roadbed slopes are compacted, covered with grass, while steep slopes are provided with gabion meshes. In order to prevent soil erosion during construction works, embanking, developing excavations or reserves should be preceded by arranging temporary water drainage after clearing plant formation and grassy turf. The latter can be comprised of the system of interceptor drains, interception ditches on slopes, water disposal and discharge ditches in descends, selective cut and fill laying-out in complicated water discharge locations.

Landslides During road construction activation of landslides, as a rule, is associated with excavation of water-saturated soils, arrangement of embankments on unstable slopes, cutting of slopes, etc. On sections which are dangerous in terms of slopes the following measures are recommended for stability: - it is advisable to design an elevated road and ensure stability of pillars in the upper part of the slope; - in order to stabilize the slope which is dangerous in terms of landslides, it is advisable to arrange an embankment at its bottom; - arranging no excavations in the lower and medium parts of the slope; - in case of excavations in the upper part of the slope, one has to ensure the stability of slants and bottom parts of the slope. Counter-landslide measures include a comprehensive set of structural, technological and operational solutions. The structural solutions provide for: - application of retaining structures ensuring the roadbed stability and the consolidation of slant surfaces; - water discharge, drainage, pressure gradient reduction; - arrangement of protective and insulating layers. The technological solutions (for the construction period) provide for: - streamlined selection of mechanical means and work technologies; - arrangement of temporary water discharge; - consolidation of embankment slants; - arrangement of protective, insulating and bearing layers. The engineering solutions provide for: - timely minor and major repairs, as well as emergency maintenance of landslide protection structures; - partial or full re-arrangement of damaged or demolished landslide protection structures and low-efficient structures. The special measures to be taken to prevent EGP activation are as follows: - cut and plan laying-out within the right-of-way which eliminates surface water stagnation; - arrangement of culverts in lower localities with a transverse pitch; - consolidation of the surface water discharge system with a view of preventing wash-outs and ground water infiltration; - waterproofing and consolidation of water-storage plots next to culvert inlets and outlets; - selection of a culvert in/outlet allowing for the pressureless mode of operation; - ensuring of minimum inclinations of slopes and slants of the roadbed, taking into account their height and soil composition; - arrangement of the lateral drainage system on section which are dangerous in terms of landslides and in localities of close underground water.

4.5. Aquatic Environment

Underground Water The main aspects dealing with hydrogeological environment violations during the construction phase have been covered in the previous sub-section. It has been shown that most of the adverse impacts will be reversible, i.e. the construction object will be affected by underground water in the event that regime and discharge terms are violated. Underground water formations will be affected by the designed activity in the following ways: - contamination of underground (ground) water of the first surface beneath the surface during earthworks (arrangement of excavations, cutting of slopes, etc.); - changes in water-bearing formations creation terms during the construction area leveling; - violations of hydraulic conditions of water flows resulting from flood plain dissection with road embankments.

Surface Water The Impact on the Rayon Surface Water Condition from Bridge Crossings Repairs In course of construction works the surface water can be contaminated with wash-outs of waste of combustibles & lubricants, round construction solvents, lacquers, dissolvents, fuel combustion products, other materials and components from the construction area, and with oil- containing water during the operation of floatation devices, industrial and household wastes. In order to prevent and mitigate possible adverse impacts on surface water in course of construction works, the following arrangements are suggested: - territory leveling with a reverse gradient as against the river; - plots to store soil and construction materials are to be located beyond the water protection zone (100 m); - filling stations and storages of combustibles & lubricants are to be located beyond the construction area; - a comprehensive set of measures to control the machinery technical condition and compliance with rules of its operation; - storage of waste on floatation devices in order to prevent its penetration into water; - prohibition to apply open-air fuel intake equipment on supplementary floatation devices; - prohibition of discharge of all wastes types arising from the bridge crossing construction into the aquatic environment. Potential surface water impacts from the motor road reconstruction and operation are as follows: 1) Penetration of water objects with contaminating substances from the road covering. 2) Violation of hydraulic terms of water flows in the motor road cross-section as a result of tightening of flood plains of water streams with road excavations and culverts. Possible adverse effects are: a) an increased flow speed of water streams and intensification of erosion processes; b) violation of the natural regime of water levels and excessive drying or overmoisturizing of areas in the upper pound locks of culverts and regulation structures. 3) Violation of slope run-off formation terms. Possible adverse effects are represented by the intensification of erosion processes and the reduction of slopes stability.

Assessment of Contamination with Waste Water from the Motor Road Surface and in Course of Repair & Construction Works During the bridge crossing operation the aquatic environment will be affected by discharges from the roadbed. These discharges can be contaminated as a result of roadbed wash- outs with: - road covering destruction products; - soil surface destruction products; - condensed emissions, tire rubbing; - dirt from vehicle surfaces; - winter anti-slippery substances (deicing materials); - losses of liquid and bulk substances being transported; - substances occurring on the roadway because of emergencies (accidents, spillage, freight losses and so on). Roadbed discharges have an impact on chemical indicators of the aquatic environment. The content of contaminating substances in road discharges are affected by rain intensity, duration of a preceding rainless period and traffic density, clearance of garbage and other factors. Discharge contamination reaches the highest concentrations in the first 10-30 minutes after the rain beginning (which nearly coincides with peaking rain intensity). Waste water discharge into water objects are regulated by the allowable ceiling discharge (ACD) norms. Average concentrations of contaminating substances in motor road surface discharge are compared with ACD in the table below.

Table 4.23 Average Concentrations of Contaminating Substances in Motor Road Surface Discharges Compared with ACD Concentration in Concentration in Allowable ceiling concentration, Contamination 3 rainfall run-offs, snowmelt run-offs, g/m indicator g/m3 g/m3 Household water Fishery water Suspended materials 1500 3000 Chemically resistant 500 1100 30 15 components Biochemical oxygen 75 200 6.0 3 demand – 5 days Oil products 12 35 0.3 0.05

The simplified approach has been used to assess an impact on water streams from the motor road. A dilution factor has been taken from the contaminated area to total catchment area ratio, taking into account differences in stream factors. The contaminated water catchments area has been assumed to be equal to the total highway pavement plot area. In case of crossings of water streams the design solutions provide for arranging a highway path bottom with organized discharge beyond the water protection zone of the water object will be done (25-100 m). The highway roadbed will have border stones at water stream crossings. Border stone walls will have gutters into which water from the roadbed will be discharged onto the landscape after passing through splitters and fenders. The length of every highway section with border stones changes on a case-by-case basis, since it is stems from [the length of] highway sections with slopes of more than 3%, though it should be equal to at least 50 m, given a crossing of the water protection zone. The annual discharge of contaminating substances is estimated according to the following F.V. Solberg’s formula:

Wg = 10hgYF, where: hg is an average annual layer of precipitation over a warm season according to data from the nearest meteorological observing station, mm; Y is a discharge factor; F is a water catchment area, sq. km. In calculations of road pavement run-off catchment a conservative assumption on the complete catchment within a section with border stones has been taken. The concentrations of contaminating substances are presented for the most critical regime which is snow melting. For rain run-offs these figures will be 2-3 times lower. Within the designed sections the M-03 motor road crosses water catchments of permanent water streams, i.e. the rivers of Voynykha, Khorol, Psel and several brooks.

Table 4.24 Parameters of Conventional Water Catchments Highway length in Basin area, sq. Highway area in water River, basin water catchment, Dilution factor km catchment, sq. m km Vorskla 11019.65 71.420 1.0713 0.0000972

Table 4.25 Annual Rain Run-Offs from the Basin, cub. m River, basin Annual precipitation depth, Run-off factor Run-off volume, mm thousand cub. m Vorskla 525 0.15 867,797.44

Table 4.26 Averaged Concentration of Contaminating Substances in Water Streams Due to Rain Washing from the Road Pavement and Snowmelt, g/cub. m Chemically Suspended Biochemical oxygen River, basin resistant Oil products materials demand – 5 days components Vorskla 0.14583 0.04861 0.00729 0.00117

Table 4.27 Annual Discharge of Contaminating Substances from the Road Pavement, t per year (ACD Design) Chemically Suspended Biochemical oxygen River, basin resistant Oil products materials demand – 5 days components Vorskla 126.55 42.18 6.33 1.01

The presented surface water impact assessment doesn’t take into account the design solutions for waste water purification.

Waste Water Purification. According to the “Temporary Recommendations on Prevention of Water Contamination with Rainfall, Snowmelt and Street Wash Water Surface Discharge from Urban Territories” and the “Temporary Recommendations on Designing of Facilities for Purification of Surface Discharges from Territories of Industrial Enterprises and Calculations of Its Output to Water Objects”, 70% of the annual discharge volume, or no less than 3735.305 cub. m, should be channeled to purification facilities. Thus, purification facilities are designed to intake rainfall discharges with a precipitation depth up to 10 mm. The rainfall and snowmelt intake and deactivation processing scheme has been developed based on compliance with the requirements of the “Rules of Ground Water Protection from Waste Water”, the “Procedure for Development and Approval of Allowable Ceiling Discharge Norms for of Contaminating Substances with Regulated Discharge”. It is advisable to apply the two-step mechanical purification (i.e. standage and filtering) to contaminated surface discharges. As per the suggested means, surface drainages are accumulated, settled, and then additionally purified from fine dispersion suspensions and oil products occluded on them. In case of a rainfall above the design one the most contaminated portion of the discharge will be channeled to purification. Given particularities of the rainfall and the fact that in case of the designed rainfall water content will significantly increase as against the design conditions, this portion of the discharge won’t have a telling impact on the status of the water object. Sediments will occur following purification; their particular features will be high mineralization, stability; they will not bring about any threats in terms of sanitary and hygiene. After unwatering the sediments can be used for territory leveling or filling of excavations and pits. Concentrations of contaminating admixtures in the surface discharge at purification facility inlets, during purification and at purification facility outlets are shown in the table below.

Table 4.28 Concentrations of Contaminating Admixtures in the Surface Discharge at Purification Facility Inlets, during Purification and at Purification Facility Outlets Check-points Suspended materials, mg/l Oil products, mg/l Purification facility inlets 1,000 50 Accumulating tank 100 7 (contact treatment section) Purification facility outlets Up to 10 0.3 4.6. Soils

Impacts during the Construction. During the construction phase soils are indirectly affected by area contamination with dust, emissions from vehicles, combustibles and lubricants, waste (Section 9 of the Environmental Impact Assessment). Soil protection from erosion and contamination is targeted by measures on prevention of dangerous geological phenomena, reduction of air and aquatic environment contamination. Direct soil protection measures include: - protection from penetration of erosion processes into areas adjacent to the motor road, arrangement of conduit pipes in the pressureless mode, ensuring of unhampered discharge through gutters with a full flow of water streams; - prevention of wash-outs at culvert inlets and outlets by means of consolidating the streambed with concrete slabs having flow decelerators on downstream sides. It is recommended to envisage the following typical road construction arrangements to preserve soils: - during earthworks and soil excavation one has to remove the top soil with a thickness of 0.15 - 0.30 m. Later on, this soil should be used to create the top soil on slants of the roadbed, ditches; excessive volumes are channeled to improve agricultural land fertility; - soils of temporary land allotments (under construction sites, passages for the construction and technological machinery, etc.) which will destroyed must be reclamated and returned to land users after the completion of the works. Impacts on bottom sediments have been considered in the assessment of the aquatic environment impacts.

Impacts during the operation During the motor road operation soils are directly affected by its contamination with compounds of lead penetrating the environment from fuel combustion in vehicle engines. Average specific emissions of exhaust gases from gasoline engines contain 0.23-0.50 kg of lead per 1 t of fuel. During fuel combustion more than 80% of lead are emitted into the atmosphere, while the remaining portion is in the vehicle event. The ceiling content of lead compounds in exhaust gases is 60 mg/sq. m. At that, 20% of exhausts belong to the aerosol form and 80% are in the solid form. The former penetrate the air environment, while the latter are accumulated on the soil surface and on the plant covering as non-organic compounds. The use of high-octane gasoline during previous years resulted in large contaminations of areas adjacent to roads, especially highways, with lead compounds. Measurements taken prove that lead concentrations in soils are in excess of ACC (32 mg/kg). In 2001 the Parliament passed the Law of Ukraine no. 2786-III “On Prohibition of Imports and Sales of Ethylene Gasoline and Lead Gasoline Admixtures on the Territory of Ukraine” which banned, starting from January 1, 2003, imports and sales of ethylene gasoline and lead gasoline admixtures. This Law allows a gasoline lead content of 0.013 g/l.

Calculation Methodic The level of contamination of the top soil with lead at different distances from the drive- way edge is computed according to the following formula:

where: Pc is a level of top soil contamination with lead, mg/kg; h is a thickness (m) of the soil layer where lead emissions are diffused. For crop lands it is assumed to be equal to the depth of crop (0.2-0.3 m), for other types of agricultural lands (virgin soils inclusive) – 0.1 m; ρ is a soil density, kg/m3; Pl – a lead deposition on the earth surface (mg/sq. m) as per the formula:

Pl = 0.4 x K1 x Uv x Tp x Pe + F,

where: K1 is a factor to account for a distance from the drive-way edge; Uv is a factor dependent on the wind force and direction; it is assumed to be equal to the ratio between the wind rose area on the road side which is opposite to the considered zone to its total area; Tp is a design operational life of the road which is assumed to be equal to 7,300 days as per the 20-year design term; F is a soil surface background contamination, mg/m2; Pe is a power of lead emissions under the given average daily traffic density averaged for the design period (mg/m x day), as computed according to the following formula:

,

where: Kp = 0.74 is a factor to account for measurement units; mp is a factor to account for road and traffic conditions, depending on an average traffic flow speed; K0 = 0.8 is a factor to account for lead sedimentary in the waste gases exhaust system; KT = 0.8 is a factor to account for a portion of lead emitted as particulate matters in the total volume of contamination; Gi is an average operational fuel consumption for a given vehicle type (brand), l/km; Ni is an average daily traffic density for a given vehicle type (brand), an average for the road service life, vehicles per day; Pi is lead additive content in lead consumed in a vehicle of a particular type, g/kg.

Table 4.29 K1 Factor Dependence on a Distance from the Drive-way Edge Distance from the drive-way edge, m K1 10 0.50 20 0.10 30 0.06 40 0.04 50 0.03 60 0.02 80 0.01 100 0.005 150 0.001 200 0.0002

Results of the Computations An expected intensity of emission of solidphase and water soluble lead compounds in the air

(Po) and expected concentrations of lead compounds accumulated in soil (Pp) for the 20-year service life have been computed. The computations have been made for the following distances: the normative edge for the environmental grade I RTS (30 m), the edge of the PS (300 m) and the edge of the built-up area. Results of these computations are presented below.

Table 4.30 Atmospheric Air Contamination with Solidphase Emissions of Lead Compounds from Vehicles within the Designed Motor Road Section over a 20-year Period and Expected Parameters of Soil Contamination with Lead Compounds Traffic density in Pb in soil (owing to road Ite Pb solid air Design computation units equivalent to operation during the next 20 m Section emissions, year motor cars, years), mg/kg no. mg/m×day vehicles per day RTS (30 m) PS (300 m) From the beginning to the 2010 (current status) 12,190 15.24120576 - - 1 crossing with M-22, kg per w/out reconstruction 38.950 1.714 0.006823 day 2031 29,320 after reconstruction 32.077 1.497 0.005958 From the crossing with M- 2010 (current status) 12,630 38.95009536 - - 2 22 to the end, kg per day w/out reconstruction 40.411 1.778 0.007077 2031 30,420 after reconstruction 33.280 1.552 0.006179

Table 4.31 Soil Contamination with Lead Compounds Emitted by Vehicles over a 20-year Period on the Edge of the Existing Built-up Area Distance from the Traffic density, Pb in soil (owing to Pb solid air emissions, mg/m×day road to the built- conventional road operation up area edge, m vehicles per day during the next 20 2010/12 2031 years), mg/kg Item Populated locality no. before after After w/out w/out w/out w/out Currentl reconstru reconstru extensio 2010 2031 reconstru reconstr reconstructi reconstru y ction ction n ction uction on ction (2010) (2012)

1 Suprunivka 50 50 12190 29320 15.241 13.336 38.950 34.368 0.503 0.443 2 Myltsi 80 50 12,190 29,320 15.241 13.336 38.950 34.368 0.163 0.443 3 Rozsoshentsi 1,090 200 12,630 30,420 15.791 13.817 40.411 35.657 0.00032 0.016 4 Scherbany 1,520 200 12,630 30,420 15.791 13.817 40.411 35.657 0.00014 0.016 5 Poltava city (motor road towards 20 240 12,630 30,420 15.791 13.817 40.411 35.657 4.704 0.011 Trostianets) 6 Shmygli 1,330 150 12,630 30,420 15.791 13.817 40.411 35.657 0.00020 0.033 7 Poltava city (motor 270 270 12,630 30,420 15.791 13.817 40.411 35.657 0.009 0.008 road towards Gora) 8 Nyzhni Mlyny 50 50 12,630 30,420 15.791 13.817 40.411 35.657 0.522 0.459 9 Poltava city 300 215 12,630 30,420 15.791 13.817 40.411 35.657 0.007 0.014 (railroad) 10 Kopyly 30 105 12,630 30,420 15.791 13.817 40.411 35.657 1.778 0.077

The above computation results point at expected concentrations of lead compounds in the soil of adjacent areas, provided that the content of lead admixtures in gasoline will remain at the current level. At that, exceeding ACL of lead compounds in soils at the existing built-up areas isn’t expected. Apparently, soil contamination will reduce, as environmental features of fuel improve.

4.6. The Plant and Animal Communities. Objects of the Nature Reserve Fund

The road path passes through plain territories on agricultural lands, tillage, flood plains. There are numerous green areas along the highway. There are lots of objects of the Ukraine’s nature reserve fund (NRF) on territories crossed by the highway. The following NRF objects fall into the zone affected by the motor road (3,000 m).

Figure 4.5. Ukraine’s NRF Objects in the Affected Zone (3,000 m)

Since the highway doesn’t cross any NRF objects, no impacts upon them is expected. In course of construction works the top soil will be violated to a certain extent on the allotted territory. Construction works impact on the plant community beyond the road right-of- way isn’t expected. During the road operation impacts on the plant community will be presented mostly by contamination of adjacent green areas with dust and fuel exhausts. Once the road reconstruction is completed, such impact will reduce, since emissions from vehicles reduce, while the road pavement structure and the road shoulder decrease dust formation. Thus, adverse impacts on the plant community are of a temporary nature, being comprised of removal of trees and brushes on particular plots along the highway. Once the construction works are completed, lands will be reclamated with the roadside road shoulder greened. 5. THE ASSESSMENT OF IMPACTS ON THE SOCIAL ENVIRONMENT

The Poltava oblast is located on the left bank of the Dnipro river in its middle course and occupies an area of 28,800 sq. km. The oblast lasts 213.5 km from north to south and 245 km from west to east. The oblast is situated between 50° 33' and 48° 45' (North latitude), 32° 05' and 35° 30' (East longitude). The Poltava oblast has borders with the oblasts of Chernigiv, Sumy, Kharkiv, Dnipropetrovsk, Kirovograd, Cherkasy and Kyiv. Some 1,700,000 people live in Poltava oblast. The ethnic composition is homogeneous with more than 90% citizens being Ukrainians. The population density is 60 people per sq. km. Approximately 1,000 oblast citizens live in cities and towns. The age composition of both urban and rural citizens is characterized by aging. Female citizens prevail over men. There are 1,858 villages and 36 urban populated localities in the oblast. The Poltava oblast is industrial-agrarian in terms of the economic structure. A share of manufacturing is some 60% in the oblast total industrial and agricultural output. The Poltava oblast has distinguished iron ore, fuel, machine-building and light industries with the food industry, the beet-sugar manufacturing, the crop, meat & milk sectors being highly developed too. In terms of the national division of labor the automotive and electrical engineering industries, the machine tool and instrument engineering, the railroad car building, the manufacturing of road construction machinery and technological equipment for the chemical, food and light industries, the exploration of iron ore are of high importance. All the transport types, namely railroad, motor, river, pipeline, air services, are available in the Poltava oblast with the only exception being sea transport. In both passenger and freight traffic there is cooperation between particular transport types, setting up a comprehensive transport system. The leading place in freight traffic is held by pipeline and railroad transports, while passenger traffic is dominated by the automobile, electric and railroad transport branches. The Poltava city railroad hub is the largest in the oblast. The rail stations of Lubny, Grebinka, Romodan and Myrgorod play an important functional role in the rail traffic. The total length of motor roads is 18,034.0 km with 662 bridge structures having a total length of 23.1 km. The public road network is comprised of 8,834.4 km of roads and 563 bridge structures with a total length of 19.5 km, all being subordinate to the Service of Motor Roads in Poltava Oblast of the State Service of Motor Roads of Ukraine. Roads sudordinate to various institutions and authorities cover 9,199.6 km, incl. 2,268.0 km of unpaved roads. This network also includes 93 bridge crossings with their length being 3.6 km. In rural areas there are 8,494.0 km of roads subordinate to various institutions and authorities and 8,249.9 km of public roads, incl. 1,073.1 km of territorial roads, 4,248.9 km of rayon roads and 2,927.9 km of village roads. 2,171.3 km of public roads are located within rural populated localities. In terms of the length of local roads, the Poltava oblast holds the fourth place in Ukraine. The road density is 0.310 km/sq. km. which is above the Ukraine’s average of 0.209 km/sq. km. The motor transport of public service is available in 15 cities and towns of the oblast, including 5 those subordinate to the oblast capital, 20 urban-type settlements and 1,592 rural populated localities. The Poltava rayon is located in the northern eastern part of the Poltava oblast. The rayon’s area is 1,259.89 sq. km (4.4% of the oblast area). Its population is 66,850 people. There are 149 populated localities subordinate to 26 village councils. The social development assessment has been performed with a view of assessing an impact on citizens (see Section 8). 6. THE ASSESSMENT OF THE TECHNOGENIC ENVIRONMENT IMPACT

There are several industrial, agricultural and service-providing objects now within the zone affected by the M-03 motor road section designed for reconstruction (see figure 6.1). Building a bypass around the city of Poltava won’t necessitate re-locating, closing or limiting their activities in any other way (in terms of both the current scope and form).

Figure 6.1. Technogenic Objects within the Zone Affected by the Designed M-03 Motor Road Section km 333+800 - km 347+280

The List of Types of Impacts on the Technogenic Environment includes the following: - it is possible that during the reconstruction phase soil surfaces and surface water will be insignificantly contaminated with combustibles, lubricants and construction debris which won’t spread beyond the temporary and permanent land allotments; - highway reconstruction works envision removal of trees; - no adverse impact on cultural, historic and architectural sites is expected; - during the operation phase adverse impact sources are: atmospheric emissions of contaminating substances and their indirect impact on the condition of soils, surface water, plants; an acoustical impact (noise contamination); an impact on microclimate changes; waste contamination of adjacent areas, occurrence of emergencies of various danger degree for various highway sections. The technogenic environment impact during the repair and construction works is temporary and insignificant. The impact on cultural, historic and architectural sites will be indirect and limited within the affected zone (up to 3,000 m). In general, an integral impact on the majority of technogenic environment components can be assessed as positive, since the commissioning of the road will enable to: - strengthen geopolitical resources of the state through redistribution of available and perspective freight and passenger flows in Ukraine; - incentivize businesses and advance the investment attractiveness of adjacent areas; - improve the Ukraine’s motor transport network structure; - promote transport, economic and trade ties; - create new jobs both during the reconstruction phase and during the phase of further operation of the highway, its infrastructure and supplement service objects. In general, an integral impact on the majority of technogenic environment components can be assessed as positive, since the commissioning of the road will enable to: - strengthen geopolitical resources of the state through redistribution of available and perspective freight and passenger flows in Ukraine; - incentivize businesses and advance the investment attractiveness of adjacent areas; - improve the Ukraine’s motor transport network structure; - promote transport, economic and trade ties; - create new jobs both during the reconstruction phase and during the phase of further operation of the highway, its infrastructure and supplement service objects. 7. MEASURES TO ENSURE THE NORMATIVE CONDITION OF THE ENVIRONMENT AND ITS SAFETY

Motor roads are linear structures that bear a significant impact on all the environment components and on the population. The environmental impact from the motor road is associated with both the object and vehicles, mobile sources of emissions and noise which ride on the road. Impact mitigation by means of implementing the design solutions on ensuring the normative condition of the environment and its safety deals exclusively with engineering solutions for the designed object. At that, one should take into account such factors as low fuel quality and out- of-order vehicles on the highway have a greater adverse impact than the absence of implemented protective measures and, thus, these issues have to be in the focus of public attention. Arranging rest areas and road service facilities will improve the sanitary condition of adjacent areas thanks to well-arranged transport stops and reduce the probability of forest extinguishes, etc. The designed measures on mitigating the adverse environmental impact are presented in the table below.

Table 7.1 Recommended Measures to Mitigate the Adverse Environmental Impact from the Designed Activity Types of expected impacts Design solutions to eliminate or mitigate impacts Worse population’s communication lines, more Arranging approaches, intersections and time spent to reach work and resting places, conjunctions. agricultural lands separated. Worse traffic conditions for the agricultural Arranging paths for tractors, bicycle lanes, machinery, animal-drawn transport, bicycle overpasses and elevated roads for the riders, livestock alleyways. agricultural machinery, bridleways, fencing the right-of-way. Demolished buildings, people who migrate due Bypasses around populated localities without to the allotment of land for the motor road demolishing of building and migration of development. people. Arranging barrier shields and protection structures, provisioning with dwellings and land plots instead of those withdrawn, disbursement of compensations . Landscape partition. Applying landscape design methods, excluding (as far as possible) deep excavations and high embankments, placing the road path beyond the vicinity of large groups of people. Landslides, landfalls, effluxes, and other types Excluding cutting of slopes under unfavorable of land movements due to their cutting in geological conditions, ensuring water discharge course of construction works. and building other facilities. Land erosion resulting from concentration of Strengthening water discharge structures, water flows at artificial structures, ditches and increasing a volume of water wash-outs from runlets. the water drainage system with a view of reducing water losses. Changed surface discharge conditions. Designing relevant water discharge systems. Changed ground water passage conditions, Refusal of excavations in cases of close ground drained and oversaturated soils. water, when interruption of water-bearing layers isn’t permitted. Violated hydrological regime of rivers, Arranging regulating facilities strengthening changes in a coast line, crossing of water bridges, designing bridges with optimal streams, activation of river mechanics during streambed compaction. bridge construction. Changed bog hydrological regime, which leads Designing the path beyond bogs, arranging to an adverse impact on ecosystems. bridges and pipes, conduits. Violated plant growth conditions. Excluding saturation and drying of territories, soil erosion, soil degradation from transport contaminations, reclamation of lands violated in course of construction, arranging rest areas and car parking lots, bypasses of the most protected areas and valuable vegetation Violated living conditions of wild animals. Bypasses around protected areas and places of living, feeding and breeding of protected animal species, well-arranged crossings of the motor road and migration paths of animals, installed road signs warning of possible collision with an animal, arranged biopassages, livestock alleyways and crossovers. Violated living conditions of subsequent to Bypasses of feeding and breeding grounds. bridge construction. Holding works to take into account the period of pass fish breeding and capture, applying pile sheeting and removing building refuse out of streambeds. Conditions established for mosquito and acarid Territory leveling, excluding water stagnation breeding. places and timber-cut remaining residue. Increased accident incidence rate for the motor Arranging fences, road marking, installing road road and intersections with other roads. signs, sidewalks and pedestrian crossings, lighting populated localities. Contaminated air environment, a noise impact Designing the road with parameters that ensure from traffic. an optimal traffic mode, arranging protective vegetation and shields, building bypasses around populated areas. Soils contaminated with lead compounds. Designing the road with parameters that ensure an optimal traffic mode, arranging protective vegetation and shields. Vibration of buildings and structures from Special engineering measures to protect traffic. buildings and structures from vibration impacts. Destroyed historic and culture sites, including Developing the highway path beyond historic archeological landmarks. and culture sites, archeological landmarks, engineering measures to protect sites, excavations and withdrawal of valuables before work commencement. Territory dusting. Designing non-dusting road pavements, arranging protective vegetation, measures to de-dust surfaces. Road shoulder contaminated with household Arranging rest areas and car parking lots. waste. Increased silting and drift of streambeds of Soil leveling, compacting and stabilizing on water streams with products of washing of construction sites, pile sheeting in erection of construction sites, non-stabilized roadbed, and bridge pillars, reclamation works, timely during erection of bridge pillars, streambeds collection of waste and building refuse. contaminated with household waste and construction debris Water objects contaminated with surface run- Cleaning water run-offs, discharging water offs from motor roads and bridges. beyond flood plains of water streams, dispersing discharges along the road. Soil and water contaminated with lubricants Territory leveling, arranging runlets and a and fuel from vehicles and the road water discharge system for collection and construction machinery on construction sites purification of water, area fencing and and enterprises. machinery fueling in specially designated places or at public fuel filling stations. Areas near temporary construction company’s Arranging construction company’s facilities facilities contaminated with waste and with places for collection and recycling of household waste. waste and refuse, and water closets; land reclamation after the completion of works. Atmospheric air contaminated at asphalt Factories equipped for purification of concrete and cement concrete factories, and emissions. other enterprises near the highway. Environment contaminated in course of the The most modern and environmentally friendly operation of the construction machinery. machinery and technologies applied.

The environmental impact from the designed activity will be limited to noise and air contamination with dust and aerosol emissions from internal combustion engines, to contamination of protection strip soils with lead compounds. Measures targeted at mitigating this adverse environmental impact relate to: - prevention of effects from landslides and water erosion (stabilizing surface water discharge systems with a view of eliminating wash-outs and ground water flows, arranging the drainage system and other measures against landslides on safe plots with a high level of ground works); - reduction of atmospheric air emissions (due control over [construction] work technologies, alignment of a horizontal profile to ensure even traffic); - measures to mitigate noise (installation of noise-attuning shields, prohibition of piling in residential areas at night); - protection of soil (removal and piling-up of the top soil in specially designated plots with its further use for fertility improvement); - mitigation of impacts on flora and fauna (prohibition of clearance beyond the right-of-way designated for construction of the road and road facilities, non-permission of filling of root collars and bodies of trees growing near the construction area, ensuring migration of animals in places where passages, bridges, elevated roads, conduit pipes, etc., are located); - waste surveillance (regular scheduled transportation of construction materials without storing large lots on construction sites, temporary storage of building refuse in specially designated places on construction sites, availability of movable containers for metal scrap, lubricant- containing wipes, oil products, etc., within operating areas, compulsory removal and further recycling of construction debris from construction sites); - non-permission of hydrological environment changes (prevention of penetration of contaminating substances into the aquatic environment through soil contamination with a minimum number of bridge crossing pillars erected in river streambeds, etc.). The main arrangements accepted to protect the environment are, inter alia, as follows: - it is envisioned that the top soil will be excavated on the road sections nearly along the whole path. The top soil is preserved in stockpiles in the temporary right-of-way with its further use to strengthen the roadbed, reclamate soil deposits and to improve low-fertile lands. - in order to protect soils from erosion processes in areas adjacent to the motor road, conduit pipes with the pressureless mode of operation and complete provisioning with gutters have been designed; - in order to prevent wash-outs near inlet and outlet portals, river streambeds are strengthened with concrete slabs having dampeners; - roadbed structures containing no toxic materials either in the surface or in lower foundation layers; - in order to mitigate dusting in case of vehicle coming to road shoulders the design provides for their paving with asphalt concrete; - areas temporarily destroyed during the construction phase will be reclamated and returned to land owners for further use. Areas with animal migration routes will be provided with special biopassages based on man-made facilities. In order to reduce soil contamination with lead and other heavy metals, it is recommended to arrange protection strips with a few rows of trees and groups of bushes next to the road. The list of additional design solutions to be considered in terms of environmental protection requirements in course of construction is as follows: 1. One has to provide for, and agree upon, reimbursements to owners of forest lands to be cleared. Reimbursements should not be below the financial appraisal of vegetation as per Review Certificates. 2. While removing forest strips adjacent to the road, one has to set up alternative green areas subject to clearance with the State Department for Environmental Resources and, when needed, oblast forestry associations (Derzhlisgosps). 3. Bridge crossings should be provided with waste discharge from the roadbed into treatment faculties.

7.1. Resource-Saving Arrangements

Resource-saving arrangements in the designed activity include: - use of excavation soils to arrange embankments and stabilize slants; - efficient use of water resources; - non-permission of idle machinery operation; - minimum operation at night time; - heat-saving measures for the machinery and premises in case of construction works during the cold season; - application of modern composite, cementing, adhesion and other additives in road construction. In the road operation resource-saving implies, first and foremost, ensuring the most favorable conditions for vehicle traffic: minimization of acceleration and deceleration, ensuring of smooth vehicle traffic with optimal radii of horizontal and vertical road surface curves, ensuring of reliable adhesion of wheels with the road surface, etc. Such traffic conditions not only mitigate environmental stresses, but also minimize fuel consumption by vehicles. Application of New Technologies and Machinery In order to achieve operational features, create internationally acceptable traffic conditions and a long service life of the road in general, it is expected to apply new advanced technologies and materials, the modern machinery, including: - cast-in-place concrete structures of spans; - soils stabilized with cement in foundation of roadbeds; - bitumous emulsions for underpriming; - bitumen-based asphalt concrete modified with polymers and surface-active substances in upper layers of the roadbed; - arranging armoring geogrids in the roadbed and in the road pavement; - wide-coverage asphalt laying machines for seamless asphalt concrete paving on the whole width of the drive-way; - vibratory compactor with a variable wheel-base; - road signs on frame or console supports with diamond and diamond-fluorescent foils, fluorescent road marking with marking line inserts, road fences with anti-corrosion galvanized coats, in-built light reflectors and antidazzle shields.

7.2. Safeguard Arrangements

It is advisable to select protective arrangements, considering comparative technical and economic features of the following basic options: - streamlining technical features of the road and highway path, aimed at increasing an average traffic speed; - improving controls of vehicle operational conditions and preventing traffic of vehicles with unregulated engines; - arranging protection structures facilities and green areas. 1. The Design provides for a comprehensive set of measures to prevent dangerous geological phenomena (landslides, water erosion and saturation) which are, at the same time, aquatic environment protection measures: - cut and fill laying-out of areas adjacent to the road within the right-of-ways which eliminates surface water stagnation; - arranging culverts in lowered locations with a territory transverse inclination; - setting-up of a surface water discharge system (gutters, tide-rips, ditches, etc.) in order to prevent wash-outs and ground water infiltration (penetration); - waterproofing and stabilization of water storage plots near inlet and outlet portals of culverts; - selection of a culvert portal ensuring the pressureless regime of operation of the structure; - protection of the roadbed from water and wind erosion by means of stabilizing slants, side ditches, protection of the central reserve with grass and bushes, and dumping of a 15 cm thick tope soil layer. - arranging catching drainages on sections that are dangerous in terms of landslides (on slopes with close underground water). 2. Amounts of dust during the road operation are reduced thanks to the following structural and technological solutions: - arranging an improved road covering; - stabilizing the road shoulder with crushed rock, stabilizing the reserve-technological strip with grass; - arranging ramps to local roads with structures that meet the regulatory requirements; - using modern cementing materials in structures of road pavements and applying technological methods specified in the relevant regulations. In order to protect the aquatic environment and soils during the road operation the following arrangements are envisioned: - the roadbed structure has been Accepted with no toxic substances either in pavement or lower layers of the foundation; - an insulated water discharge system with bioplain-type treatment facilities is envisioned for road sections within water protection zones. 4. The Design provides for arrangements to preserve the top soil: removal of a 0.1-0.3 m top soil layer within the reserve-technological strip and its preservation within the temporary right-of-way with further usage for fertility improvement.

7.3. Protective Arrangements

It is envisioned to hold frequent monitoring surveys of compliance with the normative environmental condition (compliance with allowable ceiling levels of stresses on the natural and technological environments) within the area affected by the motor road. The environmental monitoring within the area affected by the motor road is a tool to endorse environmental safety management and can be considered as one of informational components for the overall road management. Monitoring should be financed from funds allocated for road maintenance. The main monitoring objectives include: - supervision of the implementation of environmental arrangements; - supervision of the erection of environmental and protection structures; - control of contractor’s compliance with the environmental regulations, technical specifications and design requirements during the construction works; - monitoring of the timeliness and accuracy of reclamation works; - monitoring of the operation of water discharge facilities, snow-protective plants, anti-erosion and other environmental protection facilities during the post-construction phase.

7.4. Rehabilitation Arrangements

Lands temporarily violated during the construction phase are reclamated and returned to land users for further use upon its completion. The reclamation design is to be developed as a separate section of the design documents. Removed vegetation is to be restored in volumes which are at least equivalent [to those before the construction].

7.5. Countervailing Arrangements

The mitigation arrangements provide for the following: - removal of vegetation along the highway is countervailed by means of planting the new one.

7.6. Waste Treatment

There are the following categories of waste formed during the road operation, inter alia: household waste being thrown by road users from passing vehicles and at stops; scrap, etc. in case of a traffic accident, waste water from the road surface. Removing solid waste is vested in a respective road operating service. Occurring household waste should be localized and then be taken away by a specialized entity in a centralized manner. The following is to be ensured: - regular scheduled transportation of construction materials without storing large lots on construction sites; - temporary storage of building refuse in specially designated places on construction sites; - availability of movable containers for metal scrap, lubricant-containing wipes, oil products, etc., within operating areas. 8. THE COMPREHENSIVE ENVIRONMENTAL IMPACT ASSESSMENT

8.1. The Comprehensive Assessment of Impacts

Having analyzed factors of environmental impacts from the motor road, one has to point out that adverse impacts will occur within the designed protection strip only. The atmospheric air contamination levels won’t surpass the allowable limits. The aquatic environment impact is assessed to be minimal. The system of the design solutions for rainfall and snowmelt water discharge and the drive-way cross-section provides for water discharge both from the road covering and from man-made structures. The impact on flora and fauna is insignificant. There is no impact on objects of the nature reserve fund. In general, subject to normal operation and maintenance of the motor road, an integral impact on the majority of environmental components is assessed to be insignificant, taking into account applying the protective solutions envisioned in the designs. The social aftermaths of this project have a telling positive impact. The impact on the technogenic environment is defined as positive.

8.2. Determining an Environmental Risk Degree

Clause 2.44 of DBN A.2.2-1-2003 and the Law of Ukraine “On the Environmental Expert Assessment” necessitate the environmental risk analysis. The risk assessment was performed in accordance with Appendixes I (Ж) and L (И) to DNB A.2.2-1-2003.

The Risk of Development of Non-Cancerogenic Effects

Table 8.1 Ceiling Values of Acceptable Risks (Danger Factors for Particular CS) w/out current status after construction with construction construction (2010) (2012) (2031) Populated locality (2031) HQi CO Suprunivka 1.663Е-02 1.209Е-02 4.363Е-02 3.273Е-02 Myltsi 1.078Е-02 1.209Е-02 2.830Е-02 3.273Е-02 Rozsoshentsi 8.706Е-04 3.377Е-03 2.287Е-03 9.151Е-03 Scherbany 6.251Е-04 3.377Е-03 1.643Е-03 9.151Е-03 Poltava city (motor road towards 3.762Е-02 2.827Е-03 9.886Е-02 7.659Е-03 Trostianets) Shmygli 7.141Е-04 4.464Е-03 1.876Е-03 1.210Е-02 Poltava city (motor road towards Gora) 3.463Е-03 2.519Е-03 9.099Е-03 6.825Е-03 Nyzhni Mlyny 1.723Е-02 1.253Е-02 4.527Е-02 3.395Е-02 Poltava city (railroad) 3.123Е-03 3.147Е-03 8.205Е-03 8.528Е-03 Kopyly 2.698Е-02 6.285Е-03 7.089Е-02 1.703Е-02

NOx Suprunivka 1.386Е-01 1.008Е-01 3.636Е-01 2.727Е-01 Myltsi 8.987Е-02 1.008Е-01 2.358Е-01 2.727Е-01 Rozsoshentsi 7.255Е-03 2.814Е-02 1.906Е-02 7.626Е-02 Scherbany 5.210Е-03 2.814Е-02 1.369Е-02 7.626Е-02 Poltava city (motor road towards 3.135Е-01 2.356Е-02 8.238Е-01 6.383Е-02 Trostianets) Shmygli 5.951Е-03 3.720Е-02 1.564Е-02 1.008Е-01 Poltava city (motor road towards Gora) 2.886Е-02 2.099Е-02 7.583Е-02 5.687Е-02 Nyzhni Mlyny 1.436Е-01 1.044Е-01 3.773Е-01 2.829Е-01 Poltava city (railroad) 2.602Е-02 2.623Е-02 6.838Е-02 7.107Е-02 Kopyly 2.248Е-01 5.237Е-02 5.907Е-01 1.419Е-01

SO2 Suprunivka 3.464Е-03 2.520Е-03 9.090Е-03 6.818Е-03 Myltsi 2.247Е-03 2.520Е-03 5.895Е-03 6.818Е-03 Rozsoshentsi 1.814Е-04 7.036Е-04 4.765Е-04 1.906Е-03 Scherbany 1.302Е-04 7.036Е-04 3.422Е-04 1.906Е-03 Poltava city (motor road towards 7.839Е-03 5.889Е-04 2.060Е-02 1.596Е-03 Trostianets) Shmygli 1.488Е-04 9.301Е-04 3.909Е-04 2.520Е-03 Poltava city (motor road towards Gora) 7.215Е-04 5.247Е-04 1.896Е-03 1.422Е-03 Nyzhni Mlyny 3.590Е-03 2.611Е-03 9.432Е-03 7.074Е-03 Poltava city (railroad) 6.506Е-04 6.557Е-04 1.709Е-03 1.777Е-03 Kopyly 5.621Е-03 1.309Е-03 1.477Е-02 3.548Е-03 Pb (air emission intensity) Suprunivka 6.652Е-01 4.838Е-01 1.745Е+00 1.309Е+00 Myltsi 4.314Е-01 4.838Е-01 1.132Е+00 1.309Е+00 Rozsoshentsi 3.482Е-02 1.351Е-01 9.150Е-02 3.660Е-01 Scherbany 2.501Е-02 1.351Е-01 6.570Е-02 3.660Е-01 Poltava city (motor road towards 1.505Е+00 1.131Е-01 3.954Е+00 3.064Е-01 Trostianets) Shmygli 2.856Е-02 1.786Е-01 7.505Е-02 4.839Е-01 Poltava city (motor road towards Gora) 1.385Е-01 1.007Е-01 3.640Е-01 2.730Е-01 Nyzhni Mlyny 6.892Е-01 5.012Е-01 1.811Е+00 1.358Е+00 Poltava city (railroad) 1.249Е-01 1.259Е-01 3.282Е-01 3.411Е-01 Kopyly 1.079Е+00 2.514Е-01 2.836Е+00 6.812Е-01

Table 8.2 The Risk of Development of Non-Cancerogenic Effects HI w/out Populated locality current status after construction with construction construction (2010) (2012) (2031) (2031) Suprunivka 0.824 0.599 2.162 1.621 Myltsi 0.534 0.599 1.402 1.621 Rozsoshentsi 0.043 0.167 0.113 0.453 Scherbany 0.031 0.167 0.081 0.453 Poltava city (motor road towards 1.864 0.140 4.898 0.379 Trostianets) Shmygli 0.035 0.221 0.093 0.599 Poltava city (motor road towards Gora) 0.172 0.125 0.451 0.338 Nyzhni Mlyny 0.854 0.621 2.243 1.682 Poltava city (railroad) 0.155 0.156 0.407 0.422 Kopyly 1.337 0.311 3.512 0.844 Table 8.3 Non-Cancerogenic Risk Criteria* Risk characteristics Danger factors (HQi) Risk of harmful effects is extremely low <1 Ceiling value of acceptable risk 1 Possibility of development of harmful effects >1 grows in proportion to the HQi increase *Clause 4.4.1.1 of the Guidelines MR 2.2.12-142-2007. Public Health Risk Assessment for Atmospheric Air Contaminations, as approved with the Order no. 184 dated April 13, 2007. Kyiv, 2007. – 40 pages.

Thus, owing to emissions of lead compounds the development of non-cangerogenic effects in some cases exceeds 1. The refusal of the road reconstruction will largely increase the risk. Marginal lead contents in gasoline were assumed in computations. The prohibition of gasoline admixtures reduces the risk to the acceptable level.

The Assessment of Development of Individual Cancerogenic Effects. Lead and benzo[a]pyrene are among CS with cancerogenic effects.

Table 8.4 A) Risk of Development of Individual Cancerogenic Effects current status after construction w/out construction with construction Populated locality (2010) (2012) (2031) (2031) ICRi lead Suprunivka 2.993Е-09 2.177Е-09 7.854Е-09 5.891Е-09 Myltsi 1.941Е-09 2.177Е-09 5.093Е-09 5.891Е-09 Rozsoshentsi 1.567Е-10 6.079Е-10 4.117Е-10 1.647Е-09 Scherbany 1.125Е-10 6.079Е-10 2.957Е-10 1.647Е-09 Poltava city (motor road 6.772Е-09 5.088Е-10 1.779Е-08 1.379Е-09 towards Trostianets) Shmygli 1.285Е-10 8.036Е-10 3.377Е-10 2.177Е-09 Poltava city (motor road 6.234Е-10 4.534Е-10 1.638Е-09 1.228Е-09 towards Gora) Nyzhni Mlyny 3.101Е-09 2.256Е-09 8.149Е-09 6.112Е-09 Poltava city (railroad) 5.621Е-10 5.665Е-10 1.477Е-09 1.535Е-09 Kopyly 4.856Е-09 1.131Е-09 1.276Е-08 3.065Е-09

current status after construction w/out construction with construction Item (2010) (2012) (2031) (2031) ICRi benzo[a]pyrene Suprunivka 1.852Е-10 1.347Е-10 4.860Е-10 3.645Е-10 Myltsi 1.201Е-10 1.347Е-10 3.152Е-10 3.645Е-10 Rozsoshentsi 9.696Е-12 3.762Е-11 2.548Е-11 1.019Е-10 Scherbany 6.963Е-12 3.762Е-11 1.829Е-11 1.019Е-10 Poltava city (motor road 4.191Е-10 3.148Е-11 1.101Е-09 8.531Е-11 towards Trostianets) Shmygli 7.953Е-12 4.972Е-11 2.090Е-11 1.347Е-10 Poltava city (motor road 3.857Е-11 2.805Е-11 1.013Е-10 7.601Е-11 towards Gora) Nyzhni Mlyny 1.919Е-10 1.396Е-10 5.042Е-10 3.782Е-10 Poltava city (railroad) 3.478Е-11 3.505Е-11 9.139Е-11 9.498Е-11 Kopyly 3.005Е-10 7.000Е-11 7.895Е-10 1.897Е-10

B) Combined Action Risk CRa =  ICRi Populated locality current status after construction w/out construction with construction (2010) (2012) (2031) (2031) Suprunivka 3.179Е-09 2.312Е-09 8.340Е-09 6.255Е-09 Myltsi 2.061Е-09 2.312Е-09 5.408Е-09 6.255Е-09 Rozsoshentsi 1.664Е-10 6.455Е-10 4.372Е-10 1.749Е-09 Scherbany 1.195Е-10 6.455Е-10 3.140Е-10 1.749Е-09 Poltava city (motor road 7.192Е-09 5.403Е-10 1.890Е-08 1.464Е-09 towards Trostianets) Shmygli 1.365Е-10 8.533Е-10 3.586Е-10 2.312Е-09 Poltava city (motor road 6.619Е-10 4.814Е-10 1.739Е-09 1.304Е-09 towards Gora) Nyzhni Mlyny 3.293Е-09 2.395Е-09 8.653Е-09 6.490Е-09 Poltava city (railroad) 5.969Е-10 6.016Е-10 1.568Е-09 1.630Е-09 Kopyly 5.157Е-09 1.201Е-09 1.355Е-08 3.255Е-09

Table 8.5 Classification of Cancerogenic Risk Levels* Risk level Risk throughout Life Unacceptable for workers and citizens More than 10-3 Acceptable for workers and unacceptable for citizens 10-3-10-4 Conventionally acceptable 10-4-10-6 Acceptable Less than 10-6 *Clause 4.4 of the Guidelines MR 2.2.12-142-2007. Public Health Risk Assessment for Atmospheric Air Contaminations, as approved with the Order no. 184 dated April 13, 2007. Kyiv, 2007. – 40 pages.

Thus, there are no threats of cancerogenic effects with risk levels being acceptable.

The Assessment of the Social Risk of the Designed Activity Impact

Table 8.6 Social Risk Indicators after w/out current status with construction Population, construction construction Populated locality (2010) (2031) citizens (2012) (2031) Rs Suprunivka 3,974 2.61652Е-08 1.90292Е-08 6.8655Е-08 5.14912Е-08 Myltsi 693 2.95887Е-09 3.31838Е-09 7.7638Е-09 8.97922Е-09 Rozsoshentsi 6,731 2.32003Е-09 9.00035Е-09 6.0959Е-09 2.43875Е-08 Scherbany 1,864 4.61363Е-10 2.49245Е-09 1.21223Е-09 6.75358Е-09 Poltava city (motor road 5,000 7.44838Е-08 5.59572Е-09 1.95707Е-07 1.51623Е-08 towards Trostianets) Shmygli 117 3.30793Е-11 2.06801Е-10 8.69163Е-11 5.60353Е-10 Poltava city (motor road 5,000 6.85581Е-09 4.98604Е-09 1.80137Е-08 1.35103Е-08 towards Gora) Nyzhni Mlyny 697 4.75475Е-09 3.458Е-09 1.24932Е-08 9.36987Е-09 Poltava city (railroad) 5,000 6.18223Е-09 6.23061Е-09 1.62439Е-08 1.68826Е-08 Kopyly 2,525 2.69719Е-08 6.28311Е-09 7.0869Е-08 1.70248Е-08 Table 8.7 Classification of Social Risk Levels* Risk level Risk throughout Life Unacceptable for workers and citizens More than 10-3 Acceptable for workers and unacceptable for citizens 10-3-10-4 Conventionally acceptable 10-4-10-6 Acceptable Less than 10-6

Thus, the social risk levels are acceptable.

8.3. The List of Residual Effects

Residual effects should include: - a noise level which won’t exceed the effective allowable ceiling levels for populated localities over the design period; - emissions of contaminating substances which won’t exceed the allowable ceiling concentrations; - air and soil contamination with lead compounds which levels beyond won’t exceed the allowable ceiling concentrations on the edge of the built-up areas; - discharges from the motor road surface containing CS below the allowable ceiling concentrations, while subject to application of protection arrangements (discharge to treatment facilities) they won’t have any impact on the quality of water in water objects. 9. THE ASSESSMENT OF ENVIRONMENTAL IMPACTS DURING THE CONSTRUCTION PHASE

Preventing occurrence and manifestations of adverse environmental impacts during the construction phase is ensured thanks to construction work performance in compliance with the regulations and process procedures for particular types of works. Compliance with construction process procedures also eliminates possible occurrence and development of emergencies. So, in order to minimize environmental impacts in construction, one has to strictly adhere to the requirements of construction process procedures, occupational and environmental safety instructions. The basic regulations in the said realm of the road construction are as follows: - SNiP 3.03.01-87. “Land Structures, Basements and Foundations”; - NAOP 45.2-7.02-80. “Occupational Safety in Construction as per SNiP Sh-4-80*”; - DBN A.2.2-3-2004. “Content, Procedure for the Development, Clearance and Approval of Design Documents for Construction”; - DBN A.3.1-5-96. “Management, Organization and Technology. Construction Manufacturing Organization”; - DBN V.2.3-4: 2007. “Transport Facilities. Motor Roads. Part І. Designing. Part ІІ. Construction”. In order to prevent adverse environmental effects of construction works, a general contractor should: - locate construction sites and temporary auxiliary structures within the right-of-way with their further disassembly and reclamation of violated land; - install dust-collecting units and filters where dust is produced by the technological equipment; - clean the construction area, places to store materials and structures and construction sites from building refuse and household waste after the completion of construction works; - recycle building refuse and household waste occurred during the construction phase, in line with the effective legislation; - wash vehicles and trucks in specially designated places only; - reclamate violate land within the right-of-way. Prior to construction a general contractor must develop the work execution program and schedule which clearly envisions electric and fire safety measures especially for arranging the temporary electric network at working places and for the site in general. All objects, construction sites and administrative, household, industrial and storage facilities should be equipped with a fire alarm system and communication system and fire-fighting tools. Organization of works should provide for occupational safety measures meeting the effective norms and rules, preventing occupational traumas and diseases, improving general working conditions. While planning a construction site, the work execution program and schedule should meet requirements to distances, widths of passages for people and vehicles between temporary facilities and structures. The construction site is equipped with primary fire-fighting tools as per the effective regulations: - fire extinguishers and fire racks, 50 cub. m water tanks are installed; - fire hydrants are installed as a part of water supply networks. Fire prevention measures are envisioned: - compliance with the regime of storage of combustibles & lubricants; - adherence to the regulations on work execution with fire, etc. A developer of the work execution program and schedule provides for development of occupational safety and hygiene measures, too. Computations of Diffusion of Contaminating Substances from Construction Processes within the Designed Road Section. At the current design development stage volumes of emissions can be assessed in a hypothetical way only, since the machinery (the list of machinery and their particular types) to be engaged in the construction works will be established during the development of the work execution program and schedule only, after a contractor to perform the construction works has been awarded with a contract.

Emission Computation Methodic Specific atmospheric air emissions from the construction machinery are computed in line with the Guidelines for Computation of Emissions of Contaminating Substances from Mobile Sources. Under the Guidelines, computations are performed for carbon oxide (CO), saturated hydrocarbons (CxHy), nitrogen oxide (NOx), soot (S), sulfur anhydrite (SO2) and lead (Pb). So, in line with the said methodic a mass of contaminating substance emissions is computed according to the following formula:

-3 M = g ×G × KT ×10 , t:

where g is specific contaminating substance emissions from a fuel mass unit consumed by a construction machine, kg/t; G is construction machine’s fuel consumption over the construction phase, t;

KT is a factor to account for the technical state of a construction machine, per specific emission unit.

Table 9.1 presents computed volumes of emissions from the machinery to be involved, per shift. Over the construction phase the total volume of emissions from all the machinery listed in the table will come up to 60% of all emissions expected from the road operation in the first year following the construction completion. Respectively, concentrations of contaminating substances from emissions arising from the construction works in the building zone will be, probably, lower than during the road operation.

Dust Formation Computation Methodic In construction dust formation sources are: - uploading and unloading operations; - movement of the construction machinery on natural soil roads and crushed rock surfaces. Volumes of dust formation in uploading and unloading of construction materials are computed in line with the methodic to compute volumes of dust formation in bulking materials being sawn as per the following formula:

where: Q1 is a volume of dust formation in uploading and unloading of construction materials, g/sec.; k1 is a dust weight fraction in the material; k2 is a fraction of dust (in the total dust mass material) which transforms into aerosol; k3 is a factor to account for local metrological conditions; k4 is a factor to account for local conditions, a degree of protection of a construction materials unloading and uploading place from external effects, dust formation conditions; k5 is a factor to account for material moisture content; k6 is a factor to account for material coarseness; G is bulking unit productivity; B/ is a factor to account for bulking height. Table 9.2 presents approximate results of computations of dust formation in earthworks. While the construction machinery moves, the wheels interacts with the road surface and dust is blown off the material loaded into the vehicle body. The volume of dust formation in motor transport works is computed according to the following formula:

Q2 is a volume of dust formation during the movement of the construction machinery, g/sec.; C1 is a factor to account for an average construction material transport vehicle loading capacity; C2 is a factor to account for an average construction machinery speed; C3 is a factor to account for the road condition; C4 is a factor to account for a cross-section of the material on a platform; C5 is a factor to account for a material surface airflow speed; C6 is a factor to account for material facial surface water content; C7 is a factor to account for a fraction of dust blown into the atmospheric air; F0 is an average platform area; N is a number of round trips per hour; L is an average round trip length within the construction site, km; q1 is dust release into the atmosphere per 1 km of run subject to C1 = 1, C2 = 1, C3 = 1; / q 2 is dust release from an actual material surface unit on a platform, g/sq.m.×sec; n is a number of construction machinery units operating on the construction site.

Subsequent to the computations, in course of the movement of the machinery the maximum dust formation volume (subject to minimal water content in materials) is equal to 1.84 g/s. Subject to higher humidity of materials, the dust formation volume largely reduces. Table 9.1 Emissions from the Construction Machinery per Machine-Shift S Values of o input Mass of emissions of contaminating substances, t u parameters r Fuel c Source name type fuel Number of e consumption, machine- Total fuel consumption, t CO CH NO C SO Pb n 2 kg per hour shifts o . gas bitumen spraying machine with a 1 olin 17.5 8 0.14 0.0402 0.0099 0.0033 0.0000 0.0001 0.0000 capacity of 3,500 l e bitumen spraying machine with a dies 2 19.25 8 0.154 0.0074 0.0012 0.0048 0.0011 0.0008 0.0000 capacity of 7,000 l el dies 3 asphalt paver 3.9 8 0.0312 0.0015 0.0002 0.0010 0.0002 0.0002 0.0000 el medium-type land grader and dies 4 12.00 8 0.096 0.0046 0.0008 0.0030 0.0007 0.0005 0.0000 leveler with a capacity of 99 kW el high sided truck dies 5 10.00 8 0.08 0.0038 0.0006 0.0025 0.0006 0.0004 0.0000 with a capacity up to 3 t el high sided truck dies 6 10.00 8 0.08 0.0038 0.0006 0.0025 0.0006 0.0004 0.0000 with a capacity up to 5 t el high sided truck dies 7 10.00 8 0.08 0.0038 0.0006 0.0025 0.0006 0.0004 0.0000 with a capacity up to 8 t el dump truck with a capacity up to dies 8 8.00 8 0.064 0.0031 0.0005 0.0020 0.0004 0.0003 0.0000 7 t el dump truck with a capacity up to dies 9 10.00 8 0.08 0.0038 0.0006 0.0025 0.0006 0.0004 0.0000 10 t el excavator-based rammer units dies 10 with no diesel hammer with a 9.40 8 0.0752 0.0036 0.0006 0.0023 0.0005 0.0004 0.0000 el dipper capacity of 0.65 cub. m excavator-based rammer units dies 11 with no diesel hammer with a 11.66 8 0.09328 0.0045 0.0007 0.0029 0.0006 0.0005 0.0000 el dipper capacity of 1.00 cub. m

S Values of o input Mass of emissions of contaminating substances, t u parameters r Fuel c Source name type fuel Number of e consumption, machine- Total fuel consumption, t CO CH NO C SO Pb n 2 kg per hour shifts o . excavator-based rammer units dies 12 with no diesel hammer with a 6.30 8 0.0504 0.0024 0.0004 0.0016 0.0003 0.0003 0.0000 el dipper capacity of 1.25 cub. m excavator-based rammer units dies 13 with no diesel hammer with a 7.20 8 0.0576 0.0028 0.0005 0.0018 0.0004 0.0003 0.0000 el capacity of 80 kW (108 h.p.) diesel-mobile welding units with dies 14 a conventional welding current of 0.50 8 0.004 0.0002 0.0000 0.0001 0.0000 0.0000 0.0000 el 250-400 A gasoline-mobile welding units gas 15 with a conventional welding olin 0.70 8 0.0056 0.0016 0.0004 0.0001 0.0000 0.0000 0.0000 current of 250-400 A e gas platform lift-truck with a loading 16 olin 4.60 8 0.0368 0.0106 0.0026 0.0009 0.0000 0.0000 0.0000 capacity of 5 t e gas units for grass sprigging on slants 17 olin 3.50 8 0.028 0.0080 0.0020 0.0007 0.0000 0.0000 0.0000 of motor and rail roads e bar unit BM-271 based on dies 18 7.06 8 0.05648 0.0027 0.0004 0.0018 0.0004 0.0003 0.0000 tractors MTZ-80 and MTZ-82 el gas 19 chainsaws olin 1.10 8 0.0088 0.0025 0.0006 0.0002 0.0000 0.0000 0.0000 e bulldozers with a capacity of 59 dies 20 6.00 8 0.048 0.0023 0.0004 0.0015 0.0003 0.0002 0.0000 kW el bulldozers with a capacity of 79 dies 21 8.50 8 0.068 0.0033 0.0005 0.0021 0.0005 0.0003 0.0000 kW el

bulldozers with a capacity of 96 dies 22 10.50 8 0.084 0.0040 0.0007 0.0026 0.0006 0.0004 0.0000 kW el S Values of o input Mass of emissions of contaminating substances, t u parameters r Fuel c Source name type fuel Number of e consumption, machine- Total fuel consumption, t CO CH NO C SO Pb n 2 kg per hour shifts o . tractor-based bulldozer- dies 23 desintegrator with a capacity of 7.20 8 0.0576 0.0028 0.0005 0.0018 0.0004 0.0003 0.0000 el 79 kW tractor-based bulldozer- dies 24 desintegrator with a capacity of 11.00 8 0.088 0.0042 0.0007 0.0027 0.0006 0.0004 0.0000 el 132 kW tractor-based bulldozer with a dies 25 13.40 8 0.1072 0.0051 0.0008 0.0033 0.0007 0.0005 0.0000 capacity of 121 kW el bulldozers dies 26 11.20 8 0.0896 0.0043 0.0007 0.0028 0.0006 0.0004 0.0000 with a capacity of 118 kW el bulldozers dies 27 with a capacity of 303 kW (410 15.00 8 0.12 0.0058 0.0009 0.0037 0.0008 0.0006 0.0000 el h.p.) bulldozers dies 28 with a capacity of 340 kW (450 15.50 8 0.124 0.0060 0.0010 0.0039 0.0009 0.0006 0.0000 el h.p.) diesel tugs operating in closed dies 29 aquatoria with a capacity of 221 36.50 8 0.292 0.0140 0.0023 0.0091 0.0020 0.0015 0.0000 el kW (300 h.p.) vehicle-based drilling crane dies 30 machine (a drilling depth of 3.5 4.20 8 0.0336 0.0016 0.0003 0.0010 0.0002 0.0002 0.0000 el m) tractor-based drilling crane dies 31 machine with a capacity of 85 4.20 8 0.0336 0.0016 0.0003 0.0010 0.0002 0.0002 0.0000 el kW (a drilling depth of 3.5 m) S Values of o input Mass of emissions of contaminating substances, t u parameters r Fuel c Source name type fuel Number of e consumption, machine- Total fuel consumption, t CO CH NO C SO Pb n 2 kg per hour shifts o . truck-based uprooting collector dies 32 with a capacity of 59 kW (80 6.30 8 0.0504 0.0024 0.0004 0.0016 0.0003 0.0003 0.0000 el h.p.) truck-based uprooting collector dies 33 with a capacity of 79 kW (108 7.20 8 0.0576 0.0028 0.0005 0.0018 0.0004 0.0003 0.0000 el h.p.) diesel hammer with a mass of dies 34 2.50 8 0.02 0.0010 0.0002 0.0006 0.0001 0.0001 0.0000 1.25 t el diesel hammer with a mass of dies 35 3.00 8 0.024 0.0012 0.0002 0.0007 0.0002 0.0001 0.0000 1.80 t el diesel hammer with a mass of dies 36 3.30 8 0.0264 0.0013 0.0002 0.0008 0.0002 0.0001 0.0000 2.50 t el diesel hammer with a mass of dies 37 3.80 8 0.0304 0.0015 0.0002 0.0009 0.0002 0.0002 0.0000 3.50 t el crawler-tracked single-dipper dies 38 excavator with a dipper capacity 6.30 8 0.0504 0.0024 0.0004 0.0016 0.0003 0.0003 0.0000 el of 0.4 cub. m crawler-tracked single-dipper dies 39 excavator with a dipper capacity 7.90 8 0.0632 0.0030 0.0005 0.0020 0.0004 0.0003 0.0000 el of 0.5 cub. m crawler-tracked single-dipper dies 40 excavator with a dipper capacity 9.40 8 0.0752 0.0036 0.0006 0.0023 0.0005 0.0004 0.0000 el of 0.65 cub. m crawler-tracked single-dipper dies 41 excavator with a dipper capacity 11.66 8 0.09328 0.0045 0.0007 0.0029 0.0006 0.0005 0.0000 el of 1.0 cub. m

S Values of o input Mass of emissions of contaminating substances, t u parameters r Fuel c Source name type fuel Number of e consumption, machine- Total fuel consumption, t CO CH NO C SO Pb n 2 kg per hour shifts o . pneumatic-tyred diesel-driven dies 42 single-dipper excavator with a 6.30 8 0.0504 0.0024 0.0004 0.0016 0.0003 0.0003 0.0000 el dipper capacity of 0.25 cub. m pneumatic-tyred excavators- dies 43 10.20 8 0.0816 0.0039 0.0006 0.0025 0.0006 0.0004 0.0000 levelers el gas 44 welding units olin 5.60 8 0.0448 0.0129 0.0032 0.0010 0.0000 0.0000 0.0000 e gas mobile power-generating units 45 olin 2.10 8 0.0168 0.0048 0.0012 0.0004 0.0000 0.0000 0.0000 with a capacity of 4 kW e mobile compressors with internal combustion engine dies 46 6.50 8 0.052 0.0025 0.0004 0.0016 0.0004 0.0003 0.0000 with (a pressure up to 686 MPa, a el capacity of 2.2 cub. m/min) mobile compressors with internal combustion engine dies 47 7.00 8 0.056 0.0027 0.0004 0.0017 0.0004 0.0003 0.0000 with (a pressure up to 686 MPa, a el capacity of 5.0 cub. m/min) mobile compressors with internal combustion engine dies 48 14.00 8 0.112 0.0054 0.0009 0.0035 0.0008 0.0006 0.0000 with (a pressure up to 686 MPa, a el capacity of 10.0 cub. m/min) S Values of o input Mass of emissions of contaminating substances, t u parameters r Fuel c Source name type fuel Number of e consumption, machine- Total fuel consumption, t CO CH NO C SO Pb n 2 kg per hour shifts o . pneumatic-tyred towed roller dies 49 9.00 8 0.072 0.0035 0.0006 0.0022 0.0005 0.0004 0.0000 with a mass of 25 t el pneumatic-tyred tamping towed dies 50 6.30 8 0.0504 0.0024 0.0004 0.0016 0.0003 0.0003 0.0000 roller with a mass of 8 t el self-moving vibrating towed dies 51 4.70 8 0.0376 0.0018 0.0003 0.0012 0.0003 0.0002 0.0000 roller with a mass of 2.2 t el self-moving vibrating towed dies 52 5.40 8 0.0432 0.0021 0.0003 0.0013 0.0003 0.0002 0.0000 roller with a mass of 8 t el self-moving vibrating towed dies 53 11.50 8 0.092 0.0044 0.0007 0.0029 0.0006 0.0005 0.0000 roller with a mass of 13 t el pneumatic-tyred self-moving dies 54 vibrating towed roller with a 19.30 8 0.1544 0.0074 0.0012 0.0048 0.0011 0.0008 0.0000 el mass of 16 t truck crane with a loading dies 55 10.00 8 0.08 0.0038 0.0006 0.0025 0.0006 0.0004 0.0000 capacity of 10 t el truck crane with a loading dies 56 13.00 8 0.104 0.0050 0.0008 0.0032 0.0007 0.0005 0.0000 capacity of 16 t el S Values of o input Mass of emissions of contaminating substances, t u parameters r Fuel c Source name type fuel Number of e consumption, machine- Total fuel consumption, t CO CH NO C SO Pb n 2 kg per hour shifts o . caterpillar crane with a loading dies 57 4.10 8 0.0328 0.0016 0.0003 0.0010 0.0002 0.0002 0.0000 capacity up to 16 t el caterpillar crane with a loading dies 58 7.00 8 0.056 0.0027 0.0004 0.0017 0.0004 0.0003 0.0000 capacity up to 25 t el caterpillar crane with a loading dies 59 7.90 8 0.0632 0.0030 0.0005 0.0020 0.0004 0.0003 0.0000 capacity up to 40 t el caterpillar crane with a loading dies 60 8.10 8 0.0648 0.0031 0.0005 0.0020 0.0004 0.0003 0.0000 capacity up to 50-63 t el pneumatic-tyred crane with a dies 61 4.90 8 0.0392 0.0019 0.0003 0.0012 0.0003 0.0002 0.0000 loading capacity up to 25 t el pipelaying crane for 700 mm dies 62 diameter pipes with a loading 10.00 8 0.08 0.0038 0.0006 0.0025 0.0006 0.0004 0.0000 el capacity of 12.5 t pipelaying crane for 800-1000 dies 63 mm diameter pipes with a 15.00 8 0.12 0.0058 0.0009 0.0037 0.0008 0.0006 0.0000 el loading capacity of 35 t pipelaying crane for 1200 mm dies 64 diameter pipes with a loading 18.00 8 0.144 0.0069 0.0011 0.0045 0.0010 0.0007 0.0000 el capacity of 50 t tractor-based drilling machine dies 65 with a capacity of 85 kW and a 7.06 8 0.05648 0.0027 0.0004 0.0018 0.0004 0.0003 0.0000 el drilling depth of 3.5 m S Values of o input Mass of emissions of contaminating substances, t u parameters r Fuel c Source name type fuel Number of e consumption, machine- Total fuel consumption, t CO CH NO C SO Pb n 2 kg per hour shifts o . gas “Nagel” machine to remove 66 olin 6.00 8 0.048 0.0138 0.0034 0.0011 0.0000 0.0000 0.0000 barrier studs e gas hydraulic seeding machine to 67 olin 14.30 8 0.1144 0.0329 0.0081 0.0027 0.0000 0.0001 0.0000 stabilize roadbed slants e dies 68 road marking machine 5.12 8 0.04096 0.0020 0.0003 0.0013 0.0003 0.0002 0.0000 el gas flushing machine with a tank 69 olin 17.44 8 0.13952 0.0401 0.0098 0.0032 0.0000 0.0001 0.0000 capacity of 6,000 l e gas 70 floor saw olin 1.27 8 0.01016 0.0029 0.0007 0.0002 0.0000 0.0000 0.0000 e pneumatic-tyred single-dipper dies 71 18.40 8 0.1472 0.0071 0.0012 0.0046 0.0010 0.0007 0.0000 loader el hooked scrapers (with a dies 72 pneumatic-tyred tractor), a dipper 8.90 8 0.0712 0.0034 0.0006 0.0022 0.0005 0.0004 0.0000 el capacity of 3.0 cub. m wheeled scrapers, a dipper dies 73 5.00 8 0.04 0.0019 0.0003 0.0012 0.0003 0.0002 0.0000 capacity of 8.0 cub. m el pneumatic-tyred tractor with a dies 74 6.30 8 0.0504 0.0024 0.0004 0.0016 0.0003 0.0003 0.0000 capacity up to 59 kW el

S Values of o input Mass of emissions of contaminating substances, t u parameters r Fuel c Source name type fuel Number of e consumption, machine- Total fuel consumption, t CO CH NO C SO Pb n 2 kg per hour shifts o . pneumatic-tyred tractor with a dies 75 7.20 8 0.0576 0.0028 0.0005 0,0018 0,0004 0,0003 0,0000 capacity of 79 kW el pneumatic-tyred tractor with a dies 76 10.50 8 0.084 0.0040 0.0007 0,0026 0,0006 0,0004 0,0000 capacity of 132 kW el dies 77 tractor-based suspended brooms 7.06 8 0.05648 0.0027 0.0004 0,0018 0,0004 0,0003 0,0000 el gas 78 hole diggers olin 0.59 8 0.00472 0.0014 0.0003 0,0001 0,0000 0,0000 0,0000 e Total 0,0109 0.0010 0.0000

Grand total 0.0214 Table 9.2 Volume of Dust Formation per Machine-Shift Dust Factors Bulking unit productivity, t formation Technologica volumes, g/s Item no. l process operations k1 k2 k3 k4 k5 k6 B

Developmen t of excavations with a single-dipper excavator having a 1 0.04 0.01 1.20 0.01 0.90 1.00 0.70 0.66 2.00 dipper capacity of 0.25 cub. m and soil uploading into a truck body 2 Developmen 0.04 0.01 1.20 0.01 0.90 1.00 0.70 1.06 3.21 t of excavations with a single-dipper excavator having a dipper capacity of 0.4 cub. m and soil uploading into a truck body Developmen t of excavations with a single-dipper excavator having a 3 0.04 0.01 1.20 0.01 0.90 1.00 0.70 1.69 5.11 dipper capacity of 0.65 cub. m and soil uploading into a truck body Soil unloading from the body of a 4 0.04 0.01 1.20 0.01 0.90 1.00 1.00 8 34.56 truck with a loading capacity up to 8 t Earth 5 leveling with 0.04 0.01 1.20 0.01 0.90 1.00 0.40 5.3 9.16 a bulldozer 6 Sand 0.05 0.03 1.20 0.01 0.90 1.00 1.00 8 129.60 unloading from the body of a truck with a loading capacity up to 8 t Sand layer 7 leveling with 0.05 0.03 1.20 0.01 0.90 1.00 0.40 5.2 33.70 a bulldozer Unloading of crushed rock (sand and gravel mix, screening 8 dust) from 0.04 0.02 1.20 0.01 0.90 0.70 1.00 8 48.38 the body of a truck with a loading capacity up to 8 t Leveling of a layer of crushed rock (sand and 9 0.04 0.02 1.20 0.01 0.90 0.70 0.40 5.6 13.55 gravel mix, screening dust) with a bulldozer The Analysis of Measures to Protect Environment Components during Construction Works During construction works environmental protection measures specified the in process procedures are to be taken with a general contractor being vested with controlling them. At that, authorized representatives of the government body in charge of environmental protection control (Minekoresursiv), i.e. staff members of the State Environmental Protection Department in the Poltava Oblast, control compliance with the environmental legislation within the construction area. During the construction phase basic environmental protection measures are as follows: - compulsory compliance with the operational and occupational safety rules; - separation of dangerous zones and construction sites with special reusable fencing; - installation of warning signs and plates where needed; - storage of construction materials and structures on free plots within the right-of-way in order to prevent piling-up in passages for people and vehicles; - elimination of pollution of drive-ways and uploading/unloading sites with soil and construction debris from the construction machinery; - elimination of passage of the construction machinery beyond the right-of-way; - bulk construction materials and mixtures should be delivered well-packed to construction sites, while solutions and concrete should be brought with concrete delivery trucks; - arranging of a system to illuminate passages of people and vehicles at night; - elimination of long-lasting idle operation of engines of vehicles and machinery; - removal of building refuse, waste and soil in strict accordance with permits issued under the legally prescribed procedure; - control of operation of the technical equipment, machinery and vehicles; timely repair works and non-permission of operation of the broken machinery; - non-permission of clearance of trees beyond the right-of-way; - strict adherence to the effective fire safety standards and rules. THE EIA SUMMARY

1. The assessment of environment impacts under the Principal Motor Road M-03 Kyiv - Kharkiv - Dovzhanskyi Reconstruction on the Section km 333+800 - km 347+280 in the Poltava Oblast Project proves that the designed activity is environmentally suitable. 2. There is no need in any environmental impact mitigation measures in addition to those planned under the design documents. 3. Over the long term refusal of the designed activity will result in higher environmental stresses compared to the expected levels subsequent to the M-03 motor road reconstruction on sections of the currently existing road passing through residential areas in the city of Poltava. 4. The social aftermaths of the designed activity are acceptable.

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