Evaluation report on strategic document “Operational programme Transport 2007 – 2013” according to Act No. 24/2006 Coll.

Project No.: 660 -190/2006, VÚD 346/100 Customer: MDPT SR Published: 12/2006 Director general : Ing. Ľubomír Palčák Project manager: Ing. Stanislav Hreusík, PhD.

REPORT IDENTIFICATION

Director general: Ing. Ľubomír Palčák

RNDr. Ján Hurný, PhD., Ing. Róbert Felcan, Project supervisor: RNDr. Eva Zacharová

Division director: Ing. Ľuboslav Žilinčík

Project manager: Ing. Stanislav Hreusík, PhD., Ing. Ľubomír Mateček

Solvers: Ing. Marta Hajniková,Ing.Mária Štefániková

Cooperating organisations:

Number of pages 73 Number of figures - Number of tables 26 Number of appendixes 11 Report status Final

Director general : ......

Division director : ......

Project manager : ......

1 Evaluation report on strategic document “Operational programme Transport 2007 – 2013” according to Act No. 24/2006 Coll.

Solvers collective, contact addresses:

Chief solver of Ex ante evaluation of Výskumný ústav dopravný a.s. Žilina Operational programme Transport: Veľký Diel 3323, Žilina, tel.: 41/5652 819

[email protected] Ing. Stanislav Hreusík, PhD. Chief solver of evaluation report on impacts of strategic Ing. Ľubomír Mateček, authorised civil engineer, Žilina document: Smreková 11, Žilina, tel.: 041/723 53 51, [email protected] Solver of parts: transport infrastructure and urban Ing. Ľubomír Mateček, authorised civil engineer, Žilina environment Solver of parts: natural environment and country: Ing. Marta Hajniková, Žilina [email protected]

2 Evaluation report on strategic document “Operational programme Transport 2007 – 2013” according to Act No. 24/2006 Coll.

Content:

I. Contract authority basic data 4 II. Strategic document basic data 4 III. Basic data about present state of environment affected territory 6 III.1. Information on present state of environment including health and its probable trend if the strategic document will be realised 6

III.2. Information on relation to protected natural areas, TSES, protected water management bodies and protected soils 32

III.3. Environment and health characteristics of areas that will be significantly affected 37

III.4. Environmental issues including health problems that are relevant from the strategic document point of view 38

III.5. Environmental objectives including health objectives found on international, national and other level relevant from strategic document point of view 39

IV. Basic data on supposed impacts of strategic document including health 40 IV.1. Supposed significant impacts on environment and health (primary, secondary, cumulative, synergic, long-term, permanent, temporary, positive as well as negative) 40

V. Proposed measures for prevention, elimination, minimisation and compensation of environment and health effects 55

V.1. Measures for diversion, reduction or mitigation of potential significant negative environment effects including health, which could result from the realisation of strategic document 55

VI. Reasons for the selection of considered alternatives and description of the way the assessment was performed, including difficulties with needed information providing, e.g. technical limitations or uncertainties 57

VII. Proposal for monitoring of the environmental effects including health effects 57 VIII. Presumed significant cross-border environmental effects including health effects 59 IX. Non-technical summary of provided information 59 X. Economic demands information 60 Appraisal assessment, conclusions and final assessment statement 62 References 64

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I. Contract authority basic data I.1. Name: Ministry of transport, posts and telecommunications of the Slovak republic I.2. Place of seat: Námestie slobody 6 810 05 Bratislava Slovak republic I.3. First and last name, address, phone number, and other contact data of Contract authority’s lawful representative Ing. Dušan Rizek, section director general of European affairs and international relations, phone: 02/5949 4537 Ing. Róbert Felcan, head of department of programming of transport infrastructure projects, phone: 02/ 5949 4449 Ing. Jozef Sloboda, section of transport policy, phone: 02/5949 4441

II. Strategic document basic data II.1. Title: Operational programme Transport for years 2007 – 2013 II.2. Territory: Entire area of the Slovak republic II.3. Affected municipalities: All self-government regions of the Slovak republic, municipals laying by routs of transport infrastructure located in multimodal corridors TEN-T, by routs of supplementary transport networks and also 1st class road routs are directly affected. Through changes of level and quality of residential transport service operational programme indirectly concerns all municipals in the territory of . II.4. Affected authorities: • Ministry of construction and regional development of the Slovak republic • Ministry of economy of the Slovak republic • Ministry of finance of the Slovak republic • Ministry of education of the Slovak republic • Ministry of culture of the Slovak republic • Ministry of agriculture of the Slovak republic • Ministry of defence of the Slovak republic • Ministry of foreign affairs of the Slovak republic • Ministry of interior of the Slovak republic • Ministry of health of the Slovak republic • Ministry of environment of the Slovak republic • Bratislava self-government region • self-government region • Trenčín self-government region • Banská Bystrica self-government region • self-government region • Žilina self-government region • Prešov self-government region

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• Košice self-government region • Association of towns and communities of Slovakia • Association of employers of transportation, post offices and telecommunications of the Slovak republic II.5. Approving authority: • Government of the Slovak republic, • European commission. II.6. Content and main aims of strategic document and its relation to other strategic documents Strategic documents and EU politics • Lisbon and Gothenburg strategy • EC legislation in the area of cohesive policy • EC legislation in the area of competition rules • EC legislation in the area of public procurement • EC legislation in the area of protection and improvement of environment • EC legislation in the area of transport • EC legislation in the area of health • EC legislation in the area of rules of equal opportunities, sex equality and undiscrimination • European action plan for environment and health on the years 2004-2010 Strategic documents and politics of SR • National strategic and reference framework 2007-2013 • Development strategies on competitiveness of Slovakia by the year 2010 • National strategy of sustainable development • Strategies, principles and priorities of state environmental policy of the Slovak republic • National action plans for environment II, • Application of Agenda 21 and evaluation of indicators of sustainable development in the Slovak republic • National Environmental Health Action Plan for citizens of the Slovak republic III (NEHAP III) for years 2006-2010 • Action plan of sustainable development in SR for years 2005 – 2010 • Conception of protection of nature and landscape • National strategy of protection of biodiversity • Updated action plan for implementation of National strategy of protection of biodiversity in Slovakia for years 2003-2010 • Proposal for accession of SR to European convention for landscape • Conception of territory development of SR 2001, Report on current state of KURS 2001 (Slovak spatial development perspective) from 2005 and Territorial general plan of road transport worked out by KURS 2001 • Other national, sector strategic materials o Transport policy by the year 2015 o Actualisation of new project of motorways and expressways building o Long-term programme of development of railways o Programme of development of railways by the years 2010 and proposal for financing of investments (actions) o Conception of combined transport development o National report on relation between transport and environment in SR o Action programme for the transport and environment o National plan to improve safety of road traffic for second half year of 2005 with outlook by the years 2010

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III. Basic data about present state of environment affected territory III.1. Information on present state of environment including health and its probable trend if the strategic document will be realised III.1.1 Variety of Operational programme Transport, definition of zero alternative Operational programme Transport was elaborated in single variant. The reasons for this practise are several. Operational programme is document of strategic significance in the area of transport with impact on environment. In its development line it ties in cross-section and sector strategic documents that have already been approved by National council of the Slovak republic and a Government of the Slovak republic. In cross-section strategic documents there were alternatively solved broader contexts of transport alone and also transport in context with sectors representing structural quantities that the transport process is determined by. KURS 2001 (Slovak spatial development perspective) that were approved by Regulation of Slovak government No. 528/2008 Coll. can be identified as the document of strategic significance for transport. In this document the development of transport infrastructure was implanted in the framework of resident, economic, environmental and social structure with territorial projection. KURS 2001 was solved as alternative material. So-called polycentric variant and so-called triple-pole variant of Slovakia development was assessed. The essence of the polycentric variant was the territorial development of Slovakia formulated on basis of natural and balanced residential development (the main centres of settlement Bratislava – Trnava, Žilina – Martin, Banská Bystrica – , Košice - Prešov) under conditions of market liberalised economy, where, on the highest level of limiting processes in the territory, the principles of sustainable development and mobility were applied. The triple-pole variant presents continuation in preference of residential development from times of the Slovak socialist republic (the main centres of settlement Bratislava, Banská Bystrica, Košice) and, on the highest level of limiting processes, matching of other relevant structures and processes to given location of the main centres of settlement were considered. The fundamental aim of sustainable mobility is, in the framework of given variant, secondary and unrealisable. Globally the triple-pole variant means anachronism and it is unrealisable under the current economic and social-political conditions. Polycentric variant was accepted by involved expert and laic community in significant ratio and thereafter completed and approved by the Government of SR. In the course of time one can state that economic and social evolution has confirmed tendency of Slovakia according to trajectories of polycentric variant. Strategic and conceptual documents of transport sector completely respect the application of polycentric variant principles of Slovakia development to outline and develop transport infrastructure on the European to transregional level. Operational programme Transport is of continuation of approved developing line in the transport sector, so it not necessary its more variant proposal. The act of National council of the Slovak republic No. 24/2006 Coll. on environmental impact assessment and amendment of some acts (formerly the act No. 127/1994 Coll.), in its annex, exhaustive imposes obligation to perform assessment of given type of transport infrastructure. In terms of provisions of the act there have continuously been, on the level of EIA, judged segments of motorway, expressway network and 1st category roads network, segments of modernisation of railways that are of subject of Operational programme Transport. Under judgement on the EIA level variant approach was applied when a number of supposed realisation variants of road routs of relevant segment were supposed and at the same time a zero alternative variant is evaluated as well. Diction of the act of National council of the Slovak republic No. 24/2006 Coll. on environmental impact assessment and amendment of some acts and also the range of evaluation given by Ministry of environment of the Slovak republic at once determine to

6 Evaluation report on strategic document “Operational programme Transport 2007 – 2013” according to Act No. 24/2006 Coll. assess besides realisation variant of Operational programme Transport – that was submitted for assessment by Ministry of transport, posts and telecommunications of the Slovak republic – also zero alternative. Table 1 Zero alternative range and description of infrastructure status Priority axis Hierarchy level Localisation Sort and type of infrastructure 1 The major multimodal corridor Kúty – Bratislava – Palárikovo – Existing type of electrified TEN-T No. IV Štúrovo railway track Railway infrastructure The major multimodal corridor Bratislava – Nové Mesto nad Váhom Modernised railway track TEN-T No. Va Nové Mesto nad Váhom – Žilina – Existing type of electrified Kysak – Košice – Čierna nad Tisou railway track The major multimodal corridor Žilina – Čadca - Skalité Existing type of electrified TEN-T No. VI railway track Railway network TEN-T Palárikovo – Zvolen Existing type of electrified railway track Zvolen – Fiľakovo – Haniska pri Existing type of railway track Košiciach Railway network TEN-T Plaveč – Prešov – Košice - Čaňa Existing type of electrified railway track Other railway tracks of SR Existing type of railway track Railway nodes Bratislava, Žilina, Zvolen Košice Existing organisation 2 The major multimodal corridor Kúty – Bratislava – Rusovce Existing motorway D2 TEN-T No. IV Road infrastructure The major multimodal corridor Bratislava - Sverepec Existing motorway D1 (TEN-T) TEN-T No. Va Sverepec – Hričovské Podhradie Existing motorway D1 Hričovské Podhradie – Žilina/Strážov Motorway in the process of construction D3 Žilina – Martin – Turany – Kraľovany - Existing road I/18 Ivachnová Ivachnová – Poprad - Jánovce Existing motorway D1 Jánovce - Behárovce Existing road I/18 Behárovce - Fričovce Existing motorway D1 Fričovce - Svinia Existing road I/18 Svinia – Prešov západ Motorway in the process of construction D1 Prešov západ – Prešov/juh Existing roads I/68 Prešov/juh - Budimír Existing motorway D1 Budimír – Košice – Michalovce – Vyšné Existing road I/18 Nemecké The major multimodal corridor Hričovské Podhradie – Žilina/Strážov Motorway in the process of TEN-T No. VI construction D3 Žilina/Strážov – Čadca/juh Existing road I/11 Čadca/juh – Čadca/Bukov Existing motorway D3 Čadca/Bukov - Svrčinovec Existing road I/11 Svrčinovec – Skalité Existing road I/12 3 Main public terminal of Without main public terminals Infrastructure intermodal transport of intermodal transport of intermodal transport

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Table continuation Priority axis Hierarchy level Localisation Sort and type of infrastructure 4 Road Supplementary road network Martin – Šášovské Podhradie – Existing roads I/65, I/50 a I/66 infrastructure TEN-T, corridor of expressway Zvolen - Šahy R3

Supplementary road network Svidník – Lipníky – Prešov/juh Existing roads I/73 a I/68 TEN-T, corridor of expressway R4 Prešov/juh - Budimír Existing motorway D1 Budimír – Košice - Milhosť Existing road I/68 Expressway R1 Diaľničná križovatka Trnava – Existing R1 Nitra/západ Nitra/západ – Beladice – Tekovské Existing road I/65 Nemce Tekovské Nemce - Žarnovica Existing R1 Žarnovica – Šášovské Podhradie - Existing road I/65 Budča Budča – Banská Bystrica Existing R2 Drietoma – Bánovce nad Beb. – Existing road I/50 Prievidza – Žiar nad Hronom – Zvolen – Lučenec - Ožďany Ožďany obchvat Existing R2 Ožďany - Figa Existing road I/50 Figa – Tornaľa obchvat Existing R2 Tornaľa – Rožňava – Košice Existing road I/50 Other expressways, R3 on Orava Trstená – Horná Lehota Existing road I/59 area Horná Lehota – Oravský Podzámok – Road shifting I/59 Dolný Kubín Dolný Kubín – Kraľovany Existing road I/70 Other expressways, R5 Svrčinovec – hranica SR/ČR Existing road I/11 Other expressways, R6 Diaľničná križovatka D1 Beluša - Existing R6 Púchov Púchov - Strelenka Existing I/49 Other expressways, R7 Bratislava – Dunajská Streda Existing road I/63 Nové Zámky - Lučenec Existing road I/75 1st class road network Existing state of 1st class road network 5 Development of railway public Existing condition of mobile passenger transport means of regional railway Railway passenger transport public passenger transport 6 Support of management, monitoring, evaluation and Technical publicity of OPT Condition without technical assistance assistance

The zero alternative (see tab. 1) if for assessment purpose defined by current state of relevant transport infrastructure. Therefore existing operated segments of relevant transport infrastructure and also segments of infrastructure in the process of construction - that were considered as finished and put into operation in the projected range - were taken into account.

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III.1.2 Current condition of environment expressed by environmental regionalisation form The environmental regionalisation constitutes synthesis of selected environmental characteristics according to structure of environment elements and degree of risk factors effect. It differentiates the Slovak territory in term of cross-sectional evaluation of environment quality elements according to selected environmental indicators (air, water, geological basement, soil, wastes). The level of environment quality is evaluated in 5 levels on base of which the most environmentally stressed areas are defined. In Slovakia 10 environmentally stressed area with total area of 4 567 square km and total population of 1 810 519 citizens were identified. Areas in 5th level of assessment form centres of particular environmentally stressed areas. In consideration of geomorphologic, hydrologic and other relevant criteria areas classified in 4th level of environment quality were affiliated to the centres. Traffic represents one of the factors that negatively affect the quality of environment. In the 10 mentioned environmentally stressed regions, as they are listed in tab. 2, traffic impact on environment has different proportion. Transport traffic ah the important impact can be classified in regions that lie along transport networks with high traffic intensity. In most cases it mainly concerns motorways, 1st class routs and railways located on the routs of major corridors TEN-T or its crossings (Bratislava, Žilina, Košice) or the routs of supplementary TEN-T networks (Banská Bystrica, Zvolen).

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Table 2 Environmental regionalisation of Slovak territory Environmentally Region centre Placed in department, Contact transport infrastructure Traffic stressed region proportion in % impact Bratislavský (Bratislava) Bratislava Bratislava 100% Major corridors and crossing Significant TEN-T Dolnopovažský (Lower Sereď, Šala Nitra 43%, Major railway corridor TEN-T, Váh territory) Trnava 57% transport networks of nationwide importance Hornonitrianský (Upper Prievidza, Nováky, Nitra 14%, Transport networks of Hron territory) Partizánske, Trenčín 86% international and nationwide Topoľčany importance Dolnonitrianský (Lower Nitra, Nové Zámky Nitra 100% Major railway corridor TEN-T and Significant Hron territory) transport networks of international and nationwide importance Hornopovažský (Upper Žilina, Ružomberok Žilina 100% Major corridors and crossing Significant Váh territory) TEN-T Strednopohronský Banská Bystrica, Banská Bystrica 100% Railway supplementary network Significant (Middle Hron territory) Zvolen, Žiar nad TEN-T, transport networks of Hronom international and nationwide importance Strednogemerský Jelšava, Rožňava Banská Bystrica 49%, Railway supplementary network (Middle Gemer) Košice 51% TEN-T, transport networks of international and nationwide importance Spišský (Spiš) Krompachy Košice 93%, Major railway corridor TEN-T Prešov 7% Košicko-Prešovský Košice, Prešov Košice 82%. Major corridor TEN-T and Significant (Košice-Prešov) Prešov 18% crossing with supplementary networks TEN-T Zemplínsky (Zemplín) Strážske, Trebišov Košice 75%. Transport networks of nationwide Prešov 25% importance Source of data: SAŽP (Slovak environmental agency) Banská Bystrica More detailed description of environment is aimed at phenomena directly and indirectly affected by sector of transport. The description is elaborated by form of evaluation of relevant zero alternative indicators in the following part of report. III.1.3 Indicators: • Power consumption in transport • Emissions Dominant position on consumption of fuel in transport takes road transport. From statistical data on fuel consumption and from its analyse it follows that, after prior several years successive fuel-consumption increase in years 2000-2002, there is a decline in recent years. The reason of that trend in Slovakia can be assigned to increased costs of population in connection with prices advancing of fuels and energies but especially with high prices of fuels in 2004. Pertinent increasing of traffic performance of cars and light commercial vehicles – in terms of gradual economy recovery – was probably reduced by stronger restriction of traffic of cars used for personal purposes. Considerable increased consumption of diesel follows on transport performance increase of heavy goods vehicles. This trend mainly relates with increased building activities of motorways and important investment units construction, increased business and productive activities. These and other economical activities were realised in transport stage even at the expense of increased costs associated with high price of diesel. Data on natural gas consumption shows evidence of more than thirteen-fold grow of this type of fuel consumption between 2000 and 2004. That increase of natural gas consumption at

10 Evaluation report on strategic document “Operational programme Transport 2007 – 2013” according to Act No. 24/2006 Coll. interest of diesel consumption may be considered as environmentally favourable trend. Following obtained source materials 137 buses and approximately 98 commercial cars utilising as fuel natural gas were in operation in 2004. Overall consumption of natural gas was 4 574 151 m3 in 2004. Fuel consumption indicates amount of emissions that can be lowered by technical solutions of vehicles (exhaust-gas catalysts). Exception makes production CO2, as the greenhouse gas, that is directly proportional to fuel consumption. Emission and dustiness come from traffic have direct impact on particular environmental components, especially on air. Satisfaction of area demands of communication infrastructure expresses in agricultural land take. Emissions, accidents, noise and vibration have directly negative impact on health state of population. General deterioration of environment quality negatively influences on health state of population and on biodiversity. Emission from traffic takes share in causes of acute upper respiratory tract diseases that are one of the most frequent type of diseases in children age. Frequency of these diseases is important in term of description of population health state. From point of pollutant emission into air, approx. 35% share of traffic on CO emissions and approx. the same share of VOC (volatile organic compounds) production can be evaluated as important but inconsiderably one is also the share about 9% on greenhouse gas emissions. Progress of emissions from traffic was affected in essential manner by emission production within monitored period 1990-2004. There are listed a figures from year 2004 to illustrate a share of road transport on overall emissions from traffic. The share of road transport in pollutant production in this year presents amount in the interval from 87,82% (TPM) to 98,67 (CO). At the same year, in term of overall emission production for all transport modes, the highest share of 96,73% has CO2 whereby in CO2 production road transport has a dominant portion with share 94,75 %.

Table 3 Overall emissions from traffic in Slovakia in 2004

Emission CO CO2 NOx VOC SO2 TPM source [kt] % [kt] % [kt] % [kt] % [kt] % [kt] % Road 111,6 5154,79 36,443 25,480 0,82 2,47 tran.* 02 98,67 94,75 89,00 98,11 7 92,92 3 87,82 Rail tran. 0,412 109,45 1,957 0,182 0,02 0,14 0,36 2,01 4,78 0,70 4 2,70 9 5,29 Water 0,517 137,38 2,456 0,229 0,03 0,18 tran. 0,46 2,53 6,00 0,88 0 3,37 7 6,64 Air tran. 0,580 38,68 0,092 0,081 0,00 0,00 0,51 0,71 0,22 0,31 9 1,01 8 0,28 Total 113,1 5440,30 40,949 25,972 0,89 2,81 11 100,00 100,00 100,00 100,00 0 100,00 6 100,04 Emission ------share 2,01 96,73 0,73 0,46 0,02 0,05 * - emission production in road transport determined according to COPERT III Data source:: VÚD, a.s. Žilina In the last years the progress of emission production was affected by relatively high growth of volumes and performance of ecologically adverse individual automobile transport but also by total growth of fuel consumption. On the other hand, the operation of generation-new ecologically and energetic more acceptable vehicles in operation had positive effect.

From progress assessment of CO2 emissions production from traffic (in context of obligation fulfilment and duties of SR resulting from “United Nations Framework Convention on Climate Change”) in year 2004 and as of 1990 and 2003, year 2004 – according to tab. 3 – appears to be more unfavourably. CO2 emissions production from traffic in the year 2004 in comparison with 1990 increased by coefficient 1,072 and in comparison with 2003 by

11 Evaluation report on strategic document “Operational programme Transport 2007 – 2013” according to Act No. 24/2006 Coll. coefficient 1,057 what means that the production returned to boundaries of pessimistic scenario of original and updated “National programme for stabilisation and reduction of CO2 emissions in transport in the Slovak republic”. In the case of emission load of environment of zero alternative one can conclude demonstrably direct negative impact on environment. Stagnation in relation to road transport would mean emission growth by increased traffic on existing infrastructure because it would not come to improvement of fluency of road transport. There is a real assumption that absence of priority axes rail infrastructure and intermodal transport infrastructure and priority axis public passenger railway transport service does not create favourable conditions for trend change of diversion of transport work in favour of environmentally more acceptable transport modes. In comparison with indicator of diversion of transport work it presents one degree lower negative scope because, in the case of unfavourable diversion tools of its correction will be significantly reduced, but impact on the air pollution is possible – although no always effectively and not in global range – to correct by tools and policies in other affected areas (e.g. pressure for accelerated renewal of fleet by the mobile means satisfying strict environmental limits). III.1.4 Indicator: • Noise The noise is classified like any unfavourable, disturbing and annoying sound, it is referred between most widespread harmful pollutants of environment and working environment. The noise has direct impact on quality of environment and health state of population. In terms of act on human organism one can refer noise impact on auditory organ, sleep, psychic, hormonal system and also system impacts of noise and its noisiness. System impacts of noise on the whole organism signifies long-term impact within 10 to 15 years at the average exposure of night noise level 55 dB (A). Long-term impact of excessive noise on hormonal and immune system leads to affection of central nervous and cardiovascular system and consequently to social diseases and mental defects. Traffic has considerable impact on noise load of environment. According to different sources, the noise from traffic represents 75 -85 % of overall noise level of environment. The most noisy loaded environs are localised in Slovakia along intensively traffic loaded land-based network (motorways, some expressways, 1st class roads and busy urban roads), major railway tracks and runways. Noise load intensity is mostly concentrated in urban environment with many sound reflection surfaces that boost the level of generated acoustic energy. And simultaneously – in urban environment with high density of population – it is multiplied negative impact of noise on environment and population health state. From the viewpoint of noise source and its transport characteristic two considerable localisation categories can by discussed. In the first case, it is dealt with dominant noise from internal traffic, source and terminating transport that id caused by road and urban transport in large Slovak cities. This state is registered in the largest Slovak agglomerations and traffic nodes (Bratislava, Košice, Žilina, Martin, Zvolen, Banská Bystrica, Prešov, Nitra, Trenčín and other towns with intensive urban transport). Complicated eliminating of excess outdoor noise in urban environment is given by heterogeneous character of noise sources in urban and at once tighter contact of resident and transport areas. The second important forms noise loads of environment that are in large degree affected transit road and railway transport. Characteristic feature is the leading of important frequent roads and railways either directly through residential areas of smaller towns and villages or in its close proximity. Typical examples are villages of densely residential areas along parallel frequent railways, motorways and roads (Váh residential chain in the stage from Trnava to Vysoké Tatry) where the noise situation improvement of outdoor environment is possible to solve by diversion of transit traffic to by-passes of towns and villages or its redirect to motorway and expressway routs. In this case it is necessary to stress that this tool is

12 Evaluation report on strategic document “Operational programme Transport 2007 – 2013” according to Act No. 24/2006 Coll. potentially effective also in the cases of middle towns - Považská Bystrica, Ružomberok, Žiar nad Hronom, Lučenec and others – where the ratio between transit and internal traffic is more balanced. In the Slovak republic the legislation concerned population protection from noise excising maximum tolerance levels has been actualised and harmonised with EU. Act No. 2/2005 Coll. on assessment and inspection of noise in outdoor environment determines uniform procedure and rules at assessment and inspection of noise in outdoor environment. The projection into practise will be elaborating of strategic noise maps of large towns (and will be serve on identification of problems) and action plans (solution of problems associated wit noise). Also in the case of noise load of environment of zero alternative it is possible to suppose demonstrably direct negative impact on environment. On the other hand, in the case of construction of new segments of motorways and expressways eventually by-passes on the 1st class roads, it will come to positive turn in negatively impact decreasing. In the railway infrastructure it is possible expect these contributions as well. At transport in town residential areas these effects would be eliminated e.g. road traffic noise reducing barriers etc. In zero alternative it is possible to correct the impact on noise generation from traffic – although no always effectively and not in global range – only tools an policies in other affected areas (e.g. stress on accelerated renewal of fleet by mobile means fulfilling strict environmental limits, technical measures to protect indoor home environment from outdoor noise in the cases when the protection of outdoor environment is not possible) III.1.5 Indicator: • Road accident rate Operational programme Transport in its chapter 3.4.3 Transport safety and road accident rate relatively exhaustively evaluates current state of road accident rate and road safety in 2003. Evaluation of impacts on environment supplements mentioned part of the operational programme about found out and evaluated knowledge in a year 2004 – tab.4. Table 4 Road segments with the highest density of road accidents in rural zone in Slovakia in 2004 Corridor Road Segment No. of accidents/1km.1year (maximum a minimum) D1 I/61 Sverepec – Pov. Bytrica – Vrtižer – Hričovské Podhradie 16,04 – 11,50 I/18 Žilina – Martin 12,78 – 10,09 D1 Bratislava – Senec 12,54 R3 I/65 Martin – Príbovce 12,58 D1, D3 I/18 Hričovské Podhradie – Žilina 12,49 - 10,87 D1 I/18 Važec – Spišský Štvrtok 12,08 I/18 Martin – Ružomberok – Ivachnová 10,81 – 6,63 R4 I/18 Prešov – Kapušany 10,07 R1 I/65 Nitra – Zlaté Moravce – Hronský Beňadik 9,19 – 5,12 D1 D1 Senec – Trnava 9,08 R1,R2 I/65- I/50 Žarnovica – Šášovské Podhradie 9,02 - 7,83 D1 I/18 Fričovce – Prešov 9,01 R2 I/50 Žiar nad Hronom 8,93 I/50 Zvolen – Víglaš 8,76 D3 I/11 Krásno nad Kysucou – Svrčinovec 8,26

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Content of Operational programme Transport is mostly concerned road accident rate evaluated on the segments of roads that are led in corridors of major and supplementary networks TEN-T and on other network of 1st class roads. It is expressed in following table as density of traffic accidents per 1 km of road and 1 year. There are listed roads with the highest density of road accidents. In comparison with results per year 2003 the values of density of traffic accidents were moderate reallocated however always between the same segments of roads. In this regard as steadily most crucial accident segments can be identified segments of 1st class roads in motorway D1 corridor Považská Bystrica – Žilina – Martin – Ivachnová, Poprad – Spišský Štvrtok a Prešov. Evaluation of zero alternative of indicator road accident proves direct, significant negative and permanent impact on environment. Infrastructure of zero alternative by no means contribute for road accident reduction on roads of the major corridor TEN-T were the traffic-safety situation is noticeably the worst. The same evaluation is also valid for roads in corridors of motorway D3, expressway R1 a some segments of roads in corridors R2, R3 and R4. Absence of eliminating of in-level crossings of roads with modernised segments of railway tracks belongs here as well. III.1.6 Indicator: • Waste from transport Indicator evaluating the production of wastes from transport has relationship to traffic. Generally this indicator is linked to transport mean and in specific cases also to communication. Operational programme Transport is aimed primarily to transport communications and in the framework of Priority axis 6 to transport means. In the framework of evaluation of railway tracks modernisation it comes on force as relevant to evaluate handling of railway bad that has been replaced with new material. It is supposed that there is a not minor matter volume that will be necessary to secure for follow-up trouble-free utilisation. The problem of renewal of fleet of road transport is not a subject of operational programme. The degree of mobile means renewal in railway transport is not possible precisely quantify and hence it is not possible unambiguously evaluate the indicator of waste in respect to zero alternative. III.1.7 Indicator: • Environmental effectiveness of transport Environmental effectiveness of transport is given by dependency between economical figure – which is GDP – emissions of pollutants from transport and volumes of passenger and freight service. From available data (ŠÚ, VÚD a.s., SAŽP) it can be derived relatively promising evolution of some relations. Particularly it involves downward trend of transport volumes parallel to rising GDP. Transport performance of freight transport within 1995 and 2003 recorded fall of 34%. This trend causes transformation character of Slovak economy. In Slovak economic sector, ineffective economic and transport links with high transport performance which were heritage of past economic system were gradually reduced. Slovak economy has been successively receiving character of effectively arranged and functionally localised economical centres. So practically principles of market liberalised environment were applied. The dependency between GDP and production of pollutants is not so clear identifiable as in the case oh transport performance. Only in the last period trends of stronger separation in progress of pollutant production and GDP rise were noticed. So far this trend is not possible unambiguously described. Impact of zero alternative on environmental effectiveness of transport is dependent on larger volume of external economic determinants, estimate of its effect is relatively complex. However it can be noted that absence of modern railway, road and intermodal infrastructure between the major centres of Slovakia reciprocally and adjacent

14 Evaluation report on strategic document “Operational programme Transport 2007 – 2013” according to Act No. 24/2006 Coll. countries will be direct considerably negative impact of permanent character on transportation process alone, indirectly also on economic structures an protection of environment. III.1.8 Indicator: • Volumes and division of transport work of passenger and freight transport Volumes and division of transport work of passenger and freight transport are concisely described in text of Operational programme Transport. Developments in freight transport within year 2000 and 2004 is possible to describe by decline of road transport volumes by 4,44% and railway transport by 8,14%. Total volume of freight transport declined by 5,24%. Division of transport work between road and railway transport and trends of its development leads on the behalf of development of road transport. In 2000 division of transport work was: road transport 56,07 % and railway transport 43,93 %. In 2004 the position of road transport even more strengthened, it emerged the division of transport work railway transport 32,10% and road transport 67,90%. Developments in passenger transport within years 2000 and 2004 has more balanced progress as in freight transport, total volume declined by 3,3%. In the last decade it is typical for passenger service successively reduction of transport performance. Within years 2000 and 2004 volume of public passenger transport declined by nearly 23%, whereby in 2004 volume of railway passenger transport reduced in 77,6% of volume from 2000. That development is in large measure in SR conditional on increasing of living standard of population and insufficient support of public transport. The result of mentioned tendencies is increase of individual motoring that recorded increase by 8,5% within years 2000 and 2004. In the case of zero alternative it can be assumed demonstrably considerably direct negative impact on environment. There is a real assumption that absence of priority axes modernisation and development of railway infrastructure and infrastructure of intermodal transport and priority axis development of public railway transport will not form favourable conditions for changing of trend of division of transport work on the behalf of environmentally more acceptable transport modes. III.1.9 Indicator: • Fragmentation of urban area Construction of motorways and expressways as a consequence brings fragmentation of area and surface take under transport infrastructure. In urban areas the area between motorway and parallel road is in the most cases utilised for new industrial and commercial areas. In addition to facts that such area does not comply to hygienic limits for living and other human functions requiring clean environment, optimal conditions for industrial utilisation of the areas creates good accessibility for freight transport. The effect of mentioned factor is in landscape or protected natural opposite i.e. negative. Considering the scale of impact assessment of Operational programme Transport, application of this indicator in SEA is not relevant. Referred indicator is in its entirety applied on the level of EIA. III. 1.10 Indicator: • Fragmentation of ecosystems in landscape Loss of biotopes or their fragmentation is one of six processes that causes biodiversity reduction and dying out of organisms. Biotope fragmentation is partition of community into several smaller parts that are separated by areas without vegetation. Fragmentation of population is a factor of probability rising the risk of population disappearing. Every population is the more vulnerable the smaller it is. Natural habitats and communities are more fragmented and as its consequence there is a isolation of the rest of biotope. Following

15 Evaluation report on strategic document “Operational programme Transport 2007 – 2013” according to Act No. 24/2006 Coll. limited selection of partner the isolation causes species degeneration and subsequently dying out. Transport infrastructure causes area fragmentation not only by its line shape but also by traffic. For particular species and groups of organisms transport corridor is insurmountable obstacle alone (few mobile animals), for other ones the traffic is deciding that effects as barrier against free movement of animals. Evaluation of zero alternative from point of view of this indicator is possible to carry out in two plains. Positive impact represents mostly the fact that it will not come to creation of any new lines in landscape and to further disintegration of territory nor existing transport corridors will not be broadened. In existing transport corridors negative impact presents the fact that barrier effect will be intensified by raising of traffic and during modernisation will not come to realisation of mitigating actions to overcome barriers and reduce the population isolation. Considering the scale of impact assessment of Operational programme Transport, application of this indicator in SEA is not relevant. Referred indicator is in its entirety applied on the level of EIA. III. 1.11 Indicator: • Impact of transport on biodiversity Biological diversity constitutes heterogeneity of all live forms. It implies ecosystems, vegetable and animal species, microorganisms and their gene information. Decreasing of biological diversity became global problem. Convention on biological diversity involves access to protection of biological biodiversity on the all levels (ecosystem, specific, genetic) and sustainable exploiting of its elements. Slovakia with its natural values belongs to the richest countries of Europe. High biodiversity is conditioned its geographic location an the boundary between Carpathian and Pannonia lowland, complex geologic composition, large heterogeneity of geomorphologic, soil, hydrologic and climatic conditions and especially heterogeneity of biotopes. Basic reason of threat of authentic species is destruction of sites, excessive pollution of environment elements, industrial agriculture and forestry and excessive exploitation of natural sources. Currently threat phenomena of biotopes of cultural landscape appears resulting from change of landscape utilisation. Fragmentation and change of biotopes demonstrates the clearest change of genetic pool of authentic vegetable and animal species. Natural state of biotopes and their species composition is acute threaten by spreading of invasive vegetable species. From 616 not authentic vegetable species in Slovakia, 47 fall into invasive and 49 fall into potentially invasive vegetable species. Land owner is responsible for its removing but practically the owners (administrators) do not perform their obligations. Rapid spreading of this species is in transport corridors of motorways, railways, alongside of waterways and abandoned areas in landscape. Land communications (primarily road network) in country act as heavy barrier elements that considerably affects figures and spreading of animals. Building of migrate corridors for animals crossing existing road network (under, over animal crossings and so on) and other precautionary measures (fence, migration barriers etc.) applies just slowly in the cases of building new transport lines, but practically are not realised in existing transport infrastructure. In general it is possible to state that transport load of territory, territorial development, increasing of transport corridors density and increasing of traffic negatively impacts on population of vegetable and animal species, quality and biodiversity of ecosystems.

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At the building of transport infrastructure it can come in physical damaging as for liquidation of biotopes, mechanical interference of water ecosystems at shifting of water flows (passing through and quenching of flows), loss of nature flow segments forced by regulation during building of bridge, felling of bank vegetation. Ground shaping affects water relation, dislocation of matter changes landscape and rise new anthropogenic biotopes. Biotope fragmentation causes disintegration and isolation of populations with direct impact on gene pool and gradual degeneration to species dying. Transport infrastructure is the most distinctive barrier of animal movement in landscape. Barrier impact on migration corridors is enhanced by traffic. The most distinctive is in the cases of motorways that were realised without effective migrate over and under crossings. In consequence of impact of road gritting materials and stress factor concentration (emissions) it comes in disturbance of living conditions of vegetation what causes genetic changes on the cell level, metabolism changes, defects of germination, flowering and seed formation, necrosis leafs, photosynthesis limitation. Bringing of foreign substances into environment affects growth and evolution processes of animal species, stress impact of traffic on condition and reproductive potential of animal species is evident. Number of perished animals has been increasing as a result of collision with transport means. Foraging and shelter possibilities has been reducing particularly fewer movable animals. Transport infrastructure is the major corridor of spreading of invasive vegetable and animal species. Territory accessibility with relatively unspoiled ecosystems has increased. By invasion of aggressive species fixed to ruderal and synantherous vegetation in transport corridors the population of less adaptable a specific species are threaten. Status without projects realisation of Operational programme Transport (zero alternative) supposes completion and putting into service all buildings of transport infrastructure in the process of construction without opening any new buildings. As a final consequence it means the keeping of current transport infrastructure in existing corridors. It is not real to suppose that the traffic in existing transport corridors will be lower. Not modernised transport infrastructure will be overloaded excessively, all negative impacts of transport on biodiversity will effect further. Protection measures mitigating negative impacts of transport (underpasses and ecoducts, fencing, migrating barriers, high-quality road equipments, bridge and tunnel routing that does not territorially interfere into ecosystems and mitigate barrier impact of transport infrastructure) will not be possible to realise. Emission load of vegetation will increase (low-speed drive in congestions). Risk of animal dying during migration through overloaded roads will not be negligible. Overloaded roads brings risk of increased accident rate and with that associated risk of origination of ecological accidents with incidence on all kind of ecosystems (oil spills, dangerous wastes and substances). No realisation of Operational programme Transport can specifically affect some valuable ecosystems of cultural landscape (meadows and pastures with significant substitution of protected and endangered species of biotopes). Those have been evolved and kept by extensive human activity. Reduced accessibility of remote regions causes (in the context with other social-economic factors) gradual depopulation of territories, drop the land management and consequently degradation of these ecosystems by succession. On the other hand factor of difficult transport accessibility and thereby lower exploitation of territory (in industrial exploitation and tourism) with positive impact on biotopes in climax stage and so on the animal populations that for their healthy evolution need wide not fragmented and human activity undisturbed areas (big beast) can take positively. We assess positively also the fact that it will not come to direct physical liquidation of biotopes during building of new roads and motorways.

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III.I.1.12 Indicator: • Conflict and proximity of transport infrastructure with protected natural areas National system of protected areas was established on the basis of criteria regulated by Act No. 543/2002 Coll. on nature and landscape protection. By course of this act Slovakia territory is divided into 5 levels of protection so that the scale of restrictions is larger for increased level of protection. The general nature protection (1st level) is valid through the territory of SR. Total area of particularly protected nature in the Slovak republic (protection level 2 to 5) is 1 135 427 hectares what represents 23,16% of Slovakia territory. The survey of particularly protected areas in SR is given in the tab. 5. Total area of wide area protected territories – national parks and protected landscape areas – is 22,6% of territory of the Slovak republic (4 903 400 ha). Table 5 The survey of particularly protected areas in the Slovak republic – status by the end of 2005

Category No. Core area (ha) Protective zone (ha) National parks 9 317 890 270 128 Protected landscape areas 14 522 579 0 Nature reserves 383 12 855 254 National nature reserves 219 83 712 2 995 Natural monuments 228 1 539 206 National natural monuments 60 59 659 Protected complexes 179 5 473 2 146 1 957 caves and 179 natural waterfalls belongs to natural monuments. National system of protected areas (as it is listed in tab. 6) is mostly localised in mountain areas that occupies 72% of Slovakia territory. Maximum portion from the size of mountain geomorphologic areas is occupied by protected areas in Poloniny (91,62%), Central Beskydy (60,95%), Fatra-Tatra area (52,37%). Continuous European system of protected areas (NATURA 2000). By access to European union, Slovakia adopted European system of nature protection and aims at effective protection of biotopes and species for which protected areas are set. The basis for the system NATURA 2000 establishment frames two EU legal rules: • Council Directive 79/409/EEC on the conservation of wild birds • Council Directive 92/43/EEC on the conservation of natural habitats and of wild fauna and flora European continuous system of protected areas (NATURA 2000) consists of two types of territories. protected bird areas (special protection areas) and site of Community importance. National register of proposed protected bird areas according to tab. 7 totally includes 38 territories with area 1 236 545 hectares, covering 25,2% of SR area.

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Table 6 National system of protected areas

National parks Core area (ha) Protective zone (ha) Tatra national park 73 800 30 703 NP Slovenský raj 19 763 13 011 NP Malá Fatra 22 630 23 262 Pieniny national park 3 750 22 444 NP Nízke Tatry 72 842 110 162 NP Muránska planina 20 318 21 698 NP Poloniny 29 805 10 973 NP Veľká Fatra 40 371 26 133 NP Slovenský kras 34 611 11 742 Protected landscape areas Vihorlat 17 485 - Malé Karpaty 64 610 - Východné Karpaty 25 307 - Horná Orava 58 738 - Biele Karpaty 44 568 - Štiavnické vrchy 77 630 - Poľana 20 360 - 65 462 - Ponitrie 37 665 - Záhorie 27 522 - Strážovské vrchy 30 979 - Cerová vrchovina 16 771 - Latorica 23 198 - Dunajské luhy 12 284 -

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Table 7 National list of proposed Protected Bird Areas (Special protection area) Proposed areas land area Proposed areas land area (hectare) (hectares) 1.Boheľovské rybníky 110 20.Parížske močiare 590 2.Bukovské vrchy 43 320 21.Poiplie 9 235 3.Cerová vrchovina a Rimavská kotlina 31 183 22.Poľana 37 669 4.Dolné Pohronie 1 210 23.Pusté Úľany - Zeleneč 21 240 5.Dolné Považie 35 907 24.Senné 1490 6.Dubnické štrkovisko 35 907 25.Slanské vrchy 63 904 7.Dunajské luhy 18 845 26.Sĺňava 691 8.Horná Orava 18 845 27.Slovenský kras 40 616 9.Košická kotlina 19 008 28.Strážovské vrchy 59 586 10.Kráľová 1 206 29.Sysľovské polia 1 933 11.Laborecká vrchovina 107 736 30.Tatry 54 717 12.Lehnice 2 660 31.Tríbeč 24 540 13.Malá Fatra 71 481 32.Trnavské rybníky 74 14.Malé Karpaty 55 764 33.Veľká Fatra 60 480 15.Medzibodrožie 35 754 34.Veľkoblahovské rybníky 93 16.Morava 28 486 35.Vihorlat 53 944 17.Muránska planina a Stolické vrchy 28 991 36.Volovské vrchy 128 014 18.Nízke Tatry 96 951 37.Východoslovenská rovina 24 544 19.Ostrovné lúky 8 729 38.Žitavský luh 124 National list of proposed sites of community interest includes 382 areas with land area 574 745 hectares, what represents 11,76% of Slovak Republic land area. Provisional protection of ÚEV (Site of community interest - SCI) was appointed by decree of Ministry of environment of the Slovak Republic No. 3/2004-5.1. with effect from 1st August 2004. Their full list is not presented due to its extensity, it is available in mentioned decree on http://www.sopsr.sk/natura/index1.php?p=4&lang=en. The oldest protected areas were promulgated primarily in mountain regions. The transport routes lines in mountains use natural corridors through mountain passes, valleys, canyons, gaps etc., which are forming a part of natural unspoiled units, promulgated as protected areas. The conflicts in this area emerge mainly because of request for new transport corridors searching, or for widening the original ones, what is connected with big impacts into the relief and biotopes. In the last days there is an actual request to protect the lowland ecosystems as well, which are mostly degraded by intensive human activity and are located in densely settled territory. It is mainly concerning the last preserved remains of wetland biotopes and flood-plain forests biotopes, which receded mostly from intensive agriculture and building-up. For its protection several protected areas were promulgated, from NATURA 2000 viewpoint they also include many priority biotopes. The pressure on the widening and building of transport infrastructure and at the same time the pressure on the protection of quality soils and human settlements endanger these protected areas and ecosystems, which, for human, are not so attractive as mountain type ecosystems, but are extremely vulnerable and in the view of biodiversity they represent the last refuge for many endangered species. The conflicts emerge also because of building the infrastructure, which is not directly territorially interfering the protected areas, but could significantly affect natural conditions. It is mainly concerning the water regime change.

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Zero alternative is not representing any new conflicts with protected areas arising, in view of this indicator is the effect positive. III.I.1.13 Indicator: • Soil catch due to the transport infrastructure As for 1.1. 2005 the Slovak soil fund presents 4 903 380 hectares of soil. Its structure is listed in Table 8. The form of agriculture land utilisation is shown in Table 9. Table 8 Slovak soil fund

Agriculture land 2 434 749 49,7 % Forest soil 2 004 927 40,9 % Built-up areas and courtyards 225 566 4,6 % Inland waters 93 321 1,91% Other areas 144 818 2,9 % (Source: Štatistická ročenka o pôdnom fonde v SR 2005 – Statistical yearbook on soil fund in SR 2005) Table 9 Agriculture land utilisation

Arable land 1 430 594 ha 58,8% Hop fields 561 ha 0,02 % Vineyards 27 341 ha 1,12% Gardens 77 287 ha 3,2 % Fruit groves 17 912 ha 0,7 % Permanent Grass Ground 881 054 ha 36,2% (Source: Štatistická ročenka o pôdnom fonde v SR 2005 – Statistical yearbook on soil fund in SR 2005) Current quality of soil in Slovakia used in agriculture is a result of its natural and anthropicly acquired properties. On basis of actual knowledge it could be stated that highly productive soils represent 21,8%, semi-productive soils 54,7% and low productive soils represent 23,5%. The most of effects negatively affecting the soil quality come from human economical activities. In the last years the average soil reduction from PPF (Poľnohospodársky pôdny fond – Agricultural land fund) was approximately 1 000 ha per year, which is 3 ha daily. There is a reasonable assumption, that the reduce of agricultural land will grow yearly to level of 2 000 ha and more. From that at least 50% will be best soils in plains. The building of transport infrastructure also takes a part on the agriculture land reduce. In term of this indicator we evaluate the effect of zero alternative on the soil reduce as positive.

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III.I.1.14 Indicator: • Collision of transport infrastructure and traffic operation with protected water management bodies Table 10 Total balance of water resources of the Slovak Republic

Volume [mil. m3] Balance 2005 Hydrological balance: Rainfall 46 029,00 Yearly inflow to SR 69 806,00 Yearly outflow 79 979,00 Yearly outflow from SR territory 10 173,00 Water management balance: Total SR take-off 906,89 Evaporation from water reservoirs 53,07 Discharge into surface waters 872,00 Water reservoirs effect 111,61 Over-improvement Total resources in water reservoirs as per 1. 1. of following year 721,00 % resource volume in Slovak accumulating water reservoirs 62,00 Water consumption rate ( %) 8,91 Source: Modrá správa 2005 (Blue report 2005) Surface waters quality. General assessment points out the negative classification of surface waters, caused by microbiological indicators of Group E, nutrients and micro-pollutants, which are classing the waters quality into II. – IV. Class. In groups A, B, D and H is the most of supply points classed into I. – II. quality class. Underground waters. Slovakia disposes with relatively big volume of underground waters. The most important underground waters volumes are registered in Bratislava and Trnava self-governing regions, on the contrary the smallest volume of underground waters is documented in Prešov and Nitra self-governing regions. In accordance with water-resources balance the natural resources in Slovak territory represent 146,7 m3s-1 in average. Absolutely biggest available volume (24,8 m3.s-1) is documented in Podunajská nížina (Danube river lowland) (Žitný ostrov) and in limestone dolomite rocks mountains in central Slovakia and in Slovenský kras mountain range. Lower available volumes of underground waters are registered in the eastern Slovakia and in the south of the central Slovakia. In 2005 there were 5 720 used resources registered in water withdrawal register in Slovakia. Underground waters quality. Within the frame of underground waters in monitored areas the problem of adverse oxidation-reduction conditions emerge appears, what is shown by often increased concentrations of Fe, Mn and NH4+. The prevailing character of monitored areas landscape utilisation (urbanised and agriculturally utilised areas) shows itself into increased levels of oxidised and reduced form of nitrogen in waters. The mostly recorded from the trace elements were the increased aluminium and arsenic concentrations. Nickel, mercury and plumbum exceeded in 2005 the permissible concentration for two times. Pollution by specific organic substances has only local character. In term of underground waters quality the most polluted are the lowlands. The areas in the western Slovakia (riverside territory of lower Váh river from Galanta to Komárno) and in the eastern Slovakia (riverside territory of Bodrog and Roňava river fluvial deposit). The least

22 Evaluation report on strategic document “Operational programme Transport 2007 – 2013” according to Act No. 24/2006 Coll. polluted are the waters in river sediments in upper or central parts of catchment areas of rivers Váh, Hron, Poprad, Hornád and underground waters accumulated in mesozoic carbonates of mountain ranges. Geothermal waters. In Slovakia at the present time there are 26 geothermal areas determined, which are representing the water bodies of geothermal waters at the same time. Special waters. In general Ministry of Health of the Slovak Republic registration of mineral springs there are about 1 644 documented mineral water springs in Slovak territory. For its protection, protection zones are established, where the activities, which could negatively effect these resources are forbidden or limited. Mineral and geothermal waters are used in 16 spa resorts with national importance: Bardejov spa, Bojnice, Brusno, Číž, Dudince, Kováčová, Lúčky, Nimnica, Piešťany, Rajecké Teplice, Sklené Teplice, Sliač, Smrdáky, Trenčianske Teplice, Turčianske Teplice, Vyšné Ružbachy. Mineral waters in Korytnica are to drinking purpose only. In term of strategic document appraisal we assess activities of Operational Programme Transport only in relation with protected water management areas contact. Protected water management areas (PWMA) represent territories, in which natural accumulations of surface and underground waters are created because of favourable natural conditions. As that are areas which have crucial importance from the view of water resources creation, the protection in broad terms is ensured in compliance with natural conditions and with emphasis on preventing the water resources creation from threats and from the impacts into natural water cycle with negative impact on their quality and quantity. Therefore must be the production, transport and other interests in PWMA harmonised with requirements for PWMA. 10 PWMA are promulgated in Slovakia presently with total area 6 942 km2 i.e. 14% from the Slovak territory (see table 11). Table 11 Promulgated protected water management areas

Water resources available volumes PWMA area No. PWMA name Surface Underground Total km2 m3s-1 m3s-1 m3s-1 1. Žitný ostrov 1 400 - 18,00 18,00 2. Strážovské vrchy 757 - 2,33 2,33 3. Beskydy - Javorníky 1 856 1,84 0,69 2,53 4. Veľká Fatra 644 0,97 2,98 3,95 5. Nízke Tatry 1 290 a) western part 358 - 2,50 2,50 b) eastern part 805 2,33 2,43 4,76 Upper catchment area of rivers Ipeľ, Rimavica 6. 375 1,09 0,11 1,20 and Slatina 7. Muránska planina 205 - 1,40 1,40 8. Upper catchment area of river Hnilec 108 0,16 0,10 0,26 9. Slovenský kras 209 a) Plešivská planina 57 - 0,55 0,55 b) Horný vrch 152 - 1,97 1,97 10. Vihorlat 225 0,08 0,43 0,51 Total 6 942 6,47 33,49 39,96 The zero alternative is not representing the creation of new contacts with PWMA. In the reconstruction process of roads stretches and expressways construction presently it is

23 Evaluation report on strategic document “Operational programme Transport 2007 – 2013” according to Act No. 24/2006 Coll. needed to ensure the surface water diversion from the road body and its purification by oil substances traps before the flow into water body, what will be not performed in case of not implementing the Operational Programme Transport. Therefore in term of this indicator we assess the zero alternative effect as slightly negative. III.1.15 Indicators: • Access to essential services of public transportation and economical amenities – gravitation of transport-gravity centres • Regional market accessibility and cohesion • Transport infrastructure investments Listed indicators reflect the positive assets of traffic and transport process. Traffic system, which is included in Operational Programme Transport, has an objective to connect effectively the territory of Slovak Republic to major European multimodal TEN-T corridors and simultaneously to connect internally the state territory on hierarchically highest national level. Slovak external points of connection and abroad transport lines are defined clearly through continual process of EU multimodal network forming, which was also attended by the Slovak Republic. Internal context of transport relations was continuously examined and evaluated. In approved KURS 2001 (Slovak Spatial Development Perspective) this process was closed with stating, that in Slovakia there are four strategically important development zones, where the most important settlement centres are located: • Bratislava – Trnava settlement centre and Nitra agglomeration • Žilina – Martin settlement centre • Banská Bystrica – Zvolen settlement centre • Košice – Prešov settlement centre. So for Slovakia the key priority in transport infrastructure development is to connect mentioned settlement centres to European TEN-T networks and their effective interconnection. In term of transport relations theories on effectiveness of transport networks localisation is mostly effected by deployment of structural parameters underlying the generating of transport processes (urbanised, economically intensively utilised and densely settled areas) and territory limits, which represent barriers for deployment of most important functions generating transport in area (large protected areas with natural character, mountain barriers, unsettled territory in the country). Localisation effectiveness of major transport networks in Slovakia appositely proves their accessibility for Slovak inhabitants as it is listed in Tables 12 and 13. Table 12 Accessibility of west-east motorways routes and expressways routes Accessibility in minutes Route Number of available length inhabitants per 1 km Route in km of route to 15 min to 30 min to 45 min to 15 to 30 to 45 min min min Bratislava – Žilina Number of 428 5 827 8 244 10 594 2 493 881 3 528 473 4 534 098 - Košice inhabitants Total population 46,36 65,59 84,29 share (%) Bratislava – Number of 394 5 095 7 700 10 267 2 007 579 3 033 744 4 045 304 Zvolen - Košice inhabitants Total population 37,32 56,40 75,20 share (%) Bratislava – Nové Number of 363 4 031 7 277 9 349 1 463 330 2 641 615 3 393 548 Zámky – Košice inhabitants Total population 27,20 49,11 63,08 share (%) Source: Transport general plan of the Slovak Republic, KURS 2001, Ministry of environment of the Slovak Republic, Aurex Ltd, Bratislava, May 2003

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Table 13 Accessibility of north-south expressways routes Accessibility in minutes Route Number of available length inhabitants per 1 km Route in km of route to 15 min to 30 min to 45 min Do 15 to 15 to 30 min min min Border Poland, Number of 875 505 1 554 891 2 182 857 239 3 663 6 506 9 133 Skalité – Žilina – inhabitants Martin - B.Bystrica – Šahy, border Total population share (%) Hungary 16,27 28,90 40,58 Border Poland, Number of 536 893 936 256 1 442 857 203 2 645 4 612 7 108 Trstená – inhabitants Ružomberok – B.Bystrica – Šahy, Total population share (%) border Hungary 9,98 17,40 26,81 Border Poland, Number of 587 533 933 705 1 352 954 145 4 052 6 439 9 331 Svidník – Košice – inhabitants Milhosť, border Hungary Total population share (%) 10,92 17,36 25,15 Source: Transport general plan of the Slovak Republic, KURS 2001, Ministry of environment of the Slovak Republic, Aurex Ltd, Bratislava, May 2003 From the results of transport accessibility of west-east routes, in all time relations even per one kilometre of motorway route, results the highest effectiveness of motorway construction in corridor Bratislava – Žilina – Košice. In case of north-south routes of expressways routes, the best results of transport accessibility are obvious in connection Skalité – Žilina – Martin – B. Bystrica – Šahy. After making provision for the route length even the eastern Slovakia connection Košice – Milhosť is comparable with mentioned results. In overall evaluation, the connection Trstená – Ružomberok – B. Bystrica – Šahy gains the worst results, what only verifies unsuitable morphologic, environmental and residential parameters of corridor area and the nature protection priorities as well. Transport corridors accessibility results listed in table were projected into approved resort documents: • In corridor Bratislava – Žilina – Košice transport networks of highest TEN-T importance are localised, • In corridor Bratislava – Zvolen – Košice TEN-T railway network is localised, • In corridor Martin – Zvolen – Šahy supplementary TEN-T road network is localised • In corridor Svidník/Plaveč – Prešov – Košice – Milhosť/Čaňa supplementary TEN-T road networks and railway TEN-T network are localised Transport regionalisation of Slovakia is a primary spatial plan of existing free market economy, democratisation and decentralisation of social life, social cohesion of public. Secondary – through observance of nature protection limits – it includes aspects of environmental bearing of society development. To determine the borders of transport regions exact criteria were used: • volumes and routing of traffic and transport streams of road and railway transport, • effectiveness of territorial transport service. Sustainable mobility on NUTS 2 region level is realisable only in the context of transport regionalisation. It is actually concerning a framework – territorial and socio-economic – on which it is effective to apply the coordinated regional development policy and last but not least even the dimension and localisation of transregional amenities. Economic and business sector – which is uncompromisingly liable to rules of effective localisation policy – it proves the righteousness of transport regionalisation structure of Slovakia in praxis. Through the criteria mentioned above and in consideration with regional division of Slovakia

25 Evaluation report on strategic document “Operational programme Transport 2007 – 2013” according to Act No. 24/2006 Coll. on NUTS 3 level, the stabilised structure of following transport regions of Slovakia was documented and defined in definite parts of KURS 2001: • Bratislava, • south-western Slovakia including Trnava and Nitra self-governing regions, • north-western Slovakia including Trenčín and Žilina self-governing regions, • central Slovakia including Banská Bystrica self-governing region, • eastern Slovakia including Prešov and Košice self-governing region. The key premise of environmentally acceptability of transport regionalisation is implicit elimination of transport relations affecting legislatively protected natural areas. In Slovak context it is firstly concerning the unnatural connection of central Slovakia territory into NUTS 2 region Central Slovakia. Between Považie (Váh river area)and Pohronie (Hron river area) regions in central Slovakia there is 40 to 60 km broad strip of natural areas with the highest legislative protection on Slovak and European level and with lowest settlement density, which is eliminating mutual regional relations on maximum level. In opposite position could be perceived the unnatural division of intensively urbanised and densely settled Považie region into NUTS 2 regions Western and Central Slovakia. Only NUTS 2 region Eastern Slovakia is based on internal cohesion. On the contrary the NUTS 2 region Central Slovakia does not contain internal cohesion and is clearly differentiated on Považie and Pohronie, what is quite reflected in common transport relations. The transport department in its strategic materials formulates the localisation of territorial transport availability in compliance with natural regionalisation of Slovakia, accepting the transport gravitation of the territory. Basically it is concerning the localisation of superior transport availability lines in areas of major urbanising axes and localisation of superior areal objects of transport availability into settlement gravity centres (transport gravity centres Bratislava, Žilina, Zvolen, Košice). The best accessibility of Slovakia and regions to internal and external markets and services is fully ensured through it and the natural regional cohesion is accepted. In Slovakia, the distribution of investments into the transport infrastructure development is a political process, the strictly expert criteria are not always considered. The present state of problem, which is monitored by objective indicators could be considered as positive. But in respect of the secondary position of expert criteria in process of investing into the transport infrastructure development and in respect of principle conflicts between approved and real regionalisation on NUTS 2 level, the positive evaluation of present state indicators is losing weight. The evaluation of zero alternative, because of its non-perspective of satisfying the real needs of transport processes in Slovakia, is markedly negative, permanently affecting the whole territory of Slovakia. III.1.16 Indicators: • Automobilisation and motorisation • Traffic intensity • Utilisation of existing infrastructure capacities by transport modes The road transport is acting dominantly in pollutants production, noise and traffic accident rate. Except the communication infrastructure, the motor vehicle is an important element in the transport process itself. The environmental conditions are mainly affected by number of motor vehicles in operation, their technical conditions and vehicle fleet structure. The trend of automobilisation and motorisation in Slovakia according to Table 14 is documenting the multitude of vehicles and vehicle fleet structure.

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Table 14 Long-term trend of automobilisation and motorisation in Slovakia

Vehicles number Equipment ratio Year Heavy-duty Passenger Vehicles/1000 Passenger cars Motorcycles Total number vehicles cars/1000 inhab. inhab. 1965 53 870 41 004 166 661 261 535 12,27 59,55 1970 158 690 64 534 189 607 412 831 34,95 90,93 1975 339 427 86 490 157 613 583 530 71,25 122,50 1980 535 952 111 956 141 898 789 806 107,27 158,08 1985 703 343 193 672 123 035 1 020 050 135,81 196,96 1990 875 550 226 888 107 139 1 209 577 164,86 227,76 1995 1 015 794 224 779 81 847 1 322 420 189,24 246,36 2000 1 274 244 228 454 45 647 1 542 273 235,86 285,47 2005 1 303 805 252 535 56 366 1 612 706 241,69 298,96 Source: SSC (Slovak Road Administration) Bratislava The level of equipment with passenger cars increased almost by twenty-fold and with motor vehicles by five-fold in Slovakia in last 40 years. Biggest increase were registered in the 1970´s, 1980´s and in 1995 till 2000. Between single regions there are big differences in automobilisation and motorisation levels, which are increasing constantly. The highest values of automobilisation level is in Bratislava with index of 1,63 against the national average and the lowest are in Prešov self-governing region with index of 0,77. It represents a difference of more than a double (2,12). Similar situation is in the motorisation level. At the same time it is necessary to state, that also within the framework of assessment of the districts in single self-governing regions there are significant differences. In national comparison of districts the differences are even bigger. In 2005 the highest automobilisation level was in Bratislava with 427 and the lowest in Gelnica with 135 passenger cars per 1 000 inhabitants. The difference index is 3,16. From the statistical data results that in many districts it came to decrease of automobilisation and motorisation level in last 5 years. Also the inactivation of technically obsolete motor vehicles out of operation shows itself in this trend besides the economical differences and different levels of purchasing power of population. The prognosis of automobilisation and motorisation in Slovakia speculates with ending the difference increase between Bratislava and other higher territorial units. The saturation level of 550 passenger cars per 1 000 inhabitants is considered for Bratislava, for other regions it is 500 passenger cars per 1 000 inhabitants. Assumed level of saturation will be achieved in 2040 in Bratislava, other regions will be advancing to the assumed saturation (418 Prešov to 487 Trnava). The highest automobilisation increase values will be achieved in Prešov, Žilina and Košice self-governing regions. For the purpose of environmental effects appraisal it represents an expectation of even biggest increase in road transport intensity – including its negative environmental effects – in mentioned regions. The results of nationwide road traffic census in 2005 approved the assumes of intensity growth acceleration in comparison with results from 2000. The highest rural zone transport volumes, analogous to 2000, are concentrated on motorways and I. class roads in corridor and namely from Bratislava – the highest – through Považie to Vysoké Tatry (High Tatra) area. High transport intensity was registered also in corridor of prepared expressway R1 to Banská Bystrica. The reason of high road transport intensity in segments between Bratislava – Trnava – Nitra, Žilina – Martin, Banská Bystrica - Zvolen and Prešov – Košice are except the nationwide communications importance also the strong agglomeration relations of listed towns. The results of census approve the KURS 2001 conclusions on

27 Evaluation report on strategic document “Operational programme Transport 2007 – 2013” according to Act No. 24/2006 Coll. transport regionalisation of Slovakia and on strengthening of above listed transport gravity centres of Slovakia. The knowledge of average transport volume spreading by regions of Slovakia has a great importance for the estimate of negative environmental effects of transport operation of OPT communications. It is concerning the traffic intensities on the roads in corridors of non- constructed motorways and expressways segments in 2005, which are subject to solution of Operational Programme Transport. From tables 15 and 16 it results that the highest average roads load in corridor of D1 and is in Žilina self-governing region, the highest average roads load in corridor of expressways is in Bratislava, Žilina and Trnava self- governing regions. Table 15 Average traffic volume on the roads in non-constructed motorways corridors

Road Higher territorial Average intensity (vehicles/1km) unit Heavy-duty vehicles Light vehicle Motorcycles Total D3 Žilina 2 974 6 737 26 9 737 D1 Trenčín 5 344 10 314 27 15 685 Žilina 5 724 12 965 37 18 726 Branisko Prešov 3 326 8 566 24 11 917 Prešov-Košice Prešov 3 406 7 287 20 10 714 Košice 1 235 5 635 13 6 883 Total D1 3 681 9 222 25 12 929 D1+D3 Total D1+D3 3 601 8 941 25 12 568 Source: SSC (Slovak Roads Administration) Bratislava Table 16 Average traffic volume on the roads in non-constructed expressways corridors

Road Higher territorial Average intensity (vehicles/1km) unit Heavy-duty Heavy-duty vehicles Light vehicle Motorcycles vehicles R1 – R7 Bratislava 1 573 8 014 30 9 617 Trnava 2 007 6 080 23 8 110 Trenčín 1 837 5 519 23 7 379 Nitra 1 377 4 708 23 6 108 Žilina 2 199 5 948 23 8 170 Banská Bystrica 1 686 4 982 20 6 688 Prešov 1 107 3 600 14 4 721 Košice 1 166 3 946 14 5 126 Suma 1 592 4 941 20 6 553 Source: SSC (Slovak Roads Administration) Bratislava The utilisation results of existing capacities of road transport infrastructure are available from the results of Nationwide road traffic census in 2000. Newer results based on road traffic census in 2005 were not provided to expert community. According to the census in 2005 the traffic intensity exceeded standard available capacity especially on uninterrupted roads segments in D1 motorway corridor, namely in segment Beluša – Považská Bystrica – Žilina – Martin – Kraľovany, in segment under High Tatra and in Prešov area. Similar situation appeared also on uninterrupted roads segments in R1 expressway corridor Nitra – Šášovské Podhradie. The highest, almost three-fold communication capacity excess in rural zone segment was registered between Žilina and Martin. In listed roads segments, except

28 Evaluation report on strategic document “Operational programme Transport 2007 – 2013” according to Act No. 24/2006 Coll. inconvenient construction parameters of roads the reason of insufficient capacity was also the high traffic intensity. On other road network segments with exceeded capacity the prevailing reason are the inconvenient constructional-technical parameters of communications. The prognosis of road transport intensity in Slovakia, as it is listed in Table 17 calculated on basis of statistical and transport data for periods till 2005, assumes the highest increase of traffic on the motorways and expressways network. The average traffic intensity of light vehicles in rural area in Slovakia should in 2040 raise to 26 301 real vehicles per 24 hours, what represents 2,23-fold increase. Highest intensity averages on the motorways and expressways network are assumed in Trnava and Bratislava region - up to 39 000 real vehicles pre 24 hours, the lowest averages are presumed in Košice region(10 000) and Banská Bystrica region (18000).

Table 17 Assumed average traffic volume on Slovak roads network

Vehicle Yearly average daily intensity [real vehicles/24 h] till 2040/2005 Road type, rural area 2005 2040 Light vehicles Motorways+expressways 11 818 26 301 2,23 1. tr. 5 376 9 716 1,81 2. tr. 2 312 3 492 1,51 3. tr. 1 118 1 605 1,44 Total 3 180 6 879 2,16 Heavy-duty vehicles Motorways+expressways 4 645 8 671 1,87 1. tr. 1 726 2 818 1,63 2. tr. 543 761 1,40 3. tr. 236 312 1,32 Total 944 1 981 2,10 Source: SSC (Slovak Road administration) Bratislava Relevant data on utilisation of existing capacity of ŽSR (The Railways of the Slovak Republic) railway tracks, especially major TEN-T corridors and supplementary networks were not available. In intermodal transport the utilisation of basic public terminals can't be considered because firstly they need to be built in Slovakia. Provably direct markedly negative and permanent environmental effect refers to the zero alternative for indicators of automobilisation and motorisation, transport intensity and existing communications capacity. Infrastructure of zero alternative will surely not manage the traffic volume of motorway corridor D1 and expressway R1. Traffic congestions will appear at the same time on the I. class roads segments, where the communications capacity is exceeded due to the inconvenient constructional-technical parameters. The competition absence of capable modernised traffic route towards road transport and towards modernised railway tracks in neighbour countries will appear in the railway transport. III.1.17 Indicators: • Maximum seating capacity of vehicles in public passenger transport • Average age of vehicle fleet in public passenger transport • Vehicle fleet of public passenger transport satisfying specified emissions limits The above mentioned indicators are not relevant in mutual relation of zero and realisation alternative. Though the Priority axis 6 is considering the renewal of vehicles for regional railway transport, further connections of this plan are not yet known. So far it is only possible

29 Evaluation report on strategic document “Operational programme Transport 2007 – 2013” according to Act No. 24/2006 Coll. to presume that vehicles of regional railway transport will satisfy strict traffic and safety criteria, together with environmental criteria.

III.1.18 Indicator: • EIA and SEA in transport planning The appraisal of environmental effects in Slovakia is in practice since 1994. The effects assessment process is legislatively set on basis of Act No. 127/1994 Coll. (of National Council of the Slovak Republic) on environmental effects assessment, along its amendments No. 391/2000 Coll. and No. 553/2001 Coll. By course of law there is a specified list of proposed activities liable to assessment of its environmental effects. Sector of transport and telecommunications is included in mentioned activities since 1994. The act in its annex is exhaustively listing single activities, subjects and transport sector facilities included in categories of obligatory assessment or observing action of assessment. Obligatory assessment of effects is aimed on all motorways, expressways without exception of their construction length, along the railways with construction length over 20 km, I. and II. class roads with construction length over 10 km. Pre-investment preparation of motorways, expressways, modernised railways is relatively long-term process. In the preparation context of projects, which are subject to Operational Programme Transport, in case of motorways, expressways and railways, it is concerning an infrastructure, which was already assessed according to Act No. 127/1994 Coll. (of National Council of the Slovak Republic) on the EIA level. The obligation of assessment realisation on the SEA level is valid with the operation of Act No. 24/2006 Coll. on on environmental effects assessment and on amendment of several acts since 1st February 2006. So in case of motorways, expressways and railways the strategic assessment of transport system on SEA level was preceded with more precise and more concrete effects assessment on single infrastructure segments on the EIA level. In case of motorway corridor D1 in the EIA process it was proven that it is not possible to substitute it complexly in segment from Piešťany to Košice by realisation of existing road network reconstruction in its primal route. Except other spatial-residential and transport reasons the inconvenient environmental parameters of roads reconstructions in their primal routes are the dominant criteria for this resolution. Therefore the EIA process suggested the motorway construction. Therefore the primary assessment of present state in term of environmental assessment process can't be negative. Possible conflicts of relevant transport networks with environment protection were removed or solved on technical level in the EIA criterion. Complex strategic assessment, which was not legislatively set, was realised by other form through cross- sectional and obligatory spatial-planning document – KURS 2001 (approved by governmental regulation No. 528/2002 Coll.). Though at the same time by the reason of that the zero alternative represents the stagnation of community development and in its context even the transport system as well, the assessment of zero alternative can't satisfy the challenges, which are laid to the community. The reason is the minimisation of chances to correct the environmentally adverse trends of traffic operation. From above mentioned reasons, the final indicator evaluation of EIA and SEA zero alternative in medium-term time horizon, could be hypothetically described as with minimum effect and in long- term time horizon as with direct and provably negative effect. III.1.19 Indicator: • Public opinion and public awareness in relation to the transport and environment problems The problem of transport infrastructure building in public is relatively well-known even popular in the Slovak Republic. The media are regularly informing the public about conditions, plans and problems of transport infrastructure building. Especially the problem of

30 Evaluation report on strategic document “Operational programme Transport 2007 – 2013” according to Act No. 24/2006 Coll. motorways and expressways construction is often publicly discussed. The professional level, contents and broad coherence of discussed problem are different from case to case. In general it is possible to describe the prevailing opinion tendency of some subjects and civic associations as derived from their local or regional affiliation. For public discussions about motorways, expressways construction or even about the modernisation of railways the aspects of their regional localisation are primary. There is minimum and many times even deformed (motorway route D1 in Považská Bystrica) or none (proposals of routing the transport communications crossing the mountain ridges of Nízke Tatry (Low Tatra) and Veľká Fatra) discussion about conflict with protection of environment. It is a harmful consequence to objectivity of access to the transport problem, because the specialist factors of problem are often second rated and the primary objective is to make own region advantageous to the prejudice of other regions. Such atmosphere, except the absence of adequate specialist level, ousts and deforms the problem of transport and environment relation. The problem is often presented unilaterally in the media, without a possibility of skilled expert opponency. The present state of public awareness, in relation to the transport and environment problem, is unsatisfactory and its effect into the future could be evaluated as direct and negative. III.1.20 Health state of population, quality of life The European Charter on Environment and Health was approved within the frame of European Union. EHAP - Environmental Health Action Plan for Europe) was approved on the second Ministerial Conference on Environment and Health of the EU countries. Categories concerning the transport and environment relation were included to the indicators of environment relations. It is concerning the air quality, traffic accident rate and noise effect. The quality of life is a term with no explicit definition. Research and assessment of life quality is mostly based on using objective and subjective indicators. All the indicators defined in different disciplines are relatively consistently related to following four dimensions: to social, political, economical and environmental dimensions. In social dimension the transport has a part through population mobility, in environmental dimension the transport has a strong position through aggregate indicator of sustainable transport. Category of sustainability is closely associated with the quality of life. In case of Operational Programme Transport the decisive effect on life quality of population has the achievement of sustainable mobility objective, which in this context is mainly connected with indicators of access to essential services of public and economic amenities, regional accessibility to the market and transport services, with indicator of regional cohesion. The mutual dialog of expert community with public in matters of planning and realisation of new traffic measures falls under this context as well. Mentioned indicators valid for the health state of population and quality of life are a part of OPT environmental impact assessment and are described further in previous articles. III.1.21 Risk factors of development It is not possible to assess the zero alternative particularly in term of appraisal of risk factors effecting the realisation of transport policy. Zero alternative itself is a manifest of risky development of community. III.1.22 Overall assessment of zero alternative The negative factor is clearly dominating in assessment of zero alternative effect on urbanised area environment. Except the absence of direct positive effects connected with specific problems solution (reduction of emissions, noise and accident rate by removing the big volumes of external transport from the towns) the zero alternative is showing its non- perspective to solve environmental challenges of this era. The zero alternative represents the risky development, economical and social stagnation of Slovakia.

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The assessment of zero alternative effect on landscape, protected nature, water management areas and soil is not explicit as in case of urbanised area. Against the effects and parameters requiring the protection from new areal catch is the zero alternative considered as positive. The development of motorways and expressways represents a new area catch. But against the effects, which are presently negatively attacked by traffic operation and require a positive change of present state, the zero alternative is determined as negative. We may include modification absences of inconvenient routing of intensively utilised transport infrastructure in landscape, constructional-technical means bringing more reliable protection of areas and bio corridors (tunnels, bridges, complete diversion and purification of surface waters from the motorways). Even the indirect environmental effect in landscape is not negligible, which the zero alternative can't offer. It is concerning an area of transport work division in behalf of environmentally more acceptable transport modes and improvement of transport service of rural areas. III.2. Information on relation to protected natural areas, TSES, protected water management bodies and protected soils European contiguous system of protected areas (NATURA 2000) consists of two types of territory: protected bird areas (Special protected areas) and sites of community importance. National list of proposed protected birds areas approved by governmental resolution No. 636/2003 Coll. from 9th July 2003. It is including totally 38 areas with land area of 1 236 545 hectares, covering 25,2% from total land area of the Slovak Republic. Their full list is listed in Chapter III.1. (see also III.1 http://www.sopsr.sk/natura/index1.php?p=4&lang=en). In spatial projection of activities of realisation alternative priority axes could interfere or indirectly effect following SPA's (Special protected areas): • SPA No. 3 – Cerová vrchovina a Porimavie • SPA No. 5 – Dolné Považie • SPA No. 8 – Horná Orava • SPA No. 9 – Košická kotlina • SPA No. 13 – Malá Fatra • SPA No. 16 – Morava • SPA No. 33 – Veľká Fatra • SPA No. 18 – Nízke Tatry • SPA No. 22 – Poľana SPA No. 3 – Cerová vrchovina a Porimavie Warm and dry conditions of this area are creating convenient biotope for nesting and survival of Lulula arborea, Otus scops a Merops apiaster. Good conditions are located specially in south sunny localities with sparse tree and bush vegetation, but also in young forest stands. Next important species are Ixobrychus minutus, Bubo bubo, Circus aeruginosus, Alcedo atthis, Pernis apivorus and many other. The affection could appear through realisation of OPT activities from indicative list of single priority axes. It is mainly concerning the realisation of expressway R2 Ožďany – Zacharovce and expressway R2 Bátka – Figa. Due to the effects caused by expressway construction a slight affection of biotopes may appear, loss of specific nesting territories and affection of feeding ground. In regard to the area character and measure of impact we are considering this effect as not very important. SPA No. 5 – Dolné Považie Dolné Považie (Lower Váh river region) with plenitude of plain and wetland biotopes offers good trophic base for Circus aeruginosus. The presence of small forests, sparse tree vegetation and bushes stands increases the value of protected bird area and creates suitable

32 Evaluation report on strategic document “Operational programme Transport 2007 – 2013” according to Act No. 24/2006 Coll. conditions for nesting of Anthus campestris, Lanius minor, Dendrocopos syriacus and Coracias garrulus. Territorial contact is presumed throughout the realisation of Komárno by-pass (road I/63), where the biotopes and feeding ground might be affected. We don't evaluate this effect as important, specific affections and corrective measures are solvable on EIA level without any problems. SPA No. 8 – Horná Orava Horná Orava region is mostly created by forest biotopes, mainly softwoods, with passing to meadows and pastures. The protection assurance is especially required by Glaucidium passerinum, Crex crex, Picoides tridactylus, Tetrao urogallus, Tetrao tetrix, Aquila pomarina and Ciconia ciconia. The wetlands of Orava basin and surroundings of Orava dam water area are important biotopes for nesting of Alcedo atthis, Ciconia nigra, Porzana porzana and Sterna hirundo. The affection and contact could appear throughout the realisation of through road I/78 Námestovo. It is concerning an urbanised area, therefore an important effect on nesting territories is not presumed. Also we are not considering important impact into the feeding ground. Area will be affected by the realisation of Trstená by-pass on road I/59. SPA No. 9 – Košická kotlina Košická kotlina (Košice) basin is one of three most important areas in Slovakia for nesting of Falco cherrug and more than 1% of national population of Strix uralensis, Dendrocopos syriacus, Ciconia ciconia, Coturnix coturnix are regularly nesting here. The affection and impact into the territory with specific biotopes loss might appear throughout the realisation of indicative list activity of Priority axis 5 expressway R4 Košice – state border SR/Hungaria Milhosť. Minimisation of impact and mitigation measures will be solved on EIA level. The impact is assessed as not important. SPA No. 13 – Malá Fatra Malá Fatra is formed with biotopes of hardwoods, softwoods and mixed forests, what ensures great diversity of birds species. Suitable conditions for nesting are used by Falco peregrinus, Aquila chrysaetos, Bubo bubo, Picus canus, Aegolius funereus, Dendrocopos leucotos, Dryocopus martius, Ficedula albicollis and Monticola saxatilis. The contact is probable throughout the realisation of road I/18 Žilina – Strečno (Dubná skala) reconstruction, important affection is presumable within the road reconstruction on notified four-lane road. Marginal contact is presumed in relation with motorway D1 – Turany – Hubová realisation, the affection is assessed as not important. SPA No. 16 – Morava In the sense of avifauna represents the Morava river one of most valuable localities. System of well-preserved and variously evolved wetlands (streams, side river branches, channels, swamps, wet meadows, flooded forests and periodic puddles) creates a quality conditions for nesting of species like Porzana porzana, Botaurus stellaris, Milvus milvus, Falco cherrug, Milvus migrans, Ixobrychus minutus, Anas querquedula, Anas strepera, Netta rufina and Tringa totanus. Negligible affection is presumable throughout the realisation of by-pass of road I/51 Holíč, II. stage, where planned routing of the by-pass is in contact with the border of bird area. The impact into nesting or feeding territories of species, for which the area is proposed, is not presumed.

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SPA No. 18 - Nízke Tatry There is a typical richness of mostly softwood biotopes complemented by meadows and pastures. Area is promulgated mainly because of forest species protection: Aquila chrysaetos, Tetrao tetrix, Tetrao urogallus, Picoides tridactylus, Aegolius funereus, Glaucidium passerinum and Bonasa bonasia. The territory will be affected throughout the realisation of emergency stopping lane on road I/59 in areas Donovaly a Motyčky. The impact is assessed as not serious. PVSA No. 33 – Veľká Fatra Birds of prey, owls and other bird species tied up with wide forest complexes and rock biotopes find here extraordinary conditions for nesting and living. The most significant are Falco peregrinus, Bonasa bonasia, Bubo bubo, Strix uralensis, Aquila chrysaetos, Tetrao tetrix and Tetrao urogallus. The area will be aggrieved at realisation of emergency stopping lanes on road I/59 in region Donovaly a Motyčky. Ecological intervention is not assessed as grave. PVSA No. 22 – Poľana This various territory that is formed by different kinds of forest biotopes, pastures and agricultural areas creates unique landscape structure. The territory is designed mainly by reason of nesting of species: Lullula arborea, Lanius minor, Bonasa bonasia, Tetrao urogallus and other. At realisation of expressway R2 Pstruša – Kriváň may come to marginal contact. This contact will be probably just on territory line and we assess the impact as negligible. National register of proposed areas that have great significance includes 382 territories with acreage 574 745 ha. It presents acreage 11,76 % of Slovak republic. With effect from 1st August 2004 was established preliminary protection of ÚEV by decree No. 3/2004-5.1 of ME of SR. 66 biotopes (22 priority) occur in proposed ÚEV. There are proposed for protection of European significance species and priority species too. We do not present the register of all proposed areas with European significance due to his vastness. It is available in cited decree No. 3/2004-5.1 of ME of SR or on website www.sopsr.sk/natura. Activities of priority axes in territorial plan of realisation alternative may touch or indirectly affect lower mentioned SKUEV. Degree and mode of area influence is different because in prevalent causes it is considered as indirect influence. Direct territorial contacts are unlikely or on margin of these territories. It does not come to significant or radical impacts on object of landscape protection and fragmentation. By considering of quantity, type and character of assumed impacts on European significance territories it is possible to claim that Operational program – Transport and activity realisations of indicative registers of priority axes do not represent significant impact on territorial system NATURA 2000. The localities were evaluated in term of possible influence by direct and indirect impacts. Criterion for their putting among register was spatial superposition of individual traffic corridors axes and assessed territories in referential scale. More strictly evaluation of impacts belongs to EIA process to that these entire activities subordinate and several of them went through this process. Register of European significance territories that are potentially affected by realisation of Operational program – Transport and territorial characteristics including occurrence of priority biotope species and priority biotopes is presented in Annex 2. Register of European significance territories with presentation of Operational program – Transport activities that may affect these territories:

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SKUEV 0010 Komárňanské slanisko • by realisation of bypass Komárno I/63 SKUEV 0017 Near by Orechový rad • by realisation of bypass Komárno I/63 SKUEV 0092 Dolnovážske luhy • by realisation of bypass Komárno I/63 SKUEV 0299 Baranov • by contact of marginal area and indirect influence at realisation of bypass I/66 Banská Bystrica SKUEV 0198 Zvolen • by realisation of emergency stopping lane on road I/59 Donovaly and Motyčky SKUEV 0357 Cerová vrchovina - lesné biotopy • by reconstruction of road I/71 Lučenec – border SR/MR SKUEV 0304 Water reservoir Orava • by realisation of through road I/78 Námestovo SKUEV 0191 Rašeliniská Bielej Oravy • by realisation of through road I/78 Námestovo SKUEV 0252 Malá Fatra • by realisation of D1 Turany - Hubová and D1 Hubová - Ivachnová by reconstruction of I/18 Žilina – Strečno, • heavy cumulating of adverse impacts with significant influence by extending on four- laned carriageway SKUEV 0238 Veľká Fatra • by realisation of D1 Turany - Hubová and D1 Hubová - Ivachnová SKUEV 0253 River Váh • by realisation of D1 Turany - Hubová and D1 Hubová - Ivachnová, influence will be probably more significant SKUEV 0254 Močiar • by realisation of D1 Turany - Hubová and D1 Hubová - Ivachnová, indirect or none SKUEV 0265 Suť • by realisation of expressway R1 Žarnovica – Šášovské Podhradie SKUEV 0247 Rohy • planned redirection R2 Pstruša – Kriváň further from area will have positive impact on territory SKUEV SKUEV 0363 Ťahan • by realisation of R2 Bátka - Figa Total acreage of individual protected nature in Slovak republic (second and fifth degree of protection) is 1 135 427 ha that represents 23,16% of all Slovak territory. Total acreage of large-scaled protected areas - NP and PLA presents 22,6% of Slovak territory (4 903 400 ha). National structure of PA is localized mainly in mountainous areas. We present list of large-scaled protected areas that could be affected by realisation of measures from Operational program – Transport in sense of requirements on strategic assessment of impact on protected areas. Criterion for their including into this register was spatial superposition of assessed measures in traffic corridors and assessed areas in referential scale. More exact evaluation of impact is necessary carry out on the EIA level.

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The characteristic of affected protected areas and object of their protection is presented in Annex 2. NP Malá Fatra and its protected zone • by realisation of D1 Turany - Hubová and Hubová – Ivachnová • realisation of road reconstruction I/18 Žilina – Strečno – Dubná Skala: serious influence and impact on natural environment in the case of road extending on four- lined road (cumulating of adverse impacts). NP Veľká Fatra and its protected zone • by realisation of D1 Turany - Hubová and Hubová - Ivachnová PLA Kysuce • marginal contact D3 in section Kysucké Nové Mesto – Čadca south/Oščadnica PLA Štiavnické vrchy • by realisation of R2 Bátka - Figa NP Nízke Tatry – OP • by realisation of emergency stopping lanes in Donovaly and Motyčky on road I/59 PLA Cerová vrchovina • by realisation of road reconstruction I/71 Lučenec – state border SR/MR PLA Horná Orava • by realisation of through road I/78 Námestovo • by realisation I/59 Trstená, bypass Landscape protection is based on principle of territorial system preservation of ecological stability (TSES). Basic targets are projected in nature conversation documentation, in General plan of transregional territorial system of ecological stability (GPSTSES) that is agreed by Government resolution No. 319/1992 Coll. Territorial system of ecological stability (TSES) is wide-spatial structure of interrelated ecosystems that provide diversity of conditions and forms of life in the area. This structure is created by biocenters, biocorridors and interactive elements. GPSTSES presents spatial arrangement of ecologically most important preserved natural areas, relation and status of ecologically stable areas in Slovakia in connection to European system of ecologically stable areas. Network that is formed by 87 defined transregional biocenters includes all of important ecological types in Slovak republic. Update of GPTTSES (processed as background for KURS 2001) ekes the number of transregional biocenters on 145 that are linked with the most significant ecological biocorridors of supraregional sense. General transregional biocorridors in various bandwidths include all of the most important watercourses • Morava, Dunaj, Váh, Orava, Hron, Latorica, Ondava.

Terrestrial biocorridors follow the direction of mountain range: • Malé Karpaty – Inovec - Strážovské vrchy – Malá Fatra – Chočské vrchy – Tatry – Pieniny • Tríbeč – Vtáčnik – Kremnické vrchy – Veľká Fatra – Chočské vrchy – Tatry • Veľká Fatra – Nízke Tatry – Slovenský raj - Volovské vrchy – Čierna hora -Slanské vrchy – Čingov – Busov až Bukovské vrchy • Krupinská planina – Slovenský raj • Chvojnická pahorkatina – Biele Karpaty – Javorníky - Turzovská vrchovina – Kysucké Beskydy

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and along mountain range: • Borská nížina – Myjavská pahorkatina • Burda – Podunajská pahorkatina with pass to Štiavnické vrchy Traffic infrastructure work generally in sense of TSES philosophy as stress element, barrier and lineal emission source of environment components. Barrier effect is significantly strengthened by concurrency of more traffic corridors (road, rail). It comes to conflicts at crossing of traffic lines and migratory corridors. The most serious conflicts arise at direct crossing of terrestrial biocorridors and roads and motorways with strong traffic intensity. Railway corridors are relatively easier for overcoming unless the track is not fenced and multiplied. There are well-known possibilities currently how to reduce the risk of biocorridors devaluation. By reducing of barrier effect and strengthening function of biocorridors is possible to provide by technical measures (i. e. bridged roads and motorways, building of ecoducts or underpasses for various target animal species etc.). According to Act No. 364/2000 Coll. on waters as amended § 5 (1) (c) - (Water Law) are determined following area types as protected areas: • areas with surface water that is designed for drinking water withdrawal, • areas with water that is suitable for swimming, • areas with surface water that is suitable for living and reproduction of origin fish species, • protected water management areas (PWMA), • protective zone (PZ) of water resources, • sensitive areas, • vulnerable areas. We oriented on territorial plan assessment of protected water management areas with traffic infrastructure corridors in term of strategic evaluation targets of Operational program – Transport. In this plan will be realise individual activities of OP Transport. Protected water management areas (PWMA) presents areas where is natural accumulation of surface and ground water in consequence of favourable natural conditions. These areas have decisive influence from standpoint of water resources creation. The protection is provided in respect of natural conditions and with emphasis on prevention against risks of creation of water resources and against interventions in natural water cycle with negative impacts on their quality and quantity. Therefore production, traffic and other interests have to be synchronised with demands for PWMA. It means in light of creation of traffic infrastructure that preventive measures have to be synchronised at construction as well as at maintaining of roads, motorways and railways. Concrete character of measures is object of EIA solution and technical conditions. At this time 10 PWMA are declared with total area 6 942 km2 that presents 14 % of SR area. It is possible to claim that following PWMA could be potentially affected: • PWMA Beskydy and Javorníky • PWMA Nízke Tatry – west • PWMA Veľká Fatra Assessed activities of OPT concern above mentioned PWMA just marginally. PWMA Javorníky and Beskydy are exceptions where motorway corridor D3 directly crosses this area. III.3. Environment and health characteristics of areas that will be significantly affected Projects that belong to OPT content will be realised at localities and routes of main TEN-T corridors, marginal TEN-T network, at selected railway network (I., II. and III. category) and

37 Evaluation report on strategic document “Operational programme Transport 2007 – 2013” according to Act No. 24/2006 Coll. selected sections of roads (I. category). Traffic operation of new mobile railway means will be used on TEN-T and other network. Realised projects will potentially affect environment on whole length of concerned routes. In general there will be various environment characteristics of given areas that are related to urban environment and to culture as well as natural environment. It may be concluded from analyse of individual indicators (Chapter III) the existing of strong relation between environment characteristics of Slovak settlement’s centres that are hereby main traffic-gravity centres. These centres are Bratislava, Žilina and Martin, Zvolen and Banská Bystrica, Košice and Prešov. With these centres could be matched towns as Nitra, Trenčín, Ružomberok, Poprad, Nové Zámky, Lučenec or Prievidza but also smaller towns lying on main multimodal corridor (TEN-T) crossings, marginal TEN-T network and expressways. Environment of given towns is characterised by relatively high density, traffic noise, traffic emissions and excessive accident frequency. There are wide areas used for traffic infrastructure (especially railway) in Bratislava, Žilina, Zvolen and in Košice. Synergic effects of negative impacts on environment quality are related to specific geomorphic, climatic, economic and social characteristics. Public health in given towns is exposed to high disease risk of upper airways, hearing, hormonal and immune system and insomnia. For given towns are Bratislava, Prievidza, Nitra, Nové Zámky, Žilina, Ružomberok, Banská Bystrica, Zvolen, Košice and Prešov placed into register of areas with extensive disturbed quality of environment. Smaller communities lying along the main road and railway routes are affected by traffic emissions, noise and accidents anyway. Their spatial development is limited by traffic infrastructure. Typical example of this status are densely populated communities of residential range along river Váh lying near to road and railway infrastructure (presence of parallel motorway, roads of I. and II. category, main and regional railway lines). The communities along Váh River that are in line with traffic corridor are classified as area with disturbed quality environment. Natural environment that is represented by system of protected areas (NATURA 2000 and PWMA) around the routes of multimodal corridors TEN-T, marginal TEN-T network, selected railway routes (II. category) and on selected road sections (I. category) may be affected and is narrowly characterized in Chapter III.2 and in Annex 2. Protection of areas refer to the most valuable and preserved parts of our natural heritage. Other areas (except urbanised areas) have character of culture environment where according to conditions prevail intensive or more precisely semi-intensive agricultural or forest production with characteristic land setup of rural area. These areas are affected too by traffic emissions, noise and traffic accidents what have an impact on environmental elements status and implicitly on biotopes and organisms.

III.4. Environmental issues including health problems that are relevant from the strategic document point of view Environmental problems of global character, environmental and health problems of urban area with feedback on OPT content are: • greenhouse gas production and its impact on climate, • air pollution by pollutants, and diseases caused by pollution, • noise pollution of area and diseases caused by noise, • traffic accidents,

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• waste production and management, • suitable environmental traffic services of area, • public health, quality of life, • reducing of biodiversity, ruderalisation and synatropisation of environment, • area fragmentation, isolation of populations, barrier creation for genetic information exchange, • influence of growth and development processes of animal species by introducing of heterogeneous substances into the environment (chemical maintenance substances), • influence of natural environment by bioty-change of abiotic conditions and water regime, • agricultural land take, • protection of PWMA.

III.5. Environmental objectives including health objectives found on international, national and other level relevant from strategic document point of view EEA material (TERM - Transport and Environment Reporting Mechanism) was used as relevant source of reference targets for OPT. Material is affected by policy questions that are asked for solution of urgent problems and the structure of set targets as replies on problem solutions. There are identified aggregate and detailed indicators cleared development tendencies of problem solution on behalf of set targets achievement. Reference targets, aggregate and detailed indicators were used as criterion for tendency evaluation in zero alternative as well as for evaluation of realisation alternative. Some detailed indicators have universal informative values. This is the reason why they appear in several assessed criterions as impacts on environmental components, public health and quality of life. Reference targets and aggregate indicators for evaluation are presented in following Table. Complete framework of TERM mechanism that is relevant for OPT is presented in Annex 1. Table 18 Reference targets and aggregate indicators of SEA evaluation in OPT

Reference target of OPT in SEA Aggregate indicator Contribute to environmental parameters improvement of Traffic consequences on environment traffic and transport process in SR with impact on landscape and public health. Tendency directing of division of transport labour to such Transport demand, traffic intensity and transport modes that are friendlier to environment. division of transport labour. Mutual re-bounding improvement of land and transport Land and transport planning, traffic planning. accessibility in the area. Optimalisation of existing infrastructure, synergy of Using of existing infrastructure and transport system. investments targeted on traffic infrastructure. Introduction of environmentally effective technologies to Introduction of effective technologies in transport chain. transport, dimension and status of fleet. Support of environmental management in transport Using of environmental management tools. sector.

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IV. Basic data on supposed impacts of strategic document including health IV.1. Supposed significant impacts on environment and health (primary, secondary, cumulative, synergic, long-term, permanent, temporary, positive as well as negative).

IV.1.1 Definition of realisation alternative Traffic infrastructure of realisation alternative is designated in text and in indicative index of OPT projects. In realisation alternative will be assessed the status that will occur if objective traffic infrastructure will be activated. Expected status after traffic infrastructure of realisation alternative will go to operation is given in Table 19.

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Table 19 Expected status after traffic infrastructure of realisation alternative will go to operation

Priority axis Hierarchical level Location Class and type of infrastructure 1 Major multimodal Kúty – Bratislava – New modernized railway corridor TEN-T IV Palárikovo – Štúrovo track Railway infrastructure Major multimodal Bratislava – Nové Mesto Modernized railway track corridor TEN-T Va nad Váhom Nové Mesto nad Váhom - New modernized railway Žilina track Žilina – Liptovský Mikuláš Existing type of railway track Liptovský Mikuláš – Kysak Existing type of railway track with processed PD on track modernisation Kysak – Košice New modernized railway track Košice – Čierna nad Tisou Existing type of railway track Major multimodal Žilina – Krásno nad New modernized railway corridor TEN-T VI Kysucou track Krásno nad Kysucou – Existing type of railway Čadca – Skalité track Railway network Palárikovo – Zvolen Existing type of electrified TEN-T railway track Zvolen – Fiľakovo New electrification of railway track Fiľakovo – Haniska pri New electrification of Košiciach railway track Railway network Plaveč – Prešov – Košice - Existing type of electrified TEN-T Čaňa railway track Other railway Bánovce nad Ondavou - New electrification of tracks in SR Humenné railway track Railway junction Devínska Nová Ves - New electrification of Bratislava Marcheg railway track Bratislava Filiálka - New railway track including Petržalka electrification Bratislava/Petržalka - Kitsee Double-tracking of existing railway track Bratislava/Central station – Double-tracking of existing Bratislava/Nové Mesto railway track Bratislava/connection of New railway track including airport to railway corridors electrification Railway junctions Žilina, Zvolen Košice Modernisation of railway junctions Shunting yard Žilina/Teplička nad Váhom Additional construction of railway station

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2 Major multimodal Kúty – Bratislava – Rusovce Existing motorway D2 corridor TEN-T IV Road infrastructure Major multimodal Bratislava - Sverepec Existing motorway D1 (TEN- T) corridor TEN-T Va Sverepec – Hričovské New motorway D1 Podhradie Hričovské Podhradie – Half-built motorway D3 Žilina/Strážov Hričovské Podhradie - Žilina New motorway D1 PPP – Martin – Turany Turany – Kraľovany - New motorway D1 Ivachnová Ivachnová – Poprad - Existing motorway D1 Jánovce Jánovce - Behárovce Existing road I/18 Behárovce - Fričovce Existing motorway D1 Fričovce - Svinia Existing road I/18 Svinia – Prešov west Half-built motorway D1 Prešov west – Prešov/south New motorway D1 Prešov/south - Budimír Existing motorway D1 Budimír – Košice – Existing road I/18 Michalovce – Vyšné Nemecké Major multimodal Hričovské Podhradie – Half-built motorway D3 corridor TEN-T č. Žilina/Strážov VI Žilina/Strážov – Čadca/juh New motorway D3 Čadca/south – Existing motorway D3 Čadca/Bukov Čadca/Bukov - Svrčinovec New motorway D3 Svrčinovec – Skalité New motorway D3 3 Basic public Bratislava, Žilina, Zvolen, New basic public terminals terminal for Košice for intermodal transport Infrastructure for intermodal intermodal transport transport

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Table continuation Priority axis Hierarchical level Location Class and type of infrastructure 4 Marginal road Martin – border of Existing road I/65 network TEN-T, regions ZA/BB Road infrastructure corridor R3 (expressways and Border of regions New road I/65 roads of I. category ) ZA/BB – Kremnické Bane – Kremnica Kremnica – Existing road I/65 Šášovské Podhradie Šášovské Peage with new R1 Podhradie – Zvolen Zvolen – Pustý New road I/50 Hrad – Neresnica Neresnica – Šahy Existing road I/66 Marginal road Svidník – Lipníky – Existing roads I/73 and I/68 network TEN-T, Prešov corridor R4 Prešov north New expressway R4 bypass Prešov/west - Existing motorway D1 Prešov/south - Budimír Budimír – Košice Existing road I/68 Košice - Milhosť New expressway R4 Other expressways, Motorway crossing Existing R1 R1 Trnava – Nitra/west Nitra/west – New R1 Beladice – Tekovské Nemce Tekovské Nemce - Existing R1 Žarnovica Žarnovica – New R1 Šášovské Podhradie - Budča Budča – Banská Existing R1 Bystrica Other expressways, Drietoma – Existing road I/50 R2 Bánovce nad Beb. Bánovce nad Beb. New R2 bypass Bánovce nad Beb – Existing road I/50 Prievidza – Žiar nad Hronom Žiar nad Hronom – Peage with new R1 Zvolen Zvolen – Pstruša Existing road I/50

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Pstruša - Kriváň New R2 Kriváň – Lučenec - Existing road I/50 Ožďany Ožďany-bypass Existing R2 Ožďany - New R2 Zacharovce Zacharovce - Bátka Existing road I/50 Bátka – Figa New R2 Figa – Tornaľa Existing R2 bypass Tornaľa – Rožňava Existing road I/50 – Košice Other expressways, Trstená bypass New road shifting I/59 R3 in Orava Trstená – Horná Existing road I/59 Lehota Horná Lehota – Road shifting I/59 Oravský Podzámok – Dolný Kubín Dolný Kubín – Existing road I/70 Kraľovany Other expressways, Svrčinovec – state Existing road I/11 R5 border SR/ČR Other expressways, Motorway crossing Existing R6 R6 D1 Beluša - Púchov Púchov - Strelenka Existing I/49 Other expressways, Bratislava – Existing road I/63 R7 Dunajská Streda Nové Zámky - Existing road I/75 Lučenec Road network (I. Town bypasses, shifting, category) reconstruction of roads (I. category) according to indicative register 5 Development of Renovation of railway trffic railway public means for regional and Railway public passenger service international transport on passenger service electrified and non-electrified railway tracks 6 Management, Status with technical support monitoring, evaluation Technical support and publicity support of OPT

Graphic display of realisation alternative is processed in diagrams 3 and 4. Comparison of realisation alternative with residential structure, proposed sides of community importance, protected special protected areas and with legislative protected areas in National structure of protected areas is presented in diagrams 5 to 12.

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IV.1.2 Assessment of realisation alternative impacts The assessment of realisation alternative (OPT) is done in structure: • Traffic infrastructure localised on routes in major multimodal corridors TEN-T and marginal TEN-T network as one whole, • Traffic infrastructure divided according to assumed status of priority axes (see Table 20).

Table 20 Content of priority axes

Priority axes of OP on Cohesive fund level Major activities within priority axis (Measures)

Priority axis 1 Modernisation and development of railway tracks (TEN- T + other tracks in accordance with regulation for Railway infrastructure Cohesive fund) Priority axis 2 Construction of motorways (TEN-T) Road infrastructure (TEN-T) Priority axis 3 Network construction of basic public terminals for intermodal transport Infrastructure for intermodal transport Priority axes of OP on ERDF level Major activities within priority axis (Measures) Priority axis 4 Construction of expressways Road infrastructure (expressways and roads of I. Modernisation and construction roads of I. category category) Priority axis 5 Development of Railway public passenger service Railway public passenger service Priority axis 6 Management, monitoring, evaluation and publicity support of OPT Technical support

General assessment of technical support benefits (OPT) is a part of evaluation. A/ Aggregate indicator: Environmental consequences of traffic A.1 Transport system TEN-T as complex Context of aggregate indicator in OPT is tied with negative impacts in environment. Specific effects of negative influence are object of individual priority axes assessment. However, it is necessary to investigate the environmental impact in urban areas in relation to satisfaction of transport demands – environment transport effectiveness – in context of whole transport system TEN-T. Factor of growth rate of transport and traffic performance does not affect absolutely the operation of new infrastructure capacity in dependence on economic production because it depends on number of other mainly societal and economic determinants. Obviously, economic transport processes came into effective position in open market and it does not impend danger of unreasonable growth. It is expected that actual decrease in volume of transport performance will be compensate by slow increase of transport performance in respect of economic growth forecast. New modernised traffic infrastructure should enable intermodality where economic sector will have opportunity of choice between more transport modes.

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Relationship between GDP growth and pollutants production is apart from economic context complicated by problems of technology development and environmentally acceptability of mobile means of transport, pricing policy in the area of energy and fuel. Diversification possibility of transport processes on more than two transport modes is acceptable way on current level of knowledge trends that could improve environmentally range of transport structure in Slovak republic. Realisation alternative support these transport modes: road, railway and intermodal. Railway and intermodal transport has become alternative against environmentally unfriendly road transport. Even though it is not possible to assume whether railway and intermodal transport may substitute the road transport. Operational program establishes more qualitative conditions for mutual synergic influence of transport structure. Selection of given transport modes was correct. However, environmental effectiveness of railway and multimodal transport fit into the more spatial context as is the area of Slovak republic. This effectiveness is given by its operational attractiveness on longer transport distances. Support of such transport modes in Slovakia is therefore reciprocally important with regard to countries of EU. Impact assessment of transport system TEN-T as a whole is positive through indicator of environmental transport effectiveness. Effect on environmental consequences will be indirect, permanent or temporary of impact is hard to assess because it depends on development of number determinants from other sectors.

A.2 Priority axis 1 Proposed modernisation and electrification of railway tracks, railway junctions, shunting yards and new railway tracks will positively affect all indicators of impact on urbanised environment, except partial area fragmentation (new tracks in Bratislava) and waste production from transport (replacement of great gravel volume or more precisely its recycling on superstructures of modernised tracks). These problems are solved on EIA level. Impact assessment of priority axis 1 through the indicators of environmental transport impacts is markedly positive and it will have direct nationwide and international range and permanent character. Realization of priority axis 1 do not directly affect natural environment and protected areas because activities should be realized mainly in existing corridors and out of protected areas. We assess the impact on land take as negative that will be necessary at solution of tracks modernisation. The impact will show itself only on local level. Impact on PWMA will be negligible by observing of relevant rules.

A.3 Priority axis 2 Construction of motorways and expressways is the answer to social and economic demands, asked on appropriate fast, sufficient capacity, quality and safer road transport that covers European, international and nationwide functional dimensions. However, road transport presents one of the less acceptable transport modes. Realisation of priority axis 2 will not have direct, negative and permanent impact of large scale on fragmentation of urbanised environment because motorways provide transit and are projected out of urbanised environment (parallel existing roads are maintained by residents). In term of natural environment have motorways negative and permanent impact on fragmentation of area.

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Realisation of priority axis 2 will have direct and positive influence in relation to motorway network on energy consumption. Fuel consumption of motor vehicles depends on various factors whereas especially advanced technology of vehicles dominates. Motorway as capacity road will be able to facilitate the movement of traffic without congestion that negative influence on fuel consumption on most road sections. Realisation of priority axis 2 will have direct, very positive influence of large scale and permanent character on pollutant and noise formation from transport and on traffic accidents in urban areas. Motorway routes will divert traffic away from urban areas on environmentally heavier traffic sections of TEN-T corridors whereby there will be created conditions for reducing of environment impacts from transport. By bridging of motorway D1 over Považská Bystrica will be made assumptions for elimination of traffic noise and for distinctive improvement of traffic safety in the town. Elimination of pollutants from traffic will remain on same quality level in this town. It considers about realisation of motorway section Hričovské Podhradie – Žilina – Martin – Turany within Operational program or more precisely within program of motorway funding in PPP form. In conjunction with possible unrealisation of this section rise the risk that section outside urban area with long-term highest accident frequency in Slovakia remain in original situation without motorway. Deterioration of intolerable road safety situation, increase of critical level of emission and noise will be consequence of such situation on existing road I/18 in Žilina and Martin. At the same time other solutions are searching in respect of solution acceleration of given section by capacity improvement of road I/18. Similar negative impacts on environment rise in the case if it does not come to realisation of motorway D1 in section Hubová – Ivachnová (Ružomberok will be affected) and Prešov. Realisation of priority axis 2 will have direct, permanent negative impact on soil, which will be exempt from soil reverses. Activities of OP T are directed on areas with lower soil quality and it does not come to threat or to protected land taking. Realisation of priority axis 2 will have direct and negative impact on protected areas and TSES. There is higher probability of influence SKUEV 0253 Váh River, on motorway sections D1 Hubová – Ivachnová and D1 Turany - Hubová. It could come to fragmentation risk, influence of biotopes and to the functionality reduction of transregional biocorridor. Proposed special protection area No. 13 Malá Fatra and sides of community importance SKUEV 0238 Veľká Fatra, SKUEV 0252 Malá Fatra, SKUEV 0254 Močiar will be affected just marginally. Impacts character and appropriate measures are solved on EIA level. Importance of these impacts is possible to evaluate in term of strategic document level as less important. There are protected areas - NP Malá Fatra, PA NP Veľká Fatra within the grasp of negative impacts from corridor. In these areas is expected indirect impact. Key conflict area could be especially Kraľoviansky meander where will be necessary to solve the construction very sensitively. Impact could be very negative in this area what will be solved on EIA process level. It is assumed marginal influence and contact with boundary of LPA Kysuce on D3 section – Kysucké Nové Mesto – Čadca. There are small-area protected areas (Kysucká Brána, Brodnianka, Rochovica) on motorway corridor D3, on section Žilina/Brodno – Kysucké Nové Mesto where could show negative effects from motorway construction. It is expected influence of transregional terrestrial and hydric biocorridors on proposed sections of motorway D3 as for border with Poland. Measures are solved on EIA level. Direct and temporary occurring negative impact on protected areas will be developed by construction of various tunnel sections. Influence on migratory corridors will be expressively negative. It will come to the influence of various hydric and terrestrial biocorridors where impact is possible to reduce by technical solution of buildings and by environmental measures.

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However traffic corridors are positions from which person perceive the land and surrounding. It is necessary to limit optic land pollution at realisation of Operational program Transport that expands especially along long-distance transport lines. Problems are billboards that are arranged on horizons of panoramas and apertures. Realisation of priority axis 2 will have very small negative influence on protected water management areas. All of the D3 sections are located into PWMA Beskydy and Javorníky. PWMA endanger is possible only by failure of human factor at accidents or by strong violation of conditions for PWMA protection.

A.4 Priority axis 3 Realisation of priority axis 3 – network of basic public terminals for intermodal transport – will have indirect, positive impact of permanent character on fuel consumption, pollutant formation and on accidents in urban areas. By diversion of transport performance from road on intermodal transport will be reduced transport load of roads that will result in reducing environmental load. Degree of shifted transport from roads is currently hard to quantify. Realisation of priority axis 3 will have no relevant impact on open land, water management protection, area protection and land system of ecologic stability. Realisation of priority axis 3 will have negligible or none impact on generating of traffic noise, territory fragmentation.

A.6 Priority axis 4 Realisation of priority axis 3 will have no direct negative and permanent impact on urban environment fragmentation generating because expressways provide transit transport. They are projected out of urban environment (parallel existing roads mostly of I. category services the residences. Expressways have negative and permanent influence on territory fragmentation from environmental point of view. Realisation of priority axis 4 will have positive impact – in relation to network of expressways and roads of I. category – on energy consumption in transport. Fuel consumption depends on various factors whereas technology development dominates. Capacity traffic road as expressways and bypasses are will enable continuous traffic without congestions that have negative impact on fuel consumption. Realisation of priority axis 4 will have direct, very positive influence of local (bypasses) or large scale (expressways) and permanent character on traffic emissions formation, traffic noise and accidents in urban areas. Expressway and bypass routes will divert the transport out of built-up areas. There will be created conditions for reducing of environmental impacts from transport. It is necessary to solve territorial service and transit transport on road section I/18 Žilina – Dubná skala until construction of motorway D1 (Hričovské Podhradie – Turany) will finish. It is considered with reconstruction of road I/18 with maximum possible enlargement at providing of necessary environment measures in order to risk elimination. Realisation of priority axis 4 will have no direct negative influence on protected areas and biodiversity. We assess the impact as less important. Indirect influence is supposed for several sides of community importance. There will be marginally affected proposed special protection areas as Cerová vrchovina (R2 Ožďany-Zacharovce), Poľana (R2 Pstruša – Kriváň), Košická kotlina (R4 Košice – state border SR/MR Milhosť).

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Realisation of priority axis 4 will have very low or minor negative influence on protected water management areas. Threat of PWMA is possible only by failure of human factor at accidents or by severe violation of rules for PWMA protection. We assess influence on land taking in order to construction of expressways as negative. Impact on protected water management areas will be insignificant by observing of given rules. Impact on migratory corridors will be partially negative and it will come to influence of various hydric and terrestrial biocorridors, impact is possible to reduce by technical solutions of buildings and by environmental measures within EIA process.

A.7 Priority axis 5 Priority axis 5 considers with renovation of mobile means for regional railway transport. New mobile means of regional railway transport will meet strict traffic and safety criteria and at the same time environmental criteria. Acceptable quality of operation parameters for new mobile means could improve division of transport labour of regional transport towards the railway transport. Realisation of measures in priority axis 5 can implicitly bring tendency directing to reducing of fuel consumption and emission traffic load of environment. Currently it is necessary to evaluate the impact of priority axis 5 as hard mediate able but potentially positive.

B/ Aggregate indicator: Demand for transport, intensity of transport and division of transport labour. B.1 Transport system TEN-T as whole Transport intensity, transport performance of passenger and freight transport (road and railway) are extremely concentrated in corridor Bratislava – Trnava - Žilina – Košice. It is possible to connect also line Trnava – Nitra – Banská Bystrica to given corridor in road transport. Actual volume of intermodal transport is minimal in compare with road and railway transport because are concentrated to line Bratislava – Žilina – Košice. Connection of Slovak transport system to European network are the strongest in corridors Bratislava – Vienna (roads and railways), Bratislava – Brno (roads and railways) and Žilina – Čadca – Ostrava (roads and railways). Considering realisation alternative with construction motorway and modernised railway infrastructure in corridor Bratislava – Žilina – Košice, Žilina – Čadca – Svrčinovec - state border SR/Poland and railway infrastructure Bratislava – state border SR/Austria and electrification of railway track Zvolen – Fiľakovo - Košice. Homogeneous layout of priority European south-northern corridor Gdaňsk – Katowice – Vienna through territory in line Žywiec - Čadca – Žilina – Bratislava – Vienna is necessary for Slovak republic. On southern side of Slovak republic in Bratislava are included in program projects provided modernised railway connection with Austria. Purposes of department consider with speed road connection of program motorway D3 from Svrčinovec to state border with Czech Republic where is in realisation the construction of four-laned road adhering on expressway R48 in Czech Republic and in its extension on locality Hyundai in Nošovice. It does not consider with continuous connection of modernised railway track in section from Krásno nad Kysucou to state border with Czech Republic in this operational program Moreover it is considered with activities in area of railway tracks (II. category) electrification of track Zvolen – Fiľakovo – Košice in indicative program as well as of track Bánovce nad Ondavou – Humenné.

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As whole we can evaluate the realisation concurrency of motorway, railway program within main multimodal corridors TEN-T. Impact assessment of transport system TEN-T as whole through indicators transport demand, transport intensity and division of transport labour is positive with regional and transregional benefits of long-term character.

B.2 Priority axis 1 Proposed sections of railway tracks modernisation occur in corridors with highest transport demand and highest intensity of railway transport. Electrification of railway track Zvolen – Fiľakovo – Košice is in accordance with place of track to TEN-T network. However transport performance of track and transport demand are not on level of corridor No. V TEN-T. Electrification of track (3. category) Bánovce nad Ondavou – Humenné is on account of transport intensity and transport demand hard reasonable but with environmental impact. Despite the fact that project stock is only indicative this project is fully applicable. Impact assessment of priority axis 1 through the indicators as transport demand, transport intensity and division of transport labour is positive while regional and transregional benefits are of long-term character. There are above mentioned reserves of program optimization which could provide its former positive projection on whole territory of Slovakia with long-term functional benefit.

B.3 Priority axis 2 The highest demand for road transport is in transport-gravitational centres and between corridor sections which are urbanised, settled with high density and connects these centres within Slovak republic. Projection of given dispositions is transport intensity on road network. Long-term high transport volume in rural area on roads that are routes of coming motorways occurs on Považský corridor between Považská Bystrica, Žilina and Ružomberok. Same situation is on sections along Vysoké Tatry and around Prešov. The highest transport volumes within rural area are on road section between Žilina and Martin. Recorded transport intensity was 21 to 23 thousands vehicles per day in 2005. Transport forecasting with outlook until 2040 on section expects 3,3 multiple growth transport intensity of passenger cars and 2,63 multiple growth transport intensity of heavy vehicles. Projected scenario proposes transport volume in section between Žilina and Martin that equals 70 thousands regular vehicles per day. Motorway network will not be fully operational without construction of motorway D1 on section Žilina-Martin with four traffic lanes. There is partial and temporary solution in light of capacity demands. Solution is the reconstruction of road I/18 in its origin route as road of I. category. Capacity of existing roads on routes of projected motorways is in any sections expressively exceeded since 2000 (Beluša – Považská Bystrica – Žilina – Martin – Kraľovany, in section below Vysoké Tatry and around Prešov). The highest (more than 3 times) exceeding of road capacity on rural road section was found on road I/18 between Žilina and Martin in 2000. It is considered with realisation of motorway section Hričovské Podhradie – Žilina – Martin – Turany either within operational program or in program of motorway financing in the form of PPP. If will not come to realisation through PPP or to reconstruction of road I/18 (within priority axis 5) it rises the risk that rural road section with long-term highest transport intensity remain in original condition without transport solution. Impact assessment of priority axis 2 through indicators as transport demand, transport intensity and division of transport labour is positive while with regional and transregional benefit (diversion of high transport intensity from urban areas) of short- term character (not finished motorway D1 Bratislava – Žilina – Košice and D3). We can

50 Evaluation report on strategic document “Operational programme Transport 2007 – 2013” according to Act No. 24/2006 Coll. indicate the impact as negative without realisation of reconstruction of road I/18 or section Hričovské Podhradie – Žilina – Martin – Turany.

B.4 Priority axis 3 Basic network of public terminals for intermodal transport absents in Slovakia. Realisation alternative intends the construction of four basic terminals. New terminals are unavoidable condition for operation stimulation of intermodal transport, for increase of transport volumes and for change of division of transport labour in favour of environmentally friendlier transport modes. Realisation of priority axis 3 – basic network of public terminals for intermodal transport – will have direct and positive influence of permanent character on transport volume increase of intermodal transport and change in division of transport labour.

B.6 Priority axis 4 The highest demand for road transport is in transport-gravitational centres and between corridor sections which are urbanised, settled with high density and connects these centres within Slovak republic. Projection of given dispositions is transport intensity on road network. Long-term high transport volume in rural area on routes of marginal TEN-T network and on rotes of projected expressways and roads of I. category. Transport volumes range between interval 17 thousands to 20 thousands vehicles per day on expressway corridor R1 Nitra – Tekovské Nemce and on section Žiar nad Hronom – Budča (peage of projected expressways R1, R2 and R3) in interval 19 thousands to 21 thousands vehicles per day. This section is with the highest transport volume on whole projected expressways network. Transport forecasting with outlook until 2040 proposes 2,35 multiple increase of transport volume of passenger vehicles and 2,08 multiple increase of transport volume of heavy vehicles on section. This expected scenario assumes transport volume on section between Hronská Breznica and Budča around 48 thousands regular vehicles per day. Presently there is carried out capacitive sufficient road with four traffic lanes on existing section. Some essentials absent for expressway. Construction of expressway R1 with four traffic lanes is rightful. Transport intensity had exceeded standard available capacity on continuous roads in expressway corridor R1 Nitra – Šášovské Podhradie according to traffic counting as early as 2000. Expressway network consist of forthcoming roads R1 to R7 in Slovakia. Besides mentioned road R1 is four-laned layout rightful on basis of transport forecasting until 2040 only on roads R2 in continuous section Trenčín – Bánovce nad Bebravou – Prievidza, Zvolen – Rimavská Sobota, R4 in continuous section of northern bypass of town Prešov and R5 in whole section. For connection between Košice and state border SR/MR in Milhosť is sufficient two- laned layout of expressway R4. Special problem is expressway R5 which assumed length does not overreach 5 km. There are extended motorway (D3) intersection legs in Svrčinovec in this case. Motorway D3 including given intersection in Svrčinovec is integrated to construction program of operational program. Czech Republic start with road construction with four-laned carriageway which connect expressway R48 with border crossing in Slovakia in Svrčinovec. On account of routing coordination of traffic flows between Slovak and Czech Republic is optimal to arrange the realisation of expressway R5 at the same time as in Czech Republic and parallel with realisation of motorway section D3 Čadca – Svrčinovec – Skalité. Realisation of priority axis 4 will have direct, positive influence of local (town bypasses on routes of roads of I. category and on partial sections of expressways) or

51 Evaluation report on strategic document “Operational programme Transport 2007 – 2013” according to Act No. 24/2006 Coll. transregional extent (expressway R1) of permanent character on road traffic flow routing and transport intensity in urban area.

B.7 Priority axis 5 Priority axis 5 considers with renovation of mobile means for regional railway transport. Influence of priority axis on transport demand, transport intensity and division of transport labour is high positive with respect to expected higher quality of transport services of regional passenger railway transport. It requires more complex approach in forming of regional transport policies on base of transport service integration with emphasis of supporting role of railway transport. C/ Aggregate indicator: Land and transport planning, transport services in area C.1 Transport system TEN-T as whole There was defined stabilized structure of transport regions in Slovakia within KURS 2001: • Bratislava • Southwestern Slovakia consists of Trnava and Nitra regions • Northwestern Slovakia consists of Trenčín and Žilina region • Central Slovakia consists of Banská Bystrica region • Eastern Slovakia consists of Prešov and Košice region. In sense of chapter III, target of sustainable mobility is possible to reach only under acceptance conditions of native resident and transport structures in context of transport regionalisation of Slovakia. Other structure of transport regions – for example in form of NUTS 2 Bratislava, West, Central, East – prevent to be approach of transport sector environmental friendlier. Even though that between Bratislava and south-western Slovakia is intensive resident and transport attachment, dividing on two regions is reasonable by specific position of Bratislava as capital city with direct linkage on European metropolitan region of Vienna. Realisation alternative that respects obligatory part of KURS 2001 and above mentioned principles of effective transport service of Slovakia through localisation of major transport corridors into urbanised axes of transport regions. Effective and environmental friendly service of state territory is set on providing of transregional public and private services, economic and transport equipment in residential centres Bratislava, Žilina – Martin, Banská Bystrica – Zvolen, Košice – Prešov. Localisation of transport infrastructure maintains and develops natural cohesion of regions. Impact assessment of transport system TEN-T as whole through indicators as mutual interlacing of transport and landscape planning and transport service is very positive, in long-term horizon represents benefit for whole territory of Slovak republic. C.2 Priority axis 1 Projects propose for railway transport (except electrification of railway track Bánovce nad Ondavou – Humenné) meet priorities of transport service of state territory. Project of track electrification has regional character. Impact assessment of priority axis 2 through indicators as transport service and accessibility of territory is evidently direct and positive. It will not have a nationwide impact it will influence in transregional context.

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C.3 Priority axis 2 Motorway network in Slovakia is drafted in a sense of state transport policy which proceeds from international feedback of domestic and interregional transport demands, principles of transport regionalisation will provide directly or indirectly for connection of transport regions of Slovakia with EU countries. According to data in tables (Chapter III) it provides the best parameters of transport service of state territory. Impact assessment of priority axis 2 through indicators as transport service and accessibility of territory is evidently direct and positive. It will not have a nationwide impact but it will influence in transregional context in 2013.

C.4 Priority axis 3 Basic public terminal network for intermodal transport is located in residential centres which are gravitational centres of transport regions (Bratislava, Žilina, Košice, Zvolen). Impact assessment of priority axis 3 through indicators as transport service and accessibility of territory and access to economic and transport services is very direct and positive. The impact will influence on nationwide context after network finishing.

C.6 Priority axis 4 Marginal road network TEN-T with expressways R3 and R4 should enable access of regions on major TEN-T corridors. Expressways R1, R2, R5 and R6 complete structure of mutual residential centres connection in Slovakia and with neighbouring countries. Presented status reproduces the priorities that are given by transport intensity relations. Realisation of town bypasses, solution of capacity gaps of black spots and critical situations (landslide and floods) on road network (I. category) have significant positive influence on local and regional level. It presents interlacing of territorial and transport planning on local level. Impact assessment of priority axis 4 through indicators as transport service and accessibility of territory is evidently direct and positive. It will not have a nationwide impact but it will influence on transregional context in 2013.

C.7 Priority axis 5 Content of priority axis 5 does not meet of assessed indicator. D/ Aggregate indicator: Using of existing transport infrastructure and investments directing to road infrastructure. D.1 Transport network TEN-T as whole Capacity using of transport infrastructure is closely connected with transport demand, transport intensity and transport growth forecasting. Assessment of this indicator will be similar as in case of indicator of transport demand and transport intensity. Realisation alternative in Operational program Transport assumes financial plan for period 2007 – 2013. There are given EU funds including co-financing from national sources. Indicator of investment to transport infrastructure is not possible to evaluate. Partial evaluation according to EU sources is in respect of volume of financial resources positive for environmental friendlier railway transport.

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Table 21 OPT financial plan in classification by priority axes, without co-financing resources

Priority axes Main activities in framework of Priority EU Percentage Fund axis (Measures) resources [mil. EURO] Priority axis 1 Modernisation and development of railway tracks (TEN-T + other tracks in 1 254,54 39,12 CF Railway infrastructure compliance with the regulation for Cohesion fund) Priority axis 2 Motorways construction (TEN-T) 972,33 30,32 CF Road Infrastructure (TEN-T) Priority axis 3 Construction of main public intermodal terminals network 102,62 3,20 C F Intermodal transport infrastructure Priority axis 4 Expressways construction Road infrastructure (expressways Modernisation and I. class road 740,79 23,10 ERDF and I. class roads) construction Priority axis 5 Railway public passenger transport development 88,51 2,76 ERDF Railway public passenger transport Priority axis 6 Support of OPT management, monitoring, assessment and publicity 48,10 1,50 CF Technical assistance Total - 3 206,90 100

E/ Aggregate indicator: Introduction of new technologies in transport, vehicle fleet size and condition E.7 Priority axis 5 Realisation alternative suggests the renewal proceeding of railway vehicles for regional and inter-regional transport on electrified and non-electrified tracks, the mobility support of mobility and orientation handicapped passengers, the support of regional and suburban transport. New railway vehicles shall also satisfy the strict environmental operation requirements, in course of valid STN (Slovak technical standards). In term of environmental impact of their operation, there are important parameters of: • exhaust gases emissions • noise • visual pollution • vibrations • particular matters and odour production • waste production • electromagnetic interference. It depends on the type and sort of new railway transport, which are going to be the subject of this priority axis realisation. Their parameters will be decisive for fulfilment of requested values of mentioned parameters. The valuation of priority axis 5 impact could be characterised on general level through the vehicle fleet size and condition in conjunction with new technologies introduction. The renewal of railway vehicles as well as the support of mobility and orientation handicapped passenger will have direct and positive environmental effect. It is not possible to specify the effect scale and its time character.

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F/ Aggregate indicator: Utilisation of environmental management tools F.1 TEN-T transport network as a whole The realisation process of realisation alternative measures is a subject to the provisions laid down by Act No. 24/2006 Coll. on environmental impacts assessment and on the amendment of some acts. Ever since 1994 the construction actions included in the indicative list of projects are passing an impacts appraisal within the frame of pre-investment preparation. (the Act No. 127/1994 Coll. effectiveness on environmental impacts assessment). The functionality of environmental management in transport sector is conditional by transport-engineering sphere knowledge. It results from the mechanism of transport operation environmental effect. The support of general urban traffic plans, elaborated parallel to the land-use planning, is an advisable solution. Thematically, this problem and problem of public opinion on transport in relation to the environment belongs into the Priority axis 6 Technical assistance as well. The assessment of realisation alternative in view of environmental management tools utilisation is positive, with long-term character. It is possible to increase the effectiveness of environmental management trough the more intensive utilisation of transport engineering tools. G/ Evaluation – Priority axis 6 Priority axis Technical assistance 6 activities are focused on the support of OPT (Operational programme transport) management, monitoring and publicity. The environmental effect assessment, resulting from mentioned activities has a cross-section character within the frame of all priority axes support.

V. Proposed measures for prevention, elimination, minimisation and compensation of environment and health effects

V.1. Measures for diversion, reduction or mitigation of potential significant negative environment effects including health, which could result from the realisation of strategic document

Negative effects of OPT on natural environment, protected areas, TSES (Territorial System of Ecological Stability), natural resources (water, soil) in zero alternative as well as realisation alternative were evaluated by indicators. Each of the evaluated OPT environmental effects were evaluated as less substantial on the SEA level. It is not realistic to consider the elimination of potential negative effect of infrastructure by limiting its operation, as well as it is not realistic to consider the re-routing of defined transport corridors, whereas there are no superior environmental alternatives in Slovak Republic. Therefore it is necessary to solve the identified negative effects, resulting from territorial OPT activities plan and protected areas of TSES elements, PWMA (Protected Water Management Areas) as well as the measures to reduce these effects, on the EIA level. The subjects of measures for the prevention or elimination in realisation alternative assessment are the identified negative environmental effects resulting from the application of possible realisation alternative risks.

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Table 22 Table of realisation alternative risks

1. Socio-political risks 1.1 Politically suggestible priorities tendency Risk specification Environmental impact Tools and measures for the risks suppression The Slovak development vision OPT proposal along with projects Basically it is concerning the requires a stability of its acceptation. financed out of this framework is set to increase of legislative OPT 2007 – 2013 falls within the achieve the objective of sustainable effectuality and exactness of cognizance of two regularly elected mobility. approach to infrastructure Slovak governments. The changes in planning. There are two government programmes could turn essential steps possible: into principle changes of superior transport infrastructure localisation. 1/ The approval of KURS 2001 (Slovak Spatial Development Perspective) in the parliament 2/ Elaboration of General transport plan of the Slovak Republic (a complex material for all transport modes), its approval by the Slovak government as the superior transport-planning document of the Slovak Republic with clearly set priorities of infrastructure building. 1.2 Enforcement of regionally and locally motivated requests for creation of European and trans-national transport infrastructure in Slovakia Risk specification Environmental impact Tools and measures for the risks suppression Slovakia is taken as a whole in The change of TEN-T network KURS 2001 (Slovak Spatial relation to TEN-T infrastructure. The localisation will tend against the Development Perspective) task of the state is to provide for the development sustainability of the whole most effective state connection to the community, it will preclude achieving Observance of approved TEN-T network so that the main the objective of sustainable mobility, KURS 2001 domestic spatial coherency would be and it will prove itself on the living Observance of the Transport taken into account. The liability to quality of the population. With the policy of the Slovak Republic regionally motivated and exact non- change of TEN-T network localisation until 2015, or the Transport justifiable priorities deforms the out of the main residential corridors, policy action plans, eventually effective setting of TEN-T network in especially into countryside areas, all of the elaboration of General Slovakia. the important elements of their transport plan. environment will be negatively affected. Elaboration of regional transport policies on regional level.

2. Technical problem risks 2.1 The breach of the OPT projects realisation sequentiality Risk specification Environmental impact Tools and measures for the risks suppression The realisation of the projects has its The generation of infrastructure's bottlenecks 1. Sufficient optimal asset for the transport caused by by-passing some communications advance of pre- system functionality, if it is sections (for example the motorway D1 – Považská investment and performed in a specific sequentiality. Bystrica). The bottlenecks are the reason of investment However, many negatively affecting congestions with consequential increase of noise preparation. factors affect the OPT projects stress, increase of transport emissions production initialisation. and increase of the accident rate.

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VI. Reasons for the selection of considered alternatives and description of the way the assessment was performed, including difficulties with needed information providing, e.g. technical limitations or uncertainties OPT environmental effect assessment is performed through proposed activities appraisal – measures in respect of reference objectives. Reference objectives are defined generally, they have direct causal relation with the OPT content. They were taken over from the European Environment Agency, Copenhagen, which elaborated it within the frame of transport and environment relation monitoring project (TERM). The reference objectives system of aggregated and detailed indicators was modified for the OPT conditions. Realisation and zero alternative assessment is performed through the same indicators system. More extensive indicators specification and connections with the operational programme are mentioned in Chapter III. and in Annex 1 as well. The structure of verbal evaluation of effects is presented in Table 23. The SEA level doesn't allow performing the total assessment scope for all measures by strictly exact way. Commented way of assessing the trends caused by realisation of measures and activities was selected. The comments have a support in Chapter III.1, which indicates exact assessment of state by single detailed indicators. The effects assessment uses verbal, mutually combined scale of effect, scope and character. Table 23 Effects assessment table

Effect Effect character Aerial extent of the effect Time character of the effect Markedly positive Direct Large, nationwide Permanent Demonstrably positive Indirect, mediated Medium, regional Temporary Negligible, hardly capable of Low, local Short-term mediation, none Demonstrably negative Markedly negative Within the assessment, through the indicators, answers were found to question "What direction and what reach will the consequent condition of the transport infrastructure of realisation alternative affect the environment and how it will fulfil defined reference objectives".

VII. Proposal for monitoring of the environmental effects including health effects Operational Programme Transport includes a measurable indicators system, which allows the monitoring of the programme realisation on the level of programme as a whole and on the level of single priority axes. Monitoring will be performed trough indicators, which observe the programme realisation and assess its efficiency in relation to the defined objectives. SEA proposes to amend or adjust defined indicators with indicators monitoring assumed environmental effect of realised activities as it is shown in Tables 24 and 25.

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Table 24 Amendment of Priority axis 2 indicators Original table

Code Indicator name Unit Indicator type Initial status Final status Source Built motorways length TEN-T km Output of which Other Time savings min. Result

Amended table

Indicator Initial Final Code Indicator name Unit Source type status status Length of built TEN- km Output T motorways Time savings min. Result MTPT SR (Ministry of Accident rate Transport, Posts and accident/1km.1year Impact reduction Telecommunications of the Slovak Republic) Reduction of Number of inhabitants, inhabitants number ÚVZ (Public Health Authority affected by noise intensity affected with noise Impact of the Slovak Republic), noise reduce caused by road from road transport maps transport operation operation

Table 25 Amendment of Priority axis 4 indicators Original table

Indicator Initial Final Code Indicator name Unit Source type status status Length of built expressways km Output 89 Length of modernised motorways km Output Number of removed collision points (critical accident Number Result locations, crossroads etc.) Time savings min. Result

Amended table

Indicator Initial Final Code Indicator name Unit Source type status status Length of built km Output 89 expressways Length of modernised km Output motorways Number of removed NDS (National Motorway collision points (critical Number Result Company), SSC (Slovak accident locations, Road Administration) crossroads etc.) Time savings min. Result Reduction of inhabitants Number of inhabitants, ÚVZ (Public Health number affected with affected by noise intensity Impact Authority of the Slovak noise from road transport reduce caused by road Republic), noise maps operation transport operation

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VIII. Presumed significant cross-border environmental effects including health effects Superior transport network of the Slovak Republic – which is subject to Operational Programme Transport – has its own international and European. Therefore it is natural that some transport constructions included in preliminary indicative list will directly handle border areas and will end on border crossings. Direct environmental effects going beyond state borders are presumed in areas, where the infrastructure is connecting to neighbour countries infrastructure. Appearance of potential cross-border effects is presented in Table 26. Aerial harmonisation of superior infrastructure localisation in border area has been performed and the process of its specification through bilateral agreements is still continually in progress. Table 26 Table of potential cross-border effects

Priority axis Activity – project Border Localisation 1 Track electrification SR/Austria Devínska Nová Ves – Marcheg Doubling of existing track Bratislava/Petržalka – Kitsee Modernisation of IV. Corridor track SR/CR Bratislava-Kúty state border 2 Motorway D3 SR/PR Svrčinovec - Skalité 5 Expressway R4 SR/MR Košice - Milhosť Road I/67 Kráľ – state border Road I/71 Lučenec – state border Road I/59 SR/PR Trstená obchvat Noted projects are undergoing the process of environmental effects assessment on the EIA level. Within it, potential cross-border impact is identified and solved. IX. Non-technical summary of provided information Operational Programme a document of strategic significance in field of transport with environmental impact. In its development line it is connected to the cross-sectional and sectoral documents, which were approved on the level of National Council of the Slovak Republic and Government of the Slovak Republic already in the past. The diction of Act No. 24/2006 Coll. on environmental effects appraisal and on the amendment of some acts, as well as the assessment scope set by Ministry of environment of the Slovak Republic, they determine to assess – besides the realisation alternative of Operational Programme Transport, which was submitted to the approval by the Ministry of Transport, Posts and Telecommunications of the Slovak Republic – the zero alternative as well. For the assessment purposes the zero alternative is defined by the present state of relevant transport infrastructure. Therefore, existing operated segments of objective infrastructure were taken into an account, together with the infrastructure segments in the process of construction they were considered as finished and put into operation in their projected measure. More detailed specification of environment condition is focused on the effects directly or indirectly affected by transport sector. The specification is elaborated in the form of assessment of relevant indicators from zero and realisation alternative. The OPT realisation alternative assessment is processed in structure: • Transport infrastructure localised in routes of major multimodal TEN–T corridors and supplementary TEN–T networks as a whole,

• Transport infrastructure classified by assumed state of priority axes

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Operational Programme Transport negative effects on natural environment, protected areas, TSES, natural resources (water, soil) were assessed by indicators in zero and realisation alternative as well. All the assessed OPT environmental effects were evaluated as less substantial on the SEA level. It is not realistic to consider the elimination of potential negative effect of infrastructure by limiting its operation, as well as it is not realistic to consider the re- routing of defined transport corridors, whereas there are no superior environmental alternatives in Slovak Republic. Therefore it is necessary to solve the identified negative effects, resulting from territorial OPT activities plan and protected areas, TSES elements, PWMA (Protected Water Management Areas) as well as the measures to reduce these effects, is being solved on the EIA level. The subjects of measures for the prevention or elimination in realisation alternative assessment are the identified negative environmental effects resulting from the application of possible realisation alternative risks. OPT environmental effect assessment is performed through proposed activities appraisal – measures in respect of reference objectives. Reference objectives are defined generally, they have direct causal relation with the OPT content. They were taken over from the European Environment Agency, Copenhagen, which elaborated it within the frame of transport and environment relation monitoring project (TERM). The reference objectives system of aggregated and detailed indicators was modified for the OPT conditions. Realisation and zero alternative assessment is performed through the same indicators system. The SEA level doesn't allow performing the total assessment scope for all measures by strictly exact way. Commented way of assessing the trends caused by realisation of measures and activities was selected. This way indicates exact assessment of state by single detailed indicators. The effects assessment uses verbal, mutually combined scale of effect, scope and character. Within the assessment, through the indicators, answers were found to question "What direction and what reach will the consequent condition of the transport infrastructure of realisation alternative affect the environment and how it will fulfil defined reference objectives".

X. Economic demands information Utilisation of transport infrastructure capacity is coherent with the transport demand, transport intensity and transport growth prognosis. Assessing the indicator of existing transport infrastructure capacity utilisation will be the same as in case of the transport demand and transport intensity indicators. OPT realisation alternative sets up a financial plan for 2007 – 2013. EU resources presented in the table, including co-financing from national resources. It is not possible to evaluate the indicator for transport infrastructure investments. Partial assessment from by the EU sources is positive, according to the amount of finances for environmentally acceptable railway transport.

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OPT financial plan in classification by priority axes, without co-financing resources

Priority axes Main activities in framework of Priority EU Percentage Fund axis (Measures) resources [mil. EURO] Priority axis 1 Modernisation and development of railway tracks (TEN-T + other tracks in 1 254,54 39,12 CF Railway infrastructure compliance with the regulation for Cohesion fund) Priority axis 2 Motorways construction (TEN-T) 972,33 30,32 CF Road Infrastructure (TEN-T) Priority axis 3 Construction of main public intermodal terminals network 102,62 3,20 C F Intermodal transport infrastructure Priority axis 4 Expressways construction Road infrastructure (expressways Modernisation and I. class road 740,79 23,10 ERDF and I. class roads) construction Priority axis 5 Railway public passenger transport development 88,51 2,76 ERDF Railway public passenger transport Priority axis 6 Support of OPT management, monitoring, assessment and publicity 48,10 1,50 CF Technical assistance Total - 3 206,90 100

61 Evaluation report on strategic document “Operational programme Transport 2007 – 2013” according to Act No. 24/2006 Coll.

Appraisal assessment, conclusions and final assessment statement Operational Programme a document of strategic significance in field of transport with environmental impact. In its development line it is connected to the cross-sectional and sectoral documents, which were approved on the level of National Council of the Slovak Republic and Government of the Slovak Republic already in the past. The Act No. 24/2006 Coll. on environmental effects appraisal imposes exhaustively the obligation to perform the appraisal for specific types of transport infrastructure. For the assessment purposes the zero alternative is defined by the present state of relevant transport infrastructure. In terms of this act provisions, there are sections of motorways, expressways and I. class roads networks, railways modernisation sections, which are subject to OPT solution, continuously assessed on the EIA level. Throughout the assessment on EIA level the variant procedure is applied, at which several proposed implementation alternatives of communication routes of relevant section are considered and the zero alternative of the section is evaluated at the same time. Throughout the assessment on the SEA level, in the terms of the Act No. 24/2006 Coll. on the appraisal of environmental impacts and on the amendment of some acts, the zero alternative was assessed as well. That is, for appraisal purpose, defined by present state of relevant infrastructure. Therefore, existing operated segments of objective infrastructure were taken into an account, together with the infrastructure segments in the process of construction they were considered as finished and put into operation in their projected measure. The specification is elaborated in the form of assessment of relevant indicators from zero and realisation alternative. The appraisal was processed in zero alternative and so called implementation variant of OPT in structure:

• Infrastructure localised on main intermodal routes of TEN-T corridors and supplementary TEN-T networks as a whole

• Infrastructure classified by expected state of OPT priority axes, incl. general appraisal of OPT technical support benefits.

The context of environmental transport effects in OPT is primarily linked with negative environmental impacts. Factual impact of negative effects is subject to evaluation of specific priority axes. However, in urbanised areas it is a need to examine the environmental effect in relation to satisfying the transport demand – so called environmental transport effectiveness – in the context of entire TEN-T infrastructure. Nevertheless the new modernised infrastructure should facilitate intermodality, in which framework, the economic sector will have a option among the transport modes. The proposition of diversification of transport processes on more transport modes is, at present level of development trend cognition, a feasible way, which enables the improvement of environmental impact in transport operation in Slovak Republic. OPT realisation alternative supports three transport systems – road, railway and intermodal. Railway and intermodal transport are the alternative to environmentally least acceptable road transport. Even though it is not possible to really presume that the railway and intermodal transport could substitute road transport in either case. OPT is establishing qualitatively better conditions for mutual and synergic activity of transport system in Slovakia. The selection of mentioned transport modes was adequate to given condition. However, the environmental effectiveness of railway and intermodal transport fits into a wider areal context than Slovakia represents. It is given by its operational attractiveness on longer transport distances. Therefore the support of these transport modes in the Slovak Republic is reciprocally significant also in respect of EU partner countries.

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Assessment of the TEN-T transport system effect as a whole by means of transport environmental effectiveness indicator is positive. In terms of transport demand, transport intensity and transport labour division indicators is the OPT evaluated positively with mostly regional contribution, whereby it is possible to assess positively the parallelism in realisation of the motorway, railway and intermodal programme on main TEN-T corridors routes as a whole. In the OPT assessment in view of land use and transport planning indicator, transport accessibility of regions, it is necessary to consider that the aim of sustainable mobility is possible to achieve under the terms of accepting the natural residential a transportation linkage in the context of transport regionalisation of Slovakia. The OPT realisation alternative, through the localisation of main transport corridors into the urbanising axes of transport regions, is respecting the binding part of "Conception of spatial development of the Slovak Republic – 2001" and principles of effective transport service of Slovak Republic. The effective and environmentally acceptable transport service of the state territory is set to provide the over-regional and regional public and private services, economic and transport equipment in settlement centres. Localisation of the infrastructure preserves and evolves the natural cohesion of regions. Assessment of the TEN-T transport system effect as a whole by indicators of mutual cohesion of transport and territorial planning and transportation accessibility is clearly positive, in long-term horizon it represents a benefit for the whole state territory. Eventual negative OPT effects on environment, protected areas, territorial system of ecological stability (TSES), natural resources (water, soil) in zero and realisation alternative, were assessed by indicators. All of assessed OPT environmental effects were evaluated on SEA level as less relevant. It is not realistic to consider the elimination of potential negative effect of infrastructure by limiting its operation, as well as it is not realistic to consider the re- routing of defined transport corridors, whereas there are no superior environmental alternatives in Slovak Republic. Therefore it is necessary to solve the identified negative effects, resulting from territorial OPT activities plan and protected areas of TSES elements, PWMA (Protected Water Management Areas) as well as the measures to reduce these effects, on the EIA level. In conclusion we state, that the assessment of OPT environmental effect has was realised through appraisal of proposed activities – measures in regard to reference objectives. The reference objectives are defined in general, they have direct causal relation with OPT content. They were taken over from the European Environment Agency, which processed them within the project for monitoring the transport and environment relation (TERM). The system of reference objectives aggregated and specific indicators has been modified according to OPT conditions. Assessment of realisation and zero alternative was processed by the means of identical indicators structure. Within the assessment, through the indicators, answers were found to question "What direction and what reach will the consequent condition of the transport infrastructure of realisation alternative affect the environment and how it will fulfil defined reference objectives". From the overall assessment of strategic document "Operational programme Transport for 2007-2013" according to the act No. 24/2006 Coll. it results that OPT:

• will have positive effect on environment of urbanised territory in Slovak Republic • will not have serious negative impact on the protected environment and country-side.

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References: 1. Správy o stave životného prostredia v Slovenskej republike v rokoch 2003 až 2005, Slovenská agentúra životného prostredia, Banská Bystrica (Reports on environment condition in the Slovak Republic in 2003 – 2005, Slovak environmental agency, Banská Bystrica) 2. Monitoring a analýza životného prostredia – záverečná správa, Výskumný ústav dopravný a.s., Žilina, 2005 (Monitoring and analysis of environment - final report, Transport Research Institute Inc., Žilina, 2005) 3. Zdravotnícke ročenky 2002 - 2004, Ústav zdravotníckych informácií a štatistiky Slovenskej republiky, Bratislava (Health yearbooks 2002 – 2004, The Institute of Health Information and Statistics of the Slovak Republic, Bratislava) 4. Hluk a jeho zdravotní účinky, Státni zdravotní ústav České republiky, Praha, 2004 (Noise and its health effects, The National Institute of Public Health of the Czech Republic, Prague, 2004) 5. Doprava a jej vplyv na životné prostredie – indikátorová sektorová správa, Slovenská agentúra životného prostredia, Banská Bystrica, 2005 (Transport and its environmental effect – indicator sectoral report, Slovak environmental agency, Banská Bystrica, 2005) 6. Doprava a životné prostredie v Európe, Európska environmentálna agentúra Kodaň, 2004 (Transport and Environment in Europe, The European Environment Agency Copenhagen, 2004) 7. Stratégia Európskej environmentálnej agentúry pre roky 2004 – 2008, Kodaň, 2003 (EEA Strategy 2004–2008, Copenhagen, 2003) 8. Koncepcia územného rozvoja Slovenska (KURS) 2001, Ministerstvo životného prostredia SR Bratislava, Aurex s.r.o. Bratislava (Slovak Spatial Development Perspective 2001, Ministry of environment of the Slovak Republic, Aurex Ltd., Bratislava) 9. Územný generel cestnej dopravy SR, KURS 2001, Ministerstvo životného prostredia SR Bratislava, Aurex s.r.o. Bratislava, 2003 (Transport general plan of the Slovak Republic, KURS 2001, Ministry of environment of the Slovak Republic, Aurex Ltd., Bratislava, 2003) 10. Zmeny a doplnky územných plánov VÚC samosprávnych krajov Slovenskej republiky, 2004 (Amendments in spatial plans of self-governing regions of the Slovak Republic, 2004) 11. Dopravná nehodovosť v koridoroch transeurópskych a rýchlostných ciest Slovenskej republiky v roku 2004, Slovenská správa ciest Bratislava, 2005 (Accident rate in corridors of trans-european and expressways in the Slovak Republic in 2004, Slovak Road Administration, Bratislava, 2005) 12. Výsledky celoštátneho sčítania cestnej dopravy SR 2005, Slovenská správa ciest Bratislava, 2006 (Results of nationwide road traffic census in Slovak Republic 2005, Slovak Road Administration, Bratislava, 2006) 13. Prognóza cestnej dopravy Slovenskej republiky, Slovenská správa ciest Bratislava, 2006 (Road traffic prognosis of the Slovak Republic, Slovak Road Administration, Bratislava, 2006) 14. Atlas krajiny Slovenskej republiky, 2002 (The Landscape Atlas of the Slovak Republic, 2002)

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Annex 1 Global objective of Operational Programme Transport 2007-2013: Sustainable Mobility Resource of reference objectives to Operational Programme Transport: EEA (European Environment Agency Copenhagen) – TERM /Transport and Environment Reporting Mechanism

No. Political issue OPT reference objective in SEA Aggregate indicator Indic. No. Indicators 1. Is the environmental 1. Contribute for the improvement Transport environmental 1.1 Energy consumption in transport behaviour of transport of traffic and transport process in consequences 1.2 Greenhouse gases and pollutants sector improving; is Slovakia with impact on the (CO , NOx, NMVOC, PM10, SO ) the environmental countryside and health state of 2 2 emissions from transport effectiveness of inhabitants. transport increasing? 1.3 Noise from transport operation 1.4 Traffic accident rate 1.5 Waste from transport 1.6 Environmental effectiveness of transport 1.7 Urbanised territory fragmentation 1.8 Fragmentation of ecosystems in country 1.9 Transport impacts on biodiversity 1.10 Conflict and proximity of transport infrastructure with protected natural areas 1.11 Soil catch due to the road infrastructure 1.12 Collision of infrastructure interests and protected water management areas

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No. Political issue OPT reference objective in Aggregate indicator Indic. Indicators SEA No. 2. Are we improving in the field of 2. Heading the trend of Transport demand, 2.1 Intensity, performances and transport requests management dividing of transport work to intensity and division of division of transport work of and modal shift? environmentally more transport work passenger transport by acceptable transport modes transport modes and roads purposes 2.2 Intensity, performances and division of transport work of freight transport by transport modes and goods groups 3. Is there any better coordination 3. Increasing the mutual Spatial and transport 3.1 Access to essential services of of spatial and transport cohesion of coordination of planning, transport public transportation and planning? spatial and transport planning accessibility in territory economical amenities – gravitation of transport-gravity centres 3.2 Regional market accessibility and cohesion 4. Are trying to optimise the 4. Optimising the utilisation of Utilisation of existing 4.1 Utilisation of existing utilisation of existing existing infrastructure, infrastructure infrastructure capacities by infrastructure and are we synergy of transport system and investments into the transport modes (capacities heading to better balanced transport infrastructure overload) intermodal transport system? 4.2 Transport infrastructure investments by transport modes

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No. Political issue OPT reference objective in SEA Aggregate indicator Indic. No. Indicators 5. How fast the "cleaner" 5. Introduction of environmentally Introduction of new 5.1 Maximum seating capacity of technologies are more effective technologies into technologies in transport, vehicles in public passenger implemented and how the transport chain size and condition of the transport effective the vehicles vehicle fleet 5.2 Average age of vehicle fleet in are being used? public passenger transport 5.3 Vehicle fleet of public passenger transport satisfying specified emissions limits 5.4 Information systems in transportation process, intelligent transport systems 6. How effective the 6. Support of environmental Utilisation of 6.1 EIA and SEA in transport tools of environmental management in transport sector environmental planning management and management tools 6.2 Public opinion and public monitoring are used, awareness in relation to the with the aim of transport and environment supporting the policy problems and decision making process?

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Annex 2

List and specification of protected areas, potentially affected with OPT activities realisation

Proposed areas of European significance * - priority species and priority biotopes SKUEV 0010 Komárňanské slanisko The area is proposed by reason of protecting the biotope of European significance: *Inland salt meadows (1340). SKUEV 0017 Pri Orechovom rade The area is proposed by reason of protecting the biotopes of European significance: * Inland salt meadows (1340) and * Pannonic salt steppes and saltmarshes (1530). SKUEV 0092 Dolnovážske luhy The area is proposed by reason of protecting the biotopes of European significance: Riparian mixed forests of Quercus robur, Ulmus laevis and Ulmus minor, Fraxinus excelsior or Fraxinus angustifolia, along the great rivers of the Atlantic and Middle-European provinces (Ulmenion minoris), Alluvial meadows of river valleys of the Cnidion dubii alliance and species of European significance: Zingel streber, Gymnocephalus baloni, Proterorhinus marmoratus, Rhodeus sericeus amarus, Gobio albipinnatus and Lutra lutra. SKUEV 0191 Rašeliniská Bielej Oravy The area is proposed by reason of protecting the biotopes of European significance: Alkaline fens (7230), Transition mires and quaking bogs (7140), Degraded raised bogs (still capable of natural regeneration) (7120), *Active raised bogs (7110) and species of European significance: Leucorrhinia pectoralis, Vertigo moulinsiana, Vertigo geyeri and Triturus montandoni. SKUEV 0198 Zvolen The area is proposed by reason of protecting the biotopes of European significance: Western Carpathian calcicolous Pinus sylvestris forests (91Q0), Acidophilous spruce forests (Vaccinio-Piceetea) (9410), *Tilio-Acerion forests of slopes, screes and ravines (9180), Medio-European limestone beech forests (Cephalanthero-Fagion) (9150), Medio-European subalpine beech woods (with Acer and Rumex arifolius) (9140), Asperulo-Fagetum beech forests (9130), Caves not open to public (8310), *Medio-European calcareous scree of hill and montane levels (8160), Semi-natural dry grasslands and scrubland facies on calcareous substrates (6210), Juniperus communis formations on heaths or calcareous grasslands (5130) and species of European significance: *Pulsatilla slavica, *Dianthus nitidus, *Campanula serrata, *Cyclamen fatrense, Boros schneideri, Eriogaster catax, *Rosalia alpina, Triturus montandoni, Bombina variegata, Rhinolophus hipposideros, Myotis dasycneme, Myotis bechsteini, Myotis myotis, Barbastella barbastellus, *Ursus arctos, Lynx lynx and *Canis lupus. SKUEV 0238 Veľká Fatra The area is proposed by reason of protecting the biotopes of European significance: Medio- European limestone beech forests (Cephalanthero-Fagion) (9150), Alpine and subalpine calcareous grasslands (6170), *Semi-natural dry grasslands and scrubland facies on calcareous substrates (Festuco-Brometalia) (*important orchid sites) (6210), *Species- rich Nardus grasslands, on siliceous substrates in mountain areas and submountain

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areas in continental Europe (6230), Hygrophilous tall herb fringe communities of plains and of the montane to alpine belts (6430), Lowland hay meadows (Alopecurus pratensis, Sanquisorba officinalis) (6510), Mountain hay meadows (6520), *Petrifying springs with tufa formation (Cratoneurion) (7220), Alkaline fens (7230), Caves not open to public (8310), Luzulo-Fagetum beech forest (9110), *Bushes with Pinus mugo and Rhododendron hirsutum (Mugo-Rhododendretum hirsuti) (4070), Medio-European subalpine beech woods (with Acer and Rumex arifolius) (9140), Chasmophytic vegetation of calcareous rocky slope (8210), *Tilio-Acerion forests of slopes, screes and ravines (9180), Western Carpathian calcicolous Pinus sylvestris forests (91Q0), Acidophilous spruce forests (Vaccinio-Piceetea) (9410), *Mixed ash-alder alluvial forests of temperate and Boreal Europe (Alno-Padion, Alnion incanae, Salicion albae) (91E0), Rupicolous pannonic grasslands (Stipo-Festucetalia pallentis) (6190), Transition mires and quaking bogs (7140), Calcareous and calcshist screes of the montane to alpine levels - Thlaspietalia rotundifolii (8120), *Medio-European calcareous scree of hill and montane levels (8160), Asperulo-Fagetum beech forests (9130) and species of European significance: *Pulsatilla subslavica, Cypripedium calceolus, *Campanula serrata, *Cyclamen fatrense, * Pulsatilla slavica, *Dianthus nitidus, Mannia triandra, Adenophora lilifolia, Ophiogomphus cecilia, Cucujus cinnaberinus, Carabus variolosus, Rhysodes sulcatus, Lucanus cervus, Lycaena dispar, Maculinea nausithous, *Rosalia alpina, Limoniscus violaceus,*Callimorpha quadripunctaria, Eriogaster catax, Leptidea morsei, Vertigo angustior, *Pseudogaurotina excellens, Gobio uranoscopus, Bombina variegata, Triturus montandoni, Lynx lynx, Lutra lutra, *Ursus arctos, *Canis lupus, Microtus tatricus, Myotis myotis, Myotis emarginatus, Myotis bechsteini, Barbastella barbastellus, Rhinolophus hipposideros and Rhinolophus ferrumequinum. SKUEV 0247 Rohy The area is proposed by reason of protecting the biotopes of European significance: *Pannonic woods with Quercus petrea and Carpinus betulus (91G0), *Tilio-Acerion forests of slopes, screes and ravines (9180), *Pannonian woods with Quercus pubescens (91H0) and species of European significance: Lucanus cervus. SKUEV 0252 Malá Fatra The area is proposed by reason of protecting the biotopes of European significance: Chasmophytic vegetation on siliceous rocky slopes (8220), *Bushes with Pinus mugo and Rhododendron hirsutum (Mugo-Rhododendretum hirsuti) (4070), Sub-Arctic willow scrub (4080), Alpine and subalpine calcareous grasslands (6170), *Semi-natural dry grasslands and scrubland facies on calcareous substrates (Festuco-Brometalia) (*important orchid sites) (6210), Hygrophilous tall herb fringe communities of plains and of the montane to alpine belts (6430), Lowland hay meadows (Alopecurus pratensis, Sanquisorba officinalis) (6510), Mountain hay meadows (6520), *Petrifying springs with tufa formation (Cratoneurion) (7220), Alkaline fens (7230), Calcareous and calcshist screes of the montane to alpine levels - Thlaspietalia rotundifolii (8120), Alpine and boreal heaths (4060), Chasmophytic vegetation of calcareous rocky slope (8210), Alpine rivers and their ligneous vegetation with Salix eleagnos (3240), Caves not open to public (8310), Luzulo-Fagetum beech forest (9110), Asperulo-Fagetum beech forests (9130), Medio- European subalpine beech woods (with Acer and Rumex arifolius) (9140), Medio-European limestone beech forests (Cephalanthero-Fagion) (9150), *Tilio-Acerion forests of slopes, screes and ravines (9180), Acidophilous spruce forests (Vaccinio-Piceetea) (9410), Juniperus communis formations on heaths or calcareous grasslands (5130), *Species-rich Nardus grasslands, on siliceous substrates in mountain areas and submountain areas in continental Europe (6230), * Mixed ash-alder alluvial forests of temperate and Boreal Europe (Alno-Padion, Alnion incanae, Salicion albae) (91E0), Western Carpathian calcicolous Pinus sylvestris forests (91Q0), *Medio-European calcareous scree of hill and montane levels (8160) and species of European significance: Cypripedium calceolus, *Campanula serrata, Tozzia carpathica, Aconitum firmum subsp. moravicum, *Pulsatilla

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slavica,*Dianthus nitidus, Cucujus cinnaberinus, Carabus zawadszkii, Lucanus cervus, *Rosalia alpina, Carabus variolosus, *Callimorpha quadripunctaria, Lycaena helle, *Pseudogaurotina excellens, *Phryganophilus ruficollis, Eudontomyzon danfordi, Cottus gobio, Triturus cristatus, Bombina variegata, Triturus montandoni, Triturus cristatus, *Canis lupus, Myotis bechsteini, Lynx lynx, Lutra lutra, * Ursus arctos, Myotis myotis, Barbastella barbastellus, Rhinolophus hipposideros and Rhinolophus ferrumequinum. SKUEV 0253 Rieka Váh The area is proposed by reason of protecting the biotopes of European significance: Water courses of plain to montane levels with the Ranunculion fluitantis and Callitricho-Batrachion vegetation (3260) and species of European significance: Leptidea morsei, Vertigo angustior, Cottus gobio, Zingel streber, Gobio uranoscopus, Hucho hucho, Bombina variegata, Lutra lutra, Myotis myotis, Myotis dasycneme, Myotis blythi, Barbastella barbastellus, Rhinolophus hipposideros and Rhinolophus ferrumequinum. SKUEV 0254 Močiar The area is proposed by reason of protecting the biotopes of European significance: Alkaline fens (7230), *Petrifying springs with tufa formation (Cratoneurion) (7220), *Calcareous fens with Cladium mariscus and species of the Caricion davallianae (7210) and species of European significance: Leptidea morsei, Bombina bombina and Bombina variegata. SKUEV 0265 Suť The area is proposed by reason of protecting the biotopes of European significance: *Pannonian woods with Quercus pubescens (91H0), *Pannonic woods with Quercus petrea and Carpinus betulus (91G0), * Mixed ash-alder alluvial forests of temperate and Boreal Europe (Alno-Padion, Alnion incanae, Salicion albae) (91E0), *Tilio-Acerion forests of slopes, screes and ravines (9180), Medio-European limestone beech forests (Cephalanthero-Fagion) (9150), Asperulo-Fagetum beech forests (9130), Luzulo-Fagetum beech forest (9110), Caves not open to public (8310), Lowland hay meadows (Alopecurus pratensis, Sanquisorba officinalis) (6510) and species of European significance: *Rosalia alpina, Cerambyx cerdo, Limoniscus violaceus, Lucanus cervus, *Callimorpha quadripunctaria, Polyommatus eroides, Coenagrion ornatum, Cottus gobio, Rhodeus sericeus amarus, Bombina variegata, Lutra lutra, *Ursus arctos, Spermophilus citellus, Myotis myotis, Myotis emarginatus, Myotis blythi, Myotis bechsteini, Barbastella barbastellus, Rhinolophus hipposideros and Rhinolophus ferrumequinum. SKUEV 0299 Baranovo The area is proposed by reason of protecting the biotopes of European significance: Calcareous and calcshist screes of the montane to alpine levels - Thlaspietalia rotundifolii (8120), Luzulo-Fagetum beech forest (9110), Lowland hay meadows (Alopecurus pratensis, Sanquisorba officinalis) (6510), *Tilio-Acerion forests of slopes, screes and ravines (9180), Medio-European limestone beech forests (Cephalanthero-Fagion) (9150), Asperulo- Fagetum beech forests (9130), Caves not open to public (8310), Chasmophytic vegetation of calcareous rocky slope (8210), Semi-natural dry grasslands and scrubland facies on calcareous substrates (Festuco-Brometalia) (*important orchid sites) (6210), Juniperus communis formations on heaths or calcareous grasslands (5130) and species of European significance: Carabus variolosus, Eriogaster catax, roháč obyčajný, *Rosalia alpina, Maculinea nausithous, Lycaena dispar, * Callimorpha quadripunctaria, Bombina variegata, Rhinolophus hipposideros, Myotis bechsteini, Barbastella barbastellus, Myotis myotis, * Ursus arctos, Lynx lynx.

SKUEV 0304 Oravská vodná nádrž The area is proposed by reason of protecting the biotopes of European significance: Oligotrophic to mesotrophic standing waters of plains to subalpine levels with vegetation

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belonging to Littorelletea uniflorae and/or Isoeto-Nanojuncetea (3130),*Mixed ash-alder alluvial forests of temperate and Boreal Europe (Alno-Padion, Alnion incanae, Salicion albae) (91E0) and species of European significance: Triturus montandoni, Bombina variegata, Lutra lutra a Castor fiber. SKUEV 0357 Cerová vrchovina-lesné biotopy The area is proposed by reason of protecting the biotopes of European significance: Pannonian-Balkanic turkey oak – sessile oak forests (91M0), *Euro-Siberian steppe woods with Quercus subsp. (91I0), *Pannonian woods with Quercus pubescens (91H0), *Pannonic woods with Quercus petrea and Carpinus betulus (91G0), * Mixed ash-alder alluvial forests of temperate and Boreal Europe (Alno-Padion, Alnion incanae, Salicion albae) (91E0), *Tilio-Acerion forests of slopes, screes and ravines (9180), Asperulo- Fagetum beech forests (9130), Luzulo-Fagetum beech forest (9110), Caves not open to public (8310), Siliceous rock with pioneer vegetation of the Sedo-Scleranthion or of the Sedo albi-Veronicion dillenii (8230), Chasmophytic vegetation on siliceous rocky slopes (8220), Lowland hay meadows (Alopecurus pratensis, Sanquisorba officinalis) (6510), *Sub- Pannonic steppic grasslands (6240), *Continental deciduous thickets (40A0) and species of European significance: Pulsatilla grandis, *Rosalia alpina, Cerambyx cerdo, Lucanus cervus, Lycaena dispar, Lutra lutra, Spermophilus citellus, Myotis myotis, Barbastella barbastellus and Rhinolophus hipposideros. SKUEV 0363 Ťahan The area is proposed by reason of protecting the biotopes of European significance: *Pannonic woods with Quercus petrea and Carpinus betulus (91G0) and species of European significance: Cypripedium calceolus, Cerambyx cerdo and Lucanus cervus.

National protected areas system

Malá Fatra National Park Malá Fatra National Park, promulgated by governmental regulation of Slovak Socialistic Republic No. 24/88 Coll. on Malá Fatra National Park is characteristic with rich and relatively well-preserved Western Carpathian nature. The subject of protection is the existence of vegetal and animal kingdom wealth and relief forms variety with characteristic cliffs, gorges, rock towers as well. Especially noteworthy is the breaking Váh river stretch – Domašínsky meander. More than 900 species of higher plants were found in area. Of which is, 22 Western Carpathian endemic species, 14 Carpathian endemic species, 15 Carpathian sub- endemic species a 1 Malá Fatra resident endemic species, Sorbus margittaiana (Jáv.) Kárpáti. Amongst the animals resident are: Ursus arctos, Lynx lynx, Lutra lutra, Aquila chrysaetos, Bubo bubo, Tetrao urogallus, Tetrao tetrix, Tichodroma muraria and other. There are several strictly protected reserves in the area. Veľká Fatra National Park Promulgated by the by governmental regulation of Slovak Republic No. 140 from 27th March 2002. Thanks to broken relief and varied geological basement vegetal communities and natural biotopes from various periods of post-glacial are evolution are preserved here. In the Veľká Fatra territory montane animal species prevail. Till now 110 nesting birds species and 60 mammalian species were observed. Amongst the beast, we could mention Ursus arctos, Lynx lynx and Canis lupus. Aquila chrysaetos is nesting here. On the behalf of the protection of the most valuable ecosystems and Veľká Fatra species in characteristic biotopes (primeval forests and natural forests, Taxus baccata stands, relict Pinus sylvestris forests, rocky overhangs, rocky streams, limestone reefs, interesting geological formations, gorges,

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caves, ridge communities, travertine terraces and mounds, mires, fens, wet meadows, and water courses) several small-scale protected areas were promulgated. Kysuce protected landscape area Promulgated by the decree of Ministry of Culture of the Slovak Socialistic Republic No. 68/1984 Coll. from 23rd May 1984 as amended by Act No. 287/1994 Coll. Kysuce protected landscape area is situated in the north-western Slovakia, whereby it is formed by two separated parts. Autochthonous mixed forests are preserved in montane localities. The territory has rich streams network, plenty of springs, transient mires and fen meadows with protected and endangered vegetal species - Drosera rotundifolia, Matteuccia struthiopteris, Lilium martagon, Aquilegia vulgaris and several Orchidacae sites. 205 vertebrate species were observed in the area till now. It represents the western habitation border of all Slovak beasts – Canis lupus, Ursus arctos, Lynx lynx. Lutra lutra, forest fowls, from the glacial relicts - Aegolius funereus, Glaucidium passerinum, Picoides tridactylus, Sicista betulina are present as well. Triturus montandoni – Carpathian endemic species – is living in many localities. Štiavnické vrchy protected landscape area Promulgated by the decree of Ministry of Culture of the Slovak Socialistic Republic No.124/1979 Coll. from 22nd September 1979 as amended by Act No. 287/1994 Coll. Štiavnické vrchy are the biggest volcanic mountains of Western Carpathians. They lie on the border line of two different climate types, what reflects the horizontal and vertical intersection of thermophilous elements of flora and fauna with Carpathian montane components. The attractiveness of the territory is raised by water reservoirs – "tajchy". In exploited metal ledges and stray streaks several rare and unique minerals in Slovakia were described. Some thermophilous species spreading through the valleys open to the south are reaching their northern habitation border here (Quercus cerris, Acer tataricum). On warm sun-exposed andesite rocks with shallow skeletal soil elements of xerophile flora are found - Stipa sp., Lychnis coronaria, Sedum acre etc. On some sites we could find Pulsatilla grandis and Crocus. L. More northwards Vaccinium vitis-idaea, Vaccinium myrtillus and Waldsteinia ternata subsp. magicii vegetate. Amongst the fauna, birds as Aquila pomarina, Buteo buteo, Strix aluco and many songbirds are present abundantly. Rare carnivorous mammalian species are present here as well – Lynx lynx and Felis silvestris. To the most remarkable incest species belong the butterflies - Papilio machaon and Iphiclides podalirius, also present is the rare Mantis religiosa, Lucanus cervus and Rosalia alpina. In the abandoned mining workings some bat species found their hideout, e.g. Rhinolophus ferrumequinum, Rhinolophus hipposideros, Myotis myotis, Pipistrellus pipistrellus etc. Nízke Tatry National Park Promulgated by governmental regulation of Slovak Socialistic Republic No. 119/78 Coll. from 14th June 1978 as amended by Act No. 1/1995 Coll. The borders and protection zones of national park were revised by governmental regulation of Slovak Republic No. 182/1997 Coll. from 17th June 1997. Nízke Tatry National Park is with its area the largest national park in Slovakia. Its highest peak is Ďumbier (2043 m). The mountain range is spreading through the middle of Slovakia by eastern – western direction for almost 100 km. By Čertovica gap it is divided on 2 parts: western – Ďumbierske Tatry and eastern - Kráľovohoľské Tatry. The massif of Kráľová hoľa is a spring site of three Slovak rivers - Váh, Hron and Hnilec. There are large karstic areas are binding on the limestone complexes - Demänovský, Bystriansky and Ďumbiersky karst. The longest cave system is created by Demänovské caves (24 km). There are three caves in area open to public - Demänovská freedom cave, Demänovská ice cave a Bystrianska cave. Around 90 % of area represents the forest soil fund (50% in protection area). The flora is varied with predominance of species typical for cold climate conditions. Montane flora is represented by species as Campanula cochlearifolia, Gentiana clusii, Leontopodium alpinum, Bellidiastrum michelli, Pulsatilla slavica, Avenella flexuosa, Homogyne alpina and other. The large scale of the territory and the variety of conditions is

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affecting the fauna composition as well. It is a perspective area mainly for preservation of big mammals, especially Ursus arctos, Lunx lynx and Canis lupus. At the same time it is offering favourable conditions for Marmota marmota and even for "implanted" Rupicapra rupicapra tatrica. To other alpine animals belong the rare Pitymys tatricus and Microtus nivalis as well. Important nesting birds in the area are represented with Aquila chrysaetos, Aquila pomarina, Pernis apivorus, Tetrao urogallus, Tetrao tetrix and other. Cerová vrchovina protected landscape area Promulgated by the decree of Ministry of Culture of the Slovak Socialistic Republic No. 113/1989 Coll. from 10th October 1989 as amended by Act No. 287/1994 Coll., revised by decree of Ministry of Environment of the Slovak Republic No. 433/01 Coll. from 3rd September 2001. Cerová vrchovina protected landscape area is located in the south of central Slovakia. Basalt filling of volcanic chimneys and slag cones (Šomoška, Šurice, Hajnáčka, Ragáč) are descending markedly in the relief. The most spread forest communities are the Fagus woods. In the florist point of view we could characterise the territory as strongly xerophile. On the geological basement of volcanic rocks, forest and non- forest communities were formed. From the protected flora, you could find Pulsatilla pratensis (L)Mill.subsp.nigricans, Lychnis coronaria, Iris pumila, Colutea arborescens, Chrysopogon gryllus and several Stipa sp. species. In the sense of zoogeographical classification the area belongs to Pannonic steppes zone. From several rare Invertebrata groups existing in the area, especially many endangered Coleoptera and Lepidoptera were observed. The Vertebrata is represented for example by Rana ridibunda, Lacerta viridis, Circaetus gallicus, Merops opiaster, Otus scops. Subterranean pseudokrast areas are used by several Chiroptera species. Horná Orava protected landscape area Horná Orava protected landscape area is located in the most northern part of Slovakia. Almost half of the protected landscape area is represented by forests. Forest complexes of Babia hora, Pilsko and Paráč are specific with primeval Picea scrubs with Sorbus addition. In the peak parts of Babia hora the alpine zone is also markedly evolved, represented by alpine meadows. Another exceptional phenomenon in protected landscape area vegetation is the presence of noticeable variety of peat phytocoenoses with occurrence of specific rare and endangered herbal species as Andromeda polifolia, Ledum palustre, Rhynospora alba, Drosera rotundifolia, Lycopodiella inundata, Carex chordorrhiza. From the big beats Ursus arctos, canis lupus are present, rarely Lynx Lynx. Characteristic species of forest zone are Tetrao urogallus, Tetrao tetrix, Bonasa bonasia. From the predator birds Aquila pomarina, Buteo buteo, Corvus corax are present. In last decades Ciconia nigra has spread its nesting area in the territory. Lately, Alces alces entered this area. Faunistical peculiarity of protected landscape area is Orava dam lake, which offers suitable biotope not only for ichtyofauna, but mainly for avifauna. Peaty and boggy areas are biotopes of several Reptilia and Amphibia species (Triturus alpestris, Triturus montandoni and Triturus cristatus). Several rare and endangered Invertebrata species have its stands in the area.

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